SIMULATOR EMERGENCIES

LOW VISIBILITY PROCEDURES Low Visibility Take-off (LVTO):- A take-off where the Runway visual Range (RVR) is less than 400M is considered as LVTO (ANO 91-0019) Low visibility T/O below Ldg Minima may require a Take Off alternate. Consideration be given to Eng Failure or other NNC that could affect Ldg Minima Various considerations may include o Aircrew experience o Dimensions and characteristics of the runways o Adequacy and performance of the available visual and non-visual ground aids o The equipment available on the aircraft for navigation and/or control of the flight path o Obstacles in the approach, missed approach and climb-out o The OCA(H) for the instrument approach procedure CAT 1. A precision instrument approach and landing with a decision height not lower than 60M (200 ft) and with either a visibility not less than 800M, or a runway visual range not less than 550 M. ANO 024 a) Take-off Alternate. An alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure. b) En-Route Alternate. An alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en route. c) Destination Alternate. An alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing. Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for that flight AERODROME OPERATING MINIMA A. Take-off Minima The commander shall not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a suitable take-off alternate aerodrome is available. (a) Within one hour for two engines aeroplanes (b) Within two hours for four engine aeroplanes (c) Within the maximum approved diversion time for aircraft qualified for ETOPS, but not more than two hours. (iii) When the reported meteorological visibility is below that required for take-off and RVR is not reported, a take-off may only be commenced if the commander can determine that the RVR/visibility along the take-off runway is equal to or better than the required minimum, (iv) When no reported meteorological visibility or RVR is available, a

take-off may only be commenced if the commander can determine that the RVR/visibility along the take-off runway is equal to or better than the required minimum. (2) Visual Reference: The take-off minima must be selected to ensure sufficient guidance to control the aeroplane in the event of both a discontinued take-off in adverse circumstances and a continued take-off after failure of the critical power unit, (3) Required RVR/Visibility (i) For multi-engined aeroplanes, whose performance is such that, in the event of a critical power unit failure at any point during takeoff, the aeroplane can either stop or continue the take-off to a height of 1500 ft above the aerodrome while clearing obstacles by the required margins, the take-off minima established by an operator must be expressed as RVR/Visibility values not lower than those given in Visual Reference: A pilot may not continue an approach below the Category 1 decision height, unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: (i) Elements of the approach light system; (ii) The threshold; (iii) The threshold markings; (iv) The threshold lights; (v) The threshold identification lights; (vi) The visual glide slope indicator; (vii) The touchdown zone or touchdown zone markings; (viii) The touchdown zone lights; or (ix) Runway edge lights; Runway Visual Range (RVR). The range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line. Take Off Alternate For aeroplanes with two engines, one hour of flight time at a one-engine-inoperative cruising speed, determined from the aircraft operating manual, calculated in ISA and still-air conditions using the actual take-off mass; Landing Alternate For a flight to be conducted in accordance with the instrument flight rules, at least one destination alternate aerodrome shall be selected and specified in the operational and ATS flight plans, Approach & Ldg can be made under VMC The airfield has at least one R/W available for Instrument landing Two destination alternate aerodromes shall be selected and specified in the operational and ATS flight plans when, for the destination aerodrome: a) meteorological conditions at the estimated time of use will be below the operators established aerodrome operating minima for that operation; or b) meteorological information is not available Minimum Fuel The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may result in landing with less than planned final reserve fuel. Note 1: The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing and any change to the existing clearance may result in landing with less than planned final reserve fuel. This is not an emergency situation but an indication that

an emergency situation is possible should any additional delay occur.To be announced meaning landing with less then planned Low on Fuel The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel. Conversion of Visb to RVR Hi Approach & R/W lights Any type other the above No Lighting Day 1.5 1.0 1.0 Night 2.0 1.5 -

Visib & MDH for Circling Cat C MDH 600 Ft Min Met Visib 2400 Ft

ENGINE, APU, WHEEL WELL & CARGO FIRE FIRE PROTECTION Fire Detection & Extinguishing systems for :o Engines o APU o Lavatories o Cargo Comp The Eng also has Overheat detection system Main Wheel well has only Fire Detection Sys Eng OHeat & Fire & APU detection powered by Bat Bus Eng & APU Fire Extinguishing Powered by Hot Bat Bus Each Eng 2 Fire/OHeat loops Each loop provides both OHeat & Fire Detection At a predetermined Temp OHeat & higher Temp Fire Normal Ops both detectors to detect Fire/OHeat and provide alert Eng OHeat & Fire Light stays illuminated till Temp drops An OHT Det S/W for each Eng labeled A & B & Normal permits selection of either/both. If One Loop fails other can be selected If both loops fail FAULT Light illuminates If OVHT Det is on single loop selection non-selected loop not monitored. If selected Loop fails again FAULT Light. ENG OVHT Test o OVHT Detectors Normal o S/W hold on FAULT/INOP o Both Master Caution Lights ON (2) o OVHT/Det System Light On (1) o Fault Light On (1) o APU Det INOP light On (1) (Do not run APU if light does not illuminate)

Eng Fire Protection Panel Check o Fire Wx Bell o Both Master Wx Lights On (2) o Fire Wx Lights On (2) o Overheat Lights On (2) o Master Fire Wx Push (Master Fire Wx lights & Warning Bell off/Cancel) o Verify Eng No 1, APU & Eng No 2 Fire Switches stay illuminated (3) o Eng 1 & 2 OVHT lights stay illuminated (2) o Wheel Well light stay Illuminated (1) Illumination of Eng Fire S/W or OVHT light unlocks the Eng Fire S/W. The Switches can also be manually unlocked. Pulling the fire S/W up o Closes Eng Fuel Shut Off valve o Closes Bleed Air Valve loss of Wg Anti Ice & closure of Bleed air Pack o Trips the Gen Control Relay & CB o Closes Hyd Fluid Shut Off valve o Disables Thrust Reversers o Allows Eng Fire S/W to be rotated o Arms one discharge Squib on each Eng Fire Ext bottle Rotating the Fire S/W electrically fires the Squib discharging agent into Eng. Rotating other side discharges remaining bottle. L & R bottle Discharge lights illuminate few sec later Single loop fire detection system installed In case of any problem in the loop circuit APU Det INOP light illuminates APU Fire Indications are :o Fire Wx bell o Both Master Caution lights o APU Fire S/W illuminates o APU automatically shuts down o APU horn in the wheel well sounds & APU Fire Wx light flashes. Single fire detector loop in Main Wheel well Powered by No 1 AC Transfer bus Indication of wheel well fire o Fire Bell o Both Master Fire Wx Lights On o Wheel Well Fire Wx Light Cargo Compartment Fire Protection smoke detection powered by DC bus 1 & 2 Cargo Compartment Fire Ext on Hot Bat bus Fwd & Aft cargo compartment each have smoke detectors in dual loop Indication of cargo fire :o Fire Wx Bell o Master Fire Wx lights o Fwd/Aft cargo Lights Single Fire Ext bottle installed in the Air Cond Mix Bay on Fwd Wing Spar. During a cargo fire test the DETECTOR Fault light will illuminate if one or more loop has failed Ext is armed by pushing the Armed S/W Once armed can be discharged by pushing DISCH S/W Cargo Discharge Wx light illuminates once bottle discharged may take 30 sec.

In case of smoke in Lavatory :o Aural Wx over PA system o Red Alarm indicator light on lavatory smoke detector panel o Pressing the s/w silences horn but if smoke exist sounds again o Fire extinguisher located beneath sink and operates automatically o Flt deck no indication of extinguisher discharge PILOT INCAPACITATION

Failure of any crew member to respond to a second request or a checklist response If confirmed following actions o Take over the controls and engage A/P o Declare an Emerg o Use Cabin Crew to restrain the pilot & slide seat fully back and shoulder harness locked o Flt deck duties organized to prepare for landing o Use help of other aircrew if on board QRH USE & PHILOSOPHY

Check list used by Flt Crew to manage Non Normal situations Most checklist corresponds to light, alert or other indications. In most cases Master Caution Light & System annunciator light illuminates Check list with lights, alerts or other indications (Ditching) are called unannunciated check list. All checklist have system statement. Condition which caused light or horn Check list have memory & reference items Last memory item followed by dashed line Memory items are critical steps that must be done before reading chk list Chk List that need quick response are listed in Quick Action Index Quick action Index Chk List are listed first followed by Chk List Titles of Quick action in BOLD Chk List titles in upper case i.e. AUTO BRAKE DISARM are annunciated with light alert Chk List in Upper & Lower Case not annunciated During start up and before T/O if a non normal situation arises we do QRH followed by consult DDG or MEL If Master Caution & System Annunciator lights illuminate all related Amber lights are reviewed Aural alerts are silenced and Master Caution reset by Flt Crew as soon as the cause ofg alert is recognized To remove containments from mask and goggles use EMG OXY 100% Oxy when contamination of Flt Deck Normal position for prolonged use Indicator lights tested to verify suspected fault Reset of tripped fuel pump or fuel control CB is prohibited In flt reset of tripped CB not recommended However a tripped CB may be reset after 2 min cooling if Capt decides On ground call Maint & apprise Only if NNC dictates a CB can be pulled/reset PF calls for Chk list when o Flt Path under control o Airplane not in a critical phase of Flt

o All memory items completed Non Memory items are called Reference Items Land nearest airport in case o Fire or smoke o One AC Power only o One Hyd Sys only o Any other situation Shut down Eng may not always be the safest action & running at Min thrust an option Non Normal Checklist assumes o During Eng Start & Before T/O, the associated NNC (Non Normal Checlist) done o If NNC identified after check list DDG/ MEL to be consulted o System controls in normal configuration for the phase of flt before start of NNC o If the Master caution & System annunciator illuminate all related Amb lights reviewed to assist in recog cause. o Aural Alerts are silenced, and Master Caution Reset after recognizing cause o Emg Oxy used to remove Mask Contamination o 100% used to remove cockpit contamination o Lights are tested to verify fault During NNC verbal confirmation needed for o Eng Thrust Lever o Eng Start Lever o Eng, APU,Cargo Fire S/W o Gen Drive Disconnect S/W o IRS Mode Selector o Flight Control S/W Capt & FO Take actions during Pre/Post Flt as per their area of responsibility After moving control, crewmember taking action also states the check list response RTO EXCECUTION & CONSIDERATION

Bleeds for Pack Off to increase field limit weight by 550 Kg and climb limit by 900 Kg Accelerate Go Distance Dist reqd to accelerate with all engines, experience an eng failure 1 sec prior to V1, continue T/O and reach point 35 Ft above the R/W at V2 spd Accelerate Stop Distance Dist reqd to accelerate with all Engines, experience an event 1 Sec prior to V1, recognize event, initiate stopping maneuver and stop within the confines of R/W. (This dist calculation is based on use of S/B & Max Braking, it does not include use of Thrust Reversers.Operationally use of Reverse Thrust and Autobrake recommended) Minimum Field Length Calculating a V1 Spd that equates accelerate Go & Accelerate stop Dist defines the Min Field Length required for a given weight. This known as balanced field length QRH & FMC provide T/O speeds based on balance V1 T/O Gross weight must not exceed Climb Limit Weight, Field Length Weight, Obstacle Limit Weight, Tire Spd Limit, Brake Energy. If the weight is limited by climb,obstacle, or brake considerations, the limit weight may be increased by using T/O speeds that are different from the normal balanced T/O Spds provided by QRH or FMC Different (Unbalanced) T/O Spds can be determined by using :o Improved Climb to increase Climb or Obstacle limit Weight o Improved V1 policy to increase obstacle limit weight o Minimum V1 policy to increase brake energy limited weight

Clearway or stopway to increase field or obstacle limited weight ENGINE

Normal Engine Start Considerations Do not move Eng start lever to idle early or hot start can occur Keep hand on the engine start lever while monitoring RPM, EGT and fuel flow until stable If fuel is shut of accidentally do not reopen the engine start lever Failure of Eng Start switch to stay in GRD until the starter cutout RPM can cause a hot start. Do not reengage the Eng Start switch until Eng RPM is below 20% N-2

Aborted Engine Start Do the aborted Eng Start check list for one or more of the following abort start conditions If the N-1 or N-2 does not increase or increases very slowly after the EGT increases There is no oil pressure indication by the time that the Eng is stable Idle EGT does not increase by 10 Sec after Eng Start moved to idle EGT nears or exceeds the start limit. ABORTED ENG START Start Valve Open Malfunction On Start Flashing EGT Gauge N-1 & N-2 Taking long to Buildup No Rise in N-1 Equipment Cooling Light or EHSI Amber Msg/ SG Failure Chk List After EADI & EHSI become Monochromatic time available is One Hour. Ldg may be planned Do we have a light / Checklist for Instrument S/W : YES on page 11.5 of QRH (Be Careful not to cutoff the engine do Starter Valve Open NNC in Sec 7.32)

TAXI OUT MALFUNCTIONS APU FIRE T E FLAPS ASSYMETRY or DISAGREE

DEPARTURE BRIEF Capt will decide Flap Setting for T/O Eng Bleed On/Off Normal/Reduced Thrust

Who will be PF for Sector

DEPARTURE BRIEF Prevailing Wx , R/W Condition & expected Wx VHF Comm freq to be used Push back & Eng start Proc Taxi Procedure Use of Ant Ice SID MCP Setting & VOR Frequencies Accl Alt Noise Abetment (If Applicable) Transition Alt MSA

Comm Failure (If Non Standard) Use of Wx Radar Any item pertaining to Flt

TAKEOFF BRIEF If the defined malfunction occurs before 80 Kts or V1, clearly call out the malfunction and I will call Reject or Continue If the call is Reject. I will apply rejected takeoff procedure. In case of any malfunction after V1 takeoff will be continued. You will call out the malfunction. No action other then silencing any aural warnings will be taken uless the aircraft is safely established in the climb and above 400 Ft AGL. At that point carry out actions on my command. In case of engine fire or failure AT OR AFTER V1, set MCP speed 210/220/230 Ft AAL or Acceleration Altitude, whichever is higher. LIST OF ITEMS REQUIRING REJECTED TAKEOFF UPTO 80 KTS System failures : Associated with Master Caution Lights Flt Control Electric Overheat Side Window Open ASI/EADI failure Unusual noise or Vibration Tire Failure Engine Hyd Doors

Abnormal slow Accl T/O Config Wx

LIST OF ITEMS REQUIRING REJECTED T/O UPTO V1 Engine Failure Eng Fire, APU Fire, Cargo Fire Aircraft is unsafe or unable to fly

CABIN ALT WX Whenever the intermittent warning horn sounds in flight at an airplane altitude above 10,000 ft MSL. Immediately Don Oxygen Masks and set Regulators to 100% Establish crew communications

Do the CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION non-normal check list Both Pilots must verify on the Overhead Cabin Altitude Panel that the cabin altitude is stabilized at or below 10,000 ft before removing oxygen masks.

Note While doing Emg Descent always check if one of the Cargo door has opened then Descent has to be planned at 270 Kts with S/B Out & L/G extended as normal descent profile for Vmo & Mmo will cause further damage the airplane. EMG EVACUATION Sole responsibility for the decision to Reject Take off with Capt Capt must announce REJECT Capt First Off Disengage Auto Throttle Call S/B Up or Not Up Thrust Lever Closed Call 60 Kts Max Manual Brakes Call ATC for T/Off Rejected Speed Brakes (If not Up) Thrust Reversers

REJECTED TAKE OFF Note:- After the aircraft stopped review Brake Cooling Schedule (QRH Performance In-Flt Adv Page 11.13 Two Eng with Reverse Thrust Cat A Brakes). Consider the following : Possibility of wheel fuse plugs melting Need to clear R/W Requirement for remote parking Wind direction in case of fire Alerting fire equipment Not setting the parking brakes unless passenger evacuation is necessary Advising ground crew of the hot brakes hazard Advising Passengers of the need to remain seated or evacuate Completion of Non-Normal Checklist. ENGINE FAILURE AFTER V-1 Considerations During initial climb try and maint min of V2 & positive climb After lift off FD will provide proper pitch guidance The FD commands Min of V2 or the existing Spd upto V2+20 Kts Retract L/G positive rate If Eng fails between V2 and V2+20 maint spd at which Eng failed If Eng fail after V2+20 raise pitch to arrest spd at V2+20 untill reaching Accl Alt. Do not be in a rush to trim rudder before reaching 400 Ft Indications of Eng Fire, Impending Eng Breakup or approaching or exceeding Eng Limits, should be dealt with ASAP. Watch out in this case Severe vibrations will be experienced along with N-2 or EGT Gauge going blank or show ------. If this appears take action for Eng Severe Damage or Separation Checklist crossing 400 Ft.

Carry out QRH action after reaching 220/230 Kts (ACCL Spd). Remember PM will guard the Good Eng Thrust Lever while PF Closes it. A/P can be engaged passing 1000 AGL but should be delayed till 220/230 Kts. This allows AFDS to remain in TOGA mode during flap retraction. Select MCT within 5 min (10 Min optional)

PF

PM Engine Failure Positive Rate

Gears Up

Gears Up No Lite 400 Ft

Hdg Select, Bank < Selector 15

Pan Pan Pan Engine Failure on T/O request vectors for ILS R/W ---Acceleration Altitude

Set Speed 210/220/230 V-2 + 15 Flaps -1 Call 190/200/210 Flaps Up Flaps Up No Light Speed 210/220/230 Lvl Change, MCT, Bank < Normal MCT Set Engine Failure & Shut down Check list After T/O Checklist One Engine Inoperative Landing Checklist Engine Failure Above 1000 Ft AGL If approach continued and sufficient thrust not available for Ldg Flaps retract flaps to 15 & adjust thrust on the on the operating engine. Increase Command Spd should be increased by 15 Kts over previous set spd

ENGINE FIRE AFTER V-1 At 4oo Ft AGL PM initiate Distress Call PF call out ENGINE FIRE SEVERE DAMAGE OR SEPERATION RECALL ITEMS & PF/PM will carry out actions as per their areas of responsibility PF shall announce Closing Thrust Lever 1 / 2. PF shall guard live engine start lever. PM Cuts Off affected engine start lever Correct fire Switch to be pulled by PM Select A/P after reaching 220/230 Kts In case of Wheel Well Fire remember not to retract L/G

PF

PM Engine Fire Positive Rate

Gears Up

Gears Up No Light 400 Ft

Hdg Select, Bank < select 15 Deg Identify Fire Warning Engine No -----APU Fire Cargo Fire Wheel Well Fire May Day, May Day, May Day Engine Fire after Take off Request vectors for ILS R/W --(PF executes the recall items Thrust lever to close) (PM Executes Eng Start Lever Cutoff & Eng Fire Handle Pull) Acceleration Altitude Set Speed 210/220/230 kts and brings

Speed 210/220/230 Kts Set V-2 + 15 Flaps 1 190/200/210 Kts Flaps Up Flaps Up No Light Lvl Change, MCT, Bank < Normal MCT Set Engine Fire or Eng Severe Damage Or Separation Checklist After Take Off Check List

One Engine Inoperative Chk List Engine Fire above 1000 Ft AAL Carry out fire drill, select Flaps 15 & increase Spd to VREF+15 Kts. Continue approach if it does not get destabilized. Engine Fire Below 1000 Ft AAL Continue approach and carry out fire drill after aircraft comes to a stop. If go round initiated carry out fire drill as after Take Off. CLIMB CLB 1 approximately 10% Derate of climb thrust CLB 2 Approximately 20% Derate of Climb Thrust Max Rate Climb :Hi Climb angle rates in Min Time Max Angle Climb : Max Climb in Min Dist

ETOPS Extended operations for two engine airplane are those flights which include points at a Flg Dist greater then One Hr (in still air) from an adequate airport, at Eng Out Cruise Spd Engine Out Drift Down / Cruise Disconnect A/T Set Thrust Man to CON On FMC Cruise page set ENG OUT prompt This displays MOD ENG OUT CRZ FMC Calculates Tgt Spd & Max Eng out Alt at this weight Set Max Alt in MCP Alt window & MCP IAS in IAS Window Allow Air Spd to slow to Eng Out Spd 7 then LVL ChangeAirplane level off at above original Max altitude. However the updated Max cruise displayed on ENG OUT CRZ page. After viewing Eng out Data select ERASE to return to Active CRZ page After level off at cruise alt maint MCT till aircraft accelerates to SE long range cruise Spd. Maint this Spd.

STABLIZED APPROACH RECOMMENDATIONS All approaches should be stabilized by 1000 Ft AFE in IMC and 500 Ft in VMC. An approach is considered stable if following criteria met :o Airplane on correct Flt path o Only small changes in Hdg & pitch reqd to maintain correct path o Airplane should be at approach speed. Deviation of + 10 Kts to 5 Kts are acceptable o Airplane in correct landing config. o Sink rate not more then 1000 fpm o Thrust setting is appropriate for airplane config o All briefing and check list been conducted ILS Approaches should be flown within one dot of the glide slope and localizer. During a circling approach wings level on final by 300 Ft. An approach which becomes unstable below 1000 Ft in IMC or 500 Ft in VMC requires an immediate goround. As the airplane crosses threshold it should be stabilized on approach airspeed to within +10 Kts until arresting descent rate at flare. Position to make a normal landing in the touch down zone (First 3000 ft or the first third of R/W which ever less). MISSED APPROACH AND GO-ROUND TWO ENG GO-ROUND PF Go Round Set Go Round Thrust, Flaps 15 Auto Pilot Disengage Positive Rate Gears Up Gears Up No Light 400 Ft Hdg Select/LNAV Hdg Select / LNAV Tune Radios for Missed Approach Hdg Select/LNAV, MCP Spd & N-1 Limit Changes to CLB. Flaps up no light PM

SE GO-ROUND Go Round Set Go Round Thrust Flaps 1 Positive Rate Gears Up 400 Ft Hdg Select, Bank < 15 Deg, Tune Radios Hdg Select/LNAV Acceleration Altitude Set Spt 210/220/230 Kts 190/200/210 Kts Flaps Up Flaps Up No Light Spd 210/220/230 Kts Level Change, MCT, Bank < Normal MCT Set After T/O Check list o PM should monitor and announce following deviations o Pitch Attitude : If in excess of 15 deg (Nose Up) o Bank Angle : If in excess of 15 Deg until 210/220/230 Kts o Spd if not indicating positive acceleration ENGINE OUT VOR APPROACH/ LANDING/ GO-ROUND Trim the aircraft A/P Engaged maintain Spd 230 Kts In case of SE manually operate throttle to maintain 230 Kts (Watchout Spd may increase) Tune VOR & Home on to VOR. Set VOR & Manual Selection Carry out ABBBC (ATIS,Build UP FMC, Brakes, Brief (Set Minimas) & Checklist) Use Hdg Sel & Level Change on MCP Descent Check List If using LNAV Set Hold & Fly in LNAV mode) V/S Mode above 2000 max ROD 2000/min and below 2000 Ft max ROD 1000 Ft For Khi follow VOR Y R/W 25 L/R Procedure 3 Min prior to reaching overhead start reducing Spd to 230 Kts Approach Overhead at 3000 Ft

Holding can be carried out at Flaps 1 Spd (More fuel consumption) If holding not programmed in FMC fly o/B leg for 1 min or 1:30 Sec depending upon Ht EFC (Expected Further Clearence) Rt hand holding O/B 074 & I/B 254 Once established in hold proceed O/B at 3000 Ft for 2 Min and descend from 3000 to 2100 Ft Select Flaps 5 and reduce Spd to 180 Kts descend in V/S mode and set I/B course 254 after 2 Min Level Rt Turn. VORLOC armed looking at HSI needle. Alt Hold Set next Ht 1700 Ft Rolling Out 254 Descend to 1700 Ft in V/S mode aiming to be at 5 Nm at 1700 Ft. Set MDA Ht 500 Ft Reaching 5 Nm Start descend again in V/S mode ROD 700 Ft/min If no visual MAP is at VOR Follow Go Round Procedure ENGINE OUT ILS APPROACH/LANDING /GO-ROUND

Almost same as above ABBBC. If vectored by ATC use LNAV/VNAV Path Descend. If being vectored use Hdg Sel/LVL Change Arrest Speed 230 Kts. ADF Set to 235 OM Set Minimas Ht & Spd Fly LNAV profile to Marvi aiming to be at 4000/180 Kts Approach preparation 40 Nm out Set ILS Freq on PF Side, VOR & Expanded mode on PM side Set inbound course PM VOR on Manual & PF on ILS 15 nm to go to IQA Reduce spd to 180 before intercepting Localizer Take Hdg Sel & VORLOC Armed Call out deviations o Spd + 10 or 5 Kts, Bank < 30 deg, Pitch more 5 Deg, 1/3 dot localizer and , dot glide slope, sink rate more then 1000 fpm o IMC be stable at 1000 Ft and VMC 500 Ft o Capt to Land if X wind 15 Kts, RVR less then 800 Ft, Slippery/wet R/W any abnormality CIRCLE TO LAND

Carry out VOR Approach L/G Down Flaps 15 Speed Set Descend on finals in V/S Mode Level Off at MDA When R/W in sight breakoff L/R by 45 Deg Fly Parallel to R/W about 1.5 Nm to arrive abeam threshold Pm shall punch clock fly for 20/30 Sec Before turning Base Select Ldg Flaps & start decelerating to approach speed Carry out Ldg Chk List Do not descend below MDA until intercepting visual profile After intercepting visual profile reset the F/D Stay within 4.2 Nm (Set 4.0 nm on Fix or take R/W extension 5.0 nm on FMC) Initial Turn 30 Deg during Base Rollout 300 Ft

Crossing Threshold 50 Ft

Circling Approach SE L/G Up, Flaps 10 & Flap 10 Maneuver Spd on till FAF As an option use Flaps 5 and Flaps 5 Maneuver speed as the approach flap setting for circling approach. Before turning Base select L/G down and Flaps 15 and reduce Spd to V Ref 15 + 5. Do not descend below MDA till visual profile ELECTRIC Transfer Bus Off Light Bus Off Light Generator Off Bus Light Low Oil Pressure Light High Oil Temp Light Stand By Power Light Illuminated Amber : Related Transfer Bus is inactive Illuminated Amber : Gen Bus is not powered Illuminated Blue : Related Generator is not supplying the Generator Bus Gen Drive Oil Pressure is Low Generator Drive Oil Temperature is High Illuminated Amber : AC Standby Bus is inactive AIR SYSTEM AUTO FAIL or Unscheduled Pressurization Failure PACK One or more of these occur o The Primary and Standby Pack Controls are failed o A Pack Overheat Auto fail Light may or may not be illuminated Automatic pressurization mode has failed The cabin Altitude is not controllable

PACK TRIP OFF A Pack Over heat occurs

CABIN ALTITUDE WARNING or Rapid Depressurization One or more of these occurs o A cabin altitude exceedance o In flight the intermittent cabin altitude/configuration Wx horn sounds or the cabin altitude light as installed

BLEED TRIP OFF One of these occurs o An Engine Bleed air over heat o An engine Bleed Air Overpressure

DUAL BLEED The APU Bleed valve is open and one of these occurs o Bleed 1 Air Switch is ON o Bleed 2 Air Switch is On and the Isolation Valve is Open CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION Actions Do Oxygen Masks & set Regulators to 100% Establish Crew Communications Pressurization Mode Selector MAN AC Outflow Valve Switch Hold in Close until show fully closed If Cabin Altitude Not Controllable o Passenger Signs ON o If Cabin Altitude Exceeds or is expected to exceed 14,000 Ft o Passenger Oxygen ON GO TO THE EMERGENCY DESCENT CHECKLIST EMERGENCY DESCENT Announce the emergency descent. The PF will advice the cabin crew, on the PA system, of impending rapid descent. The PM will advice the ATC & obtain altimeter setting. Passenger Signs On Without delay descent to lowest safe altitude or 10,000 ft whichever is higher Engine Start Switches (both) CONT Thrust Levers (both) Reduce to Min or as needed by Anti Ice Speed Brake FLT DETENT Set Target Speed to MMo/VMo FO Actions WARNING HORN Cabin Alt Wx I have the controls Silences Horn Both Don Mask Reg 100% Estab Crew Comm Cabin Al Wx Rapid Depression NNC Recall Items Press Mode Sel Man AC Outflow Valve Close Unable to Ctrl Cabin Altitude Exceedance In Flt intermittent Horn

Capt Actions

Emerg Descent NNC Recall Items Cabin Crew Prepare for Rapid Descent Alt Window (Reduce Alt) Hdg Sel (Change by 45 Deg) Level Change Select Spd Mode (VMO/MMO) Thrust Lever Close S/B Flt Detent Set ATC Cleared Alt/Hdg Cabin Alt Wx & Rapid Descend NNC Emg Descent NNC Check list Complete EMG Descent NNC Complete 2000 to Level Off S/B IN Spd 250 Kts 1000 Ft to Level Off BOTH TO CONFIRM CABIN ALT BELOW 10,000 BEFORE REMOVING MASK Call LCC for Cabin Report Chk Fuel for Dest / Alt & Decide Call LCC for Diversion if Decided Inform ATC for Div Call ATC & QNH Pax Oxy ON Pax Sign ON Eng Start CONT

GO ROUND PF PM Minimas NO VISUAL Go Round (Presses TOGA) Set GO ROUND THRUST FLAP 15/1 Go Round Thrust Set Flap 15/1 A/P Disengaged Positive Rate Gears Up

Gears Up No Light 400 Ft Hdg Sel, / LNAV Hdg Select / LNAV Tune Radios for Missed Apch (After AccL Alt Flaps Up on Schedule) (A/P May be engaged when above Min Alt for A/P) (Verify FMA Changes) (Verify Missed Appch Alt Captured) Hdg Sel/LNAV, MCP Spd,N1 Limit Flaps Up No Light Pitch if in excess 15 Deg (nose up) Bank < 15 Deg Spd : No Accl GPWS WARNING Activation of the Pull UP or Terrain Terrain Pull Up Warning PF PM

Disconnect A/P Assure Max Thrust Disconnect A/T Verify all actions completed Apply Max Thrust Roll Wings Level and Pitch 20 Deg Retract S/B (Rotation up to pitch limit indicator Or Stick Shaker) Do Not change Gear/Flap Config till Separation ensured Monitor Radio Alt for sustained or increasing Monitor Vertical Spd/Altitude Terrain separation Call out trend towards terrain contact

Note :- Do not use Flt Dir Commands TRAFFIC AVOIDANCE FOR TA Maneuver based solely on a TA may result in reduced separation and are not recommended o Look for traffic using traffic display as a guide (Both PF & PM)

o o FOR RA

Call Out Conflicting Traffic (Both PF & PM) If Traffic sighted maneuver if needed

Disengage A/P & A/T Smoothly adjust pitch & Thrust to satisfy Fly lateral path unless visual contact with traffic requires other action

FOR RA IN LANDING CONFIG Disengage A/P & A/T Advance Thrust Levers Forward to ensure Max Thrust Call for Flaps 15 Smooth adjust Pitch to satisfy RA Command Follow lateral path unless visual contact requires other action Verify positive ROC Call GEAR UP Attempt to establish visual contact & call out conflicting traffic Change over and inform ATC / Area controller of variation in height & RA

WIND SHEAR INDICATIONS OF WIND SHEAR Unacceptable Flt path deviations are recognized as uncontrolled changes from normal steady flt conditions below 1000 Ft AGL, in excess of the following : Wind Shear Warning Unacceptable Flight Path Deviations Sudden airspeed variations i.e. 15 Kts 500 fpm vertical speed variation 5 Deg Pitch attitude One Dot displacement from glide slope Unusual Thrust displacement for long periods

DURING TAKEOFF ROLL If Wind shear encountered prior to V-1 sufficient R/W may not be available to stop if and RTO is initiated at V-1. At V-R rotate at normal rate towards 15 deg pitch attitude. Once airborne perform Wind Shear Maneuver. If Wind shear encountered near normal rotation speed and air speed suddenly decreases, there may not be sufficient R/W left to accelerate back to normal takeoff speed. If insufficient R/W available to stop initiate a normal rotation at 2000 Ft before end of R/W even if airspeed is low. Higher then normal attitude required to lift off. Ensure Max Thrust.

WIND SHEAR MANEUVER Disconnect A/P

Press TOGA Aggressively apply Max Thrust Disconnect A/T Roll wings level and rotate 15 Deg pitch attitude Follow Flt Dir TOGA Guidance if available Do not change Flaps/Gears unless Wind Shear is no longer a factor Monitor Vertical Speed & Altitude Do not attempt to regain lost speed unless wind shear no longer a factor

Note : Aft control column force increases as Spd decreases. In all cases pitch attitude that results in intermittent stick shaker may be required to obtain terrain separation. Note : Severe wind shear may exceed the performance of AFDS. The PF must be prepared to disconnect A/P & A/T and fly manually UP SET RECOVERY Pitch Up more 25 Deg Nose Down more then 10 Deg Bank < more then 45 Deg Within above para but speed inappropriate

Nose Up Recovery Disconnect A/P / A/T Full Nose Down Trim Nose Down Reduce Thrust Roll (to adjust Bank <) When approaching Horizon Roll Wings Level Check Air Spd & adjust Thrust Estab Pitch attitude

Nose Low Recovery Disconnect A/P & A/T Recover from Stall (If Reqd) Roll shortest Dir to Wings Level if bank < greater 90 deg Recover to Level Flt Nose Up Trim Adjust Thrust & Drag

Note :- Excessive use of Pitch Trim or Rudder may aggravate Upset Recovery or may result in Loss of control or structural damage. Reduced Trust not Permitted R/W Contaminated Capt T/O RVR Less the 800 M

Antiskid Inop T/O in know wind shear conditions PMC Inop Improved Climb Not Permitted R/W Contaminated Antiskid Inop

X Wind 15 Kts or More Slippery / Wet R/W Capt Less then 100 Hrs Idle Parameters N1 22% EGT 475 - 650 N2 60% F/F 326 Kg/Hr

Confirm all doors closed and area clear, starting sequence is ---- interrupt the start in case of any abnormality Starter Duty Cycle 2 Min On 20 Sec Off (First & Second) 2 Min On 3 Min Off

(APU used for Start Off after1 min)

Dont forget to Chk EE Compartment Dore Light during Before Taxi checks