B737 FLIGHT CREW OPERATION MANUAL

Transcription

1 B737 FLIGHT CREW OPERATION MANUAL DOC No. : Revision No : 16.0 Revision Date : 15 January 2016 Document Owner: Chief Pilot - B737

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5 STANDARD OPERATING PROCEDURE TABLE OF CONTENTS REV JAN 2016 TABLE OF CONTENTS CHAPTER 0 INTRODUCTION GENERAL NORMAL PROCEDURES PHILOSOPHY AND ASSUMPTIONS CONFIGURATION CHECK CREW DUTIES CONTROL DISPLAY UNIT (CDU) PROCEDURES MCP SELECTIONS AND CALLOUTS AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES SCAN FLOW AND AREAS OF RESPONSIBILITY PREFLIGHT AND POSTFLIGHT SCAN FLOW AREAS OF RESPONSIBILITY - CAPTAIN AS PILOT FLYING AREAS OF RESPONSIBILITY CAPTAIN TAXIING AREAS OF RESPONSIBILITY - FIRST OFFICER AS PILOT FLYING CHAPTER 1 - AMPLIFIED PROCEDURE PREFLIGHT PLANNING PRELIMINARY PREFLIGHT PROCEDURE CAPTAIN OR FIRST OFFICER CDU PREFLIGHT PROCEDURE - CAPTAIN AND FIRST OFFICER EXTERIOR INSPECTION PREFLIGHT PROCEDURE FIRST OFFICER PREFLIGHT PROCEDURE CAPTAIN BRIEFINGS BEFORE START PROCEDURE PUSHBACK OR TOWING PROCEDURE ENGINE START PROCEDURE BEFORE TAXI PROCEDURE TAXI WEATHER RADAR AND TERRAIN DISPLAY PAGE 1

6 STANDARD OPERATING PROCEDURE TABLE OF CONTENTS REV JAN TAKEOFF PROCEDURE TAKEOFF FLAP RETRACTION SPEED SCHEDULE SUPERVISED TAKEOFF TAKEOFF NOTES AFTER TAKEOFF AND CLIMB CLIMB NOTES CRUISE NOTES PAPERWORK CABIN TEMPERATURE MONITORING DESCENT NOTES APPROACH BRIEFING FLAP EXTENSION SCHEDULE INSTRUMENT APPROACH PREPARATIONS AUTO THROTTLE LANDING FLAPS DELAYED FLAP APPROACH STABILIZED APPROACH AUTOBRAKE SELECTION LANDING PROCEDURE - GLS LANDING PROCEDURE - INSTRUMENT APPROACH USING IAN LANDING PROCEDURE (PRECISION APPROACH) Landing Procedure (Precision Approach): CAT I Landing Procedure (Precision Approach): CAT II/ CAT IIIA/ CAT IIIB (Fail Operational Aircraft) Landing Procedure (Precision Approach): CAT II/ CAT IIIA/ (Fail Passive Airplanes LANDING PROCEDURE - INSTRUMENT APPROACH USING VNAV LANDING PROCEDURE - INSTRUMENT APPROACH USING V/S GO AROUND AND MISSED APPROACH PROCEDURE LANDING ROLL PROCEDURE PAGE 2

7 STANDARD OPERATING PROCEDURE TABLE OF CONTENTS REV JAN AFTER LANDING PROCEDURE SHUTDOWN PROCEDURE (TOWING NOT REQUIRED) SHUTDOWN PROCEDURE (TOWING REQUIRED) SECURE PROCEDURE CHAPTER 2 - STANDARD CALLOUTS CALLOUTS CRITICAL FLIGHT ACTIONS STANDARD CALLOUTS STANDARD CALLOUTS - ILS APPROACH OR GLS APPROACH STANDARD CALLOUTS - NON-ILS OR NON-GLS APPROACH PRECAUTIONARY CALLOUTS STANDARD PHRASEOLOGY AUTOMATIC FLIGHT SYSTEM PHRASEOLOGY COMMUNICATIONS Radio Communications Cockpit / Cabin Communications Cockpit / Cabin Reports and Signals Cockpit to Ground Communication COMPANY CROSSWIND LIMITS FOR TAKEOFF AND LANDING FLIGHT DECK DISCIPLINE CHAPTER 3 ACARS INITIALIZATION GUIDE ACARS-INITIALISATION ATS DEPART CLX OUT-OFF-ON-IN (OOOI) FLIGHT PHASE STATES OUT-OFF-ON-IN (OOOI) FLIGHT PHASE STATES PAGE 3

8 STANDARD OPERATING PROCEDURE TABLE OF CONTENTS REV JAN 2016 INTENTIONALLY LEFT BLANK PAGE 4

9 STANDARD OPERATING PROCEDURE - INTRODUCTION CHAPTER 0 TABLE OF CONTENTS REV JAN 2016 CHAPTER 0 INTRODUCTION 0.1 GENERAL NORMAL PROCEDURES PHILOSOPHY AND ASSUMPTIONS CONFIGURATION CHECK CREW DUTIES CONTROL DISPLAY UNIT (CDU) PROCEDURES MCP SELECTIONS AND CALLOUTS AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES SCAN FLOW AND AREAS OF RESPONSIBILITY PREFLIGHT AND POSTFLIGHT SCAN FLOW AREAS OF RESPONSIBILITY - CAPTAIN AS PILOT FLYING AREAS OF RESPONSIBILITY CAPTAIN TAXIING AREAS OF RESPONSIBILITY - FIRST OFFICER AS PILOT FLYING PAGE 5

10 STANDARD OPERATING PROCEDURE - INTRODUCTION CHAPTER 0 TABLE OF CONTENTS REV JAN 2016 INTENTIONALLY LEFT BLANK PAGE 6

11 STANDARD OPERATING PROCEDURE - INTRODUCTION CHAPTER 0 GENERAL REV JAN GENERAL This chapter gives: An introduction to the normal procedures philosophy and assumptions; Step by step normal procedures. PAGE 7

12 STANDARD OPERATING PROCEDURE - INTRODUCTION NORMAL PROCEDURES PHILOSOPHY AND ASSUMPTIONS CHAPTER 0 REV JAN NORMAL PROCEDURES PHILOSOPHY AND ASSUMPTIONS Normal procedures verify for each phase of flight that: The airplane condition is satisfactory; The flight deck configuration is correct. 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 are written for a trained flight crew and assume: All systems operate normally The full use of all automated features (LNAV, VNAV, auto land as needed, autopilot, flight directors and auto throttle). This does not eliminate the use of manual flight for pilot proficiency. Normal procedures also assume coordination with the ground crew before: Hydraulic system pressurization, or Flight control surface movement, or Airplane movement. 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. PAGE 8

13 STANDARD OPERATING PROCEDURE - INTRODUCTION CHAPTER 0 CONFIGURATION CHECK REV JAN CONFIGURATION CHECK It is the crew member s responsibility to verify correct system response. Before engine start, use system lights to verify each system's condition or configuration. After engine start, the master caution system alerts the crew to warnings or cautions away from the normal field of view. If there is an incorrect configuration or response: Verify that the system controls are set correctly Check the respective circuit breaker as needed. Maintenance must first determine that it is safe to reset a tripped circuit breaker on the ground Test the respective system light as needed. Before engine start, use individual system lights to verify the system status. If an individual system light indicates an improper condition: Check the Minimum Equipment List and Dispatch Deviations Procedures Guide (DDPG) to decide if the condition has an effect on dispatch Decide if maintenance is needed If during or after engine start, a red warning or amber caution light illuminates: Do the respective Non Normal Checklist On the ground, check the Minimum Equipment List and Dispatch Deviations Procedures Guide (DDPG) to decide if maintenance action is required. If during recall, an amber caution illuminates and then extinguishes after a master caution reset: Check the Minimum Equipment List and Dispatch Deviations Procedures Guide (DDPG) The respective non-normal checklist is not needed. For the purpose of these procedures, a Flight Day means a 24 hour period (from midnight to midnight) on Universal Coordinated Time (UTC). PAGE 9

14 STANDARD OPERATING PROCEDURE - INTRODUCTION CHAPTER 0 CREW DUTIES REV JAN CREW DUTIES Preflight and postflight 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 postflight 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. 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 Start levers and fire switches with the concurrence of the PF. : PF and PM duties may change during a flight. For example, the captain is the PF during taxi, but could be the PM during takeoff through landing. Normal procedures show who does a step by crew position (C,, PF, or PM): In the procedure title, or In the far right column, or In the column heading of a table. 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. PAGE 10

15 STANDARD OPERATING PROCEDURE - INTRODUCTION CHAPTER 0 CONTROL DISPLAY UNIT (CDU) PROCEDURES REV JAN CONTROL DISPLAY UNIT (CDU) PROCEDURES Before taxi, the captain or first officer may make CDU entries. The other pilot must verify the entries. Make CDU entries before taxi or when stopped, when possible. If CDU entries must be made during taxi, the PM makes the entries. The PF must verify the entries before they are executed. In flight, the PM usually makes the CDU entries. The PF may also make simple CDU entries when the workload allows. The pilot making the entries executes the change only after the other pilot verifies the entries. During high workload times, for example departure or arrival, try to reduce the need for CDU entries. Do this by using the MCP heading, altitude, and speed control modes. The MCP can be easier to use than entering complex route modifications into the CDU. Note: The crew should cease excessive FMC / CDU modifications below 10,000 feet AFE. The following table depicts FMC recommended pages. If another page is selected for modification, the crew should revert to recommended pages after its completion. Page duplication is not recommended. PHASE OF FLIGHT PF PM Takeoff LEGS / TAKEOFF REF TAKEOFF REF / LEGS Climb CLIMB / LEGS LEGS / PROGRESS Cruise LEGS / CRUISE PROGRESS / LEGS Descent/Approach DESCENT PROGRESS / LEGS Holding PROGRESS 2 HOLD Landing APPROACH REF PROGRESS 2 / LEGS PAGE 11

16 STANDARD OPERATING PROCEDURE - INTRODUCTION CHAPTER 0 MCP SELECTIONS AND CALLOUTS REV JAN MCP SELECTIONS AND CALLOUTS When the Autopilot CMD mode and the Auto throttle are in use, the selections and settings for the MCP will be made by the PF. When a mode change is selected or scheduled to occur, the PF will make the associated FMA/TMD callouts. The PM shall verify the annunciation and acknowledge the callout. When the Autopilot CMD mode is not engaged and / or the Auto throttle is not in use, the PM shall make the MCP selections as directed by the PF. When a mode change is selected or scheduled to occur, the PM will make the associated FMA/TMD callouts. The PF must verify the annunciation and acknowledge the callout. Heading and altitude changes from ATC should be made by the PM without specific directions from the PF. When the PM is engaged in heavy workload, the PF may perform MCP selections or settings after having given prime consideration to the safe control of the airplane. During Taxi operations, MCP selections based on ATC clearances shall be made by the First Officer without specific directions by the Captain. All MCP selections must be verified by both crew members. MCP speed, heading and altitude settings will be announced by the crewmember making the selection. PAGE 12

17 STANDARD OPERATING PROCEDURE - INTRODUCTION AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES CHAPTER 0 REV JAN AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES If FD commands are not to be followed, both FD s should be turned off. The crew must always monitor: Airplane course Vertical path Speed. 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 Auto throttle. During LNAV and VNAV operations, verify all changes to the airplane s: Course Vertical path Thrust Speed. Announcing changes on the FMA and thrust mode display when they occur is mandatory. PAGE 13

18 STANDARD OPERATING PROCEDURE - INTRODUCTION CHAPTER 0 SCAN FLOW AND AREAS OF RESPONSIBILITY REV JAN SCAN FLOW AND AREAS OF RESPONSIBILITY The scan flow and areas of responsibility diagrams shown below are representative and may not match the configuration(s) of your airplanes. The scan flow diagram provides general guidance on the order each flight crew member should follow when doing the preflight and postflight procedures. Specific guidance on the items to be checked are detailed in the amplified Normal Procedures. For example, preflight procedure details are in the Preflight Procedure - Captain and Preflight Procedure - First Officer. PAGE 14

19 STANDARD OPERATING PROCEDURE - INTRODUCTION CHAPTER 0 PREFLIGHT AND POSTFLIGHT SCAN FLOW REV JAN PREFLIGHT AND POSTFLIGHT SCAN FLOW PAGE 15

20 STANDARD OPERATING PROCEDURE - INTRODUCTION AREAS OF RESPONSIBILITY - CAPTAIN AS PILOT FLYING CHAPTER 0 REV JAN AREAS OF RESPONSIBILITY - CAPTAIN AS PILOT FLYING * * For weather radar panel with dual control, Area of responsibility for LHS with Captain and RHS with First Officer. PAGE 16

21 STANDARD OPERATING PROCEDURE - INTRODUCTION CHAPTER 0 AREAS OF RESPONSIBILITY CAPTAIN TAXIING REV JAN AREAS OF RESPONSIBILITY CAPTAIN TAXIING The Captain s Area of Responsibility during taxi remains the same as during Captain as Pilot Flying, except for the following sections: The MCP selections shall be made by the First Officer. Weather Radar panel shall be set by the First Officer as directed by the Captain. Standby instruments shall be set by the First Officer. PAGE 17

22 STANDARD OPERATING PROCEDURE - INTRODUCTION AREAS OF RESPONSIBILITY - FIRST OFFICER AS PILOT FLYING CHAPTER 0 REV JAN AREAS OF RESPONSIBILITY - FIRST OFFICER AS PILOT FLYING * * For weather radar panel with dual control, Area of responsibility for LHS with Captain and RHS with First Officer. PAGE 18

23 STANDARD OPERATING PROCEDURE - AMPLIFIED PROCEDURE CHAPTER 1 TABLE OF CONTENTS REV JAN 2016 CHAPTER 1 - AMPLIFIED PROCEDURE CHAPTER 1 - AMPLIFIED PROCEDURE PREFLIGHT PLANNING PRELIMINARY PREFLIGHT PROCEDURE CAPTAIN OR FIRST OFFICER CDU PREFLIGHT PROCEDURE - CAPTAIN AND FIRST OFFICER EXTERIOR INSPECTION PREFLIGHT PROCEDURE FIRST OFFICER PREFLIGHT PROCEDURE CAPTAIN BRIEFINGS BEFORE START PROCEDURE PUSHBACK OR TOWING PROCEDURE ENGINE START PROCEDURE BEFORE TAXI PROCEDURE TAXI WEATHER RADAR AND TERRAIN DISPLAY TAKEOFF PROCEDURE TAKEOFF FLAP RETRACTION SPEED SCHEDULE SUPERVISED TAKEOFF TAKEOFF NOTES AFTER TAKEOFF AND CLIMB CLIMB NOTES CRUISE NOTES PAPERWORK CABIN TEMPERATURE MONITORING DESCENT NOTES APPROACH BRIEFING FLAP EXTENSION SCHEDULE INSTRUMENT APPROACH PREPARATIONS PAGE 19

24 STANDARD OPERATING PROCEDURE - AMPLIFIED PROCEDURE CHAPTER 1 TABLE OF CONTENTS REV JAN AUTO THROTTLE LANDING FLAPS DELAYED FLAP APPROACH STABILIZED APPROACH AUTOBRAKE SELECTION LANDING PROCEDURE - GLS LANDING PROCEDURE - INSTRUMENT APPROACH USING IAN LANDING PROCEDURE (PRECISION APPROACH) Landing Procedure (Precision Approach): CAT I Landing Procedure (Precision Approach): CAT II/ CAT IIIA/ CAT IIIB (Fail Operational Aircraft) Landing Procedure (Precision Approach): CAT II/ CAT IIIA/ (Fail Passive Airplanes LANDING PROCEDURE - INSTRUMENT APPROACH USING VNAV LANDING PROCEDURE - INSTRUMENT APPROACH USING V/S GO AROUND AND MISSED APPROACH PROCEDURE LANDING ROLL PROCEDURE AFTER LANDING PROCEDURE SHUTDOWN PROCEDURE (TOWING NOT REQUIRED) SHUTDOWN PROCEDURE (TOWING REQUIRED) SECURE PROCEDURE PAGE 20

25 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PLANNING REV JAN PREFLIGHT PLANNING Weather: Actual and expected weather conditions for takeoff and climb out, including runway conditions Enroute significant weather, forecast winds, temperatures, icing and turbulence METAR/TAF for destination and alternate airports. NOTAMS: Check impact of NOTAM s on facilities at departure, destination and alternate airports Enroute navaids and facilities at enroute airports. Flight Plan and Operational Requirements: Check flight plan for correct route and altitudes and flight times Take into account various operational requirements like MEL/CDL or impact of NOTAM s affecting the flight Check estimated load figures to verify that takeoff and landing weights are within performance limits Determine amount of fuel required for the flight in accordance with company fuel policy Check ATC flight plan and ensure it is filed Aircraft availability and serviceability status Delay reasons for passenger announcements. PAGE 21

26 AMPLIFIED PROCEDURE CHAPTER 1 PRELIMINARY PREFLIGHT PROCEDURE CAPTAIN OR FIRST OFFICER REV JAN PRELIMINARY PREFLIGHT PROCEDURE CAPTAIN OR FIRST OFFICER The Preliminary Preflight Procedure assumes that the Electrical Power Up supplementary procedure is complete. A full IRS alignment is recommended before each flight with a crew change. For short sectors with quick turnarounds with the same crew, or if time does not allow a full alignment, do the Fast Realignment supplementary procedure. IRS mode selectors off, then NAV Verify that the ON DC lights illuminate then extinguish. Verify that the ALIGN lights are illuminated. Use FMC LAST POSITION for the SET IRS POS entry on the POS INIT page. SPEED TRIM FAIL light may remain illuminated until IRS alignment is complete. The UNABLE REQD NAV PERF-RNP message may show until IRS alignment is complete. N7846A, VT-JLJ, VT-JTA, VT-JTB VOICE RECORDER switch... ON For aircraft without the VOICE RECORDER switch, position the VOICE RCDR CB in. Verify that the following are sufficient for flight: oxygen pressure - See Performance Dispatch chapter hydraulic quantity - RF not displayed engine oil quantity - Minimum of 60% or 12 quarts. Do the following actions for First flight of the day as per UTC: Flight Deck Access System switch... NORM Flight deck door... Open Flight deck door lock selector... AUTO Emergency access code... Enter ENT key... Push Verify alert sounds. Verify AUTO UNLK light illuminates. Flight deck door lock selector... DENY Verify AUTO UNLK light extinguishes. Flight deck door lock selector... UNLKD Flight Deck Access System switch... OFF PAGE 22

27 AMPLIFIED PROCEDURE CHAPTER 1 PRELIMINARY PREFLIGHT PROCEDURE CAPTAIN OR FIRST OFFICER REV JAN 2016 Verify LOCK FAIL light illuminates. Flight Deck Access System switch... NORM Guard Down Verify LOCK FAIL light extinguishes. Flight Deck Access System switch... OFF Do the remaining actions after a crew change or maintenance action. Maintenance documents... Check Emergency equipment... Check Fire extinguisher Checked and stowed Crash axe Stowed Escape ropes Stowed Note: Ensure the rope is attached to the aircraft. Other needed equipment (Smoke goggles, Protective Gloves, PBE, Crew Life Vests, Emergency flashlight) - Checked and stowed. Verify installation of handle covers on the over wing exits. The cabin crew shall accomplish this. ELT switch guard closed Verify that the ELT light is extinguished. PSEU light... Verify extinguished VT-JBY, VT-JBZ, VT-JLH, VT-JLJ SPSEU light... Verify extinguished GPS light... extinguished N7846A, VT-JBD - VT-JFZ, VT-JGW- VT-JLJ, VT-JTA, VT-JTB ILS light......verify extinguished N7846A, VT-JBD - VT-JFZ, VT-JGW- VT-JLJ, VT-JTA, VT-JTB GLS light... Verify extinguished SERVICE INTERPHONE switch as needed ENGINE panel set Verify that the REVERSER lights are extinguished. Verify that the ENGINE CONTROL lights are extinguished. EEC switches ON PAGE 23

28 AMPLIFIED PROCEDURE CHAPTER 1 PRELIMINARY PREFLIGHT PROCEDURE CAPTAIN OR FIRST OFFICER REV JAN 2016 Oxygen panel Set Note: PASSENGER OXYGEN switch activation causes deployment of the passenger oxygen masks. PASSENGER OXYGEN switch - Guard closed Verify that the PASS OXY ON light is extinguished. Landing gear indicator lights... Verify illuminated Flight recorder switch... Guard closed MACH AIRSPEED WARNING TEST switches... Push, one at a time Verify that the clacker sounds. STALL WARNING TEST switches... Push and hold, one at a time Verify that each control column vibrates when the respective switch is pushed. Note: The stall warning test requires that AC transfer busses are powered for up to 4 minutes. Note: With hydraulic power off, the leading edge flaps may droop enough to cause an asymmetry signal, resulting in a failure of the stall warning system test. Should this occur, obtain a clearance to pressurize the hydraulic system, place the B system electric pump ON and retract the flaps. When flaps are retracted repeat the test. At the completion of the test, turn the B system electric pump OFF. VT-JGE, VT-JGJ, VT-JGK, VT-JLH, VT-JLJ Emergency EVACUATION activation switch... Guard closed, As applicable Verify that the EVAC light is extinguished. Circuit breakers (P6 panel)... Check Verify the CB s are either in or collared in compliance with Dispatch requirements. Manual gear extension access door... Closed Circuit breakers (P18 panel)... Check Verify the CB s are either in or collared in compliance with Dispatch requirements. Parking brake... As needed Set the parking brake if brake wear indicators will be checked during the exterior inspection. Note: To facilitate exterior inspection, set the Parking brake upon entering the cockpit and ensure POSITION light switch is STEADY. For night operations ensure WHEEL WELL light switch is ON. PAGE 24

29 AMPLIFIED PROCEDURE CHAPTER 1 CDU PREFLIGHT PROCEDURE - CAPTAIN AND FIRST OFFICER REV JAN CDU PREFLIGHT PROCEDURE - CAPTAIN AND FIRST OFFICER Start the CDU Preflight Procedure any time after the Preliminary Preflight Procedure. The Initial Data and Navigation Data entries must be complete before the flight instrument check during the Preflight Procedure. The Performance Data entries must be complete before the Before Start Checklist. The captain or first officer may make CDU entries. Enter data in all the boxed items on the following CDU pages. Enter data in the dashed items or modify small font items that are listed in this procedure. Enter or modify other items at pilot's discretion. Failure to enter enroute winds can result in flight plan time and fuel burn errors. Initial Data... Set IDENT page: Verify that the MODEL is correct. Verify that the ENG RATING is correct. Verify that the navigation data base ACTIVE date range is current. POS INIT page: Verify that the time is correct. Enter the present position on the SET IRS POS line. Use last position from FMC. Navigation Data... Set ROUTE page: Enter the ORIGIN. Enter the route. Enter the FLIGHT NUMBER. Activate and execute the route. DEPARTURES page: Select the runway and departure routing. Execute the runway and departure routing. LEGS page: Verify the correct RNP for the departure. Verify that the route is correct on the RTE pages. Check the LEGS pages as needed to ensure compliance with the flight plan. Performance Data... Set PAGE 25

30 AMPLIFIED PROCEDURE CHAPTER 1 CDU PREFLIGHT PROCEDURE - CAPTAIN AND FIRST OFFICER REV JAN 2016 PERF INIT page: CAUTION: Do not enter the ZFW into the GW boxes. The FMC will calculate performance data with significant errors. Enter the variable COST INDEX as per the OFP. Enter Reserve fuel. Enter the EZFW. Enter PLAN fuel if the option is available. Verify that the FUEL on the CDU, the dispatch papers, and the fuel quantity indicators agree. Verify that the fuel is sufficient for flight. Verify that the gross weight on the CDU and the dispatch papers agree. Enter the planned CRZ ALT. Enter the CRZWIND. Use TOC winds from the OFP. Enter the T/C ISA DEV or T/C OAT. Use TOC temperature deviation or TOC temperature from the OFP. Enter the TRANS ALT. Execute the PERF INIT page. Thrust mode display: N7846A - VT-JBX, VT-JFA - VT-JGY, VT-JNL - VT-JTB Verify that TO shows. VT-JBY, VT-JBZ, VT-JLH, VT-JLJ Verify that dashes are shown. N1 Limit page: Enter OAT TAKEOFF REF page: Enter the planned takeoff FLAPS. Enter ACCEL HT, EO ACCEL HT and THR REDUCTION height Verify ACCEL HT, EO ACCEL HT and THR REDUCTION height is as published in RTOW chart. In case of special noise abatement procedure, set ACCEL HT and THR REDUCTION height to comply with the procedure. Verify that the preflight is complete. PAGE 26

31 AMPLIFIED PROCEDURE CHAPTER 1 CDU PREFLIGHT PROCEDURE - CAPTAIN AND FIRST OFFICER REV JAN 2016 Climb Page: Enter SPD REST as needed. Cruise Page: Verify planned CRZ ALT is not above the MAX altitude. Descent Page: Enter SPD REST as needed. DES FORECASTS Page: Enter TRANS LVL. Enter Descent Wind. Enter TAI ON/OFF as needed. Enter ISA DEV. Use the Descent ISA DEV data from the OFP to calculate the average ISA deviation. Enter destination QNH. FIX INFO page: Enter Navaid / Airport/Waypoint ident as needed. Once all entries are completed, the other pilot shall verify the entries. Both pilots shall crosscheck: Route entered in the FMC against the OFP route. FMC predicted total distance and fuel over destination against the OFP values. Complete ACARS Initialization as per the procedure appended to this document. PAGE 27

32 AMPLIFIED PROCEDURE CHAPTER 1 EXTERIOR INSPECTION REV JAN EXTERIOR INSPECTION Before each flight, the captain or first officer and maintenance crew shall verify that the airplane is satisfactory for flight. Items at each location may be checked in any sequence. Use the detailed inspection route below to check that: the surfaces and structures are clear, not damaged, not missing parts and there are no fluid leaks; the tires are not too worn, not damaged, and there is no tread separation; the gear struts are not fully compressed; the engine inlets and tailpipes are clear, the access panels are secured, the fan cowls are latched, the exterior, including the bottom of the nacelles, is not damaged, and the reversers are stowed; the doors and access panels that are not in use are latched; the probes, vents, and static ports are clear and not damaged; the skin area adjacent to the pitot probes and static ports is not wrinkled; the antennas are not damaged; the light lenses are clean and not damaged. For cold weather operations see the Supplementary Procedures. PAGE 28

33 AMPLIFIED PROCEDURE CHAPTER 1 EXTERIOR INSPECTION REV JAN 2016 Left Forward Fuselage Probes, sensors, ports, vents, and drains (as applicable)... Check Doors and access panels (not in use)... Latched Nose Radome... Check Conductor straps Secure Forward E and E door... Secure Nose Wheel Well Tires and wheels... Check Exterior light... Check Gear strut and doors... Check Nose wheel steering assembly... Check Nose gear steering lockout pin... As needed Gear pin... As needed Nose wheel spin brake (snubbers)... In place Right Forward Fuselage Probes, sensors, ports, vents, and drains (as applicable)... Check Oxygen pressure relief green disc... In place Doors and access panels (not in use... Latched Right Wing Root, Pack, and Lower Fuselage Ram air deflector door... Extended Pack and pneumatic access doors... Secure Probes, sensors, ports, vents, and drains (as applicable)... Check Exterior lights... Check Leading edge flaps... Check PAGE 29

34 AMPLIFIED PROCEDURE CHAPTER 1 EXTERIOR INSPECTION REV JAN 2016 Number 2 Engine Exterior surfaces (including the bottom of the nacelles)... Check for damage Access panels and fan cowl latches... Latched Probes, sensors, ports, vents, and drains (as applicable)... Check Fan blades, probes, and spinner... Check Thrust reverser... Stowed Exhaust area and tail cone... Check Right Wing and Leading Edge Access panels... Latched Leading edge flaps and slats... Check Fuel measuring sticks... Flush and secure Wing Surfaces... Check Fuel tank vent... Check Right Wing Tip and Trailing Edge Position and strobe lights... Check Static discharge wicks... Check Aileron and trailing edge flaps... Check Right Main Gear Tires, brakes and wheels... Check Verify that the wheel chocks are in place as needed. If the parking brake is set, the brake wear indicator pins must extend out of the guides. Gear strut, actuators, and doors... Check Hydraulic lines... Secure Gear pin... As needed PAGE 30

35 AMPLIFIED PROCEDURE CHAPTER 1 EXTERIOR INSPECTION REV JAN 2016 Right Main Wheel Well APU FIRE CONTROL handle... Up VT-JBH - VT-JFZ, VT-JTA, VT-JTB NGS operability indicator light... Check Verify that the light is green. Wheel well... Check Right Aft Fuselage Doors and access panels (not in use)... Latched Negative pressure relief door... Closed Outflow valve... Check Probes, sensors, ports, vents, and drains (as applicable)... Check APU air inlet...open Tail Vertical stabilizer and rudder... Check Elevator feel probes... Check VT-JBB - VT-JGW, VT-JLH - VT-JTB Tail skid... Check Verify that the tail skid is not damaged. Horizontal stabilizer and elevator... Check Static discharge wicks... Check Strobe light... Check APU cooling air inlet and exhaust outlet... Check Left Aft Fuselage Doors and access panels (not in use... Latched Probes, sensors, ports, vents, and drains (as applicable... Check PAGE 31

36 AMPLIFIED PROCEDURE CHAPTER 1 EXTERIOR INSPECTION REV JAN 2016 Left Main Gear Tires, brakes and wheels... Check Verify that the wheel chocks are in place as needed. If the parking brake is set, the brake wear indicator pins must extend out of the guides. Gear strut, actuators, and doors... Check Hydraulic lines... Secure Gear pin... As needed Left Main Wheel Well Wheel well... Check Engine fire bottle pressure... Check Left Wing Tip and Trailing Edge Aileron and trailing edge flaps... Check Static discharge wicks... Check Position and strobe lights... Check Left Wing and Leading Edge Fuel tank vent... Check Wing Surfaces... Check Fuel measuring sticks... Flush and secure Leading edge flaps and slats......check Access panels... Latched PAGE 32

37 AMPLIFIED PROCEDURE CHAPTER 1 EXTERIOR INSPECTION REV JAN 2016 Number 1 Engine Exhaust area and tail cone... Check Thrust reverser... Stowed Fan blades, probes, and spinner... Check Probes, sensors, ports, vents, and drains (as applicable)... Check Access panels and fan cowl latches... Latched Exterior surfaces (including the bottom of the nacelles... Check for damage Left Wing Root, Pack, and Lower Fuselage Leading edge flaps... Check Probes, sensors, ports, vents, and drains (as applicable... Check Exterior lights... Check Pack and pneumatic access doors... Secure Ram air deflector door... Extended PAGE 33

38 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN PREFLIGHT PROCEDURE FIRST OFFICER The first officer normally does this procedure. The captain may do this procedure as needed. Flight control panel... Check FLIGHT CONTROL switches Guards closed Verify that the flight control LOW PRESSURE lights are illuminated. Flight SPOILER switches Guards closed YAW DAMPER switch ON Verify that the YAW DAMPER light is extinguished. Verify that the standby hydraulic LOW QUANTITY light is extinguished. Verify that the standby hydraulic LOW PRESSURE light is extinguished. Verify that the STBY RUD ON light is extinguished. ALTERNATE FLAPS master switch Guard closed ALTERNATE FLAPS position switch OFF Verify that the FEEL DIFF PRESS light is extinguished. Verify that the SPEED TRIM FAIL light is extinguished. Verify that the MACH TRIM FAIL light is extinguished. Verify that the AUTO SLAT FAIL light is extinguished. NAVIGATION panel... Set VHF NAV transfer switch NORMAL IRS transfer switch NORMAL FMC source select switch NORMAL DISPLAYS panel... Set SOURCE selector AUTO CONTROL PANEL select switch NORMAL PAGE 34

39 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 Fuel panel... Set Verify that the ENG VALVE CLOSED lights are illuminated dim. Verify that the SPAR VALVE CLOSED lights are illuminated dim. Verify that the FILTER BYPASS lights are extinguished. CROSSFEED selector Closed Verify that the VALVE OPEN light is extinguished. FUEL PUMP switches OFF Verify that the center tank fuel pump LOWPRESSURE lights are extinguished. Verify that the main tank fuel pump LOW PRESSURE lights are illuminated. Note: Whenever the APU is operating and AC electrical power is on the airplane busses, operate at least one fuel boost pump to supply fuel under pressure to the APU to extend the service life of the APU fuel control unit. Electrical panel... Set BATTERY switch Guard closed N7846A - VT-JGG, VT-JGP - VT-JLJ, VT-JTA, VT-JTB (SB Changes VT-JGJ, VT-JGK, VT-JNL, VT-JNN) CAB/UTIL power switch ON N7846A - VT-JGG, VT-JGP - VT-JLJ, VT-JTA, VT-JTB (SB Changes VT-JGJ, VT-JGK, VT-JNL, VT-JNN) IFE/PASS SEAT power switch ON (SB Changes VT-JGJ, VT-JGK, VT-JNL, VT-JNN) GALLEY power switch ON STANDBY POWER switch Guard closed Verify that the STANDBY PWR OFF light is extinguished. Verify that the BAT DISCHARGE light is extinguished. Verify that the TR UNIT light is extinguished. Verify that the ELEC light is extinguished. Generator drive DISCONNECT switches Guards closed Verify that the DRIVE lights are illuminated. PAGE 35

40 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 BUS TRANSFER switch Guard closed Verify that the TRANSFER BUS OFF lights are extinguished. Verify that the SOURCE OFF lights are extinguished. Verify that the GEN OFF BUS lights are illuminated. Overheat and fire protection panel... Check This check will be done for the first flight of the day based on UTC time. CAUTION Alert ground personnel before the following test is accomplished. Verify that the engine No. 1, APU, and engine No. 2 fire switches are in. Alert ground personnel before the following test is accomplished: OVERHEAT DETECTOR switches NORMAL TEST switch Hold to FAULT/INOP Verify that the MASTER CAUTION lights are illuminated. Verify that the OVHT/DET annunciator is illuminated. Verify that the FAULT light is illuminated. If the FAULT light fails to illuminate, the fault monitoring system is inoperative. Verify that the APU DET INOP light is illuminated. Do not run the APU if the APU DET INOP light does not illuminate. Note: The fire warning light flashes and the horn sounds on the APU ground control panel when this test is done with the APU running. This can be mistaken by the ground crew as an APU fire. PAGE 36

41 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 TEST switch Hold to OVHT/FIRE Verify that the fire warning bell sounds. Verify that the master FIRE WARN lights are illuminated. Verify that the MASTER CAUTION lights are illuminated. Verify that the OVHT/DET annunciator is illuminated. Master FIRE WARN light Push Verify that the master FIRE WARN lights are extinguished. Verify that the fire warning bell cancels. Verify that the engine No. 1, APU and engine No. 2 fire switches stay illuminated. Verify that the ENG 1 OVERHEAT and ENG 2 OVERHEAT lights stay illuminated. Verify that the WHEEL WELL light stays illuminated. EXTINGUISHER TEST switch Check TEST switch Position to 1 and hold. Verify that the three green extinguisher test lights are illuminated. TEST switch Release Verify that the three green extinguisher test lights are extinguished. Repeat for test position 2. APU switch (as needed)... START Note: If extended APU operation is needed on the ground and the airplane busses are powered by AC electrical power, position any AC powered fuel pump ON. Use crossfeed as needed. This will extend the service life of the APU fuel control unit. Note: If fuel is loaded in the center tank, position the left center tank fuel pump switch ON to prevent a fuel imbalance before takeoff. CAUTION: CAUTION: Center tank fuel pump switches should be positioned ON only if the fuel quantity in the center tank exceeds 453 kgs. Do not operate the center tank fuel pumps with the flight deck unattended. When the APU GEN OFF BUS light is illuminated: APU GENERATOR bus switches ON Verify that the SOURCE OFF lights are extinguished. Verify that the TRANSFER BUS OFF lights are extinguished. Note: Run the APU for one full minute before using it as a bleed air source. PAGE 37

42 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 VT-JLH, VT-JLJ Lavatory SMOKE light... Verify extinguished EQUIPMENT COOLING switches... NORM Verify that the OFF lights are extinguished. EMERGENCY EXIT LIGHTS switch... Guard closed Verify that the NOT ARMED light is extinguished. Passenger signs... Set VT-JBU, VT-JBV, VT-JBY, VT-JBZ, VT-JLH - VT-JNN NO SMOKING switch ON FASTEN BELTS switch ON CAUTION: Verify that refueling is complete and fueling browse fasten seatbelt signs. Windshield WIPER selectors... PARK Verify that the windshield wipers are stowed. Note: Do not use wipers on dry windshields WINDOW HEAT switches... ON Position switches ON at least 10 minutes before takeoff. Verify that the OVERHEAT lights are extinguished. N7846A - VT-JGD, VT-JGF, VT-JGG, VT-JGP - VT-JTB Verify that the ON lights are illuminated (except at high ambient temperatures) VT-JGE, VT-JGJ, VT-JGK Verify that the OFF lights are extinguished (except at high ambient temperatures.) N7846A, VT-JBB, VT-JBD - VT-JBH, VT-JBN, VT-JBQ, VT-JBS - VT-JFZ, VT-JGC, VT-JGD, VT-JGF, VT-JGJ, VT-JGK, VT-JGS, VT-JGW, VT-JLH, VT-JTA, VT-JTB (SB Changes VT-JBC, VT-JBJ - VT-JBM, VT-JBP, VT-JBR, VT-JGA, VT-JGE, VT-JGG, VT- JGP - VT-JGR, VT-JGT - VT-JGV, VT-JGX, VT-JGY, VT-JLJ - VT-JNN ) PROBE HEAT switches... AUTO Verify that all lights are illuminated. (SB Changes VT-JBC, VT-JBJ - VT-JBM, VT-JBP, VT-JBR, VT-JGA, VT-JGE, VT-JGG, VT- JGP - VT-JGR, VT-JGT - VT-JGV, VT-JGX, VT-JGY, VT-JLJ - VT-JNN ) PAGE 38

43 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 PROBE HEAT switches... OFF Verify that all lights are illuminated. WING ANTI ICE switch... OFF Verify that the VALVE OPEN lights are extinguished. ENGINE ANTI ICE switches... OFF Verify that the COWL ANTI ICE lights are extinguished. Verify that the COWL VALVE OPEN lights are extinguished. Hydraulic panel... Set ENGINE HYDRAULIC PUMPS switches ON Verify that the LOW PRESSURE lights are illuminated. ELECTRIC HYDRAULIC PUMPS switches OFF Verify that the OVERHEAT lights are extinguished. Verify that the LOW PRESSURE lights are illuminated. Cockpit Voice Recorder Test switch... Push Hold switch for 5 seconds. Observe that the TEST light illuminates or the STATUS light flashes N7846A, VT-JGX - VT-JGZ High altitude landing switch... As needed Verify that the INOP light is extinguished Air conditioning panel... Set AIR TEMPERATURE source selector As needed VT-JBB - VT-JGW, VT-JLH - VT-JTB TRIM AIR switch ON N7846A, VT-JGX - VT-JGZ Verify that the DUCT OVERHEAT lights are extinguished. VT-JBB - VT-JGW, VT-JLH - VT-JTB Verify that the ZONE TEMP lights are extinguished. Temperature selectors As needed Verify that the RAM DOOR FULL OPEN lights are illuminated. PAGE 39

44 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 N7846A, VT-JGX - VT-JGZ RECIRCULATION FAN switch AUTO VT-JBB - VT-JGW, VT-JLH - VT-JTB RECIRCULATION FAN switches AUTO Air conditioning PACK switches AUTO or HIGH ISOLATION VALVE switch OPEN Engine BLEED air switches ON APU BLEED air switch ON Verify that the DUAL BLEED light is illuminated. N7846A, VT-JGX - VT-JGZ Verify that the PACK TRIP OFF lights are extinguished. VT-JBB - VT-JGW, VT-JLH - VT-JTB Verify that the PACK lights are extinguished. Verify that the WING BODY OVERHEAT lights are extinguished. Verify that the BLEED TRIP OFF lights are extinguished. 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. Lighting panel... Set LANDING light switches RETRACT and OFF RUNWAY TURNOFF light switches OFF TAXI light switch OFF Ignition select switch... IGN L or R Alternate the ignition select switch position on subsequent starts. PAGE 40

45 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 N7846A, VT-JBB - VT-JGD, VT-JGF - VT-JTB ENGINE START switches... OFF VT-JGE ENGINESTART switches... AUTO Lighting panel... Set LOGO light switch ON for night operations POSITION light switch Steady whenever aircraft is powered ANTI COLLISION light switch OFF WING illumination switch As needed WHEEL WELL light switch ON for night operations Mode control panel... Set COURSE(S) Set FLIGHT DIRECTOR switch ON Move the switch for the pilot flying to ON first. EFIS control panel... Set MINIMUMS reference selector BARO MINIMUMS selector Set Acceleration Altitude Verify acceleration height is as published in RTOW chart. 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 CENTER switch As needed Range selector As needed TRAFFIC switch Select and verify Range arcs displayed WEATHER RADAR Off Verify that the weather radar indications are not shown on the MAP. Map switches As needed PAGE 41

46 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 N7846A, - VT-JBG, VT-JBY, VT-JBZ, VT-JGA - VT-JGG, VT-JGP - VT-JNN Oxygen... Test and set Note the crew oxygen pressure. Oxygen mask Stowed and doors closed RESET/TEST switch Push and hold Verify that the yellow cross shows momentarily in the flow indicator. EMERGENCY/Test selector Push and hold Continue to hold the RESET/TEST switch down and push the EMERGENCY/Test selector for 5 seconds. Verify that the yellow cross shows continuously in the flow indicator. Verify that the crew oxygen pressure does not decrease more than 100 psig. If the oxygen cylinder valve is not in the full open position, pressure can: decrease rapidly, or decrease more than 100 psig, or increase slowly back to normal. Release the RESET/TEST switch and the EMERGENCY/Test selector. Verify that the yellow cross does not show in the flow indicator. Normal/100% switch 100% Crew oxygen pressure - Check. Verify that the pressure is sufficient for dispatch. VT-JBH - VT-JBX, VT-JFA - VT-JFZ, VT-JGJ, VT-JGK, VT-JTA, VT-JTB Oxygen... Test and set Note the crew oxygen pressure. Oxygen mask Stowed and doors closed TEST/RESET switch Push and hold Verify that the yellow cross shows momentarily in the flow indicator. Regulator selector Rotate to EMER Continue to hold the TEST/RESET switch down with the regulator selector in the EMER position for 5 seconds. Verify that the yellow cross shows continuously in the flow indicator. Verify that the crew oxygen pressure does not decrease more than 100 psig. PAGE 42

47 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 If the oxygen cylinder valve is not in the full open position, pressure can: decrease rapidly, or decrease more than 100 psig, or increase slowly back to normal. Release the TEST/RESET switch and rotate the regulator selector to 100%. Verify that the yellow cross does not show in the flow indicator. Crew oxygen pressure - Check. Verify that the pressure is sufficient for dispatch. Clock... Set TIME/DATE pushbutton - UTC time Display select panel... Set MAIN PANEL DISPLAY UNITS selector NORM LOWER DISPLAY UNIT selector NORM TAKEOFF CONFIG light (if installed and operative)... Verify extinguished CABIN ALTITUDE light (if installed and operative)... Verify extinguished Disengage light TEST switch... Hold to 1 Verify that the A/P light is illuminated steady amber. Verify that the A/T light is illuminated steady amber. Verify that the FMC light is illuminated steady amber. Disengage light TEST switch... Hold to 2 Verify that the A/P light is illuminated steady red. Verify that the A/T light is illuminated steady red. Verify that the FMC light is illuminated steady amber. Do the Initial Data and Navigation Data steps from the CDU Preflight Procedure and verify that the IRS alignment is complete before checking the flight instruments. PAGE 43

48 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 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: auto throttle mode is blank roll mode is blank pitch mode is blank AFDS status is FD Select the map mode. Acceleration ALT and QNH... Set VT-JFA - VT-JFZ, VT-JTA, VT-JTB BRAKE TEMP light... Verify extinguished GROUND PROXIMITY panel... Check FLAP INHIBIT switch Guard closed GEAR INHIBIT switch Guard closed TERRAIN INHIBIT switch Guard closed Verify that the GROUND PROXIMITY INOP light is extinguished. Landing gear panel... Set LANDING GEAR lever DN Verify that the green landing gear indicator lights are illuminated. Verify that the red landing gear indicator lights are extinguished. AUTOBRAKE select switch... RTO Verify that the AUTO BRAKE DISARM light is extinguished PAGE 44

49 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 ANTISKID INOP light... Verify extinguished Engine display control panel... Set N1 SET selector AUTO SPEED REFERENCE selector AUTO FUEL FLOW switch RATE Move switch to RESET, then RATE. Engine instruments... Check Verify that the primary and secondary engine indications show existing conditions. Verify that no exceedance is shown. N7846A - VT-JFZ, VT-JGT - VT-JLJ, VT-JTA, VT-JTB (SB Changes VT-JGA - VT-JGS, VT- JNL, VT-JNN) Verify that the hydraulic quantity indications do not show RF. VT-JBH - VT-JBX, VT-JFA - VT-JFZ, VT-JTA, VT-JTB MFD Cancel/Recall switch Push Verify that the auto land status advisory messages are not shown. CARGO FIRE panel... Check This check will be done for the first flight of the day based on UTC time. DETECTOR SELECT switches NORM TEST switch Push Verify that the fire warning bell sounds. Verify that the master FIRE WARN lights are illuminated. Master FIRE WARN light Push Verify that the master FIRE WARN lights are extinguished. Verify that the fire warning bell cancels. Verify that the green EXTINGUISHER test lights stay illuminated. Verify that the FWD and AFT lights stay illuminated. Verify that the DETECTOR FAULT light stays extinguished. Verify that the DISCH light stays illuminated. PAGE 45

50 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 N7846A - VT-JLJ, VT-JTA, VT-JTB Radio tuning panel... Set WARNING: Do not key the HF radio while the airplane is being fueled. Injury to personnel or fire can occur. Verify that the OFF light is extinguished. Note: No. 3 RADIO tuning panel - OFF VT-JBD, VT-JGP - VT-JGW, VT-JNL, VT-JNN VHF communications radios... Set VHF NAVIGATION radios... Set for departure Audio control panel... Set N7846A - VT-JGG, VT-JGP - VT-JTB ADF radios... Set PAGE 46

51 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE FIRST OFFICER REV JAN 2016 VT-JBD, VT-JGP - VT-JGW, VT-JNL, VT-JNN HF radios... Set WARNING: Do not key the HF radio while the airplane is being fueled. Injury to personnel or fire can occur. WEATHER RADAR control panel... Set Select WX+T/STAB. Gain as desired. Tilt + 5 degrees. Transponder panel... Set Set ALT SOURCE selector to PF side. Set Transponder selector to 1 STABILIZER TRIM override switch... Guard closed WARNING: Do not put objects between the seat and the aisle stand. Injury can occur when the seat is adjusted. Seat... Adjust Use the handhold above the forward window for assistance when pulling the seat forward. Do not use the glare shield as damage can occur. Adjust the seat for optimum eye reference. Raise the tracklock release handle to the full release position and hold prior to moving and during movement of the flight deck seat. The handle will be released when the seat is in the desired position. Whenever the seat is adjusted, verify a positive horizontal (fore and aft) seat lock by pushing against the seat. Rudder pedals... Adjust Adjust the rudder pedals to allow full rudder pedal and brake pedal movement. CAUTION: The rudder pedal adjustment crank must not be moved to its FWD or AFT limits to avoid jamming or damage to cables. Seat belt and shoulder harness... Adjust Do the PREFLIGHT checklist on the captain s command. PAGE 47

52 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE CAPTAIN REV JAN PREFLIGHT PROCEDURE CAPTAIN The captain normally does this procedure. The first officer may do this procedure if needed. Lights... Test Master LIGHTS TEST and DIM switch TEST The fire warning lights are not checked during this test. Use individual test switches or push to test features to check lights which do not illuminate during the light test. Use scan flow to verify that all other lights are flashing or illuminated. Verify that all system annunciator panel lights are illuminated. Master LIGHTS TEST and DIM switch As needed EFIS control panel... Set MINIMUMS reference selector BARO MINIMUMS selector Set Acceleration Altitude Verify acceleration height is as published in RTOW chart. 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 CENTER switch As needed Range selector As needed TRAFFIC switch Select and verify Range arcs displayed WEATHER RADAR Off Verify that the weather radar indications are not shown on the MAP. Map switches As needed 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 DISENGAGE bar UP PAGE 48

53 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE CAPTAIN REV JAN 2016 N7846A - VT-JBG, VT-JBY, VT-JBZ, VT-JGA - VT-JGG, VT-JGP - VT-JNN Oxygen... Test and set Note the crew oxygen pressure. Oxygen mask Stowed and doors closed RESET / TEST switch Push and hold Verify that the yellow cross shows momentarily in the flow indicator. EMERGENCY/Test selector Push and hold Continue to hold the RESET / TEST switch down and push the EMERGENCY / Test selector for 5 seconds. Verify that the yellow cross shows continuously in the flow indicator. Verify that the crew oxygen pressure does not decrease more than 100 psig. If the oxygen cylinder valve is not in the full open position, pressure can: decrease rapidly, or decrease more than 100 psig, or increase slowly back to normal. Release the RESET / TEST switch and the EMERGENCY / Test selector. Verify that the yellow cross does not show in the flow indicator. Normal/100% switch 100% Crew oxygen pressure - Check. Verify that the pressure is sufficient for dispatch. VT-JBH - VT-JBX, VT-JFA - VT-JFZ, VT-JGJ, VT-JGK, VT-JTA, VT-JTB Oxygen... Test and set Note the crew oxygen pressure. Oxygen mask Stowed and doors closed TEST/RESET switch Push and hold Verify that the yellow cross shows momentarily in the flow indicator. Regulator selector Rotate to EMER Continue to hold the TEST / RESET switch down with the regulator selector in the EMER position for 5 seconds. Verify that the yellow cross shows continuously in the flow indicator. Verify that the crew oxygen pressure does not decrease more than 100 psig. PAGE 49

54 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE CAPTAIN REV JAN 2016 If the oxygen cylinder valve is not in the full open position, pressure can: decrease rapidly, or decrease more than 100 psig, or increase slowly back to normal. Release the TEST/RESET switch and rotate the regulator selector to 100%. Verify that the yellow cross does not show in the flow indicator. Crew oxygen pressure - Check. Verify that the pressure is sufficient for dispatch. Clock... Set TIME/DATE pushbutton - UTC time NOSE WHEEL STEERING switch... Guard closed Display select panel... Set MAIN PANEL DISPLAY UNITS selector NORM LOWER DISPLAY UNIT selector NORM TAKEOFF CONFIG light (if installed and operative)... Verify extinguished CABIN ALTITUDE light (if installed and operative)... Verify extinguished Disengage light TEST switch... Hold to 1 Verify that the A/P light is illuminated steady amber. Verify that the A/T light is illuminated steady amber. Verify that the FMC light is illuminated steady amber. Disengage light TEST switch... Hold to 2 Verify that the A/P light is illuminated steady red. Verify that the A/T light is illuminated steady red. Verify that the FMC light is illuminated steady amber. STAB OUT OF TRIM light... Verify extinguished Do the Initial Data and Navigation Data steps from the CDU Preflight Procedure and verify that the IRS alignment is complete before checking the flight instruments. PAGE 50

55 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE CAPTAIN REV JAN 2016 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 Acceleration ALT and QNH... Set Verify that the flight mode annunciations are correct: auto throttle mode is blank roll mode is blank pitch mode is blank AFDS status is FD Select the map mode. VT-JBB, VT-JBC, VT-JGA, VT-JNL, VT-JNN Standby instruments... Check Standby horizon Set Gyro caging control Pull, then release Approach mode selector As needed Verify that the flight instrument indications are correct. Verify that no flags are shown. Standby altimeter Set Verify that the flight instrument indications are correct. Verify that no flags are shown. PAGE 51

56 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE CAPTAIN REV JAN 2016 N7846A, VT-JBD - VT-JFZ, VT-JGC - VT-JLJ, VT-JTA, VT-JTB Integrated standby flight display... Set Set the altimeter. Verify that the flight instrument indications are correct. Verify that no flags or messages are shown. Standby RMI... Set Select either VOR or ADF. Crosscheck RMI and ND heading with the magnetic compass. SPEED BRAKE lever... DOWN detent Verify that the SPEED BRAKE ARMED light is extinguished. Verify that the SPEED BRAKE DO NOT ARM light is extinguished. Verify that the SPEEDBRAKES EXTENDED light is extinguished. Reverse thrust levers... Down Forward thrust levers... Closed FLAP lever... Set Set the flap lever to agree with the flap position. VT-JGE, VT-JGJ, VT-JGK Verify that the FLAP LOAD RELIEF light is extinguished. Parking brake... Set Verify that the parking brake warning light is illuminated Note: Do not assume that the parking brake will prevent airplane movement. Accumulator pressure can be insufficient. Engine start levers... CUTOFF STABILIZER TRIM cutout switches... NORMAL Radio tuning panel... Set WARNING: Do not key the HF radio while the airplane is being fueled. Injury to personnel or fire can occur. Verify that the OFF light is extinguished. Note: No. 3 RADIO tuning panel - OFF PAGE 52

57 AMPLIFIED PROCEDURE CHAPTER 1 PREFLIGHT PROCEDURE CAPTAIN REV JAN 2016 VT-JBD, VT-JGP - VT-JGW, VT-JNL, VT-JNN VHF communications radios... Set VHF NAVIGATION radios... Set for departure Audio control panel... Set WARNING: Do not put objects between the seat and the aisle stand. Injury can occur when the seat is adjusted. Seat... Adjust Use the handhold above the forward window for assistance when pulling the seat forward. Do not use the glareshield as damage can occur. Raise the tracklock release handle to the full release position and hold prior to moving and during movement of the flight deck seat. The handle will be released when the seat is in the desired position. Rudder pedals... Adjust Adjust the rudder pedals to allow full rudder pedal and brake pedal movement. CAUTION: The rudder pedal adjustment crank must not be moved to its FWD or AFT limits to avoid jamming or damage to cables. Seat belt and shoulder harness... Adjust Call PREFLIGHT CHECKLIST. PAGE 53

58 AMPLIFIED PROCEDURE CHAPTER 1 BRIEFINGS REV JAN BRIEFINGS The Departure Briefing shall be completed before the Before Start Checklist. Only updates to the briefing are permitted during taxi. All briefings should be clear and concise. Lengthy briefings can be counterproductive. Briefings should be kept practical and deal with actual conditions relating to the particular flight. Departure Briefing - PF The departure 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 procedures. At the completion of each briefing, the other pilot should be given the opportunity to clarify any items. The PF will brief on the expected departure. This briefing will include appropriate items from the following: Expected Taxi Route Expected runway and runway conditions Expected flap setting Thrust setting (Full / Reduced / Derated) Bleed configuration (Bleeds on / off) Anti- ice (Engine anti-ice on / off) Engine failure procedure after V1 Expected SID / departure and briefing Jeppesen SID chart MSA and terrain considerations during climb MCP, FMC and navaid setup. Additional briefing items may be required when any elements of the takeoff and/or departure are different from those routinely used. These may include: Adverse weather Adverse runway conditions Unique noise abatement requirements Dispatch using the MEL Special engine out departure procedures, if applicable Any other situations where it is necessary to review or define crew responsibilities. PAGE 54

59 AMPLIFIED PROCEDURE CHAPTER 1 BRIEFINGS REV JAN 2016 For the first flight of the day or crew change, the crew will review the procedures for Rejected Takeoff, Evacuation and intermittent horn in flight. For subsequent flights on the same day, with the same crew compliment, this briefing may be abbreviated with the following comment: STANDARD REJECT, EVACUATION AND INTERMITTENT HORN IN FLIGHT PROCEDURES. In Case of an EMERGENCY ON GROUND: The captain has the prime responsibility for initiating passenger evacuation. Cockpit / Cabin communication in an emergency on the ground: Wait until the aircraft comes to a complete stop. The first officer calls the cabin on PA and announces CABIN CREW AT STATIONS - This means that the cockpit crew is not incapacitated and the decision to evacuate has not been made yet. : If there is no CABINCREW AT STATIONS call within 30 seconds after the aircraft comes to a complete stop, the cabin crew will attempt to contact the cockpit crew. If no contact is established with the cockpit crew and a catastrophic situation exists (uncontrollable fire, dense smoke, severe structural damage, emergency landing on water), the cabin crew may initiate evacuation. If an evacuation is considered necessary by the captain, the captain shall make the following passenger announcement: : EVACUATE, EVACUATE, EVACUATE The cabin crew will check EXIT suitability. If evacuation is NOT considered necessary by the captain, the captain shall make the following passenger announcement: NORMAL OPERATIONS The cabin crew shall inform the cockpit crew if any abnormal scenario exists. In a life threatening situation (situation which threatens the safety of the flight/aircraft) the cabin crew will contact the pilots irrespective of the phase of flight. PAGE 55

60 AMPLIFIED PROCEDURE CHAPTER 1 BRIEFINGS REV JAN 2016 In the event of a continued take-off after an engine failure: Standard Engine Failure Procedure Maintain runway heading Climb 800 feet above airfield elevation Level off, accelerate and retract flaps on schedule Climb to MSA or altitude advised by ATC Proceed toward a convenient holding fix or as advised by ATC. Note: Bank angle is not to exceed 15 degrees until passing 1500 feet above field elevation. Engine Out Escape Procedure (Special Engine out Procedures) Follow the engine out escape procedures published in the route guide. RTOW charts with single engine procedures are suitably identified. Cabin Altitude Warning Indications and Procedures Briefing: This briefing shall be included on airplanes in which the CABIN ALTITUDE and TAKEOFF CONFIG lights are not installed, or are installed but not activated. Whenever the intermittent warning horn sounds in flight at an airplane flight altitude above feet MSL. Oxygen masks/regulators... ON, 100% Crew communication... Establish Accomplish the Cabin Altitude Warning/Rapid Depressurization checklist. Both pilots must verify on the overhead Cabin Altitude panel that the cabin altitude is stabilized at or below 10,000 feet before removing oxygen masks. PAGE 56

61 AMPLIFIED PROCEDURE CHAPTER 1 BEFORE START PROCEDURE REV JAN BEFORE START PROCEDURE Start the Before Start Procedure after papers are on board. The captain shall record the following data on the load and trim sheet: The time the load and trim sheet is brought on board the aircraft The time all passengers are on board and all cargo/service doors closed. This data shall be written on the load and trim sheet in the format shown below: L & T - 10 minutes (which means L & T was brought on board 10 minutes before scheduled/rescheduled departure time) POB + 10 minutes (which means all passengers on board the aircraft 10 minutes after scheduled/rescheduled departure time) The captain shall read out the figures from the load and trim sheet and the first officer shall copy these figures on the Takeoff Data Sheet and make the necessary FMC / CDU entries. Once the captain reads out the Takeoff Weight, the first officer will read out the Gross Weight shown on the PERF INIT page and the captain will verify that this weight corresponds with the Takeoff Weight on the load and trim plus taxi fuel. On the Takeoff REF page the shall verify correct T/O flaps have been selected and enter the CG. Complete the CDU Preflight procedure before starting this procedure: VT-JGC, VT-JGD Select 24k DERATE on the N1 LIMIT page... Set the assumed temperature on N1 LIMIT page... Verify/Select CLB/CLB1... If CLB2 is commanded by FMC, select CLB1 Set Takeoff speeds on the TAKEOFF REF page... The captain will crosscheck the flaps selection, assumed temperature and Takeoff speeds, and verify that correct values are entered in the FMC. Verify acceleration height as per RTOW chart. CDU display... Set C, Normally the PF selects the TAKEOFF REF page. Normally the PM selects the LEGS page. N1 bugs... Check C, Verify that the N1 reference bugs are correct. PAGE 57

62 AMPLIFIED PROCEDURE CHAPTER 1 BEFORE START PROCEDURE REV JAN 2016 IAS bugs... Check C, Verify NO VSPD flag is removed MCP... Set C IAS/MACH selector Set V2 Initial heading Set Arm LNAV - As needed Initial altitude Set Set transition altitude/climb constraint, as applicable. Arm VNAV Taxi and Takeoff briefings... Complete C, The pilot who will do the takeoff does the taxi and takeoff briefings. Exterior doors... Verify closed Make a PA announcement CABIN CREW ARM ALL DOORS, CROSSCHECK AND REPORT... Flight deck windows... Closed and locked Pushback / Start clearance... Obtain Fuel panel... Set C, If the center tank fuel quantity exceeds 460 kilograms: LEFT and RIGHT CENTER FUEL PUMPS switches ON Verify that the LOW PRESSURE lights illuminate momentarily and then extinguish. If the LOW PRESSURE light stays illuminated turn off the CENTER FUEL PUMPS switch. AFT and FORWARD FUEL PUMPS switches ON Verify that the LOW PRESSURE lights are extinguished. Hydraulic panel... Set If pushback is needed and the nose gear steering lockout pin is not installed: WARNING: Do not pressurize hydraulic system A. Unwanted tow bar movement can occur. Obtain ground clearance before pressurizing hydraulics. PAGE 58

63 AMPLIFIED PROCEDURE CHAPTER 1 BEFORE START PROCEDURE REV JAN 2016 Electric HYDRAULIC PUMP switches ON Verify that the electric pump LOW PRESSURE lights are extinguished. Verify that the brake pressure is 2,800 psi minimum. Verify that the system A and B pressures are 2,800 psi minimum. ANTI COLLISION light switch... ON Trim... Set C Check each trim for freedom of movement. Stabilizer trim UNITS Set the trim for takeoff. Verify that the trim is in the green band. Aileron trim 0 units Rudder trim 0 units Transponder... XPNDR / ALT ON Select an active transponder setting, but not a TCAS mode. Flight deck door... Closed and locked Verify that the CCIC closes the guard after giving the ALL DOORS ARMED AND CROSSCHECKED report. Verify that the LOCK FAIL light is extinguished. Call BEFORE START CHECKLIST.... C Do the BEFORE START checklist.... PAGE 59

64 AMPLIFIED PROCEDURE CHAPTER 1 PUSHBACK OR TOWING PROCEDURE REV JAN PUSHBACK OR TOWING PROCEDURE The Engine Start procedure may be done during pushback or towing, or on the bay if pushback or towing is not needed. Consider airport restrictions. Establish communications with ground handling personnel. C CAUTION: CAUTION: CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or towing. This can damage the nose gear or the tow bar. Do not use airplane brakes to stop the airplane during pushback or towing. This can damage the nose gear or the tow bar. Do not commence pushback until the CCIC confirms that all doors have been armed and crosschecked. Set or release the parking brake as directed by ground handling personnel. Start the ET on the captain s clock to record block time when the parking brake is released for commencing push back. C or C If starting engines on the bay, start the ET on the captain s clock to record block time when the first ENGINE START switch is moved to GRD When pushback or towing is complete: Verify that the tow bar is disconnected Verify that the nose gear steering lockout pin is removed C C If nose gear steering lockout pin is not installed: System A HYDRAULIC PUMPS switches ON Verify that the system A pump LOW PRESSURE lights are extinguished. Verify that the system A pressure is 2800 psi minimum. PAGE 60

65 AMPLIFIED PROCEDURE CHAPTER 1 ENGINE START PROCEDURE REV JAN ENGINE START PROCEDURE Normal starter duty cycle: Multiple consecutive start attempts are permitted. Each start attempt is limited to 2 minutes of starter usage. A minimum of 10 seconds is needed between start attempts. Extended engine motorings: Starter usage is limited to 15 minutes for the first two extended engine motorings. A minimum of 2 minutes is needed between each attempt. For the third and subsequent extended engine motorings, starter usage is limited to 5 minutes. A minimum of 10 minutes is needed between each attempt. Normal engine start considerations: do not move an engine start lever to IDLE detent early or a hot start can occur keep a hand on the engine start lever while monitoring RPM, EGT and fuel flow until stable if fuel is shutoff accidentally (by closing the engine start lever) do not reopen the engine start lever in an attempt to restart the engine failure of the ENGINE START switch to stay in GRD until the starter cutout RPM can cause a hot start. Do not re engage the ENGINE START switch until engine RPM is below 20% N2. If, during engine start, the ground crew reports a fuel leak from an engine drain, continue to run the engine at idle for up to 5 minutes. If the fuel leak stops during this time, no maintenance action is needed. If the fuel leak continues after 5 minutes, shut down the engine for maintenance action. for the first flight of the day, at airport elevations at or above 2,000 feet MSL, if the temperature is below 5 C/41 F, consider placing the Ignition select switch to BOTH before starting the engines. This may increase the likelihood of a successful engine start on the first attempt. Do the ABORTED ENGINE START checklist for one or more of the following abort start conditions: the N1 or N2 does not increase or increases very slowly after the EGT increases there is no oil pressure indication by the time that the engine is stable at idle the EGT does not increase by 10 seconds after the engine start lever is moved to IDLE detent the EGT quickly nears or exceeds the start limit Note: If there is no oil pressure indication by the time that the engine is stable at idle, do not motor the engine. N7846A - VT-JFZ, VT-JGT - VT-JLJ, VT-JTA, VT-JTB (SB Changes VT-JGA - VT-JGS, VT-JNL, VT-JNN) Select the secondary engine indications. Obtain engine start clearance from ground personnel. C PAGE 61

66 AMPLIFIED PROCEDURE CHAPTER 1 ENGINE START PROCEDURE REV JAN 2016 Engine No. 2 shall be started first, unless otherwise needed as per supplementary procedure. Call START ENGINE Air conditioning PACK switches... OFF C Call PACKS OFF... ENGINE START switch... GRD Start timing on Chronograph.... C, Verify that the N2 RPM increases. C, When N1 rotation is seen and N2 is at 25%, or (if 25% N2 is not possible), at maximum motoring and a minimum of 20% N2: Note: Maximum motoring occurs when N2 acceleration is less than 1% in approximately 5 seconds. Engine start lever... IDLE detent C Verify SPAR VALVE CLOSED light transitions from dim, to bright and then extinguishes. (As per FAA Airworthiness Directive ) Note: The Spar Fuel Shutoff Valve Operational Check is considered failed if the SPAR VALVE CLOSED light (located on the fuel control panel) fails to illuminate bright during the check. Monitor fuel flow and EGT indications. C, VT-JGE At 56% N2, verify that the ENGINE START switch moves to AUTO. If not, move the ENGINE START switch to AUTO. N7846A - VT-JGD, VT-JGF - VT-JTB At 56%N2, verify that the ENGINE START switch moves to OFF. If not, move the ENGINE START switch to OFF. VT-JGE Verify that the START VALVE OPEN alert extinguishes when the ENGINE START switch moves to AUTO. N7846A - VT-JGD, VT-JGF - VT-JTB Verify that the START VALVE OPEN alert extinguishes when the ENGINE START switch moves to OFF. Call STARTER CUTOUT. PAGE 62

67 AMPLIFIED PROCEDURE CHAPTER 1 ENGINE START PROCEDURE REV JAN 2016 Monitor N1, N2, EGT, fuel flow and oil pressure for normal indications while the engine accelerates to a stable idle. C, When Engine No. 2 is started first, after engine is stabilized: CAUTION: Moving engine BLEED air switches while a starter is engaged can damage the starter. ISOLATION VALVE switch... CLOSE Right PACK switch... AUTO Verify Duct pressure Stabilized After the engine is stable at idle, start the other engine. PAGE 63

68 AMPLIFIED PROCEDURE CHAPTER 1 BEFORE TAXI PROCEDURE REV JAN BEFORE TAXI PROCEDURE Start the Before Taxi Procedure once both crew verify that engines are stable at idle. The EGT Start Limit line is removed when the engine achieves stabilized idle. GENERATOR 1 and 2 switches... ON PROBE HEAT switches... ON WING ANTI ICE switch... As needed ENGINE ANTI ICE switches... As needed PACK switches... AUTO ISOLATION VALVE switch... AUTO APU BLEED air switch... OFF APU switch... OFF ENGINE START switches... CONT Engine start levers... IDLE detent Verify that the ground equipment is clear. Call FLAPS as needed for takeoff. Flap lever... Set takeoff flaps C C, C Verify that the LE FLAPS EXT green light is illuminated. Verify Flaps selection is consistent with the planned flap configuration. Flight controls... Check C 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 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 PAGE 64

69 AMPLIFIED PROCEDURE CHAPTER 1 BEFORE TAXI PROCEDURE REV JAN 2016 Ensure the speed brake lever is properly stowed by pushing down firmly on top of the speed brake lever Blank the lower display unit. C Note: Verify an increase in Oil Temperature, and Oil Pressure indication above amber band. Recall... Check C, Verify that all system annunciator panel lights illuminate and then extinguish. Advise ground crew to disconnect. Call BEFORE TAXI CHECKLIST. Do the BEFORE TAXI checklist. Request taxi instructions from ATC. Update changes to the taxi briefing as needed. Verify that the ground equipment is clear. C C C C, WHEEL WELL light switch OFF Lights for Taxi Set PAGE 65

70 AMPLIFIED PROCEDURE CHAPTER 1 TAXI REV JAN TAXI Obtain confirmation from the ground crew that the aircraft is cleared to taxi. This confirmation shall be signalled by the ground crew by displaying the Thumbs Up signal. In case the aircraft has been towed or pushed back, verify the steering lockout pin has been removed. Prior to brake release, and only after the ground equipment and crew is clear of the aircraft, the taxi light and runway turnoff lights shall be switched on. The first officer shall obtain and write down all taxi clearances. The captain shall confirm the taxi instructions and restate any hold short instructions only after the first officer has read back the same to ATC. The first officer shall progressively follow the aircraft position on the taxi chart/airport diagram and announce the approaching turns and holding positions. During taxi, no checklist should be initiated or ATC clearance obtained until the aircraft is clear of the ramp area. CAUTION: Do not attempt to make a turn away from an obstacle within 15 feet/4.6 meters of the wing tip or within 32 feet/9.8 meters of the nose for the or within 24 feet/7.3 meters of the nose for the /900. Caution is necessary while turning the airplane in congested areas on the ramp. If necessary, have ground personnel monitor wing tip clearance. Good taxi technique requires an awareness of the proximity of obstacles, the effects of jet blast causing damage to equipment or injury to personnel and the consideration of passenger comfort. Recommended taxi speed on straight taxiways is 20 knots. Maximum taxi speed is 30 knots. This includes taxiing on runways. Use of nose wheel steering is not recommended at speeds above 20 knots.. The speed should be adjusted for conditions during turns, and limit speed to 10 knots on the apron. During taxi, any time the airplane is brought to a complete stop, the parking brake shall be set to prevent unmonitored movement of the airplane. Prior to entering/crossing a runway, verify the runway is clear in both directions and clearance to cross has been received. Whenever maneuvering on any runway for an extended period of time, set the POSITION light to STROBE & STEADY. TCAS is recommended only when maneuvering on an active runway. During day/night operations, the first officer shall position the Taxi and the Runway Turnoff light switches to AUTO/ON before the aircraft begins to taxi. The first officer shall position the Taxi and Runway Turnoff light switches to OFF when the aircraft is brought to a complete stop. At night/low visibility conditions, use all lights as appropriate. The taxi light and runway turnoff lights will be switched off entering the parking bay or gate. To reduce runway occupancy time, accomplish the following: Line up at the intersection unless prior permission is obtained for use of full length, in case of a back track. Ensure the BEFORE TAKEOFF items are accomplished on entering the runway Be prepared to commence the takeoff without undue delay on receipt of the take-off clearance PAGE 66

71 AMPLIFIED PROCEDURE CHAPTER 1 TAXI REV JAN 2016 When the ATC Departure clearance is received during taxi, both pilots shall verify that the take-off data has been obtained for the correct runway; take-off conditions have not become more limiting, review any revisions to the briefings and confirm: Correct runway and departure loaded in the FMC Initial clearance altitude selected in the MCP Correct transponder code is set NAVAIDS and Courses are set for departure. PAGE 67

72 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE BEFOR TAKEOFF PROCEDURE ALTERNATE METHOD OF COMPLIANCE (AMCOC) TO AD CHAPTER 1 REV JAN WEATHER RADAR AND TERRAIN DISPLAY Whenever the possibility exists for adverse weather and terrain/obstacles near the intended flight path, the PF should monitor the weather radar display and the PM should monitor the terrain display. Where terrain is not a factor, weather radar shall be selected even if weather conditions appear clear. The use of terrain display during night or IMC operations in proximity to terrain/obstacles and on routes with decompression procedures is recommended, to enhance terrain/situational awareness. BEFORE TAKEOFF PROCEDURE [ALTERNATE METHOD OF COMPLIANCE (AMOC) TO AD FOR AIRPLANES WITH MASTER CAUTION SYSTEM LOGIC CHANGE AND AUTOMATIC SHUTOFF] Engine warm up requirement: verify an increase in engine oil temperature before takeoff. Engine warm up recommendations: run the engines for at least 2 minutes use a thrust setting normally used for taxi operations. Start the Before Take off Procedure once cleared to enter the active runway. Pilot Flying Pilot Monitoring Verify that the cabin is secure. Call Cabin Secure/Not Secure The pilot who will do the takeoff updates changes to the takeoff briefing as needed. Set the weather radar display as needed. Set the weather radar display as needed. Set the terrain display as needed. Set the terrain display as needed. Entering the departure runway: Set the POSITION light to STROBE & STEADY. Other lights as needed The captain calls BEFORE TAKEOFFCHECKLIST. Set the transponder mode selector to TA/RA Verify that the parking brake is released and press TO WARN TEST switch. If an intermittent warning horn sounds, assure correct airplane take off configuration. Do the BEFORE TAKEOFF checklist. Note: Note: Ensure that the cockpit windows are locked. On aircraft with TO WARN TEST switch not installed, ensure take off flaps are set, LE FLAPS EXT green light is illuminated, stabilizer trim is in the green band and the speed brake lever is in the down detent prior to the Before Take off checklist. PAGE 68

73 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 TAKEOFF PROCEDURE REV JAN TAKEOFF PROCEDURE Pilot Flying Pilot Monitoring Align the airplane with the runway. Captain: Advance the thrust levers to approximately 40% N1. Allow the engines to stabilize. Push the TO/GA switch ARM the A/T. First officer: Start the elapsed timer on the clock. Verify that the correct takeoff thrust is set. Monitor the engine instruments during the takeoff. Call out any abnormal indications. Adjust takeoff thrust before 60 knots as needed. During strong headwinds, if the thrust levers do not advance to the planned takeoff thrust, manually advance the thrust levers before 60 knots. Call "THRUST SET". 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 up to 80 knots. Verify 80 knots and call CHECK. Verify V1 speed. At VR, rotate toward 15 pitch attitude. After lift off, follow F/D commands. Establish a positive rate of climb. Verify a positive rate of climb on the altimeter and call GEAR UP. Above 400 feet radio altitude, call for a roll mode as needed. Monitor airspeed and call out any abnormal indications. Call 80 KNOTS. Call V1. At VR call ROTATE. Monitor airspeed and vertical speed. Verify a positive rate of climb on the altimeter and call POSITIVE RATE. Set the landing gear lever to UP. Select or verify the roll mode. Update the heading if required by aligning the HDG bug and the pointer. At thrust reduction height, verify climb thrust is set. At acceleration height, verify VNAV SPD or call SET FLAPS UP SPEED Verify or set the flaps up manoeuvring speed PAGE 69

74 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 TAKEOFF PROCEDURE REV JAN 2016 Verify acceleration. Pilot Flying Call FLAPS according to the flap retraction schedule. After flaps and slats retraction is complete, call VNAV as applicable. Call Engage AUTOPILOT A/B after minimum altitude for autopilot engagement. Pilot Monitoring Set the FLAP lever as directed. Monitor flaps and slats retraction. Call FLAPS UP - NO LIGHTS. Push the VNAV switch as applicable. Engage the autopilot after minimum altitude for autopilot engagement. After Climb Thrust is Set: Set or verify engine bleeds and air conditioning packs are operating After flap retraction is complete: Set the LANDING and RUNWAY TURNOFF lights as needed. Set the engine start switches as needed 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. CAUTION: Do not allow the shoulder harness straps to retract quickly. Buckles can pull or damage circuit breakers. Note : Below feet AFE, or transition altitude (whichever is higher), Fixed Landing lights will be ON for day operations, and Runway Turnoff lights and Logo lights will be ON for night operations. PAGE 70

75 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 TAKEOFF FLAP RETRACTION SPEED SCHEDULE REV JAN TAKEOFF FLAP RETRACTION SPEED SCHEDULE Take-off Flaps At Speed (display) Select Flaps or 10 5 V V V UP 5 1 UP 1 UP 1 1 UP Limit bank angle to 15 until reaching V PAGE 71

76 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 SUPERVISED TAKEOFF REV JAN SUPERVISED TAKEOFF When the first officer is the pilot flying, the captain will handle the thrust levers for takeoff. While thrust is being set, the captain will maintain directional control and will carry out the duties of PF and the first officer will carry out the duties of the PM. Once the thrust is set, the captain will hand over control to the first officer by clearly stating YOU HAVE CONTROLS. The first officer will acknowledge by clearly stating I HAVE CONTROLS. The captain will continue to handle the thrust levers until V1. Note: Note: The decision and actions to reject the takeoff is the responsibility of the pilot occupying the left seat. Allowing the engines to stabilize for more than approximately 2 seconds prior to advancing the thrust levers to takeoff thrust may adversely affect takeoff distance. PAGE 72

77 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 TAKEOFF NOTES REV JAN TAKEOFF NOTES All efforts are to be made to reduce runway occupancy time. The Retractable Landing lights and the Taxi light should not be used for takeoff, unless required for night/low visibility operations. If Flight Directors are used for takeoff, do not follow F/D commands until after liftoff. For departures with EOEP, set the Bank Angle Selector to 15 degrees. Set the Bank Angle Selector back to 25 degrees commencing the initial departure turn (Both engines operating). A rolling takeoff procedure is recommended for setting takeoff thrust. Use a standing takeoff procedure if: Performance is limited to due to runway or an obstacle During low visibility operations When the runway is contaminated. A reduced thrust takeoff is recommended whenever conditions permit. The PM should verify that the takeoff thrust has been set and the throttle hold mode (THR HLD) is engaged. A momentary autothrottle overshoot of 4%N1 may occur, but thrust should be stabilized at +/- 2%after THR HLD. Thrust should be adjusted by the PM, if required to -0%/+1% N1. In case of malfunctions/failures after takeoff, no action is to be performed below 400 feet AFE except silencing the fire warning bell, retracting the landing gear and increasing the thrust to full takeoff thrust on the operating engine if required. Accomplish the appropriate recall checklist passing 400 feet AFE and conditions permitting. During takeoff, if an engine exceedance occurs after thrust is set and the decision is made to continue the takeoff, do not retard the thrust lever in an attempt to control the exceedance. Retarding the thrust levers after takeoff thrust is set invalidates takeoff performance. No corrective action should be taken until passing 400 feet AFE and conditions permitting. If conditions are encountered during takeoff where additional thrust is desired, such as windshear or a temperature inversion, the crew should not hesitate to manually advance the thrust levers to maximum rated thrust. The PM should monitor the engine instruments and both primary and standby airspeed indications during the takeoff roll and announce any abnormalities. During takeoff, the crewmember recognizing the malfunction will call it out clearly and precisely. If a crewmember is unsure of the exact nature of the malfunction, a generic call (example: ENGINE/INSTRUMENT MALFUNCTION ) is preferable to an incorrect call. The V1 call should be completed at or before V1. The V1 call has precedence over any other call. Note: A maximum bank angle of 30 degrees is permitted at V2+15 knots with takeoff flaps. PAGE 73

78 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 AFTER TAKEOFF AND CLIMB REV JAN AFTER TAKEOFF AND CLIMB If an immediate turn is required due to obstacle clearance, noise abatement or departure procedures, initiate the turn at the appropriate altitude maintainingv2+15 to 25 knots. After completing the turn and at or above the flap retraction altitude, accelerate and retract the flaps while climbing. During normal operations, minimum altitude to commence a turn after takeoff is 800 feet AFE. When a turn is required below 800 feet AFE, special departures will be published. To achieve maximum fuel economy, commence flap retraction while turning if possible. Airspace and conditions permitting, remove restriction of 250kts below 10000FT/FL100. If climbing in IMC, maintain flaps UP maneuvering speed until clear of all obstacles or above minimum safe altitude. In busy terminal areas and/or in poor weather conditions, it is recommended that an autopilot be engaged in CMD as early as possible to reduce the cockpit workload. PAGE 74

79 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 AFTER TAKEOFF AND CLIMB REV JAN 2016 Climb and Cruise Procedure [Alternate Method of Compliance (AMOC) to AD for Airplanes with Master Caution System Logic Change and Automatic Shutoff] Complete the After Takeoff Checklist before starting the Climb and Cruise Procedure. Pilot Flying Pilot Monitoring At transition altitude, set and crosscheck the altimeters to standard. During climb and cruise, verify the RNP as needed. At or above 5000 feet AFE release the cabin crew for service subject to weather and captain s concurrence At or above 10,000 feet AFE, or transition altitude (whichever is higher) set the LANDING / RUNWAY TURNOFF / LOGO light switches to OFF At or above 10,000 feet AFE, set the passenger signs as needed. During climb, set both center tank fuel pump switches OFF when one center tank fuel pump LOW PRESSURE light illuminates. When established in a level attitude at cruise, if the center tank contains usable fuel and the center tank fuel pump switches are OFF, set the center tank fuel pump switches ON again. Set both center tank fuel pump switches OFF when the center tank is empty. During an ETOPS flight, additional steps must be done. See the ETOPS supplementary procedure in SP.1. Before the top of descent, modify the active route as needed for the arrival and approach. Note: LOGO light switch - ON for night operations below 10,000 feet AFE or transition altitude whichever is higher. Note: POSITION light switch - STROBE & STEADY at all times when the aircraft is in-flight. CAUTION: Do not allow the shoulder harness straps to retract quickly. Buckles can pull or damage circuit breakers. PAGE 75

80 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 CLIMB NOTES REV JAN CLIMB NOTES Passing 20,000 feet or changeover to control/enroute frequency, the PM may, workload permitting, contact Flight Dispatch on the company frequency and notify: Departure time Airborne time Delay, if any ETA Any special messages. (Cockpit/cabin defects shall be advised) Advise of any problems or unserviceable equipment while within VHF range. Climbing passing FL280, both crew check Altimeter setting STD, crosscheck Altimeters, and monitor guard frequency on VHF 2. Check the Cabin Pressurization Panel for normal operation climbing through multiples of 10,000 feet, and at Top of Climb. Delay all non-essential tasks until established in cruise. PAGE 76

81 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 CRUISE NOTES REV JAN CRUISE NOTES Once cruising altitude has been reached, it is necessary to re-trim the aircraft in order to reduce drag to the minimum. Do not attempt to cruise above the FMC displayed maximum altitude. Update cruise winds from the OFP. Failure to update enroute winds can result in flight plan time and fuel burn errors. When using LNAV, the destination nav aid frequency and the final anticipated course may be set at pilot discretion. There is no requirement to tune frequencies and corresponding courses of enroute nav aids. However, the flight progress shall be monitored and crosschecked with navigation charts to maintain an awareness of aircraft present position. PAGE 77

82 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 PAPERWORK REV JAN PAPERWORK All paperwork shall be completed by the PM. Operational Flight Plan - The PM will complete the flight log on the OFP as follows: At first Way point after TOC and then at Way points not exceeding 30 minute intervals - ATA, FUEL USED, ACTUAL FUEL REMAINING. At TOD - FUEL USED / FUEL REMAINING If Diverting - FUEL REMAINING at the time of DIVERSION, TIME OF DIVERSION, Note: Reset fuel flow at the time of Diversion In case actual flight levels/winds/temperatures are significantly different from planned, record the same in the NAV LOG. Tech Log / Voyage Report - The PM will complete all the entries when the workload permits. PAGE 78

83 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 CABIN TEMPERATURE MONITORING REV JAN CABIN TEMPERATURE MONITORING Communications between the cockpit and the cabin will assist in maintaining comfortable cabin temperatures. Cabin temperature checks are recommended, as a minimum, passing feet AFE and after reaching Top of Climb. Moving the temperature selectors to cold during descent or approach is not recommended unless cooling is insufficient or as requested by the cabin crew. Set the temperature selectors to cold during taxing in if needed. PAGE 79

84 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 CABIN TEMPERATURE MONITORING REV JAN 2016 Descent Procedure [Alternate Method of Compliance (AMOC) to AD and AD for Airplanes with Master Caution System Logic Change and Automatic Shutoff Automatic Shutoff] Start the Descent Procedure before the airplane descends below the cruise altitude for arrival at destination. Complete the Descent Procedure by 15,000 feet AFE. Pilot Flying Pilot Monitoring During the descent, verify the RNP as needed. Set the affected center tank fuel pump switch to OFF when a center tank fuel pump LOW PRESSURE light illuminates. Set both center tank fuel pump switches to OFF when a center tank fuel pump LOW PRESSURE light illuminates if the center tank is empty. If established in a level flight attitude, for an extended period of time with usable fuel in the center tank and a center tank fuel pump switch(es) is OFF, set the center tank fuel pump switch(es) to ON again. Set the affected center tank fuel pump switch to OFF when a center tank fuel pump LOW PRESSURE light illuminates. Set both center tank fuel pump switches to OFF when a center tank fuel pump LOW PRESSURE light illuminates if the center tank is empty. Verify that pressurization is set to landing altitude. Review the system annunciator lights. Recall and review the system annunciator lights. PAGE 80

85 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 CABIN TEMPERATURE MONITORING REV JAN 2016 VT-JBH - VT-JBX, VT-JFA - VT-JFZ, VT-JTA, VT-JTB Pilot Flying Pilot Monitoring Push the MFD Cancel/Recall switch and Verify that the autoland advisory messages are not shown. Verify VREF on the APPROACH REF page. Enter VREF on the APPROACH REF page. Set the RADIO/BARO minimums as needed for the approach. Set or verify the navigation radios and course for the approach. Do the approach briefing. Check landing performance. Set the AUTO BRAKE select switch to the needed brake setting. At 15,000 feet AFE, passenger signs - ON. Call DESCENT CHECKLIST. Do the DESCENT checklist. Note: In case of anticipated ATC delays, switching ON passenger signs may be delayed up to a lower limit of feet AFE. Procedure for determining VREF Calculate difference between the present total fuel quantity remaining and the predicted fuel remaining at destination available on FMC Progress Page 1/4, to obtain the predicted fuel burn to destination. Subtract the predicated fuel burn value from the Airplane Gross Weight value on the FMC Approach Reference page, to obtain predicted landing weight. Enter the predicted landing weight value over the displayed Airplane Gross Weight value. Select the VREF corresponding to this landing weight, for the desired flap setting. Crosscheck each step with the PF to avoid errors. PAGE 81

86 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 DESCENT NOTES REV JAN DESCENT NOTES The PM shall obtain the ATIS and complete the landing data sheet. Prior to TOD, complete the, FMC/CDU modifications. Select the desired STAR/Instrument Approach procedure as applicable, and verify end of descent waypoint and the associated altitude/speed restrictions, or manually enter altitude/speed restrictions at desired waypoint/s on the LEGS page. Complete data entry in the DESCENT FORECAST page for optimum descent profile. An idle thrust descent in a clean configuration (no speed brakes) should be planned. During descent, if a greater descent rate is desired, extend the speed brakes. Landing gear may be extended to further increase the rate of descent. Note: In flight, do not extend the speed brake lever beyond the FLIGHT detent. Note: Avoid using the landing gear for increased drag. This minimizes passenger discomfort and increases door life. The recommended speeds for descent are ECON speeds, but subject to approach radar requirements, consider using 300 knots until 10,000 feet AFE. This is to expedite the flow of traffic and to maintain sequence for landing. Ensure ATC clearance is obtained before transitioning to a STAR or commencing an Instrument Approach procedure. For arrival stations with a flight dispatch or ground handling agency frequency, notify ETA, any technical defects or special information, and obtain expected parking stand. PAGE 82

87 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 APPROACH BRIEFING REV JAN APPROACH BRIEFING The approach briefing should be accomplished as soon as practicable, preferably prior to top of descent, so it does not to interfere with approach and landing preparations. All pertinent information, including minimums and missed approach procedures should be reviewed and alternate course of action considered. As a guide, the approach briefing should include at least the following as applicable: Weather and NOTAMS at the destination and alternate, as applicable. Type of approach and validity of charts to be used. Navigation and communication frequencies to be used. Approach procedure including courses, headings, minimum safe. altitudes, transition level and terrain considerations. Vertical profile including all minimum altitudes, crossing altitudes and approach minimums. Missed approach point and missed approach procedure. Other considerations such as the use of autobrake, windshield wipers, landing lights etc. appropriate for existing conditions. Management of the AFS. Planned altitude for visual approach Fuel on board, approximate holding time over destination and diversion fuel required to alternate. Normal go-around/windshear go-around/stall recovery to be reviewed for the first sector of the day or crew change. For subsequent flights with the same crew, the pilot may abbreviate the briefing with the comment STANDARD GO-AROUND/WINDSHEAR/STALL RECOVERY Any MEL items or in-flight failures that may affect the approach. Speed/altitude restrictions on the STAR/Arrival Restrictions. Runway length, Landing Configuration and approach speed. Delayed Flap Approach/Normal Approach. Briefing for CAT2/3 practice/actual procedure. Single-engine Escape procedures, if applicable. On a flight with a block time of 1 hr. and 15 minutes or less, the approach briefing may be completed on the ground before startup. In this case, before commencing the approach, verify all preparations for the approach are completed. Update the briefing to cater to prevailing scenario in terms of weather, ATC instructions, non-normal situations or any other special considerations. PAGE 83

88 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 APPROACH BRIEFING REV JAN 2016 Pilot Flying Pilot Monitoring At transition level, set and crosscheck the altimeters. Update changes to the arrival and approach, as needed. Update the approach briefing as needed. During arrival and approach, verify the RNP as needed. At or above 10,000 feet AFE or transition level (whichever is higher): During day operations, set the FIXED LANDING light switches to ON. During night operations, set the RUNWAY TURNOFF lights and the LOGO lights to ON. Call APPROACH CHECKLIST. Do the APPROACH checklist. PAGE 84

89 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 FLAP EXTENSION SCHEDULE REV JAN FLAP EXTENSION SCHEDULE Current Flap Position At Speed tape Display Select Flaps Command Speed for Selected Flaps UP UP or 40 (VREF30 orvref40) + wind additives PAGE 85

90 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 INSTRUMENT APPROACH PREPARATIONS REV JAN INSTRUMENT APPROACH PREPARATIONS Complete the Instrument Approach Preparations before: The initial approach fix, or The start of radar vectors to the final approach course, or The start of a visual approach Set decision altitude or height DA(H), or Derived decision altitude DDA. Crosscheck radio and pressure altimeters whenever practicable. Do not completely abandon enroute navigation procedures even though ATC is providing radar vectors to the initial or final approach fix. Check ADF/VOR set to the proper position. VT-JBH - VT-JBX, VT-JFA - VT-JFZ, VT-JTA, VT-JTB For an instrument approach using IAN, select the approach procedure on the ARRIVALS page. Select the G/S prompt OFF if flying an ILS approach where the G/S transmitter is inoperative or when the G/S data is unreliable. Do not manually build the approach to add waypoints to the selected FMC procedure Note: When using QFE, the use of LNAV/VNAV and IAN are not authorized. VT-JBU - VT-JBX, VT-JFA - VT-JFZ, VT-JLH, VT-JLJ, VT-JTA, VT-JTB For a GLS approach, select the appropriate GLS channel. For an ILS, LOC, BCRS, SDF or LDA approach, select the appropriate localizer frequency. For a BCRS approach, enter the front course in the Mode Control Panel COURSE window. Do not select VOR/LOC. VT-JBH - VT-JBX, VT-JFA - VT-JFZ, VT-JTA, VT-JTB For all other approaches, select a VOR frequency in both VHF control panels. Verify ILS, VOR and ADF are tuned and identified if required for the approach. Confirm the published inbound course is set or displayed. Where available, the approach should be selected on the FMC and monitored on the map display. 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. PAGE 86

91 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 INSTRUMENT APPROACH PREPARATIONS REV JAN 2016 If displaying the arrival procedure is not desired, perform a : DIRECT TO or INTERCEPT LEG TO/INTERCEPT COURSE TO the FAF, OM or appropriate fix to simplify the navigation display. This provides: A display of distance remaining to the FAF, OM or appropriate fix; A depiction of lateral displacement from the final approach course; LNAV capability during the missed approach procedure. Continuous Descent Final Approach (CDFA) procedure shall be used for all non-precision approaches. The use of Vertical Situation Display is recommended for all approaches. When executing a visual approach, the use of navigation aids (ILS,VOR), MAP display, VSD and FPV is recommended to enhance situational awareness. If a flaps 15 landing is needed because of performance: GROUND PROXIMITY flap inhibit switch... FLAP INHIBIT PAGE 87

92 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 AUTO THROTTLE REV JAN AUTO THROTTLE Auto throttle should be used in disengaged (ARM) mode for all manual landings. Disconnecting the auto throttle is not recommended. When using auto throttle in speed mode, set the command speed to VREF + 5 knots. If the auto throttle is disengaged, or is planned to be disengaged prior to landing (ARM mode), the recommended method for approach speed correction is to add one half of the tower reported steady headwind component plus the full gust increment above the steady wind to the VREF. When making adjustment for wind additives, the maximum command speed should not exceed the lower of VREF + 20 knots or landing flap placard speed minus 5 knots. The margin to load relief activation may also be increased by using a lower landing flap setting, conditions permitting. Note: Note: In case of a tailwind condition, do not apply wind correction. When tailwinds are reported, the tower observed surface winds shall be used to assess whether the reported winds are within the aircraft limitation. Any reported gust shall also be considered for this assessment. The minimum command speed setting with the auto throttle disengaged (ARM mode) or 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. PAGE 88

93 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING FLAPS REV JAN LANDING FLAPS For normal landing, use flaps 30. When required, use flaps 40 to minimize landing speed and distance. When Landing Distance Available (LDA) is less than 7000 feet, a flaps 40 landing is recommended. Use of flaps 15 is permitted where approach climb performance is a factor. Practice flaps 15 landings shall not be carried out. Considerations should be given to runway, weather, noise abatement and fuel when deciding landing flap settings. PAGE 89

94 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 DELAYED FLAP APPROACH REV JAN DELAYED FLAP APPROACH If the approach is not being conducted in adverse weather conditions, the following procedure should be followed to conserve fuel or to accommodate speed requests by ATC : Intercept the glideslope with gear down and flaps 15 at flaps 15 speed. However, gear down and flaps 15 may be delayed in places where the interception of the glideslope is greater than 7 ILS DME, so as to be stabilized by 1000 feet AFE in landing configuration with the Landing checklist completed. In circumstances where deceleration is less than desired, consider the use of flaps 10 for additional drag. Note: Aircraft weight, wind and glideslope angle affect aircraft deceleration rate. PAGE 90

95 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 STABILIZED APPROACH REV JAN STABILIZED APPROACH Any significant deviation from the planned flight path, airspeed or descent rate should be announced. The decision to execute a go-around is not an indication of poor performance. 360 degree turns during the final approach phase are prohibited when below the MSA. All approaches shall be stabilized by 1000 feet AFE, except for a visual circuit pattern with a minimum of 2 segments (base leg and final leg) where the stabilized gate is 500 feet AFE. Do not attempt to land from an unstable approach. If an approach is not stabilized at the stabilization gate or becomes unstabilized below the stabilization gate, an immediate go-around must be executed. The decision to go-around shall be the responsibility of the Pilot-in command. No attempt shall be made to reverse a go-around decision once it is initiated. PAGE 91

96 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 AUTOBRAKE SELECTION REV JAN AUTOBRAKE SELECTION Figures given in the following table are recommended values based on normal airplane, runway and environmental conditions and are advisory only. It is recommended that the autobrake system be used whenever field limited, using higher than normal approach speeds, landing on slippery runways or landing in a significant crosswind. Change to manual braking if the deceleration is not appropriate for the desired stopping distance. Autobrake selection #1 may be used where automatic braking over manual braking is desired and the operating conditions are not limiting. If autobrake is used, minimum reverser position will be the #2 thrust detent. Autobrake Selection Runway Condition Landing Distance Available 3 Dry, Wet or Slippery Less than 7000 feet 2 Wet or Slippery More than 7000 feet PAGE 92

97 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING PROCEDURE - GLS REV JAN LANDING PROCEDURE - GLS VT-JBU - VT-JBX, VT-JFA - VT-JFZ, VT-JLH, VT-JLJ, VT-JTA, VT-JTB Pilot Flying Pilot Monitoring Initially If on radar vectors HDG SEL Pitch mode (as needed) If enroute to a fix LNAV or other roll mode VNAV or other pitch mode Verify that the cabin is secure. Call FLAPS according to the flap extension schedule. Set the flap lever as directed. Monitor flaps and slats extension. When on localizer intercept heading: verify that the GLS is tuned and identified verify that the LOC and G/S pointers are shown Arm the APP mode. If a dual channel approach is desired, engage the second autopilot. Note: When using LNAV to intercept the final approach course, LNAV might parallel the localizer without capturing it. Use LNAV or HDG SEL to intercept the final approach course as needed. Verify that the localizer is captured. Set Final approach course heading. Verify final approach course heading. Call GLIDESLOPE ALIVE. At glideslope alive, call: GEARDOWN 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 Lights as required for landing.* PAGE 93

98 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING PROCEDURE - GLS REV JAN 2016 Set the speed brake lever to ARM. Verify that the SPEED BRAKE ARMED light is illuminated. At glideslope capture, call FLAPS as needed for landing. Set the missed approach altitude on the MCP. Call LANDING CHECKLIST. At the final approach fix (LOM, MKR, DME), verify the crossing altitude. Monitor the approach. VT-JLH, VT-JLJ If an autoland is planned, verify the AFDS status at 500 feet AGL. VT-JBU - VT-JBX, VT-JFA - VT-JFZ, VT-JTA, VT-JTB If an autoland is planned, verify the autoland status at 500 feet AGL For a single channel approach, disengage the autopilot and the auto throttle no later than the minimum use height for single autopilot operation. For a dual channel approach, disengage the autopilot after touchdown. Set the flap lever as directed. Do the LANDING checklist. *During day operations, Fixed Landing lights and Runway Turnoff Lights should be used. Use the Retractable Landing lights for Night / Low Visibility operations as needed. Taxi light should not be used for landing roll. PAGE 94

99 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE LANDING PROCEDURE - INSTRUMENT APPROACH USING IAN CHAPTER 1 REV JAN LANDING PROCEDURE - INSTRUMENT APPROACH USING IAN VT-JBH - VT-JBX, VT-JFA - VT-JFZ, VT-JTA, VT-JTB This procedure is not authorized using QFE. Pilot Flying Pilot Monitoring Initially If on radar vectors HDG SEL Pitch mode (as needed) If enroute to a fix LNAV or other roll mode VNAV or other pitch mode Verify that the cabin is secure. 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. Arm the APP mode. WARNING: When using LNAV to intercept the localizer, LNAV might parallel the localizer without capturing it. The airplane can then descend on the glide path with the localizer not captured. Use LNAV or HDG SEL to intercept the final approach course as needed. Verify that the localizer/final approach course is captured. Set Final approach course heading. Approximately 2 NM before the final approach fix, call APPROACHING GLIDE PATH. PAGE 95

100 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE LANDING PROCEDURE - INSTRUMENT APPROACH USING IAN CHAPTER 1 REV JAN 2016 Pilot Flying Pilot Monitoring Approximately 2 NM before the final approach fix, call: GEAR DOWN FLAPS 15 Set the speed brake lever to ARM. Verify that the SPEED BRAKE ARMED light is illuminated. At glide path capture, call FLAPS as needed for landing. Set the missed approach altitude on the MCP. 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 Lights as required for landing.* Set the flap lever as directed. Call LANDING CHECKLIST. Do the LANDING checklist. At the final approach fix (LOM, MKR, DME), verify the crossing altitude. Monitor the approach. If suitable visual reference is established at MDA(H),DA(H), or the missed approach point, disengage the autopilot in accordance with regulatory requirements, and disengage the autothrottle at the same time. Maintain the glide path to landing. *During day operations, Fixed Landing lights and Runway Turnoff Lights should be used. Use the Retractable Landing lights for Night / Low Visibility operations as needed. Taxi light should not be used for landing roll. PAGE 96

101 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING PROCEDURE (PRECISION APPROACH) REV JAN LANDING PROCEDURE (PRECISION APPROACH) Landing Procedure (Precision Approach): CAT I LANDING PROCEDURE (PRECISION APPROACH): CAT I CONDITION/ LOCATION CAPTAIN (PF) Call FLAPS according to the flap extension schedule. FIRST OFFICER (PM) Verify that the cabin is secure. Set the flap lever as directed. Monitor flaps and slats extension. When on localizer intercept heading When clearance for the approach is received: Verify that the ILS is tuned and identified Verify that the LOC and G/S pointers are shown Arm the APP mode. Engage the other autopilot as needed First positive inward motion of the localizer pointer CHECK Use HDG SEL to intercept the final approach course as needed. Localizer Alive. Verify that the localizer is captured. Set Final Approach Course heading on the MCP. First positive motion of the glideslope pointer. CHECK Call: GEAR DOWN FLAPS 15 Set the speed brake lever to ARM. Verify that the SPEED BRAKE ARMED light is illuminated. Glideslope Alive. Set the landing gear lever to DN. Verify that the green landing gear indicator lights are illuminated. Set the flap lever to 15. (Verify flap position indicator shows 15) Set the ENGINE START switches to CONT. Set Lights as required for landing*. PAGE 97

102 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING PROCEDURE (PRECISION APPROACH) REV JAN 2016 LANDING PROCEDURE (PRECISION APPROACH): CAT I CONDITION/ LOCATION CAPTAIN (PF) FIRST OFFICER (PM) At glideslope capture Call FLAPS as needed for landing. Set the missed approach altitude on the MCP. Set the flap lever as directed. (Verify flap position indicator shows landing flaps.) At the final approach fix or OM** 1000 feet AFE 500 feet AFE 100 feet to DA Individual sequence flasher lights visible. (As applicable) At DA Call LANDING CHECKLIST. CHECK Monitor the approach. CHECK CHECK Verify the AFDS / autoland status. Guard controls. Single Channel ILS Disengage the autopilot and autothrottle above 50 feet AGL for landing. CHECK Call CONTINUE GO AROUND Do the LANDING checklist. Outer Marker/Fix Feet 1000 feet, Stabilized / Unstabilized 500 feet Verify no steady A/P WARNING light Monitor and call deviations. Approaching Minimums STROBE LIGHTS Minimums Call visual cues APPROACH LIGHTS / RED BARS / THRESHOLD / RUNWAY TOUCH DOWN ZONE/VISUAL as applicable. OR Suitable visual reference not established: Call NO CONTACT *During day operations, Fixed Landing lights and Runway Turnoff Lights should be used. Use the Retractable Landing lights for Night / Low Visibility operations as needed. Taxi light should not be used for landing roll. ** Or Glideslope crossing height at point specified in published procedure. PAGE 98

103 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING PROCEDURE (PRECISION APPROACH) REV JAN Landing Procedure (Precision Approach): CAT II/ CAT IIIA/ CAT IIIB (Fail Operational Aircraft) LANDING PROCEDURE (PRECISION APPROACH): CAT II/ CAT IIIA/ CAT IIIB (FAIL OPERATIONAL AIRCRAFT) CONDITION/ LOCATION CAPTAIN FIRST OFFICER Verify that the cabin is secure. When on localizer intercept heading When clearance for the approach is received: First positive inward motion of the localizer pointer Call FLAPS according to the flap extension schedule. Verify that the ILS is tuned and identified Verify that the LOC and G/S pointers are shown Arm the APP mode. Engage the other autopilot. CHECK Use HDG SEL to intercept the final approach course as needed. Verify that the localizer is captured. AUTOPILOT Status shows SINGLE CH. Set the final approach course heading on the MCP. Set the flap lever as directed. Monitor flaps and slats extension. Localizer Alive. First positive motion of the glideslope pointer. CHECK Call: GEAR DOWN FLAPS 15 Set the speed brake lever to ARM. Verify that the SPEED BRAKE ARMED light is illuminated. Glideslope Alive. Set the landing gear lever to DN. Verify that the green landing gear indicator lights are illuminated. Set the flap lever to 15. (Verify flap position indicator shows 15) Set the ENGINE START switches to CONT. Set Lights as required for landing. PAGE 99

104 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING PROCEDURE (PRECISION APPROACH) REV JAN 2016 LANDING PROCEDURE (PRECISION APPROACH): CAT II/ CAT IIIA/ CAT IIIB (FAIL OPERATIONAL AIRCRAFT) CONDITION/ LOCATION CAPTAIN FIRST OFFICER At glideslope capture Call FLAPS as needed for landing. Set the missed approach altitude on the MCP. Set the flap lever as directed (Verify flap position indicator shows landing flaps.) At the final approach fix or OM* Below 1500 feet RA: The second A/P couples with the flight controls. Test of the ILS deviation monitor system is performed and the G/S or LOC display turns amber and flashes. Test of autopilot rudder servo is performed feet AFE 500 feet AFE CAT II/IIIA Approach (LAND 2 or LAND 3 annunciated) Call LANDING CHECKLIST. CHECK Monitor the approach. Check AUTO LAND STATUS: Call LAND 3 / LAND 2 ** FLARE & ROLLOUT armed *** CHECK CHECK (FLARE must be armed by 500 feet AFE.) Guard controls. Do the LANDING checklist Outer Marker/Fix CHECK 1000 feet, Stabilized / Unstabilized Feet 500 feet, FLARE ARMED Check AUTO LAND STATUS: LAND 3 / LAND 2 ** Verify no steady A/P WARNING light Monitor and call deviations. 100 feet to DH Individual sequence flasher lights visible. (As applicable) CHECK STROBE LIGHTS Approaching Minimums PAGE 100

105 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING PROCEDURE (PRECISION APPROACH) REV JAN 2016 LANDING PROCEDURE (PRECISION APPROACH): CAT II/ CAT IIIA/ CAT IIIB (FAIL OPERATIONAL AIRCRAFT) CONDITION/ LOCATION CAPTAIN FIRST OFFICER CAT II/IIIA Approach (LAND 2 or LAND 3 annunciated) At DH Call visual cues APPROACH LIGHTS / RED BARS / THRESHOLD / RUNWAY TOUCHDOWN ZONE as applicable. Minimums CAT IIIB Approach (LAND 3 annunciated and ROLLOUT armed) Call CONTINUE OR Suitable visual reference not established: GO AROUND ALERT HEIGHT (200 feet RA) 50 feet RA CHECK OR GO-AROUND (If Call is NO AUTOLAND ) CHECK If the call is NO FLARE : GO- AROUND (For CAT II approach, if visual, the approach may be continued to a manual landing) ALERT HEIGHT Check AUTOLAND STATUS Annunciator. Call if NO AUTOLAND FLARE OR NO FLARE PAGE 101

106 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING PROCEDURE (PRECISION APPROACH) REV JAN 2016 LANDING PROCEDURE (PRECISION APPROACH): CAT II/ CAT IIIA/ CAT IIIB (FAIL OPERATIONAL AIRCRAFT) CONDITION/ LOCATION CAPTAIN FIRST OFFICER 27 feet RA CHECK RETARD OR NO RETARD Approximately 2 feet RA If the call is NO RETARD, manually retard the thrust levers such that thrust levers are at idle position by touchdown CHECK ROLLOUT OR NO ROLLOUT Landing Roll (If the call is No Rollout, control direction on the runway manually) OR GO-AROUND A/T disconnects 2 seconds after touchdown. CAT IIIB: Disengage A/P after aircraft comes to a safe taxi speed on the runway. CAT II/IIIA: Disengage A/P before turning off the runway. Maintain visual reference. Complete the normal LANDING ROLL PROCEDURE. * Or Glideslope crossing height at point specified in published procedure ** In case of LAND 2, the approach may be continued down to CAT IIIA or CATII minima if the RVR is at or above CAT IIIA or CAT II minima *** The approach may be continued if FLARE is armed and ROLLOUT is not armed, and RVR is at or above CAT IIIA / CAT II minima, as applicable. Decision Height for CAT II/IIIA shall be applicable PAGE 102

107 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING PROCEDURE (PRECISION APPROACH) REV JAN Landing Procedure (Precision Approach): CAT II/ CAT IIIA/ (Fail Passive Airplanes LANDING PROCEDURE (PRECISION APPROACH): CAT II/ CAT IIIA/ (FAIL PASSIVE AIRPLANES) CONDITION/ LOCATION CAPTAIN (PF) FIRST OFFICER (PM) Verify that the cabin is secure. Call FLAPS according to the flap extension schedule. Set the flap lever as directed. Monitor flaps and slats extension. When on localizer intercept heading When clearance for the approach is received: Verify that the ILS is tuned and identified Verify that the LOC and G/S pointers are shown Arm the APP mode. Engage the other autopilot. First positive inward motion of the localizer pointer CHECK Use HDG SEL to intercept the final approach course as needed. Localizer Alive. Verify that the localizer is captured. AUTOPILOT Status shows SINGLE CH. First positive motion of the glideslope pointer. Set Final Approach Course heading on the MCP. CHECK Call: GEAR DOWN FLAPS 15 Set the speed brake lever to ARM. Verify that the SPEED BRAKE ARMED light is illuminated. Glideslope Alive. Set the landing gear lever to DN. Verify that the green landing gear indicator lights are illuminated. Set the flap lever to 15. (Verify flap position indicator shows 15) Set the ENGINE START switches to CONT. Set Lights as required for landing. PAGE 103

108 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING PROCEDURE (PRECISION APPROACH) REV JAN 2016 LANDING PROCEDURE (PRECISION APPROACH): CAT II/ CAT IIIA/ CAT IIIB (FAIL OPERATIONAL AIRCRAFT) CONDITION/ LOCATION CAPTAIN FIRST OFFICER At glideslope capture Call FLAPS as needed for landing. Set the missed approach altitude on the MCP. Set the flap lever as directed. (Verify flap position indicator shows landing flaps.) At the final approach fix or OM* Below 1500 feet RA: The second A/P couples with the flight controls. Test of the ILS deviation monitor system is performed and the G/S or LOC display turns amber and flashes. SINGLE CH disappears 1000 feet AFE 500 feet AFE 100 feet to DH Individual sequence flasher lights visible. (As applicable) Call LANDING CHECKLIST. CHECK Check and call AUTOPILOT Status CMD (Annunciates when SINGLE CH disappears) Check and call FLARE armed. (FLARE must be armed by 500 feet AFE.) CHECK CHECK Guard controls. CHECK STROBE LIGHTS Do the LANDING checklist. Outer Marker/Fix CHECK CHECK 1000 feet, Stabilized / Unstabilized Feet 500 feet, FLARE ARMED Verify no steady A/P WARNING light Monitor and call deviations. Approaching Minimums PAGE 104

109 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING PROCEDURE (PRECISION APPROACH) REV JAN 2016 LANDING PROCEDURE (PRECISION APPROACH): CAT II/ CAT IIIA/ CAT IIIB (FAIL OPERATIONAL AIRCRAFT) CONDITION/ LOCATION CAPTAIN FIRST OFFICER At DH Call visual cues APPROACH LIGHTS / RED BARS / THRESHOLD / TOUCH DOWN ZONE as applicable. Call CONTINUE Minimums 50 feet RA Suitable visual reference not established: GO AROUND CHECK FLARE OR NO FLARE If the call is NO FLARE : Call GO AROUND Initiate a Go Around. 27 feet RA (For CAT II approach, if visual, the approach may be continued to a manual landing) CHECK RETARD OR NO RETARD After Touchdown If the call is NO RETARD, manually retard the thrust levers such that thrust levers are at idle position by touchdown. A/T disconnects 2 seconds after touchdown. Disengage A/P and complete the normal LANDING ROLL PROCEDURE maintaining visual reference. * Or Glideslope crossing height at point specified in published procedure. PAGE 105

110 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE LANDING PROCEDURE - INSTRUMENT APPROACH USING VNAV CHAPTER 1 REV JAN LANDING PROCEDURE - INSTRUMENT APPROACH USING VNAV Use the autopilot during the approach to give: autopilot alerts and mode fail indications; more accurate course and glide path tracking; lower RNP limits. VNAV should be used only for approaches that have one of the following features: a published GP angle on the LEGS page for the final approach segment; an RWxx waypoint at the approach end of the runway; a missed approach waypoint before the approach end of the runway, (for example, MXxx). This procedure is not authorized using QFE. PAGE 106

111 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE LANDING PROCEDURE - INSTRUMENT APPROACH USING VNAV CHAPTER 1 REV JAN 2016 Pilot Flying Pilot Monitoring Call FLAPS schedule. according to the flap extension Set the flap lever as directed. Monitor flaps and slats extension. The recommended roll modes for the final approach are: for an RNAV or GPS approach use LNAV for a LOC-BC, SDF, VOR or NDB approach use LNAV for a LOC or LDA approach use VOR/LOC. When on the final approach course intercept heading for LOC, LOC-BC, SDF or LDA approaches: Verify that the localizer is tuned and identified Verify that the LOC pointer is shown. Select LNAV or arm the VOR/LOC mode. WARNING: When using LNAV to intercept the localizer, LNAV might parallel the localizer without capturing it. The airplane can then descend on the VNAV path with the localizer not captured. Use LNAV or HDG SEL to intercept the final approach course as needed. Verify that LNAV is engaged or that VOR/LOC is captured. Set Final Approach Course heading Approximately 2 NM before the final approach fix and after ALT HOLD, VNAV PTH or VNAV ALT is annunciated: verify that the autopilot is engaged set DA(H) or DDA(H) on the MCP** select or verify speed intervention as needed. select or verify VNAV Approximately 2 NM before the final approach fix, call APPROACHING GLIDE PATH. ** Verify the published MDA(H) + 50 feet as the MAP (DDA - Derived Decision Altitude) on the altimeter. PAGE 107

112 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE LANDING PROCEDURE - INSTRUMENT APPROACH USING VNAV CHAPTER 1 REV JAN 2016 Call: GEAR DOWN FLAPS 15. Pilot Flying Set the speed brake lever to ARM. Verify that the SPEED BRAKE ARMED light is illuminated. Beginning the final approach descent, call FLAPS as needed for landing. Call LANDING CHECKLIST. Pilot Monitoring 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 Lights as required for landing.* Set the flap lever as directed. Do the LANDING checklist. When at least 300 feet below the missed approach altitude, set the missed approach altitude on the MCP. At the final approach fix, verify the crossing altitude and crosscheck the altimeters. Monitor the approach. Continue the final approach descent using the vertical deviation scale and pointer as reference. If suitable visual reference is established at DA(H), MDA(H) or the missed approach point, disengage the autopilot in accordance with regulatory requirements, and disengage the autothrottle at the same time. Maintain the glide path to landing. * During day operations, Fixed Landing lights and Runway Turnoff Lights should be used. Use the Retractable Landing lights for Night/Low Visibility operations as needed. Taxi light should not be used for landing roll. Note: Note: Note: With the Autopilot disengaged, the auto throttle may be disengaged (ARM mode) by recycling Flight Director If charted FAF is too close to the runway to permit a stabilized approach, consider configuring for approach and landing earlier than specified in the procedure. Do not continue the approach below DDA unless the airplane is in a position from which a normal approach to the runway of intended landing can be made and suitable visual reference can be maintained. Upon arrival at DDA or anytime thereafter, if the above requirements are not met, immediately execute a missed approach. PAGE 108

113 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE LANDING PROCEDURE - INSTRUMENT APPROACH USING V/S CHAPTER 1 REV JAN LANDING PROCEDURE - INSTRUMENT APPROACH USING V/S Use the autopilot during the approach to give: autopilot alerts and mode fail indications more accurate course and glide path tracking lower RNP limits. This procedure is not authorized using QFE. Call FLAPS schedule. Pilot Flying according to the flap extension The recommended roll modes for the final approach are: for an RNAV or GPS approach use LNAV for a LOC-BC, SDF, VOR or NDB approach use LNAV for a LOC or LDA approach use VOR/LOC. Pilot Monitoring Set the flap lever as directed. Monitor flaps and slats extension. When on the final approach course intercept heading for LOC, LOC-BC, SDF or LDA approaches: Verify that the localizer is tuned and identified Verify that the LOC pointer is shown. Select LNAV or arm the VOR/LOC mode. WARNING When using LNAV to intercept the localizer, LNAV might parallel the localizer without capturing it. The airplane can then descend on the VNAV path with the localizer not captured. Use LNAV or HDG SEL to intercept the final approach course as needed. Verify that LNAV is engaged or that VOR/LOC is captured Set Final Approach Course heading Approximately 2 NM before the final approach fix and after ALT HOLD, VNAV PTH is annunciated: verify that the autopilot is engaged set DDA on the MCP. Verify the published MDA(H) + 50 feet as the MAP (DDA - Derived Decision Altitude) on the altimeter. Approximately 2 NM before the final approach fix, call APPROACHING GLIDE PATH. PAGE 109

114 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE LANDING PROCEDURE - INSTRUMENT APPROACH USING V/S CHAPTER 1 REV JAN 2016 Pilot Flying Pilot Monitoring Set the landing gear lever to DN. Call: GEAR DOWN FLAPS 15 Beginning the final approach descent, call FLAPS as needed for landing. Verify that the green landing gear indicator lights are illuminated. Set the flap lever to 15. Set the engine start switches to CONT. Set Lights as required for landing.* Set the flap lever as directed. Select V/S. Set desired V/S. 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. At the final approach fix, verify the crossing altitude and crosscheck the altimeters. Monitor the approach. If suitable visual reference is established at DDA or the missed approach point, disengage the autopilot. The autothrottle shall be kept in the ARM mode. * During day operations, Fixed Landing lights and Runway Turnoff Lights should be used. Use the Retractable Landing lights for Night/Low Visibility operations as needed. Taxi light should not be used for landing roll. Note: Note: Note: If charted FAF is too close to the runway to permit a stabilized approach, consider configuring for approach and landing earlier than specified in the procedure. Use the vertical deviation scale and pointer as reference if available. Do not continue the approach below DDA unless the airplane is in a position from which a normal approach to the runway of intended landing can be made and suitable : visual reference can be maintained. Upon arrival at DDA or anytime thereafter, if the above requirements are not met, immediately execute a missed approach PAGE 110

115 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 GO AROUND AND MISSED APPROACH PROCEDURE REV JAN GO AROUND AND MISSED APPROACH PROCEDURE Pilot Flying At the same time: push the TO/GA switch call FLAPS 15. Verify: the rotation to go around attitude that the thrust increases. Verify a positive rate of climb on the altimeter and call GEAR UP. If the airspeed is within the amber band, limit bank angle to 15. N7846A - VT-JFZ, VT-JGT - VT-JLJ, VT-JTA, VT- JTB Above 400 feet radio altitude, verify LNAV or select HDG SEL as appropriate. VT-JGA - VT-JGS, VT-JNL, VT-JNN Above 400 feet radio altitude, select appropriate roll mode and verify proper mode annunciation. Verify that the missed approach route is tracked. At acceleration height, call FLAPS according to the flap retraction schedule. After flaps are set to the planned flap setting and at or above the flap maneuvering speed, select LVL CHG. VNAV may be selected if the flaps are up. Verify that climb thrust is set. Pilot Monitoring Position the FLAP lever to 15 and monitor flap retraction 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 POSITIVE RATE. Set the landing gear lever to UP. Verify that the missed approach altitude is set. Observe mode annunciation. Set the FLAP lever as directed. Monitor flaps and slats retraction. Verify that the missed approach altitude is captured. Call AFTER TAKEOFF CHECKLIST. Set the landing gear lever to OFF after landing gear retraction is complete. Set the engine start switches as needed. Do the AFTER TAKEOFF checklist. PAGE 111

116 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 LANDING ROLL PROCEDURE REV JAN LANDING ROLL PROCEDURE N7846A - VT-JBG, VT-JBY, VT-JBZ, VT-JGA - VT-JNN Pilot Flying 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. Monitor the rollout progress. Pilot Monitoring 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. Verify correct autobrake operation. WARNING: After the reverse thrust levers are moved, a full stop landing must be made. If an engine stays in reverse, safe flight is not possible. Without delay, move the reverse thrust levers to the interlocks and hold light pressure until the interlocks release. 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. After the engines are at reverse idle, move the reverse thrust levers full down. Before taxi speed, disarm the autobrake. Use manual braking as needed. Verify that the forward thrust levers are closed. When both REV indications are green, call "REVERSERS NORMAL". If there is no REV indication(s) or the indication(s) stays amber, call "NO REVERSER ENGINE NUMBER 1", or "NO REVERSER ENGINE NUMBER 2", or "NO REVERSERS". Call 60 KNOTS. Note: The reverse thrust levers should be moved from one position to the other with a single motion in not more than 3 seconds. PAGE 112

117 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 AFTER LANDING PROCEDURE REV JAN AFTER LANDING PROCEDURE Start the After Landing Procedure when clear of the active runway. Note: Note: The after landing procedure should be commenced only when both pilots have confirmed the taxi instructions and route. Both pilots will maintain a lookout : approaching the ramp / congested areas. If there is any doubt about clearance available, stop the airplane and ask for wing walker / marshaller assistance. When clear of the active runway, set the Strobe lights OFF, de-select WXR on the EFIS Control Panel and set the transponder mode selector to an active transponder setting, but not a TCAS mode. The remaining procedure will be done as per the scan flow. Pilot Flying Pilot Monitoring The captain moves or verifies that the SPEED BRAKE lever is DOWN. Start the APU, as needed. Note: Delay the APU start until close to the parking bay / stand. Set the PROBE HEAT switches to AUTO / OFF Set the POSTION and LANDING lights as needed. Set or verify the STROBE lights OFF VT-JBB - VT-JGD, VT-JGF - VT-JTB Set the ENGINE START switches to OFF. VT-JGE Set the ENGINE START switches to AUTO. First verify the WXR / TERR switches on the EFIS Control Panel are de-selected and then push the TEST switch to turn off the WX radar on the aft electronic panel. Set the AUTO BRAKE select switch to OFF. Set the flap lever to UP. Verify or set the transponder mode selector to an active transponder setting, but not a TCAS mode. Turning into bay, switch on wheel well light for night operations PAGE 113

118 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 AFTER LANDING PROCEDURE REV JAN 2016 CAUTION: To avoid the possibility of shoulder harness buckles snapping back and pulling or damaging circuit breakers, hold both straps before releasing then allow the straps to retract slowly to the stowed position. After landing, in the interest of fuel conservation, single engine taxi may be accomplished when taxi-in time is in excess of three minutes. Before shutting down one engine, consider: Hydrualics, Electrical, Air Systems and braking system requirements; Avoid allowing the aircraft to come to a complete stop as breakaway thrust is higher from a stop; Higher thrust is required for 180 degree turns. To avoid associated excessive jet blast, turn on the operating engine side. ENGINE 1 or 2... Shutdown Note: In operational environments such as uphill slopes, soft asphalt, congested ramp areas and wet / slippery ramps and taxiways, taxi with both engines operating. Note: Note: The engine out taxi-in is prohibited in case of MEL or any degraded system due to enroute failures that may adversely affect single engine taxi. If taxi-in time is more than 30 minutes with on engine shutdown, inform engineering after completion of taxi-in. PAGE 114

119 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 SHUTDOWN PROCEDURE (TOWING NOT REQUIRED) REV JAN SHUTDOWN PROCEDURE (TOWING NOT REQUIRED) Start the Shutdown Procedure after taxi is complete. Parking brake... Set C Verify that the parking brake warning light is illuminated. Electrical power... Set If APU power is needed: Verify that the APU GENERATOR OFF BUS light is illuminated. APU GENERATOR bus switches ON Verify that the SOURCE OFF lights are extinguished. If external power is needed: Verify that the GRD POWER AVAILABLE light is illuminated. GRD POWER switch ON Verify that the SOURCE OFF lights are extinguished. Engine start levers...cutoff C Operate the engines at or near idle thrust for a minimum of three minutes before shutdown to thermally stabilize the engines and reduce undercowl soak-back temperatures. Taxi thrust can be considered idle thrust for this purpose. If idle reverse thrust or no reverse thrust is used during the landing rollout, the three minute period can begin when thrust is reduced to idle for landing. Routine cooldown times of less than three minutes before engine shutdown can cause engine degradation. Note: The captain will stop the elapsed timer on his clock. PAGE 115

120 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 SHUTDOWN PROCEDURE (TOWING NOT REQUIRED) REV JAN 2016 Make a PA announcement CABIN CREW DISARM ALL DOORS, CROSSCHECK AND REPORT FASTEN BELTS switch... OFF Verify doors are disarmed before positioning fasten seat belts switch to OFF. ANTI COLLISION light switch... OFF Verify N1 is below 5% before positioning the anti collision switch to OFF. FUEL PUMP switches... OFF N7846A - VT-JGG, VT-JGP - VT-JLJ, VT-JTA, VT-JTB (SB Changes VT-JGJ, VT-JGK, VT-JNL, VT-JNN) CAB/UTIL power switch... As needed N7846A - VT-JGG, VT-JGP - VT-JLJ, VT-JTA, VT-JTB (SB Changes VT-JGJ, VT-JGK, VT-JNL, VT-JNN) IFE/PASS SEAT power switch... As needed WINDOW HEAT switches... OFF WING ANTI ICE switch... OFF ENGINE ANTI ICE switches... OFF Hydraulic panel... Set ENGINE HYDRAULIC PUMPS switches - ON ELECTRIC HYDRAULIC PUMPS switches - OFF N7846A, VT-JGX - VT-JGZ RECIRCULATION FAN switch....as needed VT-JBB - VT-JGW, VT-JLH - VT-JTB RECIRCULATION FAN switches... As needed Air conditioning PACK switches... AUTO ISOLATION VALVE switch... OPEN Engine BLEED air switches... ON APU BLEED air switch... ON Exterior lights switches... As needed PAGE 116

121 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 SHUTDOWN PROCEDURE (TOWING NOT REQUIRED) REV JAN 2016 FLIGHT DIRECTOR switches... OFF C, After the wheel chocks are in place: Parking brake Release with chocks in place C Note: Parking Brake may not prevent airplane movement for an extended period with hydraulics not pressurized. Accumulator pressure may deplete. Transponder... STBY APU switch... As needed Note: Note: If extended APU operation is needed on the ground and the airplane busses are powered by AC electrical power, position an AC powered fuel pump ON. This will extend the service life of the APU fuel control unit. If fuel is loaded in the center tank, position the left center tank fuel pump switch ON to prevent a fuel imbalance before takeoff. CAUTION: CAUTION: Center tank fuel pump switches should be positioned ON only if the fuel quantity in the center tank exceeds 453 kgs. Do not operate the center tank fuel pumps with the flight deck unattended. Call SHUTDOWN CHECKLIST. Do the SHUTDOWN checklist. CVR... As needed C C Pull out the CVR CB on airplanes not fitted with VOICE RECORDER switch or call AUTO. Flight Deck Access System switch... OFF Prior to leaving the flight deck, ensure the switch is positioned to OFF. At airports with Flight Dispatch available, contact on radio and notify: Chocks On time. Fuel on board. Defects/Special Information if any. PAGE 117

122 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 SHUTDOWN PROCEDURE (TOWING REQUIRED) REV JAN SHUTDOWN PROCEDURE (TOWING REQUIRED) Follow this procedure in case the aircraft has to be towed into the parking bay after taxi is complete. Start the Shutdown Procedure after taxi is complete. Parking brake... Set C Verify that the parking brake warning light is illuminated. Note: The captain will stop the elapsed timer on his clock Electrical power... Set If APU power is needed: Verify that the APU GENERATOR OFF BUS light is illuminated. APU GENERATOR bus switches ON Verify that the SOURCE OFF lights are extinguished. If external power is needed: Verify that the GRD POWER AVAILABLE light is illuminated. GRD POWER switch ON Verify that the SOURCE OFF lights are extinguished. Engine start levers....cutoff C Operate the engines at or near idle thrust for a minimum of three minutes before shutdown to thermally stabilize the engines and reduce undercowl soak-back temperatures. Taxi thrust can be considered idle thrust for this purpose. If idle reverse thrust or no reverse thrust is used during the landing rollout, the three minute period can begin when thrust is reduced to idle for landing. PAGE 118

123 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 SHUTDOWN PROCEDURE (TOWING REQUIRED) REV JAN 2016 Routine cooldown times of less than three minutes before engine shutdown can cause engine degradation. Note: The captain will stop the elapsed timer on his clock. Establish communications with ground handling personnel C WARNING : If the nose gear steering lockout pin is not installed and hydraulic system A is pressurized, any change to electrical or hydraulic power with the tow bar connected may cause unwanted tow bar movement. Verify that the nose gear steering lockout pin is installed, or, if the nose gear steering lockout pin is not used C System A HYDRAULIC PUMP switches... OFF Verify that the system A pump LOW PRESSURE lights are illuminated. CAUTION: CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or towing. This can damage the nose gear or the tow bar. Do not use airplane brakes to stop the airplane during pushback or towing. This can damage the nose gear or the tow bar. Set or release the parking brake as directed by ground handling personnel. C or When towing is complete: Make a PA announcement CABIN CREW DISARM ALL DOORS, CROSSCHECK AND REPORT FASTEN BELTS switch... OFF Verify doors are disarmed before positioning fasten seat belts switch to OFF. ANTI COLLISION light switch... OFF Verify N1 is below 5% before positioning the anti collision switch to OFF. FUEL PUMP switches... OFF VT-JBB - VT-JGG, VT-JGP - VT-JLJ, VT-JTA, VT-JTB (SB Changes VT-JGJ, VT-JGK, VT-JNL, VT-JNN) CAB/UTIL power switch... As needed VT-JBB - VT-JGG, VT-JGP - VT-JLJ, VT-JTA, VT-JTB (SB Changes VT-JGJ, VT-JGK, VT-JNL, VT-JNN) IFE/PASS SEAT power switch... As needed WINDOW HEAT switches... OFF PAGE 119

124 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 SHUTDOWN PROCEDURE (TOWING REQUIRED) REV JAN 2016 WING ANTI ICE switch... OFF ENGINE ANTI ICE switches... OFF Hydraulic panel... Set ENGINE HYDRAULIC PUMPS switches - ON ELECTRIC HYDRAULIC PUMPS switches OFF VT-JGX - VT-JGZ RECIRCULATION FAN switch... As needed VT-JBB - VT-JGW, VT-JLH - VT-JTB RECIRCULATION FAN switches... As needed Air conditioning PACK switches... AUTO ISOLATION VALVE switch... OPEN Engine BLEED air switches... ON APU BLEED air switch... ON Exterior lights switches... As needed FLIGHT DIRECTOR switches....off C, After the wheel chocks are in place: Parking brake Release with chocks in place C Note: Parking Brake may not prevent airplane movement for an extended period with hydraulics not pressurized. Accumulator pressure may deplete. Transponder... STBY APU switch... As needed Note: Note: CAUTION: CAUTION: If extended APU operation is needed on the ground and the airplane busses are powered by AC electrical power, position an AC powered fuel pump ON. This will extend the service life of the APU fuel control unit. If fuel is loaded in the center tank, position the left center tank fuel pump switch ON to prevent a fuel imbalance before takeoff. Center tank fuel pump switches should be positioned ON only if the fuel quantity in the center tank exceeds 453 kgs. Do not operate the center tank fuel pumps with the flight deck unattended. PAGE 120

125 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 SHUTDOWN PROCEDURE (TOWING REQUIRED) REV JAN 2016 Call SHUTDOWN CHECKLIST. Do the SHUTDOWN checklist. CVR... As needed C C Pull out the CVR CB on airplanes not fitted with VOICE RECORDER switch or call AUTO. Flight Deck Access System switch... OFF Prior to leaving the flight deck, ensure the switch is positioned to OFF. At airports with Flight Dispatch available, contact on radio and notify: Chocks On time. Fuel on board. Defects / Special Information if any. PAGE 121

126 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 SECURE PROCEDURE REV JAN SECURE PROCEDURE Accomplish this procedure when the aircraft has to be completely shut down and there are no engineering personnel to assist. IRS mode selectors... OFF EMERGENCY EXIT LIGHTS switch... OFF Air conditioning PACK switches... OFF Call SECURE CHECKLIST. Do the SECURE checklist. C PAGE 122

127 STANDARD OPERATING PROCEDURE AMPLIFIED PROCEDURE CHAPTER 1 SECURE PROCEDURE REV JAN 2016 INTENTIONALLY LEFT BLANK PAGE 123

128 STANDARD OPERATING PROCEDURE STANDARD CALLOUTS CHAPTER 2 TABLE OF CONTENTS REV JAN 2016 CHAPTER 2 - STANDARD CALLOUTS CHAPTER 2 - STANDARD CALLOUTS CALLOUTS CRITICAL FLIGHT ACTIONS STANDARD CALLOUTS STANDARD CALLOUTS - ILS APPROACH OR GLS APPROACH STANDARD CALLOUTS - NON-ILS OR NON-GLS APPROACH PRECAUTIONARY CALLOUTS STANDARD PHRASEOLOGY AUTOMATIC FLIGHT SYSTEM PHRASEOLOGY COMMUNICATIONS Radio Communications Cockpit / Cabin Communications Cockpit / Cabin Reports and Signals Cockpit to Ground Communication COMPANY CROSSWIND LIMITS FOR TAKEOFF AND LANDING FLIGHT DECK DISCIPLINE PAGE 124

129 STANDARD OPERATING PROCEDURE STANDARD CALLOUTS CHAPTER 2 TABLE OF CONTENTS REV JAN 2016 INTENTIONALLY LEFT BLANK PAGE 125

130 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS CHAPTER 2 CALLOUTS REV JAN CALLOUTS Both crewmembers should be aware of altitude, airplane position and situation. Avoid casual and nonessential conversation during critical phases of flight, particularly during taxi, takeoff, approach and landing. Unnecessary conversation reduces crew efficiency and alertness and is prohibited when below 10,000 feet AFE. The pilot monitoring should accomplish callouts based on instrument indications or observations for the appropriate condition. The pilot flying should verify the condition / location from his instruments and acknowledge. If the pilot monitoring does not make the required callout, the pilot flying should make it. One of the basic fundamentals of the Crew Coordination Concept is that each crewmember must be able to supplement or act as a backup for the other crewmember. Proper adherence to standard callouts is an essential element of a well-managed cockpit. These callouts provide both crewmembers required information about airplane systems and about the participation of the other crewmember. The pilot flying should acknowledge GPWS voice callouts that occur during approach except altitude callouts while below minimums. If the flight crew does not hear the normally expected electronic voice callouts, the pilot monitoring should make the callouts. Any time a crewmember makes an adjustment or change to any information or equipment on the flight deck, he will advise the other crewmember of his intentions or actions and receive an acknowledgement. This includes, but is not limited to such items as FMC modifications, changes in speed, tuning navigational radios, flight plan deviations and selecting such systems as anti-ice etc. Notes: 1. All calls will be acknowledged whenever one pilot has made a monitoring call, the other pilot will respond with CHECK to confirm he has heard and concurs with the call. Proper adherence is required to provide early detection of crewmember incapacitation during critical phases of flight. 2. When a navigation aid is tuned, it should be identified and announced to the other crewmember. 3. Transfer of control should be called / acknowledged : YOU HAVE CONTROLS / I HAVE CONTROLS. (Or in reverse if the PM is taking control away from the PF for any reason.) 4. Similarly, transfer of radio monitoring responsibility should be called / acknowledged by YOUR RADIO / MY RADIO. 5. At any time a pilot requests an ATC clearance, the other pilot should also monitor the frequency. 6. For standard calls to be effective, they should be given at the correct time. Failure to make a call at the appropriate times does not mean that it should be omitted. At busy times, it may be convenient to anticipate a call or delay it to an appropriate quiet period. PAGE 126

131 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS CHAPTER 2 CRITICAL FLIGHT ACTIONS REV JAN CRITICAL FLIGHT ACTIONS All pilots are to crosscheck flight crew critical actions such as: Configuration changes; Heading, altitude, altimeter and airspeed (bug) settings; Transfer of controls; Changes to AFS / FMS and radio navigational aids during approaches and landing; Performance calculation including AFS / FMS entries. PAGE 127

132 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS CHAPTER 2 STANDARD CALLOUTS REV JAN STANDARD CALLOUTS Phase of Flights Condition / Location CALLOUT (PM, unless noted) Climb / Cruise / Descent Through transition altitude / level TRANSITION,ALTIMETERS SET STANDARD / (QNH in inches or hectopascals) PASSING ALT / FL 1000 feet above / below assigned altitude / flight level First positive inward motion of VOR course deviation 1000 TO GO Course Alive PAGE 128

133 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS STANDARD CALLOUTS - ILS APPROACH OR GLS APPROACH CHAPTER 2 REV JAN STANDARD CALLOUTS - ILS APPROACH OR GLS APPROACH Phase of Flights Approach Condition / Location First positive inward motion of the localizer pointer. First positive motion of the glideslope pointer. First positive indication of the radio altimeter. Final approach fix inbound feet above field elevation. At 500 feet above field elevation. (Check Autoland status annunciator, if applicable.) CALLOUT (PM, unless noted) LOCALIZER ALIVE. GLIDE SLOPE ALIVE. RADIO ALTIMETER ALIVE. OUTER MARKER / FIX FEET, QNH "1000 FEET STABILIZED / UNSTABILIZED" ** If UNSTABILIZED, call out the appropriate parameter. Call out significant deviations from programmed airspeed, rate of descent and normal instrument indications. 500 FEET (F / D or single autopilot approach). Autoland status FLARE ARMED. (Autoland callout only). Autoland status "Land 2 or Land 3 or NO AUTOLAND." 100 feet above DA (H). APPROACHING MINIMUMS. Individual sequence flasher lights visible. At AH (fail operational airplanes.) (Check Autoland status annunciator.) STROBE LIGHTS. ALERT HEIGHT. PAGE 129

134 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS STANDARD CALLOUTS - ILS APPROACH OR GLS APPROACH CHAPTER 2 REV JAN 2016 Phase of Flights Condition / Location CALLOUT (PM, unless noted) At DA(H) with individual light bars visible. At DA - suitable visual reference established, i.e., PM calls visual cues. At DA - suitable visual reference not established, i.e., PM does not call any visual cues / NO CONTACT or only strobe lights. At minimums callout - If no response from the PF. Below DA(H) - Suitable visual reference established. MINIMUMS - APPROACH LIGHTS / RED BARS (if installed). or VISUAL / NO CONTACT. Capt CONTINUE. Capt GO-AROUND. I HAVE CONTROLS. (State intentions). THRESHOLD / RUNWAY TOUCH DOWN ZONE. PAGE 130

135 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS STANDARD CALLOUTS - NON-ILS OR NON-GLS APPROACH CHAPTER 2 REV JAN STANDARD CALLOUTS - NON-ILS OR NON-GLS APPROACH Phase of Flights Condition / Location CALLOUT (PM, unless noted) Approach First positive inward motion of VOR or LOC course deviation indication. COURSE / LOCALIZER ALIVE Final approach fix inbound. VOR / NDB / FIX, FEET. QNH. First positive indication of the radio altimeter feet above field elevation. (Except for a Visual Circuit pattern with a minimum of 2 segments) 500 feet above field elevation for a Visual Circuit pattern with a minimum of 2 segments, i.e. base leg and final leg. 100 feet above DDA(H)*. *DDA = (MDA(H) +50 feet) Individual sequence flasher lights visible. At DDA (H) with individual light bars visible. At DDA (H) - suitable visual reference established, i.e., PM calls visual cues. RADIO ALTIMETER ALIVE 1000 FEET STABILIZED. **If UNSTABILIZED, call out the appropriate parameter. Call out significant deviations from programmed airspeed, rate of descent and normal instrument indications. 500 FEET STABILIZED **If UNSTABILIZED, call out the appropriate parameter. Call out significant deviations from programmed airspeed, rate of descent and normal instrument indications. APPROACHING MINIMUMS. STROBE LIGHTS. MINIMUMS - APPROACH LIGHTS / RED BARS (if installed). or VISUAL / NO CONTACT. Capt CONTINUE PAGE 131

136 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS STANDARD CALLOUTS - NON-ILS OR NON-GLS APPROACH CHAPTER 2 REV JAN 2016 Phase of Flights Condition / Location CALLOUT (PM, unless noted) At DDA (H) - suitable visual reference not established, i.e., PM does not call any visual cues / NO CONTACT or only strobe lights. At minimums callout - If no response from PF. Below DDA (H) - Suitable visual reference established. Capt GO-AROUND I HAVE CONTROLS. (State intentions). THRESHOLD / RUNWAY TOUCH DOWN ZONE. * The PM will call VISUAL or NO CONTACT after appropriate assessment of the visual cues (approach / strobe / center line / runway lights or the runway). * The first officer when acting as the Pilot Flying will confirm the PICs CONTINUE call by announcing VISUAL. Note: Note: In case of Check / Training Flights, the PIC s decision is final When windshear conditions are reported or are apparent to the flight crew, wind callouts are recommended to be given at 1000 feet and 500 feet AFE. PAGE 132

137 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS CHAPTER 2 PRECAUTIONARY CALLOUTS REV JAN PRECAUTIONARY CALLOUTS EVENT PM CALLOUT Excessive or insufficient bank angle. BANK ANGLE Excessive or insufficient pitch attitude. Rate of descent more than 1200 fpm on final approach below 1000 feet AFE. A decreasing rate of climb during takeoff or goaround phase. Speed consistently more than 10 knots above / below the selected target speed. Speed 5kts below VAPP or less on final approach. PITCH SINK RATE CLIMB RATE SPEED SPEED Glide slope deviation more than one dot. GLIDE SLOPE Localizer deviation more than one dot. LOCALIZER VOR course deviation more than one dot. COURSE Flight path lateral deviation from runway centerline on final approach below 500 feet AFE. CENTERLINE Note: The pilot flying will acknowledge these callouts and initiate corrective action. PAGE 133

138 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS CHAPTER 2 STANDARD PHRASEOLOGY REV JAN STANDARD PHRASEOLOGY Standardization of crew communications is essential to increase efficiency of crew coordination. Standard phraseology is used to convey information with a minimum number of words that have the meaning to all crewmembers. A partial list of recommended words and phrases follows : THRUST SETTINGS : (If Auto throttle System not available and / or Non-standard procedures required) "SET GO-AROUND THRUST" SETMAXIMUM CONTINUOUS THRUST SET CLIMB THRUST SET CRUISE THRUST FLAP SETTINGS: FLAPS UP FLAPS ONE FLAPS TWO FLAPS FIVE FLAPS TEN FLAPS FIFTEEN FLAPSTWENTY-FIVE FLAPS THIRTY FLAPS FORTY AIRSPEED SETTINGS : SET KNOTS SET FLAPS UP SPEED SET VREF PLUS (additive) SET FLAPS SPEED PAGE 134

139 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS CHAPTER 2 AUTOMATIC FLIGHT SYSTEM PHRASEOLOGY REV JAN AUTOMATIC FLIGHT SYSTEM PHRASEOLOGY EVENT Selecting a mode (Mode Selector switch). Arming a mode. COMMAND HEADING SELECT, LNAV, VNAV, LEVEL CHANGE, VERT SPEED, ALT HOLD or N1 ARM APPROACH ARM VOR-LOC Heading change. HEADING LEFT / RIGHT Vertical speed change. VERT SPEED UP / DOWN Altitude change. SET FL or FEET EVENT MCP course(s) change. Bank angle change. F / D s ON / OFF. Auto throttle ARM mode. COMMAND SET No. 1 / No. 2 COURSE(S) SET BANK ANGLE FLIGHT DIRECTORS ON / OFF ARM AUTO THROTTLE Engaging autopilot. ENGAGE AUTOPILOT A / B Deselecting MCP speed mode. DESELECT SPEED Definitions: The CHECK callout means the pilot confirms / acknowledges an indication or action. The CROSSCHECK callout means the pilot confirms what the other pilot has checked. The SET command means to accomplish the specified action by simply rotating the appropriate selection knob. The ENGAGE command means to PUSH the specified push button to engage guidance. The ARM command means to arm a system or to push the specified push button to arm guidance. The DESELECT command means to PUSH the specified button to deselect a previously selected guidance. PAGE 135

140 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS CHAPTER 2 COMMUNICATIONS REV JAN COMMUNICATIONS Radio Communications Both pilots will maintain a listening watch on the appropriate ATC frequency. Requesting ATC confirmation immediately clears up any confusion on the flight deck. When one pilot leaves a frequency to monitor an alternate frequency, he / she shall notify the other pilot. VHF COM1 shall normally be used for communication with ATC. VHF COM 2 should be used for ATC communications if there is a requirement to contact more than one ATS unit. Otherwise, VHF COM 2 should be tuned to company frequency / MHZ information / broadcast frequencies, or as required. Each VHF COM set allows the setting a standby frequency. When frequency changes are required, the new frequency should be set on the STANDBY side prior to operating the transfer switch, thereby leaving the previous frequency tuned until contact has been established on the new frequency. Where sequential frequencies are known, they may be selected in advance on the STANDBY side. Company communications and non-essential conversation should be avoided during critical phases of flight, particularly during taxi, takeoff, approach, landing and when below 10,000 feet AFE. Avoid prolonged or excessive clarifications from ATC. Clarifications can be taken up with the appropriate ATC unit upon landing after completion of the flight. Personal messages / greetings should be avoided on ATC frequencies. Headsets will be worn at pushback and engine start until the top of climb and from the start of descent throughout approach and landing. During cruise, flight deck speakers may be used. Speaker volume should be kept at the minimum usable level to avoid interference with normal flight deck conversation, but still assure reception of relevant communications. PAGE 136

141 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS CHAPTER 2 COMMUNICATIONS REV JAN Cockpit / Cabin Communications Cabin crew entering the flight deck to talk to the crew will make their presence known and unless an emergency exists, refrain from interrupting any flight deck activity. The crew will indicate that they have completed their tasks and are free to talk by acknowledging their presence. As far as possible and conditions permitting, all checks / reports should be given to the pilot seated in the left seat. During flight, communication with the cabin crew will be on service interphone as per procedure detailed in the appropriate document. All crewmembers answering interphone calls shall identify themselves, for example, Name / Flight Deck. For all public address announcements primarily intended for the passengers, the hand mike should be used with the loudspeakers off. Upon flight origination, or whenever a crew change occurs, the captain shall conduct a verbal briefing with the CCIC. The briefing should cover the following items: Anticipated time from door closure for secure check; Flight times and weather affecting the flight; Any MEL items which may affect the cabin or passenger comfort; Delays, unusual or non-routine operation; Jump seat / observer briefing; Review the sterile cockpit and flight deck access policy; Emergency evacuation commands or any other items appropriate to the flight. PAGE 137

142 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS CHAPTER 2 COMMUNICATIONS REV JAN Cockpit / Cabin Reports and Signals CONDITION / LOCATION COCKPIT CABIN Before boarding Apron On completion of boarding and to the satisfaction of the CCIC, he / she will close the doors. Taxi out CCIC is to ensure that the cabin and galley are secured within seven minutes from the time the last door was closed. ** Climb, 5,000 feet AFE Climb, 10,000 feet AFE Top Of Descent Descent 15,000 feet AFE CCIC is to ensure that the cabin and galley are secured within seven minutes of the Fasten Belt sign being switched on. ** Approach Parking Position Verbal briefing. Advice anticipated time from door closure for secure check After the doors are closed, the first officer will make a PA announcement CABIN CREW ARM DOORS The pilot monitoring will push the ATTEND call button three times.* The pilot monitoring will position the FASTEN BELT switch to AUTO. The captain will advise CCIC regarding the expected time before the Fasten Belt sign is switched on The pilot monitoring will position the FASTEN BELT switch to ON. The captain will complete the arrival briefing with the CCIC. After both Engine Start Levers are moved to Cutoff, the first officer will make a PA announcement CABIN CREW DISARM DOORS. The CCIC will advise on the status of the emergency equipment, any inoperative items and total number of cabin crew on board. The CCIC will enter the cockpit and place the flight deck access power switch to NORM and announce ALL DOORS ARMED AND CROSSCHECKED The CCIC to report on service interphone CABIN - GALLEY SECURED The cabin crew is released to begin preparation for service. Full service can commence. CCIC will report to the cockpit EXTRA TIME REQUIRED / NOT REQUIRED ** CCIC will report to the cockpit, clear trays / glasses - obtain arrival briefing / temperature CCIC will report on service interphone CABIN / GALLEY SECURE. The CCIC will report on service interphone ALL DOORS DISARMED AND CROSSCHECKED. * Subject to weather and captain s concurrence. ** If additional time is needed to secure the cabin and galley, the CCIC will make all efforts to advise the captain of the need for the extra time as soon as it becomes apparent, and latest by door close / 15,000 feet check, as applicable. Also, it should be remembered that this dispensation should be treated as an exception rather than as a rule. The captain will adjust depending on the phase of flight. PAGE 138

143 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS CHAPTER 2 COMMUNICATIONS REV JAN Cockpit to Ground Communication The captain should use standard phraseology in all communication with the ground crew to avoid misunderstandings. These will normally be by flight interphone unless prior arrangements have been made for hand signals to be used. After ATC has given pushback and start clearance, the captain will monitor the interphone. This may involve reducing the volume of the VHF audio. The first officer will advise the captain of any ATC instructions. CONDITION / LOCATION COCKPIT GROUND Ready for pushback Pushback / Pull instructions CONFIRM ALL GROUND CHECKS COMPLETE PUSHBACK TO FACE. PULL / PUSH ABEAM ALL GROUND CHECKS COMPLETED PINS ON BOARD PUSHBACK TO FACE PULL / PUSH ABEAM Prior to pushback Once pushback is completed* When ready to start engines After both engines are started and ready to disconnect On arrival into the bay PARKING BRAKE RELEASED DEPARTURE TIME PARKING BRAKE SET CLEARED TO START ENGINE No. GROUND DISCONNECT PARKING BRAKES RELEASED AIRCRAFT SERVICEABLE / DEFECT RELEASE PARKING BRAKE DEPARTURE TIME PUSHBACK COMPLETED,SET PARKING BRAKE CLEARED TO START ENGINE No. DISCONNECTING (hand signals on left / right) CHOCKS ON CONFIRM AIRCRAFT SERVICEABLE * Engines may be started during pushback subject to ATC and ground crew clearances. PAGE 139

144 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS COMPANY CROSSWIND LIMITS FOR TAKEOFF AND LANDING CHAPTER 2 REV JAN COMPANY CROSSWIND LIMITS FOR TAKEOFF AND LANDING Runway Condition Take off Crosswind - Knots Landing Dry *** / 33 **** Wet *** Standing water / slush Snow - No melting ** 21 25*** Ice - No melting ** 5 10 Slippery runway Braking coefficient <0.1 MU 5 5 *Winds measured at meter tower height and apply for runway 45m or greater in width. ** Takeoff / landing on untreated ice or snow should only be attempted when no melting is present. *** Sideslip only (zero crab) landings are not recommended with crosswinds in excess of 13 knots at flaps 15, 16 knots at flaps 30 or 18 knots at flaps 40. This recommendation ensures adequate ground clearance and is based on maintaining an adequate control margin. **** Airplanes without blended winglets company limit 35 knots. Airplanes with blended winglets company limits 33 knots Note: Note: Note: Reduce crosswind guidelines by 5 knots on wet and contaminated runways whenever asymmetrical reverse thrust is used. With the yaw damper inoperative, do not exceed flaps 30 if crosswinds exceed 30 knots. When the reported wind and gust factor is more than the tailwind and crosswind limit, the approach shall not be commenced. PAGE 140

145 STANDARD OPERATING PROCEDURE - STANDARD CALLOUTS CHAPTER 2 FLIGHT DECK DISCIPLINE REV JAN FLIGHT DECK DISCIPLINE In the flight deck, non-essential conversation shall be avoided during critical phases of flight such as taxi and flight below 10,000 feet AFE, and when operating in terminal areas with high density air traffic. Access to the flight deck is strictly restricted to authorized personnel only. The flight deck door is to remain locked at all times when the airplane is in flight. Communication with the cabin crew will be on the service interphone. Whenever one operating pilot is away from the flight deck, and in the absence of an authorized person on the flight deck jump seat, a cabin crew member is required to be inside the flight deck. The cabin crew member shall not occupy the pilot seat. The cockpit door shall be kept closed and locked. Write down all ATC clearances and brief the pilot upon return. Flight deck windows are not to be covered in flight with any material other than approved shades provided on the airplane. Do not keep books and manuals or other such articles on the glare shield. All loose articles such as bags, books and manuals should be secured during takeoff and landing. Food trays and glasses shall be cleared before takeoff and landing. Extreme care should be taken to prevent spillage of liquids on the flight deck. Shoulder harnesses will be worn by all crew during takeoff, landing and in flight below 10,000 feet AFE. After completion of the flight and on leaving the aircraft, each pilot should stow the charts in the relevant sequence and tidy the cockpit. Re-install the airplane headset if a personal headset has been used. The observer microphone jack shall be unplugged, and all Transmitter Selectors shall be on FLT. The first officer will complete and retain the required paperwork. It is the responsibility of the Pilot in Command to ensure that on completion of the flight, that the technical documents are duly filled out and signed. PAGE 141

146 STANDARD OPERATING PROCEDURE ACARS INITIALIZATION GUIDE CHAPTER 3 TABLE OF CONTENTS REV JAN 2016 CHAPTER 3 ACARS INITIALIZATION GUIDE 3.1 ACARS-INITIALISATION ATS DEPART CLX OUT-OFF-ON-IN (OOOI) FLIGHT PHASE STATES OUT-OFF-ON-IN (OOOI) FLIGHT PHASE STATES PAGE 142

147 STANDARD OPERATING PROCEDURE ACARS INITIALIZATION GUIDE CHAPTER 3 TABLE OF CONTENTS REV JAN 2016 INTENTIONALLY LEFT BLANK PAGE 143

148 STANDARD OPERATING PROCEDURE CHAPTER 3 ACARS INITIALIZATION GUIDE REV JAN 2016 Dear Colleagues, We are glad to share with you that ACARS (Aircraft Communication Addressing and Reporting System) on B737 has been activated. Presently around 40 B737 s have been fitted with ACARS and all our future induction airplanes would also be ACARS equipped. It is highly recommended to refer FCOM -- Systems description Navlink ACARS and ACARS Pilot guide book for additional information. The following guidelines for ACARS usage are developed for flight crew. Complete CDU Preflight Procedure Select VHF 3 to DATA model Initialise ACARS as follows: Select MENU on CDU PAGE 144

149 STANDARD OPERATING PROCEDURE CHAPTER 3 ACARS INITIALIZATION GUIDE REV JAN ACARS-INITIALISATION OR PAGE 145

150 STANDARD OPERATING PROCEDURE CHAPTER 3 ACARS INITIALIZATION GUIDE REV JAN 2016 Three letter code JAI PAGE 146

151 STANDARD OPERATING PROCEDURE CHAPTER 3 ACARS INITIALIZATION GUIDE REV JAN ATS Select ATS for: ATIS Departure clearance 3.3 DEPART CLX Note: Reference Airport Briefing - Datalink Departure Clearance (DCL) To obtain en-route clearance via DCL, pilots shall request clearance not earlier than 20 MIN prior to the estimated off-block time (EOBT) or 35 MIN prior to calculated take-- off time (CTOT). If rejected, pilots shall revert to voice procedures. Pilots shall acknowledge en-route clearance within 5 minutes. Three letter code JAI PAGE 147