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In case of any malfunction after V1, takeoff will be continued. I will call
out the malfunction. No action other than silencing the aural warning will
be taken unless the aircraft is safely established in the climb and above
400 feet AGL. At that point I will carry out actions on your command.
In case of engine fire or failure at or after V1, set the MCP speed
210/220/230 knots (as per takeoff weight) at 800 feet Above Airfield
Level or acceleration altitude, which ever is higher.
Fire Test
Safety Checks
Escape Rope CHECKED
Fire Extinguisher
Crash Axe STOWED
Service Interphone OFF
Engine Panel SET
Engine reversers lights EXTINGUISHED
PMC Switch ON
INOP & LOW IDLE lights EXTINGUISHED
Passengers O2 GUARD CLOSED
FDR (Flight Data Recorder) GUARD CLOSED
Stall Warning (1&2) Get clearance from Capt CHECK
(4 min AC power ON is reqd before testing the Stall Warning)
P-6 Panel CHECK
Crew O2 Valve OPEN (fully anti-clockwise & then back turn)
Oxygen Bottle CHECK
Visor & goggles IN PLACE
Manual Gears extension HANDLE SECURE
Landing gears pins IN POCKET
(ask Capt to set PARKING BRAKES)
P-18 Panel CHECK
Sit & set PARKING BRAKES
Take ATIS (note on Data Card)
Exterior Inspection
Before leaving cockpit select Logo, Pos, Nav, Strobe and Anti
collision lights ON & after Exterior Inspection put Strobe & Anti
Collision OFF
CC-NIMA-WC
Cockpit door CLOSED
CDU set PF: T/O page & PM: Legs page
N1 bugs set
IAS bugs Set [V1, VR, (command bug is on V2) V2+15 & Flaps up
Maneuvering Speed]
MCP SET (Capt : A/T Arm, Speed selected V2, Heading 254 deg,
Altitude 7000 ft / the given Altitude as per Flt Plan)
All doors Closed (by looking at the OH panel)
Windows locked (Both)
Ask for permission, on Capts Demand
Call: KARCHI SHAHEEN 121, STAND 12, INFORMATION TANGO,
DESTINATION ISLAMABAD, FLIGHT LEVEL 330, ____PERSONS
ONBOARD, REQUEST PUSHBACK & STARTUP
Capt Call to GND: disconnect the Ground power and clear all lines
and cables. Will be putting the Hyd Pumps on
(Engine starter limit is 2 min, wait for 20 sec after 1 st start, 2nd onwards
start is after 3 minutes)
APU Bleed ON
Packs OFF, Duct Pressure____ starting Engine No2
Starter on GND (check drop in Duct Pressure)
Start Valve open..Punch Clock
Monitor Start Sequence
Start Valve OPEN Light ON
25% (Min 20%) N2 Start lever IDLE (Capt Punch Clock)
EGT rise within 10 Sec (rise in Oil Pressure)
MAX Start EGT 725oC
46% N2 Starter CUT OUT
FO Calls: Start Cutout, Valve Closed, Peak EGT (announce)
Note the Max EGT on the Card
Capt to GND: STARTING ENGINE NO 1 CALL N1 ROTATION
(PFE CWRS)
Check Pressurization (PM).
Fuel & time (PM)
Note Engine out data (& ERASE after asking from Capt) (PM)
Step ClimbCheck if Applicable
Update Wind (Legs Page Ext Data) (if change more then 20/20)
Adjust Radar tilt (PM) (-2 / Zero)
Overhead panel Scans (FO)
Flight log book (FO)
Now set the bugs on ASI & MDA & DH (Check on PM side)
INSERT Insert the Descent winds forecast (FL 280,180 & 120)
& Height Minimas
MODIFY FMC
o Insert the Approach (Arrival & R/W in use)
o Modify the route as needed for arrival (FIX Page 40 & 15)
remove any discontinuity in the LEGS Page & check via
STEP
AUTO BRAKE SET
APPROACH BRIEF Conduct the Approach Briefing
o Weather at Destination
o Type of Approach & validity of charts
o STAR
o NAV & COMM frequencies
o Minimum Safe Altitude
o Approach Mimimums
o Missed Approach Point & Procedure
o Taxi routing & Parking
Recall CHECKED
ATC Call: ready for Descend (15 nm from TOD)
Initiate descent in CAPTURE Mode (Des Page)
Before TOD
Pressurization check
Recall check (this is to be checked before reading the CX List)
Descend checklist
Speed bug SET (on Altimeter & EFIS panel)
Auto Brake SET
DH SET
Approach briefing
APPROACH CHECKLIST
Altimeter SET QNH
17 nm short of Approach:
PILOT FLYING PILOT MINOTORING
(a) Call: Check Speed (220) (b) Flaps-1, moving on the Gauge
Flaps-1
(c) Checked (set Spd 200) (d) Flaps 1 green light
(e) Check speed (200) Flaps-5 (f) Flaps-5 moving on the Gauge
(g) Checked (set Spd 180) (h) Flaps 5 green light
When the localizer intercept PM VOR/LOC on expanded
heading, with Flaps-5, ILS tuned mode
and identified, arm the VOR/LOC,
verify annunciation and call:
(i) VOR/LOC Armed (j) Checked
(l) CHECKED (k) First positive inwards
movement of localizer pointer call:
LOCALIZER ALIVE
At VOR/LOC captured, set the
heading to the inbound course
and arm APPROACH Mode, call:
(m) VOR/LOC CAPTURED & HDG
to COURSE & GLIDE SLOPE
ARMED (n) CHECKED
(p) GEARS DOWN, FLAPS 15 (o) First positive inwards
(set spd 160). movement of Glide Slope pointer,
ARM the speed brakes & verify Call:
green light illuminated GLIDE SLOPE ALIVE
POSITION-
Landing gear lever down
Flaps lever to 15 detent
All Landing Lights-ON
R/W turnoff lights-ON
Engine Start Sw-CONT
(q) Call : Cabin crew take your
stations for landing
At G/S interception
(r) Call: GLIDE SLOPE
CAPTURED, MISSED
APPROACH ALTITUDE SET (s) CHECKED
Announce Position flaps lever as desired
(t) Flaps 30/40 as required for (u) Call: Flaps 30/40 green light
landing, Set MCP speed VREF+5
(min)
(v) Call: Landing checklist (w) Accomplish Landing Checklist.
Call: Landing checklist completed
ON landing PM calls:
Speed brake UP
Reversers NORMAL
Auto Brake DISARMED
Speed 60 Kts Capt takes over the controls
ACMT-AH-EMSL-QRH-
Imm take the running engine autopilot
Disconnect Autothrottle
Select CON thrust in FMC
Manually set limit thrust (manually set the N1 bugs by pulling it)
Trim the Rudder (Rotate to the good engine side)
Maintain CONThrust
Accelerate to single engine speed
Long range cruise (LRC) speed(Calculate the air miles from the chart 12.5)
Determine course of action
One Engine INOP Landing NNC (7.20)
Dispatch Requirements
Two Independent Servo Pneumatic Altimeters (Max difference inflight is 200
ft)
One ATC Transponder with altitude reporting function
One Auto-pilot with ALT HOLD function
One Altitude Alerting System with both Audio & Visual warnings
Preparation
Check MEL Status
Check forecast en-route weather for turbulence
Check Main Altimeters within clearance as per Operations Manual Page
(L10.2)
Post Flight
Any malfunction that could prevent flight in RVSM must be recorded for
Maintenance action
Inflight Contingencies
Notify ATC in case of:
o Loss of thrust requiring descent
o Loss of pressurization
o Loss of altimetry system
o Loss of automatic LAT HOLD capacity
o Severe Turbulence
Pilot Incapacitation
If a pilot is confirmed to be incapacitated, the other pilot should take over the
controls and check the position of essential controls and switches.
After ensuring the airplane is under control, engage the autopilot to reduce
workload
Use the cabin crew (if available). When practical, try to restrain the
incapacitated pilot and slide the seat to the full-aft position. The
shoulder harness lock may be used to restrain the incapacitated pilot
Consider using help from other pilots or crewmembers aboard the airplane.
BR Mist
DS Dust Strom
DU Wide spread dust
FG Fog
FU Smoke
HZ Haze
RA Rain
SH Shower
SS Sand Strom
TS Thunder Strom
Y RVSM
S Transponder Mode
Theemergencyexitlightsmayalsobeilluminatedbyaswitchontheaftattendants
panel.
Throttlehold=84ktstill400ftAGLor(Aftertakeoff)18secapproxThrottleARM
1 Ball Flag Jeppesen
page 21 (Preface)
RNP(ReqdNavPerformance)
Enroute2nm
Terminal1nm
Approach11/2nm
SAT=StaticAirTemperature
TAT=TotalAirTemperature
EFCTime=ExpectedFurtherClearanceTime(onHOLDPage)
AftFlightAttendantPanelhasEmergencylightsSwitch(redcolor)[having2positions
On(willswitchonallEmglights)&Normal(EmglightsOFFuntilactivatedbyFlightDeck
Switch)]
LRBL=LeastRiskBombLocation(itsR2Doorfor734)
PEEPLS=PaxEmergencyExitPathLightingSystem
AnamberAUTOFAILlightilluminatesifanyoneoftheseconditionsoccurs:
LossofAUTOACpower
Excessiverateofcabinpressurechange(plusminus1890sealevelfeet/minute)
Highcabinaltitude(13,875feet).
ReducedthrustTakeoffisnotpermittedwhen:
R.Wiscontaminatedwithwaterice,SlushorSnow
AntiSkidisinoperative
PMCinoperative
TakeoffinknownWindShear
CaptainistoTakeOff,when:
RVR/visibilitylessthen800m
Crosswindmorethen15kts
Slipperyorwetrunway
Captainhadlessthen100opshoursonthetype
ImprovedClimbTakeOffisnotpermittedwhen:
R/Wiscontaminatedwithwater,ice,slushorsnow
Antiskidinoperative
Hung Starts may be caused by :
(a) Starter air pressure (Bleed air) too low to accelerate engine to self-
sustaining speed
(b) Premature starter deactivation
(c) FOD to compressor
(d) Faulty pressurizing valves not opening at scheduled fuel pressure setting.
Fuel flow
(e) Incorrect scheduling of HP compressor IGV and variable stators.
(f) Turbine section damage.
3 Warning Flags
1. GYRO Loss of power (power feed from Bat Bus)
2. LOC failure of Loc
3. G/S Failure of G/S