standard operating procedures (sop) - xs4allstella01.home.xs4all.nl/documents/docs/d103.pdf · sop...

Issue 10 - 111

(Document nr. 103)

Standard Operating Procedures (SOP)

-B737 NG

for Multi-Crew Co-operation Course (MCC)

Note: Figures in this manual are to be used for training purposes only. This data is not suitable as a basis for performance calculations or other engineering purposes.

DISCLAIMER This manual is not authorized by any airline, local aviation authority or by Boeing.

Name : ______________________________________________________

COPYRIGHT Avion Training BV No part of this manual or its extracts may be reproduced in any form, by print, photo print,

microfilm or any other means, without written permission from Avion Training BV

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ISSUE RECORD

Issue Number Issue date

10 01-12-2013

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TABLE OF CONTENT

1 PREFACE (OF INTRODUCTION) 7

2 NORMAL PROCEDURES 7

2.1 introduction.................................................................................................................................... 7

3 STANDARD OPERATING PROCEDURES 27

3.1 general information ..................................................................................................................... 27

3.2 ground operations ....................................................................................................................... 34

3.3 take off and initial climb ............................................................................................................... 37

3.4 climb, cruise, descent and holding .............................................................................................. 39

3.5 approach and missed approach ................................................................................................. 40

3.6 landing ......................................................................................................................................... 45

3.7 maneuvers .................................................................................................................................. 48

3.8 non-normal operations ................................................................................................................ 52

4 SUPPLEMENTARY PROCEDURES 57

5 PERFORMANCE INFLIGHT 61

6 MANEUVERS 65

7 CHECKLIST INSTRUCTIONS 70

8 NORMAL CHECKLISTS 77

9 NON-NORMAL CHECKLISTS 79

9.1 specific cases .............................................................................................................................. 79 9.1.1 Air systems .................................................................................................................... 79 9.1.2 Electrical......................................................................................................................... 86 9.1.3 Engine, APU .................................................................................................................. 88 9.1.4 Fire protection ................................................................................................................ 97 9.1.5 Flight controls ............................................................................................................... 101 9.1.6 Hydraulics .................................................................................................................... 103 9.1.7 Evacuation ................................................................................................................... 104 9.1.8 entry door ..................................................................................................................... 105 9.1.9 fuel filter bypass ........................................................................................................... 106

10 MISCELLANEOUS 109

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1 PREFACE (OF INTRODUCTION)

This Multi Crew Coordination B737 Operations Manual has been prepared by Avion Training. The purpose of this manual is to:

Provide the necessary operating (non-) normal and supplementary normal procedures the students need to safely and efficiently operate the 737 airplane during all MCC sessions.

Establish standardized procedures and practices to enhance Boeing operational philosophy and policy.

Procedures that are use on every flight can be found in chapter 1 normal procedures. Chapter 3 supplementary normal procedures contain procedures that are accomplished as required rather than routinely performed on each flight. Information in support of procedures listed in the (supplementary) normal procedures and techniques to help the pilot accomplish these procedures safely and efficiently can be found in chapter 2 SOP’s. Technical information needed for the MCC training is provided in the MCC B737 Technical Manual.

2 NORMAL PROCEDURES

2.1 INTRODUCTION

General This chapter gives: • an introduction to the normal procedures philosophy and assumptions • step by step normal procedures Normal procedures philosophy and assumptions Normal procedures are done on each flight. Refer to the Supplementary Procedures (SP) chapter for procedures that are done as needed, for example the adverse weather procedures. Normal procedures do not include steps for flight deck lighting and crew comfort items.Normal procedures are done by memory and scan flow. The panel illustration in this section shows the scan flow. The scan flow sequence may be changed as needed.

Crew duties Preflight and post flight crew duties are divided between the captain and first officer. Phase of flight duties are divided between the Pilot Flying (PF) and the Pilot Monitoring (PM). Each crewmember is responsible for moving the controls and switches in their area of responsibility. • the phase of flight areas of responsibility for both normal and non-normal procedures are shown in

the Area of Responsibility illustrations in this section. Typical panel locations are shown. • the preflight and post flight areas of responsibility are defined by the "Preflight Procedure - Captain" and

"Preflight Procedure - First Officer." The captain may direct actions outside of the crewmember’s area of responsibility.The general PF phase of flight responsibilities are: • taxiing • flight path and airspeed control • airplane configuration • navigation.

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The general PM phase of flight responsibilities are: • checklist reading • communications • tasks asked for by the PF • monitoring taxiing, flight path, airspeed, airplane configuration and navigation. PF and PM duties may change during a flight. For example, the captain could be the PF during taxi but be the PM during takeoff through landing. The mode control panel is the PF’s responsibility. When flying manually, the PF directs the PM to make the changes on the mode control panel.The captain is the final authority for all tasks directed and done.

Crew co-ordination and monitoring Standard crew co-ordination and communication during all phases of flight will enable the crew to be permanently aware of each other’s actions, airplane configuration, system status, airplane position and ATC communications. All crew actions and tasks are to be monitored by each pilot. Errors in judgment or deviations from standard procedures must be reported to the other pilot without delay. Either pilot, depending on who is more readily available, may carry out duties.However, SYSTEM HANDLING BY THE PILOT FLYING SHALL NEVER INTERFERE WITH HIS MAIN TASK OF FLYING THE AIRPLANE. All orders related to the handling of the airplane, given by the PF, shall be acknowledged after being carried out by the PM. Actions that require some time to complete, (e.g. reading of checklists, flap operation) shall be repeated by the PM and acknowledged as soon as the commanded position or action has been obtained or completed.Before making the selection the PM will ensure that operating limitations and flight procedures allow the configuration change; if not he will inform the PF accordingly.

Autopilot Flight Director System Procedures When selecting a value on the MCP, verify that the respective value changes on the flight instruments, as applicable. The crew must verify manually selected or automatic AFDS changes. Use the FMA to verify mode changes for the: • autopilot • flight director • autothrottle Announcing changes on the FMA and thrust mode display when they occur is a good CRM practice and must be made by the PM during the 10 seconds when the FMA mode change highlight symbol (green rectangle) is displayed. If after these 10 seconds the PM didn’t make the callout, the PF makes it.

Two different situations can be defined:

AUTOMATIC FLIGHT (At least one A/P in CMD)

The PF controls the AFDS.

MANUAL FLIGHT

The PM controls the AFDS at the direction of the PF. All changes to the MCP will be called out. The crewmember making a change to the MCP altitude or heading will check that the change has been confirmed by the other crewmember with the call: “CHECK”. When in doubt, verify using open questions.

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AFDS values are announced by calling the parameter, followed by the value (e.g. “Speed two five zero”) The PF must engage the A/P himself calling “A/P A”, PM calls: “CMD” when annunciated on the FMA. When disengaging the A/P(s) and/or the A/T, the PF states: “AUTOPILOT DISENGAGED” respectively “AUTO THROTTLE DISENGAGED”. It is important that the crew is continuously aware of the actual flight/thrust modes and selections made. This is achieved by monitoring the changed FMA indications and AFDS selections. Note: FMA indications are announced by reading aloud the changed indication in spoken language. An announcement or a confirmation may only be given when all relevant indications have been checked. If the relevant indications do not match, action shall be taken to obtain the required setting. Announcements and/or confirmations of mode changes and actions should be postponed if they would interfere with radio communications, emergency and/or non-normal procedures Automatic flight When the autopilot is in use, the PF should make the AFDS mode selections. The PM may make selections at the direction of PF. In an environment that provides technology to do the work, we are faced with a man-machine interface problem referred to as “automation complacency”. Continuously monitor and crosscheck the automatic operation of the airplane. Flight path control is essential for safe flight. Using automatic systems allows the pilot to devote additional time to monitoring the airplane’s flight path. Automatic systems give excellent results in the majority of situations. However, in some circumstances, these automatic systems may not perform as expected. Deviations from expected performance are normally due to an incomplete understanding of their operation by the flight crew, or a system malfunction. If an AFDS mode does not perform as required, airplane control is paramount. This may require manual flight. It may also be possible to reselect the AFDS mode, or select another mode. This might solve the problem. In any event take immediate action. Once the airplane is under control further analysis can be made. Manual flight In manual flight, the PM will make all MCP changes at the direction of the PF.Heading and altitude changes from ATC clearances and speed selections associated with flap position changes may be made without specific directions. However, these selections should be announced, such as: “HEADING ONE FIVE ZERO SET”. The PF must be aware such changes are being made. This enhances overall safety by requiring both pilots to be aware of all selections, while still allowing one pilot to concentrate on flight path control. Ensure the proper flight director modes are selected for the desired maneuver. If the flight director commands are not correct the F/D’s should be turned off or re-programmed.

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Pre-flight and postflight scan flow

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AREAS OF RESPONSIBILITY

Captain as pilot flying or taxiing

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First officer as pilot flying or taxiing

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AMPLIFIED PROCEDURES

General During MCC training a simplified version of the normal procedures is applicable. The instructor performs the :

Electrical power up supplementary procedure, Preliminary pre-flight procedure (cockpit safety), CDU pre-flight procedure, Items not mentioned of the pre-flight procedure captain and first officer, Before start procedure, The engine start procedure (depending on MCC session) Before taxi procedure (depending on MCC session).

During MCC training assume cabin crew and passengers are on board.Before entering the cockpit the captain introduces the cockpit crew to the cabin crew and gives a briefing to the purser informing him (her) about route, weather (turbulence expected), slot time and any special items. Captain informs himself about passenger boarding status and manages the expected boarding complete time versus slot time.

PREFLIGHT PROCEDURE – FIRST OFFICER Seat ................................................................................................ Adjust

Adjust the seat for optimum eye reference. Lower part of display units must be visible when looking past top part of control column and a small part of window wiper when looking past glareshield must also be visible. Center part of MCP must be within reach.

Verify a positive horizontal (fore and aft) seat lock. Rudder pedals ................................................................................ Adjust Adjust the rudder pedals to allow full rudder pedal and brake pedal movement. Cabin pressurization panel .........................Set

Verify that the AUTO FAIL light is extinguished.

Verify that the OFF SCHED DESCENT light is extinguished.

FLIGHT ALTITUDE indicator – Cruise altitude

LANDING ALTITUDE indicator – Destination field elevation Pressurization mode selector – AUTO

Verify that the ALTN light is extinguished.

Verify that the MANUAL light is extinguished. EFIS control panel ...............................................................................Set

MINIMUMS reference selector – RADIO or BARO

MINIMUMS selector – Set decision height or altitude reference

FLIGHT PATH VECTOR switch – As needed

METERS switch – As needed

BAROMETRIC reference selector – IN or HPA

BAROMETRIC selector – Set local altimeter setting

VOR/ADF switches – As needed Mode selector – MAP Set to enable raw data monitoring of SID

CENTER switch – As needed Range selector – As needed

TRAFFIC switch – As needed WEATHER RADAR – Off

Verify that the weather radar indications are not shown on the MAP.

Map switches – As needed

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Flight instruments .......................................................................... Check Verify that the flight instrument indications are correct.

Verify that only these flags are shown: • TCAS OFF • NO VSPD until V–speeds are selected • expected RMI flags Verify that the flight mode annunciations are correct: • autothrottle mode is blank • roll mode is blank • pitch mode is blank • AFDS status is FD Select the map mode or VOR/ILS mode as needed. AUTO BRAKE select switch........................................................... RTO

Verify that the AUTO BRAKE DISARM light is extinguished

Radio tuning panel ...............................................................................Set VHF NAVIGATION radios ...........................................Set for departure Audio control panel .............................................................................Set ADF radios ..........................................................................................Set Seat belt and shoulder harness ...................................................... Adjust

PREFLIGHT PROCEDURE – CAPTAIN Seat ................................................................................................ Adjust

Adjust the seat for optimum eye reference. Lower part of display units must be visible when looking past top part of control column and a small part of window wiper when looking past glareshield must also be visible. Center part of MCP must be within reach.

Verify a positive horizontal (fore and aft) seat lock. Rudder pedals ................................................................................ Adjust Adjust the rudder pedals to allow full rudder pedal and brake pedal movement. EFIS control panel ...............................................................................Set

MINIMUMS reference selector – RADIO or BARO

MINIMUMS selector – Set decision height or altitude reference

FLIGHT PATH VECTOR switch – As needed

METERS switch – As needed

BAROMETRIC reference selector – IN or HPA

BAROMETRIC selector – Set local altimeter setting

VOR/ADF switches – As needed Mode selector – MAP Set to enable raw data monitoring of SID

CENTER switch – As needed Range selector – As needed

TRAFFIC switch – As needed WEATHER RADAR – Off

Verify that the weather radar indications are not shown on the MAP.

Map switches – As needed

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Mode control panel ..............................................................................Set COURSE(S) – Set FLIGHT DIRECTOR switch – ON

Move the switch for the pilot flying to ON first. Bank angle selector – As needed Autopilot DISENGAGED Flight instruments .......................................................................... Check

Verify that the flight instrument indications are correct.

Verify that only these flags are shown: • TCAS OFF • NO VSPD until V–speeds are selected • expected RMI flags Verify that the flight mode annunciations are correct: • autothrottle mode is blank • roll mode is blank • pitch mode is blank • AFDS status is FD Select the map mode or VOR/ILS mode as needed. Standby instruments....................................................................... Check Integrated standby flight display ......................................................... Set Verify that the approach mode display is blank. Barometric selector - Set to STD (1013). Verify that the flight instrument indications are correct. Verify that no flags or messages are shown. Standby RMI ....................................................................................... Set

Select either VOR or ADF.

FLAP lever .......................................................................................... Set Set the flap lever to agree with the flap position. Parking brake ...................................................................................... Set

Verify that the parking brake warning light is illuminated

Radio tuning panel .............................................................................. Set VHF NAVIGATION radios ............................................. Set for departure Audio control panel ...............................................................................Set Seat belt and shoulder harness ....................................................... Adjust Call “PREFLIGHT CHECKLIST.” C Do the PREFLIGHT checklist. F/O

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ENGINE START PROCEDURE Exterior doors ………………………………verify closed F/O Start clearance……………………………..obtain C, F/O Transponder…………………………………XPDR F/O Call “BEFORE START CHECKLIST C Do the BEFORE START checklist F/O Select the secondary engine indications on lower display unit F/O Air conditioning PACK switches .................................................... OFF F/O Start sequence ..................................................................... Announce C Call “START ENGINE NUMBER 2 (1)” C ENGINE START switch ................................................................ GRD F/O Verify that the N2 RPM increases. C, F/O When N1 rotation is seen and N2 is at 25% Engine start lever .......................................................... IDLE C Monitor fuel flow and EGT indications. C, F/O At 56% N2, verify that the ENGINE START switch moves to OFF. If not, move the ENGINE STARTswitch to OFF. F/O Verify that the START VALVE OPEN alert extinguishes when the ENGINE START switch moves to OFF. F/O Call “STARTER CUTOUT.” F/O Monitor N1, N2, EGT, fuel flow and oil pressure for normal indications while the engine accelerates to a stable idle. C, F/O After the engine is stable at idle, start the other engine.

PUSHBACK PROCEDURE The engine start procedure may be done during the pushback. Use standard ICAO pushback phraseology in communication with the pushback truck operator.

BEFORE TAXI PROCEDURE GENERATOR 1 and 2 switches ...................................... ON F/O PROBE HEAT switches ................................................... ON F/O WING ANTI–ICE switch ..................................... ..As needed F/O ENGINE ANTI–ICE switches ................................As needed F/O PACK switches ............................................................ AUTO F/O ISOLATION VALVE switch .......................................... AUTO F/O APU BLEED air switch ....................................................OFF F/O APU switch ......................................................................OFF F/O ENGINE START switches ........................................... CONT /O Engine start levers .............................................. IDLE detent C

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Verify that the ground equipment is clear. C, F/O Call “FLAPS ___” as needed for takeoff. C Flap lever ..................................................... Set takeoff flaps F/O Verify that the LE FLAPS EXT green light is illuminated. Flight controls .............................................................. Check C Push the MFD SYS switch to display the flight control surface position indications on the lower display unit, if desired. Make slow and deliberate inputs, one direction at a time. Move the control wheel and the control column to full travel in both directions and verify: • freedom of movement • that the controls return to center • correct flight control movement if the flight control surface position indications are displayed on the lower display unit. Hold the nose wheel steering wheel during the rudder check to prevent nose wheel movement. Move the rudder pedals to full travel in both directions and verify: • freedom of movement • that the rudder pedals return to center • correct flight control movement if the flight control surface position indications are displayed on the lower display unit. Blank the lower display unit. F/O Recall ........................................................................... Check C, F/O Verify that all system annunciator panel lights illuminate and then extinguish. Update changes to the taxi briefing, as needed. Call “BEFORE TAXI CHECKLIST.” C Do the BEFORE TAXI checklist. F/O

BEFORE TAKEOFF PROCEDURE

Pilot Flying Pilot Monitoring

Verify “Cabin OK” call is received

Set the weather radar display as needed. Set the terrain display as needed.

Call “BEFORE TAKEOFF CHECKLIST.” Do the BEFORE TAKEOFF checklist

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TAKEOFF PROCEDURE


When entering the departure runway, set the STROBE light switch to ON. Use other lights as needed Set the transponder mode selector to TA/RA

Verify that the brakes are released. Align the airplane with the runway.

Verify that the airplane heading agrees with the assigned runway heading

“CLEARED” “CHECK”

When cleared for takeoff, set the FIXED LANDING light switches to ON and TAXI light switch to off.

START TIMING START TIMING

When starting takeoff roll, call “TAKEOFF” Advance the thrust levers to approximately 40% N1. Allow the engines to stabilize.

Push the TO/GA switch.

Verify that the correct takeoff thrust is set.

Monitor the engine instruments during the takeoff. Call out any abnormal indications.

After takeoff thrust is set, the captain’s hand must be on the thrust levers until V1.

Monitor airspeed. Maintain light forward pressure on the control column.

Monitor airspeed and call out any abnormal indications.

Verify 80 knots and call “CHECK.” Call “80 KNOTS.”

Verify V1 speed. Verify the automatic V1 callout, or call “V1.”

At VR, rotate toward 15° pitch attitude. After liftoff, follow F/D commands.

At VR call “ROTATE.” Monitor airspeed and vertical speed.

Establish a positive rate of climb.

Verify a positive rate of climb on the altimeter and call “POSITIVE RATE.”

Verify a positive rate of climb on the altimeter and call “GEAR UP.”

Set the landing gear lever to UP.

Above 400 feet radio altitude, call for a roll mode as needed.

Select or verify HDG SELECT or LNAV as a roll mode.

At 1000 feet AGL when required select AUTOPILOT on.

Call: “COMMAND” when AUTOPILOT is engaged.

At 1,500 ft AGL, call “SET CLIMB THRUST.”

Push the N1 switch and call: “N1, CLIMB THRUST SET”.

Verify that climb thrust is set.

At acceleration height of 3000 feet AGL, call for flaps up maneuvering speed

Set the flaps up maneuvering speed.

Verify acceleration. Call “FLAPS ___” according to the flap retraction schedule.

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Set the FLAP lever as directed. Monitor flaps and slats retraction.

After flaps and slats retraction is complete, call “LVL CHANGE, SET SPEED 220/250”. When Autopilot is already engaged, no need to ask for LVL CHANGE.

Push the LVL CHG switch, and rotate MCP speed selector to set speed 220/250kt.

After flap retraction is complete: • Set or verify engine bleeds and air conditioning packs are operating • Set the engine start switches OFF • Set the AUTO BRAKE select switch to OFF • Set the landing gear lever to OFF after landing gear retraction is complete.

Call “AFTER TAKEOFF CHECKLIST.”

Do the AFTER TAKEOFF checklist.

At transition altitude, set and crosscheck the altimeters to standard.

TAKEOFF FLAP RETRACTION SPEED SCHEDULE

T/O FLAPS SELECT FLAPS

At:

25

15

5

1

UP

V2 + 15

“15”

“5”

“1”

15

5

1

UP

V2+15

“5”

“1”

5 1

UP

V2+15

“1”

1 UP ”1”

LIMIT BANK ANGLE TO 15 UNTIL

REACHING V2+15

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CLIMB AND CRUISE PROCEDURE


At or above FL100, set the LANDING light switches to OFF.

Set the passenger signs as needed.

1000 feet for level off call: “1000feet to level off

DESCENT PROCEDURE Preferably done before top of descent (TOD).


Verify that pressurization is set to landing altitude.

Review the system annunciator lights. Recall and review the system annunciator lights.

Set the RADIO/BARO minimums as needed for the approach.

Select FMC approach procedure.

Set or verify the navigation radios and course for the approach.

Set the AUTO BRAKE select switch to the needed brake setting. During Avion Taining MCC training select AUTO BRAKE in position 2.

Do the approach briefing.

Call “DESCENT CHECKLIST.” Do the DESCENT checklist.

APPROACH PROCEDURE The Approach Procedure is normally started at FL100.


Set the passenger signs ON

At or above FL100, Call “CABIN CREW - PREPARE FOR LANDING”. Set the FIXED LANDING light switches to ON.

When cleared to an altitude, set and crosscheck the primary altimeters. The standby altimeter should remain at 1013 HPa for reference to flight levels. In case of intermediate level off before passing transition level the primary altimeters should be set to 1013 HPa.

Update the arrival and approach procedures as needed. Update the RNP as needed

Update the approach briefing as needed.

Call “APPROACH CHECKLIST.” Do the APPROACH checklist.

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FLAP EXTENSION SCHEDULE

CURRENT FLAP POSITON

AT SPEEDTAPE “DISPLAY”

SELECT FLAPS COMMAND SPEED FOR SELECTED FLAPS

UP “UP” 1 “1

1 “1” 5 “5”

5 “5” 15 “15”

15 “15” 30 OR 40 (VREF 30 OR VREF40) + WIND ADDITIVES

LANDING PROCEDURE – ILS


Call “FLAPS ___” according to the flap extension schedule.

Set the flap lever as directed. Monitor flaps and slats extension.

When on localizer/final approach course intercept heading: • verify that the navigation radios are tuned and identified (no aural identification required due to visibility of ident on PFD). • verify that the deviation pointers are shown.

When cleared for approach and withing 90 degrees of inbound course, arm the APP mode.

Verify that the localizer/final approach course is captured.

Call “GLIDE SLOPE/GLIDE PATH ALIVE.”

Approaching glide slope/glide path, call: • “GEAR DOWN” • “FLAPS 15”

Set the landing gear lever to DN. Verify that the green landing gear indicator lights are illuminated. Set the flap lever to 15. Set the engine start switches to CONT.

Set the speed brake lever to ARM. Verify that the SPEED BRAKE ARMED light is illuminated.

At glide slope/glide path capture, call “FLAPS ___” as needed for landing.

Set the flap lever as directed.

Set the missed approach altitude on the MCP.

Call “LANDING CHECKLIST.” Do the LANDING checklist.

At the final approach fix or OM, verify the crossing altitude.

Monitor the approach.

At 500 ft auto call. Call “CLEARED” or “STANDBY FOR CLEARANCE”

Respond “CHECK”

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LANDING PROCEDURE – NON PRECISION APPROACH


Call “FLAPS ___” according to the flap extension schedule.

Set the flap lever as directed. Monitor flaps and slats extension.

When on localizer/final approach course intercept heading: • verify that the navigation radios are tuned and identified (as needed) • verify that the deviation pointers are shown.

When cleared for approach and within 90 degrees of inbound course, arm the VOR/LOC mode and, when in ALT HOLD, set MDA/DA on the MCP to arm the V/S mode.

Check VOR/LOC and V/S modes armed.

Verify that the localizer/final approach course is captured.

At 2nm before FAF, call: “APPROACHING GLIDE PATH

Approaching glide slope/glide path, call: • “GEAR DOWN” • “FLAPS 15” Set the speed brake lever to ARM. Verify that the SPEED BRAKE ARMED light is illuminated.

Set the landing gear lever to DN. Verify that the green landing gear indicator lights are illuminated. Set the flap lever to 15. Set the engine start switches to CONT.

At 1 nm before FAF, call “FLAPS ___” as needed for

landing. Set the flap lever as directed.

At 0,2 nm before FAF, call “V/S minus ___feet per minute set”.

Check FMA and V/S and call “CHECK”.

Set the missed approach altitude on the MCP between 300 feet below final approach altitude and 300 feet above MDA.

Call “LANDING CHECKLIST.” When at least 300 feet below the missed approach altitude, set the missed approach altitude on the MCP.

Do the LANDING checklist.

Do the LANDING checklist. Every nm call altitude versus distance to monitor glide path.

At the final approach fix or OM, verify the crossing altitude.

Monitor the approach.

If suitable visual reference is established at DA(H), MDA(H) or the missed approach point, disengage the autopilot and auto throttle. Maintain the glide path to landing.

At 500 ft auto call. Call “CLEARED” or “STANDBY FOR CLEARANCE”

Respond “CHECK”

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GO-AROUND AND MISSED APPROACH PROCEDURE


Call “GO AROUND”

At the same time: • push the TO/GA switch • call “FLAPS 15.”

Position the FLAP lever to 15 and monitor flap retraction

Call “CHECK OR SET GO-AROUND THRUST

Verify: • the rotation to go–around attitude • that the thrust increases.

Verify that the thrust is sufficient for the go-around or adjust as needed.

Verify a positive rate of climb on the altimeter and call “GEAR UP.”

Verify a positive rate of climb on the altimeter and call “POSITIVE RATE.” Set the landing gear lever to UP.

Verify that the missed approach altitude is set.

If the airspeed is within the amber band, limit bank angle to 15°.

Above 400 feet, select appropriate roll mode and verify proper mode annunciation.

Observe mode annunciation.

Verify that the missed approach route is tracked.

Verify that the missed approach altitude is captured.

Call “SET FLAPS UP SPEED” after ALT ACQUIRE mode becomes active.

Call “FLAPS ___” according to the flap retraction schedule. Set the FLAP lever as directed. Monitor flaps and slats retraction.

Set the landing gear lever to OFF after landing gear retraction is complete. Set the engine start switches as needed.

Call “AFTER TAKEOFF CHECKLIST.” Do the AFTER TAKEOFF checklist.

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GO-AROUND AND MISSED APPROACH PRECEDURE SINGE ENGINE

PILOT FLYING PILOT MONITORING

Call “GO AROUND”

At the same time: • push the TO/GA switch • call “FLAPS 1.”

Position the FLAP lever to 1 and monitor flap retraction

Call “SET GO-AROUND THRUST Verify that the thrust is sufficient for the go-around or adjust as needed.

Rotate TO 7,5 degrees with both hands on the control column.

Verify that the missed approach altitude is set.

If the airspeed is within the amber band, limit bank angle to 15°.

Above 400 feet, select appropriate roll mode and verify proper mode annunciation.

Observe mode annunciation.

Verify that the missed approach route is tracked

Verify that the missed approach altitude is captured.

Call “SET FLAPS UP SPEED” after ALT ACQUIRE mode becomes active.

Call “FLAPS UP” when passing –UP symbol on speed tape. Set the FLAP lever as directed. Monitor flaps and slats retraction.

Set the landing gear lever to OFF after landing gear retraction is complete. Set the engine start switches as needed.

Call “AFTER TAKEOFF CHECKLIST.” Do the AFTER TAKEOFF checklist.

LANDING ROLL PROCEDURE


Disengage the autopilot. Control the airplane manually.

Verify that the thrust levers are closed. Verify that the SPEED BRAKE lever is UP. Without delay, fly the nose wheel smoothly onto the runway.

Verify that the SPEED BRAKE lever is UP. Call “SPEED BRAKES UP.” If the SPEED BRAKE lever is not UP, call “SPEED BRAKES NOT UP.” Monitor the rollout progress.

Verify correct auto brake operation.

Without delay, move the reverse thrust levers to the interlocks and hold light pressure until the interlocks release. Then apply reverse thrust as needed.

By 60 knots, start movement of the reverse thrust levers to be at the reverse idle detent before taxi speed.

Call “60 KNOTS.”

After the engines are at reverse idle, move the reverse thrust levers full down.

Before taxi speed, disarm the auto brake. Use manual braking as needed.

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AFTER LANDING PROCEDURE Start the After Landing Procedure when clear of the active runway and ground speed is less than 30kt.


The captain moves or verifies that the SPEED BRAKE lever is DOWN.

Start the APU, as needed.

Set the PROBE HEAT switches to OFF.

Set the exterior lights as needed.

Set the ENGINE START switches to OFF.

Set the weather radar to OFF.

Set the AUTO BRAKE select switch to OFF.

Set the flap lever to UP.

Set the transponder mode selector to XPDR.

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3 STANDARD OPERATING PROCEDURES

The content of this chapter comes from the Boeing Flight Crew Training Manual (FCTM) and provides information and recommendations on maneuvers and techniques. This chapter is divided in eight sections: General Information; Ground Operations; Takeoff and Initial Climb; Climb, Cruise, Descent and Holding; Approach and Missed Approach; Landing; Maneuvers; and Non-Normal Operations. The Flight Crew Training Manual (FCTM) is intended to provide information in support of procedures listed in this manual (normal and supplementary procedures) and techniques to help the pilot accomplish these procedures safely and efficiently. SOP’s provide many benefits for technical and non-technical operations:

They focus the crew’s attention on the tasks and procedures necessary for safe operation of the aircraft.

They provide a framework for crew co-ordination by removing the uncertainty as to what aCrew-member will do next. They create a level of expectation of performance and actions for every crewmember.

They allow crewmembers of varying experience levels to work together at a minimum standard.

They permit crewmembers with no prior knowledge of each other to come together and work with a high degree of co-operation and effectiveness.

They provide a standard against which the airline can measure some aspects of crew co-operation, leadership, judgment and decision making.

They provide an individual means of self-assessment.

They provide an anchor and firm base for young, inexperienced pilots.

They can be one of the indicators of the level of situational awareness of a crewmember.

They provide a basis for crewmembers to monitor each other and the aircraft and highlight inconsistencies or deviations from normal operating.

They provide ready-made solutions to various things that may occur, especially the non-normal operating procedures.

They reduce the guesswork and thus the risk in operating the aircraft.

They are almost always the optimum means for operating the aircraft safely and efficiently. As in normal life also in the cockpit absolute certainties do not exist. SOP’s, no matter how well designed, can never cover every flight situation. If such a situation arises, the crew has to deviate from SOP’s. Especially in this case it is of utmost importance that the crew communicates efficiently using all other communication methods available.

3.1 GENERAL INFORMATION

OPERATIONAL PHILOSOPHY Standard Operating Procedures (SOP) outlines Avion Trainings operational policies, procedures and techniques for each flight phase. Flight crews are expected to perform according the SOP’s from memory. Conditions beyond the control of the flight crew may preclude following a procedure exactly. SOP’s are not intended to replace good judgment and logic.Non-normal checklists are provided to cope with or resolve non-normal situations on the ground or in flight. Supplementary Procedures are accomplished as required rather than on each flight sector.

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CREW RESOURCE MANAGEMENT Situational awareness, or the ability to accurately perceive what is going on in the flight deck and outside the airplane, requires on going questioning, crosschecking, communication, and refinement of perception.It is important that all flight deck crewmembers identify and communicate any situation that appears unsafe or out of the ordinary. TAKEOFF FLAP RETRACTION SPEED SCHEDULE During flap retraction, selection of the next flap position is initiated when reaching the maneuver speed for the existing flap position. Therefore, when the new flap position is selected, the airspeed is below the maneuvering speed for that flap position. For this reason, the airspeed should be increasing when selecting the next flap position. FLAP EXTENSION SCHEDULE During flap extension, selection of the flaps to the next position (flap transition speed) should be made when approaching, and before decelerating below the maneuvering speed for the existing flap position. Don’t set a speed below the maneuvering speed for the existing flap setting.

ACCELERATION HEIGHT – ENGINE OUT Acceleration height for a takeoff with an engine failure after V1 is based on accelerating to the recommended flaps up speed while retracting flaps and selecting maximum continuous thrust limits within 10 minutes after initiating takeoff. During Avion Training MCC training 1500 feet will be used.

COMMAND SPEED TAKEOFF Command speed remains set at V2 until changed by the pilot for acceleration and flap retraction or until a subsequent pitch mode is engaged. Manually select flaps up maneuver speed at acceleration height. LANDING When using the auto throttle, position command speed to VREF + 5 knots. Sufficient wind and gust protection is available with the auto throttle engaged. If the auto throttle is disengaged, or is planned to be disengaged prior to landing, the recommended method for approach speed correction is to add one half of the reported steady headwind component plus the full gust increment above the steady wind to the reference speed. When making adjustments for wind additives, the maximum command speed should not exceed VREF + 20 knots or landing flap placard speed minus 5 knots, whichever is lower.The minimum command speed setting with auto throttle disconnected is VREF + 5 knots. The gust correction should be maintained to touchdown while the steady headwind correction should be bled off as the airplane approaches touchdown. NON-NORMAL Occasionally, a non-normal checklist instructs the flight crew to use a VREF speed that also includes a speed additive such as VREF 15 + 15. When VREF has been adjusted by the non-normal procedure, the new VREF is called the adjusted VREF and becomes the new VREF for landing (adjusted VREF does not include wind corrections). If the auto throttle is disengaged, or is planned to be disengaged prior to landing, appropriate wind corrections must be added to the adjusted VREF.

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REFERENCE BUGS The following figure shows the positioning of the reference bugs on the airspeed indicator for takeoff and approach Bug setting (PFD/ND)

737-800 VREF + 20 Takeoff When V1, VR and gross weight are entered into the FMC, airspeed bugs are automatically displayed at V1, VR and the minimum flap retraction speed for the next flap position. Command speed is set at V2 using the MCP. V2 is the minimum takeoff safety speed. An airspeed bug is automatically set 15 knots above command speed. V2 + 15 provides 40° bank capability (25° + 15° overshoot) for all takeoff flaps. Approach – Landing VREF and VREF + 20 (737-800) are displayed upon entry of landing flaps/speed in the FMC. The maneuvering speed for the current flap position and the next flap position are automatically displayed on the airspeed display.

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CALLOUTS The Pilot Monitoring (PM) makes callouts based on instrument indications or observations for the appropriate condition. The Pilot Flying (PF) should verify the condition/location from the flight instruments and acknowledge. FMA (flight mode annunciation) callouts should be made by the PM by saying what is seen in the FMA. A mode change highlight symbol (rectangle) is drawn around each annunciation for a period of 10 seconds after each mode engagement. During this time the PM should callout the mode change. If the PM does not make the required callout within this time, the PF should make it. Transfer of controls shall be acknowledged by stating “I HAVE CONTROL”. If the PM decides to take over control he will clearly state “I HAVE CONTROL”. The PM calls out significant deviations from command airspeed or flight path (e.g.: “SPEED”, “HEADING”, “TRACK”). Either pilot should call out any abnormal indications of the flight instruments (flags, loss of deviation pointers, etc.). The PF should acknowledge all GPWS voice callouts during approach except altitude callouts while below 500 ft. AFE. The standard callout of “CONTINUE” or “GO-AROUND” at minimums is not considered an altitude callout and should always be made STANDARD PHRASEOLOGY A partial list of recommended words and phrases follows: Thrust: • “SET TAKEOFF THRUST” • “SET GO-AROUND THRUST” • “SET MAXIMUM CONTINUOUS THRUST” • “SET CLIMB THRUST” • “SET CRUISE THRUST” Flap Settings: • “FLAPS UP • “FLAPS”ONE • “FLAPS FIVE • “FLAPS TEN • “FLAPS FIFTEEN • “FLAPS TWENTY-FIVE • “FLAPS THIRTY” • “FLAPS FORTY Airspeed: • “80 KNOTS” • “V1” • “ROTATE” • “SET _____ KNOTS” • “SET VREF PLUS (additive)” • “SET FLAPS _____ SPEED”

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STANDARD CALLOUTS

CONDITION/LOCATON CALLOUT

(Pilot Monitoring, unless noted)

Climb and Descent

Approaching Transition Altitude/Transition Level

“TRANSITION ALTITUDE/ LEVEL, ALTIMETERS RESET ___” (hPa)

“QNH/STANDARD SET, PASSING __FEET”.

“CHECK”

1000 ft. above/below assigned altitude/Flight Level (IFR)

“1000 FT TO LEVEL OFF”

Descent 10,000 ft. MSL / FL100 (Reduce airspeed if required)

“10,000 / FL 100”

Note: the standby altimeter remains on STD STANDARD CALLOUTS – ILS APPROACH

CONDITION / LOCATION CALLOUT (Pilot Monitoring, unless noted)

First positive inward motion of localizer pointer “LOCALIZER ALIVE”

First positive motion of Glide Slope pointer “GLIDE SLOPE ALIVE”

Final approach fix inbound “OUTER MARKER/FIX, ___FT”

500 ft. AFE (above field elevation) “CLEARED” or “STANDBY FOR CLEARANCE” Below 500 feet AFE the PM gradually increases his outside scan.

100 ft. above DA(H) “APPROACHING MINIMUMS”

At DA(H) with individual approach light bars visible “MINIMUMS - APPROACH LIGHTS”(if installed)

At DA(H) - Suitable visual reference established, i.e., PM calls visual cues

PF: “CONTINUE”

At DA(H) - Suitable visual reference not established, i.e., PM does not call any visual cues or only strobe lights

PF: “GO AROUND”

At minimums callout - If no response from PF “I HAVE CONTROL___” (state intentions)

Below DA(H) - Suitable visual reference established “THRESHOLD/RUNWAY TOUCHDOWN ZONE”

Below DA(H) - Suitable visual reference established PF: “LANDING”

Below DA(H) - Suitable visual reference not established, i.e., PM does not call any visual cues

PF: “GO AROUND”

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STANDARD CALLOUTS – NON-ILS APPROACH

CONDITION / LOCATION CALLOUT (Pilot Monitoring, unless noted)

First positive inward motion of VOR or LOC course deviation indication

“COURSE/LOCALIZER ALIVE”

500 ft. AFE (above field elevation) “CLEARED” or “STANDBY FOR CLEARANCE” Below 500 feet AFE the PM gradually increases his outside scan.

100 ft. above DA(H) or MDA(H) “APPROACHING MINIMUMS”

At DA(H) or MDA(H) with individual approach light bars visible

“MINIMUMS - APPROACH LIGHTS”(if installed)

At DA(H) or MDA(H) - Suitable visual reference established, i.e., PM calls visual cues

PF: “CONTINUE”

At DA(H) or MDA(H) - Suitable visual reference not established, i.e., PM does not call any visual cues or only strobe lights

PF: “GO AROUND”

At minimums callout - If no response from PF “I HAVE CONTROL___” (state intentions)

Below DA(H) or MDA(H) - Suitable visual reference established

“THRESHOLD/RUNWAY TOUCHDOWN ZONE”

Below DA(H) or MDA(H) - Suitable visual reference established

PF: “LANDING”

Below DA(H) or MDA(H) - Suitable visual reference not established, i.e., PM does not call any visual cues

PF: “GO AROUND”

AFDS GUIDELINES Autopilot engagement should only be attempted when the airplane is in trim, F/D commands (if the F/D is on) are essentially satisfied and the airplane flight path is under control.

Auto throttle Use Auto throttle use is recommended during takeoff and climb in either automatic or manual flight. During all other phases of flight, auto throttle use is recommended only when the autopilot is engaged in CMD.

Manual Flight The PM should make AFDS mode selections at the request of the PF. Heading and altitude changes from ATC clearances and speed selections associated with flap position changes may be made without specific directions. However, these selections should be announced, such as, “HEADING 170 SET”. The PF must be aware such changes are being made. Ensure the proper flight director modes are selected for the desired maneuver. If the flight director commands are not to be followed, the flight director should be turned off.

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Automatic Flight When the autopilot is in use, the PF makes AFDS mode selections. Both pilots must monitor AFDS mode annunciations and the current FMC flight plan. The PM calls out the FMA mode changes. In an environment that provides technology to do the work, we are faced with a man- machine interfaced problem, referred as automation complacency. Continuously monitor and cross check the automatic operation of the airplane. Flight path control is essential for safe flight.Using automatic systems allows the pilot to devote additional time to monitoring the airplane’s flight path. Automatic systems give excellent results in the majority of situations, however in some circumstances these automatic systems may not perform as expected. Deviations from expected performance are normally due to an incomplete understanding of the operation by the flight crew or system mal function. If the AFDS mode does not perform as required, airplane control is paramount.This may require manual flight, it may also be possible to reselect the AFDS.This might solve the problem, in any event take immediate action. Once the airplane is under control further analysis can be made Recommended Pitch and Roll Modes

LVL CHG is the preferred mode for altitude changes of 1,000 feet or more. V/S is preferred if the altitude change is less than 1,000 feet.

PILOT INCAPACITATION

Pilot incapacitation occurs frequently compared with other routinely trained non-normal conditions. It has occurred in all age groups and during all phases of flight. Incapacitation occurs in many forms ranging from sudden death to subtle, partial loss of mental or physical performance. Subtle incapacitations are the most dangerous and they occur the most frequently. Incapacitation effects can range from loss of function to unconsciousness or death. The key to early recognition of pilot incapacitation is the regular use of crew resource management concepts during flight deck operation. Proper crew coordination involves checks and crosschecks using verbal communications. Routine adherence to standard operating procedures and standard profiles can aid in detecting a problem. Suspicion of some degree of gross or subtle incapacitation should also be considered when a crewmember does not respond to any verbal communication associated with a significant deviation from a standard procedure or standard flight profile. Failure of any crewmember to respond to a second request or a checklist response is cause for investigation.If you do not feel well, let the other pilot know and let that pilot fly the airplane. During flight, crewmembers should also be alert for incapacitation of the other crewmember.

Crew Action Upon Confirming Pilot Incapacitation If a pilot is confirmed to be incapacitated, the other pilot should take over the controls and check the position of essential controls and switches. • after ensuring the airplane is under control, engage the autopilot to reduce workload • declare an emergency • use the cabin crew (if available). When practical, try to restrain theincapacitated pilot and slide the seat

to the full-aft position. The shoulder harness lock may be used to restrain the incapacitated pilot • flight deck duties should be organized to prepare for landing • consider using help from other pilots or crewmembers aboard theairplane.

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3.2 GROUND OPERATIONS

CREW BRIEFINGS The objective of a crew briefing is to focus the minds of the crewmembers to the part of the flight that is coming next. A good crew briefing covers all relevant aspects, preferably in a fixed sequence and in a clear manner. By doing so, the phase of flight which the crew briefing covers has already run through the minds of the crewmembers. This provides clarity between the crewmembers about what can be expected. As a consequence there will be a calm atmosphere in the cockpit and mental space to adequately react to ever changing variables. Keep crew briefings concise, this ensures a better mental alertness of the other pilot. Good timing of the crew briefing is important. Preferably this is done at a moment when the workload in the cockpit is low. For departure it can be done after cockpit set-up. For approach, just before top of descent is a good moment. When workload in flight is high, the crew should create extra time by asking for radar vectors or a holding pattern. When this is not feasible, one could cut the briefing in pieces and brief every aspect coming up separately. Clearly point out the non-standard items such as caution and warning remarks on the navigation charts. A standard crew briefing does not exist. The contents of the crew briefing is the responsibility of all cockpit crewmembers. This means that all crewmembers will have to study the departure/approach procedures. Thereafter, the pilot flying (PF) gives the crew briefing on behalf of the whole cockpit crew. After completion he must actively look for suggestions or questions from the other crewmembers. A fixed sequence in a crew briefing avoids that things are left out. Furthermore, the crewmembers know what sequence to expect and this provides a better mental alertness to the correctness of the crew briefing. A helpful aid to memory is the abbreviation ANWB, which will be explained hereafter. - A; stands for aircraft. With this the existing technical status of the aircraft is meant. After an abnormal

the impact of this failure should be mentioned during the briefing. For example, it is no use to brief a cat III approach when the autopilot is unserviceable.

- N; stands for NOTAM’s. It reviews important NOTAM information in the briefing. For example, it is no

use to brief an ILS when the glide-path is unserviceable. - W; stands for weather. Both pilots will have to mentally translate the ATIS information to visualize the

flight phase coming up. For example; is it possible to return to the airport of departure with an engine failure? Or during approach; when will the crew see the runway? This will have effect on the way the autopilot/flight director system (AFDS) is used. Also, it is important that the crew is aware where to expect the runway in relation to the longitudinal axis of the aircraft to enable a smoother switch-over to visual flight.

- B; stands for briefing. Normally, the expected route is briefed here in a chronological order, including

crew coordination. Also, for take off, engine out procedures will be briefed. When after the crew briefing situations arise which make amendments on the crew briefing necessary it has to be updated. Only the change and the impact on the operation have to be briefed. Giving a good, consistent crew briefing is an art that can be mastered only with practice in many different situations. Crews that give good crew briefings tend to perform better than those who don’t, especially in situations when workload is high.

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Departure Briefing The taxi and takeoff briefing (ANWB) should be accomplished as soon as practical so it does not interfere with the final takeoff preparations. The takeoff briefing is a description of the departure flight path with emphasis on anticipated track and altitude restrictions. It assumes normal operating procedures are used. Therefore, it is not necessary to brief normal or standard takeoff procedures. Additional briefing items may be required when any elements of the takeoff and/or departure are different from those routinely used. These may include:

Aircraft status (e.g.: “no items on the hold item list”)

Notams (e.g.: “no applicable notams”)

Weather (e.g.: “weather within limits”) Continue Briefing:

Supplementary start-up procedure as needed

Taxi routing and procedures

Taxi route and runway condition

Takeoff (standard or non-standard)

SID charts and validity of charts to be used

Navigation set-up

Transition altitude

MSA and specific terrain features

Special engine out procedure

Engine out acceleration altitude

Speed restrictions in SID A briefing in chronological order is highly recommended. For example start with taxi procedure and end with SID briefing. Finish with a briefing for an engine failure before V1 (RTO) and an engine failure after V1. Example Departure crew briefing: Engine start at the gate + details Push back details Taxi route details Standard T/O (Flaps 5, reduced takeoff thrust) - SID details - Transition altitude - MSA details - NAV set up Standard emergency handling which means: - before 80 stop for all emergency/abnormal conditions - between 80 and V1 stop for:

o engine failure o any fire o clearly un-flyable conditions

- N-1 after V1 continue with speed between V2 and V2+20, climb to 1500 HAA; accelerate to flaps up maneuvering speed (220) and maintain runway track until above MSA (or when published follow engine out procedure conform TL. chart).

Push Back Pushback’s and towing present a serious hazard to ground personnel. There have been many accidents where personnel were run over by the airplane wheels during the pushback process. Good communications between the flight deck and ground personnel are essential for a safe operation.

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Pushback or towing involves three phases: • positioning and connecting the tug and tow bar • moving the airplane • disconnecting the tow bar.

The captain should ensure that all appropriate checklists are completed prior to airplane movement. All passengers should be in their seats, all doors closed and all equipment away from the airplane. After the tow tractor and tow bar have been connected, obtain a pushback clearance from ground control. Engine start may be accomplished during the pushback or delayed until the pushback is completed. Ground personnel should be on headset to observe and communicate any possible safety hazards to the flight crew. Note: The airplane should not be taxied away from a gate, or pushback position, unless the marshaller clears the airplane to taxi.

In this MCC course we perform a start up and pushback procedure. You will find all standard phraseology in ICAO doc 4444. We will use the phraseology and procedure described below.

Events Phraseologies

STARTING PROCEDURES (GROUND CREW/-COCKPIT)

Ground: “(are you) READY TO START UP” CPT: “STARTING NUMBER (engine number__” Note . – the ground crew should follow this exchange by

either a reply on the intercom or a distinct visual signal to indicate that all is clear and that the start-up as indicated may proceed. Note . – Unambiguous identification of the parties

concerned is essential in any communications between ground crew and pilots.

PUSHBACK PROCEDURES (GROUND CREW-/COCKPIT)

Ground: “ARE YOU READY FOR PUSHBACK” CPT: “READY FOR PUSHBACK”

Ground: “CONFIRM BRAKES RELEASED” CPT: “BRAKES RELEASED”

Ground: “COMMENCING PUSHBACK” “PUSHBACK COMPLETED” “CONFIRM BRAKES SET” CPT: “BRAKES SET, DISCONNECT” Ground: “AT YOUR LEFT (or RIGHT). DISCONNECTING STAND BY FOR VISUAL” Note – This exchange is followed by a visual signal to the

pilot to indicate that disconnect is completed and all is clear of taxiing.

Taxi General Do not be distracted from the primary task of safely taxiing the airplane. The flight crew should avoid all unnecessary activity and duties that can be accomplished at another time. During taxiing, the pilot’s heels should be on the floor, sliding the feet up on the rudder pedals only when required to apply brakes to slow the taxi speed, or when maneuvering in close quarters on the parking ramp. Control of engine thrust during ground operation requires sound judgment and technique. Air blast can be destructive to personnel and ground equipment, even at low thrust levels.

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To commence taxiing the airplane may need some breakaway thrust (40% N1). An external reference point (or ground speed indication on PFD) should be used to detect airplane movement.Taxi speed should be closely monitored during taxi out, particularly when the active runway is some distance from the departure gate. Normal taxi speed is approximately 20 knots, adjusted for conditions. On long straight taxi routes, speeds up to 30 knots are acceptable, however at speeds greater than 20 knots use caution when using the nose wheel steering wheel to avoid over-controlling the nose wheels. When approaching a turn, speed should be slowed to an appropriate speed for conditions. On a dry surface, use approximately 10 knots for turn angles greater than those typically required for high speed runway turnoffs. Do not cut corners. Allow the nose gear to overshoot turns to ensure the main gear straddles the taxi centerline. The nose gear may be displaced from the centerline to avoid airport lighting. This will also reduce wear and tear and enhance passenger comfort. Be aware that the geometry of the winglets describes the greatest arc during turns. Do not ride the brakes to control taxi speed. If the airplane keeps accelerating, brake to a groundspeed of 5 knots, then release brakes and allow groundspeed to increase to max applicable, then reapply brakes etc. etc. The PF operates the parking brakes. When parking brakes are set, call: “PARKING BRAKE SET”. When parking brakes are released, call: “PARKING BRAKE RELEASED”.

3.3 TAKE OFF AND INITIAL CLIMB

Takeoff Takeoff – General Note: The lower center MFD (DU) is normally blank for take off tor educe display of unnecessary information. The PF normally displays the takeoff reference page on the CDU. The PM normally displays the LEGS page during takeoff and departure to allow timely route modification if necessary.

Initiating Takeoff Roll

Rolling takeoffs are accomplished in two ways: • if cleared for takeoff before or while entering the runway, maintain normal taxi speed. When the airplane

is aligned with the runway centerline ensure the nose wheel steering wheel is released and apply takeoff thrust by advancing the thrust levers to just above idle (40%N1). Allow the engines to stabilize momentarily then promptly advance the thrust levers to takeoff thrust (autothrottle TO/GA). There is no need to stop the airplane before increasing thrust.

• if holding in position on the runway, ensure the nose wheel steering wheel is released, release brakes,

then apply takeoff thrust as described above. Light forward pressure is held on the control column. Keep the airplane on centerline with rudder pedal steering and rudder. The rudder becomes effective between 40 and 60 knots. Maximum nose wheel steering effectiveness is available when above taxi speeds by using rudder pedal steering.Regardless of which pilot is making the takeoff, the captain should keep one hand on the thrust levers until V1 in order to respond quickly to a rejected takeoff condition. After V1, the captain’s hand should be removed from the thrust levers.

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The PM should monitor engine instruments and airspeed indications during the takeoff roll and announce any abnormalities. The PM should announce passing 80 knots and the PF should verify that his airspeed indicator is in agreement.

Rotation and Liftoff - All Engines Takeoff speeds are established based on minimum control speed, stall speed, and tail clearance margins. Shorter bodied airplanes are normally governed by stall speed margin while longer bodied airplanes are normally limited by tail clearance margin. When a smooth continuous rotation is initiated at VR, tail clearance margin is assured because computed takeoff speeds depicted in the PI chapter of the FCOM, airport analysis, or FMC, are developed to provide adequate tail clearance. Above 80 knots, relax the forward control column pressure to the neutral position. For optimum takeoff and initial climb performance, initiate a smooth continuous rotation at VR toward 15° of pitch attitude. The use of stabilizer trim during rotation is not recommended. After liftoff use the attitude director as the primary pitch reference. The flight director, in conjunction with indicated airspeed and other flight instruments is used to maintain the proper vertical flight path. Note: Do not adjust takeoff speeds or rotation rates to compensate for increased body length.With a consistent rotation technique, where the pilot uses approximately equal control forces and similar visual cues, the resultant rotation rate differs slightly depending upon airplane body length.Using the technique above, Liftoff attitude is achieved in approximately 3 to 4 seconds. Resultant rotation rates vary from 2 to 3 degrees/second with rates being lowest on longer airplanes. Note: The flight director pitch command is not used for rotation. Typical Rotation, All Engines The following figure shows typical rotation with all engines operating. Rejected Takeoff Maneuver Note: If the decision is made to reject the takeoff, the flight crew should accomplish the rejected takeoff non-normal maneuver as described in chapter 5 Maneuvers. Initial Climb - All Engines After liftoff use the attitude indicator as the primary pitch reference. The flight director, in conjunction with indicated airspeed and other flight instruments is used to maintain the proper vertical flight path. Pitch, airspeed, and airspeed trends must be cross-checked whether the flight director is used or not. After liftoff, the flight director commands pitch to maintain an airspeed of V2 + 20 knots until another pitch mode is engaged.

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V2 + 20 is the optimum climb speed with takeoff flaps. It results in the maximum altitude gain in the shortest distance from takeoff. Acceleration to higher speeds reduces the altitude gain. If airspeed exceeds V2 + 20 during the initial climb, stop the acceleration but do not attempt to reduce airspeed to V2 + 20. Any speed between V2 + 15 and V2 + 25 knots results in approximately the same takeoff profile. Crosscheck indicated airspeed for proper initial climb speed. Retract the landing gear after a positive rate of climb is indicated on the altimeter. Do not apply brakes after becoming airborne. Braking is automatically applied when the landing gear lever is placed in the UP position. After gear and flaps are retracted, the PM should verify the gear and flaps indications are normal.

Autopilot Engagement The autopilot is certified to allow engagement at or above 1000 feet AGL after takeoff. The airplane should be in trim, and the flight director commands should be satisfied before autopilot engagement. This prevents unwanted changes from the desired flight path during autopilot engagement.

3.4 CLIMB, CRUISE, DESCENT AND HOLDING

Low Altitude Level Off Occasionally a low altitude climb restriction is required after takeoff. This altitude restriction should be set in the MCP altitude window. When the airplane approaches this altitude, the mode annunciation initially changes to ALT ACQ, then ALT HOLD.

Note: IfALTACQoccursbeforeN1isselected,automatic thrust reduction occurs and the autothrottle speed mode engages.

Economy Climb Schedule - FMC Data Unavailable • 250 knots (or 220 for short flights or in terminal area) - Below FL100 • 280 knots/0.78M - Above FL100

Descent Speed Schedule - FMC Data Unavailable • 280 knots/0.78M - Above FL100 • 250 knots (or 220 for short flights or in terminal area) - Below FL100

Descent Planning Proper descent planning is necessary to arrive at the desired altitude at the proper speed and configuration. The distance required for the descent is approximately 3 NM/1000 feet altitude loss for no wind conditions using ECON speed. Rate of descent is dependent upon thrust, drag, airspeed schedule and gross weight.

Target Speed RATE OF DESCENT

CLEAN WITH SPEEDBRAKE

0.78M/ 280 kt 2200 fpm 3100 fpm

250 kt 1700 fpm 2300 fpm

VREF 40 +70 (up-speed) 1100 fpm 1400 fpm

Holding Start reducing to holding airspeed 3 minutes before arrival time at the holding fix so that the airplane crosses the fix, initially, at or below the maximum holding airspeed.

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The holding airspeed during Avion Training MCC training will be the minimum clean maneuvering speed for the weight of that moment (-UP symbol on speedtape).

Altitude Speed

At or below 14.000 feet 230 knots

Above 14.000 to 20.000 feet 240 knots

Above 20.000 to 34.000 feet 265 knots

3.5 APPROACH AND MISSED APPROACH

Below 500 feet above field elevation the PM gradually increases his outside scan. Note: The requirement to tune and identify navaids can be satisfied by confirming that the tuned navaid

frequency is replaced by the correct alphabetical identifier on the PFD/ND or by aurally identifying the navaid.

Approach Briefing Before the start of an instrument approach, the PF should brief the PM of his intentions in conducting the approach. Both pilots should review the approach procedure. All pertinent approach information, including minimums and missed approach procedures, should be reviewed and alternate courses of action considered. As a guide, the approach briefing should include at least the following:

Aircraft status

Notams

weather

Position and MSA

Fuel status

Descent planning and transition level

type of approach and the validity of the charts to be used

navigation set up and APFD system modes to be used

descent limit

reference rate of descent when applicable

descent limit

runway position due to cross-wind

type of approach lights

runway length and condition

runway vacating procedure

taxi routing and procedures

autobrake setting and use of reverse thrust

Go-around and missed approach procedure and required navigation aids

An approach briefing in chronological order is highly recommended. For example start with present position and MSA and end with runway vacating point and taxi route. Finish with go-around procedure. Note: During all sessions the PF gives a complete briefing with all items from cruising level to the gate,

except in a time related emergency situation: the PF can then decide to give a short relevant briefing.

Recommended Elements of a Stabilized Approach

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An approach is considered stabilized when all of the following criteria are met: • the airplane is on the correct flight path • only small changes in heading and pitch are required to maintain the correct flight path • the airplane speed is not more than VREF + 20 knots indicated airspeed and not less than VREF • the airplane is in the correct landing configuration • sink rate is no greater than 1,000 fpm; if an approach requires a sink rate greater than 1,000 fpm,

aspecial briefing should be conducted • thrust setting is appropriate for the airplane configuration • all briefings and checklists have been conducted. Specific types of approaches are stabilized if they

also fulfill the following: • ILS approaches should be flown within one dot of the glide slope and localizer, or within the expanded

localizer scale • during a circling approach, wings should be level on final when the airplane reaches 300 feet AFE. Unique approach procedures or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing. These conditions should be maintained throughout the rest of the approach for it to be considered a stabilized approach. If the above criteria cannot be established and maintained at and below 500 feet AFE, initiate a go-around. Mandatory Missed Approach On all instrument approaches, where suitable visual reference has not beenestablished and maintained, execute an immediate missed approach when:

a navigation radio or flight instrument failure occurs which affects the ability to safely complete theapproach

the navigation instruments show significant disagreement

on ILS final approach and either the localizer or the glide slope indicator shows more than 1 dot deflection (or expended localizer full scale).

on a radar approach and radio communication is lost. When a aural GPWS system warning is heard

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ILS Approach

When maneuvering to intercept the localizer, decelerate and extend flaps to 5. Attempt to be at flaps. APP mode should not be selected until: • the ILS is tuned and identified • the airplane is on an inbound intercept heading • both localizer and glide slope pointers appear on the attitude display in the proper position • clearance for the approach has been received. At localizer capture, select the heading to match the inbound course. Use the map display to maintain awareness of distance to go to the final approach fix. When the glide slope pointer begins to move (glide slope alive), extend the landing gear, select flaps 15, and decrease the speed to flaps 15 speed. At glide slope capture, observe the flight mode annunciations for correct modes. At this time, select landing flaps and VREF + 5 knots or VREF + wind correction if landing manually, and do the Landing checklist. When established on the glide slope, set the missed approach altitude in the altitude window of the MCP. The autobrakes should remain engaged until a safe stop is assured and adequate visibility exists to control the airplane using visual references.

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Non - ILS Instrument Approaches – General Over the past several decades there have been a number of CFIT and un-stabilized approach incidents and accidents associated with non-ILS approaches and landings. Many of these could have been prevented by the use of Continuous Descent Final Approach (CDFA) methods. The following sections describe methods for flying non-ILS CDFA. These methods provide a constant angle approach, which reduces exposure to crew error and CFIT accidents. These methods also make it much easier for the crew to achieve a stabilized approach to a landing once suitable visual reference to the runway environment has been established.

MAP Displays and Raw Data The map mode should be used to the maximum extent practicable. The map display provides a plan view of the approach, including final approach and missed approach routing. The map increases crew awareness of progress and position during the approach. The map is particularly useful when the inbound course does not align with runway centerline and allows the pilot to clearly determine the type of alignment maneuver required. Select VOR switch at EFIS control panel to facilitate raw data monitoring.

Instrument Approach Using V/S Final Approach using V/S Approaching intercept heading, select flaps 5. When established on an intercept heading, select LNAV or other appropriate roll mode. Approaching the FAF (approximately 2 NM), select gear down and flaps 15 and adjust speed. Set the MCP altitude window to the first intermediate altitude constraint, or MDA(H) if no altitude constraint exists. Note: If desired altitude is not at an even100 foot increment, set the MCP altitude to the nearest 100 ft.

increment above the altitude constraint or MDA(H).When initiating descent to MDA(H)(0,2 nm before FAF due to inertia of airplane), select landing flaps, slow to final approach speed and do the Landing checklist. If the charted FAF is too close to the runway to permit a stabilized approach, consider establishing final approach pitch mode and configuring for approach and landing earlier than specified in the FCOM procedure.

At or after the FAF, select V/S mode and descend at appropriate vertical speed to arrive at the MDA(H) at a distance from the runway (VDP) to allow a normal landing profile. Initial selection of an appropriate V/S should be made considering the recommended vertical speeds that are published on the approach chart, if available. These recommended vertical speeds vary with the airplane's ground speed on final approach. If no recommended vertical speeds are available, set approximately -700 to -800 fpm. To calculate the reference V/S, multiply the GS by 5 and add 50.When stabilized in a descent on final approach, use one of the following techniques to make small incremental changes to the resulting vertical speed to achieve a constant angle descent to minimums. There should be no level flight segment at minimums. Be prepared to land or go-around from the MDA(H) at the VDP. Approximately 300 feet above the MDA(H), select the missed approach altitude. Leaving the MDA(H), disengage the autopilot and disconnect the autothrottle. Turn both F/Ds OFF, then place both F/Ds ON. This eliminates unwanted commands for both pilots and allows F/D guidance in the event of a go-around. Complete the landing. On the V/S approach, the missed approach altitude is set when 300 feet above the MDA(H) to use the guidance of the altitude range arc during the approach and to prevent altitude capture and destabilizing the approach. Unlike an approach using VNAV, the occurrence of VNAV ALT is not an issue.

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Since there is no below path alerting, keeping the MDA(H) set as long as possible is recommended to help prevent inadvertent descent below MDA(H). Circling Approach – General The circling approach should be flown with landing gear down, flaps 15, and at flaps 15 maneuvering speed. Use the weather minima associated with the anticipated circling speed. Maintain MCP altitude or MDA(H) using ALT HOLD mode and use HDG SEL for the maneuvering portion of the circling approach. If circling from an ILS approach, fly the ILS in VOR/LOC and VNAV or V/S modes. Note: If the MDA(H) does not end in “00”, set the MCP altitude to the nearest 100 feet above the MDA(H)

and circle at MCP altitude. When in altitude hold at MCP altitude or MDA(H) and before commencing the circling maneuver, set the missed approach altitude. Before turning base or when initiating the turn to base leg, select landing flaps and begin decelerating to the approach speed plus wind correction. To avoid overshooting final approach course, adjust the turn to final to initially aim at the inside edge of the runway threshold. Timely speed reduction also reduces turning radius to the runway. Do the Landing checklist. Do not descend below MDA(H) until intercepting the visual profile to the landing runway. Leaving MDA(H), disengage the autopilot and autothrottle. After intercepting the visual profile, cycle both F/D to OFF, then to ON. This eliminates unwanted commands for both pilots and allows F/D guidance in the event of a go-around. Complete the landing. Go–Around and Missed Approach - All Approaches The go-around and missed approach is generally performed in the same manner whether an instrument or visual approach was flown. The go-around and missed approach is flown using the Go-Around and Missed Approach procedure described in the normal procedures. The discussion in this section supplements those procedures. If a missed approach is required following a dual autopilot approach with FLARE arm annunciated, leave the autopilots engaged. Push either TO/GA switch, call for flaps 15, ensure go-around thrust for the nominal climb rate is set and monitor autopilot performance. Retract the landing gear after a positive rate of climb is indicated on the altimeter. At typical landing weights, actual thrust required for a normal go-around is usually considerably less than maximum go-around thrust. This provides a thrust margin for windshear or other situations requiring maximum thrust. If full thrust is desired after thrust for the nominal climb rate has been established, press TO/GA a second time. If a missed approach is required following a single autopilot or manual instrument approach, or a visual approach, push either TO/GA switch, call for flaps 15, ensure/set go-around thrust, and rotate smoothly toward 15° pitch attitude. Then follow flight director commands and retract the landing gear after a positive rate of climb is indicated on the altimeter. The TO/GA pitch mode initially commands a go-around attitude and then transitions to speed as the rate of climb increases. Command speed automatically moves to a target airspeed for the existing flap position. The TO/GA roll mode maintains existing ground track. Above 400 feet AGL, select a roll mode as appropriate. Command speed automatically increases to maneuvering speed for the existing flap position. Retract flaps to the desired position on the normal flap/speed schedule at the published missed approach altitude. When the flaps are retracted to the desired position and the airspeed approaches maneuvering speed ensure climb thrust is set.

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Go–Around and Missed Approach - One Engine Inoperative If a missed approach is accomplished from a flaps 15 approach, use flaps 1 for the go-around flap setting. After TO/GA is engaged, the AFDS initially commands a go-around attitude, then transitions to maintain command speed as the rate of climb increases. The pilot must control yaw with rudder and trim. Some rudder pedal pressure may be required even with full rudder trim. Select maximum continuous thrust when flaps are retracted to the desired flap setting.

3.6 LANDING

Landing Configurations and Speeds Flaps 30 (for noise abatement) and 40 are normal landing flap positions. Runway length and condition must be taken into account when selecting a landing flap position.

Flare and Touchdown The techniques discussed here are applicable to all landings including one engine inoperative landings, crosswind landings and landings on slippery runways. Unless an unexpected or sudden event occurs, such as windshear or collision avoidance situation, it is not appropriate to use sudden, violent or abrupt control inputs during landing. Begin with a stabilized approach on speed, in trim and on glide path. When the threshold passes under the airplane nose and out of sight, shift the visual sighting point to the far end of the runway. Shifting the visual sighting point assists in controlling the pitch attitude during the flare. Maintaining a constant airspeed and descent rate assists in determining the flare point. Initiate the flare when the main gear is approximately 20 feet above the runway by increasing pitch attitude approximately 2° - 3°. This slows the rate of descent. After the flare is initiated, smoothly retard the thrust levers to idle, and make small pitch attitude adjustments to maintain the desired descent rate to the runway. Ideally, main gear touchdown should occur simultaneously with thrust levers reaching idle. A smooth power reduction to idle also assists in controlling the natural nose-down pitch change associated with thrust reduction. Hold sufficient back pressure on the control column to keep the pitch attitude constant. A touchdown attitude as depicted in the figure below is normal with an airspeed of approximately VREF plus any gust correction. Note: Do not trim during the flare or after touchdown. Trimming in the flare increases the possibility of a

tailstrike. Landing Flare Profile The following diagrams use these conditions: • 3° approach glide path • flare distance is approximately 1,000 to 2,000 feet beyond the threshold • typical landing flare times range from 4 to 8 seconds and are a function of approach speed • airplane body attitudes are based upon typical landing weights, flaps 30, VREF 30 + 5 (approach) and

VREF 30 + 0 (landing), and should be reduced by 1° for each 5 knots above this speed. Typically, the pitch attitude increases slightly during the actual landing, but avoid over-rotating. Do not increase the pitch attitude after touchdown; this could lead to a tail strike. Shifting the visual sighting point down the runway assists in controlling the pitch attitude during the flare. A smooth power reduction to idle also assists in controlling the natural nose down pitch change associated with thrust reduction. Hold sufficient back pressure on the control column to keep the pitch attitude constant. Avoid rapid control column movements during the flare. If the flare is too abrupt and thrust is excessive near touchdown, the airplane tends to float in ground effect. Do not allow the airplane to float; fly the airplane onto the runway. Do not extend the flare by increasing pitch attitude in an attempt to achieve a perfectly smooth touchdown. Do not attempt to hold the nose wheels off the runway.

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Landing Roll Avoid touching down with thrust above idle since this may establish an airplane nose up pitch tendency and increases landing roll.After main gear touchdown, initiate the landing roll procedure. If the speedbrakes do not extend automatically move the speedbrake lever to the UP position without delay. Fly the nosewheels smoothly onto the runway without delay. Control column movement forward of neutral should not be required. Do not attempt to hold the nosewheels off the runway. Holding the nose up after touchdown for aerodynamic braking is not an effective braking technique and may result in high nose gear sink rates upon brake application. To avoid possible airplane structural damage, do not make large nose down control column movements before the nose wheels are lowered to the runway.To avoid the risk of tailstrike, do not allow the pitch attitude to increase after touchdown. However, applying excessive nose down elevator during landing can result in substantial forward fuselage damage. Do not use full down elevator. Use an appropriate autobrake setting or manually apply wheel brakes smoothly with steadily increasing pedal pressure as required for runway condition and runway length available. Maintain deceleration rate with constant or increasing brake pressure as required until stopped or desired taxi speed is reached.

Directional Control and Braking during Landing Roll If the nose wheels are not promptly lowered to the runway, braking and steering capabilities are significantly degraded and no drag benefit is gained. Rudder control is effective to approximately 60 knots. Rudder pedal steering is sufficient for maintaining directional control during the rollout. Do not use the nose wheel steering wheel until reaching taxi speed. In a crosswind, displace the control wheel into the wind to maintain wings level which aids directional control. Perform the landing roll procedure immediately after touchdown. Any delay markedly increases the stopping distance.Stopping distance varies with wind conditions and any deviation from recommended approach speeds. Automatic Brakes Use of the autobrake system is recommended whenever the runway is limited, when using higher than normal approach speeds, landing on slippery runways or landing in a crosswind.For normal operation of the autobrake system select a deceleration setting. Settings include: • MAX: Used when minimum stopping distance is required. Deceleration rate is less than that produced

by full manual braking • MED (2 or 3): Should be used for wet or slippery runways or when landing rollout distance is limited • MIN (1): These settings provide a moderate deceleration effect suitable for all routine operations. Since the autobrake system senses deceleration and modulates brake pressure accordingly, the proper application of reverse thrust results in reduced braking for a large portion of the landing roll. The importance of establishing the desired reverse thrust level as soon as possible after touchdown cannot be overemphasized. This minimizes brake temperatures and tire and brake wear and reduces stopping distance on very slippery runways. The use of minimum reverse thrust as compared to maximum reverse thrust can doubles the brake energy requirements and result in brake temperatures much higher than normal. After touchdown, crewmembers should be alert for autobrake disengagement annunciations. The PM should notify the PF anytime the autobrakes disengage (AUTOBRAKE DISARM light). If stopping distance is not assured with autobrakes engaged, the PF should immediately apply manual braking sufficient to assure deceleration to a safe taxi speed within the remaining runway.

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Reverse Thrust Operation Awareness of the position of the forward and reverse thrust levers must be maintained during the landing phase. Improper seat position as well as long sleeved apparel may cause inadvertent advancement of the forward thrust levers, preventing movement of the reverse thrust levers.The position of the hand should be comfortable, permit easy access to the autothrottle disconnect switch, and allow control of all thrust levers, forward and reverse, through full range of motion. Note: Reverse thrust always reduces the “brake only” stopping distance, brake and tire wear. Reverse

thrust is most effective at high speeds. After touchdown, with the thrust levers at idle, rapidly raise the reverse thrust levers up and aft to the interlock position, then to the number 2 reverse thrust detent. Conditions permitting, limit reverse thrust to the number 2 detent. The PM should monitor engine operating limits and call out any engine operational limits being approached or exceeded, any thrust reverser failure, or any other abnormalities. Maintain reverse thrust as required, up to maximum, until the airspeed approaches 60 knots. At this point start reducing the reverse thrust so that the reverse thrust levers are moving down at a rate commensurate with the deceleration rate of the airplane. The thrust levers should be positioned to reverse idle by taxi speed, then to full down after the engines have decelerated to idle. The PM should call out 60 knots to assist the PF in scheduling the reverse thrust. The PM should also call out any inadvertent selection of forward thrust as reverse thrust is cancelled. If an engine surges during reverse thrust operation, quickly select reverse idle on all engines.

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3.7 MANEUVERS

This chapter outlines the recommended operating practices and techniques used during maneuvers in both the training and operational environment. The flight profile illustrations represent the Boeing recommended basic configuration during the accomplishment of the flight maneuvers, and provides a basis for standardization and crew coordination.

Acceleration to and Deceleration from VMO Acceleration to and deceleration from VMO demonstrates performance capabilities and response to speed, thrust, and configuration changes throughout the medium altitude speed range of the airplane. This maneuver is performed in the full flight simulator and is for demonstration purposes only. It is normally performed at 10,000 to 15,000 feet, simulating slowdown to 250 knots due to speed restrictions. VMO is a structural limitation and is the maximum operating indicated airspeed. It is a constant airspeed from sea level to the altitude where VMO and MMO coincide. MMO is the structural limitation above this altitude. Sufficient thrust is available to exceed VMO in level flight at lower altitudes. Failure to reduce to cruise thrust in level flight can result in excessive airspeed.Begin the maneuver at existing cruise speed with the autothrottle connected and the autopilot disconnected. Set command speed to VMO. As speed increases observe:

• •• nose down trim required to keep airplane in trim and maintain level flight handling qualities during acceleration autothrottle protection at VMO. At a stabilized speed just below VMO execute turns at high speed while maintaining altitude. Next, accelerate above VMO by disconnecting the autothrottle and increasing thrust. When the overspeed warning occurs reduce thrust levers to idle, set command speed to 250 knots, and decelerate to command speed. Since the airplane is aerodynamically clean, any residual thrust results in a longer deceleration time. As airspeed decreases observe that nose up trim is required to keep airplane in trim and maintain level flight. During deceleration note the distance traveled from the time the overspeed warning stops until reaching 250 knots. Once stabilized at 250 knots, set command speed to flaps up maneuvering speed and decelerate to command speed, again noting the distance traveled during deceleration. Observe the handling qualities of the airplane during deceleration. This maneuver may be repeated using speedbrakes to compare deceleration times and distances.

EMERGENCY DESCENT This section addresses basic techniques and procedures for a rapid descent.This maneuver is designed to bring the airplane down smoothly to a safe altitude, in the minimum time, with the least possible passenger discomfort. Note: Use of the autopilot is recommended.

If the descent is performed because of a rapid loss of cabin pressure, crew members should place oxygen masks on and establish communication at the first indication of a loss of cabin pressurization. Verify cabin pressure is uncontrollable, and if so begin descent. If structural damage exists or is suspected, limit airspeed to current speed or less. Avoid high maneuvering loads. Perform the maneuver deliberately and methodically. Do not be distracted from flying the airplane. If icing conditions are entered, use anti-ice and thrust as required.

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Note: Rapid descents are normally made with the landing gear up.The PM checks the lowest safe altitude, notifies ATC, and obtains an altimeter setting (QNH). Both pilots should verify that all memory items have been accomplished and call out any items not completed. The PM calls out 2,000 feet and 1,000 feet above the level off altitude.Level off at the lowest safe altitude or 10,000 feet, whichever is higher. Lowest safe altitude is the Minimum En-route Altitude (MEA), Minimum Off Route Altitude (MORA), or any other altitude based on terrain clearance, navigation aid reception, or other appropriate criteria.

If severe turbulent air is encountered or expected, reduce to the turbulent air penetration speed. Autopilot Entry and Level Off Level Change (LVL CHG)

Because of airspeed and altitude protection and reduced crew workload, use of the autopilot with LVL CHG mode is the recommended technique for rapid descents. Use of the V/S mode is not recommended. Initiate a turn, if required, using HDG SEL. Set a lower altitude in the altitude window. Select LVL CHG, close the thrust levers and smoothly extend the speed brakes. Autothrottles should be left engaged. The airplane pitches down smoothly while the thrust levers retard to idle. Adjust the speed as needed and ensure the altitude window is correctly set for the level off. During descent, the IAS/MACH speed window changes from MACH to IAS at approximately 300 KIAS. Manually reset to VMO as needed. When approaching the target altitude, ensure the altitude is set in the MCP altitude select window. Altitude capture engages automatically. Adjusting the command speed to approximately LRC or 300 knots before level-off aids in smoothly transitioning to level flight. The pitch mode then controls altitude and the thrust levers increase to hold speed. Smoothly return the speed brake lever to the down detent during the level off maneuver. When descending with the autopilot engaged and the speedbrakes extended at speeds near VMO/MMO, the airspeed may momentarily increase to above VMO/MMO if the speedbrakes are retracted quickly. To avoid this condition, smoothly and slowly retract the speedbrakes to allow the autopilot sufficient time to adjust the pitch attitude to maintain the airspeed within limits. When the speedbrakes are retracted during altitude capture near VMO/MMO, a momentary over speed condition may also occur. This is because the autopilot captures the selected altitude smoothly by maintaining a fixed path while the thrust is at or near idle. To avoid this condition, it may be necessary to reduce the selected speed and/or descent rate before altitude capture or reduce the selected speed and delay speed brake retraction until after level off is complete. Manual Entry and Level Off The entry may be accomplished on heading or a turn may be made to clear the airway or controlled track. However, since extending the speedbrakes initially reduces the maneuver margin, monitor the airspeed display and bank angle to ensure that at least minimum maneuver speed is maintained when turning. To manually fly the maneuver, disconnect the autothrottles and retard thrust levers to idle. Smoothly extend the speedbrakes, disengage the autopilot and smoothly lower the nose to initial descent attitude (approximately 10° nose down). About 10 knots before reaching target speed, slowly raise the pitch attitude to maintain target speed. Keep the airplane in trim at all times. If MMO/VMO is inadvertently exceeded, change pitch smoothly to decrease speed. Approaching level off altitude, smoothly adjust pitch attitude to reduce rate of descent. The speed brake lever should be returned to the down detent when approaching the desired level off altitude. After reaching level flight add thrust to maintain long range cruise or 300 knots.

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After Level Off Recheck the pressurization system and evaluate the situation. Do not remove the crew oxygen masks if cabin altitude remains above 10,000 feet. Note: Determine the new course of action based on weather, oxygen, fuel remaining, medical condition of

crew and passengers, and available airports. Obtain a new ATC clearance. Approach to Stall Recovery The following discussion and maneuvers are for an approach to a stall as opposed to a fully developed stall. An approach to a stall is a controlled flight maneuver; a stall is an out-of-control, but recoverable, condition. Entry

To save time, thrust levers may be closed to allow a more rapid deceleration. Target thrust for the configuration should be set approaching selected speed.Some thrust is used during entry to provide positive engine acceleration for the recovery. The airplane is maintained in trim while decelerating. Level flight or a slight rate of climb is desired.

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Ground Contact Not a Factor

At the first indication of stall (buffet or stick shaker) smoothly apply maximum thrust, smoothly decrease the pitch attitude to approximately 5° above the horizon and level the wings. As the engines accelerate, counteract the nose up pitch tendency with positive forward control column pressure and nose down trim. (At altitudes above 20,000 feet, pitch attitudes of less than 5° may be necessary to achieve acceptable acceleration.)Accelerate to maneuvering speed and stop the rate of descent. Correct back to the target altitude. Steep Turns The objective of the steep turn maneuver is to familiarize the pilot with airplane handling characteristics beyond 35° of bank and improve the instrument cross check. During training, 45° of bank is used for this maneuver. It is not intended that the pilot should ever be required to bank greater than 25° to 30° in any normal or non-normal condition. Note: Stabilizer trim is not recommended during the steep turn maneuver because of increased workload

during roll out. Entry Stabilize airspeed at 250 knots on heading and altitude. Use a normal turn entry. An increase in pitch is required as the bank angle is increased to maintain constant altitude. An increase in thrust is required to maintain constant airspeed. During Turn Pitch and thrust control are the same as for a normal turn; however, larger pitch adjustments are required for a given altitude deviation. Trimming during the maneuver is not recommended. Varying the angle of bank while turning makes pitch control more difficult. If altitude loss becomes excessive, reduce the angle of bank as needed to regain positive pitch control.Smooth and positive control is required. A rapid instrument scan is required to detect deviations early enough to be corrected by small adjustments. Attitude Indicator The attitude indicator is reliable for accurate pitch and bank information throughout the turn. Precession error does not exist because the IRS is the source of attitude information. Vertical Speed Indicator

IRS vertical speed indications are reliable during the turn. Altimeter Crosscheck the direction and rate of change, and make smooth minor adjustments to the pitch attitude for corrections. Airspeed Airspeed changes very slowly because of small changes in thrust and drag. Anticipate thrust changes and apply them at the first indication of change on the airspeed indicator or speed tape (as installed). An increase in thrust is required as bank angle increases. Rollout Roll out at the same rate as used during normal turns. Normally rollout should begin 15° to 20° prior to the desired heading. A decrease in pitch is required as the bank angle is decreased to maintain constant altitude. A decrease in thrust is required to maintain constant airspeed.

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3.8 NON-NORMAL OPERATIONS

BASIC FAILURE MANAGEMENT

1. FLY THE AIRCRAFT. PF flies, PM monitors flying (A/P on when able) 2. ANALYSE the problem and STATE THE FACTS (see, hear, feel) 3. CONFIRM THE FAILURE and reset caution and/or warning:

It is easy to enter the wrong procedure with complex failures

4. MEMORY ITEMS (if applicable) PF:“MEMORY ITEMS____, MY RT” 5. SHORT TERM PLAN:

Immediate flight path, ATC, clear of obstacles; (HDG + ALT/FL)

In case of “Do or Die”: Emergency return (MAYDAY / PAN PAN 6. NON-NORMAL CHECKLIST and change of RT 7. NORMAL CHECKLIST

8. CHECK CIRCUIT BREAKERS (resetting of circuit breakers in flight is not recommended unless

directed by a non-normal checklist)NON-NORMAL CHECKLIST 9. LONG TERM PLAN:

a. COLLECT INFORMATION

Check Recall (master caution annunciator panel) AOM (additional information) Fuel DDP (dispatch next flight; considerations this flight) BOM FUEL WX NOTAMS Approach aids Landing distance required Company requirements

b. MAKE YOUR PLAN

HOLD RETURN CONTINUE DIVERT

c. INFORM

ATC Cabin Crew (earlier when situation dictates) PAX (earlier when situation dictates) Company

d. CREW BRIEFING Aircraft Notams Weather Briefing

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Use SOP’s and Normal or Non-normal checklists for the remainder of the flight.

Additional Basic Failure Management info

1. FLY THE AIRCRAFT. The main task of the PF is flying the aircraft and the main task of the PM is monitoring the PF and monitoring the failure (Autopilot on when able is recommended).

2. Analyze the problem and state the facts: Both pilots can state the failure. The PM then analyses the problem, clearly calling what he sees, feels and/or hears (or has seen, felt and/or heard), so that PF can verify it, while still flying the airplane. Carefully describe the facts. “Silence all warning signals” if both pilots agree on the state of the failure.

3. CONFIRM THE FAILURE and reset master caution and/or warning. Avoid initiating wrong procedure with complex failures. E.g. “CONFIRM THRUST LEVER NUMBER 1”.

4. MEMORY ITEMS: Both pilots agree on the nature of the failure and PF decides if there are any memory items or not. PM will confirm this by the call “MEMORY ITEMS__” (e.g. engine fire). Each pilot will carry out his or her respective duties in their area of responsibility. The Thrust Lever and A/T (autothrottle) will be done by the PF (affecting flight path). The other pilot shall confirm all irreversible items that can affect the performance and/or flight path.

Note: On the ground the start lever is for the captain and in the air (or moving under own power) the start lever is for the pilot monitoring.

As a general rule when moving under own power or flying all controls and switches will be done by the pilot monitoring except for controls and switches that (can) influence the flight path.

5. SHORT TERM PLAN: PF decides for PANPAN or MAYDAY call and gives short direction for imminent flight path (e.g.: straight ahead, SID, emergency turn, immediate return, continue climb or level off)

6. NON-NORMAL CHECKLIST: PF will call for the applicable non-normal checklist (e.g. “NON-NORMAL CHECKLIST ENGINE FAILURE, I have ATC”. After finishing the NNC, check recall system (master caution annunciator panel). The PF will take over ATC communications by calling: “MY RT”.

7. NORMAL CHECKLIST: PF will call for appropriate checklist (e.g. after Takeoff Checklist)

8. Check circuit breakers. Resetting of circuit breakers in flight is not recommended unless directed by a non-normal checklist.

9. LONG TERM PLAN:

A. Collect Information

Check master caution annunciator panel for new failures (recall)

MEL/DDP/AOM/BOM

Fuel remaining

Weather, approach plates, LDA

Company Requirements

B. Make your plan

Return

Continue

Divert

Hold

C. Inform

ATC

Cabin Crew (earlier when situation dictates)

Passengers (earlier when situation dictates)

Company

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Multiple failures at the same time

When dealing with multiple failures, decide which failure needs more priority and follow the BFM list until step 4 or 5 (CPT’s decision). Mention in the short-term briefing that you will start with the other failure immediately or after performing the non-normal checklist. Follow the BFM list for the second failure and follow the list for both failures when performing the last steps. The second part of the list is combined. ENGINE OUT FAMILIARIZATION The exercises shown in the following table are performed to develop proficiency in handling the airplane with one engine inoperative and gain familiarization with rudder control requirements.

CONDITION ONE CONDITION TWO

AIRSPEED FLAPS UP MANEUVERING SPEED

V2

LANDING GEAR UP DOWN

FLAPS UP 15

THRUST AS REQUIRED MAX CONT THRUST

When in trim – retard one thrust lever to idle Controls – apply to maintain heading, wings level Rudder - Apply to center control wheel Airspeed – Maintain with thrust (condition one) or pitch (condition two) Trim – As required to relieve control forces

Rudder and Lateral Control This familiarization is performed to develop proficiency in handling the airplane with an engine inoperative. It also helps to gain insight into rudder control requirements. Under instrument conditions the instrument scan is centered around the attitude indicator. Roll is usually the first indication of an asymmetric condition. Roll control (ailerons) should be used to hold the wings level or maintain the desired bank angle. Stop the yaw by smoothly applying rudder at the same rate that thrust changes. When the rudder input is correct, very little control wheel displacement is necessary. Refine the rudder input as required and trim the rudder so the control wheel remains approximately level. When the rudder is trimmed to level the control wheel, the airplane maintains heading. A small amount of bank toward the operating engine may be noticeable on the bank indicator. The slip/skid indicator is displaced slightly toward the operating engine. If the airplane is trimmed with too much control wheel displacement, full lateral control is not available and spoilers on one wing may be raised, increasing drag.Make turns at a constant airspeed and hold the rudder displacement constant. Do not attempt to coordinate rudder and lateral control in turns. Rudder pedal inputs produce roll due to yaw and induce the pilot to counter rudder oscillations with opposite control wheel.

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The following figure shows correct and incorrect use of the rudder.If an engine failure occurs with the autopilot engaged, manually position the rudder to approximately center the control wheel and add thrust. Trim the rudder to relieve rudder pedal pressure.

Note: Autothrottle should not be used with an engine inoperative.

APPROACHES This section describes pilot techniques associated with engine inoperative approaches. Techniques discussed minimize workload, improve crew coordination, and enhance flight safety. However, a thorough review of applicable Non-Normal Checklists associated with engine inoperative flight is a prerequisite to understanding this section. One Engine Inoperative AFDS management and associated procedures are similar to those used during the normal ILS approach. Flight director (manual) or single autopilot may be used. Note: The airplane has been demonstrated to meet the criteria flight director or single autopilot operation

to Category I minimums with an engine initially inoperative if the airplane is trimmed for the condition. The use of dual autopilots with an engine inoperative is not authorized.During a single autopilot or flight director (manual) approach, the pilot must use rudder pedal pressure to control yaw, followed by rudder trim to maintain an in-trim condition during the entire approach. A centered control wheel indicates proper trim.

Note: Use of the autothrottle for an approach with an engine inoperative is not recommended. Minimize thrust lever movements to reduce both asymmetry and speed changes. Airplane configuration changes require little thrust change until capturing the glide slope.Intercept the localizer with flaps 5 at flaps 5 speed. At one dot below G/S, lower the landing gear, extend flaps to 15, set final approach speed, and decelerate.Be prepared to take over manually in the event system performance is not satisfactory. Engine Inoperative, Rudder Trim - All Instrument Approaches The pilot must use rudder pedal pressure to control yaw, followed by rudder trim to maintain an in-trim condition during all approaches. Manually centering the rudder trim prior to thrust reduction for landing is normally unnecessary.

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Rudder trim may be set to zero to facilitate directional control during thrust reduction. This should be accomplished by 500 feet AFE to allow the PM ample time to perform other duties and make appropriate altitude callouts. Centering the rudder trim before landing allows most of the rudder pedal pressure to be removed when the thrust of the operating engine is retarded to idle at touchdown. Full rudder authority and rudder pedal steering capability are not affected by rudder trim. It may not be advisable to center the rudder trim due to crew workload and the possibility of a missed approach. However, if touchdown occurs with the rudder still trimmed for the approach, be prepared for the higher rudder pedal forces required to track the centerline on rollout.

Approach and Landing When a non-normal situation occurs, a rushed approach can often complicate the situation. Unless circumstances require an immediate landing, complete all corrective actions before beginning the final approach. For some non-normal conditions, the possibility of higher airspeed on approach, longer landing distance, a different flare profile or a different landing technique should be considered.

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4 SUPPLEMENTARY PROCEDURES

GENERAL This section contains procedures (adverse weather operation, engine cross bleed start, and so on) that are accomplished as required rather than routinely performed on each flight.Supplementary procedures may be required because of adverse weather, unscheduled maintenance or as a result of a procedure referenced in a Non–Normal Checklist.

AUTOMATIC FLIGHT LEVEL CHANGE CLIMB/DESCENT ALTITUDE selector .................................................. Set desired altitude Note: If a new MCP altitude is selected while in ALT ACQ, the AFDS engages in V/S and the existing

vertical speed is maintained. LVL CHG switch ..............................................................................Push Verify FMA display: Thrust mode (climb) – N1 Thrust mode (descent) – RETARD then ARM Pitch mode – MCP SPD IAS/MACH Selector.....................................................Set desired speed VERTICAL SPEED (V/S) CLIMB/DESCENT ALTITUDE selector .................................................. Set desired altitude Note: If a new MCP altitude is selected while in ALT ACQ, the AFDS engages in V/S and the existing vertical speed is maintained. V/S thumbwheel ..............................................Set desired vertical speed Verify FMA display: Thrust mode (climb or descent) – MCP SPD Pitch mode – V/S IAS/MACH Selector.....................................................Set desired speed To transition to the vertical speed mode from another engaged climb or descent mode: V/S mode switch .........................................................................Push V/S climb mode engages at existing V/S.

V/S thumbwheel .........................................Set desired vertical speed

Verify FMA display: Thrust mode (climb or descent) – MCP SPD Pitch mode – V/S IAS/MACH Selector ............................................... Set desired speed

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VOR NAVIGATION VHF NAV radio(s) ....................................................... Tune and Identify COURSE selector ........................................................Set desired course When on an intercept heading to the VOR course: VOR LOC mode switch .............................................................. Push Verify VOR LOC armed mode annunciates. A/P automatically captures the VOR course. Verify VOR LOC engaged mode annunciates upon course capture. Note: If change to a localizer frequency is desired when captured in the VOR mode, disengage VOR LOC

mode prior to selection of the localizer. VOR LOC mode can then be reengaged. INSTRUMENT APPROACH USING VERTICAL SPEED (V/S) Note: Autopilot use is recommended until suitable visual reference is established. Note: If required to remain at or above the MDA during the missed approach, the missed approach must

be initiated at least 50 feet above MDA. Ensure appropriate navaids (VOR, LOC or NDB) are tuned and identified prior to commencing approach. Before descent to MDA(H): MCP altitude ............................................................................. Set

Set the first intermediate altitude constraint or the MDA(H). When the current constraint is assured, the next constraint may be set prior to ALT HOLD is engaged to achieve continuous descent path. If constraints or MDA(H) do not end in zero zero, for example, 1820, set MCP ALTITUDE window to the closest 100 foot increment above the constraint.

At descent point: Desired V/S ...............................................................................Set Set desired V/S to descend to MDA(H). Use a V/S that results in no level flight segment at the MDA(H). Verify V/S mode annunciates. Approximately 300 feet above MDA(H): MCP altitude ....................................Set missed approach altitude At MDA(H)/missed approach point: If suitable visual reference is not established, execute a missed approach. After a suitable visual reference is established: A/P disengage switch ........................................................ Push Disengage the autopilot before descending below MDA(H). A/T disengage switch........................................................Push

Disengage the autothrottle before descending below MDA(H). CIRCLING APPROACH Note: Autopilot use is recommended until intercepting the landingprofile. MCP altitude selector ..........................................................................Set

If the MDA(H) does not end in zero zero, for example, 1820, set MCP ALTITUDE window to the closest 100 foot increment above the MDA(H).

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Accomplish an instrument approach, establish suitable visual reference and level off at MCP altitude. ALT HLD mode ................................................................... Verify/select Verify ALT HLD mode annunciates. MCP altitude selector ................................. Set missed approach altitude HDG SEL switch ............................................................................. Push Verify HDG SEL mode annunciates. Intercepting the landing profile:

Autopilot disengage switch ......................................................... Push Autothrottle disengage switch .................................................... Push

FUEL BALANCING If the center tank contains no fuel: Crossfeed selector ....................................................................... Open Fuel pump switches (low tank) ................................................... OFF When quantities are balanced:

Fuel pump switches .................................................................. ON Crossfeed selector ................................................................ Close

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5 PERFORMANCE INFLIGHT

GENERAL

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VREF

ADVISORY INFORMATION NORMAL CONFIGURATION LANDING DISTANCES Flaps 30 Dry Runway

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NORMAL CONFIGURATION LANDING DISTANCES Flaps 40 Dry Runway NON-NORMAL CONFIGURATIONS LANDING DISTANCE

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NORMAL CONFIGURATION LANDING DISTANCES Dry runway

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6 MANEUVERS

INTRODUCTION NON-NORMAL MANEUVERS Flight crews are expected to do non-normal maneuvers from memory. FLIGHT PATTERNS Flight patterns show procedures for some all-engine and engine-inoperative situations.Flight patterns do not include all procedural items but show required/recommended: • configuration changes • thrust changes • Mode Control Panel (MCP) changes • pitch mode and roll mode changes • checklist calls. NON-NORMAL MANEUVERS APPROACH TO STALL RECOVERY The following is immediately accomplished at the first indication of stall buffet or stick shaker.


• Advance thrust levers to maximum thrust*. • Smoothly adjust pitch attitude** to avoid ground

contact or obstacles. • Level the wings (do not change flaps or landing gear

configuration). • Retract the speedbrakes.

• Verify maximum thrust. • Monitor altitude and airspeed. • Call out any trend toward terrain contact. • Verify all required actions havebeen

completed and call out any omissions. When ground contact is no longer a factor: • Adjust pitch attitude to accelerate while minimizing

altitude loss. • Return to speed appropriate for the configuration.

REJECTED TAKEOFF The captain has the sole responsibility for the decision to reject the takeoff. The decision must be made in time to start the rejected takeoff maneuver by V1. If the decision is to reject the takeoff, the captain must clearly announce “REJECT,” immediately start the rejected takeoff maneuver and assume control of the airplane. If the first officer is making the takeoff, the first officer must maintain control of the airplane until the captain makes a positive input to the controls.Prior to 80 knots, the takeoff should be rejected for any of the following: • activation of the master caution system • system failure(s) • unusual noise or vibration • tire failure • abnormally slow acceleration

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• takeoff configuration warning • fire or fire warning • engine failure • predictive windshear warning • if a side window opens • if the airplane is unsafe or unable to fly. Above 80 knots and prior to V1, the takeoff should be rejected for any of the following: • fire or fire warning • engine failure • predictive windshear warning • if the airplane is unsafe or unable to fly. During the takeoff, the crewmember observing the non-normal situation will immediately call it out as clearly as possible.

CAPTAIN FIRST OFFICER

Without delay: Simultaneously close the thrust levers, disengage the autothrottles and apply maximum manual wheel brakes or verify operation of RTO autobrake. If RTO autobrake is selected, monitor system performance and apply manual wheel brakes if the AUTO BRAKE DISARM light illuminates or deceleration is not adequate. Raise SPEED BRAKE lever. Apply maximum reverse thrust consistent with conditions. Continue maximum braking until certain the airplane will stop on the runway.

Verify actions as follows: Thrust levers closed. Autothrottles disengaged. Maximum brakes applied. Verify SPEED BRAKE lever UP and call “SPEEDBRAKES UP.” If SPEED BRAKE lever is not UP, call “SPEEDBRAKES NOT UP.” Reverse thrust applied. Call out omitted action items.

Field length permitting: Initiate movement of the reverse thrust levers to reach the reverse idle detent by taxi speed.

Call out 60 knots. Communicate the reject decision to the control tower and cabin as soon as practical.

When the airplane is stopped, perform procedures as required. Review Brake Cooling Schedule for brake cooling time and precautions (refer to Performance Inflight Chapter.) Consider the following: The possibility of wheel fuse plugs melting The need to clear the runway The requirement for remote parking Wind direction in case of fire Alerting fire equipment Not setting the parking brake unless passenger evacuation is necessary Advising the ground crew of the hot brake hazard Advising passengers of the need to remain seated or evacuate Completion of Non-Normal checklist (if appropriate) for conditions which caused the RTO.

NOTE: After the RTO the aircraft is not moving under it’s own power and therefore it’s captain and first

officer i.s.o. pilot flying and pilot monitoring. If after the RTO an evacuation is needed, the captain calls for “NON-NORMAL CHECKLIST EVACUATION”. The first officer will read the NNC evacuation and both pilots will perform the checklist items in their area of responsibility. Note that on the ground the flap lever is in the captain’s area of responsibility according his preflight procedure.

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EVACUATION

If an evacuation is planned and time permits, a thorough briefing and preparation of the crew and passengers improve the changes of a successful evacuation. If evacuating due to fire in wind, consider positioning the aircraft so the fire is on the down wind side. If an evacuation is needed, the captain calls for “NON-NORMAL CHECKLIST EVACUATION”. The first officer will read the NNC evacuation and both pilots will perform the checklist items in their area of responsibility. Note that on the ground the flap lever is in the captain’s area of responsibility according his preflight procedure.

If time permits postpone shutting down the engines until flaps are extended to 40 to facilitate the fast evacuation of passengers. WINDSHEAR The following are indications the airplane is in windshear: • windshear warning (two–tone siren followed by “WINDSHEAR, WINDSHEAR, WINDSHEAR”) or • unacceptable flight path deviations. Unacceptable flight path deviations are recognized as uncontrolled changes from normal steady state flight conditions below 1000 feet AGL, in excess of any of the following: • 15 knots indicated airspeed • 500 fpm vertical speed • 5° pitch attitude • 1 dot displacement from the glideslope • unusual thrust lever position for a significant period of time. WINDSHEAR ESCAPE MANEUVER


MANUAL FLIGHT • Disconnect autopilot. • Press either TO/GA switch. • Aggressively apply

maximum*thrust. • Disconnect autothrottle. • Simultaneously roll wings level and rotate toward

an initial pitch attitude of 15 °. • Retract speedbrakes. • Follow flight director TO/GAguidance (if available

• Assure maximum* thrust. • Verify all required actions have

beencompleted and call out any omissions.

• Do not change flap or gear configuration until

windshear is no longer a factor. • Monitor vertical speed and altitude. • Do not attempt to regain lost airspeed until

windshear is no longer a factor.

• Monitor vertical speed and altitude. • Call out any trend toward terrain contact,

descending flight path, or significant airspeed changes.

Note: *Maximum thrust can be obtained by advancing the thrust levers full forward if the EEC’s are in

the normal mode. If terrain contact is imminent, advance thrust levers full forward.

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FLIGHT PATTERNS

TAKEOFF YB521, YC094

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ILS APPROACH YC095, YF801 INSTRUMENT APPROACH USING V/S

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CIRCLING APPROACH GO-AROUND AND MISSED APPROACH

7 CHECKLIST INSTRUCTIONS

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NORMAL CHECKLISTS INTRODUCTION This introduction gives guidelines for use of the Normal Checklist (NC). The NC is organized by phase of flight. The NC is used to verify that critical items have been done. NORMAL CHECKLIST OPERATION Normal checklists are used after doing all respective procedural items. The following table shows which pilot calls for the checklist and which pilot reads the checklist. Both pilots visually verify that each item is in the needed configuration or that the step is done. The far right column shows which pilot gives the response. This is different than the normal procedures where the far right column can show which pilot does the step.

CHECKLIST CALL READ VERIFY RESPOND

PREFLIGHT

CAPTAIN FIRST OFFICER

BOTH

AREA OF RESPONSIBILITY BEFORE START

BEFORE TAXI

BEFORE TAKEOFF


PILOT FLYING

AFTER TAKEOFF PILOT MONITORING

DESCENT

AREA OF RESPONSIBILITY

APPROACH

LANDING PILOT FLYING

SHUTDOWN

CAPTAIN FIRST OFFICER AREA OF RESPONSIBILITY

SECURE

During checklist reading it is of utmost importance that the PM is constantly aware of flight progress. That means that during reading, the checklist may not be kept in front of the primary flight instruments, but preferably on the knee. To keep track of the checklist during possible interruptions it helps to constantly put a finger at the item that has to be covered next.

FMA changes must be checked and confirmed, and RT should not be transferred to the PF, except for non-normal checklist reading.

It is important that during checklist reading an active scan of the flight instruments is performed. It is good practice when the PM teaches himself to check the flight instruments for a few seconds after every 2 checklist items.

If the airplane configuration does not agree with the needed configuration: • stop the checklist • complete the respective procedure steps • continue the checklist

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If it becomes apparent that an entire procedure was not done: • stop the checklist • complete the entire procedure • do the checklist from the start Try to do checklists before or after high work load times. The crew may need to stop a checklist for a short time to do other tasks. If the interruption is short, continue the checklist with the next step. If a pilot is not sure where the checklist was stopped, do the checklist from the start. If the checklist is stopped for a long time, also do the checklist from the start. After completion of each checklist, the pilot reading the checklist calls, "___ CHECKLIST COMPLETE."

CHECKLIST CONTENT The checklist has the minimum items needed to operate the airplane safely. NON-NORMAL CHECKLISTS INTRODUCTION The non-normal checklists chapter contains checklists used by the flight crew to manage non–normal situations. The checklists are grouped in sections which match the system description chapters in Volume 2. Most checklists correspond to a light, alert or other indication. In most cases, the MASTER CAUTION and system annunciator lights also illuminate to indicate the non-normal condition. These lights, alerts and other indications are the cues to select and do the associated checklist. All checklists have condition statements. The condition statement briefly describes the situation that caused the light, alert or other indication. Some checklists have objective statements. The objective statement briefly describes the expected result of doing the checklist or briefly describes the reason for steps in the checklist.Checklists can have both memory and reference items. Memory items are critical steps that must be done before reading the checklist. The last memory item is followed by a dashed horizontal line. Reference items are actions to be done while reading the checklist. Some checklists have additional information at the end of the checklist. The additional information provides data the crew may wish to consider. The additional information does not need to be read. NON-NORMAL CHECKLIST OPERATION Non–normal checklists start with steps to correct the situation. If needed, information for planning the rest of the flight is included. When special items are needed to configure the airplane for landing, the items are included in the Deferred Items section of the checklist. Flight patterns for some non–normal situations are located in the Maneuvers chapter and show the sequence of configuration changes. While every attempt is made to supply needed non–normal checklists, it is not possible to develop checklists for all conceivable situations. In some smoke, fire or fumes situations, the flight crew may need to move between the Smoke, Fire or Fumes checklist and the Smoke or Fumes Removal checklist. In some multiple failure situations, the flight crew may need to combine the elements of more than one checklist. In all situations, the captain must assess the situation and use good judgment to determine the safest course of action. It should be noted that, in determining the safest course of action, troubleshooting, i.e., taking steps beyond published non-normal checklist steps, may cause further loss of system function or system failure. Troubleshooting should only be considered when completion of the published non-normal checklist results in an unacceptable situation.

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Non–normal checklists also assume: • During engine start and before takeoff, the associated non–normal checklist is done if a non-normal

situation is identified. After completion of the checklist, the Dispatch Deviations Guide or operator equivalent is consulted to determine if Minimum Equipment List dispatch relief is available.

• System controls are in the normal configuration for the phase of flight before the start of the non–normal checklist.

• If the MASTER CAUTION and system annunciator lights illuminate, all related amber lights are reviewed to assist in recognizing the cause(s) of the alert.

• Aural alerts are silenced and the master caution system is reset by the flight crew as soon as the cause of the alert is recognized.

• The EMERGENCY position of the oxygen regulator is used when needed to supply positive pressure in the masks and goggles to remove contaminants. The 100% position of the oxygen regulator is used when positive pressure is not needed but contamination of the flight deck air exists. The Normal position of the oxygen regulator is used if prolonged use is needed and the situation allows. Normal boom microphone operation is restored when oxygen is no longer in use.

• Indicator lights are tested to verify suspected faults. • In flight, reset of a tripped circuit breaker is not recommended unless directed by a non-normal

checklist. However, a tripped circuit breaker may be reset once, after a short cooling period (approximately 2 minutes), if in the judgment of the captain, the situation resulting from the circuit breaker trip has a significant adverse effect on safety. On the ground, flight crew reset of a tripped circuit breaker should only be done after maintenance has determined that it is safe to reset the circuit breaker.

• Flight crew cycling (pulling and resetting) of a circuit breaker to clear a non-normal condition is not recommended, unless directed by a non-normal checklist.

NON-NORMAL CHECKLIST USE Non–normal checklist use starts when the airplane flight path and configuration are correctly established. Only a few situations need an immediate response (such as CABIN ALTITUDE WARNING or Rapid Depressurization). Usually, time is available to assess the situation before corrective action is started. All actions must then be coordinated under the captain's supervision and done in a deliberate, systematic manner. Flight path control must never be compromised.When a non–normal situation occurs, at the direction of the pilot flying, both crewmembers do all memory items in their areas of responsibility without delay. The pilot flying calls for the checklist when: • the flight path is under control • the airplane is not in a critical phase of flight (such as takeoff or landing) • all memory items are complete. The pilot monitoring reads aloud: • the checklist title • as much of the condition statement as needed to verify that the correct checklist has been selected • as much of the objective statement (if applicable) as needed to understand the expected result of doing

the checklist. The pilot flying does not need to repeat this information but must acknowledge that the information was heard and understood.For checklists with memory items, the pilot monitoring first verifies that each memory item has been done. The checklist is normally read aloud during this verification. The pilot flying does not need to respond except for items that are not in agreement with the checklist. The item numbers do not need to be read. Non-memory items are called reference items. The pilot monitoring reads aloud the reference items, including: • the precaution (if any) • the response or action • any amplifying information.

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The pilot flying does not need to repeat this information but must acknowledge that the information was heard and understood. The item numbers do not need to be read. The word “Confirm” is added to checklist items when both crewmembers must verbally agree before action is taken. During an inflight non-normal situation, verbal confirmation is required for: • an engine thrust lever • an engine start lever • an engine, APU or cargo fire switch • a generator drive disconnect switch • an IRS mode selector, when only one IRS is failed • a flight control switch The answer should be “Affirm”. With the airplane stationary on the ground: • the captain and the first officer take action based on preflight and postflight areas of responsibility • during an evacuation, the first officer sets the flap lever to 40. With the airplane in flight or in motion on the ground: • the pilot flying and the pilot monitoring take action based on each crewmember’s Areas of

Responsibility. After moving the control, the crewmember taking the action also states the checklist response.For example during an engine fire the PF disengages the autothrottle and closes the thrust lever (“CONFIRM THRUST LEVER NUMBER___”, and calls “CONTINUE WITH THE MEMORY ITEMS”. The PM continues with “CONFIRM ENGINE START LEVER NUMBER___”. After completion of the non–normal checklist, normal procedures are used to configure the airplane for each phase of flight.When there are no deferred items, the DESCENT, APPROACH and LANDING normal checklists are used to verify that the configuration is correct for each phase of flight. When there are deferred items, the non-normal checklist will include the item “Checklist Complete Except Deferred Items.” The pilot flying is to be made aware when there are deferred items. These items are included in the Deferred Items section of the checklist and may be delayed until the usual point during descent, approach or landing. The deferred items are read aloud by the pilot monitoring. The pilot flying or the pilot monitoring takes action based on each crewmember’s area of responsibility. After moving the control, the crewmember taking the action also states the response. When there are deferred items, the Deferred Items section of the non-normal checklist will include the Descent, Approach and Landing normal checklists. These checklists should be used instead of the usual DESCENT, APPROACH and LANDING normal checklists. If a normal checklist item is changed as a result of the non-normal situation, the changed response is printed in bold type. The pilot flying or the pilot monitoring responds to the deferred normal checklist items based on each crewmember’s area of responsibility. However, during the deferred Landing normal checklist, the pilot flying responds to all deferred normal checklist items. Each checklist has a checklist complete symbol at the end. The following symbol indicates that the checklist is complete: The checklist complete symbol can also be in the body of the checklist. This only occurs when a checklist divides into two or more paths. Each path can have a checklist complete symbol at the end. The flight crew does not need to continue reading the checklist after the checklist complete symbol.After completion of each non–normal checklist, the pilot monitoring states “___ CHECKLIST COMPLETE.” Additional information at the end of the checklist is not required to be read.

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NON-NORMAL CHECKLIST LEGEND

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8 NORMAL CHECKLISTS

BOEING 737 NORMAL CHECKLIST

PRE FLIGHT

* Through Flights Oxygen ........................................................................................................................ Tested, 100% (CPT/FO)

Navigation transfer and display switches ....................................................................... NORMAL, AUTO (FO)

Window heat ........................................................................................................................................ ON (FO)

Pressurization mode selector .......................................................................................................... AUTO (FO)

Flight instruments ........................................................................................ Heading____, Altimeter____(CPT)

Parking brake .....................................................................................................................................Set (CPT)

Engine start levers....................................................................................................................... CUTOFF (PF)

BEFORE START

Flight deck door ......................................................................................................... Closed and locked (CPT)

Fuel ___KGS(CPT) , Pumps ON (FO)

Passenger signs ............................................................................................................................... ____ (FO)

Windows ................................................................................................................................ Locked (CPT/FO)

MCP ...................................................................................... V2____, HEADING____, ALTITUDE____ (CPT)

Take-off speeds ............................................................................................... V1____, VR____, V2____ (PF)

CDU pre-flight .......................................................................................................................... Completed (PF)

Rudder and aileron trim .......................................................................................................... Free and 0 (CPT)

Taxi and take-off briefing .......................................................................................................... Completed (PF)

Anti collision light .................................................................................................................................. ON (FO)

BEFORE TAXI

Generators ........................................................................................................................................... ON (FO)

Probe heat ............................................................................................................................................ ON (FO)

Anti-ice .............................................................................................................................................. ____ (FO)

Isolation valve ................................................................................................................................. AUTO (FO)

Engine start switches ...................................................................................................................... CONT (FO)

Recall .................................................................................................................................. Checked (CPT/FO)

Auto brake ..........................................................................................................................................RTO (FO)

Engine start levers................................................................................................................ IDLE detent (CPT)

Flight controls ............................................................................................................................ Checked (CPT)

Ground equipment.......................................................................................................................... Clear (CPT)

BEFORE TAKE-OFF

Flaps ........................................................................................................................... ____, Green light (CPT)

Stabilizer trims ......................................................................................................................... ____Units (CPT)

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AFTER TAKE-OFF

Engine bleeds ..................................................................................................................................... ON (PM)

Packs .............................................................................................................................................. AUTO (PM)

Landing gear ......................................................................................................................... UP and OFF (PM)

Flaps .................................................................................................................................... UP, no lights (PM)

DESCENT

Pressurization .................................................................................................................... AND ALT____ (PM)

Recall .......................................................................................................................................... Checked (PM)

Auto brake ........................................................................................................................................... ___ (PM)

Landing data ................................................................................................. VREF____, Minimums____ (PM)

Approach briefing ..................................................................................................................... Completed (PF)

APPROACH

Altimeters .................................................................................................................................... ____ (PM/PF)

LANDING

Engine start switches ...................................................................................................................... CONT (PF)

Speed brake ..................................................................................................................................ARMED (PF)

Landing gear .................................................................................................................................. DOWN (PF)

Flaps .............................................................................................................................. ____, Green light (PF)

SHUTDOWN

Fuel pumps ........................................................................................................................................ OFF (FO)

Probe heat .......................................................................................................................................... OFF (FO)

Hydraulic panel .................................................................................................................................... Set (FO)

Flaps .................................................................................................................................................. UP (CPT)

Parking brake .................................................................................................................................. ____ (CPT)

Engine start levers.................................................................................................................... CUTOFF (CPT)

Weather radar ............................................................................................................................ OFF (CPT/FO)

SECURE

Iris OFF (FO)

Emergency exit lights ......................................................................................................................... OFF (FO)

Window heat ...................................................................................................................................... OFF (FO)

Packs ................................................................................................................................................. OFF (FO)

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9 NON-NORMAL CHECKLISTS

9.1 SPECIFIC CASES

9.1.1 AIR SYSTEMS