Sop B737-400 Taban Airlines

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PROCEDURES
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B737- 300/900
STANDARD OPERATING
PROCEDURES
Prepared By Evaluated By Approved By
Flight Operations Instructor B.737-400 DMD Flight

Engineering Operations
Manager
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0. ADMINISTRATION AND CONTROL

0.1. DISTRIBUTION LIST
Number Assigned To
1 TABAN AIRLINES CAA
2 Flight Operations Manager
3 Standartization /Flight Safety Department
4 Training Department
5 Quality Department
6 Standartization/Flight Safety Department
7 OCC
8 – 16 Aircraft Library ( one copy for each aeroplane)
17 – 95 TABAN Airlines Pilots
96 - 100 Company Reserve
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0.2. TABLE OF CONTENTS

0. ADMINISTRATION AND CONTROL….….....…………………..………….....3
0.1. DISTRIBUTION LIST……...……….……..………………………..…………....3
0.2. TABLE OF CONTENTS……….....……..………………………………..….......4
0.3. RECORD OF REVISIONS…………………..……………………..………....…9
0.4. LIST OF EFFECTIVE PAGES……………………………………..………......10
1. GENERAL……………………………………………………………..………....11
1.1. INTRODUCTION…..…………………………………………………..……......11
1.2. PROCEDURES FOR THE USE OF CHECKLISTS………………..…….....12
1.2.1. NORMAL CHECKLIST………………………………………………..……......12
1.2.1.1. B 737 300-500 NORMAL CHECKLIST…………………………………..…...13
1.2.1.2. B 737 300-500 SUPPLEMENTARY PROCEDURES…………………..…...14
1.2.1.3. B 737 600-900 NORMAL CHECKLIST………………………………..……...15
1.2.1.4. B 737 600-900 SUPPLEMENTARY PROCEDURES………………..……...16
1.2.2. NON-NORMAL CHECKLISTS…………………………..……………….........17
1.2.2.1. INTRODUCTION………………………………………………..……..………..17
1.2.2.2. NON-NORMAL CHECLIST OPERATION………………………...……….....17
1.2.2.3. NON-NORMAL CHECKLIST USE.…………………………….…….…….....18
1.2.2.4. DISTRESS AND URGENCY COMMUNICATION…………..…………….....20
2. NORMAL PROCEDURES…………………….…………………………......…21
2.1. CREW DUTIES………………..…………………………………………....…...21
2.2. .......…...23
AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES
2.3. FLIGHT CREW CHECK-IN PROCEDURE.………….…………………........24
2.4. PREFLIGHT PROCEDURE…………………….......…….……….…….........25
2.5. BEFORE START PROCEDURE……………………...….………...……........32
2.6. ENGINE START/ PUSHBACK PROCEDURE………....……….……….......33
2.7. BEFORE TAXI PROCEDURE………………………………………………....36
2.8. TAXI PROCEDURE…………………………………………………………......38
2.9. BEFORE TAKEOFF PROCEDURE……………………..…………………....40
2.10. TAKEOFF PROCEDURE…………………………………….……..……........41
2.11. CLIMB AND CRUISE PROCEDURE………………………………...…….....44
2.11.1. CLIMB PROCEDURE………………………………………….…………...…..44
2.11.2. CRUISE PROCEDURE…..…………………………………….………..……..45
2.12. DESCENT PROCEDURE………………………………...………………....…48
2.13. APPROACH PROCEDURE………………………………………………....…51
2.14. LANDING PROCEDURE……………………………………………………....52
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2.14.1. Landing Procedure – ILS………………………………….………………….52

2.14.2. Landing Procedure – Instrument Approach Using VNAV…………………56
2.15. GO-AROUND AND MISSED APPROACH PROCEDURE……………….58
2.16. LANDING ROLL PROCEDURE……………………………………………..60
2.17. AFTER LANDING PROCEDURE…………………………………….……..62
2.18. S SHUTDOWN PROCEDURE………………………………………….……..64
2.19. SECURE PROCEDURE.......................................…………………….......66
2.20. CAT II / IIIA PROCEDURES.................................……………………...….67
2.20.1. PRACTICE CAT II / IIIA APPROACHES POLICY…………………...........67
2.20.2. THE WEATHER……………………………………………………………….67
2.20.3. MINIMUMS……………………………….……………………………………67
2.20.4. RVR……………….……………………….…………………………………...67
2.20.5. PROCEDURES….…………………………………………………………….67
2.20.5.1. APPROACH….........…………………….…….......………………………….68
2.20.5.2. CAPTAIN..................……………………...................................................68
2.20.5.3. F/O.............................……………………..................................................68
2.20.5.4. MISSED APPROACH…………………..................................................... 68
2.20.5.5. GO AROUND.........……………………......................................................69
2.20.5.6. LANDING................…………………….....................................................69
2.20.6. VISUAL SECTION.……………………......................................................69
2.20.6.1. COCKPIT CUT-OFF…………………........................................................69
2.20.6.1.1. Drift………………………………..………………………..…………………..69
2.20.6.1.2. Body Angle.....……………………..............................................................69
2.20.6.1.3. Pilot Eye Height…………………...............................................................69
2.20.7. VISUAL CUES.............….........................................................................70
2.20.7.1. VISUAL ILLUSIONS....…....................……..............................................70
2.21. RVSM PROCEDURES.............................................................................71
2.21.1. FLIGHT PLANNING.......................................................………………….71
2.21.2. PREFLIGHT PROCEDURES IN THE AIRCRAFT..........………………….71
2.21.3. PROCEDURES TO FOLLOW PRIOR TO RVSM ENTRY………………..71
2.21.4. PROCEDURES WITHIN RVSM AIR SPACE…………………..................71
2.21.5. POST FLIGHT........................................……………………......................72
2.21.6. DEFINITIONS........................................……………………......................72
2.21.7. PHRASEOLOGY...................................…………………….......................73
2.21.8. RVSM CHECKLIST...............................…………………….......................73
3. NON-NORMAL PROCEDURES..........…………………............................74
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3.1. EMERGENCY TURN PROCEDURES…………………................................74

3.2. PASSENGER EVACUATION AFTER REJECTED
TAKEOFF…………………………………………………………………………74
3.3. INFLIGHT EMERGENCY PROCEDURES.....................…………………....75
3.3.1. GENERAL CONSIDERATION……………………………………………….….75
3.3.2. USE OF CHIMES.............................................................…………………...75
3.3.3. EMERGENCY LANDING………………………………………………………..76
3.3.4. EMERGENCY DESCENT...............................................…………………....76
3.4. FIRE AND SMOKE IN THE AIRCRAFT……………………………………….76
3.4.1. Cockpit Fire…..…………………………………………………………………...76
3.4.2. Cabin Fire…………………………………………………………………………76
3.4.3. Smoke Alarms……………………………………………………………..……...77
3.5. BOMB THREATS.......................................................………………………...77
3.5.1. A GREEN ALERT.................…........................................…………………….77
3.5.2. A RED ALERT...................................................................…………………...77
3.5.2.1. RED ALERT –on the ground.............................................…………………..77
3.5.2.2. RED ALERT – in the air.....................................................………………......78
3.6. HIJACKING……………………………………………………………………….79
3.6.1. DEBRIEFING – STATEMENTS........................................…………………...79
4. ADDITIONAL INFORMATION…………………………………………………...80
4.1. POWER POLICY AND THRUST REDUCTION METHOD…………………..80
4.1.1. POWER POLICY…………………………………………………………….…...80
4.1.2. THRUST REDUCTION METHOD………………………………………….…..80
4.2. NON-PRECISION APPROACHES……………………………………………..81
4.3. VISUAL APPROACH TECHNIQUES………………………………………….82
4.4. REFUELLING WITH PASSENGERS ON BOARD…………………………..83
4.5. FUELLING WITH ONE ENGINE RUNNING………………………………….83
4.5.1. DUTIES AND RESPONSIBILITIES OF PERSONNEL………………………84
4.5.1.1 PILOTS…………………………………………………………………………....84
4.5.1.2 CABIN CREW…………………………………………………………………….84
4.5.1.3. GROUND CREW..……………………………………………………………….84
4.6. MANUALLY BUILT SID / STARS……………………………………………….84
TAKEOFF OR LANDING AT AIRFIELDS WITH MAIN RUNWAY 6500’ OR
4.7.
LESS……………………………………………………………………………...85
4.8. POLICY AND PROCEDURES FOR THE USE OF TCAS / ACAS………...85
4.8.1. Traffic Advisory (TA)……………………………………………………………..85
4.8.2. Resolution Advisory (RA)………………………………………………………..85
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4.8.3. “Clear of conflict”………………………………………………………………. 86

4.9. FLIGHT DECK DISCIPLINE........................................................................86
4.10. AIRCRAFT SECURITY............................................………………………. .87
4.11. TAILSTRIKES…………………………………………………………………...87
APPENDICES…………………………………………………………………..88
APPENDIX A : STANDARD CALL OUT TABLE…………………………….88
APPENDIX B : COMMUNICATION TABLE……...………………….....……90
APPENDIX C : CDU / FMC TABLE………………………………………….91
APPENDIX D : FLIGHT PATTERNS…………………………………………92
1. REJECTED TAKEOFF…………………………………………………………...93
2. ENGINE FAILURE AFTER V1…………………………………………………...94
3. ENGINE FIRE AFTER V1………………………………………………………...95
4. ANY FAILURE AFTER V1……………………………………………………......96
5. SPECIAL PROCEDURE FOR ENGINE FIRE AFTER V1…..……………......97
6. EMERGENCY DESCENT……………………………………………………..…98
7. ANY FAILURE AT CRUISE……………………………………………………...99
8. ENGINE FAULT ON FINAL APPROACH……………………………….........100
9. CAT I ILS APPROACH………………………………………………………....101
10. CAT II / IIIA APPROACH………………………………………………...….....102
11. SINGLE ENGINE ILS APPROACH…………………………………...……...103
12. NON-PRECISION APPROACH……………………………………………....104
13.SINGLE ENGINE NON-PRECISION APPROACH………………...………..105
14. CIRCLING APPROACH………………………………………………………..106
15. SINGLE ENGINE CIRCLING APPROACH………………………………….107
16. VISUAL APPROACH………………………………………………….……….108
17. GO AROUND…………………………………………………………………....109
18. SINGLE ENGINE GO AROUND………………………………...…………...110
19. ENGINE FAILURE DURING GO AROUND…………………………………111
20. ENGINE FIRE OR SEVERE DAMAGE DURING GO AROUND….……..112
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0.3. RECORD OF REVISIONS
Rev. Revision Insert Effected

Inserted By Signature
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0.4. LIST OF EFFECTIVE PAGES

DATE DATE DATE
1 12 August 2017 46 12 August 2017 91 12 August 2017
23 12 August 2017 68 12 August 2017
24 12 August 2017 69 12 August 2017
25 12 August 2017 70 12 August 2017
26 12 August 2017 71 12 August 2017
27 12 August 2017 72 12 August 2017
28 12 August 2017 73 12 August 2017
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30 12 August 2017 75 12 August 2017
31 12 August 2017 76 12 August 2017
32 12 August 2017 77 12 August 2017
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35 12 August 2017 80 12 August 2017
36 12 August 2017 81 12 August 2017
37 12 August 2017 82 12 August 2017
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40 12 August 2017 85 12 August 2017
41 12 August 2017 86 12 August 2017
42 12 August 2017 87 12 August 2017
43 12 August 2017 88 12 August 2017
44 12 August 2017 89 12 August 2017
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1. GENERAL
INTRODUCTION .1.1
TABAN AIRLINES B737 300-900 Standard Operating Procedures are now amended and
. In effect as of 18.SEP.2012
You will, hopefully, find these SOPs are user friendly, and that our safe
operational experience have been incorporated to create a more efficient, practical and
harmonized operation.
Please take time to read and understand this edition, as it will be very difficult for the person
sitting next to you to operate efficiently if you don't.
Operational safety relies upon you all to follow the SOPs. Any personal addition or omission
is strictly forbidden . A pilot should, without hesitation, inform his colleague of any
deviation.
The flight crew must be aware that all the procedures, covered in these SOPs, are in
compliance with the latest Boeing FCOM revisions and recommendations. For that reason,
nobody must hesitate to follow the procedures mentioned herein by disregarding the part of
his previous experience, which might be in contradiction with these SOPs. This is the only
way flight safety, passenger comfort and economic operation will be provided to the upmost
extent.
In an emergency situation that requires immediate decision and action, the
Captain has to take any action considered to be necessary under the
circumstances. In some unrelated multiple failure situations, the flight crew may
combine elements of more than one checklist or exercise judgement to determine the
safest course of action.
These SOPs expand and explain the Operations Manual Part-B. In case of
suggestions for improvements, please contact the Flight Operations Manager.
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1.2. PROCEDURES FOR USE OF THE CHECKLISTS

1.2.1. NORMAL CHECKLIST
The Normal Checklist(NC)is organized by the phase of flight and is used to verify that critical
items have been done. Normal checklists are used after doing all respective procedural
items. The following table shows which pilot calls for the checklist and which pilot reads the
checklist. Both pilots visually verify that each item is in the correct position or that the step is
done. The far right column shows, which pilot gives the response. This is different from the
Boeing normal procedures where the far right column can show which pilot does the step.
Checklist Call Read Verify Respond
PREFLIGHT C F/O Both As in Checklist
BEFORE START C F/O Both As in Checklist
BEFORE TAXI C F/O Both As in Checklist
BEFORE TAKEOFF C F/O Both As in Checklist
AFTER TAKEOFF PF PM Both As in Checklist
DESCENT PF PM Both As in Checklist
APPROACH PF PM Both As in Checklist
LANDING PF PM Both As in Checklist
AFTER LANDING C F/O F/O As in Checklist
SHUTDOWN C F/O Both As in Checklist
SECURE C F/O Both As in Checklist
If the airplane configuration does not agree with the required configuration or the checklist
has been interrupted:
• stop the checklist
• complete the respective procedural steps
• continue the checklist
If it becomes apparent that an entire procedure has not been done:
• stop the checklist
• complete the entire procedure
• do the checklist from the beginning.
After completion of each checklist, the pilot reading the checklist calls, “________
CHECKLIST COMPLETE.”
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1.2.1.1. B 737 300-500 NORMAL CHECKLIST
TABAN Airlines B 737 300-500 NORMAL CHECKLIST
PREFLIGHT DESCENT
GEAR PINS......................3, CHECKD ON BOARD CPT FASTEN BELTS......................................………......ON PM
OXYGEN & INTERPHONE…......CHECKED, 100% BTH RECALL......………………………….…….....CHECKED BTH
INSTR. TRANSFER SWITCHES……......NORMAL CPT AIR COND. & PRESS...………..…...CHECKED & SET PM
PASSENGERS SIGNS......................................ON CPT AUTOBRAKE……………………...…………...____SET PM
YAW DAMPER, GALLEY POWER....................ON CPT LANDING DATA……......VREF____, MINIMUMS____ BTH
WINDOW HEAT..................................................ON CPT APPROACH BRIEFING………......…… COMPLETED BTH
AIR COND&PRESS......1 PACK,BLEEDS ON,SET CPT
…...........AT10000FEET...............
FLIGHT INSTRUMENTS.……....HDG___, ALT___ BTH
LIGHTS………………………………………………....ON PM
AUTO BRAKE..................................................RTO CPT
PARKING BRAKE...………………………....….SET CPT APPROACH
ENGINE START LEVERS…..……............CUTOFF CPT ALTIMETERS…………………….....SET&X-CHECKED BTH
BRIEFING.........................................COMPLETED BTH APPROACH SETUP……………………..COMPLETED F/O
BEFORE START LANDING

FUEL....…...............X-FEED CLOSED, PUMPS ON CPT ENGINE START SWITCHES……………..……...CONT PF
WINDOWS&DOORS………....CLOSED&LOCKED BTH SPEEDBRAKE…...……….......ARMED,GREENLIGHT PF
MCP…….....................V2___,HEAING___,ALT___ CPT LANDING GEAR………………….......DOWN,3GREEN PF
FMC/CDU..........…………………….…….…......SET BTH FLAPS..................……………................GREENLIGHT PF
N1&IAS BUGS…………………………...……....SET BTH CABIN CREW LANDING WARNING……….......DONE PM
“A”PUMPS (IFPUSHBACK)……………...........OFF CPT
RUDDER&AILERON TRIM…….........FREE&ZERO CPT AFTERLANDING
ANTI COLLISION LIGHT.………………..……....ON CPT PITOT HEAT…………………….…………………....OFF F/O
FLIGHT/GROUN DSWITCH……………………......GRD F/O
BEFORE TAXI STROBE LIGHTS…………………………………....OFF F/O
GENERATORS…………………………………....ON CPT ENGINE START SWITCHES.………..………….....OFF F/O
APU……………………………………….……...____ CPT APU……………..………………………………........START F/O
PITOT HEAT.........……………….…….………....ON CPT AUTO BRAKE ……………..………………………..OFF F/O
ANTI-ICE…..................…………….................. ____ CPT FLAPS………………………...…….…..UP, NO LIGHTS F/O
HYDRAULIC PUMPS.…………….................….ON CPT RADAR SWITCHES…….……..………………….......OFF F/O
PACKS,ISOLATION VALVE,BLEEDS….AUTO/ON CPT TRANSPONDER....….…………..…....... ..XPDR /STBY F/O
ENGINESTARTSWITCHES…………..….......CONT CPT
RECALL…………………….………….....CHECKED BTH SHUTDOWN
AUTOBRAKE…………………………………....RTO CPT PARKING BRAKE....…….…….….………………...SET CPT
ENGINE START LEVERS……….....IDLE DETENT CPT ENGINE START LEVERS…….……………....CUTOFF CPT
GROUND EQUIPMENT………………...REMOVED BTH FUEL PUMPS…………………….…….…..………..OFF CPT
FLIGHTCONTROLS..……………….......CHECKED BTH WINDOW HEAT.....……………………..…………....OFF CPT
TRANSPONDER.............…….............XPDR/STBY CPT ELECTRIC HYDRAULIC PUMPS……….………....OFF CPT
AIRCOND.&PRESS……………..………….…….....SET F/O
BEFORE TAKEOFF ANTICOLLISIONLIGHT..……………………….......OFF CPT
FLAPS……….……………..___SET,GREEN LIGHT CPT SECURE
STABILIZERTRIM…………....___UNITS,NOSEUP CPT
CABIN REPORT………………………...RECEIVED CPT GALLEY POWER…………………...……………....OFF F/O
AUTOTHROTTLE……………………..….....ARMED CPT IRS MODE SELECTORS…………………………...OFF F/O
STROBE LIGHTS………………………..…….....ON CPT EMERGENCY EXIT LIGHTS…………………….....OFF F/O
TRANSPONDER……………………………...TA/RA CPT AIR CONDITIONING PACKS………..……………..OFF F/O
CABIN CREW TAKEOFF WARNING.….......DONE F/O CRTs.…………………………….……...………….....DIM BTH
APU / GRD POWER………………..………………..OFF CPT
BATTERYSWITCH………………..………………....OFF CPT
AFTER TAKEOFF
ENGINE BLEEDS..……….……………….……...ON PM
AIR COND & PRESS…..….........CHECKED & SET PM
0
LANDINGGEAR.....……………………......UP&OFF PM 5 FLAPSSTABILIZERTRIMSETTINGTABLE
FLAPS.............…….…………..........UP,NOLIGHTS PM CG % MAC 6 10 14 18 22 26 30
ALTIMETER………..……….......SET&X-CHECKED BTH STAB TRIM 5 1/2 5 4 1/2 3 3/4 3 1/4 2¾ 2¼
AT10000FEET Forweightsatorbelow45400kgssubtract
LIGHTS,FASTEN BELT..…………………….….OFF PM For weights at or above 61 300 kgs add ½ unit
FOM PAR-B 12 August 2017
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1.2.1.2. B 737 300-500 SUPPLEMENTARY PROCEDURES
B 737 300-500 SUPPLEMENTARY PROCEDURES
COCKPIT CREW BRIEFING ENGINE CROSSBLEED START

1 INSTRUMENT CROSSCHECK& LIGHT TEST
Using this procedure, ensure that the area to the rear is clear.
2 DEPARTURE BRIEFING
a Departure Runway Engine BLEED air switches.......…..……………………… ON
b SID APU BLEED air switch.......………………….………..…… OFF
c Navigation Setup PACK switches.......….……………………………………… OFF
d Noise Abatement Procedures ISOLATION VALV switch......……………………………… AUTO
e Altitude Restrictions Ensure bleed air supply for engine start.
f EFP (if exists), MFRA (Min.Flap.Retr.Alt) Engine thrus tlever
3 TAKEOFF AND EMERGENCY BRIEFING (operating engine)….… Advance thrust lever until bleed
a Type of Takeoff duct pressure indicates 30PSI
i. Thrust Non-operating engine......…………………………………. Start
ii. Flapsetting Use normal start procedures with crossbleed air.
iii. Bleeds
After starter cutout, adjust thrust on both engines, as required.
b Rejected Takeoff
i. Fire fi ghting
ii. Evacuation NO ENGINE BLEED TAKEOFF OR LANDING
c Enginefi re/failure afterV1
When making a no engine bleed takeoff or landing with the
(Immediate return or go to alternate) APU operating.
TAKEOFF BRIEFING - REVIEW TAKEOFF

1 SPEEDS, N1, SID Note: If anti-ice is required for taxi, confi gure for a “No Engine
Bleed Takeoff” just prior to takeoff.
APPROACH BRIEFING Right PACK switch.........…………………………………... AUTO
1 DESTINATION ISOLATION VALVE switch.......…………………………… CLOSE
a Name, ICAO code Left PACK switch.....……...…………………..…………… AUTO
b NOTAMS Engine No.1 BLEED air switch......……………………… OFF
c Weather APU BLEED air switch......……………………………….. ON
2 APPROACH Engine No.2 BLEED air switch .....……………………… OFF
a Runway in use Trim air switch (B737-400).……………………………..... ON
b STAR WINGANTI-ICE switch......………………………………… OFF
c Type of Approach The WING ANTI-ICE switch must remain OFF until the engine
i. Approach chart number and date of effectivity BLEED air switches and the ISOLATION VALVE switches are
ii. Navigation setup repositioned AUTO.
iii. Altitudes (MSA, Transition, MDA/DH) AFTER TAKEOFF

iv. Missed Approach Procedure Note: If engine failure occurs, do not position engine
BLEED air switches ON until reaching 1500 feet or until
3 AIRPORT
obstacle clearance height has been attained.
a Airport chart number and effectivity
b Runway length, width and condition Engine No.2 BLEED air switch.......…..……..…………… ON
c Lights (App.Lights,PAPI,VASI,etc.) APU BLEED air switch......…..…………………………..… OFF
d RVR When CABIN rate of CLIMB stabilizes:
e Taxi routes Engine No.1 BLEED air switch.......…..…………..……… ON
4 LANDING ISOLATION VALVE switch.......……………………….…… AUTO
a Flaps LANDING
b Autobrake setting If additional go around thrust is desired confi gure for a
5 DIVERSION PROCEDURE “No Engine Bleed Landing”
a Minimum Diversion Fuel When below 10,000 feet:
b Alternate Airports WING-ANTI ICE switch.....……………………………. OFF
i. NOTAM Right PACK switch......………………………………... AUTO
ii. Weather ISOLATION VALVE switch.......………………………. CLOSE
iii. Runway Condition Left PACK switch........………………………………... AUTO
iv. Diversion Procedure Engine No.1 BLEED air switch......…………………. OFF
WARNING: FOR LVP REFER TO CAT II / IIIA APU BLEED switch.....…..…………………………… ON
Engine No.2 BLEED air switch.....…………………. OFF
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1.2.1.3. B737 600-900 NORMAL CHECKLIST
TABAN Airlines B737 600-900 NORMAL CHECKLIST
PREFLIGHT DESCENT
GEAR PINS.....................3, CHECKD ON BOARD CPT FASTEN BELTS......................................……….....ON PM
OXYGEN&INTERPHONE…........CHECKED,100% BTH RECALL......………………………….……....CHECKED BTH
NAV,TRANSFER SWITCHES.......NORMAL,AUTO CPT AIRCOND&PRESS...………..…........CHECKED&SET PM
YAW DAMPER,GALLEY POWER.....................ON CPT AUTO BRAKE……………………...………….........SET PM
PASSENGER SIGNS.........................................ON CPT LANDING DATA…….........VREF____,MINIMUMS___ BTH
WINDOW HEAT..................................................ON CPT APPROACHBRIEFING………......……..COMPLETED BTH
AIRCOND&PRESS.........1PACK,BLEEDSON,SET BTH AT10000FEET
FLIGHT INSTRUMENTS.…….....HDG___, ALT___ CPT LIGHTS………………………………………………..ON PM
AUTO BRAKE..................................................RTO CPT
PARKING BRAKE…………………………….....SET CPT APPROACH
ENGINE START LEVERS…..………….....CUTOFF CPT ALTIMETERS……………………....SET&X-CHECKED BTH
BRIEFING………………….………….COMPLETED BTH APPROACH SETUP…………………….COMPLETED PM
BEFORE START LANDING

FUEL.......................X-FEED CLOSED,PUMPS ON CPT ENGINE START SWITCHES……………..……...CONT PF
WINDOWS&DOORS………....CLOSED&LOCKED BTH SPEED BRAKE…...………....ARMED,GREEN LIGHT PF
MCP……......................V2 , HEADING , ALTITUDE CPT LANDINGGEAR………………….......DOWN,3GREEN PF
FMC/CDU..........…………………….…….…......SET CPT FLAPS..................……………...............GREEN LIGHT PF
N1&IASBUGS……………………………….......SET BTH CABIN CREW LANDING WARNING…………..DONE PF
“A”PUMPS(IFPUSHBACK)……………...........OFF CPT
RUDDER&AILERONTRIM…….........FREE&ZERO CPT AFTERLANDING
ANTI COLLISION LIGHT..………………..……..ON F/O PROBE HEAT…………………….……….………...OFF F/O
STROBE LIGHT…………………………………….OFF F/O
BEFORE TAXI ENGINE START SWITCHES.………..…………....OFF F/O
GENERATORS…………………………………. ON CPT APU……………..………………………………....START F/O
APU……………………………………….………_ _ CPT AUTO BRAKE.......................................................OFF F/O
PROBE HEAT.......……………….…….………....ON CPT FLAPS………………………...…….… UP, NO LIGHTS F/O
ANTI-ICE…...................……………................. ____ CPT RADAR SWITCHES…….……..…………………..OFF F/O
HYDRAULIC PUMPS..…………….....................ON CPT TRANSPONDER....….…………..….......XPDR / STBY F/O
ISOLATIONVALVE.……………………….......AUTO F/O
ENGINE START SWITCHES……………….. CONT F/O SHUTDOWN
RECALL…………………….………….....CHECKED BTH PARKING BRAKE....…….…….…………………...SET CPT
AUTOBRAKE…………………………………....RTO F/O ENGINE START LEVERS…….……………..CUF OFF CPT
ENGINE START LEVERS………….....IDLE detent CPT FUEL PUMPS…………………….…….…..……….OFF CPT
GROUND EQUIPMENT………………...REMOVED BTH WINDOW HEAT.....………… …………..…………..OFF CPT
FLIGHT CONTROLS…………………....CHECKED BTH ELECTRIC HYDRAULIC PUMPS……….………...OFF CPT
TRANSPONDER.........……….............XPDR/STBY F/O AIR COND. & PRESS……………..………….…….SET F/O
ANTICOLLISIONLIGHT..………………………......OFF CPT
BEFORETAKEOFF
FLAPS……….……………......... ___GREENLIGHT CPT SECURE
STABILIZER TRIM…………___ UNITS, NOSE UP CPT GALLEY POWER…………………...……………...OFF F/O
CABIN REPORT………………………...RECEIVED CPT IRS MODE SELECTORS………………………….OFF F/O
AUTOTHROTTLE…………………………...ARMED CPT EMERGENCY EXIT LIGHTS……………………...OFF F/O
STROBE LIGHTS………………………………...ON CPT AIR CONDITIONING PACKS………..……………OFF F/O
TRANSPONDER…………………………..….TA/RA CPT CRTs.……………………………..……...…………..DIM BTH
CABIN CREW TAKEOFF WARNING….… DONE CPT APU / GRD POWER………………..………………OFF CPT
BATTERY SWITCH………………..……………….OFF CPT
AFTERTAKEOFF
ENGINE BLEEDS..……….……………….……..ON PM
AIR COND. & PRESS………......CHECKED & SET PM
LANDINGGEAR.....……………………......UP&OFF PM
FLAPS..............……………….….....UP,NOLIGHTS PM
ALTIMETERS………………......SET&X-CHECKED BTH
AT10000FEET
LIGHTS , FASTEN BEL...………………….…...OFF PM FOM PART-B REV-0 12 August 2017
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1.2.1.4. B737 600-900 SUPPLEMENTARY PROCEDURES
TABAN AIRLINES B737 600-900 SUPPLEMENTARY PROCEDURES
COCKPIT CREW BRIEFING ENGINE CROSSBLEED START

1 INSTRUMENT CROSS CHECK
2 DEPARTURE BRIEFING Using this procedure, ensure that the area to the rear is clear.
a Departure Runway Engine BLEED air switches........…..……………………… ON
b SID APU BLEED air switch........………………….………..…… OFF
c Navigation Setup PACK switches........….……………………………………… OFF
d Noise Abatement Procedures ISOLATION VALV switch........……………………………… AUTO
e Altitude, Spead Restrictions Ensure bleed air supply for engine start.
f EFP (if exists), MFRA Engine thrust lever
3 TAKEOFF AND EMERGENCY BRIEFING (operating engine)....….… Advance thrust lever until bleed
a Type of Takeoff duct pressure indicates 30PSI
i. Thrust Non-operating engine.......…………………………………. Start
ii. Flaps setting Use normal start procedures with cross bleed air.
iii. Bleeds
After starter cutout, adjust thrust on both engines, as required.
b Rejected Takeoff
i. Fire fi ghting
ii. Evacuation NO ENGINE BLEED TAKEOFF OR LANDING
c Engine fi re/failure after V1
When making a no engine bleed takeoff or landing with the
(Immediate return or go to alternate) APU operating.
TAKEOFF BRIEFING - REVIEW TAKEOFF

1 SPEEDS, N1, SID Note: If anti-ice is required for taxi, confi gure for a “No Engine
Bleed Takeoff” just prior to takeoff.
APPROACH BRIEFING Right PACK switch...…......………………………………... AUTO
1 DESTINATION ISOLATION VALVE switch........…………………………… CLOSE
a Name, ICAO code Left PACK switch.……........…………………..…………… AUTO
b NOTAMS Engine No.1 BLEED air switch.......……………………… OFF
c Weather APU BLEED air switch........……………………………….. ON
2 APPROACH Engine No.2 BLEED air switch….......…………………… OFF
a Runway in use Trim air switch.......………………………………………..... ON
b STAR WINGANTI-ICE switch.......………………………………… OFF
c Type of Approach The WING ANTI-ICE switch must remain OFF until the engine
i. Approach chart number and date of effectivity BLEED air switches and the ISOLATION VALVE switches are
ii. Navigation setup repositioned AUTO.
iii. Altitudes (MSA, Transition, MDA/DH) AFTER TAKEOFF

iv. Missed Approach Procedure Note: If engine failure occurs, do not position engine
BLEED air switches ON until reaching 1500 feet or until
3 AIRPORT
obstacle clearance height has been attained.
a Airport chart number and effectivity
b Runway length, width and condition Engine No.2 BLEED air switch.........…..……..…………… ON
c Lights (App.Lights,PAPI,VASI,etc.) APU BLEED air switch........…..…………………………..… OFF
d RVR When CABIN rate of CLIMB stabilizes:
e Taxi routes Engine No.1 BLEED air switch.........…..…………..……… ON
4 LANDING ISOLATION VALVE switch.........……………………….…… AUTO
a Flaps LANDING
b Auto brake setting If additional go around thrust is desired confi gure for a
5 DIVERSION PROCEDURE “No Engine Bleed Landing”
a Minimum DiversionFuel When below 10,000feet:
b Alternate Airports WING-ANTIICE switch........……………………………. OFF
i. NOTAM Right PACK switch........………………………………... AUTO
ii. Weather ISOLATION VALVE switch.........………………………. CLOSE
iii. Runway Condition Left PACK switch...........………………………………... AUTO
iv. Diversion Procedure Engine No.1 BLEED air switch.........…………………. OFF
WARNING: FOR LVP REFER TO CAT II / IIIA APU BLEED switch........…..…………………………… ON
Engine No.2 BLEED air switch.........…………………. OFF
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1.2.2. NON-NORMAL CHECKLISTS

1.2.2.1. Introduction
The Non-Normal Checklists used by the flight crew to cope with non–normal situations. The
checklists are grouped in logical sections which match the system description chapters in
Volume 2. The checklists are in alphabetical order in each section.
Most checklists correspond to a Master Caution Annunciator light. The Master Caution and
System Annunciator indicate failure condition and are the cues to select and do the checklist.
Checklists without a Master Caution and System Annunciator light (such as DITCHING) are
called unannunciated checklists. All unannunciated checklists are found in the first section
of the Non–Normal Checklists chapter. Some unannunciated checklists also appear in the
respective systems section (such as ENGINE FUEL LEAK in the Fuel section).
A condition statement is given for all non-normal checklists. The condition statement briefly
describes the condition which caused the Master Caution to illuminate. Unannunciated
checklists also have condition statements to help understanding the reason for the checklist.
Checklists can have both recall and reference items. Recall items are critical steps that
must be done from memory and are placed within a box. Reference items are actions to be
done while reading the checklist. In the Table of Contents for each non-normal checklist
section, the titles of checklists containing recall items are printed in bold type.
Some amplified information is included in brackets [ ] in the printed non–normal
checklist when the reason for an item is not obvious.
1.2.2.2. Non-Normal Checklist Operation
Non–normal checklists start with steps to correct the situation or condition. Information for
planning the rest of the flight is included. When special items are needed to configure the
airplane for landing, the items are deferred to the Approach or Landing checklist.
While every attempt is made to provide needed non–normal checklists, it is not possible to
develop checklists for all conceivable situations, especially those involving multiple failures.
in some unrelated multiple failure situations, the flight crew may combine elements of more
than one checklist or exercise judgment to determine safest course of action.Commander
must assess the situation and use good judgment to determine the safest course of action.
There are some situations where the crew must always land at the nearest suitable
airport. These situations include, but are not limited to, conditions where:
• the non–normal checklist has the words “Plan to land at the
nearest suitable airport”
• cabin smoke or fire persists
• one main AC power source remains (such as engine or APU generator)
• one hydraulic system remains (the standby system is considered hydraulic
system)
• any other situation determined by the crew to have a significant
adverse effect on safety if the flight is continued.
It must be stressed that for persistent smoke or a fire that cannot be positively
confirmed to be completely extinguished, the earliest possible descent, landing, and
passenger evacuation must be done.
Checklists prescribing an engine shutdown must be evaluated by the Captain to determine
whether an actual shutdown or operation at reduced thrust is the safest action.Consideration
must be given to probable effects if the engine is operated at the minimum needed thrust.
There are no non-normal checklists associated with the loss of an engine indication.Operate
the engine normally unless a limit is exceeded.
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Non-normal checklists also assume:

• During engine start and prior to takeoff, the respective non-normal checklist is
done if a non-normal condition is identified. Upon completion of the checklist, the
Dispatch Deviation Guide or operator equivalent is consulted to determine if
Minimum Equipment List relief is available.
• System controls are in the normal configuration for the phase of flight before the
start of the non–normal checklists.
• If the MASTER CAUTION and system annunciator lights illuminate, all related
amber lights are reviewed to assist in recognizing the cause(s) of the alert.
• Aural alerts are silenced and the system reset by the flight crew as soon as the
cause of the alert is recognized.
• The EMERGENCY position of the oxygen regulator is used when needed to
supply positive pressure in the masks and goggles to evacuate contaminants. The
100% position of the oxygen regulator is used when positive pressure is not
needed, but contamination of flight deck air exists. The NORMAL position of the
oxygen regulator is used if prolonged use is needed and the situation allows.
Normal boom mic operation is restored when oxygen use is no longer needed.
• Indicator lights are tested to verify suspected faults.
• Flight crew reset of a tripped fuel pump and fuel pump control circuit
breakers is prohibited. Flight crew reset of any other tripped circuit breaker is not
recommended, unless, if in the judgement of the Captain, the situation resulting
from the circuit breaker trip has a significant adverse effect on safety. These other
tripped circuit breakers may be reset once after a short cooling period
(approximately 2 minutes.) A ground reset of a tripped circuit breaker by the flight
crew should only be accomplished after maintenance has determined it is safe to
reset the circuit breaker.
• Flight crew cycling (pulling and resetting) of circuit breakers to clear non-normal
conditions is not recommended unless directed by a non-normal checklist.
After engine start and prior to takeoff, illumination of Master Caution annunciator lights
or red and amber caution lights require completion of the appropriate non-normal
checklist. In certain cases, amber system monitor lights illuminate during the Master
Caution Light recall to inform the flight crew of a failure of one element in a redundant
system. If system operation is maintained by a second element, the amber system
monitor light will extinguish when the Master Caution Light is reset. In these situations,
the amber caution light alerts the flight crew to the fact that normal system operation
will be affected if another element failure occurs. If an amber caution light illuminates
during recall, but extinguishes on Master Caution reset, completion of the non-normal
checklist is not required.
1.2.2.3. Non–Normal Checklist Use
Non–normal checklist use starts when the airplane flight path and configuration are
correctly established. Only a few situations need an immediate response (such as a
stall warning, ground proximity PULL UP and WINDSHEAR warnings, or a rejected
takeoff.) Usually, time is available to assess the situation before corrective action is
started. All actions must then be coordinated under the Commander's supervision and
done in a deliberate, systematic manner. Flight path control must never be
compromised.
During a non-normal situation, at the direction of the pilot flying, both crewmembers
systematically and without delay do all recall items in their areas of responsibility.
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The pilot flying calls for the checklist when:

• the flight path is under control
• the airplane is not in a critical stage of flight (such as takeoff or landing)
• all recall items are complete.
For those checklists with only recall items or a combination of recall and reference items,
the pilot monitoring first verifies each recall item has been done. The checklist is normally
read aloud during such verification. The pilot flying does not need to respond except for
items not in agreement with the checklist. However, in the non-normal landing checklist the
pilot flying verifies and responds to checklist items.
The checklist title and reference items, including the response or action and any amplifying
information, are read aloud by the pilot monitoring. Read aloud as much of the condition
statement as needed to verify the selection of the correct checklist. Information appearing in
brackets does not need to be read aloud. The pilot flying not need to repeat these items, but
must acknowledge that the items were heard and understood. After moving the control, the
crewmember taking the action also states the checklist response. Action is taken by the pilot
flying and pilot monitoring based on the the crewmember’s area of responsibility. With the
airplane stationary on the ground, action is taken by the Captain as pilot flying and the first
officer as pilot monitoring based on the preflight area of responsibility.
Both pilots mus Confi rm before moving critical controls in flight, such as:
• the thrust lever of a failed engine
• an engine start lever
• an engine, APU or cargo fire switch
• a generator drive disconnect switch
• a flight control or spoiler switch.
This does not apply to LOSS OF THRUST ON BOTH ENGINES checklist.
The pilot flying may also direct reference procedures to be done by recall if no hazard
is created by such action, or if the situation does not allow reference to a checklist.
Checklists show lists of inoperative equipment only when knowledge of the condition of such
equipment is essential for planning the rest of the flight.
The pilot flying is to be made aware of deferred items. These items are appropriate
approach or landing checklist. Following the applicable non–normal checklist items, normal
checklists are used to verify that the configuration is correct for each phase of flight.
Pilots must be aware that checklists cannot be created for conceivable situations and not
intended to replace good judgment. In some conditions, deviation from checklists may, the
Captains’s discretion, be needed.
The following symbol shows that the checklist is complete.
Each checklist has a checklist complete symbol at the end.

The checklist complete symbol can also be in the body of the checklist. This occurs
only when a checklist divides into two or more paths. Each path can have a checklist
complete symbol. The checklist complete symbol shows the end of the applicable
path. The crew need not continue the checklist after that point.
Following each non-normal checklist, the pilot monitoring states: “CHECKLIST COMPLETE''
When a non–normal checklist is complete except for the deferred items, and the normal
checklist to which the items have been deferred has not yet been done, the pilot monitoring
states: “___ CHECKLIST COMPLETE EXCEPT FOR DEFERRED ITEMS.”
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1.2.2.4. Distress and urgency communication

Distress is a condition of being threatened by serious or imminent danger /
emergency or requiring immediate assistance. (MAYDAY)
Urgency is a condition concerning the safety of aircraft or other vehicle, or a person
on board or within sight, but which does not require immediate assistance. (PANPAN)
In addition to being preceeded by the keyword MAYDAYorPANPAN, preferably spoken
three times,any distress or urgency message should contain as many as possible of
the following elements:
• name of station addressed
• call sign of the airplane
• nature of the distress/urgency condition
• intention of the person in command
• present position, ALT/FL and heading
• any other useful information
Example:
.MAYDAY - MAYDAY - MAYDAY, ISTANBUL TABAN 123. TOTAL HYDRAULIC LOSS
DIVERTING TO ISTANBUL. POSITION ABEAM XXX FL 300 DESCENDING,
HEADING 280. (for more information see Jeppesen General Information, COM)
:The following subjects are the memory items for TABAN AIR pilots
• QRH boxed items and
• (to avoid excessive damage to the systems), “START VALVE OPEN” and
“CARGO FIRE”, checklists.
:The following subjects must be thoroughly known by TABAN AIR pilots
• Crew Duties (Vol 1)
• Limitations in FCOM (Vol 1)
• Land at nearest suitable airport situations (QRH CI)
• Warnings and Cautions in FCOM (Vol 1&2.)
• All Non-Normal Maneuvers in the related QRH.
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2. NORMAL PROCEDURES
2.1. CREW DUTIES
Preflight and postflight crew duties are divided between the Captain (CPT) and First
Officer (F/O). 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 Area of Responsibility illustrations in the related Airplane Manual
show the area of responsibility for both normal and non-normal procedures.
The Captain is the final authority for all tasks and 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 taxing, flight path, airspeed, airplane configuration and navigation.
PF and PM duties may change during a flight. For example, the Captain could be
the PF during taxi but be the PM during takeoff through landing.
Normal procedures in the related Boeing FCOM show who does a step by crew
position (CPT, F/O, 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 (MCP) is the PF's responsibility. When flying manually, the PF
directs the PM to make the changes on the mode control panel.
Recall shall be checked when changing from climb/descend to cruise mode or vice
versa, during the fuel check and when deemed necessary. When performing recall
check, electrical DC and AC voltage and frequencies, air condition and pressurization
system shall be checked too.
During normal flight, electrical panel DC and AC Meter selectors shall be positioned as
in the table below:
AIRPLANE TYPE DC Meter AC Meter

B-737 300-500 BAT GEN 2
B-737 600-900 AUX BAT GEN 2
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If a Captain should depart from Standard Operating Procedures or safe practices,

the Co-Pilot should advise him immediately so that he is aware and understands the
particular situation and may take appropriate action. This advice may include
corrective action required e.g. "advise go-around", "reduce bank angle". In the Takeoff
briefing Captains should always encourage Co-Pilots to speak out if there is
something, which they are unhappy about.
Whenever the situation requires, control of the airplane is handed over from one pilot
to the other by a call out “You have the control” which is to be confirmed as “I have the
control”.
For safe conduct of the flight, the airplane should be operated by all means of
automation during every phase of the flight and the action priority shall be as such:
• maintain aircraft control
• continue to navigate
• keep radio contact
In case of emergency, in addition to above, analyze the situation and take the proper
action.
If a crewmember has a doubt about a clearance, procedure, or situation, he must
make that doubt known to the other crewmember.
Unless in an emergency, non-essential activity such as company calls, PA
announcements, filling out documents or talking to cabin crew should be avoided
during critical phases of flight.
Crew should avoid conversation not directly related to the safe operation of the aircraft
when in busy terminal areas or below 10,000 feet.
One pilot should be in a position to maintain a lookout regardless of the area in which
3 aircraft is flying.
Pilots have a responsibility in their own fatigue management and should report for duty
in a reasonably rested state. This includes attention to such factors as sleep, personal
fitness and health, life styles and activities prior to flight. This is to ensure that they do
not encounter fatigue that would seriously affect their operating performance.
Captains should consider carefully before allowing an inexperienced Co-Pilot to
handle the aircraft when conditions are limiting. In making this decision Captains
should take the following factors into consideration:
- Crosswinds near maximum limits
- Runway performance limiting
- Take-off or landing RVRs less than 1000 metres
- There is a risk of significant windshear on take-off or landing
- Cloud base is less than 200 feet above the minima for that particular approach
- Runway is contaminated with standing water, snow or ice
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2.2. AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES

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
• autothrottle
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 a good
CRM practice. PM shall read out all changes on the Flight Mode Annunciator (FMA)
and PF shall confirm.
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2.3. FLIGHT CREW CHECK-IN PROCEDURE

The flight crew should bee ready at the airport of departure 1h. 30 min. prior to
the scheduled departure time, unless otherwise informed by the company.
It is the responsibility of the station agent to provide the flight crew with standard
departure documentation as shown below:
1. Computer Flight Plan 4. Load Information
2. Weather Information 5. Takeoff Analysis Data
3. NOTAM Information 6. Flight Crew Duty Report Form
It is the responsibility of the flight crew to provide the station agent with the MTOW
calculation from the company approved Takeoff Analysis Data and the fuel
requirement for the flight (ramp fuel). Tankering procedure is not used by company
except special conditions as deemed suitable and cost effective.
Captain must ensure that the crew designated for the flight is available for duty,
and if any crewmember is missing notify the company immediately (in duty hours flight
crew planning, other times local station) so that a replacement may be
quickly provided to prevent a departure delay.
Captain and F/O complete their briefing using the information provided and
participate in a full crew briefing with the cabin crew.
Information discussed should include any crew change, transportation, flight time,
weather en-route, forecast, turbulence and intensity, weather at destination including
temperature, estimated taxi time in minutes, any aircraft defects and any expected
delays .
F/Os shall be encouraged to do ground duties allocated to Captain i.e. the cabin
crew briefing prior to flight at regular intervals, monitored by Captain. This policy
will make F/O’s become confident in their own briefings, as well as this might help to
integrate new colleagues.
The station agent should be notified immediately of any restrictions to the flight
including any factor, which could delay departure.
When the crew briefing is complete the crew should arrange their customs
procedures, if applicable, so as to arrive at the aircraft 45 mins. before scheduled
departure time.
Captain will advise F/O of PF for the first sector before leaving the local
Station office.
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2.4. PREFLIGHT PROCEDURE

CAPTAIN (PF) FIRST OFFICER (PM)
Confi rm technical status of the aircraft. Confi rm the technical status of the
(After a crew change or maintenance aircraft with Captain.
action) (Note 2.4.1) Sign Captain’s (Note 2.4.1)
Acceptance for Flight on ATL.
NOTE 2.4.1
2.4.1.1. Captain and F/O should read the Aircraft Tehnical Log and DIR Log
to determine the technical status of the aircraft with considerations for possible
restrictions due to MEL ITEMS.If the aircraft inbound from a previous flight it may be
useful to discuss the technical condition of the aircraft with the inbound flight crew.
Accomplish Preliminary Prefl ight Set the position, wing and wheel well
Procedure. lights switches to ON for the exterior
(FCOM Vol.1) (Notes 2.4.2, 2.4.3) inspection (At night only)
NOTE 2.4.2
2.4.2.1. A full FMC set up including a full IRS alignment and should be performed in
its normal sequence as a part of every pre-flight.
NOTE 2.4.3
2.4.3.1. System tests (i.e. stall warning, V MO / MMO warning, and GPWS) other than
those stated in the normal procedures have not to be done during preflight procedure
anymore. These systems will either be self test or, be tested by maintenance.
If no cabin crew is carried on board for Perform the exterior inspection
that fl ight (e.g. ferry or maintenance (FCOM Vol.1)
fl ight), perform the passenger cabin If at transit sign Prefl ight Inspection
interior inspection. (Note 2.4.5) on ATL. (Note 2.4.4)
NOTE 2.4.4.
2.4.4.1. The first flight of the crew, PF should perform Preliminary Preflight Procedure
and PM should perform Exterior Inspection unless otherwise advised by Captain.
2.4.4.2. Attention should be paid to safety pins not installed, and chocks in place.
2.4.4.3. Any defect or abnormality should be reported to Captain.
2.4.4.4. The technician should be informed immediately and if necessary check the
MEL for dispatch guidance.
2.4.4.5. Altough the exterior lighting will be checked by maintenance, it may also be
checked at the pilot’s discretion. The proximity of the ground staff has to be observed.
2.4.4.6. During handling of the airplane on the ramp in windy conditions, it is
recommended to set electrical hydraulic pump B switch ON, in order to prevent the
control column from moving violently.
2.4.4.7. Wheel well light will be turned off by the pilot accomplishing the
exterior inspection upon returning to the cockpit.
2.4.4.8. Preflight Inspection will be signed by the company technican when departing
?
from home base and by a certified pilot when departing from a transit base.
NOTE 2.4.5
Cabin Interior Inspection
2.4.5.1. Normally the cabin interior inspection shall be performed by Cabin Crew. If no
operating cabin crew is carried, the pilot not doing the exterior inspection will do the
following items:
• Emergency exits, secure
• Wing upper surfaces, checked (via emergency exit hatches)
• Doors, not in use, closed
• Galleys and lavatories, secure
• Security Check, Complete
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2.4.5.2. Slides 1L and 1R have to be brought in "armed position" before aircraft will
move and inflation range is clear of obstacles.
Accomplish Flight Deck Door Access Accomplish Service Interphone test.
System Test. (FCOM Vol.1) (Note 2.4.6)
NOTE 2.4.6
2.4.6.1. After any crew change the PM, after completion of outside inspection, will
call the flight deck by using the service interphone to verify operation and to make
sure that the blue CALL light on the forward overhead panel is working properly.
Adjust cockpit lighting as desired. Receive the latest Departure ATIS and
copy on the T/O side of the
T/O&Landing Data Sheet. (Note 2.4.7)
NOTE 2.4.7
2.4.7.1. T/O&Landing Data Sheet shall be prepared by F/O in coordination with
Captain during all phases of the flight. There will be no blank box on
T/O&Landing Data Sheet. Any box with no relevant data shall be filled with a line
instead of leaving it blank. On the LAND side of the sheet, GO AROUND N1 value
shall be figured out from QRH performance section not from CDU at the cruise level.
Receive cabin safety equipment and Complete the Load and Trim Sheet
security inspection from the cabin crew. Info. (Note 2.4.8)
NOTE 2.4.8
2.4.8.1. Load & Trim Sheet Info shall be prepared by F/O according to the actual rwy
in-use data analysis and after being crosschecked by Captain handed to the
Station Agent.
Confi rm with F/O that necessary Confi rm with Captain that
navigational charts are on board. necessary navigational charts are on
(Note 2.4.9) board. (Note 2.4.10)
NOTE 2.4.9
2.4.9.1.It is the responsibility of Captain that all navigation charts required for the flight
are on board.The pilots must check their navigation charts to ensure availability for
the flight and subsequent flights during the duty period. F/O should confirm with
Captain after checking, that all his performance and navigation charts are
complete. Any missing or destroyed charts must be reported to ground agent.
Start the CDU Prefl ight Procedure. Perform Prefl ight Procedure-F/O
Complete Initial Data and Navigation Data (FCOMVol.1) (Note 2.4.11)
entries.(FCOM Vol.1) (Note 2.4.10)
NOTE 2.4.10
2.4.10.1. FMC/CDU entries shall be performed by PF. CDU entries shall be
crosschecked by PM. Captain may delegate all or the part of CDU entries
between the pilots such as PM enters the leg winds and descent forecast page.
2.4.10.2. The correct RNP required for the departure leg shall be verified or entered.
2.4.10.3. After the FMC preparation is complete, PM shall be informed and briefed
about the entries done. On the ground, the pilot entering the CDU may activate and
execute the entries without confirming with the other pilot. Generally, all radio and
NAV frequencies and FMC changes should be done by PM and confirmed by PF.
2.4.10.4. Further entries and modifications shall be confirmed and cross checked by
both of the pilots including activation and execution.
2.4.10.5. The cost index have to be calculated acording company police.
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2.4.10.6. During preflight preparation, all boxes on the PERF INIT page must be
filled with the appropriate figures from the load sheet, or, if the load sheet is not yet
available, with the preliminary data from the computer flight plan.
2.4.10.7. The CDU scratchpad shall only be used for changes of FMC, i.e. route
changes, altitude changes, etc. It is not allowed to use the scratchpad as "Memo
pad" or as reminder for taxi routes, clearances, etc. for taxi-out and inflight. During
taxi-in after landing the use of the scratchpad as "Memo pad" may be tolerated.
2.4.10.8. Temporarily delete "at or above" and compare FMC computed altitude
versus check altitude, thereafter re-enter the "at or above" constraint to enable FMC
climb performance warnings, after entry of final performance figures.
2.4.10.9. Verify that the correct ATC call sign according to OFP, e.g. TJK 123 is
inserted with the new keypad-equipped transponder by pushing ATC/FID button,
clearing incorrect values with the CLR button and pushing keys like writing an SMS
(repetitive pushing of a key scrolls through the options, e. g. 1-A-B-C) and finally
pressing ENT. With the ATC/FID button you can return to the squawk mode. The
data is transmitted as Mode-S Flight-ID. FMC ROUTE page
NOTE 2.4.11
2.4.11.1. Preflight Procedure-First Officer must be accomplished with concern to the
Preflight and Post Flight Scan Flow on FCOM Vol.1.)
2.4.11.2. Although the procedure is done by F/O, Captain may do the
procedure as needed.
2.4.11.3. During the procedure as of the related steps:
2.4.11.3.1.Overheat and fire heat panel protection panel check which is needed on
all crew changes must be done if the flight crew hadn’t done the Electrical Power Up
Supplementary Procedure.
2.4.11.3.2. Before doing the above mentioned check ground personnel should be
alerted and it must be verified that Engine No.1, APU and Engine No.2 fire switches
are in.
CAUTION
2.4.11.4. Since the fire warning light flashes and the horn sounds on the APU
ground control panel when the test is done with the APU running, the situation can
be considered as an APU fire by the ground personnel mistakenly.
2.4.11.5. Before starting the APU, at least one fuel boost pump should be operating
to supply fuel under pressure to the APU to extend the service life of APU fuel
control unit.
2.4.11.6. If extended APU operation is required on the ground and fuel loaded in the
center tank is more than 453 kgs/1000 lbs., the left center tank fuel pump switch
should be placed ON to avoid a fuel imbalance before take off. And also the center
tank fuel pumps should not be operated with the flight deck unattended.
2.4.11.7. Window heat switches should be placed to ON at least 10 minutes before
takeoff and may stay ON during transits.
2.4.11.8. Isolation valve switch shall be set AUTO OPEN
2.4.11.9. Oxygen Mask Microphone Test Supplementary Procedure shall be done
after a crew change.) (FCOM Vol.1)
2.4.11.10. Before checking the flight instruments the initial and navigational data
steps from the CDU, Preflight Procedure should be complete and IRS alignment
should be verified complete.
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2.4.11.11. VHF Radio frequencies shall be set by F/O as in the table below:
VHF 1 VHF 2
ACTIVE STBY ACTIVE STBY
Clearence Delivery, or OCC, or Guard
Departure ATIS
Ground Control Ground Handling
2.4.11.12. PF set course selectors and departure NAV radios for planned departure.
Select PF FD switch ON first, then PM. Set RWY heading from Airport chart.
Crosscheck bank angle selector. 25° bank is standard for radar vectors
during any phase of flight. Other angles may be required in turbulence, as a part of
SID, or non-normal procedures.
2.4.11.13. HF radio should be set to monitor Company HF Frequency. Set RF gain
to maximum for best Selcal reception. Selcal is operative only on the selected HF
frequency.
2.4.11.14. Anticipated Departure frequencies must be set. Set radio course
selectors, frequencies as appropriate in MANUAL.
2.4.11.15. Reselect AUTO after departure for proper FMC updating when manual
setting is no longer required. ADF's should be selected and IDENTIFIED at this
stage for the departure, and checked that they are pointing in the correct direction.
2.4.11.16. Transponder shall be set as follows:
2.4.11.16.1. Set and leave the reply selector in AUTO throughout the complete
flight, from the Preflight Procedure (PF) to the Shutdown Procedure.
2.4.11.16.2. During the Preflight Procedure PF the Item "Transponder panel … Set"
requires the PF to set 2000 as transponder code, Transponder mode selector to OFF,
or SBY the Transponder selector to PF side.
2.4.11.16.3. Transponder selector and altitude reporting switches shall be selected
as number 1 if Captainr is PF, as number 2 if F/O is PF.
2.4.11.16.4. Insert ATC transponder code when received by ATC.
2.4.11.16.5. During the Pushback or Towing Procedure / Before Taxi Procedure, the
item "Transponder ... as needed" requires F/O to position the Reply selector to ON.
2.4.11.16.6. In the Takeoff Procedure, when instructed to select an active TCAS
mode, the First Officer will position the Transponder mode selector to ABV.
2.4.11.16.7. When doing the After Landing Procedure and Shutdown Procedure the
above items will be done in reverse sequence.
2.4.11.16.8. Keep ATC transponder code set until parked at gate and then set 2000.
Perform Prefl ight Procedure-Captain Verify correct FMC/CDU entries are
(FCOM Vol.1) (Note 2.4.12) done by PF.
NOTE 2.4.12
2.4.12.1. Preflight Procedure-Captain must be accomplished with concern to
the Preflight and Post Flight Scan Flow on FCOM Vol.(1)
2.4.12.2. Although the procedure is done by Captain, F/O may do the
procedure as needed.
2.4.12.3. Before starting the passenger boarding Captain and/or F/O shall make
sure that:
• Passenger signs ON
• Parking Brake SET
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2.4.12.4. During the procedure as of the related steps:

2.4.12.4.1. The light test is required before every flight. The fire warning lights shall
not be checked during this test. Individual test switches or push to test features shall
be used to check the lights which do not illuminate during the light test. Scan flow
shall be used to verify that all other lights are flashing or illuminated. And also all
system annunciator panel lights shall be verified to illuminate.
2.4.12.4.2. During oxygen sytem test, 5 sec.s flow test shall be omitted.
2.4.12.4.3. Before checking the flight instruments the initial data steps from the CDU
Preflight Procedure should be complete and IRS alignment should be complete.
2.4.12.4.4. Captain shall crosscheck Emergency Exit Lights, PA and Service
Interphone with the Cabin Crew before the first flight of the crew.
Do the CDU Prefl ight Procedure-Performance Data Steps.(Note 2.4.13)
NOTE 2.4.13
2.4.13.1. When the load and trim sheet is ready on board, it shall be crosschecked
by both pilots and cabin crew shall be asked for sectional head count when deemed
necessary. Captain shall enter the ZFW and CG into CDU as F/O completes
T/O&Landing Data Sheet.
2.4.13.2. Load Sheet Pax summer season weights:Adult:84kg, Child:35kg, Infant:10
kg. 2.4.13.3. Load Sheet Pax winter season weights: Adult: 84kg, Child: 35,
Infant:10kg. 2.4.13.4. If LMC is more than 1000 kg
a new load and trim sheet is required.
2.4.13.5. Refer to on board aeroplane weight cards for weights and load & trim
sheet for passenger.
2.4.13.6. Both pilots shall evaluate the runway analysis charts separately to figure
out the reduced thrust calculations and then cross check them.
2.4.13.7. The engine derate has priority to the assumed temperature method.
If possible derate the engine first and then use assumed temperature method. The
minimum assumed temperature is the corner point ( ISA+15 °C for the related
airport) and the maximum assumed temperature is 45°C 61°C in TABAN Airlines.
2.4.13.8. Captain shall enter the reduced thrust data and takeoff speeds in the CDU
and PF set V 2 speed on the MCP.
2.4.13.9. The altitude marker bug should be set to the Flap Retraction Altitude from
Airport Analysis Charts. (Min. 800 ft.)
2.4.13.10. The altitude stated in the some Airport Analysis charts is AGL.
2.4.13.11. The altitude marker bugs are set with reference to MSL.
2.4.13.12. The elevator trim shall be set by Captain and cross checked by F/O
from Captain side.
Advise F/O to obtain the ATC clearance Obtain ATC clearance. Reset course
(Note 2.14) selectors, RDMI switches and NAV
radios, the altitude alert and
transponder as required.(Note 2.14)
NOTE 2.14
2.14.1. Both pilots will monitor ATC clearance.
2.14.2. When ATC clearance has been received, PF will revise the briefing
according to the clearance, including SID routing, restrictions, transition altitude,
etc., if necessary.
2.14.3. At airports that issue ATC clearance during taxi, F/O will ensure
Captain is monitoring while resetting NAV radios if necessary and when
resetting the altitude alert and transponder.
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Advise PM be ready for the cockpit

crew briefi ng.
Initiate cockpit crew briefi ng beginning
with instrument crosscheck, and
followed by departure briefi ng and
T/O&emergency briefi ng.(Note 2.4.15)
NOTE 2.4.15
2.4.15.1. Before reading the “PREFLIGHT CHECKLIST”, PF will start the cocpit
crew briefing, initiated with the following instrument cross-check:
ASI: - Airspeed Auto
- Pointer indicating (0)
- Mach Meter (45)
- Barberpole (340)
- No flags
EADI: - No pitch
- No bank
- No Flags
- Ball centred
- F/D checked
ALT: - Altimeter set "
- Indicating "
- Flap retraction altitude set"
CLOCK: - ___:___ UTC
RDMI+EHSI: - Heading ___ , standby compass ___
RDMI switches set to VOR (or ADF)
IVSI: - Vertical Speed zero
Fuel used indicator - Zero
2.4.15.2. Then will continue with the departure briefing:
2.4.15.2.1. In the departure briefing, PF first briefs the expected taxi route and then
lays emphasis on the expected departure route by briefing this item in detail. The
conventional Jeppesen chart (based on radio navigation) will be used and briefed, as
backup for FMC failure. FMC legs page should be checked with the SID overlay
as needed. RNAV/LNAV departures should be monitored if applicable. For the one
engine out case, only the minimum flap retraction altitude is briefed at this point when
EFP is a straight takeoff flight path. If not, the complete EFP will be briefed.
2.4.15.3. Then in the takeoff and emergency briefing, PF will brief the following items:
2.4.15.3.1. Thrust setting, anti-ice yes or no,
2.4.15.3.2. Flap setting,
2.4.15.3.3. Pressurization,
2.4.15.3.4. The requirements for other than ECON CLIMB (Max Angle is recommen-
ded when departing from airports in mountainous areas depending on the specific
Airport departure procedure. FMC Max Angle shall be selected after flap retraction).
2.4.15.3.5. Rejected takeoff procedure,
2.4.15.3.6. Engine failure procedure after V1.
2.4.15.3.7. Other failures after V1:
2.4.15.3.7.1. If the nature of the situation requires recall items,or mulfunction exist, first
complete the QRH Non Normal Checklist then After Takeoff Checklist.
2.4.15.4. Questions or additions?
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If no further questions are open and no additions to be made, Captain will call
for the “PREFLIGHT CHECKLIST”.
After briefi ngs complete and no further Read the “PREFLIGHT CHECKLIST”
questions left, call for “PREFLIGHT
CHECKLIST”
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2.5. BEFORE START PROCEDURE

CAPTAIN (PF) FIRST OFFICER(PM)
Advise F/O to “Complete the before Complete the before start procedure
start procedure.” (FCOM Vol.1) (FCOM Vol.1) (Note 2.5.1)
(Note 2.5.1)
NOTE 2.5.1
2.5.1.1. Captain will advise F/O to complete the before start procedure after
checking doors closed, all door lights extinguished and the bridge is clear.
2.5.1.2. If any delay is expected, inform the cabin crew and the passengers. If a
short taxi time is expected, advise the cabin crew to arrange the pre-take off
announcements and safety demonstrations accordingly.
Check trims for freedom of movement Set Fuel Pump Switches and Hydraulic
and return to required T/O settings. Pump Switches. (Notes 2.5.2 and 2.5.3)
NOTE 2.5.2
2.5.2.1. If the center tank fuel quantity exceeds 1000 pounds/453 kg., set CTR
L and R FUEL PUMPS switches ON.
NOTE 2.5.3
2.5.3.1. If pushback is needed, verify that the nose gear steering pin is installed, or,
if the nose gear steering pin is not used, depressurize hydraulic system A by setting
System A HYDRAULIC PUMP switches OFF.
2.5.3.2. Any further electrical source changes must not be made until the tow bar
has been disconnected after pushback.
2.5.3.3. If pushback is not needed or if pushback is needed and the nose gear
steering lockout pin is installed, pressurize both hydraulic systems.
Call F/O to request “START UP Obtain pushback and/or start clearance
CLEARANCE” upon request of the Captain.
After the push back and/or start Set ANTICOLLISION LIGHT ON.
clearance is received from ATC, call
for “BEFORE START CHECKLIST” Read the BEFORE START checklist.
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2.6 ENGINE START / PUSH BACK PROCEDURE

Establish communication with ground Operating pack switches - OFF Call
personnel and leave set or release the “Start pressure __PSI.”
parking brakes as advised by ground (Note 2.6.3)
crew. (Notes 2.6.1 and 2.6.2)
NOTE 2.6.1
2.6.1.1.Engine starts are normally done by flight crew in close communication with
ground personnel. If interphone is not available, standard hand signals will be used.
During engine start, ground crew should report any malfunction or abnormality to be
observed.
2.6.1.2.Normal start sequence is 2, 1.
2.6.1.3.Engine start procedure may be accomplished during pushback or towing.
2.6.1.4. Ensure that the A System Hydraulic pumps are set ON or OFF in compliance
with Notes 2.5.3 and 2.6.8.
2.6.1.5. Communication Procedure for Engine Start during Pushback
COCKPIT (Captain) GROUND
Ground from Cockpit Go ahead
Steering Pin inserted.(if used) Confirm
A pumps OFF, Ready for push back
brakes released.
Brakes released Commencing Pushback
Ready for Engine Start All engines clear or Eng. No __ Clear
When pushback completed.
Pushback completed, set parking brake.
Brakes set.
Disconnecting, standby for hand signal
Disconnect and give hand signal.
on your left / right side.
2.6.1.6. Communication for Engine Start (External Air / Ground Power)
When APU is not available for engine start, Engine No.1 must be started first.
WARNING
To minimize the hazard to ground personnel, the external air should be
disconnected, and engine No. 2 started using the Engine Cross Bleed Start
procedure. (Refer to the Supplementary Procedures in FCOM Vol.1)
COCKPIT (Captain) GROUND
Ground from cockpit Go ahead
Ready for ground air Ground air available
Thereafter normal communication procedure for engine start/pushback.
Before removing ground power, place No. 1 generator switch ON
Remove ground power Ground power removed
Remove ground air Ground air removed
Start remaining engine (See Warning above)
Disconnecting, standby for hand signal
Disconnect and give hand signal
on your left / right side
2.6.1.7. If a red warning or an amber caution light illuminates during or after an engine
start on the ground, MEL shall be checked to obtain additional information and get a
better picture of the situation. This does not mean that in all cases MEL dispatch
restrictions have to be applied.
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NOTE 2.6.2
2.6.2.1. TANA POWERPUSH OPERATIONS
2.6.2.1.1. The A System Hydraulic pumps will be switched ON prior to power push.
2.6.2.1.2. The nose wheel steering lock out pin will NOT be installed.
2.6.2.1.3. During push back, steering inputs will be done by Captain.
2.6.2.1.3. Steering instructions will be given to Captain by the powerpush
operator through the interphone system. The operator is responsible for maintaining
safety during pushback operation.
2.6.2.2. NOSE GEAR POWERLIFTER FOR PUSHBACK
2.6.2.2.1. Procedure is the same as for normal pushback, except that the
brakes are set prior the airplane is lifted and prior to lowering the nose again.
2.6.2.3. NOSE GEAR POWERLIFTER - NO APU/NO APU BLEED AIR
2.6.2.3.1. Same as in 2.6.2.2 (also refer to the Supplementary Procedures in the
FCOM Vol. 1)
CAUTION
2.6.2.3.2. Do not hold or turn the nose wheel steering wheel during pushback or
towing except TANA.
CAUTION
2.6.2.3.3. Do not use airplane brakes to stop the airplane during pushback or
towing. This can damage the nose gear or the tow bar.
2.6.2.3.4. Do not allow the aircraft to move until a positive response has been
received. When carrying out “non-standard" pushbacks which are needed for
purposes other than departure prior to flight, i.e. repositioning on stand, changing
stand for de-icing etc., the following procedure will be used: Prior to commencing
any such pushback when passengers are carried, a PA announcement will be made
and confirmation obtained from cabin crew that all passengers are seated.
NOTE 2.6.3
2.6.3.1. The minimum start pressure at sea level is 30psi,decrease the minimum start
pressure 0.5 psi for each 1,000 feet above sea level.
Announce Engine No _ start switch - GRD.
0
Start Engine No _, Max EGT 725 C.” Stopwatch…………………. Start
Redline (Note 2.6.4) (Note 2.6.4)
NOTE 2.6.4
2.6.4.1. At first start of the day, both engines are to be started on R IGN. (In order to
check the AC standby bus.) Alternate L and R, for subsequent starts. Continue the
flight using the ignition position used for engine start. Prior to first engine start,
Captain calls maximum EGT as a reminder.
WARNING
2.6.4.2. Do not exceed 25% N2 intentionally as it might damage the starter gear.
CAUTION
2.6.4.3. If the ENGINE START switch does not trip to OFF at 46% N2,
56% N2 F/O will immediately position the ENGINE START switch to OFF.
2.6.4.4. Maximum motoring is defined as N2 acceleration is less than 1% rise in
approximately 5 seconds.
2.6.4.5. In order to avoid start lever movements to idle without observation of
positive N1, Captain shall only put his hand on the start lever after having
observed positive N1.
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2.6.4.6.Both pilots verify that engine stabilizes on ground idle (standard day, sea
level):
VALUES AT IDLE B 737 300-500 B 737 600-900
N1 22 % 20 %
N2 60 % 59 %
0 0 0 0 0 0
EGT(*) 475 C (450 C-600 C) 410 C(320 C-520 C)
FF 326 kg/h 272 kg/h
(*) EGT may vary depending on ambient conditions)
Verify increase of N2. Confi rm increase of N2.
Call “Checked”. Call “N2”.
When N1 rotation is seen: Confi rm N1 rotation.
Call “Checked” Call “N1”.
Check oil pressure rising.

Call “Checked” Call “Oil Pressure”
When N2 is at 25%, or (if 25% N2 is not Monitor the start sequence.
possible), at maximum motoring and a
minimum of 20% N2:
Engine start lever…. ……Raise to idle
Call '' Timing”
Call “Fuel fl ow, EGT.”

(when observed)
(If no fuel fl ow orEGTobserved within 10
seconds after the engine start lever has
been placed to idle detent)
Call “46%” N2. “56%” N2 Observe Engine Start switch to trip
OFF, duct pressure to increase and
start valve light to extinguish and call
Call ”Checked” “Starter cut out”
0
Call “Peak EGT __ C.” Note peak EGT for related engine on
the computer fl ight plan, reset the
stopwatch.
Monitor N1, N2, EGT, fuel fl ow and Monitor N1, N2, EGT, fuel fl ow and oil
oil pressure for normal indications pressure for normal indications while
while the engine accelerates to a the engine accelerates to a stable idle.
stable idle.
After the engine is stable at idle, start the other engine the same way.
After both engines are started,
advise ground personnel disconnect
and continue with hand signals.
(Note 2.6.1)
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2.7. BEFORE TAXI PROCEDURE

COMMANDER (PF) FIRST OFFICER(PM)
Advise F/O to start the Before Taxi Set the below systems as in FCOM
Procedure Call '' FLAPS __'' VOL 1:
GEN switches -ON
Check TR-1, TR-2, TR-3 indications Pitot Heat Probe Heat switches,- ON
and leave DC meter selector on BAT WING ANTI-ICE and ENGINE ANTI-ICE
AUXBAT position. as needed and confi rmed with
Check GEN-1, GEN-2 indications and Commander. (Note 2.7.1)
leave AC meter selector on GEN-2 Air conditioning and pressurization
position. panel:
ISOLATION VALVE and PACK switches
– AUTO
APU BLEED AIR switch- OFF or ON.
FLT/GRD switch – FLT
APU switch – AS REQUIRED
NOTE 2.7.1
0
2.7.1.1. Engine and wing anti-ice are to be used when OAT is +10 C or less and
when:
2.7.1.1.1. Visible moisture in any form is present (i.e. clouds, fog with visibility of one
mile or less, rain, snow, sleet or ice crystals).
2.7.1.1.2. Standing water, slush, ice or snow is present on the ramps,
taxiways or runways.
2.7.1.2. Check engine run-up requirements for delayed taxiing/ takeoff, because
simultaneous failure of both engines may occur during or after takeoff. (FCOM Cold
Weather Operations).
Set ENGINE START switches - CONT
Check Engine start levers – IDLE
detent.
Verify the ground equipment is clear. Call “GROUND EQUIPMENT IS CLEAR”
Set System A HYDRAULIC PUMP
switches –ON (Note 2.7.2)
NOTE 2.7.2
2.7.2.1. At first, ELECTRICAL HYDRAULIC PUMP - ON, check the pressure rising
to the normal range. Then ENGINE DRIVEN HYDRAULIC PUMP - ON Check
difference as increase. SYS on MFD before the HYD PUMP switch operation
Set takeoff fl aps (Note 2.7.3)
NOTE 2.7.3
2.7.3.1. After setting the takeoff flaps, verify the flap position indicator agrees with
the lever position and LE FLAPS EXT green light is illuminated.
Call “Flight controls check”
Check fl ight controls. (Note 2.7.4)
NOTE 2.7.4
2.7.4.1. During Captain’s check of the rudder control, F/O will follow the
movement of the rudder pedals with his feet and ensure his rudder pedal
position is correct.
For flight controls check, “SYS” will be selected to see flight control surface
movements on lower display. Before take-off “ENG” will be selected again.
Set Transponder as needed.
(Note 2.7.5)
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NOTE 2.7.5
2.7.5.1. At airports where ground tracking is not available, select STANDBY. At
airports equipped to track airplanes on the ground, select an active transponder
setting, but not a TCAS mode.
Make necessary update changes to the taxi briefi ng.
Check Recall. (Note 2.7.6)
NOTE 2.7.6
2.7.6.1. If any system malfunction is displayed on RECALL, verify that it is
permissible to continue operation in accordance to MEL, or any other appropriate
published procedure if necessary.
Call ”BEFORE TAXI CHECKLIST”. Do the BEFORE TAXI checklist.
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2.8. TAXI PROCEDURE

Check area clear and call “LEFT SIDE Check area is clear and call “RIGHT SIDE
IS CLEAR”(Notes2.8.1and2.8.3) IS CLEAR”(Notes2.8.1and2.8.2)
NOTE 2.8.1
2.8.1. Before commencing taxi, both pilots look ahead and to the side of the airplane
to check that the maneuvering area is clear of obstructions. Each pilot confirms
verball y that his side is clear.
NOTE 2.8.2
2.8.2.1. When crossing active runways during taxi, switch the strobe lights on.
NOTE 2.8.3
2.8.3.1. Before taxi, switch taxi light on.
2.8.3.2. Thrust levers should always be advanced evenly on both engines to
initiate taxi. Breakaway thrust at high gross weights could damage objects behind
the aircraft. 35 % N1 is acceptable as breakaway thrust.
2.8.3.3. Landing gear geometry and sweepback of B737 airplane wings result in an
outward motion of the wing tips and tail during turns.
2.8.3.4. At idle thrust, the airplane may accelerate to a higher taxi speed than
desired. Do not ride the brakes to prevent high taxi speed. Allow the airplane to
accelerate, then brake smoothly to a slow taxi speed release the brakes smoothly
and repeat the sequence. Intermittent brake usage provides a cooling period
between brake applications.
2.8.3.5. Normal taxi speed is approximately 20 kts, adjusted for conditions. During
straight taxiing, speeds up to 30 Kts are acceptable, however at speeds greater than
20 kts use caution to avoid over controlling the aircraft with the nose wheel steering
wheel.
2.8.3.6. In case of long taxi routes and high ambient temperatures and/or high gross
weight, higher than normal taxi speeds can result in an unwanted heat build up in
the tires.
2.8.3.7. When approaching a turn, speed should be slowed to an appropriate speed
for conditions. On a dry surface, use approximately 10 –12 kts.
During taxi check standby During taxi check standby instruments
instruments PFD/ND for proper PFD/ND for proper indications.
indications. (Note 2.8.4) (Note 2.8.4)
NOTE 2.8.4
2.8.4.1. During taxi, both pilots check standby instruments PFD/ND for proper
indications. In congested areas, or in the proximity of obstructions, checks shall be
delayed and copying of clearances shall be avoided. F/O will assist in keeping a
lookout.
2.8.4.2. Check yaw damper during taxi. Verify that a turn causes yaw damper to
move in opposite direction and return to zero in a constant turn.
CAUTION
2.8.4.3. Only emergency PA announcements will be made while taxiing. If a lengthy
delay is expected prior to takeoff, inform the passengers when the aircraft is at
a complete standstill.
For revised or new clearances, verify For revised or new clearances, set MCP,
MCP, FMC and NAV aids are set. FMC and NAV aids. Prepare the aircraft
Verify the aircraft is prepared for for takeoff. (Note 2.8.5)
takeoff. (Note 2.8.5)
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NOTE 2.8.5
2.8.5.1. If the ATC clearance is received during taxi, F/O will set the MCP altitude
and transponder and confirm with the Captain. If no transponder code is
assigned, set appropriate standard code (2000).
2.8.5.2. When required to load or modify the FMC due to a revised
clearance, use caution to maintain a proper outside vigilance to ensure safe taxiing.
F/O should make the required entries. Then Captain verifies proper entries. It
is F/O’s task to complete the checks, set radio frequencies and prepare the aircraft
for takeoff.
Make approriate calls to ensure
Captain taxiing on correct taxiways,
turns, runway crossings etc.
WARNING
Use caution to maintain a proper outside vigilance to ensure safe taxiing.
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2.9 BEFORE TAKEOFF PROCEDURE

Notify cabin crew to prepare for
takeoff. Verify that the cabin is secure.
(Note 2.9.1)
NOTE 2.9.1
2.9.1. No unnecessary conversation is to take place on the Flight Deck
beginning with the Before Takeoff Procedure until FL100 has been passed.
2.9.2. Engine warm up recommendations should be considered before selecting
takeoff thrust.
PF updates the changes to the takeoff briefi ng as needed.
Set the weather radar display as needed. (Note 2.9.2)
Set the terrain display as needed.(Note 2.9.2)
NOTE 2.9.2
2.9.2.1. The weather radar panel shall be set as follows:
2.9.2.1.1. Verify that Weather Radar Panel Mode Selector Switch is set to WX/TURB,
GAIN control to AUTO and TILT control as needed. (AUTO, if installed).
2.9.2.1.2. Weather Radar tilt shall be 4 units up for all takeoffs regardless of the
weather condition.
2.9.2.1.3. When departing into adverse weather set the weather radar before
takeoff. When departing within mountaneous terrain one pilot should select terrain
mode. While operating the weather radar, pilots shall be in different ranges.
Arm AUTOTHROTTLE (Note 2.9.3)

NOTE 2.9.3
2.9.3.1. The autothrottle will be armed when cleared onto the runway.
Call “BEFORE TAKEOFF Do the BEFORE TAKEOFF checklist.
CHECKLIST”
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2.10. TAKE OFF PROCEDURE

PILOT FLYING (PF) PILOT MONITORING (PM)
Update the runway position as needed.
When entering the departure runway,
set the STROBE lights to ON (as
installed) (Note 2.10.1)
NOTE 2.10.1
2.10.1.1. Do not perform a "No engine bleed T/O" after exterior de-icing, use
"Unpressurized T/O" instead.
2.10.1.2. Before entering any active runway, both pilots will visually check the
approach sector and runway to ensure they are clear. Before commencing the
takeoff roll, both pilots will visually check the takeoff and climb-out paths.
2.10.1.3. Just prior to the takeoff roll, both pilots should mentally check correct
runway heading and review the rejected takeoff procedure.
When cleared for takeoff, set the On TCAS equipped airplanes, set the
INBOARDLanding light switches toON. transponder mode selector to TA/RA.
Verify that the brakes are released. (Note 2.10.2)
Align the airplane with the runway.
(Note 2.10.2)
NOTE 2.10.2
2.10.2.1. When cleared for line up and/or takeoff, F/O recycles NO SMOKING SIGN
to inform the cabin.
2.10.2.2. If F/O is designated PF, Commander announces: "YOU HAVE CONTROL"
to indicate when F/O has to take over control of rudder pedals, control column and
brakes.
2.10.2.3. A rolling takeoff is recommended.
2.10.2.4. Before starting the take off run, time shall be checked and clocks started.
Advance the thrust levers to just
above idle (40% N1).
Allow the engine to stabilize.
Push TO/GA switch.
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.
Monitor airspeed. (Note 2.10.4) Monitor airspeed and callout any
Maintain light forward pressure on abnormal indications. (Note 2.10.3)
the control column.
NOTE 2.10.3
2.10.3.1. During strong head winds, if the thrust levers do not advance to the
planned takeoff thrust by 60 knots, manually advance the thrust levers.
NOTE 2.10.4
2.10.4.1. Keep the aircraft to one side of the centerline lighting system to prevent
nose wheel vibration, electrical instrumentation damage and for passenger comfort.
Observe THR HLD mode at 64 KIAS (84 KIAS in airplanes with new model of
A/T computer)
Verify “80 KNOTS” and call Call “80 KNOTS” (Note 2.10.5)
“CHECKED” (Note 2.10.5)
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NOTE 2.10.5
2.10.5.1. The 80 kts call will be used as an airspeed cross-check and incapacitation
call. The RTO is active AFTER 90 KTS GROUNDSPEED.
2.10.5.2. Above 80 knots, relax the forward control column pressure to the
neutral position.
Verify V1 speed. (Note 2.10.6) Call “V1” (Note 2.10.6)
NOTE 2.10.6
2.10.6.1. The V1 call on aircraft, where the call is not generated automatically
should be completed at V1. Note that V1 is an action speed, NO decision speed. In
turn, to have the V1-call completed by V1, the callout has to be initiated at least 4
knots before V1. The automatic callout system starts the call 3 knots before V1.
2.10.6.2. At V1 , the Captain will remove his hand from the thrust Ievers as a
positive indication that the takeoff will be continued.
0 0
At VR, rotate with 2 -3 pitch rate. At VR call “ROTATE” (Note 2.10.7)
(Note 2.10.7)
After liftoff, follow FD commands. Monitor airspeed and vertical speed.
Establish a positive rate of climb.
NOTE 2.10.7
CAUTION
2.10.7.1. A smooth rotation rate must be attained at 2°- 3° degrees per second
0
up to 9 pitch initially . After definite liftoff continue rotation into the Flight Director.
In order to minimize the possibility of a tail strike, do not chase the Flight Director
during initial rotation. Due to aircraft geometry, aft fuselage contact with the runway
will occur at approx, 11.4 0 of body attitude if liftoff has not occurred.
Verify a positive rate of climb on the Verify a positive rate of climb on the
altimeter and call “GEAR UP.” altimeter and call “POSITIVE RATE.”
(Note 2.10.8)
Set the landing gear lever to up.
NOTE 2.10.8
2.10.8.1. After takeoff, at a minimum RA of 50 feet and positive climb is verified on
the altimeter call “POSITIVE RATE”.
Above 400 feet radio altitude, call for Select or verify the roll mode.
a roll mode as needed. (Note 2.10.9) (Note 2.10.9)
NOTE 2.10.9
2.10.9.1. At 400 feet AGL, a roll mode shall be selected; after the roll mode is
selected, PM shall select CLB PAGE on PF’s CDU.
2.10.9.2. No turns below 400 feet AGL. At times, however, obstacle clearance,
noise abatement, or departure procedures may require an immediate turn after
takeoff, initiate the turn at the appropriate altitude and maintain V2 + 15 to V2 + 25
with takeoff flaps. Climb performance is slightly reduced while turning. Maintain FD
commands. For special procedure airports, follow the altitude and speed
recommendations as specified.
2.10.9.3. Departure Control shall be called after roll mode is selected.
2.10.9.4. No conversation in the cockpit or transmission to the company will
be made prior to FL 100 (or TOC if cruise altitude is below FL 100).
At thrust reduction height, call “SET Push the N1 switch.
CLIMB THRUST” (Note 2.10.10) Call “N1” (Note 2.10.10)
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NOTE 2.10.10
2.10.10.1. At 1000 feet AGL, set climb thrust by pressing N1.
2.10.10.2. When departing from a noise sensitive airport, the autopilot may be
engaged at 1000 feet AGL. By engaging the autopilot pitch mode N1/LVL CHG
mode is also automatically selected. Maintain V2+20 or FD command speed to Flap
Retraction Altitude (Acceleration height).
2.10.10.3. Before autopilot engagement, PF will instruct PM to make appropriate
MCP, FMC and NAV Radio selections.
Call “FLAPS UP SPEED.” Set the fl aps up maneuvering speed.
Verify acceleration. Set FLAP lever as directed.
Call “FLAPS __” according to the fl ap Monitor fl aps and slats retraction.
retraction schedule.(Note 2.10.11)
NOTE 2.10.11
2.10.11.1. For departure within mountainous regions, after flap retraction, select
VNAV Max Angle of climb until MSA is attained.
2.10.11.2. To maintain manual flying skills, pilots are encouraged to hand fly the
aircraft regularly until at least FL 100 when departing from not sensivity airports.
2.10.11.3. Takeoff Flap Retraction Speed Schedule:

Above
At & below Above Select
Takeoff Flaps (53,070 kgs) up to
(53,070 kgs) (62,823 kgs) Flaps
(62,823 kgs)
V2 + 15 V2 + 15 V2 + 15 5
15 160 or F 180 or F 190 or F 1
190 or F 200 or F 210 or F UP
V2 + 15 V2 + 15 V2 + 15 1
5 190 or F 200 or F 210 or F UP
Min. Clean Speed 210 220 230
Limit bank angle to 15 0 until reaching V2 + 15
“F”= Minimum flap retraction speed for the next flap setting on speed tape display.
After fl ap and slat retraction is Push the VNAV switch.
complete, call “VNAV.” (Note 2.10.12) (Note 2.10.12)
NOTE 2.10.12
2.10.12.1. Normally airspeed is restricted to 250 knots below 10,000 ft. Authorization
by ATC to fly faster than 250 knots shall only be accepted with reluctance.
Engage the autopilot after a roll
mode and VNAV are engaged.
After fl ap retraction is complete:
• Set or verify that the engine bleeds
and air condition packs are operating.
• Set the engine start switches as needed.
• Set the AUTO BRAKE selector to OFF.
• Set the landing gear lever to OFF.
At transition altitude:
Call “TRANSITION ALTITUDE”
Set altimeter to standard and call: Set altimeter to standard and call:
“1013 SET, LEVEL ---.—” “1013 SET, LEVEL ---.---, X-CHECKED”
Call “AFTER TAKEOFF CHECKLIST.” Do the AFTER TAKEOFF checklist.
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2.11. CLIMB AND CRUISE PROCEDURE

2.11.1. Climb Procedure
At FL 100 Call “10,000 feet” and set the Landing
light switches to OFF, fasten belts AUTO
and complete After Takeoff Checklist.
CAUTION
Do not allow the shoulder harness straps to retract quickly. Buckles can pull
or damage circuit breakers.
Squeeze the three airspeed (V1, VR and V2+15) bugs together. (Note 2.11.1.1)
Set altimeter bug over 0 ft. position.
Set standby altimeter to standard.
NOTE 2.11.1.1
2.11.1.1.1. By squeezing the bugs together, no pilot will use T/O bug setting for
landing by mistake.
Check the generator buses.
Check ENGINE BLEEDS are on and
pressurization is working.
Set APU switch to OFF, if still ON.
Recycle the NO SMOKING sign to
release the cabin crew. (Note 9.1.2)
Set ENGINE START switches to OFF if
not needed.
Set VHF NAV receivers to AUTO.
Set VHF2 to 121.500 KHz if not

otherwise needed.
NOTE 2.11.1.2
2.11.1.2.1. FASTEN BELTS sign should remain ON from engine start to FL100 and
from FL100 to engine shutdown.
2.11.1.2.2. When turbulence is expected, FASTEN BELTS sign should be set ON
and cabin crew should be advised whether or not to continue the service.
If using AUX. Tanks or CTR tank, set
both respective fuel pump switches to
OFF when LOW PRESSURE lights
illuminate.
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2.11.2 Cruise Procedure

When established in level fl ight.
Check if
the center tank contains usable fuel and
the center tank fuel pump switches are
OFF, set both center tank fuel pump
switches to ON again.
Set both center tank fuel pump
switches to OFF when both center tank
fuel pump LOW PRESSURE lights
illuminate.
After establishing stable cruise Enter winds in CDU if not previously
speed, check actual speed with FMC accomplished. (Note 2.11. 2. 2)
speed, check aircraft trim to optimize Check overhead panel.
fuel burn. (Note 2.11.2.1) Set both VHF NAV receivers to AUTO,
Stow departure airport charts. if not previously done.
NOTE 2.11.2.1
2.11.2.1.1. When stabilized during cruise it is necessary for economy reasons to
have a well trimmed aircraft.
2.11.2.1.2. Minimum Drag Trim Technique
2.11.2.1.2.1. Check for thrust asymmetry and adjust N1 as necessary to set even
thrust.
2.11.2.1.2.2. Check for lateral fuel balance and, as needed, control fuel feed to
regain lateral balance (A lateral unbalance will appear as a roll input).
2.11.2.1.2.3. Verify rudder and aileron trim is zero.
2.11.2.1.3. Autopilot engaged (preferred method):
2.11.2.1.3.1. Stabilize the airplane on a constant heading with HDG SEL.
2.11.2.1.3.2. Trim the rudder In the direction of the down wing. Apply rudder trim
incrementally, allowing bank to stabilize after each trim input. Large trim inputs do
not give repeatable results. The airplane Is properly trimmed when the bank angle is
zero as displayed on the ADI sky pointer. If the airplane is properly rigged, this
should result in an approximately neutral wheel.
2.11.2.1.3.3. Disengage the autopilot. With the autopilot disengaged, hold the wings
level with the control wheel using the ADI for reference. Trim out any control wheel
forces using aileron trim.
CAUTION
2.11.2.1.3.4. Use of aileron trim with the autopilot engaged is prohibited.
2.11.2.1.3.5. If desired, re-engage the autopilot.
2.11.2.1.4. Autopilot disengaged (alternate method):
2.11.2.1.4.1. Hold the wings level with the control wheel using the ADI sky pointer
for reference.
2.11.2.1.4.2.Use rudder trim to correct (stop) heading drift. For airplanes with IRS,
display heading on the IRS overhead panel. Use the tenths of a degree window to
zero heading drift.
2.11.2.1.4.3.Use aileron trim to remove any control wheel force.
2.11.2.1.4.4. If the control wheel is displaced more than approximately 1.6 units (10
degrees) spoiler deflection will be initiated and a significant increase In aerodynamic
drag will result.
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NOTE 2.11.2.2
2.11.2.2.1. All NON-ATC related communications i.e. company messages, WX
requests, etc., will normally be carried out by PM. This will ensure PF is alert for any
immediate ATC instructions. PM will advice PF before ceasing any ATC
communication watch as well as when returning to ATC frequency.
2.11.2.2.2. During cruise, PM shall receive the weather information for enroute
alternate aerodromes (to be set in the FIX pages of FMC during cruise) using
VOLMET, ATIS or other available facilities.
2.11.2.2.3. Workload division;to ensure that one pilot is in command of the controls at
all times, a level of workload management and discipline is vital. Distractions such
as paperwork, P/A’s, reading or eating without handing over controls shall be avoided.
Therefore, the other pilot is to be kept in the loop by making use of the two-way-
communication rule. However, PF controls (even in manual flight for short intervals),
easily may handle RT as this relates directly to his tasks. For that reason, a non-ATC l
call (e.g. interphone) should be answered by PM.
Monitor CRUISE/LEGS page as Monitor PROGRESS page.
appropriate.
Obtain updated forecast and actual WX
for destination, alternate and enroute
diversion airports.(Note 2.11.2.3)
NOTE 2.11.2.3
2.11.2.3.1. At TOC point, total fuel used to that point will be calculated and written
on the flight plan near the TOC point and the wind direction and speed will also be
noted at that point.
2.11.2.3.2. When time permitting after level-off, F/O shall check and record the
engine out/drift down figures and inform Commander.
2.11.2.3.3 On flights over 1hour, after TOC, fuel checks will be accomplished at 30min.
intervals or over FIR crossing points. At the same, the spot wind direction and speed
will be noted over the estimated wind speed and direction on the flight plan.
Stow departure airport charts.
Navigate the aircraft accurately. Do raw data check regularly.
(Notes 2.11.2.4 and 2.11.2.5) Notes (2.11.2.4 and 2.11.2.5)
NOTE 2.11.2.4
2.11.2.4.1. The HDG bug constantly has to be adjusted to the current heading.
During manual flight this is the duty of PM without being commanded by the PF,
during autoflight the PF adjusts the HDG bug. The same applies for the MCP speed
cursor during approach for intermediate flap extension.
2.11.2.4.2. When released from ATC speed restrictions and operational speed
limitations are not a consideration, the speeds shown below should be flown:
Phase With FMC Without FMC
NG CL NG CL
Climb ECON ECON 280/.78 280/.74
Turbulence 280/.78 280/.73 280/.78 280/.73
Cruise ECON ECON LRC 280/.74
Descent ECON ECON 280/.78 280/.74
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NOTE 2.11.2.5
2.11.2.5.1.If one of the pilot has to leave the cockpit; the cockpit door shall be closed
but unlocked and the remaining pilot shall wear his headset and fasten his shoulder
harness.
CAUTION
2.11.2.5.2. The pilot in the cockpit will recycle the Fasten Belts sign on and off
repeatedly if the other pilot is required in the cockpit immediately.
Make engine reading when stabilized
in cruise. A/T must be OFF for at
least 1 min. in smooth conditions.
(Once per duty period)
Clearance to step-climb should be Reset fl ight altitude on pressurization
requested when shown on fl ight controller prior to step-climb.
plan, unless actual conditions i.e.
weight, wind, temperature indicate
otherwise. (Note 2.11.2.6)
NOTE 2.11.2.6
2.11.2.6.1. If possible, apply the step cruise climb technique: Initially, climb 1000 ft
higher than the optimum altitude and cruise at this flight level until 1000 ft below
optimum. Then climb again to ensure minimum fuel consumption. (If not predicated
by more favorable winds at lower levels).
Make PA announcements to Monitor ATC during PA
passengers in appropriate Announcement. (Note 2.11.2.7)
languages. (Note 2.11.2.7)
NOTE 2.11.2.7
2.11.2.7.1. Passenger announcements shall be done by Captain. After PA
at Captain’s discretion headsets may be removed and speakers switched on.
Due to 50% degradation of speaker volume, any time when two transmitters are in
use, both pilots must be on headsets.
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2.12. DESCENT PROCEDURE

Start the Descent Procedure before the airplane descends below the cruise
altitude for arrival at destination.
Complete the Descent Procedure by 10,000 feet MSL.
Then commencing descent and after Obtain ATIS when within range and
receiving ATIS,transfer controls to participate in arrival briefi ng, NAV
PM,set NAV radios, inbound courses, radio and altimeter set-up and
beacons, markers and altimeter cursor confi rmation. Set STBY altimeter to
for approach.Confi rm landing weight destination. Calculate landing weight
calculations.Set and call airspeed bug from the FMC and set airspeed bugs.
settings, set auto brake and complete Double punch fl ap setting to be used to
the arrival briefi ng. Legs page must be activate speed tape VREF.(Note 2.12.1)
matched with arrival briefi ng. Enter
MSA in the fi x page as a radial and
distance. After briefi ng is complete
resume control from PM. (Note 2.12.1)
NOTE 2.12.1
2.12.1.1. On the FMS Descent Forecast page:
2.12.1.1.1. TRANSLVL: Input is recommended.
2.12.1.1.2. TAI ON/OFF: Input is recommended when extended descent in icing
conditions is expected.
2.12.1.1.3. ISA DEV: Input is recommended at considerable deviations from ISA to
consider true altitude.
2.12.1.1.4. QNH: If significantly different from standard, consider entering QNH.
2.12.1.1.5. WINDS: The FMS considers a standard wind-profile based on actual
wind at TOD. Input is not recommended, except considerable deviations from a
standard wind profile are expected.
2.12.1.2. Descent and approach preparation shall be based on the latest ATIS if
possible, otherwise the latest weather information obtained via VOLMET or the
weather forecast reports provided at the METO.
2.12.1.3. Applicable charts for the arrival will be obtained from the aircraft library and
will include STARS, noise abatement chart, approach and taxi charts. For airports
where no STAR or profile exists, area charts or low en-route charts will be
available to determine MSA's and terrain relief.
2.12.1.4. If missed approach procedure is not in the FMC database; PF shall
prepare, PM shall crosscheck the missed approach procedure in the FMC.
2.12.1.5. The airspeed marker bugs will be set in the following manner:
• 2 marker bugs to “VREF”
• 1 marker bug to “VREF+15”
• 1 marker bug to minimum clean speed.
Confirm Landing Weight calculation. Speed bugs will be set automatically.

They will indicate minimum Flap Speeds.
2.12.1.6. The altimeter bug will be set to DA or MDA.

2.12.1.7. Use of Autobrake is recommended. Adjust autobrake setting according to
runway condition and runway distance available. Auto Brake 3 or Max is
recommended for crosswind and short field landings and when landing on a
contaminated or slippery runway and / or the runway is less than 6500 feet.
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2.12.1.8. The radio altimeter has to be set to –20 feet Less than 0 feet for all
approaches except CAT II/IIA.
2.12.1.9. Start descent according to FMS, crosscheck distance by using the formula
FL divided by 3 (± 20% wind component at TOD).
2.12.1.10. ‘Simple is best’ (i.e. if high speeds are needed use LVLCHG SPD INTV
instead V/S).
2.12.1.11. VNAV PATH is recommended as the mode commencing the descent.
However during descent other modes may become more sensible or needed.
2.12.1.12. When you start LNAV, VNAV PATH descent the next best pitch
mode may be LVL CHG for radar vectors with HDG SEL.
2.12.1.13. If a lower level is assigned by ATC before TOD, reset FMC cruise
level to actual flight level. Cruise descents should be avoided during the descent
phase. If an early descent is needed, use the DES NOW function.
2.12.1.14. An aircraft should not descend in IMC below the sector safe altitude as
shown on the instrument approach chart until it is established in the approved
approach or holding procedure.
2.12.1.15. When descending in mountainous areas passing 25 NM radius point, PM
should call “ENTERING MSA”. To ensure that both pilots are aware of the MSA
area. Any EGPWS callouts within this area should be regarded as serious,
unless both pilots can positively identify in VMC that the warnings are false.
When a climb/descent rate is issued by ATC, (i.e. “TABAN'' 123 continue .2.12.1.16
climb to FL250 with 1500 fpm or more"), that given rate has to be maintained until
level-off (if unable to comply, ATC has to be informed).
2.12.1.17. PATH CONTROL
2.12.1.17.1. During the descent phase, a continuous comparison of the current
situation should take place with the programmed approach and the currently
expected remaining distance (i.e. a visual approach was programmed, but is
expected to become an instrument approach].
2.12.1.17.2. Path adjustments above FL100 should be made by increasing
speed and/or using speed brakes. When using the speed brakes, actuate the speed
brake lever smoothly and slowly to the FLIGHT detent. Moving the speed brake lever
past the FLIGHT DETENT causes buffeting and is not recommended.
2.12.1.17.3. If speed brakes are required in descent, it is recommended that the PF
keep his hand on the lever while in use.
2.12.1.17.4. Path adjustments below FL100 should be made by using speed brakes.
Increasing remaining flight distance or, if necessary, by reduction of speed and an
early configuration. Airspeed normally is restricted to 250 knots below 10,000 ft.
Authorization by ATC to fly faster than 250 knots shall onlybe accepted with reluctance.
Verify that the pressurization is set to
landing altitude.
Review the system annunciator Recall and review the system
lights. annunciator lights.
DO the approach briefi ng.
Inform the cabin crew and
passengers about arrival time and
weather at destination prior to TOD.
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NOTE 2.12.2
2.12.2.1. At TOD point, total fuel used to that point will be calculated and written on
the flight plan near the TOD point and the wind direction and speed will also be
noted at that point.
Call “DESCENT CHECKLIST.” Do the DESCENT checklist.
Start descend using VNAV PATH.
Crosscheck FL 100 and call “10, 000 At10,000feet set INBOARD LDG LIGHTS
FEET.” and check FASTEN BELTS switches to
ON and complete the DESCENT
CHECKLIST.
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2.13. APPROACH PROCEDURE

The Approach Procedure is normally started at transition level.
Complete the Approach Procedure before:
• the initial approach fi x, or
• the start of radar vectors to the fi nal approach course, or
• the start of a visual approach
If required to execute a holding, PM Enter the holding information in FMC.
set holding in FMC. Set up navaids Confi rm with PF that entries are correct
and courses according to the planned before executing.
holding and decrease the airspeed to Inform PF of time available to hold
holding speed or ATC advised speed. from hold page on FMC.
(Notes 2.13.1 and 2.13.2) (Notes 2.13.1 and 2.13.2)
NOTE 2.13.1
2.13.1.1. If ATC requires to enter an unpublished holding pattern at short notice
pilots should be aware of MOCA.
2.13.1.2. Inholdi ng, PF will select LNAV and set his EHSI to MAP mode. PM will be on
raw data and monitoring the instruments, checking time or DME when appropriate.The
holding can be maintained until the Reserve Fuel remains on board. Thereafter the
crew has to consider diverting to an alternate airport.The decision should be based on
weather, airport facilities, number of aircraft in sequence, etc.
NOTE 2.13. 2
2.13. 2.1.Autopilot approach, PF will operate the MCP panel. With autopilot OFF, PF
will keep his hands on the controls and thrust levers and instruct the PM of changes
on the MCP panel and CDU. During the approach and landing phase, it is
recommended that the PM has the INIT/REF page set on the CDU, the PF keeps the
LEGS page. In the go-around/missed approach, the PF will fly the aircraft and
instruct the PM to make any changes to the MCP/CDU.This applies to both one
and two engines operating. The PF will take control of the MCP once the aircraft has
been cleaned up and A/P engaged.No approach is to be commenced before MANUAL
tuning has been selected, except for an NDB approach.
At transition level or when cleared to At transition level or when cleared to
an altitude reset altimeter to QNH. an altitude reset altimeter to QNH.
(Note 2.13.3) (Note 2.13.3)
NOTE 2.13.3
2.13.3.1. Setting the QNH after being cleared to an altitude below transition level:
2.13.3.1.1. PF sets local QNH on his altimeter.
2.13.3.1.2. While crossing TL, PM calls “TRANSITION LEVEL” and sets his altimeter.
Call“APPROACH SETUP”(Note 2.13.4) Do the approach setup (Note 2.13.4)
Call “APPROACH CHECKLIST” Do the Approach checklist
NOTE 2.13.4
2.13.4.1. Approach setup
2.13.4.1.1. Select MANUAL on VHF NAV radios. Tune and identify the correct
frequency for the intended approach and reselect AUTO for continuous updating.
(When cleared for approach reselect MANUAL)
2.13.4.1.2. Check inbound course in the course selector windows.
2.13.4.1.3. Check ADFs tuned fo the approach.
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2.14 LANDING PROCEDURE

2.14.1. Landing Procedure – ILS
On VOR/ILS intercept heading, select
EXP VOR/ILS and arm APP mode.
(Note 2.14.1.1)
NOTE 2.14.1.1
2.14.1.1.1. When on an intercept heading reselect 'manual' and position the
Standby Attitude Indicatorto the 'ILS' position. When cleared for the approach,
0
inside 18 NM from touchdown and inside 10 of ILS front course select 'APP' on
the MCP. (10 0 / 18 NM Rule)
Call for fl aps using fi xed speed Check speed and position the fl aps as
schedule.(Notes 2.14.1.2 and 2.14.1.3) directed and monitor the fl aps and slats
extension. (Notes 2.14.1.2 and 2.14.1.3)
NOTE 2.14.1.2
2.14.1.2.1. During flap extension, select flaps 1 at minimum clean speed UPspeed
2.14.1.2.2.Flap extensions should be ordered at maneuvering speeds. All flap settings
should be used according to the situation, i.e.if by ATC to "Maintain 180 kts"you may
use flaps 1or flaps 5. Select flaps 25 and check speed before selecting 30/40 as final
flap setting.
2.14.1.2.3. In case of vectors to final approach create the extended centerline.
2.14.1.2.4. The final track should be intercepted with the upspeed I minimum clean
speed as a maximum.
2.14.1.2.5. If not previously needed by the approach procedure, initial flap extension
should be ordered at approximately one and a half dot below G/S or 2 NM before FAF.
2.14.1.2.6. Flap Extension Schedule:
Current Command Speed
At Speed (knots) Select
Flap for Selected Flaps
A* / b* / c* Flaps
Position a* / b* / c*
Up 210 - 220 – 230 1 11 190 - 200 – 210
1 190 – 200 – 210 5 55 180 - 190 – 200
5 180 - 190 – 200 1010 160 - 180 – 190
10 160 - 180 – 190 15
15 150 - 160 – 160
15 150 - 160 – 160 25
25 140 - 150 – 160
(VREF30 or VREF40)
25 140 - 150 – 160 or 40
3030-40 + wind additives
a* = At and below 116,000 lbs/53,070 kgs
b* = Above 116,000 lbs/53,070 kgs and up to 138,500 lbs/62,823 kgs
c* = Above 138,500 lbs/62,823 kgs
NOTE 2.14.1.3
2.14.1.3.1.If during stabilized approach, which requires sink rates near 1000ft/mln (i.e.
high weight/Vref,abnormal configuration, tailwind / GS, etc,),a sink rate of above 1000
ft/min becomes necessary for slope correction below 1000 fl AGL, is not a mandatory
reason for a go-around. Mention this circumstance during the approach briefing.
2.14.1.3.2. In poor weather conditions and/or at night, non-precision approaches shall
be flown with landing flaps set at FAF. In exceptional cases (i.e. daylight VMC) non-
precision approach may be flown as noise abatement approach. Beyond the FAF
both pilot's attention must be available for flight path-control.
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2.14.1.3.3. During non-precision approaches with continuous descent using VNAV or

VS, set MDA plus 50 ft in the minimums reference / altitude window on the PFD to
avoid undershoot of MDA during go-around. The respective calls from PM have to
be adjusted accordingly.
2.14.1.3.4. Non-precision approach circling: According to Supplementary Procedures,
"Automatic Flight-Circling Approach" the MCP altitude will be set to the closest 100 ft.
increment above theMDA prior reaching the Final Approach Fix. The autopilot may be
used below MDA. When in altitude hold at MCP altitude or MDA(H) and commencing
0
the 45 breakoff track, start timing. When 45 sec ± WC have elapsed, turn downvind,
When abeam threshold of landing runway, start timing (3 sec/100 ft+/-WC,1sec/2kt)
When time elapsed, start base turn according to QRH MAN section.
2.14.1.3.5. The use of the autoflight system to the greatest extent possible
(LNAV, VNAV) is recommended during non-precision approaches.
2.14.1.3.6During RNAV(GPS)approaches no changes in lateral guidance are allowed.
2.14.1.3.7. Visual approach: A visual approach at WX conditions below circling
minima should be avoided. An eye should be kept on the flaps 5 maneuvering
speed until reaching abeam touch down point or its equivalent.
2.14.1.3.8. The highlights of the approach / missed approach do not have to be repe-
ated when commencing the approach. However, in some cases this might be useful.
2.14.1.3.9. During a non-precision and visual approach, when transiting to manual
flight, i.e. as acquiring visual contact by approaching MDA, FD switches shall be
switched to OFF and recycled to ON again. This FD arm function will enable full FD
guidance throughout the entire missed approach procedure.
2.14.1.3.10. Variety of approaches: Legislation wants every pilot to have at least
1 LVO app. flown in an aircraft every 6 months. Depending on weather and other
circumstances, pilots should be more "flexible” not tending to the most precised
easy approach offered by the airfield (e.g. FD ILS or visual). A non-precision
approach is also possible during normal operation, even with ILS serviceable. Due
consideration shall be given in regards of weather, fatigue, traffic situation and other
demands.
2.14.1.3.11. It is recommended to fly an ILS approach as noise abatement approach,
whenever conditions permit.
2.14.1.3.12. The B737 is classified as a category C airplane for straight in
approaches and two engine circling approaches. For single engine circling
approaches use category D minima.
One dot below G/S call “GEAR DOWN”. Select gear down, check three green
When the landing gear is down with lights,check speed and select fl apsto15.
three green call for fl aps 15.
Arm speed brakes.
Check auto brake setting.
Call “LANDING CHECKLIST.” Do the Landing checklist down to fl aps.
Recycle NO SMOKING sign to inform
the cabin.
Call: “Flaps …” (landing fl aps), Confi rm landing fl aps are extended and
“Set Speed….” (VREF+Additive) speed is set.
(Note 2.14.1.4) Complete Landing checklist and call
“Complete LANDING CHECKLIST” “LANDING CHECKLIST COMPLETE.”
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NOTE 2.14.1.4
2.14.1.4.1. Wind corrections on final approach during manual throttle operation: On
final approach, the airplane will react to windshear and gusts for both the headwind
and crosswind components of the wind. Unless compensated for, these factors may
cause the airplane to land short. With the autothrottles disengaged,use an approach
speed wind correction of 1/2 the steady headwind component plus all of the gust
increment above the steady wind, based on tower reported winds.The maximum
wind correction shall not exceed 20 knots. , if the approach will terminate with a
manual landing. PROGRESS PAGE 3 (PROGRESS PAGE 2 for A/C with FMC
Update 10.5 or later) can also be checked for headwind component.
After double punching the VREF speed from the INIT/REFpage, the LEGS page
will show the approach speed (VREF + Wind Correction) at the runway.
Windcorrection is automatically set 5kts or can be entered manually.
2.14.1.4.2. During autothrottle operation, when on final approach in landing
configuration, it is not recommended to set the A/T command speed to allow for
wind or gust corrections. Through airspeed and acceleration sensing, the A/T
corrects for normal wind gusts. Higher command speed settings result in excessive
approach speeds. The A/T approach speed setting is Vref +5.
2.14.1.4.3. In all cases, the gust correction should be maintained to touchdown while
the steady head wind correction should be bled off as the airplane approaches the
runway threshold, otherwise landing performance has to be corrected to take
speeds in excess of Vref into account. Landing distances are calculated with Vref at
50 ft above threshold.
2.14.1.4.4. When the wind is reported calm or light and variable, Vref+5 knots is the
recommended airspeed on final. Bleed off the 5 knots as the airplane approaches
the runway threshold. Do not add any additional speed for a headwind component of
up to 10 knots.
Do not apply a wind correction for tailwinds.
Example:
Headwind component = 18 knots, gusting to 25 knots. Add 9 knots for headwind
component and 7 knots for gust effect, resulting in an approach speed equal to
Vref+16 knots.If the total correction exceeds 20 knots, use a maximum of 20 knots.
At 500 feet call: “ALL LIGHTS ON” Call “500 feet”
Accomplish standard callouts for Check and select all landing lights on.
IMC/VMC approaches. (Note 2.14.1.5)
NOTE 2.14.1.5
2.14.1.5.1. As soon as the runway or the runway environment is in sight PM will in-
form PF.The calls at 1000 feet AGL and 500 feet AGL are made on all approaches re-
gardless of IMC/VMC. If PF fails to respond to any calls, PM will make the call once
more.If there is stillno response PM will assume incapacitation and announce
"I HAVE CONTROL'',and or go around as dictated by the situation.
2.14.1.5.2. Crew must initiate a positive go-around if the call ‘minimum’ is made
and the flight crew is not in visual contact with approach lights or runway and in a
position to make safe landing.
CAUTION
2.14.1.5.3. Especially flying in the mountainous area with high risk of CFIT
(Controlled Flight into Terrain), crew shall not hesitate to fly the full approach
procedure to be on the safe side.
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2.14.1.5.4. Deviations from normal flight path will immediately be brought to the
attention of the PF. PM will call "Sink rate", if vertical speed exceeds 1000 ft/min,
below 1000 feet AGL and "Speed", if airspeed is outside of tolerance (Target -0 to
target + 5 kts). Target speed is the required speed for final approach.
CAUTION
2.14.1.5.5. Engines must be spooled up and the approach should be stabilized prior
to descending through 1000 feet AGL.
2.14.1.5.6. PF will announce "MANUAL FLIGHT' before disengaging A/P and A/T.
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2.14.2. Landing Procedure – Instrument Approach Using VNAV

Non-ILS approaches using VNAV require FMC U7.1 or later.
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___" according to the Set the fl ap lever as directed. Monitor
fl ap extension schedule. fl aps and slats extension.
The recommended roll modes for fi nal approach are:
• for a RNAV or GPS approach, use LNAV
• for a LOC-BC, VOR, or NDB approach, use LNAV
• for a LOC approach, use VOR/LOC.
Verify that the VNAV glide path angle is
shown on the fi nal approach segment of
the legs page.
When on the fi nal approach course intercept heading for LOC, LOC-BC,
approaches
• verify that the localizer is tuned and identifi ed
• verify that the LOC pointer is shown
Arm the VOR/LOC mode.
Use HDG SEL to intercept the fi nal
approach course.
Verify that VOR/LOC is captured.
Approximately 2 NM before the fi nal
approach fi x and after ALT HOLD or
VNAV PTH is annunciated:
• verify that the autopilot is engaged.
• set DA(H) or M DA(H) on the MCP
(Set MCP at MDA rounded up to
nearest 100)
• select or verify speed intervention
(as installed)
(Select V/S approx. GS/2)(Note 2.14.2.1)
• select or verify VNAV
NOTE 2.14.2.1
2.14.2.1.1. The aircraft should be configured in the landing configuration at
this point. Ground speed / 2 simulates a 3 ° G/S. If approach is different, the rate of
descent will have to be adjusted appropriately.
At fi nal approach fi x, call: Set the landing gear lever to DN.
• "GEAR DOWN" Verify that the green landing gear
• "FLAPS 15" indicator lights are illuminated.
Set the fl ap lever to 15.
Set the speedbrake lever to ARM. Set Engine start sw CONT
Verify that the SPEEDBRAKE
ARMED light is illuminated.
Beginning the fi nal approach Set the fl ap lever as directed.
descent , call “FLAPS __" as needed
for landing.
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Call "LANDING CHECKLIST." Do the LANDING checklist.

Respond to standard callouts. Make standard callouts.
When approximately 300 feet above
DA(H) or M DA(H), set the missed
approach altitude on the MCP.
Note: When the missed approach altitude is set, the autopilot disconnects and
CWS P mod annunciates on the FMA.
At fi nal approach fi x verify the crossing altitude and crosscheck the altimeters.
Monitor the approach. Use Map Mode. Monitor the approach. Use Raw Data.
Continue the fi nal approach descent
using the vertical deviation scale and
pointer as reference.
On becoming visual with the runway:
Disengage A/P and A/T Turn F/D’s OFF, Set G/A altitude and
Call “F/D’s OFF, Set G/A altitude turn F/D’s ON. (Note 2.14.2.2)
F/D’s ON” (Note 2.14.2.2)
NOTE 2.14.2.2
2.14.2.2.1.F/D bars out of view but F/D’s are still armed and available if required for
go around.
Fly manually to land. (Note 2.14.2.3) Monitor approach and landing.
NOTE 2.14.2.3
2.14.2.3.1. The pilot should not dive at the runway when breaking clear of the clouds
at low altitudes from an instrument approach.
2.14.2.3.2.Sideslip only (zero crab) landings are not recommended with crosswinds
in excess of 15 knots at flaps 15, 18 knots at flaps 30, or 21 knots at flaps 40
(Increase these values by 2 knots for aircraft without winglets). This
recommendation ensures adequate ground clearance and is based on maintaining
adequate control margin. Comparing x-wind landing techniques of Boeing FCTM.
you might find out that the “decrab during flare” technique offers the widest range of
applicability regarding the wind situation. As the decrab will only be possible to an
extent governed by the wind component, you always will have the best combination
of crab angle and cross controls for the given situation.
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2.15. GO-AROUND AND MISSED APPROACH PROCEDURE

After commencement of the approach, a go-around or a missed approach
should be conducted when:
• Confusion exists or crew coordination gets lost.
• There is an uncertainty about the situational awareness.
• Checklists are being conducted late or the crew task overloaded.
• Any malfunction threatens the successful completion of the approach.
• The approach becomes unsuitable in altitude, airspeed, glide path, configuration.
• Unexpected wind shear is encountered.
• GPWS / EGPWS / TCAS alert.
• ATC changes will result in a rush or unstabilised approach.
• Adequate visual cues are not available at DH or MDA.
Note : It demonstrates a greater level of professionalism to do a missed approach
than to continue with a de-stabilised approach.
At the same time : Position the FLAP lever to 15 and
• Set max power monitor fl ap retraction.
• Push TO/GA and
• Call "Go-around, FLAPS 15.”
Verify: Verify:
• go-around attitude • go-around attitude
• max go-around power (Note 2.15.1) • max go-around power (Note 2.15.1)
• Inform ATC
NOTE 2.15.1
2.15.1.1. If TO/GA pressed, with autothrottle arm and below2000ftRA the thrust levers
will advance to the reduced go around setting. This reduced setting produces
a 1000/2000ft rate of climb. After reaching reduced go around thrust, pressing either
TO/GA swich the second time will advance the thrust levers to full go around N1 limit.
2.15.1.2. If manual go-around below 500 ft, full go-around thrust shall be applied.
2.15.1.3. Accelerate and retract flaps at 1000ft AGL (two engine GA) or at the
Minimum Flap Retraction Altitude/ MFRA (single engine GA).
2.15.1.4. In case of go-around after experiencing a non-normal situation with a
completed NNC, do the After Takeoff Checklist and thereafter start again with the
Deferred Items Descent / Approach of the appropriate NNC (If the NNC contains
Deferred Items Descent I Approach).
2.15.1.5. During go-around when selecting LNAV, the FD will command turns with
0
more than15 bank even during single engine operations and actual speed below
Vref+15kts.Initial turns during go-around with speed below Vref-MSkts,consider flying
this turn with heading select to avoid bank overshoot.
2.15.1.6. One/two enine go-around is initiated I by advancing thrust levers,pushing
TO/GA and announcing "go-around, flaps 1/15". After the flaps raised,PM imeadetle
checks and adjusts go-around thrust. At positive rate,the gear will be retracted.
Thereafter both pilots again have to check proper tracking of the aircraft flight path.
At flap retraction altitude/MSA/MAP altitude,"Set Up Speed" is commanded and flaps
are retracted. When up speed is reached,call "Level Change,Max Continuous Thrust"
in one engine Inoperative case, thereafter "After Takeoff Checklist". If the go-around
was due to WX, check WX and type of approach and consider diversion to another
field.Delaying the flap command during go-around could result in a significant drop of
airspeed as performance might be inadequate for a larger flap setting.
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Call “SET THRUST” Adjust go-around thrust, check positive

rate of climb on the altimeter and call
“POSITIVE RATE.”
Verify positive rate of climb and call
"GEAR UP." Set landing gear lever UP.
Verify that the missed approach
altitude is set.
Above 400 feet select appropriate roll Observe mode annnciation.
mode and verify proper mode
annuciation.
If needed, call “TUNE RADIOS FOR Tune the navigation radios as
MISSED APPROACH.” directed.
Verify missed approach track.
At acceleration height , call “FLAPS Set the fl ap lever as directed.
__” according to the fl ap retraction Monitor fl aps and slats retraction.
schedule.
After fl ap retaraction to the planned fl ap
setting, select LVL CHG. VNAV may be
selected if the fl aps are up.
Verify that the climb thrust is set.
Verify that the missed approach altitude is captured.
Set the landing gear lever to OFF after
landing gear retraction is complete.
Call “AFTER TAKEOFF CHECKLIST”. Do the AFTER TAKEOFF checklist.
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2.16. LANDING ROLL PROCEDURE

Upon touchdown: Verify that the SPEED BRAKE
Verify that the SPEED BRAKE lever is UP.
lever is UP. (Note 2.16.1) Call “SPEED BRAKES UP.”
Without delay, fl y the nose wheel If SPEED BRAKE lever is not UP, call
smoothly onto the runway. "SPEED BRAKES NOT UP."(Note 2.16.1)
Monitor the rollout progress.
NOTE 2.16.1
2.16.1.1. The PM will call "Speed brakes not up" after touchdown, if normal
operation does not occur. If manual operation of the speed brakes is required,
Captain will raise the speedbrake lever to the Ground position.
Verify proper autobrake operation.
WARNING: After the reverser thrust levers are moved, a full stop landing
must be made. If an engine stays in reverse, safe fl ight is not possible.
Without delay, move the reverse Monitor reverse thrust N1 and call if
thrust levers to the interlocks and G/A thrust limit is exceeded.
hold light pressure until the (Note 2.16.2)
interlocks release. Then apply reverse
thrust as neeeded. (Note 2.16.2)
NOTE 2.16.2
2.16.2.1. At touchdown immediately initiate reverse thrust, even before lowering the
nose. Rapidly raise the reverse thrust levers and move them aft to the interlock, then
to the reverse thrust detent No. 2.
2.16.2.2.Modulate reverse thrust as needed and avoid exceeding engine limits. If
needed, the maximum achievable N1 may be used.
2.16.2.3.For normal landings use idle reverse passenger comfort.
2.16.2.4.Runway state, technical malfunctions and other considerations may require
more reverse thrust on a particular landing. This should be discussed during the
approach briefing.
2.16.2.5. At 60 knots, reduce reverse thrust to be at no more than IDLE reverse
when reaching taxi speed within 60% of the available runway length. Use reverse
thrust and brakes accordingly to meet this performance requirement.
2.16.2.6. Use full reverse on wet and/or slippery runway immediately after
touchdown.
2.16.2.7. If reverse thrust is not selected or annunciated, PM will call "NO
REVERSERS", "LEFT REVERSER ONLY" or "RIGHT REVERSER ONLY", as
applicable.
2.16.2.8. PM will call "AUTOBRAKES DISARMED" when the autobrakes are
disarmed during the landing roll.
2.16.2.8. The following recommended procedure will give optimum manual braking:
2.16.2.8.1. Immediately after main gear touchdown, smoothly apply a constant
brake pedal pressure for the desired braking, for short or slippery runways use full
brake pedal.
2.16.2.8.2. DO NOT attempt to modulate, pump or improve the braking by any
special techniques.
2.16.2.8.3. DO NOT release the brake pedal pressure until airplane speed has been
reduced to a safe taxi speed.
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Approaching 60 kts, stow reverse Call “60 KNOTS.”

thrust levers to be at the reverse idle (Note 2.16.3)
when reaching taxi speed.
(Note 2.16.3)
Disarm autobrakes for taxi.
NOTE 2.16.3
2.16.3.1. When F/O is PF, Captain shall announce "I HAVE CONTROL" when taking
control of the aircraft. F/O shall respond by announcing "YOU HAVE CONTROL''
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2.17. AFTER LANDING PROCEDURE

Start the After Landing Procedure when clear of the runway.
Verify SPEEDBRAKE lever DOWN
and call “AFTER LANDING
CHECKLIST” (Note 2.17.1)
NOTE 2.17.1
2.17.1.1. When the aircraft is clear of the active runway and called by captain,
F/O will start the after landing checks. When a backtrack is required, after
landing checks may be initiated during backtrack after captain stowed the
speed brake, however leave strobe lights ON until runway is vacated.
Set the PITOT STATIC HEAT switches
to OFF. (Note 2.17.2)
NOTE 2.17.2
2.17.2.1. In cold weather operations, turn OFF Windshield, Pitot Heat and Anti-ice
only when no longer required.
Flight/Ground switch – GRD
(as installed)
ENGINE START switches – OFF.
Start the APU.
LANDING, TAXI light switches as STROBE light (as installed) switch –
needed. (Note 2.17.3) OFF.
NOTE 2.17.3
2.17.3.1. If taxi light is inop, both runway turn off lights should be on for taxi. At night,
when the marshaller or Follow-Me vehicle is insight, turn off taxi light and select
wing lights ON.
AUTOBRAKE selector – OFF.
Flaps lever – UP.
Transponder mode selector – STANDBY.
At airports equipped to track airplanes
on the ground select an active
transponder setting , but not a TCAS
mode.(Note 2.17.4)
NOTE 2.17.4
2.17.4. Non-essential tasks, such as completing log books and stowing charts will
not be accomplished during taxi.
Weather radar – OFF.
Approaching parking area, verify Check the hydraulic brake pressure
hydraulic brake pressure is normal and call “Brake Pressure Normal”
Taxi to Gate/Parking area slowly with Monitor Gate/Parking area for hazards
reference to either a marshaller or a i.e.stands, vehicles etc. and verify if
Visual Docking System. (Note 2.17.5) aircraft type is shown on Visual
Docking System.
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NOTE 2.17.5
2.17.5.1. If conditions are favourable, captain may shut down one engine
taxiing onto the gate/stand. A three minute cooling period at idle thrust is required
prior to engine shutdown.
2.17.5.2. Taxi slowly and avoid excessive engine idling at the parking stand. Do not
taxi onto the gate without Visual Docking System or marshaller. If the Visual
Docking System becomes unserviceable while approaching the gate, stop
immediately. Request hand signals.
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2.18. SHUTDOWN PROCEDURE

Start the shutdown procedure after the taxi is complete.
Set parking brake and check parking Set the Electrical power.
brake warning light illuminated. If APU power is needed:
Verify that the APU GENERATOR OFF
BUS light is illuminated.
APU GENERATOR bus switches – ON.
Verify that the BUS OFF lights are
extinguished.
If external power is needed:
Verify that the GRD POWER
AVAILABLE light illuminated.
GRD POWER switch – ON.
Verify that the BUS OFF lights are
extinguished.
Engine start levers – CUTOFF.
(Note 2.18.1)
NOTE 2.18.1
2.18.1.1. If after high thrust operation, including reverse thrust, run the engines at
or near idle for three minutes before shutdown to cool the engine hot sections.
FASTEN BELTS switch – OFF.
(Note 2.18.2)
NOTE 2.18.2
2.18.2.1.FASTEN BELTS switched toOFF,allows the cabin crew open the cabin doors.
ANTICOLLISION light switch – OFF.
(Note 2.18.3)
NOTE 2.18.3
2.18.3.1. ANTICOLLISION light switched to OFF, allows the ground crew to
approach the aircraft.
CAUTION
2.18.3.2. Do not turn off the anti-collision light until N2 is below 17%.
FUEL PUMP switches–OFF (Note 2.18.4)
NOTE 2.18.4
2.18.4.1.If APU is ON, leave forward 1 Fuel Pump ON to reduce APU FCU workload.
CAUTION: Do not leave the center tank fuel pumps on with the fl ight deck
unattended.
GALLEY POWER switch – ON or OFF.
WING ANTI-ICE switch – OFF.
ENGINE ANTI-ICE switches – OFF.
Set Hydraulic panel:
ENG. HYD. PUMPS switches – ON.
ELEC. HYD. PUMPS switches – OFF.
Set RECIRCULATION FAN switches as
needed:
Right air conditioning PACK switch –
AUTO
Left air conditioning PACK switch – OFF.
ISOLATION VALVE switch – AUTO
OPEN.
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Engine BLEED air switches -– ON.

APU BLEED air switch – ON.
(Note 2.18.5)
NOTE 2.18.5
2.18.5.1. If external air is being supplied APU BLEED air switch will not be set ON.
Exterior light switches – ON or OFF.
FLIGHT DIRECTOR switch – OFF. FLIGHT DIRECTOR switch – OFF.
After the wheel chocks are in place: APU switch - ON or OFF.
Release the parking brake. (Note 2.18.6)
NOTE 2.18.6
2.18.6.1. If ground power is supplied consider shut down of APU after cooling
requirements are complied with. Note that certain stations require APU shut down to
comply with local noise and/or pollution requirements.
CAUTION
2.18.6.2. When there are passengers remaining on board, the pilots will not leave the
cockpit unattended with APU running unless a qualified ground personnel (*) stays in
the cockpit to monitor the APU.
CAUTION
2.18.6.3. At terminating stations, do not leave the aircraft with the APU running
unless it has been handed over to qualified ground personnel(*).
(*) Qualified personnel must be Company approved and authorized.
Unlock the fl ight deck door.
Verify that the CABIN DOOR
UNLOCKED light is illuminated.
Call “SHUTDOWN CHECKLIST.” Do the SHUTDOWN checklist.
(Note 2.18.7) (Note 2.18.7)
NOTE 2.18.7
2.18.7.1. Pilots complete the necessary paperwork. Captain completes and
signs the ATL.
2.18.7.2. Handle the Jeppesen charts with care, Exercise scrutiny when putting them
back into the folders. Charts are often damaged,missing or not at the correct location
in the folder. This causes unnecessary worries for the succeeding crew and
sometimes even delays. It is not necessary to stow the charts during transit stops,
however remember to stow all charts when leaving the airplane for nightstop.
2.18.7.3. Before leaving the airplane, all CRTs shall be dimmed.
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2.19. SECURE PROCEDURE

The secure procedure applies where the technical is not available and the
airplane shall stay unattanded on the ground for a while.
IRS mode selectors – OFF.
EMERGENCY EXIT LIGHTS
Swith – OFF. (Note 2.19.1)
NOTE 2.19.1
2.19.1.1. Do not set EMERGENCY EXIT LIGHTS switch to OFF with passengers
still on board.
WINDOW HEAT switches – OFF.
Air conditioning PACK switches – OFF.
APU switch – OFF.
CAUTION
After APU shut down, wait for 20 seconds to let the APU inlet door close,
before switching OFF the battery.
Call “SECURE CHECKLIST.” Do the SECURE checklist.
Battery switch – OFF.
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2.20. CAT II / IIIA PROCEDURES

. All CAT II / CAT IIIA approach and landings shall be performed by captain
TABAN Airlines B737-EFIS aircraft are fitted with a fail-passive autopilot flight
:director system (AFDS). This means that any single failure should not
- cause significant displacement of the aircraft from the approach path or
altitude loss below the nominal glideslope;
- upon system disconnect involve any out-of-trim condition, not easily
controllable by the pilot;
- cause any action to the flight control system that is not readily apparent to the pilot either
by control movement or advisory display.
This feature permits the aircraft to operate to CAT IIIA minimums on ILS
approaches to runways certified to CAT IIIA requirements.
2.20.1. PRACTICE CAT II / IIIA APPROACHES POLICY

2.20.1.1. Practice CAT II / IIIA approaches should only be made in meteorological
conditions better than CAT I.
2.20.1.2. Practice CAT II / IIIA approaches leading to autoland are allowed on any
runway where a CAT II / IIIA approach is published, and on certain CAT I approaches
as specifically authorized by the Flight Operations Manager.
2.20.1.3. The Captain should be prepared to disconnect the autopilots and
continue manually or go around if the performance of the autopilots is in doubt.
2.20.2. THE WEATHER

Maximum allowable wind speeds when conducting a single, or dual channel Cat II or
Cat IIIA landing are predicated on autoland operations:
• Headwind 25 Knots
• Tailwind 10 Knots (maximum for takeoff and landing)
• Crosswind 10 Knots
• Turbulence Not more than moderate
• Precipitation Not more than moderate
NOTE
These restrictions apply to Autoland practice as well.
2.20.3. MINIMUMS
The minimums to be used for CAT II / IIIA are those as shown on the
appropriate Jeppesen approach plates.
2.20.4. RVR
A CAT II / IIIA approach may be initiated only if the reported RVR is equal to or greater
than minimums. RVR is more important than ceiling information. If, prior to outer
marker, RVR is reported less than minimums the approach may be continued.
To continue the approach past outer marker, RVR must be above minimums.
Beyond outer marker and before reaching Decision Height, RVR must be equal to
or greater than minimums to permit landing. Runway midpoint and rollout RVRs must
be equal or greater than required takeoff RVR minimums.
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2.20.5 PROCEDURES
For CAT II/IIIA operations the following will be Standard Operating Procedure:
2.20.5.1. APPROACH
Approach will be flown using the AFDS with dual autopilot selection using Flaps 40.
CAT II/IIIA procedures will be reviewed as part of the standard approach
briefing. Captain's Radio Altimeter Decision Height will be set to DH, F/O's will be
set to DH +100. Prior to approach both pilots will set the inbound course and manually
tune and identify the ILS frequency.
On the intercept heading when within 18 NM from touchdown and within 10ft ILS
front course select "APP" mode and engage autopilot B. During the intermediate
approach both pilots may use their choice of EHSI mode but captain must select
EXP VOR/ILS not later than the intercept heading and F/O must make the same
selection not later then G/S capture. G/A altitude will be set on the MCP when
established on G/S and the FMA annunciates GS capture.
2.20.5.2. CAPTAIN
Captain will monitor AFDS and maintain a full instrument scan during the approach.
From 1500' AGL captain’s hands will rest on the control wheel and throttles so as to be in
a position to disengage the A/P's or A/T or to initiate a G/A. At the F/O’s "100 ABOVE" call,
captain will call "looking-out" and will commence looking out for visual cues. At DH
captain will call either "LANDING" or "GO-AROUND". To permit the approach to
continue below DH captain must be satisfied that the airplane will land in the TDZ. If
captain is not satisfied, or loses visual reference below DH, a G/A must be executed.
2.20.5.3 F/O
First Officer will maintain a full instrument scan throughout the approach, landing and
rollout, down to taxi speed.
During CAT II/IIIA Approaches the following the calls are to be made by F/O:
"SYSTEM TEST" 1500' RAD ALT
"TWO CHANNELS" 1000' AGL
"FLARE ARM" 500' AGL
"STAB TRIM" 400' RAD ALT (APPROX.)
"100 ABOVE" DH +100
"MINIMUM" AT DH
CALL "NO FLARE" OR "NO RETARD" IF IT DOES NOT HAPPEN.
From DH to landing F/O will call out any abnormality, malfunction or any significant
deviation, as shown on the flight instruments. Arrival at the DH will be indicated by the
"minimums" call from the GPWS and F/O followed by commander's call of either
"LANDING" or "GO-AROUND". If there is no response to the "minimums" call from the
GPWS and F/O by captain, F/O should execute an immediate go-around on the
assumption that commander has become incapacitated.
2.20.5.4. MISSED APPROACH

In addition to a missed approach for any routine operational reason, a CAT II/IIIA ILS
will be discontinued if:
• During the approach any of the required airborne or ground equipment becomes
inoperative;
• At or below 500 ft AGL:
- an instrument cross-check shows a significant discrepancy;
- a localiser or glideslope deviation of more than one dot occurs;
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NOTE
The maximum acceptable deviation passing 100 ft AGL is:
LOC : 1/3 DOT = 70 ft
GS : 1 DOT = 13 ft
• At Decision Height:
- the last reported RVR is below minimums;
- the Visual Reference is inadequate;
- a touchdown within the TDZ cannot be accomplished.
• After Decision Height:
- the visual reference becomes inadequate
the pilot is manually handling the aircraft (due to a system failure) and
judges the visual reference to be inadequate for a manual landing.
2.20.5.5. GO-AROUND
Based on zero pilot reaction time, a 737 will lose about 20 feet in the process
of a go-around. The close ground proximity of CAT II/IIIA minimums makes the go-
around to be executed accurately and properly.
2.20.5.6. LANDING
If the decision is to continue the approach for landing, the autopilots and the
autothrottle should not be disengaged until after touchdown. If the aircraft is
positioned for a landing in the TDZ but not tracking exactly on the centreline the
lateral displacement should be accepted.
• On main gear touchdown select reverse thrust.
• On nose gear touchdown disconnect A/P.
• The A/T automatically disengages 2 sec.s after main gear touchdown.
• Use autobrake # 3.
2.20.6 VISUAL SECTION

2.20.6.1. COCKPIT CUT-OFF
The cockpit cut-off of the visual sector is a significant factor in low visibility
landings. On B737 airplane the factors affecting cockpit cut-off that can be
influenced by the pilot are:
2.20.6.1.1. Drift
Compensation on approach for a crosswind from the left will impose a greater section
of glare-shield on the Captain vision and thereby effectively increase the
cockpit cut-off. Conversely, compensation for a crosswind from the right will decrease
the cut-off.
2.20.6.1.2. Body Angle

At CAT II/IIIA minimums, a B-737 in a stabilised condition at Flaps 30 has a body
angle of 2 degrees approximately. This represents a cut-off angle of 13 o . In the same
situation for Flap 40 the body angle is approximately 0 o , the cut-off angle is 14.5 o
to 14.7 o.
2.20.6.1.3. Pilot Eye Height

A vertical adjustment of one centimetre in pilot eye height equates to a change of one
degree in the cut-off angle, which in turn equates to 6.5 metres of the visual segment.
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The cockpit cut-off can be minimised by:

• Observing the crosswind limit for CAT II/IIIA;
• Ensuring that seat height is adjusted to give the highest practicable eye- height;
• Ensuring that speed, pitch, and rate of descent are stabilised.
• Using Flap 40 for Approach and Landing.
2.20.7. VISUAL CUES

From 50 ft to the time of touchdown is approximately 5-6 seconds. In
that time scale, with a forward visibility of 200 m, it is obvious that the pilot must be
familiar with the visual picture that is needed for a safe landing.
At CAT IIIA minimums the pilot:
• may see not more than several centrelines and touchdown zone lights;
• must have adequate visual reference to ensure a landing in the TDZ.
2.20.7.1. VISUAL ILLUSIONS

Whereas the approach/runway lights afford some guidance, 200m RVR may not
provide an adequate picture to enable the pilot to achieve an accurate visual
perception of attitude.
The horizon is obscured, and the crossbars are in dynamic motion. The
distance to the furthest visible lights may appear to vary due to inconsistency and
density of the fog. This situation can create the illusion that the aircraft is porpoising.
Additional effects of the above are:

* A sudden decrease of visibility will cause the illusion of a pitch up; and
* A sudden increase of visibility will cause the illusion of pitch down.
These illusions and false perceptions can be guarded against by maintaining rapid scan of
instruments and visual cues throughout the visual sector.
As CAT IIIA approach and landings are only made with the autopilots engaged
transition from instruments to visual is facilitated.
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2.21. RVSM PROCEDURES

2.21.1. FLIGHT PLANNING
During flight planning the flight crew should pay particular attention to conditions that
may affect operation in RVSM airspace. These include but may not be limited to:
* Reported and forecast weather on the route of flight;
* Minimum equipment requirements pertaining to altitude hold systems.
2.21.2. PREFLIGHT PROCEDURES IN THE AIRCRAFT

2.21.2.1. Review the ATL/DIR to determine the condition of equipment required for flight
in RVSM airspace.
2.21.2.2. During the external inspection of the aircraft, particular attention should be
paid to the condition of static ports and the condition of the fuselage skin near each
static port and other component that may affect altimetry system accuracy.
2.21.2.3. Before take off the altimeters should be set to the airfield QNH. The two
primary altimeters should agree within 40ft. 50ft
2.21.2.4.Before takeoff, equipment required for flight in RVSM airspace should be
operative and any indications of malfunction should be resolved.
2.21.3. PROCEDURES TO FOLLOW PRIOR TO RVSM ENTRY

2.21.3.1. Before entering RVSM airspace the following equipment should operate
normally:
* Two digital air data computers,
* One Mode S transponder,
* One autopilot system with altitude hold function
* One altitude alert system.
2.21.3.2. In the event of an equipment failure, prior to entering RVSM airspace a new
clearance has to be requested to avoid flight in this airspace.
2.21.3.3. Before entering RVSM airspace, the initial altimeter crosscheck of primary
and standby altimeters should be recorded.
2.21.4. PROCEDURES WITHIN RVSM AIRSPACE

2.21.4.1. Verify altimeters are set to 1013.2 hPa and recheck before reaching the
initial cleared flight level.
2.21.4.2. During level change, do not overshoot or undershoot new flight level by
more than 150 ft.
2.21.4.3.One autopilot should be engaged with VNAV or ALT HOLD mode selected at all
times while cruising in RVSM airspace except when circumstances such as turbulence
might require disengagement. In any event adherence to cruise altitude should be done
by reference to one of the two primary altimeters. Altitude Alert should be operative.
2.21.4.4. At intervals of approximately one hour, crosschecks between the two primary
altimeters should be made. They must agree within 200 ft. Failure to meet this
requirement has to be reported to ATC. The normal pilot scan of cockpit instruments
should suffice for altimeter cross-checking on most flights.
2.21.4.5. Normally the altimetry system being used to control the aircraft should be
selected to provide the input to the altitude reporting transponder- transmitting
information to ATC.
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2.21.4.6. If the aircraft is identified as exceeding a Total Vertical Error (TVE) of 300 ft.
or an Altimetry System Error (ASE) of 245 ft then the established regional procedures
should be followed.
2.21.4.7. If notified by ATC of an Assigned Altitude Deviation (AAD) error, which
exceeds 300 ft, the pilot should take action to return to the cleared flight level as
quickly as possible.
2.21.4.8. Contingency procedures after entering RVSM airspace are:
2.21.4.8.1. ATC should be notified of contingencies (equipment failures, weather
conditions) which affect the ability to maintain cleared flight level and a plan of action
coordinated.
2.21.4.8.2. Examples of equipment failure which should be notified to ATC are:
- Failure of the autopilot altitude hold function.
- Loss of redundancy of altimetry systems, or any part of these, aboard the
aircraft.
- Loss of thrust on an engine necessitating descent.
- Any other equipment failure affecting the ability to maintain cleared flight level:
- ATC should be notified when encountering greater than moderate
turbulence; and
- If unable to notify ATC and obtain an ATC clearance prior to deviating
from the assigned clared flight level, established contingency procedures should be
followed to leave the assigned route or track and ATC clearance obtained as soon as
possible.
2.21.5 POST FLIGHT

ATL entries concerning malfunctions in height-keeping systems, should provide sufficient
detail to enable maintenance effective troubleshooting.
2.21.6. DEFINITIONS
2.21.6.1. Altimetry System Error (ASE)
The difference between the pressure altitude displayed to the flight crew when
referenced to standard setting (1013.2hPA) and the pressure altitude corresponding to
the undisturbed ambient pressure.
2.21.6.2. Assigned Altitude Deviation (AAD)
The difference between the transponder Mode C altitude and the assigned
altitude/flight level.
2.21.6.3. Total Vertical Error (TVE)
Vertical geometric difference between the actual pressure altitude flown by an aircraft
and its assigned pressure altitude (flight level).
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2.21.7. PHRASEOLOGY
CIRCUMSTANCE PHRASEOLOGY
ATC wishes to know RVSM status of fl ight CONFIRM RVSM APPROVED
Pilot indication that fl ight is RVSM Approved AFFIRM RVSM
Pilot indication that is NON RVSM approved NEGATIVE RVSM
Pilot of State aircraft indicating that fl ight is NEGATIVE RVSM STATE
NON RVSM a pproved AIRCRAFT
UNABLE CLEARANCE INTO
ATC denial of clearance into
RVSM AIRSPACE MAINTAIN
RVSM Airspace
(or DESCEND TO, or CLIMB TO) FL
Pilot reporting severe turbulence /weather
UNABLE RVSM DUE
affecting ability to maintain RVSM height-
TURBULENCE
kee ping requirements
Pilot reporting equipment degraded below
UNABLE RVSM DUE EQUIPMENT
RVSM re quirements
ATC requesting pilot to report when able to REPORT ABLE TO RESUME
resume RVSM RVSM
Pilot ready to resume RVSM after
READY TO RESUME RVSM
Equipment/weather contingency
2.21.8. RVSM Checklist

2.21.8.1. Ensure primary altimeters and field elevation are within 75 feet on the
ground.
2.21.8.2. Ensure that SSR altitude reporting operational.
2.21.8.3. Ensure that altitude control system (A/P) is operational.
2.21.8.4. Ensure that altitude alerting system is operational
2.21.8.5. Crosscheck primary altimeters to be within 200 feet, hourly.
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3. NON-NORMAL PROCEDURES
3.1. EMERGENCY TURN PROCEDURES
3.1.1. At airports where obstacles in the normal departure path reduce allowable
weights substantially the airport analysis chart will display an " Emergency Turn " to
improve allowable take-off weight.
3.1.2. Therefore navigation radios to be used during an emergency turn must be
checked prior to departure to ensure they are operational. Creating additional fixes
visible on the map display may be useful in more clearly defining the emergency turn
routing.
3.1.3. PF must brief PM on the emergency turn procedure and it should be clearly
understood by both pilots. The emergency turn routing is critical to terrain / obstacle
clearance in the event of an engine failure on departure.
3.1.4.Minimum flap retraction altitude (MFRA) is 800' AGL,or if higher,the performance chart
'level off height' corrected for airport elevation must be used in the event of an engine failure
for flap retraction.
However NO ACCELERATION will be done until the aircraft has achieved the heading and
reached the MFRA, whichever occurs later. However, at the MFRA, the pilot should call for
the "memory" items from the Engine fire/Separation/Severe damage Check List.
If more than one turn is involved then the following additional information is very important
and should be briefed thoroughly by the crew.
NOTE 1
In the emergency turn procedure thrust must be reduced to maximum continuous
thrust at the end of the acceleration segment.
NOTE 2
For turns initiated within eight miles of the lift off end of the runway it is assumed that
no acceleration is made during the turn, even if the indicated level off height has been
attained. The climb must be continued until on course at the appropriate speed. This
is to guarantee lateral obstacle clearance.
If there are two turns within eight miles, start acceleration after the second turn has
been completed.
NOTE 3
For procedures with the second turn outside 8 miles, acceleration should commence
after passing eight miles. Although while the airplane is banked, available gradient is
low with one engine inoperative, the vertical obstacle clearance is computed with
the reduced available gradient. Thus vertical obstacle clearance is guaranteed.
Lateral obstacle clearance is also guaranteed for the resulting increased turn radius
with the increasing air speeds during acceleration.
NOTE 4
Use T/O turn procedure during single engine go-around. If the T/O turn procedure
point has been passed when the engine fails, starting the turn will depend on the
airport terrain and the exact failure point.
3.2. PASSENGER EVACUATION AFTER REJECTED TAKEOFF

After the T/O has been rejected and the a/c has come to a complete standstill, the
captain alerts the cabin crew by calling: “ATTENTION CREW ON STATION”
three times.
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After evaluating the reason for the rejected takeoff, the captain has to fight a
possible fire first before deciding to evacuate the passengers or not. In case of a
persisting fire, the second fire warning switch has to be activated after a thirty seconds
interval and the passenger evacuation has to be initiated immediately.
The evacuation command will be: “EVACUTAE, EVACUATE, EVACUATE” (this
means: passenger evacuation, using all doors).
If certain doors have to be kept close, due to fire, this command may be modified as:
EVACUATE LEFT, EVACUATE LEFT, EVACUATE LEFT” (when the right engine is
on fire) or,
EVACUATE RIGHT, EVACUATE RIGHT, EVACUATE RIGHT” (when the left engine
is on fire) or,
EVACUATE FORWARD, EVACUATE FORWARD, EVACUATE FORWARD” (when
the APU is on fire and the aft doors can not be used).
Note 1: F/O will leave the A/C through any available exit, taking the megaphone and
flashlight and if possible the Load&Trim sheet.
If there is no need for a passenger evacuation the captain will call: “CANCEL
ALERT, CANCEL ALERT, CANCEL ALERT”
Note 2: In case of being forced to disembark the passengers away from terminals,
CONTROLLED DISEMBARKATION may be done anywhere on an airport using the main
doors and available stairs (i.e. after a bomb threat or tire failures). The cabin crew will be
informed using the call “CONTROLLED DISEMBARKATION”. (Slides are not used.)
3.3. INFLIGHT EMERGENCY PROCEDURES

3.3.1. GENERAL CONSIDERATION
In any non-normal situation pilots should adhere to following principles:
- Maintain aircraft control,
- Analyze the situation and take proper action,
- Land as soon as necessary.
During decision, the pilots should use FORDEC after finishing the non-normal checklist:
Facts (i.e. engine failure)
Options (i.e. immediate return, divert to alternate)
Risks (short,wet runway, weather)
Decision
E xecution (i.e. radar vectors, info to cabin crew and pax)
Check (check decision and execution)
3.3.2. USE OF CHIMES:
• 1 chime cabin to cocpit
• 2 chimes cabin to cabin
• 3 chimes (urgent) cabin to cockpit
• 3 or more chimes cockpit to cabin (also means:
-purser to cockpit, immediately-)
In case of purser to be called to the cockpit, the captain will brief:
• Nature of emergency
• Intention of the captain
• Time available
• Special instructions
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3.3.3. EMERGENCY LANDING

In case of an planned emergency landing, the cabin crew will be alerted:
• Two minutes prior touchdown (1500 feet) by PM calling “ATTENTION
CREW ON STATION, ATTENTION CREW ON STATION, ATTENTION
CREW ON STATION”.
• Thirty seconds prior touchdown (500 feet) by PM calling “BRACE, BRACE,
BRACE”.
If evacuation becomes necessary after landing, the evacuation procedure from
rejected takeoff procedure will be executed.
If cockpit incapacitation is imminent after a crash landing, the cabin crew may initiate
the passenger evacuation.
In case of an unplanned emergency landing where an accident might occur, PM will
call “BRACE, BRACE, BRACE” to alert the cabin crew for immediate action.
3.3.4. EMERGENCY DESCENT

In case of a rapid decompression or a slow decompression, which requires a fast
descent the cockpit will call:
“RAPID DESCENT, RAPID DESCENT, RAPID DESCENT”.
If a leveloff has to be made above 14 000 feet, the call will be:
“KEEP MASKS ON, KEEP MASKS ON”.
If a level of is made at 10 000 feet or below, the call will be:
“MASKS OFF, MASKS OFF”.
In case of the masks have been deployed mistakenly or due to a technical
malfunction, the cockpit may call:
“CABIN CREW AND PASSENGERS, DO NOT USE OXYGEN MASKS”
3.4. FIRE AND SMOKE IN THE AIRCRAFT

3.4.1. Cockpit Fire
All fires in the cockpit are to be treated as electrical fire, whether they have been
ignited electrically or not. This is to avoid the hazard of using a water
extinguisher in the cockpit.
Carry out the drill specified in your QRH under ELECTRICAL FIRES.
Only HALON fire extinguishers should be used in the cockpit. The Crew must be on
100% oxygen when using a HALON extinguisher because of the dangers involved
with using them in confined areas.
3.4.2. Cabin Fire
Fire has totally destroyed or severely damaged a number of aircraft, which might only
have suffered minor damage, had the crew taken immediate action to locate the
source of the fire and aggressive action to extinguish it.
The actions to be done by the cabin crew in any in-flight fire situation are the
following:
LOCATE SOURCE OF FIRE QUICKLY.
PUT ON SMOKE HOOD BEFORE ATTACKING FIRE AGGRESSIVELY.
EXTINGUISH FIRE AND ELIMINATE SMOKE KEEP COCKPIT INFORMED AT
REGULAR INTERVALS.
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PULL CBS FOR TOILET WATER HEATERS, FLUSH MOTORS, etc.

THE PURSER WILL ENSURE THAT THE CAPTAIN IS KEPT FULLY
INFORMED OF THE CHANGING SITUATION. IF SMOKE, IS SEEN IT SHOULD BE
REPORTED AS “SMOKE” AND ONLY ACTUAL FIRE SHOULD BE REPORTED AS
“FIRE”.
3.4.3. Smoke Alarms
All our aircrafts are fitted with smoke alarms to emit a piercing signal when
smoke or fire is detected.
If the warning is discovered to be false, e.g. aerosols may activate the smoke
alarm; the warning signal may be cancelled by ventilating the immediate area. If the
smoke alarm continues to give false warnings it maybe disconnected from its battery.
Captain must be informed first before any battery disconnection takes place. An
entry must be made in the tech log that the alarm is u/s and the lavatory
locked.
NOTE: IF THE FIRE OR SMOKE IS UNCONTROLLABLE, A LANDING AT THE NEAREST
SUITABLE AIRPORT SHOULD BE MADE.
3.5. BOMB THREATS
On very many occasions bomb threats are received by newspaper offices, Air
Traffic Control or Airport Authorities and these threats are sometimes passed to
captain before the company has become aware of them. Whenever possible, and
then time permits, Captains should make an attempt to contact the company to
ascertain if the information has been received by them and agree on the
category (Red or Green Alert) before arriving at his decision to divert or return to the
point of departure. Nothing in this instruction should in any way be construed as
removing discretion from captain. His authority in this matter is absolute and he
may arrive at any decision which he seas fit under the circumstances existing.
The intention is merely to suggest a course of action, which might, on occasions,
help captain to arrive at his decision.
3.5.1. A GREEN ALERT
- Is declared when the threat is obviously a hoax and can be disregarded.
3.5.2. A RED ALERT
- Occurs where in the opinion of the responsible company officer threat must be taken
seriously.
3.5.2.1. RED ALERT - Aircraft on the ground:
In the event of a RED alert on the ground, on the order of the Captain or company
officer in charge;
Disembark all pax and crew taking all personal belongings if time permits.
Crew should be aware of the means of evacuation that exists to them, i.e.
Airstairs, mobile stairs or slides.
Captain and company officers should use their judgment as to when it may be
prudent to use the slides in preference to the slower methods of disembarking the
aircraft. Consideration should be given, again bearing in mind the time factor, as
to whether the passengers take all their belongings as they leave the aircraft. It is
helpful to security staff that they remove their belongings to expedite the security
clearing of the aircraft.
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If the aircraft is not on stand, pax and crew should congregate at a distance of not less than
500m from the aircraft, and should not for any reason be allowed to return to the aircraft until
it is cleare by airport security.
Crew should remain with the pax until relieved by other qualified personnel.
After disembarkation assemble all passengers well away from the aircraft and permit
only local Airport Authorities to approach the immediate area.
Commander will ensure that all baggage, freight, mail and catering equipment is
checked and any items which cannot accounted for should be rejected. Any
unclaimed or unaccompanied baggage should be rejected. All items rejected
should be handed over for security and investigation to the authorities agreed
between the local Airport Management and Airlines.
A search in accordance with class 2 Security Inspection should be made of the aircraft
by the Station Engineer or if not available, by commander and his crew. All suspicious
or unidentified items should be handed over for security and investigation to the
authorities agreed between the local Airport Management and the airlines.
Depending on the gravity of the general security situation and the seriousness of
particular threat, passengers should be asked to retrieve and identify their own
personal cabin baggage and other belongings, thus eliminating them as
suspicious objects.
Crew and Naw Bags should be examined and their contents verified.
When captain is satisfied that the above procedures have been carried out and that
the aircraft is “clean”, the flight may recommence.
3.5.2.2. RED ALERT - in the air:
In the event the aircraft is in the air, the Captain will endeavor to land at a suitable
airport within 30mins. When making this decision the Captain should,
whenever possible choose an airfield with suitable letdown aids; one with which
he is familiar, and at which there are reasonable ground handling facilities, e.g.
company normal destination or approved alternate destination.
Subject to terrain clearance, weather conditions and fuel reserves, descend to
below 10,000ft and depressurize the aircraft to minimize the effect of an
explosion in the fuselage. In carrying out this procedure, a relatively fast rate of
descent (2-3000 feet per minute) should be used but the full emergency descent
procedure should not be followed. When depressurizing the cabin, care should be
taken to ensure that the cabin altitude is not raised above the altitude existing at the
time of receipt of the alert message. This precaution is aimed at minimizing the
risk of triggering off a barometric type fuse. If possible, adopt approach configuration
(flaps in intermediate position and gear down).
Declare an emergency and request Air Traffic Control to notify the relevant
authorities.
Make a PA announcement to passengers, informing them that a landing is being made
for operational reasons.
Request ATC to have passenger steps available for immediate disembarkation of
passengers in a position well away from all buildings and other aircraft. (Most airport
authorities have a designated area for this event)
After landing the crew will take the precautions as described above for “RED ALERT
ON THE GROUND”, taxi to the airport designated bomb disposal area. When the
Commander is satisfied that ALL security measures have been carried out, and the
aircraft is CLEAN, the flight may continue.
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3.6. HIJACKING
Crewmembers should not attempt to over-power any armed passengers and in
general should conform to their wishes so as to limit hazard and injury to the aircraft
or its occupants. It is obvious that the particular circumstance would govern the
action taken, but the company policy would prefer to have a flight disrupted than
accept any hazard, however slight.
Note : Should a hijacking take place on board one of our aircraft, the cabin crew will
try to contact the cockpit by interphone if at all possible. If during a flight the
interphone is used to call the cockpit and during the ensuing conversation the
word TRIP is used, i.e. TRIP 604, this is the pre-established codeword to warn the
flight deck of a possible hijacking in progress.
Once a hijacker declares himself:
OUR POSTURE IS ONE OF PASSIVE RESISTANCE SAFETY IS THE PRIMARY
OBJECTIVE.
The Captain according to judgment and assessment of the situation must make
all decisions as to the conduct of the flight when taken over by a hijacker.
If at all possible, keep the hijacker from the flight deck. Relay all communications
and requests through the cabin crew or have the hijacker use the interphone to talk
to the Captain. In all cases, the hijacker should be discouraged from dealing
directly with the aircraft Captain. This can be facilitated by keeping the
cockpit door locked at all times and not permitting cockpit visits.
Obtain the following information from the cabin crew for relay to ground stations. You
are the eyes and ears of everybody else.
• Weapons - Observed or claimed
• Description of hijacker(s)- age, race, sex, language
• Physical and emotional state, drugged or intoxicated etc.
• Accomplices - observed or claimed, ground based or airborne
• Demands - write them down to avoid any misunderstandings later
• Seat/ticket number
• Home address.
• Name of family or friends
• Situation assessment
• Motives and affiliations of hijacker(s)
3.6.1. DEBRIEFING - STATEMENTS

After all hijacking incidents there is a need to debrief the crew, including
the preparation of statements to be used in any subsequent legal action or
investigation. Invariably there will be exposure to press, radio and TV.
Pilots and cabin crew should avoid making any statements to the news media. A
request should be made to the company for advice and the assistance of a company
officer.
Any information given to the media may assist hijackers in the future and could
possibly prove useful to the hijackers in their defense of the case. It must be
remembered that this can easily be done in the relief and reaction after the incident is
over.
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4. ADDITIONAL INFORMATION
4.1. POWER POLICY AND THRUST REDUCTION METHOD
4.1.1. POWER POLICY
B2 24K Power will be used in all cases and B2 24K Power will be further
reduced by the assumed temperature method whenever possible to a maximum of
45 0C 610C.
C1 26K Power will be used only when B2 24K power will not provide the
required airport performance according to the airport analysis chart. All charts are
bleeds off. For bleeds on Take-offs make proper correction using airport analysis
chart. C1 26K improved climb will be used when necessary to further increase airport
performance. Use C1 26K improved climb performance for MTOW loadsheet
calculation if available. Speed correction will be made as per the performance
data sheet. The assumed temperature method of thrust reduction is prohibited when
any of following conditions exists.
Note:
B2 24K is a derate, not an assumed temperature thrust reduction.
If conditions 1-5 below exist, B2 24K derate may be used.
1. The runway is contaminated.
2. Anti-skid is inoperative.
3. PMC is inoperative.
4. FMC is inoperative.
5. Windshear or greater than moderate turbulence is suspected or reported in the
take off departure path.
6. Following any de-icing of the aircraft.
EEC in ALT mode requires full thrust takeoff. Derate and/or assumed temperature
thrust reduction is not approved.
4.1.2. THRUST REDUCTION METHOD

4.1.2.1. Add performance correction, either runway or climb limit to the actual take-off
weight and find the maximum temperature at which this weight is permitted on
the Airport analysis chart however not to exceed 45 0C 610C.
4.1.2.2. Enter assumed temperature on CDU Takeoff page N1 Limit Page for power
reduction. On page 2 of the Takeoff page N1 Limit Page select derate 1, which is B2
24K power and enter the assumed temperature found in step 1 above for B2 24K
reduction.
4.1.2.3. B737-400: Calculate V-speeds from the Takeoff Performance Analysis Charts
(or QRH) for 23.5K or 22K using assumed temperature and actual aircraft weight. V1
may not be less than VMCG for the actual temperature .
B737800-900: Select the FMS computed V-speeds and cross check from chart
4.1.2.4. B737-400: N1 indicators will display full C1 or B2 power; takeoff page will
display reduced thrust. N1 page will display C1 power for bleed configuration in
operation.
B737800-900: N1 Limit page Take off N1 data line displays full rated thrust or selected
takeoff derate thrust. Data line changes to RED 24K N1 when an assumed
temperature (SEL TEMP) entry results in a reduced N1 value.
4.1.2.5. It is not necessary to increase power beyond reduced thrust in the
event of engine failure after V1 since airport analysis charts provide for full obstacle
clearance with the selected power reduction.
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4.1.2.6. The FMC will automatically reduce to the appropriate climb derate to
correspond to the takeoff power condition selected. If necessary, the climb
reduction may be cancelled by deleting the select temperature anytime after climb
thrust has been selected after take off.
CLB 1 = 3% derate in climb N1 / 10 % thrust reduction to 10,000' increasing to full
climb thrust by 15,000'.
CLB 2 = 6% derate in climb N1 / 20 % thrust reduction to 5,000' increasing to full
climb thrust by 15,000'.
4.2. NON-PRECISION APPROACHES

4.2.1. Prior to setting the approach in the FMC, special note should be made
of the position and distance of the relevant navaid from the runway threshold.
4.2.2. From FMC, choose appropriate approach. If not available, select
appropriate runway and runway extension. The runway extension should correspond
to the distance from runway to FAF. Construct a point corresponding to the
MDA.
Any points on the Jeppesen chart between the FAF and the MDA point that will be
flown over (according to the planned descent profile) should be deleted. If the NDB
approach is to a runway with an ILS in the FMC database, you may select the ILS in
the FMC providing the inbound course is the same.
4.2.3. For most non-precision approaches a VDP waypoint must be calculated.
To calculate this, take the Minimum Descent Height from the Jeppesen chart and
using the “1000ft = 3NM rule” enter a waypoint the correct distance from the runway
threshold. This should be entered in the FMC as a height above AMSL.
(Note: If the calculated VDP point is closer to the runway than the Missed Approach
Point, then this procedure will not be applicable and therefore the MAP should be
used instead of an VDP point.)
4.2.4. For VOR approaches PF will set inbound course prior to descent. PM will set
the outbound course on his side. PM must display raw data and set the inbound
course no later than the final fix. Remember in VOR/LOC that the controlling FCC
(pilot with “FD” as master) captures radials selected on the PF side only.
4.2.5. PF flies with the EHSI in the MAP mode, the PM has the EHSI in EXP VOR, for
VOR and NDB approaches.
4.2.6. VHF Nav radios both in MANUAL for VOR or Localizer only approaches, and both in
AUTO for ADF approaches, unless DME required.
4.2.7. Fly procedure turn or intercept heading with Flaps 5.
4.2.8. When in ALT HOLD at final approach fix altitude, set MDA rounded up to next
100 feet in MCP altitude window.
4.2.9. Establish landing configuration prior to final descent point. (IFR conditions or
abnormal configurations/system problems)
4.2.10. When leaving final descent point, adjust V/S to place green arc just prior to, or
over the created MDA point. The V/S will be approximately half the Ground
Speed. PM should make note of any intermediate crossing altitudes.
4.2.11. Stabilize V/S when approaching MDA. At 500ft above MDA, select
missed approach altitude (this should be selected quickly to avoid the
autopilot inadvertently capturing ALT ACQ mode). Leave the V/S as it was.
When reaching MDA, the PM should call either “runway insight” or “no contact”. If not
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insight, the PF will press TOGA and initiate Go Around. Do not wait until Jeppesen
Missed Approach Point before commencing Go Around. Do not fly below MDA
unless runway threshold is in sight.
4.2.12. If runway is insight early or at MDA, disconnect the A/P and A/T and recycle
the FD switches OFF then ON, to place command bars out of view and to re-arm FD
for G/A.
4.3. VISUAL APPROACH TECHNIQUES
4.3.1. Visual approach will be approved by the radar approach control facility as
one method to expedite the traffic flow when the arriving aircraft has the
destination airport or the notified preceding aircraft in sight, can maintain the visual
reference to the terrain, can fly maintaining VMC after the approach clearance was
issued, and:
4.3.1.1.The ceiling is at least 500’ above the minimum vectoring altitude, and
4.3.1.2. The ground visibility is 5 km or more.
4.3.1.3.Radar separation is provided from any preceding aircraft until the
clearance for a visual approach is issued.
4.3.1.4.Radar service is automatically terminated when the pilot is instructed to
contact the control tower.
4.3.2. No visual approaches shall be executed into airports where the Pilot Flying
is not familiar with the airport or its surrounding area. Be aware of the areas of
high terrain. Ensure that both pilots have the correct airport and runway verified
before commencing the approach.
4.3.3. If flight crew would like a visual approach it must be requested. Maintain
previous navigation and do not commence visual approach until clearance for
such is received.
4.3.4. Initial descent shall be made to 1500’ AGL or Outer Marker altitude (if
available).
4.3.5. Prior to commencing approach, check the instrument approach chart for any
circling restrictions (i.e. CIRCLING NOT AUTHORISED WEST OF AIRPORT)
4.3.6. Use all available airport aids; accept radar vectors to finals if available. If
ILS is available, tune it and use it as the primary reference during the approach.
4.3.7. Use standard callouts and crew coordination in the same manner as you
would on a normal instrument approach to enhance altitude and general
situational awareness.
4.3.8. When joining straight in, use the DME and the “3:1” rule as a guide to
determine correct height. Check position of DME with relation to the runway prior
to use. (Aircraft should preferably join finals 3 miles from runway at between
900ft to 1000ft)
4.3.9. When joining downwind, maintain level flight at 1500’AGL or Outer Marker
altitude.
4.3.10. Aircraft should be spaced approx 1.5NM from runway. Once established in
ALT HOLD, set the missed approach altitude for the approach connected with
the landing runway.
4.3.11. Use the extended centreline of the runway as a guide when turning finals
(ask PM to set this up)
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4.3.12. Use of the TERRAIN mode in the B737, even when VMC, is
highly recommended.
4.3.13. Anytime ground contact is lost or the aircraft is unable to maintain separation
from the preceding aircraft, a go-around must be executed and ATC advised. Do
not enter clouds, even if you assume the other side of the clouds is safe. Also,
any time you get high and fast, or otherwise in any position that a normal landing
cannot be made - Go Around.
4.3.14. When engines are spooled up on a stabilized finals, turn FD’s OFF, set
missed approach altitude, turn FD’s ON. Aircraft should be stabilized by 500’AGL.
4.3.15. A visual approach in good weather conditions is not the time to relax and be
lulled into a false sense of security. Many factors exist that can affect your
visual perception of the flight path. You should be aware of them and compensate
for them.
REFUELLING WITH PASSENGERS ON BOARD .4.4

TABAN Airlines WILL REFUEL WITH PAX ON BOARD IF THE FOLLOWING CONDITIONS
: ARE COMPLIED WITH
4.4.1. Both left passenger doors available for evacuation. Stairs or bridge must be
attached and the doors open or if not available the left front door must be
open with the stairs extended and the left rear door must be closed with the slide
armed.
4.4.2. The CCA must be notified in advance in order to organize the cabin. The
NO smoking sign must be ON; the seat belt sign OFF and all hand baggage
stowed to facilitate an evacuation.
4.4.3. No fuel other than Jet-A1 may be loaded.
4.4.4. An engineer or stand supervisor must be in interphone or visual contact with a
pilot on the flight deck.
4.4.5. No electronic or electric switching may take place during the refueling
process.
4.4.6. Electric hydraulic pumps must be off.
4.4.7. Passengers must remain seated and left exit doors must remain clear.
4.4.8. Cabin crew must remain at their stations during fuelling.
4.4.9. Galley equipment must not block aisles or left exit routes.
4.4.10. An adequate airport fire vehicle must remain in a proper position in order to
quickly extinguish any fire in the refuelling area under the right wing.
4. 5. FUELING WITH ONE ENGINE RUNNING

4.5.1. Fuelling the aircraft with one engine running is strictly an emergency
procedure.
4.5.2. Such fuelling shall be conducted after an initial briefing with the local airport
authority and the fuel supplier and after proper safety measures are taken.
(Minimum safety equipment shall be 30 kg CO2 bottle or a 40 kg foam bottle and a
fire truck beside the airplane) Fire crew shall be instructed not to direct fire
extinguishing agent into engine intakes in case of fire.
4.5.3. Pressure fuelling shall be used rather than over the wing fuelling.
4.5.4. Pressure fuelling shall be done at a relatively low-pressure level.
(Pressure fuelling max pressure allowance with flow is 150 psi. You may suggest your
supplier to keep the pressure at 30-40 psi level).
This will extend your fuelling time but will decrease the probability of fuel spill due to
ruptured fuel hose or connection.
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4.5.5. One qualified person shall be in the cockpit and one on the ramp at
the headset during fuelling and engine operation.
4.5.6. The fuel hose, its connections on the wing and on the truck,A/C wingtips shall
all be observed during fuelling and engine operation.
4.5.7. Fuel shall be loaded on the side opposite to that of the running engine.
4.5.8. No. 2 engine shall NOT be operated during fuelling.
4.5.9. Fuel tanks shall be filled below tank capacity.
4.5.10. Passenger offloading/loading will be carried out with No. 2 engine running. During
refueling no passengers are permitted to be on board.
4.5.1. DUTIES AND RESPONSIBILITIES OF PERSONNEL

4.5.1.1. PILOTS
4.5.1.1.1. Pilots must remain in contact with ground crew. Advise CCA when fuelling
begins and when complete.
4.5.1.1.2. APU starting is not permitted but if it is running it may remain so.
4.5.1.1.3. Advise ground crew to stop fuelling if fumes are noticed or any other hazard
becomes apparent.
4.5.1.1.4. If a fuel spill occurs order an orderly evacuation not using evacuation slides
unless fire occurs. If a small spill occurs maintain refuelling configuration until
spill is cleaned up.
4.5.1.2. CABIN CREW
4.5.1.2.1. Maintain refueling configuration until advised fuelling is complete. Supervise
passengers and any service activity. Do not allow service equipment or
personnel to block left exit routes.
4.5.1.3. GROUND CREW
4.5.1.3.1. Ensure fire vehicle and fuel truck in proper position and ready for refuelling.
4.5.1.3.2. Check all left exit areas are clear and remain clear.
4.5.1.3.3. Obtain clearance from the flight deck and begin fuelling.
4.5.1.3.4. One qualified person shall be in the cockpit and one on the ramp at
the headset during fuelling.
4.5.1.3.5. Ground crew shall inform the cockpit crew that the fuelling is completed.
4.5.1.3.6. Stop fuelling if a spill occurs, if notified by the flight deck, or if any hazard
becomes apparent.
4. 6. MANUALLY BUILT SID/STARS
If a SID or STAR is not available in the FMC database the Captain may elect to
fly the routing manually or to build a SID/STAR manually.
Any manually built SID/STAR must be checked to conform exactly to the tracks,
distances and altitude restrictions depicted on the SID/STAR chart. Consideration
should be given to flyby or fly over waypoints when creating SID/STARs.
The manually built SID/STAR must be crosschecked by both pilots to ensure
accuracy because ATC separation in terminal areas is much less than during the
enroute phase of flight and a loss of separation could easily occur if the SID/STAR
routing is not exactly correct.
If the SID/STAR can be built exactly according to the Jeppesen chart it may be flown
in LNAV, if not, it should be flown manually using HDG SEL or VOR/LOC and
raw data on instruments.
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4.7. TAKE-OFF AND LANDING AT AIRFIELDS WITH MAIN RUNWAY

6500' OR LESS
Operations into airfields having runways 6500' or less is permitted provided the
following conditions are satisfied:
1. Take-off and landing performance data are available.
2. There is no standing water on the runway.
3. Braking action is given as good.
4. Maximum crosswind is limited to 20 knots dry runway.
5. Captain must be Pilot-Flying (PF).
6. Autobrake selection should be Max.
Whenever, due to work in progress, a main runway at any airfield is restricted to 6500'
or less, the above conditions apply.
4.8. POLICY AND PROCEDURES FOR THE USE OF TCAS/ACAS

4.8.1. Traffi c Advisory (TA):
Pilots shall immediately attempt to establish visual contact with all aeroplanes in the
vicinity in order to try to identify the intruder aeroplane. If visual contact is established
with the intruder, safe separation shall be maintained.
If no visual contact is established, no avoiding action shall be taken unless the
TA subsequently changes to an RA. If the TA occurs while climbing/descending
within 1000ft from levelling off, it is advisable to reduce the rate of climb/descent to
avoid a possible RA alert.
4.8.2.Resolution Advisory (RA):
When undue proximity to another aircraft (RA) is detected by ACAS, the captain
or the pilot flying shall ensure that corrective action is initiated immediately to
establish safe separation unless the intruder has been visually identified and has
been determined not to be a threat.
The pilot flying shall immediately react to an RA: he shall disengage the autopilot and
manually apply positive and smooth control inputs in the direction and with the
magnitude required by the RA (note that RAs do not require abrupt pitch control
changes). Concurrently, the flight crew shall attempt to establish visual contact and to
efinitely and positively identify the intruder. A manoeuvre shall never be made in a direction
opposite tothe one indicated by the RA.
In the interest of the ATC environment, i.e., avoidance of conflict with uninvolved
aircraft, the magnitude of the evasive actions shall not be greater than those
demanded by an RA.
Whenever ATC issues a clearance that is in confl ict with a simultaneously
received RA, the RA shall take preference unless the Pilot-In-Command can
positively verify that disregarding the ATC instructions will compromise safety.
The pilot should fi rst ensure that the RA instructions are followed, and then
inform the controller: "(Name of ATC unit), (Aeroplane Identifi cation), UNABLE
TO COMPLY, TCAS RA".
The controller should acknowledge such a report or issue an alternative clearance. In
all other cases, ATC shall only be notified whenever a manoeuvre induced by an RA
has led the pilot to deviate from the assigned clearance (pilots are not required to
notify ATC prior to responding to an RA). The following phraseology shall be
used: "(Name of ATC unit), (Aeroplane Identification), TCAS CLIMB (or
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DESCENT)". Whenever an RA requires "CLIMB" while the aeroplane is in landing

configuration, a go-around procedure shall be initiated; the requirement for a
missed approach shall be taken into consideration.
4.8.3."Clear of confl ict"
After the airborne collision avoidance system has annunciated "Clear of conflict" and if,
concurrently,no other traffic conflict exists,pilot at the controls shall return the aeroplane to the
assigned level and clearance and shall report:"(Name of ATC unit),(Identification of Aeroplane),
TCAS CLIMB (or DESCENT) RETURNING TO (assigned level or clearance)".
Note: A report using form should be made to Flight Operations and Flight Safety when
any RA warning received, even if the warning was false.
4.9. FLIGHT DECK DISCIPLINE

The following policies/procedures are mandatory with respect to general discipline
on the Flight Deck:
4.9.1. The Flight Deck must be kept clean and tidy at all times during the crew duty
day and left in that condition for the next operating crew. Clean the instrumentation
from time to time to remove fingerprints. Use sick bags for waste containers and
place in galley waste bin when leaving the Flight Deck at the end of the duty day.
4.9.2. Pass all beverage cups behind the pilot seat to avoid spillage damage to the
centre console.
4.9.3. No reading material may be read or stowed on the Flight Deck unless required
for the operation of the flight. Non-essential reading must remain stowed in crew
nav. Bags or baggage. Listening to commercial broadcasts is forbidden during flight.
4.9.4. A 15-minute interval must exist between pilot crew meal consumption to
avoid the hazard of simultaneous food poisoning. Crew meals must be different to
minimise the possibility of food poisoning from both pilots eating the same
contaminated food.
4.9.5.During flight below FL 100 the Flight Deck is to be kept sterile. No activity
or conversation is allowed except that specifically related to the operation of the
aircraft the Flight Deck will also remain sterile from the end of the after start
checklist until the end of the before takeoff checklist.
4.9.6. Never allow a checklist to be interrupted by anyone
4.9.7.Use pens for completing flight documentation. Other
do not transmit by fax as well.
4.9.8.Only current navigation manuals or other flight information may be used. Each
pilot is responsible for the currency of manuals issued to him by the company and to
check for currency all manuals provided by the company for use related to any
flight operation.
4.9.9. Documents must be completed by each crew once during each duty period.
4.9.10. Proper completion of the Flight Crew Duty Report and ATL are the
responsibility of captain. The First officer may be delegated to complete these
documents but captain must check and sign them. The Technical Log must be
completed after each flight and signed. Flight Crew Duty Report should be
progressively kept and signed at the end of the duty period.
4.9.11.Boom Mike type headsets are required to be used by the both pilots below
FL100. They are optional above FL 100 at the discretion of captain.
4.9.12.Shoulder harness will be in place at all times except above FL 100 when less
than moderate turbulence is occurring or anticipated from engine start to engine
shutdown. If one pilot leaves the cockpit, the remaining pilot will fasten shoulder
harnesses until he returns.
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4.9.13.In normal operations, pilots will not leave the flight deck except for the
purpose of going to the toilet. They will return to the flight deck as soon as
possible. To ensure the pilot does not have to wait for the toilet he will advise the CCA
to hold any line up so that he can directly enter in front of any passengers waiting in
line.
4.9.14. If the pilot remaining on the flight deck requires the pilot in the toilet to
return immediately, he will signal the pilot in the toilet by turning on and off the
seat belt sign repeatedly or make a PA if possible. Both are audible in the toilet.
4.10. AIRCRAFT SECURITY

4.10.1. The pilots will check aircraft exterior and flight deck for security violations
(damage/unidentified packages, etc)
4.10.2. The cabin crew will check the aircraft cabin for security violations.
4.10.3. The technical staff will check the aircraft interior and exterior for security
violations.
4.10.4. All hatches and doors will be kept closed unless in use.
4.10.5. The crew and/or technical staff will challenge any unauthorized person found
near to the aircraft.
4.10.6. When cabin pre-flight is complete the cabin crew will present the Captain
that the interior inspection is
complete and the required cabin security inspection is
complete.
4.11. TAILSTRIKES
On takeoff, aft fuselage contact with the runway will occur at 11.4 degrees
approximately. The usual causes are rotation before VR and/or a rotation rate
greater than 3 degrees per second. On landing they occur at 9.5 degrees and are due
to abnormal flap configurations, speed falling below VREF, or holding off too long for
a smooth landing. As you know, if a tailstrike occurs, the aircraft should be
depressurised. Level off at a low altitude; make a PA announcement, and switch off
the packs. You should return to land if you have departed from base or an
outstation where full maintenance facilities are available. If however you are
within a short flying distance from main base, CAPTAIN
ARE AUTHORISED TO FLY UNPRESSURISED TO HOME BASE FOR REPAIRS.
The main factors to consider are:
1. Pay special attention to rates of climb and descent.
2. Inform ATC that your speed and height will be lower than normal.
3. Carefully check your MEA.
4. Aircraft altitude should not exceed 9,000 ft.
5. Check fuel is sufficient
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APPENDICES
APPENDIX A: STANDARD CALL OUT TABLE
The numbers show the normal sequence of the callouts for each phase or the
procedure.
EMERGENCY
PILOT FLYING OR CAPTAIN PILOT MONITORING OR F/O
1. _____CHECKLIST RECALL 2. ___CHECKLIST RECALL ITEMS
ITEMS,
START PROCEDURE
3. ___CHECKLIST RECALL ITEMS
COMPLETED.
OR,
4. _____CHECKLIST. 5. ___CHECKLIST.
6. ___CHECKLIST COMPLETED.
CLEAR TO START AND PUSHBACK PROCEDURE

CAPTAIN FIRST OFFICER
1. START ENGINE # ___ MAX EGT 2. STARTING ENGINE # __ (F/O starts the
725 0. stopwatch)
3. CHECKED 4. N2
5. CHECKED 6. N1
8. CHECKED 7. OIL PRESSURE RISING
9. START TIME
12. CHECKED 11. STARTER CUTOUT ( after start switch is

cutout, START VALVE OPEN light is
extinguished and verified with APU EGT and
air pressure)
13. PEAK EGT ______ F/O notes peak EGT for related engine on
computer flight plan, resets the stopwatch.
TAKE OFF AND INITIAL CLIMB PROCEDURES

PILOT FLYING PILOT MONITORING
1. SET TAKEOFF THRUST 2. N1, TO/GA, TAKEOFF THRUST SET
3. CHECKED 4. 80 KNOTS
5. CHECKED 6. V1
7. ROTATE
8. GEAR UP 9. POSITIVE RATE
10. GEAR UP, NO LIGHTS, (when the
lights are extinguished)
12. LNAV (HDG SEL, VOR/LOC as 11. 400 FEET
necessary)
13. LNAV(HDG SEL, VOR/LOC as approp)
14. SET CLIMB THRUST 15. N1
(At thrust reduction height)
16. Call “SET FLAPS UP SPEED”
17. FLAPS ___ 18. SPEED CHECKED, FLAPS__.
19. FLAPS __, GREEN LIGHT
20. FLAPS UP 21. SPEED CHECKED,FLAPS UP
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STANDARD OPERATING
PROCEDURES
Page: 89 / 112
22. FLAPS UP, NO LIGHTS

23. VNAV 24.VNAV
26. 1013 SET, READING ____FEET 25. PASSING TRANSITION ALTITUDE,
ALTIMETERS SET 1013
27. AFTER TAKEOFF CHECKLIST
DESCENT, APPROACH AND LANDING PROCEDURE

PILOT FLYING PILOT MONITORING
1. FLAPS 1 2. FLAPS 1, GREEN LIGHT
3. FLAPS 5 4. FLAPS 5, GREEN LIGHT
5. VOR/LOC, GS ARMED (as
respectively)
6. CHECKED
7. CHECKED 8. LOCALIZER ALIVE
9. SET RUNWAY HEADING 10. VOR/LOC CAPTURED
11. RUNWAY HEADING IS SET
13. CHECKED 12. GLIDE SLOPE ALIVE
15. SET MISSED APPROACH 14. GLIDE SLOPE CAPTURED
ALTITUDE
16. MISSED APPROACH ALTITUDE IS SET
17. GEAR DOWN
19. FLAPS 15, SET SPEED __ 18. GEAR DOWN, 3 GREEN
20. FLAPS 15
21. FLAPS __, SET SPEED __ 22. FLAPS___, GREEN LIGHT, SPEED
___ SET
23. LANDING CHECKLIST
24. 500 FEET
25. ALL LIGHTS ON
26. MINIMUMS
24. LANDING or GO AROUND
LANDING ROLL PROCEDURE

CAPTAIN FIRST OFFICER
1. I HAVE CONTROL (After landing 2. YOU HAVE CONTROL (After landing
and during rollout if F/O is PF) and during rollout if F/O is PF)
4. CHECKED 3. 60 KNOTS
6. CHECKED 5. AUTOBRAKE DISARMED
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STANDARD OPERATING
PROCEDURES
Page: 90 / 112
APPENDIX B: COMMUNICATION TABLE

1. One pilot, normally PM, shall handle the communication on the flight deck.
2. Both pilots shall monitor ATC clearances on ground as well as in the air. The
communicating pilot does the read back and the non-communicating pilot
acknowledges that the read back was correct.
3. If for some reason only the communicating pilot is able to monitor the ATC
clearance, the read back may be confirmed by ATC.
4. After the Before Taxi Procedure is complete, set 121.50 MHz on COMM#2 until the
Shutdown Procedure if COMM#2 is not needed for other communication (e.g. ATIS,
ground handling etc.)
5. Two-way communication is established if a given command is acknowledged,
executed and reconfirmed.
6. The acknowledgement of the command may be omitted, if the execution can be
easily supervised i.e. Gear and flap selections do only require a verbal confirmation
after execution.
7. If desired settings are not achieved, PM will report immediately.
8. During Climb, VHF 2 ACTIVE side shall be set 121.5 Mhz after reporting to dispatch
or ground handling agency and VHF 2 STANDBY side can be set to an appropriate
weather frequency such as VOLMET, ATIS etc.
9. The First Officer shall keep the communication records on the computer flight plan for ATC
Clearance, frequency changes, transponders, enroute and destination alternates weather
information.
VHF RADIOS SETTINGS
VHF 1 VHF 2
PHASE
ACTIVE STANDBY ACTIVE STANDBY
Delivery or
Departure Dispatch or Ground Departure
Before Start Ground
Control Handling Agency ATIS
Control
Ground
Departure Dispatch or Ground Departure
Taxi Control or
Control Handling Agency ATIS
Tower
Before Departure Dispatch or Ground Departure
Tower
Takeoff Control Handling Agency ATIS
After Departure Dispatch or Ground Departure
Tower
Takeoff Control Handling Agency ATIS
Climb Departure Dispatch or Ground Departure
Tower
Note Control Handling Agency ATIS
Appropriate
Enroute Previous
Cruise 121.5 Mhz Weather
Control Frequency
Frequency
Approach Previous Dispatch or Ground
Descent Arrival ATIS
Control Frequency Handling Agency
Approach Dispatch or Ground
Approach Tower Arrival ATIS
Control Handling Agency
Previous Dispatch or Ground
Landing Tower Arrival ATIS
Frequency Handling Agency
After Appropriate
Previous Dispatch or Ground
Landing Controlling Arrival ATIS
Frequency Handling Agency
until parking Agency
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STANDARD OPERATING
PROCEDURES
Page: 91 / 112
APPENDIX C: CDU/FMC PAGE TABLE

The following CDU pages indicate the general usage. The Pilots may change the
pages for short period of time as the situation requires. The Captain is the final
authority for different page selections with acceptable reasons.
PF PM
TAKEOFF TAKEOFF PAGE N1 PAGE
CLIMB CLB PAGE LEGS PAGE
CRUISE LEGS PAGE PROGRESS PAGE
DESCENT DES PAGE LEGS PAGE
APPROACH AND INIT REF PAGE PROGRESS PAGE
LANDING (for monitoring the crosswind info)
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STANDARD OPERATING
PROCEDURES
Page: 92 / 112
APPENDIX D : FLIGHT PATTERNS

01. Rejected Takeoff
02. Engine Failure after V1
03. Engine Fire after V1
04. Any Failure after V1
05. Special VMC Procedures for Engine Fire after V1
06. Emergency Descent
07. Any Failure at Cruise
08. Engine Fault on Final Approach
09. CAT I ILS Approach
10. CAT II/III ILS Approach
11. One Engine ILS Approach
12. Non-precision Approach
13. Single Engine Non-precision Approach
14. Circling Approach
15. Single Engine Circling Approach
16. Visual Approach
17. Go Around
18. Single Engine Go Around
19. Engine Failure during Go Around
20. Engine Fire or Severe Damage during Go Around
- PF call outs (bold) Facts Nature of emergency
- PM call outs (bold italic) Options Intention of the commander

* Work to be done by PF (normal) Risks Time available
* Work to be done by PM (italic) Decision Special instructions

Stage or phase of flight (underlined) Execution
Check
Note: Important facts have been

depicted in note boxes
Doc. No: SOP

1 - REJECTED TAKEOFF
V 1
After reject decision When aircraft stopped
Captain First Officer Captain First Officer

* Call STOP *Call if autobrake disarms *Set parking brake *Standby power to battery
*Close thrust levers *Call out 60 kts and lower *Stow speed brake *Pressurization mode selector MAN DC
*Raise speed brakes the flaps to 40 *Fight the fire *Open outflow valve
*Maximum reverse *Notify ATC *Call *Advise Tower
*Stow reverses at taxi speed “Attention crew on station” *In case of evacutaion take load sheet
*If there is no fire (confirm with Tower) for fire chief when leaving aircraft
“Cancel alert”
*If fire exists
“Evacuate”
PROCEDURES
Note: Do not taxi to clear the runway if

there is a possibility of evacuation
STANDARD OPERATING
Rev :
Page:
64 84
0
No THR HOLD No Autobrake RTO armed

Disengage A/T available Autobrake available
93 / 112
Doc. No: SOP

2 - ENGINE FAILURE AFTER V1
Note 1: If engine fails before gear is retracted, maintain 13 degree nose-up position
until gear is up, then follow the F/D commands. - Engine Failure and
Shutdown Checklist
Note 2: Limit bank angle to 15 degrees if speed is below V2+15 kts
Note 3: If an engine failure occurs prior to V2, maintain V2 up to the height required - After takeoff checklist
for obstacle clearance. If an engine failure occurs between V2 and V2+20, climb at
the speed at which failure occured. If an engine failure occurs at speed higher than At Green circle speed
V2+20 kts with the flaps at takeoff setting, increase pitch attitude to to reduce speed - Set Green circle speed
andmaintain V2+20 kts until clear of obstacles - Level Change
- Maximum continuous thrust
If there is a TURN PROCEDURE - Flaps up

- Maintain V2+15 speed
- Do not accelerate until reaching turn heading - Flaps 1
- Set turn procedure heading - Set speed
210/220/230
PROCEDURES
- Heading Select - One engine INOP

- Bank Angle 15 Landing Checklist
STANDARD OPERATING
- Inform ATC
- APU Start & On Bus
MFRA or
- Positive rate Min. 800 ft
- Gear up
Rev :
Page:
V1- Rotate Engine

400 ft
0
Failure
94 / 112
Doc. No: SOP

3 - ENGINE FIRE AFTER V1
- After takeoff checklist

Autothrottle : DISENGAGE
Thrust Lever : CLOSE
Start Lever : CUT-OFF - Engine Fire, Severe Damage
Fire Switch : PULL or Separation Checklist
If Fire Warning or Overheat remains illuminated:
Fire Switch : ROTATE L or R At Green circle speed
If Fire Warning or Overheat remains illuminated after 30 seconds: - Set Green circle speed C
- Level Change R DE
Fire Switch : ROTATE to REMAINING BOTTLE FO
- Maximum continuous thrust
If there is a TURN PROCEDURE - Flaps up

- Do not accelerate until reaching turn heading - Set speed - Flaps 1
- Set turn procedure heading 210/220/230
- Recall items,
PROCEDURES
Start procedures - One engine INOP

- Heading Select
- Bank Angle 15 (if required) Landing Checklist
STANDARD OPERATING
- Inform ATC
- APU Start & On Bus
MFRA or
- Gear up
Rev :
Page:
V1- Rotate Engine

400 ft
Fire
0
Silence the bell

95 / 112
Doc. No: SOP

4 - ANY FAILURE AFTER V1
AFTER TAKE OFF

CHECKLIST
NON NORMAL
CHECKLIST
After ''Flaps up no light''

*Recall check
*Identify the Failure
1000ft AGL set FLAPS UP speed

210/220/230
PROCEDURES
STANDARD OPERATING
400ft HEADING/LNAV sel

Rev :
Page:
Possitive Rate
GEAR UP
0
V1- Rotate
Cancel Master Caution
96 / 112
Doc. No: SOP

5 - SPECIAL PROCEDURE FOR ENGINE FIRE AFTER V1
* GPWS Flap inhibit

* Autobrake Max
Turn base Abeam Threshold * Set Vref 15 - Attention crew
Start descent Time Check * APU ON BUS Level off at 1500 AGL
20 sec. on station (x3)
- Gear down
- Flaps 15 Note: This procedure will only be executed under VMC.
- Set Vref15+5
- Recall items,
Start procedures
- F/D OFF
- Set Miss App Altitude
-Altitude (1500 AGL)
-Speed 180/190
PROCEDURES
Start turn
800 ft
STANDARD OPERATING
- Heading Select
500 ft - Positive rate

- Brace, Brace, Brace - Gear up
Rev :
Page:
V1- Rotate
Engine 400 ft
0
Fire
Silence the bell
97 / 112
Doc. No: SOP

6 - EMERGENCY DESCENT
*Crew masks ON, %100
*Crew comm. ESTABLISH
*Press. Mode Sel. MANUAL
*Outflow valve CLOSE
*Passenger signs ON
If pressurization is restored, continue manual operation to maintain proper altitude
* Notify ATC
* Off-route
If cabin altitude is uncontrollable
* Determine Minimum Safe Altitude
*Pass Oxy Sws ON - Emergency Descent Checklist
*Annouce RAPID DESCENT (x3)
*Eng Start Sws CONT
*Thrust Levers CLOSE
*Speed Brake FLIGHT DETENT
*Vertical Speed SPIN DOWN
PROCEDURES
*MCP Speed MAXIMUM * Reduce descent rate

*Lvl Chg SET - 2000 to go
STANDARD OPERATING
*Target Speed Mmo/Vmo - 1000 to go * Speedbrake DOWN DETENT

*Level Off Altitude MORA or 10,000 ft FORDEC
- Masks off, masks off
Rev :
Page:
0
98 / 112
Doc. No: SOP

7 - ANY FAILURE AT CRUISE
FORDEC
- (Non-normal) Checklist
* Cancel Master Caution
* Identify the Failure

PROCEDURES
STANDARD OPERATING
Rev :
Page:
0
99 / 112
Doc. No: SOP

8 - ENGINE FAULT ON FINAL APPROACH
- Flaps 15
- Set Speed (Vref15+wind correction)
- RECALL ITEMS
- FORDEC (Landing distance for Flaps 15)
ENGINE FAULT *APU Start & On Bus
-Failure 1
*Set Vref15
-Fire *Autobrake Max
-Overheat *GPWS Flap Inhibit
-Other engine malfunction
Outer Marker or 1,000 ft
- Flaps 15
- Set Speed (Vref15+wind correction)
- FORDEC (Landing distance for Flaps 15)
2
*APU Start & On B us
*Set Vref15
PROCEDURES
*Autobrake Max
*GP WS Flap Inhibit
STANDARD OPERATING
Decision Height
Rev :
Page:
* Continue to land
3 * Fire drill on the runway
0
* Evacuate if necessary
100 / 112
Doc. No: SOP

9 - CAT I ILS APPROACH
When Glideslope moves

- Glideslope One dot below G/S
- Gear down - Flaps 25
When Loc captured - Flaps 15 - Speed 140/150
- Loc capture - Speed 150/160 - Flaps 30 or 40
- Set Runway Heading - Landing Checklist - Speed (Vref +wind corr.)
When G/S captured

- G/S captured
Flaps 5 - Set Missed App Alt
Speed 170/180 kts
PROCEDURES
Outer Marker - Outer Marker

STANDARD OPERATING
- Altitude checked
- Runway in sight
- 100 above - Continue
Rev :
Page:
Decision Height - Minimum

- No Runway
- Go around
0
-60
101 / 112
Doc. No: SOP

10 - CAT II/IIIA APPROACH
- Gear Down
- Flaps 30 or 40
- Landing Checklist
- Fifteen hundred
1500 ft
- System Test
- One thousand
1000 ft - Two channels
- Five hundred
PROCEDURES
500 ft - Flare Arm

STANDARD OPERATING
400 f t - Stab Trim
- 100 above
Note 1: Co-pilot will call out “Go Around” if any failure arises, 150 ft - Looking out
even without naming the malfunction. - Landing
Rev :
Page:
Note 2: Co-pilot will call out “No Flare” and/or “No Retard” if
either or both of them are not captured. 50 ft - Minimum
- Go around
0
-60
102 / 112
Doc. No: SOP

11 - SINGLE ENGINE ILS APPROACH
One dot below G/S

When Glideslope moves - Gear down
When Loc captured - Glideslope - Flaps 15
- Loc capture - Flaps 5 - Speed (Vref15+wind corr.)
- Set Runway Heading - Speed 170/180 - One Eng INOP Landing Checklist
When G/S captured

- G/S captured
- Set Missed App Alt
PROCEDURES
Outer Marker - Outer Marker

STANDARD OPERATING
- Altitude checked
- 100 above - No Runway

- Go around
Rev :
Page:
Decision Height - Minimum

- Runway in sight
- Continue
0
-60
103 / 112
Doc. No: SOP

12 - NON-PRECISION APPROACH
4 NM to FAF
- Gear down
When VOR/LOC captured - Flaps 15-25-30 or 40
When ALT HOLD - Speed (Vref +wind corr.)
- VOR/LOC capture
- Set Runway Heading - Set MDA - Landing Checklist
500 ft above MDA

* A/P disengage
* SPEED deselect
*Start descent - FD OFF then ON
Flaps 5 - Set Missed App Alt
Speed 170/180 kts *Set green arc on MDA
PROCEDURES
* Create MDA point on glide path (VDP) F AF - 1000 ft

STANDARD OPERATING
- 500 ft
- Runway in sight
MDA - Minimum
Rev :
Page:
- No Runway
- Go around
0
-60
104 / 112
Doc. No: SOP

13 - SINGLE ENGINE NON-PRECISION APPROACH
4 NM to FAF
- Gear down
When VOR/LOC captured - Flaps 15
When ALT HOLD - Speed (Vref +wind corr.)
- VOR/LOC capture
- Set Runway Heading - Set MDA - Landing Checklist
500 ft above MDA

* A/P disengage
*Start descent - FD OFF then ON
Flaps 5
*Set green arc on MDA - Set Missed App Alt
Speed 170/180 kts
PROCEDURES
* Create MDA point on glide path (VDP) FAF - 1000 ft

STANDARD OPERATING
- 500 ft
Note: PF will set inbound course. - Runway in sight
PM will set outbound course first,
when turning to inbound, set inbound course MDA - Minimum
Rev :
Page:
- No Runway
- Go around
0
-60
105 / 112
Doc. No: SOP

14 - CIRCLING APPROACH
Note 1: Normally Captain performs left circling and F/O performs right circling.
Note 2: If missed approach becomes necessary at any point during the circling
procedure, turn towards the airport and execute missed approach for
the instrument approach that was used.
- Flaps 25
4 NM to MDA - Speed 140/150
- Gear down - Flaps 30 or 40
- Flaps 15 - Speed (Vref +wind corr.)
- Speed 150/160
- Landing Checklist
Abeam
- Set Missed App Altitude Threshold 3 sec/100 ft +/- WC
Time Check (WC=1sec/2kts)
-Hdg Select
d
PROCEDURES
in
+ / -w * Select opposite RWY in CDU
STANDARD OPERATING
ec * Create extended centerline * A/P disengage

4 5s * RWY/-0.1 point ON TOP EXEC * SPEED deselect
* RWY/-0.1point ON TOP, DO NOT EXEC - FD OFF then ON
MDA 45o
Rev :
Page: 106
0
/ 112
Doc. No: SOP

15 - SINGLE ENGINE CIRCLING APPROACH
Note 2: If missed approach becomes necessary at any point during the circling
procedure, turn towards the airport and execute missed approach for
the instrument approach that was used.
- Gear down
- Flaps 15
- Speed (Vref +wind corr.)
4 NM to MDA - Landing Checklist
- Gear Up
- Flaps 10
- Speed 170/180
Abeam
- Set Missed App Altitude Threshold 3 sec/100 ft +/- WC
Time Check (WC=1sec/2kts)
-Hdg Select
PROCEDURES
d
in
-/ w * Select opposite RWY in CDU
STANDARD OPERATING
c+ * Create extended centerline * A/P disengage

se
45 * RWY/-0.1 point ON TOP EXEC * SPEED deselect
* RWY/-0.1point ON TOP, DO NOT EXEC - FD OFF then ON
o
MDA 45
Rev :
Page:
0
107 / 112
Doc. No: SOP

16 - VISUAL APPROACH
Note 2: If arriving overhead the airport, fly approximately 20 seconds straight
ahead to ensure correct runway spacing before turning downwind.
Note 3: Adjust downwind timing depending on wind conditions.
Aircraft configuration
- Gear Up - Gear down - Flaps 25
- Flaps 5 - Flaps 15 - Speed 140/150
- Speed 170/180 - Speed 150/160
- Landing Checklist
Abeam
- Set Missed App Altitude Threshold
Time Check 30 sec +/-wind
PROCEDURES
- Flaps 30 or 40
- Speed (Vref +wind corr.)
STANDARD OPERATING
* A/P disengage
* SPEED deselect
- FD OFF then ON
Rev :
Page:
0
108 / 112
Doc. No: SOP

17 - GO AROUND
After planned flaps set and at or

Above flap maneuver speed
Note: Press TOGA once for reduced GA thrust. -Select LVL CHG or VNAV
Press TOGA twice for full GA thrust. -Verify climb thrust (CONT thrust, 1 engine)
-Verify altitude capture
- After takeoff checklist FORDEC
- Flaps up
- Flaps 1
-Set speed for Missed App Altitude
- GO AROUND planned fl ap setting
- MAX POWER (1 engine)
- TOGA - Select Roll Mode
PROCEDURES
- FLAPS 15 -Tune Radios (as needed)

-Verify Missed Approach
Altitude set
STANDARD OPERATING
1000 ft AGL
- Positive rate
- Gear up
Rev :
Page:
400 ft
Decision Height
0
109 / 112
Doc. No: SOP

18 - SINGLE ENGINE GO AROUND
- One engine INOP

Note: Press TOGA once for reduced GA thrust. Landing Checklist
Press TOGA twice for full GA thrust. - After takeoff
checklist
FORDEC
At Green circle speed
- Set Green circle speed
If there is a TURN PROCEDURE
- Level Change
- Maximum continous thrust
- Do not accelerate until reaching turn heading
- Set turn procedure heading - Flaps up
- GO AROUND Missed App Altitude

- Speed 210/220/230
- MAX POWER
- TOGA
PROCEDURES
- FLAPS 1
- Select Roll Mode
STANDARD OPERATING
MFRA or
- Positive rate ATC Min. 800 ft
fo rm
- Gear up * In
Rev :
400 ft
Page: 110
0
Decision Height
/ 112
Doc. No: SOP

19 - ENGINE FAILURE DURING GO AROUND
- After takeoff
checklist
Note: When A/T computer senses loss of thrust
on one engine, the speed window will open
and thrust will increase to full go-around thrust. At Green circle speed - Engine Failure and
- Set Green circle speed Shutdown Checklist
- Level Change
If there is a TURN PROCEDURE - Maximum continuous thrust FORDEC
- Do not accelerate until reaching turn heading
- Flaps up
- Set turn procedure heading
- Flaps 1
- Speed 210/220/230 Missed App Altitude
- GO AROUND
- Flap 5
- MAX POWER
- TOGA
PROCEDURES
- FLAPS 15
- Heading Select
STANDARD OPERATING
MFRA or
- Positive rate ATC Min. 800 ft
- Gear up Inform
*
Rev :
Page:
400 ft
0
Decision Hight
111 / 112
Doc. No: SOP

20 - ENGINE FIRE OR SEVERE DAMAGE DURING GO AROUND
- Engine Fire or Severe

Damage Checklist
Note: When A/T computer senses loss of thrust
on one engine, the speed window will open
and thrust will increase to full go-around thrust. At Green circle speed - After takeoff
- Set Green circle speed checklist
- Level Change
If there is a TURN PROCEDURE - Maximum continuous thrust FORDEC
- Do not accelerate until reaching turn heading - Set speed
- Flaps up
- Set turn procedure heading 210/220/230
- Flaps 5 - Flaps 1
- Recall items,
- GO AROUND Missed App Altitude
Start procedures
- MAX POWER
- TOGA
PROCEDURES
- FLAPS 15
- Heading Select
STANDARD OPERATING
MFRA or
- Gear up
Rev :
400 ft
Page: 112
0
Decision Height
Date: 12 SEP 2012
/ 112
Doc. No: SOP

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Sop B737-400 Taban Airlines

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Rev : 0

STANDARD OPERATING Date:12 August 2017

Prepared By Evaluated By Approved By

Flight Operations Instructor B.737-400 DMD Flight

Doc. No: SOP

Doc. No: SOP

0. ADMINISTRATION AND CONTROL

1 TABAN AIRLINES CAA

2 Flight Operations Manager

3 Standartization /Flight Safety Department

6 Standartization/Flight Safety Department

8 – 16 Aircraft Library ( one copy for each aeroplane)

17 – 95 TABAN Airlines Pilots

96 - 100 Company Reserve

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0.2. TABLE OF CONTENTS

2.14.1. Landing Procedure – ILS………………………………….………………….52

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3.1. EMERGENCY TURN PROCEDURES…………………................................74

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4.8.3. “Clear of conflict”………………………………………………………………. 86

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0.3. RECORD OF REVISIONS

Rev. Revision Insert Effected

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0.4. LIST OF EFFECTIVE PAGES

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1.2. PROCEDURES FOR USE OF THE CHECKLISTS

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1.2.1.1. B 737 300-500 NORMAL CHECKLIST

TABAN Airlines B 737 300-500 NORMAL CHECKLIST

BEFORE START LANDING

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1.2.1.2. B 737 300-500 SUPPLEMENTARY PROCEDURES

B 737 300-500 SUPPLEMENTARY PROCEDURES

COCKPIT CREW BRIEFING ENGINE CROSSBLEED START

TAKEOFF BRIEFING - REVIEW TAKEOFF

iii. Altitudes (MSA, Transition, MDA/DH) AFTER TAKEOFF

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1.2.1.3. B737 600-900 NORMAL CHECKLIST

TABAN Airlines B737 600-900 NORMAL CHECKLIST

BEFORE START LANDING

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1.2.1.4. B737 600-900 SUPPLEMENTARY PROCEDURES

TABAN AIRLINES B737 600-900 SUPPLEMENTARY PROCEDURES

COCKPIT CREW BRIEFING ENGINE CROSSBLEED START

TAKEOFF BRIEFING - REVIEW TAKEOFF

iii. Altitudes (MSA, Transition, MDA/DH) AFTER TAKEOFF

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1.2.2. NON-NORMAL CHECKLISTS

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Non-normal checklists also assume:

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The pilot flying calls for the checklist when:

Each checklist has a checklist complete symbol at the end.

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1.2.2.4. Distress and urgency communication

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AIRPLANE TYPE DC Meter AC Meter

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If a Captain should depart from Standard Operating Procedures or safe practices,

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2.2. AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES

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2.3. FLIGHT CREW CHECK-IN PROCEDURE