Boeing 737/ NG

Transcription

1 APP.B1 Pag. i Boeing 737/ CL Boeing 737/ NG Prepared by: F.O.S. Issued and approved by: F.O.P.H.

2 APP.B1 Pag. ii INTENTIONALLY LEFT BLANK

3 APP.B1 Pag. iii 0. TABLE OF CONTENTS 0. TABLE OF CONTENTS... iii Highlights of Revision 4... v Highlights of Revision 3... vi Highlights of Revision 2... vii Highlights of Revision 1... viii 1. INTRODUCTION NORMAL PROCEDURES General Rules Flaps and Placard Speeds management Takeoff Takeoff Flap Retraction Speed Schedule Flap Extension Schedule FLAPS Manouevering/Placard management... 6 Tasks and call outs Crossiwind Guidelines Preliminary Pre-flight Procedures Takeoff briefing (NG) Before Start Procedure (CL-NG) Engine Start (NG) Before Taxi Procedure Push Back And Taxi Out Taxi Line Up And Takeoff After Take Off And Initial Climb Climb Cruise Descent Approach Final Approach Landing Taxi and Parking A.P.U. saving cycles procedure Standard Actions And Callouts Circling Approach General

4 APP.B1 Pag. iv Use of Autopilot, MCP selections and Wind Corrections Missed approach Normal Checklist Glareshield Checklist Glareshield Checklist Control Wheel Checklist (CL) Control Wheel Checklist (NG) NON NORMAL PROCEDURES General Rules Master Caution Technique ATC radio communications tasks REJECTED TAKEOFF General Procedure And Callouts Procedure after the Airplane is stopped EVACUATION General Pre-Warning Evacuation Is Needed Pilots Duties First Officer Commander Evacuation with Pilot Incapacitation CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION / EMERGENCY DESCENT General Controllable Uncontrollable Approaching final level-off altitude final level-off altitude... 43

5 APP.B1 Pag. v Highlights of Revision 4 Revision No. 04 to Standard Operating Procedures has been carried out in order to amend the No Engine bleed / Unpressurized takeoff policy: Pag. 3 General Rules o Paragraph 2.1 has been revised

6 APP.B1 Pag. vi Highlights of Revision 3 Revision No. 03 to Standard Operating Procedures has been carried out in order to comply with the following changes : To incorporate and merge both B737 CL and NG variants. Flaps and Placard Speeds management. TAKEOFF Takeoff Flap Retraction schedule EFIS / SPEED TAPE Non precision Instrument Approach using VNAV A.P.U. saving cycles procedure

7 APP.B1 Pag. vii Highlights of Revision 2 Revision No. 02 to Standard Operating Procedures has been carried out in order to comply with the following changes : Pag. 3 General Rules o New items added: - No Engine Bleed Takeoff - Maneuvering and Placard Speeds management Pag. 5 Preliminary Preflight Procedures Pag. 6 P-RNAV departure checks FMC/CDU preparation o Implementation of P-RNAV departure checks Pag. 8 Line Up and Takeoff o P-RNAV departure Pag. 9 Descent o Revised FMC cross-checking procedure Pag. 11 P-RNAV Arrival Checks Pag. 12 Landing o Added call for PM during G/S capture

8 APP.B1 Pag. viii Highlights of Revision 1 Revision No. 01 to Standard Operating Procedures has been carried out in order to comply with the following changes : Pag. 4 - CALL OUTS o FMA, FPI. Pag. 8 AFTER TAKE OFF AND INITIAL CLIMB o Implementation of PM/PF call outs/tasks. Pag. 9 DESCENT o ft Seat Belt recycle: task deleted. Pag LANDING PROCEDURE o Implementation of PM/PF call outs/tasks. Pag CIRCLING APPROACH: o New weather minima o Wind correction Pag NORMAL CHECK LIST o Control Wheel and Glareshield checklists: item inserted Pag NNC/L EVACUATION o LHSp/: tasks varied as for QRH

9 APP.B1 Pag. ix INTENTIONALLY LEFT BLANK

10 APP.B1 Pag INTRODUCTION. The BPA procedures for the B737 are based on: 1. Flight Crew Operations Manual (FCOM) 2. Flight Crew Training Manual (FCTM) Standard Operating Procedures (SOP) allow the Flight Crew to: assure a high Crew Coordination level assure that the airplane condition is satisfactory assure that the flight deck configuration is correct This booklet shall be used to integrate both FCOM and FCTM. It contains complementary actions and techniques that develop the normal and/or non normal aircraft procedures. This edition has been issued in order to incorporate and merge both B737 CL and NG variants. Where differences among B737 variants arise, specific applicability will be highlighted with the following initials: - CL (Applicable to B Classic); - NG (Applicable to B Next Generation). In order to assure a better pilots cross check flow, the following procedures may slightly deviate from the basic illustration contained in the FCOM; THIS IS NOT TO BE CONSIDERED AS A DISCREPANCY.

11 APP.B1 Pag. 2 INTENTIONALLY LEFT BLANK

12 APP.B1 Pag NORMAL PROCEDURES General Rules. The Boeing philosophy is silent cockpit. Only the callout reported in FCOM Vol. 1, FCTM and SOP must be used. Commander is PF when: - The RVR of the take-off runway is less than 400 m. - Operating at airports categorised "C" class or short field. - Category II-IIIA approach. PF/PM; LHSp/. While the aircraft on ground, the PF will be always the pilot who occupying the Left Hand Seat (LHSp), and the PM the pilot occupying the Right Hand Seat (): from -Taxi Out- through -a/c Lined Up- from -After Landing- through -Taxi in to the parking position-. Cockpit Procedures and Check Lists usage. The execution of the BEFORE START, ENGINE START and BEFORE TAXI procedures must be accomplished on the LHSp command. At the PF request, the PM will read the C/L. The challenge and response method shall be applied for the Normal C/L. For each item, the PF will give the appropriate answer except for silent C/L. No Engine Bleed / Unpressurized Takeoff (refer to FCOM S.P.) B737 CL Taking into account that reduced thrust procedure (assumed T method) is mandatory whenever practicable, Unpressurized Takeoff is the BPA recommended procedure to be applied in case of performance penalty only, even if the APU is operative. B737 NG Taking into account that reduced thrust procedure (assumed T method) is mandatory whenever practicable, No Engine bleed Takeoff is the BPA recommended procedure to be applied in case of performance penalty only.

13 APP.B1 Pag Flaps and Placard Speeds management Takeoff CL After zero fuel weight, V1, and VR are entered into the FMC, airspeed bugs are automatically displayed at V1, VR and the minimum flap retraction speed F for the next flap position. Command speed is set to V2 using the MCP. V2 is the minimum takeoff safety speed and provides at least 30 bank capability ( overshoot) for all takeoff flaps. NG After zero fuel weight, V1, and VR 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 and provides at least 30 bank capability ( overshoot) for all takeoff flaps. An airspeed bug is automatically set 15 knots above command speed. V knots provides 40 bank capability ( overshoot) for all takeoff flaps. Begin flap retraction at V knots, except for a flaps 1 takeoff. For a flaps 1 takeoff, begin flap retraction when reaching the flaps 1 maneuver speed Takeoff Flap Retraction Speed Schedule B737 CL Takeoff Flap Retraction Speed Schedule CL Takeoff Flaps At & below 53,070 kgs 15 V or F 190 or F 5 V or F 1 (300 only) Takeoff Flap Retraction schedule EFIS / SPEED TAPE (MASI BLK SPEED BUGS shall be always set as back up) Above: 53,070 kgs /62,823 kgs V or F 200 or F V or F Above: 62,823 kgs V or F 210 or F V or F Select Flaps UP Limit bank angle to 15 until reaching V F = Minimum flap retraction speed for next flap setting on speed tape display. 5 1 UP 1 UP B737 NG Takeoff Flap Retraction Speed Schedule NG Takeoff Flaps At Speed (display) 25 V "15" Select Flaps 15 5

14 APP.B1 Pag. 5 "5" "1" 15 or 10 V2 +15 "5" "1" 5 V "1" 1 UP 5 1 UP 1 UP 1 "1" UP Limit bank angle to 15 until reaching V Flap Extension Schedule B737 CL Flap Extension Speed Schedule CL Current Flap Position Flap Extension Schedule MASI /SPEED BUGS. The flap extension speed schedule is based on a fixed speed for each flap setting for a range of gross weights and provides full maneuver capability or at least 40 of bank (25 of bank and 15 overshoot) to stick shaker at all weights At Speed (knots) a* / b* / c* Select Flaps Command Speed for Selected Flaps a* / b* / c* Up or 40 (VREF30 or VREF40) + wind additives a* = At and below 53,070 kgs; b* = Above 53,070 kgs and up to 62,823 kgs; c* = Above 62,823 kgs B737 NG Flap Extension Speed Schedule NG Current Flap Position At Speedtape Display Select Flaps Command Speed for Selected Flaps Up UP or 40 (VREF30 or VREF40) +

15 APP.B1 Pag. 6 wind additives Flaps extension: to be operating closest as possible to the actual configuration maneuvering speed. Placard Speeds: to be reduced by 10 kts FLAPS Manouevering/Placard management Tasks and call outs. At P.F. flaps selection command, the P.M. shall check the IAS according to Man/Plac speed and call: Speed ckd, Flaps xx. Below ft. No paperwork or secondary flight duties should be taken care of below ft. Both pilots must concentrate on flight conduct and monitoring. Use of autothrottle The A/T cannot be used when: Flying manually (except for climb) Flying by one engine. Use of Vertical Speed mode To save fuel and if conditions permit V/NAV or Level Change modes should be preferred during climb or descent. Limit if possible the use of Vertical Speed for approach or for small changes in altitude (1000 ft or less) Altitude selection For any new altitude selection in climb or descent, the pilot resetting the M.C.P. altitude shall notify the other pilot and the other shall acknowledge. Exterior lights o LHSp sets: OUTBOARD, INBOARD, TURNOFF, TAXI and WING o sets: LOGO, POSITION, WING

16 APP.B1 Pag. 7 FMA(Flight Mode Announciator),TMA(Thrust Mode Announciator),FPI (Flap Position Indicator). The crew must always verify in the display / indicator any respective active mode / indication that will be called out by the PM as following: - FMA:./ Green, when the selected MODE is actually engaged and operational. In addition, after a climb/descent is completed and LVL OFF is achieved, the actual displayed MODES shall be called out. - TMA: monitoring only - FPI: Flaps../.. (FPI/LEVER) when actually in the proper required position. Raw data proficiency Each Pilot shall fly manually below ft using raw data without Flight Director, for self training, when traffic intensity permit. Perform simulated auto land CAT 2/3A in order to maintain pilot and aircraft AWO qualification status. Use of Headphone The use of headsets is mandatory except when in cruise; the flight deck speakers may be used at the lowest possible volume setting. Airway Manual location The LHSp tailored Aerodrome Charts Manual and the Text shall be kept in the central space located on the cockpit floor left of the Commander seat. The tailored Aerodrome Charts and the High Altitude Enroute Charts Manual shall be kept in the same space located on the right of the F/O seat. Fuel policy Refer OMA A for details. Hydraulic System Anytime electric hydraulic pumps are pressurized, the crew must check with ground staff that the area surrounding the a/c is clear and free of obstructions. Metric Altimeter (when installed) Always set on standard atmosphere (1013,2 hpa) Crossiwind Guidelines Crosswind guidelines 1 TAKE OFF LANDING 35 kts 33kts* Dry 35 kts 33kts* 25 kts Wet 30 kts 1 Reduce the crosswind guidelines by 5 knots when operating on runways less than 45 m in width.

17 APP.B1 Pag. 8 Notes: 15 kts Standing water 15 kts 15 kts Snow no melting 2 15 kts 7 kts Ice no melting 2 10 kts 10 kts MAX TAILWIND COMPONENT 10 kts Blended winglets. 1. These crosswind guidelines are based on steady wind (no gust) conditions. 2. On slippery runways, crosswind guidelines are a function of runway surface condition, airplane loading, and assume proper pilot technique. 3. The above guidelines do not constitute planning limitations. INTENTIONALLY LEFT BLANK 2 Takeoff on untreated ice or snow should only be attempted when no melting is present.

18 APP.B1 Pag Preliminary Pre-flight Procedures. The should perform the "Preliminary Preflight Procedure". The LHSp (usually the Commander), should perform the Exterior Inspection. The Interior Inspection mentioned in to FCOM S.P. might be delegated to the cabin chief except for the wing upper surfaces check. The "NO SMOKING" switch shall be set always "ON". The Acceleration Altitude (ACC ALT) will be displayed on the altimeters using the reference altitude marker. The Commander or F/O may make the CDU, take off data card, load sheet entries (duties normally performed by the ). The other pilot must verify the entries by cross-checking against FMS vs OFP and SIDs charts. Upon the achievement of the final performances, load sheet and take off data must be cross checked between Captain and F/O. Selection of 250/ ft limitations on climb page is mandatory also when expect "no speed restriction" in climb. CDU's page selection: - PF: takeoff page (enter runway offset if applicable) - PM: leg page VHFs NAV, ADFs and RDMIs shall be set by the PF for a raw data departure, and then select "AUTO" on both VHFs NAV. Thus it will be possible to revert to raw data quickly should the need arise. ADI DH: - 20 R.A. Reduced takeoff thrust is recommended in normal operation including wet runway. Reduced take-off is forbidden with adverse runway conditions such as standing water, slush or contaminated runway; check the "Airport analysis manual" for additional limitations. The Commander remains free to use full take-off thrust in any adverse condition. NG VOICE RECORDER SWITCH : ON P-RNAV departure checks - FMC/CDU preparation. The Flight Crew shall verify: the aircraft s RNAV system is available and operating accurately; the correct airport and runway data are loaded; the correct aircraft position compared with the airport parking charts (entering the FMC using Last Position is not allowed). The active flight plan should be checked by PF (Pilot Flying) comparing the SIDs charts with the MAP display and CDU with particular attention to waypoint sequence, altitude or speed constrains and which waypoints are fly-by or fly-over. The creation of new waypoints by manual entry into the RNAV system is not permitted as it would invalidate the effect P-RNAV procedure. Note: as a minimum, the departure checks could be a simple inspections of a suitable map display that achieves the objectives of this paragraph.

19 APP.B1 Pag Takeoff briefing. Commander is responsible that a suitable briefing is given, preferably by the PF prior engine's start. Guide lines: 1. Review A/C status (M.E.L.) 2. PF, takeoff runway, standard callouts and procedure. 3. SID, speed and altitude limits, T.O. profile if not standard noise abatement procedure. 4. MSA, transition altitude. 5. In case of failure a. Before V1: who's decision to abort and who's stopping action. b. After V1: (see also "Airport Analyses") - ACC ALT - Procedure: escape route or straight out flight path - Routing At Pilot's discretion, items can be added or deleted (NG) Before Start Procedure. FIRST ACTION: Select MFD ENG on Lower Display Unit (CL-NG) Engine Start. Operational check of the right and left engine fuel SPAR VALVE / ENG VALVE actuator. NG As the ENG START LEVER on the CONTROL STAND is moved to the IDLE position, verify the related SPAR VALVE / ENG VALVE CLOSED indication light(s) on the OVERHEAD PANEL changes from DIM to BRIGHT then OFF. CL As the ENG START LEVER on the CONTROL STAND is moved to the IDLE position, verify the related ENG VALVE CLOSED indication light(s) on the OVERHEAD PANEL changes from DIM to BRIGHT then OFF (NG) Before Taxi Procedure. FIRST ACTION: Select MFD SYS on Lower Display Unit. LAST ACTION: Blank the Lower Display Unit.

20 APP.B1 Pag Push Back And Taxi Out. During push back manoeuvres, communication with the ground crew must be established. No marshalling signals can be accepted. In case of communication equipment failure, an aural briefing must be performed between the Commander and the ground engineer responsible for the push back prior closing the doors. The lockout pin must be installed before starting a push back. The Commander must verify that the ground engineer is aware of this procedure and, if necessary, brief him. The Commander shall inform the ground engineer to be aware about the Flaps and Flight Controls movements before any action. Sterile Cockpit and Interphone Silence begins at cockpit door closure, before engines start. Before starting push back, the Commander switches the Anti Collision Light ON. Depressurize "hydraulic system A" only when the gear pin is NOT installed. To avoid excessive temperature in the cabin, the "Engine Start Procedure " must be delayed just before starting the engines. For passengers comfort in the hot season, after engine n 2 start, CLOSE the isolation valve and set right Pack switch to AUTO before starting engine n 1. The use his clock for block time record, positioning "Elapsed Time Selector" to RUN after start engine n Taxi. Taxi light and turn off lights must be always ON during taxi. Limit ground speed to 10 Kts maximum during turns, for passenger s comfort. Both F/D may be engaged as soon the initial ATC altitude clearance has been selected on the MCP; PF shall engage his F/D first. To save lamps, switch taxi light off when waiting for line up clearance. It's the duty to check if the cabin is pressurized before takeoff. Inform passengers when takeoff delay is expected. Before line up, on the Captain request, the PM will call the CA1 via interphone to obtain Cabin Secure For Take Off Line Up And Takeoff. Both pilots check final clear. Both pilots check (silently) the heading indication when lined up. Reconsider reduced takeoff thrust according to weather, takeoff shift or runway change. P-RNAV departure: the starting position of the take-off run shall be achieved by the use of an automatic or manual runway update function.

21 APP.B1 Pag. 12 The LHSp sets: The sets: - Taxi lights OFF - Landing lights ON - Outboard lights ON (night time only) - Egpws TERR/WXR (if required) - Strobe lights ON - Radar ON 7 up - Egpws TERR/WXR (if required) - Transponder TA/RA - HF SSB (11.345) CDU's selection for T/O: - PF takeoff page - PM Legs page Callouts how reported at paragraph 2.19: The PF must always call "Set take-off thrust" (A/T on or off). The PM must always call "Take-off thrust set" (A/T on or off). The PM shall always call "V1 even if V1 and VR are the same. The PM shall always call "Positive rate" at the indication of the barometric altimeter. Callouts: After Take Off And Initial Climb ft Agl PF "L NAV" (CL) or "Heading." (Raw data) ft Agl PF "NI" ft Agl PF "Speed Up" Flaps (Flaps Up manoeuvring speed - Flaps retraction, according to CL or NG speed tape symbols) If no noise abatement takeoff, the acceleration may be anticipated at 1500 ft Agl. When flaps are up and lights out, PM places the gear lever and AUTOBRAKE switch to OFF and reports "Flaps are up". PF call "V NAV" or Speed 250 (raw data). Passing the Transition Altitude, both pilots reset and x-check the 3 altimeters on (29.92). The PM sets the ENGINE START switches according to the PF. Then, the PF calls "After Take off check list. The PM reads the C/L silently. ECON speed will be used for climb if no restrictions (ATC, weather, technical).

22 APP.B1 Pag Climb. Engage A/P before reaching ft for passenger comfort and fuel economy. Switch OFF and retract outboard lights (night time). CDU's page selection after autopilot engagement: - PF: leg page - PM: climb or progress page Passing ft: - PM calls " ft " The LHSp shall: - Switch off inboard landing and turn off lights; - Recycle no smoking switch (end of sterile cockpit); - Check pressurization; - Cross check 3 altimeters on (29.92) - Check APU off and fuel balance. The shall: - Switch off the logo lights (night time). In case of FMC failure or when in Level Change mode Speed: 250/280 Kts/.74M. Before entering in RVSM airspace: Perform the RVSM normal C/L Cruise. AUTO shall be selected on both VHF NAV panels unless flying raw data. Fuel Balance is a Commander duty; the unbalance mast not exceed 200 kg. In RVSM airspace: Autopilot engaged Primary altimeters to be x-checked every hour During cruise Commander shall inform the passengers about flying altitude, speed, outside temperature, routing, cruise weather, expected time of arrival, ground temperature and destination meteorological condition. Commander has to apologise for delay if necessary. After a minimum of 5 minutes of stabilised cruise the Commander shall perform the engine parameters reading (when Data Recording Device is u/s or a/c not equipped). In case of FMC failure or when in Altitude Hold mode speed=300kts/74m.

23 APP.B1 Pag Descent. ANYTIME THE FMC POSITION MUST BE CROSS-CHECKED, BY BOTH PILOT, WITH A RADIO FIX BEFORE TOP OF DESCENT BY CHECKING THE INDICATION OF RMI AGAINST FIX PAGE CDU INDICATION Before the descent, BOTH pilot must verify the entries data on CDU by cross-checking against FMS vs OFP and STARs charts. Set the reference altitude marker of the baro-altimeters on: the D.A. for Precision Approach ILS category I; the D.A. plus 50 ft add on for Non Precision App; the M.D.A. plus 50 ft add on (to be converted in VDP - CDFA) for Non Precision Approach with no D.A Set the ADI DH reference on: - 20 R.A. for a CAT 1 approach, the R.A. for a CATII, CATIII approaches, Approach Briefing Guidelines: the approach briefing should be performed before TOD. 1. Review A/C status (M.E.L.) 2. PF, RWY in use, type of app., standard callouts and procedures. 3. Weather at destination and alternate. 4. TOD, MEA and MORA during descent. 5. STAR, speed limit, transition level and MSA. 6. Holding (pattern and entries), MHA. 7. Airport and threshold elevation. 8. DA/MDA, MAP and RA setting. 9. RWY and taxi particularities. 10. Missed approach and go-around procedures, EFFRA. 11. Intentions after missed approach. 12. En route MSA to alternate airport. 13. Radio Failure Procedure At pilot's discretion, items can be added or deleted. Short briefing is allowed only when the crew is certainly familiar with the airport procedures and CAVOK is in force. VHF NAVs, ADFs, RMI and MCP APP Courses shall be set by the P.F. The normal descent speed is "ECON" and 250 kts at or below ft. in case turbulence is expected can be anticipated at ft at pilot s discretion. In case of FMC failure the speed will be 74/280kts/250 kts.

24 APP.B1 Pag. 15 P-RNAV arrival checks - FMC/CDU preparation. The Flight Crew shall verify that the correct terminal procedure has been loaded by cross-checking. The active flight plan should be checked by comparing the arrival charts with the MAP display and CDU with particular attention to waypoint sequence, altitude or speed constrains and which waypoints are fly-by or fly-over. The creation of new waypoints by manual entry into the RNAV system is not permitted as it would invalidate the effect P-RNAV procedure. Note: as a minimum, the arrival checks could be a simple inspections of a suitable map display that achieves the objectives of this paragraph. At T.O.D. PF shall: perform the Approach Briefing call for Descent Check List PF and PM shall: select EGPWS as required Passing ft the PM shall: via P.A. advice cabin crew Passing ft the PM: calls The LHSp shall: CL switch the inboard landing and turn off lights to ON recycle the NO SMOKING switch to AUTO/ON (beginning of sterile cockpit) PF shall: CONVENTIONAL APPROACH select MANUAL on his own VHF/NAV panel and calls: VHF/NAV nr. (1 or 2) Manual PM shall hold AUTO and delay MANUAL selection when on intercepting heading The shall: switch ON the logo lights (night) Note: When selecting QNH on altimeters, PF will request for Approach check list.

25 APP.B1 Pag Approach. Any instrument approach must use direct radio signal and not the FMC position. As soon as the aeroplane is inbound the IAF or below the MSA whichever occurs first, navigation radio data must be used for navigation and LNAV abandoned. FMC flight plan modifications are not recommended during approach. EHSI recommended configuration: PF: Shall use EXP VOR / ILS PM: Shall use MAP mode until established on final course, then EXP VOR / ILS. CL P-RNAV APPROACH When on intercept heading to final approach course: PM & PF shall select MANUAL on their own VHF/NAV panel and calls: VHF/NAV Manual. For precision approach PF must select EXP ROSE at least when on intercept heading, PM at least on glide slope capture. The PM shall call: Any one dot or more deviation (5 in an NDB approach). Any + 10 or -5 kts target speed deviation. Rate of descent higher than ft/min below 500 ft. NON PRECISION APPROACH USING V-NAV VNAV approach procedure can only be performed after checking that all of the following conditions are satisfied: FMC update U7.1 or later; LEGS page has one or more of the following: An RWxx or MXxx waypoint at or before the approach end of the runway; A GP angle shown on the LEGS page for the final approach segment; Non-ILS approach plate has one or more of the following characteristics: An appropriate path that has a missed approach point at or before the runway threshold; There is a glide path (GP) angle indicated on the chart and/or shown on the legs page; Approaches with a published DA(H). Use the autopilot during the approach to give: autopilot alerts and mode fail indications more accurate course and glide path tracking lower RNP limits

26 APP.B1 Pag. 17 This procedure is not authorized using QFE. OPERATING INSTRUCTIONS - The RNP should be equal or better than the FMC requested value for the actual flight segment. - FMC altitude constraints, landing weight and Vref shall be carefully verified by both pilots. - Airspeed bugs are automatically displayed in to the speed tape according to the current flaps position. However, MASI BLK SPEED BUGS shall be always set as back up. - Radio Nav / Flight Modes / Instr. Displays setting: o Radio Nav 1 & 2 set MAN; o Both pilots shall set the Radio Signal (LOC; VOR; NDB) according to the published procedure; o ROLL MODE shall be accomplished using LOC/VOR/HDG only (NO LNAV); o PITCH MODE by VNAV; o The PF shall set VOL/ILS to intercept until established, then MAP (EHSI); LEGS page (CDU). The PM shall keep monitoring ROW DATA EHSI in the VOR/ILS mode no later than the final approach fix. - Prior to final approach, set on the MCP the appropriate altitude constraint. - To prevent unnecessary level offs while descending in VNAV before the final approach, reset the MCP altitude selector to the next lower constraint before altitude capture, when compliance with the altitude restriction is assured. - For procedures where both the FAF and FACF are coded with AT OR ABOVE altitude constraints, the crew should consider revising the FACF altitude constraint to at (hard constraint). - When the airplane is approximately 300 feet above the DA(H), set the MCP altitude to the missed approach altitude (when the MCP is set to an altitude above the current airplane altitude, the AFDS reverts to CWS P. VNAV path deviation indications on the map display assist in monitoring the vertical profile. The autopilot tracks the path in VNAV PTH, however the pilot must track the path in CWS P to arrive at, or near, the visual descent point by the DA(H) unless A/P is disengaged). NOTE: FOR FURTHER DETAILS, REFER TO THE FCTM USE OF VNAV CHAPTER.

27 APP.B1 Pag Final Approach. Using flaps as speed brakes is not recommended. Select flap 1 when decelerating through the flap-up manoeuvring speed. FLAPS LIMIT Placard cannot be used as normal operations. When the gear is selected down, the PF shall arm the speed brakes and reconsider the auto brake selection. Do not use the speed brakes with flaps selection greater than 15; below 15 is not recommended. Normal landing flaps is 30. Flaps 40 may be used for a LDA shorter than ft and/or adverse RWY conditions are existing. Mandatory for a LDA shorter than ft. The announcement "Landing checklist completed" shall be followed by a short reminder of the initial part of the missed approach procedure, for example: "In case of go-around straight ahead ft" This is done by the pilot flying. Due to the slow acceleration of the engines, a stabilised approach is mandatory: At ft AAL, the aeroplane must be in landing configuration. At 500 ft AAL, all parameters must be stabilised, low or idle thrust is prohibited below 500 ft. If an unstable situation exist or develops below 500 ft, a go-around must be initiated immediately. The PM shall call any deviation including low N1. Pilots under training period must use A/T in alpha mode for safety reasons. Auto brake: The auto brake can be used at Commander discretion. The use of auto brake is recommended: 1. with tail wind of 5 kts or more, 2. for CATII, CATIIIA approaches, 3. when runway is wet, slippery or when the runway length available for landing is ft or less, ( recommended POS.3).

28 APP.B1 Pag Landing. At G/S alive or approaching FAF (Non Prec. App.) PF calls: GEAR DOWN FLAPS 15 PM shall: Set the landing gear lever to DN and verify the three green lights Set the flap lever to 15 Set the engine start switches to CONT PF shall: Set the speedbrake lever to ARM and verify SPEEDBRAKE ARMED light At G/S capture PF calls: FLAPS (as needed) PM shall: Call FLAPS Set the flap lever as directed At Landing Flap achieved PF calls: LANDING CHECKLIST PF shall: Set the missed approach altitude on the MCP PM shall: Read the LANDING CHECKLIST Note: Weather permitting, flaps and gear extension may be delayed at CREW discretion providing a stabilized approach is achieved before Outer Marker or equivalent fix. At main wheel touch down open reverse, lower the nose gear gently but without delay then move thrust reverse levers to the detent N 2. In normal condition use thrust reverse as a primary means to decelerate the aircraft and for passengers comfort do not exceed 82%N1 of reverse thrust. At 60 kts start reducing reverse thrust to idle. Idle thrust reverse must be achieved at taxi speed, by the LHSp.

29 APP.B1 Pag Taxi and Parking. Start the After Landing Procedure when clear of the active runway and after LHSp request. APU should never been started while decelerating the aircraft at the end of landing roll: the electrical drain of the starter may create problem with Antiskid. Start the APU during taxi, after flaps retraction, and only if electrical power is not available at the parking. END of Sterile Cockpit and Interphone Silence after engines are shut down, the Captain switches off the ANTI COLLISION light and after his command, the F/O announces via P.A. to disarm the slides. after confirmation is obtained by the CA1, the F/O switches off the Fasten Seat Belt sign A.P.U. saving cycles procedure. Condition: A/C REACHING THE PARKING POSITION: a) A.P.U. No started up; b) at the parking position, verify the External Power is available and ready to be connected; c) shut down the engine/s, then turn off the Anti-collision Light (to allow ground personnel to approach the aircraft); d) electrical power may be supplied using the A/C 24 volt Battery within a maximum of 5 minutes elapsed time; e) radio comm. may be assured by using the SBY PWR switch BAT; f) at night time, the EMER EXIT LIGHT switch should be positioned to ON. Condition: EXTERNAL POWER IS CONNECTED AND ON BUSES: g) Restore the SBY PWR switch AUTO (guard closed) h) Restore the EMER EXIT LIGHT switch ARMED (guard closed). Note: since all BPA contracted handlers provide the External Power, the F.C. are strongly recommended to comply with the above procedure.

30 APP.B1 Pag. 21 Leaving the aircraft. Complete shutdown and secure procedures. Reduce the 6 CRT s to max dim. MCP speed to 110 MCP altitude to 0000 Transponder to 0000 Airspeed bugs Vref + 15 together Vref Weather radar to Test and antenna clockwise Reference altitude markers to 0 NAV Auto/Manual switch to manual and out ILS frequencies The ADF switches and, when applicable, the transponder altitude reporting switch remain in the ON position. The 3 radio selectors should be set to INOP or FLT INT. Appropriately replace in their volumes all maps and charts; put in place and re-connect the A/C headphones if previously removed. If GPU is powering the aircraft and maintenance personnel is not present proceed as follow: Switch off the external power. Switch on the Ground Services Bus on forward CA panel. Switch off the battery. Leave the oxygen valve always open. Clean up the ashtrays, remove bottles, glasses and all rubbish. Close all the doors. Note: To switch from ground power to service lights without interrupting the power, first keep the service lights switch ON, then switch off in sequence the ground power and the battery. APU has to be shut down if maintenance crew is not present. BE RESPECTFUL OF YOURSELF AND OF THE NEXT COLLEGUES ON DUTY. LEAVE THE COCKPIT CLEAN.

31 APP.B1 Pag Standard Actions And Callouts. Condition Action and/or callouts Executed by: Before start Loading of FMC/CDU Exterior inspection F/O or Captain or LHSp At Captain command PREFLIGHT PROCEDURE Reading of the Preflight Checklist Take-off briefing PF At Captain command Start engines Cockpit Door Locked BEFORE START PROCEDURE Reading of the Before Start Checklist ANTI COLLISION light ON LHSp At Captain command ENGINE START PROCEDURE RH clock for "blk time", ENGINE START SW Engine start levers LHSp After start (Inform ground technician via INT to be aware of flaps extension). LHSp At Captain command BEFORE TAXI PROCEDURE Flaps (T.O. Flaps). Before Taxi Procedure Select Take Off flaps; then complete the Procedure Rudder check, Flight Controls Reading of the Before Taxi Checklist LHSp LHSp ATC clearance Before entering RWY Entering RWY Select or review altitude on MCP, both F/D on, PF first T/O briefing to complete Call CA1 via interphone for Cabin Secure Cabin advice: cabin crew be seated for take off Cowl anti-ice (if required) Strobelights, transponder (TA/RA) HF SSB Both & x-ck PF

32 APP.B1 Pag. 23 Condition Action and/or callouts Executed by: Taxi light OFF, WX RADAR/EGPWS (as required) Reading of the Before Take Off Checklist LHSp Both Cleared for T/O At 40/45% N1 INBOARD LANDING light ON Start LH clock for "flight time" Engines stabilized "Set take off thrust" "Takeoff thrust set" Chrono start (T.O. Thrust Limit) LHSp LHSp PM PF PM Both 80 kts "80 kts" "Checked" PM PF At V1 "V1" PM At VR "Rotate" PM With positive R/C "Positive rate" "Gear up" PM PF 400 ft AGL 1500 ft AGL (CL) "LNAV" or "Heading " (NG) - LNAV selected since Take Off "N1" or "Climb thrust" (raw data) PF PF 3000 ft AGL "Speed Up, Flaps (set Flaps Up manoeuvring speed) PF PM Flaps UP, lights out Transition Alt Gear lever OFF, auto brake OFF Flaps are up" "V NAV" or "speed 250" (raw data) "Transition, altimeters reset" Altimeters (29.92) "Set and crosscheck" "After T.O. checklist" Speed bugs: Vr and V2+15 reset to joint V1 bug. Vclean bug shall remain in place. PM PM PF PM Both PF PF PF-PM

33 APP.B1 Pag. 24 Condition Action and/or callouts Executed by: Passing ft "10000 ft " PM Inboard Ldg. and Turn Off Lights OFF Logo OFF (night) Recycle NO SMOKING switch to AUTO/ON (end of sterile cockpit and interphone silence) Check APU, fuel, pressurization Check 3 altimeters (29.92) 1000 ft to level "1000 ft" PM Before Descent Approach Briefing Reading of Descent Checklist LHSp LHSp LHSp LHSp PF PM Passing ft Cabin advice: cabin crew prepare for landing PM Passing ft "10000" "Checked" Recycle NO SMOKING switch to AUTO/ON (beginning of sterile cockpit / interphone silence) Inboard Ldg and Turn Off Lights ON Logo lights ON (night) PM PF LHSp LHSp Transition level "Transition altimeters reset" "Checked" Altimeters on QNH Reading of " Approach Checklist" PM PF Both PM Localizer alive "Localizer alive" "Checked" Localizer captured "Checked" PM PF PM PF Glide slope alive "Glide slope alive" "Checked" "Glide slope captured" PM PF PM

34 APP.B1 Pag. 25 Condition Action and/or callouts Executed by: "Checked" PF Passing OM or FAF "Outer maker, VOR/NDB, time" Altitude check PM Both Clear to land and 1000 ft RA Outboard Ldg Lights ON LHSp 100ft to minima "Approaching minimums "Checked" PM PF Minima At touch down "Minimums" "Land" Speed brakes UP or Speed brakes Not Up PM PF PM In the event of G.A. Go around "Set Go around thrust, Flaps /... Set frequencies and course for MAP PF PF PM At parking area with A/C blocked and engines shut down ANTI COLLISION light OFF LHSp SHUT DOWN PROCEDURE At Captain command Cabin crew slides disarm and cross check (PA) End of Sterile Cockpit After receiving All slides disarmed from CA1 Turn off the FASTEN SEAT BELT sign Reading of the Shut Down Checklist

35 APP.B1 Pag Circling Approach General. According to EASA regulations and ICAO 8178, at the reaching of the MDA, the Pilot in Command may continue to descent to a lower altitude (OCH 689ft, ICAO chapter 4) if necessary (visual circuit), after the following assessment are met: the visual references have been identified and they can be maintained the pilot has the landing threshold in sight the OCA value can be assured and the airplane is in the correct position and attitude to perform the landing. In an instrument approach to a planned circle-to-land, the recommended configuration is FLAPS 15, GEAR DOWN and Flaps 15 manoeuvring speed. Maintain this configuration until intercepting the final approach profile (base turn). Use the weather minima associated with the A/C category (C) providing to not exceed 180 Kts on tracks before the base turn Use of Autopilot, MCP selections and Wind Corrections. If circling from an ILS approach, fly the ILS in VOR/LOC or HDG SEL and V/S modes. Stable on descent profile, select the Missed Approach Altitude in the MCP before reaching the MDA. At circling altitude, select ALT HOLD and when appropriate, start the 45 secs. Time and 45 brake off turn to reach the downwind leg. Abeam threshold, start time to establish the outbound length (minimum10 secs.) revised by the wind correction: - 3 secs. each 100 ft zero wind - +/- 1 sec. for each knot of head/tail wind component - +/- 1 degree heading for each knot of cross wind component.. Initiating the turn to base, select the landing flaps reducing speed to Vref plus wind correction and start descent not before intercepting the landing profile. Stable on profile, disengage the autopilot not lower than 500 ft AGL Missed approach. Execute a climbing turn in the shortest direction toward the landing runway then, follow the published missed approach pattern.

36 APP.B1 Pag. 27 Figure 1 B737 Circling Procedure

37 APP.B1 Pag. 28 INTENTIONALLY LEFT BLANK

38 APP.B1 Pag Normal Checklist Glareshield Checklist.

39 APP.B1 Pag. 30 Figure 2 Glareshield Normal Checklist Glareshield Checklist. Figure 3 Glareshield Normal Checklist.

40 APP.B1 Pag Control Wheel Checklist (CL). Figure 4 Control Wheel Checklist (CL).

41 APP.B1 Pag Control Wheel Checklist (NG) Figure 5 Control Wheel Checklist (NG).

42 APP.B1 Pag NON NORMAL PROCEDURES General Rules. Non-normal checklist use starts when the airplane flight path and configuration are correctly established. All actions must then be coordinated under the Commander s supervision and done in a deliberate, systematic manner. Flight path control must never be compromised and the following tasks must be observed: Aviate (fly the a/c in accordance with restrictions and limitations) Navigate (guide the a/c along the intended or appropriate route) Communicate (verbalise intentions to the crew members and ATC, as applicable) The Commander distributes the crew tasks in function of the situation (at his discretion: I have control you clear the non-normal ). He must always identify the NNC to be carried out. When a Non-Normal situation occurs, the PF calls for the appropriate checklist when: the flight path is under control the airplane is not in a critical stage of flight all recall items are complete When recall actions are required, at the PF command, the PM systematically and without delay does all recall items except for thrust lever retard. Note that when a Non-Normal checklist is in progress, the PF/PM tasks may be not subject to seat position areas of responsibility usually applied during normal operations. The PM will read aloud in sequence each checklist item including the response before an action is executed. The PF does not need to respond. However, a simple acknowledge is recommended (e.g. checked ). In the non-normal landing checklist, the PF verifies and responds to the related items. Both pilots must agree before moving critical controls in flight, such as: the thrust lever of a failed engine an engine start lever an engine or APU fire switch a generator drive disconnect switch a flight control or spoiler switch. The descent and the approach checklist must be completed early. The NN landing checklist should be completed at glide slope interception or equivalent point when flying a non-precision approach.

43 APP.B1 Pag. 34 Pilots must be aware that checklists cannot be created for all conceivable situations and are not intended to replace good judgement. In some conditions, deviation from checklists may, at the Commander discretion, be needed Master Caution Technique PF or PM announces MASTER CAUTION + illuminated light(s). PM identifies the trouble by reading the indication(s). PM makes a preliminary diagnostic (identifies underlying cause if required) PF crosschecks and acknowledges. PM extinguishes master caution and annunciator light(s) ATC radio communications tasks. When a non-normal procedure/checklist is in progress, is the PF that normally maintains ATC radio communications The PM will be focused to read and perform the checklist.

44 APP.B1 Pag REJECTED TAKEOFF General. The Commander has the sole responsibility for the decision to reject the takeoff. As the airplane accelerates during the takeoff roll, energy increases rapidly. This energy must be dissipated to stop the airplane. At low speed, up to 80 knots, energy developed is not sufficient to cause difficulty in stopping the airplane. As the speed approaches V1 for the balanced field conditions, the effort required to stop the airplane on the runway for a RTO, approaches the maximum. The QRH clearly states the conditions leading to a rejected takeoff, either before or after 80 knots. During the takeoff-roll, the crewmember observing the non-normal situation will immediately call it out as clearly as possible. If the Captain is convinced that the airplane can fly, he should continue takeoff when the speed is approaching V1. Near V1, the Captain should only abort takeoff if he is convinced that the airplane is not able to fly. The decision to reject the takeoff mast be made prior to V1 so that the manoeuvre can be initiated no later than V1 and must be accompanied by accomplishment of the rejected takeoff manoeuvres. After a RTO, the brake cooling schedule for brake cooling mast be found in QRH section PI Procedure And Callouts. When an abnormal develops, the Captain takes the decision to go or stop. When deciding to continue takeoff, the Captain calls GO. When deciding to abort takeoff, the Captain calls REJECT. THROTTLES... RETARD A/T must be disengaged BRAKES... APPLY MAX. MANUAL BRAKING Autobrakes is set to RTO to prevent any delay in brake application. However, the pilot may apply max manual braking. By doing so the autobrakes system will be disarmed after 2 seconds. Is recommended that after the first manual brake application and after the verification that RTO works properly, the pilot will immediately release the brakes to avoid disconnection. SPEEDBRAKES... EXTEND Speedbrakes must be extended manually to prevent any delay in spoilers extension, necessary for an efficient wheel braking; although they move automatically at reversers application.

45 APP.B1 Pag. 36 The will call SPEEDBRAKES UP REVERSERS... APPLY MAX REVERSE 4.3. Procedure after the Airplane is stopped. Every rejected takeoff performed above 100 knots must be considered as a hazardous situation due to high build-up of brakes energy. In this occurrence, in order to prepare a possible evacuation procedure, is recommended to perform the following items by recall: at airplane stopped Speedbrake lever... DOWN FLAP lever STANDBY POWER switch... BAT Pressurization mode selector... MAN DC Outflow valve switch... OPEN Hold until outflow valve is fully open LHSp the Commander maintains radio-communications with Cabin Crew and/or ground personnel the F/O maintains radio- communications with ATC notifying position and wheels high temperature potential riskiness if necessary, followed by standby for intentions. After completion of Non-Normal C/L (if appropriate) and the airplane is safe and able to move: vacate the runway check brake energy on QRH chart brake energy is high (>10 Mio of FT-lbs) request chocks for the nose wheel only and release parking brake to avoid clogging perform the after landing scan. Note: all information reported in the QRH chapter MAN Rejected Takeoff, must be observed.

46 APP.B1 Pag EVACUATION General. Passengers evacuation is a potentially hazardous procedure; it has to be executed in the most expeditious way and used only if really necessary. If the evacuation is planned and time permits, a thorough briefing and preparation of the crew and passengers will increase the chances of a successful evacuation. Upon receiving the evacuation order, any Cabin Crew, attending a usable exit shall, in the most expeditious way, start the airplane evacuation accomplishing his/her duty. Time and situation permitting, the procedure should be always be coordinated between flight deck and cabin staff. Never underestimate Cabin Crew or ATC report. It is Commander responsibility to assess the situation and execute sound judgement to determine the safest course of actions. In exceptional cases, if the Commander identifies an exit /side unsafe to use, he gives the following order in positive command; e.g. Evacuate through LEFT exits only. Order in negative command such as Don t use Right exits is prohibited. Note that in most circumstances, the Cabin Crew member is the best person to determine if a door is safe to open or not. The priority authority for the evacuation order is: 1 st COMMANDER 2 nd FIRST OFFICER 3 rd N1 3 4 th Single Flight Attendant Pre-Warning. When a potential life-threatening situation develops (e.g. High Brakes Energy Rejected Takeoff), the Commander will advise via P.A. the Cabin Crew: CABIN CREW ON STATION (two times to improve communication at a crucial moment) The Commander performs this pre-warning call before any decision is taken. 3 only if cockpit crew is incapacitated or it is evident that such an action is required for emergency safety reasons and communication is not possible with the flight deck and/or N1

47 APP.B1 Pag Evacuation Is Needed. The Commander will request F/O: EVACUATION CHECKLIST The F/O reads aloud the C/L and both pilots perform their items in do-list as following: Parking brake... Set Speedbrake lever... DOWN FLAP lever STANDBY POWER switch... BAT Pressurization mode selector... MAN DC Outflow valve switch... OPEN Hold until the outflow valve is fully open. LHSp LHSp If time allows, verify flaps are 40 before the engine start levers are moved to CUTOFF. Engine start levers (both)... CUTOFF Advise the cabin to evacuate... EVACUATE - EVACUATE - EVACUATE LHSp Comm. Advise the tower... Mayday Mayday Mayday; (call sign) evacuation in progress ( airplane position, total persons and fuel on board).... F/O Engine and APU fire switches (all)... Override and pull If an engine or APU fire warning lights is illuminated: Related fire switch... Rotate and hold Rotate to the stop and hold for 1 second.

48 APP.B1 Pag Pilots Duties First Officer. After completion of the NNC, when received the Captain permission, the First Officer will: take a torch (and smoke hood if need be) wear a complete uniform (for easy recognition) leave the airplane immediately via the first available exit ask strong and able passengers on the ground to assist other passengers near every available exit (until emergency ground teams arrive) direct all passengers to a remote safe spot from the accident scene coordinate with the emergency crew remain near the airplane (conditions permitting) until the last person has been evacuated identify himself to the authorities and ask for assistance before making declarations Commander. After completion of the NNC the Commander will: take a torch (and smoke hood if need be) wear a complete uniform (for easy recognition) assist passengers and cabin crew in the cabin to evacuate using reasonable judgement and without undue danger: check every row until the end of the cabin and assist immobilized passengers (if not yet done by the cabin crew), then evacuate using an aft exit (if practicable) Evacuation with Pilot Incapacitation. In case a pilot incapacitation occurs and an evacuation is necessary, the remaining pilot will execute and complete the NNC first. When leaving the flight deck, will assist the incapacitated pilot and assume the commander duties described above.