Standard Operation Procedures Manual: Document Code: CA-M-SOP

STANDARD OPERATION PROCEDURES MANUAL
Document Code : CA-M-SOP
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: SOP-i
BOEING 737-300/400/800 SOP

TOURISTIC JET
Eff Date : 15 Jan.2006 Rev No : 01
MANUAL INFORMATION APPROVAL PAGE
We, undersigned state that this manual and its contents are incompliance with Turkish DGCA, ICAO, JAA and other relevant, applicable national and international regulations. Prepared by: Chief Training Officer nal TEZEL
Reviewed by: Chief Flight Operations Officer Erhan BAYRAM
Issued by: CEO Blent Dilmen
Turkish DGCA Approval
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BOEING 737-300/400/800 SOP

TOURISTIC JET
MANUAL INFORMATION TABLE OF CONTENT
APPROVAL PAGE............................................................................................................. I TABLE OF CONTENTS.................................................................................................... II RECORD OF REVISIONS PAGE .................................................................................... III REVISION HIGLIGHTS ................................................................................................... IV LIST OF EFFECTIVE PAGES ......................................................................................... V DISTRIBUTION LIST .................................................................................................... ..VII SYSTEM OF AMENDMENT AND REVISION .......................................................... ..VIII INTRODUCTION ............................................................................................................... IX
CHAPTER 1 : GENERAL CONDITION CHAPTER 2 : NORMAL PROCEDURES CHAPTER 3 : NON-NORMAL PROCEDURES CHAPTER 4 : BULLETINS
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MANUAL INFORMATION RECORD OF REVISIONS PAGE
Rev No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Edited/Amended Page(s) Complete Revision
Effectivity Date 15 Jan 2006
Inserted by / Date -
RETAIN THIS SHEET UNTIL NEW ISSUE
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BOEING 737-300/400/800 SOP

TOURISTIC JET
MANUAL INFORMATION REVISION HIGHLIGHTS
Revision Issue Date Effectivity Date Original issue Revision Issue Date Effectivity Date Complete Revision
: 00 : 15 March 2005 : 28 March 2005
: 01 : 30 December 2005 : 15 January 2006
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MANUAL INFORMATION LIST OF EFFECTIVE PAGES
Page SOP-i SOP -ii SOP -iii SOP -iv SOP -v SOP- vi CHAPTER 1 SOP-1-1 SOP-1-2 SOP-1-3 SOP-1-4 SOP-1-5 SOP-1-6 SOP-1-7 SOP-1-8 SOP-1-9 SOP-1-10 SOP-1-11 SOP-1-12 SOP-1-13 SOP-1-14 CHAPTER 2 SOP-2-1 SOP-2-2 SOP-2-3 SOP-2-4 SOP-2-5 SOP-2-6 SOP-2-7 SOP-2-8 SOP-2-9 SOP-2-10 SOP-2-11 SOP-2-12 SOP-2-13 SOP-2-14
Rev No Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01
Effectivity Date 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006
Page SOP -vii SOP -viii SOP -ix SOP -x SOP -xi SOP -xii
Rev No Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01
Effectivity Date 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006
Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01
15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006
SOP-1-15 SOP-1-16 SOP-1-17 SOP-1-18 SOP-1-19 SOP-1-20 SOP-1-21 SOP-1-22 SOP-1-23 SOP-1-24 SOP-1-25 SOP-1-26 SOP-1-27 SOP-1-28
SOP-2-15 SOP-2-16 SOP-2-17 SOP-2-18 SOP-2-19 SOP-2-20 SOP-2-21 SOP-2-22 SOP-2-23 SOP-2-24 SOP-2-25 SOP-2-26 SOP-2-27 SOP-2-28
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BOEING 737-300/400/800 SOP

TOURISTIC JET
MANUAL INFORMATION
CHAPTER 3 SOP-3-1 SOP-3-2 SOP-3-3 SOP-3-4 SOP-3-5 SOP-3-6 CHAPTER 4 SOP-4-1 SOP-4-2 SOP-4-3 SOP-4-4 SOP-4-5 SOP-4-6
Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01
15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006 15. Jan. 2006
SOP-3-7 SOP-3-8 SOP-3-9 SOP-3-10 SOP-3-11 SOP-3-12
SOP-4-7 SOP-4-8 SOP-4-9 SOP-4-10 SOP-4-11 SOP-4-12
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MANUAL INFORMATION
DISTRIBUTION LIST 1. TURKISH DGCA 2. LIBRARY(original) 3. CHIEF FLIGHT OPERATIONS OFFICER 4. CHIEF TRAINING OFFICER 5. CHIEF QUALITY OFFICER(digital) 6. CHIEF GROUND OPERATION OFFICER 7. AIRPLANE LIBRARY 8. ALL COCKPIT CREW (detailed list for this item is available in Documentation and Records Control Unit)
This document is available via library on Company network. For more information consult Quality or Documentation Department.
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MANUAL INFORMATION SYSTEM OF AMENDMENT AND REVISIONS
a. This document has been prepared by the coordination of the departments of concern, reviewed by Quality Department and accepted by Chief Executive Officer (CEO) and approved by Turkish DGCA. b. The number, revision date and number of any page are included in the header of each page. c. This document may be amended by following the steps below: 1. Draft amendment is proposed by any personnel to the Flight Operation Department or Quality Department by any means like writing, e-mail, verbal, etc. or these departments themselves prepares the amendment proposal. 2. Quality Department reviews the amendment proposal and ensures that all the departments to be affected due to the revision are coordinated. 3. Amendment proposal is presented by the Quality Department to the CEO for acceptance and then Turkish DGCA for their approval. 4. After approval, copies are distributed by the Documentation & Records Control Unit to the holders. d. The page of Distribution List shows the controlled copy hard copy holders of this document. The controlled copy holders are responsible for amending the copies with the distributed amendments and recording it to the corresponding revision page. e. Minor Revisions are change to DGCA approved documents that do not need immediate approval of Turkish DGCA prior to implementation. Quality Management is responsible for giving the decision if a change is a minor or major revision. Minor revisions are identified via following criteria: 1. If the revision is in format of the document only, (change in paper size, font, company logo, etc) 2. If the revision is for error correction (correction of typing errors, clarification of misunderstandings, etc.) 3. If the revision is only informative and does not affect any approved procedures, capabilities or privileges of the company, (added explanations, pictures, updated graphs, etc) 4. If the revision is dictated by the DGCA, caused by a DGCA issued regulation or the changed procedure has already been approved by the DGCA. f. The change is accepted as Minor and do not require further DGCA approval prior to implementation. Minor Revisions will be presented eventually to DGCA: 1. Together with a major change, when a major change is necessary, 2. When no major change is necessary, once a year after yearly documentation review process.
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MANUAL INFORMATION INTRODUCTION
Touristic Jet Normal Procedures are in conformity with BOEING PROCEDURES described in the relevant Boeing Manuals. (B737 Flight Crew Operations Manual Volume 1, Flight Crew Operations Manual Volume 2, Flight Crew Training Manual, QRH) For specific details, procedures and techniques please refer to the applicable Boeing Manuals. In case of conflicting issues Boeing Documents shall supercede. All operating limitations stated in the Boeing 737 Operations Manual Vol. 1 Chapter L apply. This is not a training document. It is to be used by the trained flight crew as a procedure guide only.
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MANUAL INFORMATION ABBREVIATIONS
The following abbreviations may be found throughout the SOP. Some abbreviations may also appear in lowercase letters. Abbreviations having very limited use are explained in the chapter where they are used.
AC ACP ACT ADF AFDS AFM AGL A/P APP APU A/T ATC ATT ATOW AUTO AVAIL AZFW (A) BARO B CDS CDU CFP CG CLB CON CONFIG CPT CRS CRZ CTL DC DDG DES DEU DISC DME DSP E/D EEC EFIS EGT ELEC EXEC EXT Alternating Current Audio Control Panel Active Automatic Direction Finder Autopilot Flight Director System Airplane Flight Manual Above Ground Level Autopilot Approach Auxiliary Power Unit Autothrottle Air Traffic Control Attitude Actual Takeoff Weight Automatic Available Actual Zero Fuel Weight Autopilot Engaged Barometric Both Pilots/Crewmember Control Display system Control Display Unit Computer Flight Plan Center of Gravity Climb Continuous Configuration Captain Course Cruise Control Direct Current Dispatch Deviation Guide Descent Display Electronic Unit Disconnect Distance Measuring Equipment Display Select panel End of Descent Electronic Engine Control Electronic Flight Instrument System Exhaust Gas Temperature Electrical Execute Extend FCOM F/D FMA FMC FMS F/O FWD GA GEN G/P GPS GS G/S HDG HDG SEL HYD IAS IDENT IGN ILS INBD IRS K KGS KIAS LNAV LOC MCP MDA MEL MIN (M) N1 N2 OAT OVHD PA PF PM PERF INIT PSI PTT PWR PWS Flight Crew Operation Manual Flight Director Flight Mode Annunciations Flight Management Computer Flight Management System First Officer Forward Go-Around Generator Glide path Global Positioning System Ground Speed Glide Slope Heading Heading Select Hydraulic Indicated Airspeed Identification Ignition Instrument Landing System Inbound Inertial Reference System Knots Kilograms Knots indicated Airspeed Lateral Navigation Localizer Mode Control Panel Minimum Descent Altitude Minimum Equipment List Minimum Manual Flight Low Pressure Rotor Speed High Pressure Rotor Speed Outside Air Temperature Overhead Passenger Address Pilot Flying Pilot Monitoring Performance Initialization Pound per square Inch Push to talk Power Predictive Windshear System
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MANUAL INFORMATION
Radio Altitude Reference Recorder Reset Route Rejected Takeoff Rudder Reduced Vertical Separation minimums Static Air Temperature Step Climb Select Speed Station Stabilizer Status Standby Standard System True Air Speed Total Air Temperature True Air Speed Traffic Alert and Collision Avoidance System Temperature Terrain Traffic Takeoff Takeoff / Go-around Takeoff weight Center Gravity Coordinated Universal Time Vertical Very High Frequency Vertical Navigation Vertical Required Navigation Performance VHF Omnidirectional range Rotation Speed Reference Speed Vertical Speed Takeoff Decision Speed Takeoff Target Speed Waypoint Weather Radar Cross Track
RA REF REC RST RTE RTO RUD RVSM SAT S/C SEL SPD STA STAB STAT STBY STD SYS TAS TAT TAS TCAS TEMP TERR TFC TO TO/GA TOW CG UTC VERT VHF VNAV VRNP VOR VR VREF V/S V1 V2 WPT WXR XTK
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MANUAL INFORMATION
INTENTIONALLY LEFT BLANK
CHAPTER 1 GENERAL CONDITIONS
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BOEING 737-300/400 SOP

TOURISTIC JET
Eff Date : 15.Jan.2006 Rev No : 01
GENERAL PROCEDURES TABLE OF CONTENTS
1. 1.1. 1.2. 1.3. 1.4. 1.5. 1.6. 1.7. 1.8. 1.9.
GENERAL PROCEDURES............................................................................................. 3 GENERAL ......................................................................................................................... 3 CREW DUTIES................................................................................................................. 8 CREW TEAMWORK ...................................................................................................... 8 ATC AND PILOT RELATIONS..................................................................................... 9 FLIGHT INSTRUMENTS CHECK ............................................................................... 9 CONROL HANDOVER ................................................................................................... 9 DELEGATION OF PILOT FLYING ............................................................................. 9 SILENT FLIGHT DECK ................................................................................................. 9 DEVIATIONS FROM STANDARD ............................................................................. 10
1.10. CDU PAGE SETUP PROCEDURE .............................................................................. 10 1.11. CONTROL DISPLAY UNIT (CDU) PROCEDURE................................................... 11 1.12. TAKEOFF BRIEFING PROCEDURE......................................................................... 12 1.13. TAKEOFF BRIEFING REVIEW PROCEDURE....................................................... 13 1.14. AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES................ 13 1.15. FLIGHT DECK COMPARTMENT SECURITY........................................................ 13 1.16. ACCESS TO FLIGHT DECK ....................................................................................... 13 1.17. USE OF APU ................................................................................................................... 13 1.18. USE OF LIGHTS ............................................................................................................ 14 1.19. PAPERWORK POLICY ................................................................................................ 14 1.20. PASSENGER ANNOUNCEMENTS BEFORE TAKEOFF....................................... 14 1.21. TAXI PROCEDURE....................................................................................................... 15 1.22. TAXI DURING ADVERSE WEATHER...................................................................... 15 1.23. NOISE ABATEMENT TAKEOFF PROCEDURE ..................................................... 16 1.24. USE OF AUTOPILOT.................................................................................................... 17 1.25. USE OF AUTOTHROTTLE.......................................................................................... 17 1.26. MANUAL FLIGHT ........................................................................................................ 17 1.27. FREQUENCY SETTING............................................................................................... 18 1.28. PASSENGER ANNOUNCEMENT DURING CRUISE.............................................. 18 1.29. PAPERWORK DURING CRUISE ............................................................................... 18 1.30. APPROACH PREPARATION PROCEDURE............................................................ 18 1.31. APPROACH BRIEFING PROCEDURES ................................................................... 19 1.32. RUNWAY CHANGE PROCEDURE............................................................................ 19
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GENERAL PROCEDURES
1.33. AUTOBRAKE PROCEDURE....................................................................................... 20 1.34. NOISE ABATEMENT APPROACH PROCEDURE (DELAYED FLAP) ............... 20 1.35. APPROACH CLEARANCE PROCEDURE................................................................ 20 1.36. RECOMMENDED APPROACH SPEED CONTROL PROCEDURE..................... 21 1.37. AUTOPILOT DISENGAGEMENT DURING THE APPROACH............................ 21 1.38. APP MODE SELECTION PROCEDURE ................................................................... 21 1.39. STABILIZED APPROACH PROCEDURE................................................................. 21 1.40. STABILIZED APPROACH REQUIREMENTS ......................................................... 21 1.41. MANDATORY MISSED APPROACH PROCEDURE.............................................. 22 1.42. APPROACH AND LANDING CONDITION PROCEDURE(JAR-OPS 1.400) ...... 22 1.43. COMMENCEMENT & CONTINUATION OF APPROACH PROCEDURE ........ 22 1.44. ALTIMETER SETTING AND CHECKING PROCEDURE..................................... 23 1.45. DISPLAY SET-UP PROCEDURE................................................................................ 23 1.46. REVERSE THRUST AND BRAKING PROCEDURE............................................... 23 1.47. CLEAR OF RUNWAY PROCEDURE......................................................................... 23 1.48. BEFORE LEAVING THE AIRPLANE PROCEDURE ............................................. 23 1.49. MASTER CAUTION RESET PROCEDURE.............................................................. 24 1.50. AIRPLANE APPROACH CATEGORY ...................................................................... 24 1.51. FLAP SPEED MANEUVERING PROCEDURE ..................................................... 24 1.52. TURBULENT AIR PENETRATION PROCEDURE ................................................. 25 1.53. WEATHER RADAR POLICY ...................................................................................... 25 1.54. TERRAIN POLICY ........................................................................................................ 26 1.55. EVENTS REQUIRING MAINTENANCE INSPECTION......................................... 26 1.56. PILOT INCAPACITATION.......................................................................................... 26
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GENERAL PROCEDURES
1.
GENERAL PROCEDURES
1.1. GENERAL a. This SOP has been prepared by TOURISTIC JET in confirmation with BOEING procedures. b. The purpose of this manual is to; (1) Provide the necessary operating procedures and information the flight crew needs to safely and efficiently operate BOEING 737 airplane during all anticipated airline operation (2) Serve as a comprehensive reference for use during TRANSITION TRAINING for the BOEING 737 airplane. (3) Establish standardized procedures and practices to enhance BOEING and TOURISTIC JET operational philosophy and policy. c. d. This SOP gives, step by step normal procedures Normal procedures verify for each phase of flight that, (1) The airplane condition is satisfactory (2) The flight deck configuration is correct (3) Normal procedures are done on each flight. e. Normal procedures are used by a trained flight crew and assume; (1) All systems operate normally (2) The full use of all automated features (LNAV, VNAV, autoland, autopilot, and Autothrottle) f. Normal procedures assume coordination with the ground crew before; (1) Hydraulic system pressurization, or (2) Flight control surface movement, or (3) Airplane movement g. Normal procedures are done by recall and scan flow. (1) The panel illustration in the section shows the scan flow. (2) The scan flow sequence may be changed as needed.
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GENERAL PROCEDURES
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GENERAL PROCEDURES
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GENERAL PROCEDURES
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GENERAL PROCEDURES
NORMAL CHECKLIST (NC) OPERATION a. The normal checklist is organized by phase of flight b. The normal checklist is used to verify that critical items have been done. c. The normal checklists are used after doing all respective procedural items. d. 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 needed configuration or that the step is done. The far right column shows which pilot gives the response. CHECKLIST PREFLIGHT BEFORE START BEFORE TAXI BEFORE TAKEOFF AFTER TAKEOFF DESCENT APPROACH LANDING SHUTDOWN SECURE e. CALL Captain Captain Captain Captain PF PF PF PF Captain Captain READ First Officer First Officer First Officer First Officer PM PM PM PM First Officer First Officer VERIFY Both Both Both Both Both Both Both Both Both Both RESPOND Area of responsibility Area of responsibility Area of responsibility Area of responsibility PM Area of responsibility Area of responsibility PF Area of responsibility Area of responsibility
If the airplane configuration does not agree with the needed configuration; (1) Stop the checklist, (2) Complete the respective procedure steps, (3) Continue the checklist. f. If it becomes apparent that an entire procedure was not done; (1) Stop the checklist, (2) Complete the entire procedure, (3) Do he checklist from the start. g. Try to do the checklists before or after high workload times. h. The crew may need to stop a checklist for a short time to do other tasks. If interruption is short continue the checklist with the next step. If the checklist is stopped for a long time, do the checklist from the start. i. If a pilot is not sure where the checklist was stopped, do the checklist from the start. j. After completion of each checklist, the pilot reading the checklist calls, ___ CHECKLIST COMPLETE
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GENERAL PROCEDURES
1.2. CREW DUTIES a. Preflight and post flight crew duties are divided between the captain and first officer. b. Phase of flight duties are divided between the Pilot Flying (PF) and the Pilot Monitoring (PM). c. Each crewmember is responsible for moving the controls and switches in their area of responsibility. d. e. The captain may direct actions outside of the crewmember's area of responsibility. The general PF phase of flight responsibilities are: (1) Taxiing (Captain) (2) Flight path and airspeed control (3) Airplane configuration (4) Navigation f. The general PM phase of flight responsibilities are: (1) Checklist reading (2) Communications (3) Tasks asked for by the PF g. h. PF and PM duties may change during a flight. Normal procedures shows who do a step by crew position (C, F/O, PF or PM): (1) In the procedure title, or (2) In the far right column, or (3) In the column heading of a table i. The mode control panel is the PF's responsibility. (1) When flying manually, the PF directs the PM to make the changes on the mode control panel. (2) The captain is the final authority for all tasks directed and done. 1.3. CREW TEAMWORK a. b. c. d. e. The whole flight crew is a team. Close cooperation between the cockpit and the cabin is essential at all times. The primary task of the cabin crew is to ensure safety and service for the passengers. Non-flight related requests from the flight deck should be considered accordingly. The Captain prior to each rotation must brief the cabin crew.
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GENERAL PROCEDURES
1.4. ATC and PILOT RELATIONS a. Although the respective authorities set international standards and regulations, the quality and operating conditions of ATC service can vary significantly from country to country. b. Touristic Jet pilots shall always: (1) Communicate in English with ATC, (2) Keep to standard phraseology and rules, (3) Be calm and polite, Avoid being rushed (4) Avoid unnecessary discussions with controllers. (5) Keep a sharp look out, 1.5. FLIGHT INSTRUMENTS Check During PREFLIGHT CHECKLIST, for Flight instruments check, captains read heading from EHSI and reads altitude on ALTIMETER. After the captain, First Officers reads heading from EHSI and altitude from ALTIMETER respectively. 1.6. CONROL HANDOVER a. The PF shall handover controls to the PM when, doing paperwork, stowing charts, Preparing for approach and briefings or any other reason interfering with duties as PF b. Captain shall handover the controls to First Officer at TO/GA call during takeoff, if the First Officer is PF. c. Captain shall take over the controls from First Officer by 60 knots callout during landing roll, if the First Officer is PF. 1.7. DELEGATION OF PILOT FLYING The Captain shall decide who will be the PF or PM on first flight of the day, at the end of preflight briefing in the dispatch office. 1.8. SILENT FLIGHT DECK a. b. c. d. Flight Deck Crew shall wear their head sets at all times. Loudspeakers must be OFF during TAKEOFF, LANDING and below FL100 Loudspeakers may be on at low volume during other faces of flight. There shall only be flight related conversation below FL100.
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GENERAL PROCEDURES
1.9. DEVIATIONS FROM STANDARD a. Deviations from standard may occasionally be necessary. b. In such cases all flight deck crewmembers must be aware of deviation from normal standards. c. A deviation from standard is limited only with the necessity of the condition or situation. d. The Captain retains the final authority for all actions directed and performed.
1.10. CDU Page SETUP PROCEDURE Phase of Flight

PREFLIGHT BEFORE START BEFORE TAXI BEFORE TAKEOFF AFTER TAKEOFF CLIMB END OF CLIMB CRUISE DESCENT APPROACH GS Capture or IAF LANDING AFTER LANDING SHUTDOWN SECURE
Captain
PROG PROG IDENT
Pilot Flying
TAKEOFF TAKEOFF TAKEOFF CLIMB CLIMB CRZ PROG PROG PROG INIT REF INIT REF INIT REF -
First Officer
PROG PROG IDENT
Pilot Monitoring
LEGS LEGS LEGS LEGS LEGS LEGS LEGS LEGS LEGS PROG 3rd PAGE PROG 3rd PAGE PROG 3rd PAGE -
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GENERAL PROCEDURES
1.11. CONTROL DISPLAY UNIT (CDU) PROCEDURE a. On the ground CDU entries are normally performed by First Officer and verified by Captain. In flight CDU entries are normally performed by the PM and verified by the PF prior execution. b. The First Officer before the flight instrument check must complete the Initial Performance Data and Navigation Data entries during the Preflight Procedure. (1) Enter data in all the boxed items on the following CDU pages, (2) Enter data in the dashed items or modify small font items that are listed in CDU Preflight Procedure (3) Enter TOC wind to INIT PERF page and all winds with a difference by 10 degrees and 10 knots to LEGS page. Failure to enter enroute winds can result in flight plan time and fuel burn errors. (4) Enter data to DESCENT FORECAST page. (5) THRUST REDUCTION altitude will be set to 1.500 feet unless special Noise Abatement Procedure of departure airport described otherwise. At all times, Jeppesen page (10-4) must be checked before entering THRUST REDUCTION altitude. c. The Captain must complete the Final Performance Data entries after receiving LOAD SHEET and before calling the BEFORE START procedure/CHECKLIST. All CDU entries must be checked and verified by the First Officer. d. Make CDU entries before taxi or when stopped, when possible. If CDU entries must be made during taxi, the PM (First Officer) makes the entries. The PF (Captain) must verify the entries before they are executed. e. In flight, the PM usually makes the CDU entries. The PF may also make simple CDU entries when the workload allows. The pilot making the entries executes the change only after the other pilot verifies the entries. f. During high workload times, for example departure or arrival, try to reduce the need for CDU entries. Do this by using the MCP heading, altitude, and speed control modes. The MCP can be easier to use than entering complex route modifications into the CDU.
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GENERAL PROCEDURES
1.12. TAKEOFF BRIEFING PROCEDURE Captain will complete REJECTED TAKEOFF BRIEFING. RTO briefing must be recorded to the Cockpit Voice Recorder. The captain has the sole responsibility for the decision to reject the takeoff. If decision is to reject to the takeoff, the captain must clearly announce, REJECT immediately start the rejected takeoff maneuvers and assume control of the airplane. RTO Briefing should include decision and action prior to 80 knots and above 80 knots until V1. Example briefing: Prior to 80 knots, if any non-normal situation observed or, Above 80 knots until V1 only if; Fire/fire warning, Engine failure, Predictive Windshear and, If the airplane is unsafe or unable to fly, I will abort the takeoff.
Captain will complete ENGINE OUT BRIEFING. Check Engine out Performance Climb Gradient and compare with the Minimum Climb Gradient on SID. Check if necessary to follow TURN Procedure. If it is not necessary do not brief the TURN Procedure. Example briefing: After V1 until reaching 1.000 feet AGL no crew action required. At or above 1.000 feet we will cleanup the airplane while climbing to. Feet When we clean the airplane declare emergency and request. (Heading to /to maintain feet/or hold over at ...VOR/NDB) When we complete all checklists request landing clearance to Runway DEPARTURE BRIEFING will be completed by PF at parking position. a. If Clearance Prior to Taxi (CPT) is received the assigned SID will be completed before engine start. b. If CPT is not available expected SID briefing for departure will be completed before engine start. c. If departure is different then the expected or briefed, flight crew must revise the briefing before entering the active runway. The pilot who will do the takeoff when the captain announces Before Takeoff procedure must complete TAKEOFF BRIEFING REVIEW. Captain announces BEFORE TAKEOFF CHECKLIST prior entering the active runway after takeoff briefing reviewed.
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GENERAL PROCEDURES
1.13. TAKEOFF BRIEFING REVIEW PROCEDURE Takeoff briefing review should include but not limited to; a. Departure Runway and Name of SID, b. Assigned, initial climb altitude/level, c. Departure frequency and d. Transponder code. e. Additional briefing items. (Such as Weather and Runway conditions, noise abatement requirements, airplane dispatch using the minimum equipment list or any other situation where it is necessary to review or define crew responsibilities). 1.14. AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES The crew must always monitor airplane course, vertical path and 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 Flight Mode Annunciator (FMA) to verify mode changes for Autothrottle, Pitch, Roll and Autopilot. During LNAV and VNAV operations, verify all changes to the airplane's course, vertical path, thrust and speed. 1.15. FLIGHT DECK COMPARTMENT SECURITY Flight Crew compartment door shall be closed prior to engine start for takeoff and will be locked until engine shut down after landing, except when deemed necessary for authorized persons to access. The curtain between galley and the cabin must be pulled, when cabin crewmembers opening the flight deck door. Passengers are not allowed to wait in galley area. 1.16. ACCESS TO FLIGHT DECK a. b. Access to flight deck is permitted for authorized persons only. Cockpit doors shall be locked during takeoff, landing and in flight.
1.17. USE OF APU a. The APU shall normally be used on the ground only. b. APU will shutdown after engine start. c. Captains should leave APU running if required for technical reason or Low Visibility Operation (LVO).
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1.18. USE OF LIGHTS CONDITION When takeoff clearance received. Fixed Landing Lights FL 100/10.000 ft and below Landing Retractable Landing Lights Only night landings below 500 AGL Beginning of taxi until FL100. Runway turnoff lights Below FL100 until shutdown Taxi When taxiing Logo Lights Night time below FL 100/10.000 ft Wing Lights Night time below FL 100/10.000 ft At all times, when electrical power Position Lights STEADY available When entering departure runway Position Lights STROBE & STEADY When crossing an active runway At all times in flight Wheel Well lights ON Night time docking the airplane Wheel Well lights OFF After pushback completed. When airplane not moving, taxi, turnoff and landing lights must be in OFF position 1.19. PAPERWORK POLICY The Captain and First Officer normally share paperwork. Other than Cruise no paperwork shall be done in flight. On Ground Aircraft Data Log Trip Info & TOLD card Computer Plan entries In-Flight Aircraft Data Log Enroute INFO Form Computer Plan entries LIGHTS
Captain First Officer And PM
1.20. PASSENGER ANNOUNCEMENTS BEFORE TAKEOFF Captains are requested to welcome the passenger before takeoff. There shall be no passenger announcements when airplane taxiing in congested area on the ground. If there is any doubt about ground safety announcements may be performed at parking position or holding before the runway.
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TOURISTIC JET
GENERAL PROCEDURES
1.21. TAXI PROCEDURE Captains should brief the expected taxi route and procedure using Airport Taxi Diagrams. If both pilots are unfamiliar with the airport and especially during LVO, captains may consider requesting a FOLLOW ME vehicle. Thrust use during ground operation demands sound judgment and technique. Airplane response to thrust lever movement is slow particularly at high gross weights. Idle thrust is adequate for taxiing under most conditions. Allow time for airplane response before increasing thrust further. Limit breakaway thrust is max. 40% N1. If airplane vibration occurs, a slight increase or decrease in speed reduces or eliminates the vibration and increases the passenger comfort. Prolonged brake application to control taxi speed causes high brake temperatures and increased wear of brakes. Under normal conditions, differential braking and braking while turning should be avoided. Avoid following other aircraft too closely. Jet blast is a major cause of foreign object damage. If any crewmember is in doubt regarding the clearance, stop the airplane and verify taxi routing with ATC. Taxiing out for flight with one engine operating is not permitted. During taxi with antiskid inoperative, speed must be adjusted for very light braking. Rejected Takeoff or heavy braking during taxi and takeoff, may cause tire damage or blowouts. 1.22. TAXI DURING ADVERSE WEATHER Taxi during adverse weather conditions requires more awareness of surface conditions. When taxiing on a slippery or contaminated surface; a. b. c. d. e. f. g. h. Use reduced speeds, Use of differential engine thrust to assist the turn, Avoid using large nose wheel steering inputs to correct for skidding Differential braking may be used, Reduce speed prior to initiating a turn. If icing conditions are present use engine anti-ice immediately after engine start. If temperatures below freezing taxi with flaps up Check the necessity for de-icing prior to takeoff.
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1.23. NOISE ABATEMENT TAKEOFF PROCEDURE SUPERCEEDED Noise Abatement Procedures described in JEPPESEN (Air Traffic Control section, page 241) is used for all departures routinely unless requested by the authorities otherwise. Those are as follows; a. Noise Abatement Departure Procedure A (NADP-A) (1) Takeoff to 1.500 feet AGL. Takeoff power, takeoff flap and climb at V2+20 knots (2) At 1.500 feet AGL. Reduce thrust to climb power and climb at V2+20 knots (3) At 3.000 feet AGL. Accelerate smoothly to en-route climb speed with flaps retraction on schedule. b. Noise Abatement Departure Procedure B (NADP-B) (1) Takeoff to 1.000 feet AGL. Takeoff power, takeoff flap and climb at V2+20 knots (2) At 1.000 feet AGL. Maintain a positive rate of climb; accelerate to Flaps up Speed and flaps on schedule (3) From 1.000 feet to 3.000 feet AGL. Maintain Flaps up speed (4) At 3.000 feet AGL. Accelerate smoothly to en-route climb speed c. Noise Abatement Departure Procedure A (NADP-A) must be used for all departure in TOURISTIC JET. (1) PF will ensure that the MCP altitude/level, NAV radios and transponder are correctly set, tuned and identified according to ATC clearance and instructions. (2) THR REDUCTION altitude must be verified by PF. (3) LNAV should be used during departure (4) SIDs requiring engagement of autopilot as early as possible, the autopilot will be engaged at 500 feet AGL. (5) ATC will be called at 1.000 feet AGL or assigned altitude. (6) At THR REDUCTION altitude verify climb power is set. (7) At flap retraction altitude, maintain positive rate of climb and accelerate to flaps UP speed while retracting flaps on schedule. (8) When flaps are retracted, engage the autopilot and call AFTER TAKEOFF CHECKLIST. (9) Maintain Flaps UP Speed, until checklist is completed. (10) Engage VNAV after initial turns on SID.
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1.24. USE OF AUTOPILOT a. The autopilot should be used within its system limitations. b. Minimum height for autopilot engagement is 500 feet AGL as company limitation. c. Disengage the autopilot before descending below MDA(H) or DA(H) d. During an ILS CAT-I approach; the autopilot must be disengaged after a call LANDING and before descending below 158 feet AGL or pushing TO/GA switches. e. During an autoland (ILS CAT-II and CAT-IIIA) the autopilot must be disengaged after touchdown to runway. f. On NON-ILS approaches, the autopilot may be disengaged after suitable visual references are established. Call VISUAL and AUTOPILOT DISENGAGE and respond the auto callouts during the approach. Autopilot must be disengaged latest going below MDA(H) or pushing TO/GA switches. g. Autopilot should be used until intercepting the landing profile on circle to land approaches (SP 4.7) and when intercepting landing profile disengage the autopilot. 1.25. USE OF AUTOTHROTTLE a. Disengage the autothrottle before descending below MDA(H) or DA(H). b. Disengagement of the autothrottle is not recommended during all phases of flight unless a procedure dictates otherwise. c. Disengagement of the autothrottle is an automatic future during an autoland. 1.26. MANUAL FLIGHT a. Conditions permitting pilots may fly the aircraft manually. b. Manual Flight means; hand on flight with or without Flight Director. c. Manual flight is allowed only below FL 100. d. Use of Autothrottle is recommended. Disengage the Autothrottle before descending below MDA(H) or DA(H). e. If a manual flight is planned below FL 100, have permission from captain during the Approach Briefing. f. Manual flight is not recommended in case of: (1) Crew fatigue (2) High work load (3) Marginal weather (4) Operating in busy terminal areas/airports
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1.27. FREQUENCY SETTING Communication Radio Frequency First Officer PM Transponder Code First Officer PM NAV radio frequency setting PF PF
Ground In flight
1.28. PASSENGER ANNOUNCEMENT DURING CRUISE a. Passenger announcements will normally be done by the captain after reaching cruising level (Do not delay unless necessary) b. Captains may delegate First Officer for passenger announcement. c. Crewmember doing the announcement is requested to follow standard format in Bulletin Section. d. Crewmember doing the announcement shall introduce him or herself as Captain or First Officer. e. There shall be no passenger announcements below FL100 in flight. 1.29. PAPERWORK DURING CRUISE The flight deck crew normally shares paperwork, No paperwork shall be done unless the other pilot has the control of the airplane and the ATC communication. CRUISE FLIGHT Aircraft Data Log Computer Plan entries and Enroute INFO form
Captain PM
1.30. APPROACH PREPARATION PROCEDURE a. Within 1-hour flight time to destination, approach preparation may be completed by PF before having ATIS information. However the Approach Briefing shall be done by PF after receiving ATIS information. b. Both pilots prepare Arrival and Approach charts. c. PF sets ATIS frequency ACTIVE and Handling company frequency in STBY on First Officer side. d. PF sets inbound courses, NAV radios, VREF, minimums of approach and estimated QNH set on stby altimeter. e. Prior to descent, Captain and First Officer have to check terrain and applicable minimum altitudes relative to the descent path. f. Briefings should be short, clear and cover main items only.
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1.31. APPROACH BRIEFING PROCEDURES Approach Briefings cover following aspects: a. Review the ATIS information b. Arrival Procedure (Name of STAR and expected further clearance) c. Type of approach and runway in use d. NAV radio frequency e. Inbound course f. Initial approach fix, establish altitude/ descent point g. Final altitude (OM etc.) h. Expected point to reach visual references i. Visual Descent Point (VDP) and MDA on non-ILS approach j. Decision Altitude (BARO) on an ILS approach for manual landing, k. Decision Height (RADIO) on an ILS approach for Autoland l. Runway condition and landing distance calculation, m. Landing distance must be equal/less then 60% of runway available n. Autobrake selection (if needed) o. Missed approach procedure and initial climb altitude p. Fuel remaining and extra fuel at destination. q. Holding available at destination before diversion to alternate airport. r. Weather condition at alternate airports s. Special aspects (e.g. use of reverse thrust, taxi procedure after landing, anti skid inoperative, during LVO respective checks and briefings using the table checklist on flight deck etc.) 1.32. RUNWAY CHANGE PROCEDURE Pilot Flying Continue to fly with autopilot. Use MCP for radar vectors Have ATC radio to communicate Pilot Monitoring Call you have the ATC Find the new approach chart Set INBOUND courses Set NAV radios Set Minimums of approach Brief the approach and go around procedure Time permitting enter the approach flown on the CDU Do not enter complex routing.
Verify Inbound course, NAV radio and minimums are set for Approach
Check APP REF page and verify runway length, verify inbound course and NAV radio frequency
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1.33. AUTOBRAKE PROCEDURE Autobrake system will be used whenever; a. Runway limited, b. Using higher than normal approach speeds (NON-NORMAL) c. Landing on slippery runways d. Landing in a crosswind condition e. When Autoland performed. Other wise decision of PF. 1.34. NOISE ABATEMENT APPROACH PROCEDURE (Delayed Flap) a. When maneuvering to intercept the localizer, decelerate and extend flaps to 1 and 5. b. Arrange Flaps 5 and Flaps 5 maneuvering speed prior to localizer captured. c. During flap extension, select the next lower speed just as the additional configuration drag takes effect d. After intercepting the Glide Slope delaying final flap setting until FAF/OM; reduces cabin noise level, increases fuel efficiency, accommodate speed requests by ATC and meets the noise abatement requirements. e. Recommended Procedure; Position or Track miles to touchdown 16-14 NM 14-12 NM 12-10 NM FAF on NON-ILS app GS intercept on ILS Descending below establish altitude FAF or OM Pilot Flying Speed Reduction Flaps 1 Flaps 5 Pilot Monitoring
Final Approach
Set flap to 1 Set flap to 5 Set Gear lever DOWN Set Gear down and flaps 15 flap 15 Call Landing checklist Do the checklist, down to flaps Call Holding at Flaps Call flap 30/40 and Set flap 30 or 40 complete the checklist Call Check Flaps Call, Checklist completed Flap 30/40 Landing clearance received or not received
1.35. APPROACH CLEARANCE PROCEDURE a. When cleared for an approach and on a published segment of that approach, descend to the minimum altitude for that segment (or procedure turn altitude if in holding pattern at the final approach fix). b. In preparation for the instrument approach, cross the initial approach fix at the initial approach fix altitude. c. If not in the holding pattern at the final approach fix, descend to the procedure turn altitude as shown on the approach chart. d. When conducting an instrument approach from the holding pattern, continue on the same pattern as holding, extend flaps to five on the outbound track parallel to final approach course. Turn inbound on the procedure turn heading. This type of approach is also referred to a racetrack approach.
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1.36. RECOMMENDED APPROACH SPEED CONTROL PROCEDURE Unless required by ATC or arrival procedure, start reducing speed to Flaps up Speed (not less then 200 knots) to reach at 14 track miles from touchdown or when starting turn to intercept ILS/LOC or VOR radial or, when on straight-in approach at 12 miles from touchdown. 1.37. AUTOPILOT DISENGAGEMENT DURING THE APPROACH a. On an ILS CAT-I and all Non-ILS approaches Autopilot must be disengaged descending below MDA(H) or DA(H). b. Autopilot must be disengaged after touchdown on an Autoland. c. The autopilot must be disengaged when intercepting landing profile on circle to land approaches. 1.38. APP MODE SELECTION PROCEDURE APP Mode SHOULD NOT be selected; a. Until clearance for the approach has been received. b. Until track distance to runway is less then 18 NM. c. Unless ILS frequency is tuned and identified. d. Unless the airplane is on an inbound intercept heading, e. Unless LOC and GS pointers appear on the attitude display in the proper position. 1.39. STABILIZED APPROACH PROCEDURE a. The aircraft is on the correct flight path, only small changes in heading/pitch are required to maintain the correct flight path b. The aircraft speed is not more than VREF + 20 knots and not less than VREF c. The aircraft is in the correct landing configuration d. Sink rate is not greater than 1.000 fpm e. Power setting is appropriate for the aircraft configuration f. All briefings and checklists have been conducted g. ILS approaches should be flown within one dot of the Glide Slope and Localizer h. During a circling approach, wings should be level on final when the aircraft reaches 300 feet above airport elevation. i. Unique approach procedures or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing. 1.40. STABILIZED APPROACH REQUIREMENTS a. Maintaining a stable speed, descent rate, and vertical/lateral flight path in landing configuration is commonly referred to as the stabilized approach concept. b. Any significant deviation from planned flight path, airspeed, or descent rate should be announced. The decision to execute a go-around is no indication of poor performance. c. Do not attempt to land from an unstable approach d. APPROACHES SHOULD BE STABILIZED BY (1) 1,000 feet above airport elevation in IMC (2) 500 feet above airport elevation in VMC.
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1.41. MANDATORY MISSED APPROACH PROCEDURE a. If a navigation radio or flight instrument failure occurs which affects the ability to safely complete the approach in instrument conditions b. When on ILS final approach, in instrument conditions, and either the localizer and/or glide slope indicator shows full deflection c. When the navigation instruments show significant disagreement and visual contact with the runway has not been made d. When on an RNP based approach, and an FMC alerting message indicates that ANP exceeds RNP e. When on a radar approach and radio communication is lost. 1.42. APPROACH AND LANDING CONDITION PROCEDURE (JAR-OPS 1.400) Before commencing an approach to land, the captain must satisfy himself/herself that, according to the information available to him/her, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe approach, landing or missed approach, having regard to the performance information contained in the Operations Manual. 1.43. COMMENCEMENT & CONTINUATION OF APPROACH PROCEDURE (JAR-OPS 1.405) The Captain or the pilot to whom conduct of the flight has been delegated may commence an Instrument approach regardless of the reported RVR/Visibility but the approach shall not he continued beyond the outer marker, or equivalent position, if the reported RVR/visibility is less than the applicable minima. If, after passing the outer marker or equivalent position, the reported RVR/visibility falls below the applicable minimum, the approach may be continued to DA(H) or MDA(H). Where no outer marker or equivalent position exists, the Captain or the pilot to whom conduct of the flight has been delegated shall make the decision to continue or abandon the approach before descending below 1000 ft above the aerodrome on the final approach segment. Touchdown RVR will be the governing RVR for approach. RVR reported for touchdown zone must be equal or better then the appropriate operating minimums before commencing the approach. The mid point and stop end RVR are also controlling. The minimum RVR value for the mid-point is 150m. The approach may be continued below DA(H) or MDA(H) and the landing may be completed provided that the required visual reference is established at the DA(H) or MDA(H) and is maintained.
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1.44. ALTIMETER SETTING AND CHECKING PROCEDURE a. During climb at TRANSITION ALTITUDE (1) PM calls Transition altitude, set STD (2) PF responses set and crosscheck During descent cleared to an altitude (1) PF sets MCP Altitude (2) Approach checklist and QNH setting will be delayed until TL. During descent at Transition Level (1) PM calls Transition Level, set QNH (2) PF sets QNH and calls APPROACH CHECKLIST. (3) PM reads QNH ___ passing ___ feet (4) PF responses set and crosschecked (5) PM calls APPROACH CHECKLIST COMPLETED
b.
c.
1.45. DISPLAY SET-UP PROCEDURE a. Navigation Display set-up should be as follows; Pilot Flying EXP VOR/ILS MAP mode CENTER MAP Pilot Monitoring MAP mode EXPENDED VOR CENTER MAP TYPE of APPROACH ILS (CAT-I, CAT-II CAT-III A) NON-ILS approaches ADF b.
Navigation Display set-up must be completed when; (1) The Initial Approach Fix (IAF), or (2) The start of radar vectors to the final approach course, or (3) The start of a visual approach
1.46. REVERSE THRUST and BRAKING PROCEDURE a. Brake and tire wear can be reduced by proper use of reverse thrust and auto brake. b. Use both REVERSE THRUST and AUTOBRAKE as required. c. After landing before the taxi speed, disarm the Autobrake if in use. d. Use manual braking as needed. 1.47. CLEAR OF RUNWAY PROCEDURE When clear of the active runway or captain positions the Speed Brake Lever to the DOWN detent and First Officer accomplishes the After Landing Procedures During taxi First Officer shall refrain from any other actions except look out for other traffic and assisting Captain. 1.48. BEFORE LEAVING THE AIRPLANE PROCEDURE a. b. c. d. e. f. g. h. i. Complete paperwork Complete Secure Procedure Set MCP speed to 110 knots Set all MCP readouts to zero 0 Set IDENT page on CDU Set transponder to 2000 Select FLT on audio panel microphone selector Dim all lights Leave flight deck clean and orderly
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1.49. MASTER CAUTION RESET PROCEDURE Master Caution system alerts the crewmembers to warn away from the normal field of view. Any time MASTER CAUTION light illuminates on the ground or in flight, crewmember resetting the system must announce Master caution __ check and reset the other pilot must response CHECK. Pilot monitoring (First Officer on the ground) should; a. b. c. d. e. Investigate and identified the reason for master caution, Verify that the system controls are set correctly Use individual system lights to verify the system status Take all necessary measures accordingly. After resetting the system, complete all necessary actions accordingly
1.50. AIRPLANE APPROACH CATEGORY The 737-300/400 airplanes are classified as; a. b. Category "C" for straight in approaches and, Category D for circling approaches
1.51. FLAP SPEED MANEUVERING PROCEDURE When recommended maneuvering speeds are followed, the schedule provides margin to stick shaker for at least an inadvertent 15 degrees overshoot beyond the normal 25 degrees angle of bank. FLAP RETRACTION The airplane should be accelerating when flaps are retracting to next position. Selecting the next flap setting should be initiated when reaching the maneuver speed the existing flap position. FLAP EXTENTION Selecting the next flap setting should be initiated when reaching the maneuver speed for the existing flap position. During flap extension, selection of the flaps to the next position should be made prior to decelerating below the recommended flap speed for the current flap setting. The maneuver speed for existing flap position is indicated by the numbered flap maneuvering speed bugs. When flaps are extended, select the next lower speed just as the additional configuration drag takes effect. SPEED SELECTION Delaying the speed selection causes an increase in thrust. Selecting the lower speed too quickly causes thrust to decrease, then increase. Timely speed selection minimizes thrust level movement during the approach, reduces cabin noise levels and increases fuel efficiency. Adequate maneuver margin is retained at speed 20 knots below the recommended speed for all bank angles up to 30 degrees.
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1.52. TURBULENT AIR PENETRATION PROCEDURE Increased thrust lever activity can be expected when encountering wind, temperature and large pressure changes. Prior to entering of reported turbulence area make an announcement and advice passenger to fasten seat belts. Flight in LIGHT to MODERATE Turbulence, In short-time period airspeed excursions of 10 to 15 knots and vertical speed changes not more than 500 ft per minute can be expected. e. The autopilot and/or autothrottle may remain engaged unless performance is objectionable. f. Prior to entering of reported turbulence area make an announcement and advice passenger to fasten seat belts. g. If it becomes not able to continue service in the cabin, select FASTEN BELTS switch to ON. h. Instruct cabin crew to check that all passengers seat belts are fastened. i. Do not forget to switch OFF again when clear of the area. Flight in SEVERE Turbulence should be avoided if at all possible. In short-time period airspeed excursions of more than 15 knots and vertical speed changes more than 500 ft per minute can be expected. If severe turbulence is encountered; a. b. c. d. e. f. Disengage autothrottle, Autopilot CWS for pitch and roll mode, If sustained trimming occurs, disengage the Autopilot. Engine Start Switches to FLT. Change thrust setting only if required to modify an unacceptable speed trend. If severe turbulence encountered airspeed should be; Phase of flight CLIMB CRUISE DESCENT 1.53. WEATHER RADAR POLICY a. Whenever the possibility exists for adverse weather near the intended flight path, pilots should monitor the weather radar display. b. Radar display will normally be adjusted having data for a range of 80 NM. c. Use gain control always in AUTO. d. Display intensity maximum should be selected at all times. e. PF will arrange the scale to observe indication. f. PM will select one higher the scale then the PF g. To adjust the pitch attitude of radar is the responsibility of PF AIRSPEED 280 knots or .73 Mach Use FMC recommended thrust setting .73 Mach/280/250 knots
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1.54. TERRAIN POLICY a. When terrain/obstacles near the intended flight path; PM should monitor the terrain display. b. Use the terrain display when in proximity to terrain/obstacle c. During night or IMC operations in non-radar environments for departure and approach. d. Having the terrain display at other times may be useful for terrain and situational awareness. 1.55. EVENTS REQUIRING MAINTENANCE INSPECTION CHAPTER 5 of the Airplane Maintenance Manual refers to such events as CONDITIONAL INSPECTIONS. These include, but are not limited to; a. b. c. d. e. f. g. h. Hard Landing Severe turbulence Overspeed (landing gear, flaps/slat or MMO/VMO) High energy stop Lightning strike Extreme dust Tail strike Overweight landing
1.56. PILOT INCAPACITATION Pilot incapacitation occurs frequently compared with other routinely trained non-normal condition. It has occurred in all age group and during all phases of flight. Incapacitation occurs in many forms ranging sudden death to subtle, partial loss of mental or physical performance. Subtle incapacitations are the most dangerous. Subtle incapacitations occur frequently. Incapacitation effects can range from loss of function to unconsciousness or death Routine adherence to standard operating procedures and standard profiles can aid in detecting a problem. The key to early recognition of pilot incapacitation is the regular use of Crew Resource Management (CRM) concept during flight operation. Proper crew coordination involves checks and crosschecks using verbal communication. A crewmember does not respond to any verbal call or significantly deviating from Standard Operation Procedures (SOP) be considered for incapacitation. Failure of any crewmember to respond the Second Verbal Call is assumed for INCAPACITATION. The other pilot shall take over the controls in TOURISTIC JET. a. INCAPACITATION DURING TAKEOFF ROLL (1) If PF not respond to 80 callout, PM will call again at 100 (2) If no respond is made to the second call, PM will decide that PF is incapacitated. (3) PM will announce I HAVE THE CONTROLS and calls REJECT Please be sure that actual speed is less than the V1 at the time of REJECT.
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b.
INCAPACITATION DURING CRUISE (1) Decide whether a pilot is incapacitated upon recognizing symptoms. (2) Call chief cabin attendant by PA Purser to cockpit and let her to take care of the pilot. (3) Request purser to make an announcement for doctor or medical person in the cabin. (4) Never change the seat in the cockpit.
c. CREW ACTIONS UPON CONFIRMING PILOT INCAPACITATION (1) Declare MEDICAL EMERGENCY COR . Declaring, MEDICAL EMERGENCY. Planning to land to . Request medical assistance (doctor/ambulance) after the landing Ensure and engage the autopilot, Do not delay the landing and minimize the time Prepare flight deck for landing use ATIS information you have. Select HDG SEL and turn inbound to the landing airport, Select ROUTE page and change destination. Select DEP/ARR page select landing runway and execute. Select LEGS page (a) Find the first way point after discontinuity and select it, (b) Set the first page of LEGS and then execute. (9) Select INIT APP REF page (a) Check ILS frequency and Set NAV radios on both sides. (b) INBOUND course and set INBOUND courses (c) Check runway length and set Autobrake to MAX (d) Check VREF for landing flap and set VREF, (10) Do not rush and arrange your descent. (11) Configure the airplane for landing as early as possible. (12) Read and DO THE CHECKLISTS TWICE. (13) Request medical assistance ready at the position where planned to stop and if possible clear the runway by high-speed taxiway. But do not taxi to the gate. (14) AIR STAIRS not available on TOURISTIC JET airplanes. Request a stairs for medical personnel. (15) When stopped after the landing shutdown the engines and complete the checklists. (2) (3) (4) (5) (6) (7) (8)
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CHAPTER 2 NORMAL PROCEDURES
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NORMAL PROCEDURES TABLE OF CONTENTS
2. 2.1. 2.2. 2.3. 2.4. 2.5. 2.6. 2.7. 2.8. 2.9.
NORMAL PROCEDURES .............................................................................................. 2 FLIGHT CREW CHECK-IN .......................................................................................... 2 AIRPLANE ACCEPTANCE ........................................................................................... 3 PRELIMINARY PREFLIGHT PROCEDURE............................................................. 4 PREFLIGHT PROCEDURE........................................................................................... 5 BEFORE START PROCEDURE.................................................................................... 7 PUSHBACK AND TOWING PROCEDURE ................................................................ 7 BEFORE TAXI PROCEDURE ....................................................................................... 9 TAXI PROCEDURE....................................................................................................... 10 BEFORE TAKEOFF PROCEDURE............................................................................ 11
2.10. TAKEOFF PROCEDURE ............................................................................................. 12 2.11. CLIMB PROCEDURE ................................................................................................... 13 2.12. CRUISE PROCEDURE ................................................................................................. 14 2.13. DESCENT PROCEDURE.............................................................................................. 15 2.14. APPROACH PROCEDURE.......................................................................................... 16 2.15. LANDING PROCEDURE (ILS CAT-I) ....................................................................... 17 2.16. AUTOLAND PROCEDURE (ILS CAT-II AND CAT-IIIA)...................................... 18 2.17. LANDING PROCEDURE (NON-ILS) ......................................................................... 19 2.18. GO-AROUND AND MISSED APPROACH PROCEDURE...................................... 20 2.19. LANDING ROLL PROCEDURE ................................................................................. 21 2.20. AFTER LANDING PROCEDURE ............................................................................... 22 2.21. SHUTDOWN PROCEDURE......................................................................................... 22 2.22. TURN AROUND PROCEDURE................................................................................... 23 2.23. SECURE PROCEDURE ................................................................................................ 24 2.24. AT THE END OF THE FLIGHT DAY ........................................................................ 24 2.25. CHEKLISTS.................................................................................................................... 25
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2.
NORMAL PROCEDURES
2.1. FLIGHT CREW CHECK-IN Captain First Officer The flight Crew should report to the operations office at the city of departure 1 hour 45 minutes prior to scheduled departure time. It is the responsibility of the TOURISTIC JET Dispatch Office to provide all necessary documents and information for flight. If operating an airport other then ANTALYA, Dispatch Office will provide all necessary documents and information through handling company. The flight crew will complete the briefing at the dispatch office. Dispatcher briefing should include the following NOTAMS, Actual and Forecast weather for Destination and Alternate airports, And if any restriction for departure or any other expected delays. Calculate and inform the First Officer and dispatcher about the requested fuel. If delegated by the captain calculate and Ensure that the Cabin Crew for flight is inform the dispatcher about the fuel required available for duty. for flight, If any crewmember is missing inform the Crew Planning Section. After completing the dispatch briefing Assign task shearing for first sector of the flying day. Complete the Cabin Crew Briefing, emergency procedures, flight times turbulence areas, passenger briefings and other special requests. When the crew briefing is complete, the crew should expedite their customs procedures if applicable.
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2.2. AIRPLANE ACCEPTANCE Captain First Officer The captain must complete the airplane acceptance. Welcome the incoming crew Wait until the captain accepts airplane and Collect information about the status of the releases for your duties airplane and Enroute weather Check Airplane Technical Log Book Contact with the airplane technician if available when out off home base. Check Electrical power is up IRS mode selector OFF, then NAV Check Crew Oxygen pressure Check Hydraulic quantities Check engine OIL quantities Check Aircraft LEGAL DOCUMENTS Takeoff Analysis, and JEPPESENS are on board. Give the TRIP INFO to Handling Ramp Release the Flight Crew if no maintenance action Agent required. Check documents, on behalf of the Captain. Supervise First Officer, Cabin Crew and Ground Continue Preflight Procedure Crew for preflight preparations
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2.3. PRELIMINARY PREFLIGHT PROCEDURE Captain First Officer After a crew change or maintenance action Check maintenance documents and verify Check emergency equipment that the airplane is satisfactory for flight, SERVICE INTERPHONE switch OFF Set ENGINE panel and verify that REVERSER and ENGINE CONTROL lights are Supervise the Flight and Ground Crew for extinguished preflight preparations Check PMC switches are ON and verify INOP lights are extinguished. Before each flight perform exterior inspection if it is not completed by Maintenance crew. Complete EXTERIOR INSPECTION Set parking brake and check brake wear indicator during Exterior Inspection If delegating First officer for exterior inspection, the Captain performs First Officers preflight procedure (NP.21.5 until page NP.21.9) Fill out the Airplane Technical Log Book; name of Flight & Cabin crew, Scheduled operation and fuel figures. If airplane released by technicians leave yellow page to him with the captain signature. If airplane released by First Officer, leave yellow page to Handling Company Ramp Agent. Check CDU preflight completed Select PROG page and check total distance and fuel remaining Check and set OXYGEN panel Check Passenger OXYGEN switch Check Landing gear indicator lights Check Flight Recorder switch Check Manual Gear Extension panel Check circuit breakers panels Set Parking Brake Start the CDU preflight procedure Enter ORIGIN and departure routing Enter initial navigation data Enter initial performance data Enter Enroute winds 10 deg / 10 kts Enter arrival procedure for RWY Check Noise Abatement Procedure (JEPPESEN 10-4) Select PROG page, check total distance and fuel remaining
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2.4. PREFLIGHT PROCEDURE Captain

Adjust seat Adjust Rudder Pedals Adjust seatbelt and shoulder harness Set EFIS control panel Set mode control panel Test and set OXYGEN MASK panel Set clocks to UTC time NOSE WHEEL STEERING switch Check disengage light TEST switches Check STAB OUT OF TRIM light Check flight instrument indications Check standby instruments Set standby RMI to VOR or ADF Set SPEEDBRAKE to DOWN detent Set reverse thrust levers to down Check forward thrust levers closed Set FLAP lever to UP Set parking brake Set engine start lever to CUTOFF Adjust seat Adjust Rudder Pedals Adjust seatbelt and shoulder harness Check overheat and fire protection panel Check flight control panel and Set YAW DAMPER switch ON Set NAVIGATION panel Set DISPLAY panel Set fuel panel Set electrical panel Start APU (as needed) EQUIPMENT COOLING switches Check EMERGENCY EXIT LIGHTS Set passenger sings ON Windshield wiper selector to PARK Set WINDOW HEAT switches ON Set PITOT HEAT switches OFF Set WING ANTI-ICE switch OFF Set ENGINE ANTI-ICE switches OFF Set Hydraulic panel
First Officer
Set STABILIZER TRIM cutout switches to Set air conditioning panel NORMAL Set radio tuning panel Set VHF NAV radios for SID Set audio control panel Set cabin pressurization panel Set lighting panel Ignition select switch to IGN L or R Set ENGINE START switches OFF Set FLIGHT DIRECTOR switches ON Set EFIS control panel Test and set OXYGEN MASK panel Set clocks to UTC time Check disengage light TEST switches
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: SOP-2-6

TOURISTIC JET
NORMAL PROCEDURES
PREFLIGHT PROCEDURE (Continue) Captain
First Officer
Check flight instrument indications Check GROUND PROXIMITY panel Set and check Landing Gear Panel Set Autobrake selector to RTO ANTISKID INOP light extinguished Set engine display control panel Check engine instruments Check CARGO FIRE panel Set radio tuning panel
First flight of the day; TCAS WEATHER RADAR Cargo Fire System Engine/Wheel Well Fire Warning systems must be checked
Set VHF NAV radios for SID Set audio control panel Set ADF radio frequency Transponder panel (STBY and 2000) Check STABILIZER TRIM override switch
Test the lights (master LIGHT TEST and DIM For FULL auto callout test. Push the GPWS switch to TEST) switch simultaneously Set RADIO/BAROMETRIC reference orange Set RADIO/BAROMETRIC reference orange bug to 1.000 feet AGL. bug to 1.000 feet AGL. Check Noise Abatement Procedure (JEPPESEN Chart 10-4) Verify THR REDUCTION altitude THR REDUCTION altitude to 1.500 ft. AGL unless required by NOISE ABATEMENT procedure otherwise Takeoff Bug Cart performance data Check the map display and map range. PF selects minimum usable range and PM selects one higher range above. (In order to monitor possible deviation from the SID during departure) If Clearance Prior to Taxi (CPT) is specified, obtain ATC clearance When boarding in progress. Pilot Flying completes expected SID briefing (If CPT is available Pilot Flying completes assigned SID briefing) CALL PREFLIGHT PROCEDURE CALL PREFLIGHT CHECKLIST Call Preflight Procedure completed Do the Preflight Checklist (TOLD) use estimate
CDU entries are correct.
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: SOP-2-7

TOURISTIC JET
NORMAL PROCEDURES
2.5. BEFORE START PROCEDURE Captain First Officer
When Load and Trim Sheet received Verify the calculations are correct Note the actual ZFW on TOLD card Declare ZFW and enter PERF Page Crosscheck takeoff weight with F/O. Confirm takeoff weight with captain Request possible Derate and assumed temperature Calculate possible Derate and assumed calculation. temperature calculation. Set Engine Derate Rate. Note and crosscheck N1 Enter ASSUME TEMPERATURE Enter V speeds to TAKEOFF REF Note STAB trim setting to TOLD cart Set V2 speed on the MCP Calculate & declare V speeds IAS Bug set V1,VR,V2,V2+15 and flaps up maneuvering speed PF, selects TAKEOFF page and PM, selects LEGS page Request start up and pushback Obtain start up and pushback Flight deck windows, closed & locked Flight deck windows, closed & locked Verify exterior doors are closed Set FUEL panel Set hydraulic panel Call Before Start Procedure Set Air Condition panel ANTI COLLISION light switch ON Call Before Start Procedure completed Do the Before Start Checklist Call BEFORE START Checklist
2.6. PUSHBACK AND TOWING PROCEDURE Captain First Officer Establish communication with ground handling personnel. Receive startup & pushback Request Startup & Pushback Set or release the parking brake as directed by ground personnel The Engine start procedure may be done during pushback or towing When pushback or towing is complete Verify, the TOW BAR is disconnected Verify, the TOW BAR is disconnected Verify, the NOSE GEAR STEERING LOCKOUT PIN is removed Call, set HYRAULIC pumps ON Set system A hydraulic Pumps ON
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: SOP-2-8

TOURISTIC JET
NORMAL PROCEDURES
2.1. ENGINE START PROCEDURE First Officer Verify Start up clearance received Call ENGINE START PROCEDURE And Air conditioning PACK switches OFF announce start sequence Call START NUMBER__ ENGINE ENGINE START switch to GRD Maintain silence in the flight deck Maintain silence in the flight deck Verify that the N2 increases Verify that the N2 increases When N1 rotation is seen and N2 is at 25% or at maximum motoring and a minimum of 20% N2, Monitor fuel flow and EGT indications select Engine Start lever to IDLE Verify that the START VALVE OPEN light Monitor fuel flow and EGT indications extinguishes when the Engine Start Switches moves to OFF At 46% N2, verify that the Engine start switch moves to OFF. If not, move the Engine Start Call, STARTER CUTOUT Switch to OFF Monitor N1, N2, EGT, Fuel Flow and oil pressure for normal indications while the engine accelerates to a STABLE IDLE. After the engine is stable at IDLE, start the other engine. Do not exceed 2 minutes starter duty cycle, during each start attempt A minimum of 20 seconds is needed between start attemps Captain
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: SOP-2-9

TOURISTIC JET
NORMAL PROCEDURES
2.7. BEFORE TAXI PROCEDURE Captain First Officer When pushback or towing is complete, the TOW BAR is disconnected and the NOSE GEAR STEERING LOCKOUT PIN is removed Set system A hydraulic Pumps ON Call, set HYRAULIC pumps ON Call, FLAPS __ Select takeoff flaps and, Call BEFORE TAXI PROCEDURE Check LE FLAPS EXT green light Check DC/AC electric buses and generator Engine Start levers IDLE detent switches ON Set APU switch OFF (unless needed for Check flight controls any technical reason or LVO.) Move the control wheel and control column to full travel in both direction and verify freedom Set PITOT HEAT switches ON WING ANTI-ICE switch as needed of movement and the controls return to center. Hold the nose wheel steering wheel during the ENGINE ANTI-ICE as needed rudder check to prevent nose wheel movement. Set PACK switches AUTO Set ISOLATION VALVE switch AUTO Set ENGINE START switches CONT Set Transponder ALT OFF if needed Set STBY if not needed Call BEFORE TAXI PROCEDURE completed Check RECALL Check RECALL Call BEFORE TAXI Checklist Do the BEFORE TAXI Checklist
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: SOP-2-10

TOURISTIC JET
NORMAL PROCEDURES
2.8. TAXI PROCEDURE Captain Prior to taxi Captains should brief the expected taxi route and procedure Captains must be constantly aware of the equipment, structures, and aircraft behind the airplane when the engines are above idle thrust. Allow time for airplane response before increasing thrust further. Limit breakaway thrust is Max. 40% N1. Use TURNOFF and the Taxi light to indicate movement of the airplane. Turn all lights OFF when stopped. Normal taxi speed is 10 to 20 knots and adjusted for conditions. Anytime speeds greater than 20 knots use RUDDER PEDAL steering only. Stop the airplane and verify taxi routing with ATC if any crewmember is in doubt regarding the clearance, Do not allow ATC to rush you. Differential braking and braking while turning should be avoided. Avoid following other aircraft too closely. Captains may consider requesting a FOLLOW ME vehicle If both pilots are unfamiliar with the airport and especially during LVO, Taxiing out for flight with one engine operating, is not permitted Taxiing during adverse weather conditions requires awareness of surface condition Progressively follow taxi position on the airport diagram. First Officer Have airport diagram ready and follow the briefing Keep the airport diagram in a location readily available during taxi an assist the captain if necessary Write down the taxi clearance when received. Use standard phraseology Read back all clearances
Verify the taxi routing, if any doubt inform the captain
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: SOP-2-11

TOURISTIC JET
NORMAL PROCEDURES
2.9. BEFORE TAKEOFF PROCEDURE First Officer If CPT is not available when leaving the Verify that the Enroute clearance received congested area request ATC clearance. When ATC clearance received; Set radio If time permitting welcome the passenger after frequencies, Set MCP altitude, DEMO in the cabin Set transponder STBY or ALT off. Verify that the cabin is secure for takeoff. If cabin is not ready delay the takeoff. Call Before Takeoff Procedure The pilot who will do the takeoff reviews the takeoff briefing. Takeoff runway, name of the SID, initial climb altitude or level, departure frequency and Transponder code setting When takeoff briefing review completed by PF Call, BEFORE TAKEOFF Checklist Do the BEFORE TAKEOFF checklist When entering the departure runway but not cleared for takeoff AUTO THROTTLE ARM Set the STROBE light switch to ON Align the airplane with the runway Set transponder mode to TA/RA When cleared for takeoff Set the weather radar or the terrain display as needed Check time Check time Align the airplane with the runway FIXED LANDING light switches to ON Advance the thrust levers slowly to approximately 40% N1. Allow the engines to stabilize before pushing TO/GA switches until 60 kts. Call TO/GA If PM call You have the controls If PF, Call I have the controls Captain
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: SOP-2-12

TOURISTIC JET
NORMAL PROCEDURES
2.10. TAKEOFF PROCEDURE
Pilot Flying Pilot Monitoring After TO/GA switch is pushed verify that the correct takeoff thrust is set Monitor the engine instrument If Autothrottle not available call, If Autothrottle not available adjust takeoff SET TAKEOFF THRUST thrust before 60 knots During strong headwinds, if the thrust If Captain is Pilot Monitoring; levers do not advance to the planned Captains hand must be on the thrust levers until takeoff thrust by 60 knots, manually V1 from beginning of takeoff roll. advance the thrust lever. Verify 80 knots and call, CHECK Verify V1 speed At VR, rotate toward 15 pitch attitude and after liftoff, follow F/D commands Establish a positive rate of climb Call, 80 KNOTS Verify the V1 callout or call V1 At VR call ROTATE Monitor airspeed and vertical speed Verify a positive rate of climb on the altimeter and call POSITIVE RATE
Verify a positive rate of climb on the altimeter Set the landing gear lever UP and call GEAR UP At 400 feet AGL Call, Heading or LNAV Set Heading or LNAV At 1.500 feet AGL or acceleration height At thrust reduction height verify that CLIMB Push the N1 switch. THRUST is set At 3000 feet AGL Call, Set Flaps UP speed Set the flaps up maneuvering speed Call, FLAPS __ according to the flap Set the flap lever as directed retraction schedule Monitor flaps and slats retraction Call, ATC Report only the name of SID If acceleration height is above 1.000 feet, give a call to ATC when directed or at specified altitude. Report only the name of SID you are on unless special procedures apply. Set the flap lever to UP Call,FLAPS UP according to the flap Monitor flaps and slats retraction Call retraction schedule FLAPS UP no light Engage the AUTOPILOT Monitor SID and Monitor climb Engage VNAV Call, AFTER TAKEOFF Checklist Do After Takeoff Checklist.
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: SOP-2-13

TOURISTIC JET
NORMAL PROCEDURES
2.11. CLIMB PROCEDURE
Pilot Flying At Transition Altitude Respond set and cross checked
Pilot Monitoring Call, Transition Altitude set STD
At or above FL 100 / 10.000 feet MSL Call, FL 100 or 10.000 ft Call, Lights OFF Set light switches OFF accordingly. Inform the cabin crew ( 1 chime) Captain will give a call to handling company about ETA to destinations At or above FL 200 Call, FASTEN BELT AUTO Set FASTEN BELT switch to AUTO Intermediate LEVELOFF due to traffic Enter Assigned Level on climb page CDU will turn to CRZ page, Check data and select PROG page Do not cruise with climb speed for prolonged time Use CRZ CLIMB for further Reaching to requested CRUISE LEVEL Check cruise page and data on CDU Remain on LEGS page Select PROG page Remain on LEGS page
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: SOP-2-14

TOURISTIC JET
NORMAL PROCEDURES
2.12. CRUISE PROCEDURE Pilot Flying Pilot Monitoring Check CRZ page and set PROG Maintain ECON cruise speed unless alternate ATC speed and/or condition requires otherwise Monitor PROG page during cruise Monitor LEGS page during cruise Stow airport and SID charts Stow airport and SID charts Set both VHF NAV receivers Auto Set second VHF radio to 121.50 KHz and monitor until landing preparation Upon reaching to cruise level additional task shearing will be performed Captain completes the passenger announcements and entries to the Airplane Technical Log Book. Takeoff parameter should be logged on all departures. Engine cruise parameters should be logged if flight time is more then 2 hours. PM completes the FLIGHT PLAN entries during the cruise. Actual off block and takeoff, actual landing and on block times must be logged Update the computer flight plan when reaching cruise level. Use the ETA of first waypoint to begin with. Fuel checks should be done every one-hour of flight. ATIS information of Enroute alternates for EMERCENCY diversion should be logged on ENROUTE INFO FORM. Insert Enroute alternate airports on FIX page if suitable for landing. TOURISTIC JET has RVSM Approval therefore may operate in defined portions of airspace where, based on Regional Air Navigation Agreement with a vertical separation minimum of 1.000ft If any of pilot needs to leave the cockpit during cruise flight, arrange to return back as expeditious as possible otherwise inform the other pilot The pilot remaining in the cockpit should be in a position close to the controls with seatbelt secured. At cruise, level shoulder harnesses in not mandatory Good cockpit discipline must be maintained at all times to ensure safe and efficient operations. For flight safety, cockpit crew should adhere to proper navigation, communication and cruise procedures STEP CLIMB will be requested when OPT Altitudes reaches to an intended/planned cruise level or MAX Altitude reaches 1.000 feet above to an altitude where intent to climb
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: SOP-2-15

TOURISTIC JET
NORMAL PROCEDURES
2.13. DESCENT PROCEDURE Pilot Flying Pilot Monitoring Descent Checklist is normally initiated descending below CRUISE LEVEL. Descent Checklist must be completed by FL 100 or 10.000 MSL Complete the approach preparation for ATIS frequency ACTIVE and Handling in planned & selected RWY and Missed STBY on second radio approach on CDU Before obtaining ATIS information, plan your briefing and complete setup Check landing performance and determine the landing weight, Set VREF speed in advance Crosscheck VREF Set the DH REF-Radio altimeter minimums as needed for the approach Set or verify the navigation radios and course for the approach Verify TL on DESC FORECAST page Set TL on DESC FORECAST page Set VOR frequency ACTIVE Set ILS frequency Crosscheck INBOUND courses, Set INBOUND course, Crosscheck ADF & markers volume Set ADF and markers volume When landing on DRY RUNWAY Landing distance must be equal or shorter than the 60% of usable length Normal landings should be made with flaps 30 unless required otherwise Set the AUTOBRAKE selector to the needed brake setting After obtaining the ATIS information Captain calls Handling Company about ETA and any special request. Complete the arrival and approach briefing based on ATIS information Verify the RADIO/BARO minimums as needed for the approach Verify the navigation radios and course for the approach Do DESCENT checklist. Call, DESCENT CHECKLST
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: SOP-2-16

TOURISTIC JET
NORMAL PROCEDURES
Passing through FL200 FASTEN SEATBELT sign should be ON Remind the FASTEN SEATBELT sign descending below FL200. descending below FL200. Passing through FL100 Call, Lights ON Call, FL 100/10.000 MSL Fixed Landing & Runway Turnoff Lights ON (LOGO and Wings Light ON at night)
During descent below FL 100, Plan to keep Air traffic permitting coordinate continuous power near IDLE until establish Glide Slope descent with ATC as needed. for fuel economy. Verify that the cabin is secure 2.14. APPROACH PROCEDURE At Transition level Pilot Flying Call, APPROACH Checklist Do, Approach Checklist Call, Set and crosschecked Read, QNH ___ passing ___ feet Pilot Monitoring Call, Transition Level, set QNH
Call, INBOUND courses are set,NAV Call, Approach Checklist complete radios are MANUEL RAW DATA set on my side Approach Procedure and Approach Checklist must be completed before; Initial Approach Fix (IAF) or the start of Radar Vectors to final approach course or the start of visual approach. All approaches should be flown with autopilot to their respective minimums F/D only or without F/D Approaches is allowable by the Captain. Those approaches may be flown upon request or condition dictates. Select PROG page and constantly monitor Maintain LEGS page and update the changes on arrival / approach the track distance until GS capture Do not completely abandon Enroute It is recommended to maintain closest navigation procedures even if ATC is waypoint be selected on top of LEGS. Have closest way point on top to update track providing radar vectors to initial or final distance to touchdown approach fix. Within 20 miles to touchdown start speed reduction to FLAPS UP speed and follow approach speed control procedure
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: SOP-2-17

TOURISTIC JET
NORMAL PROCEDURES
2.15. LANDING PROCEDURE (ILS CAT-I) Pilot Flying Pilot Monitoring Within 20 miles to touchdown speed reduction to FLAPS UP SPEED Maintain PROG page and constantly monitor Maintain LEGS page and update the changes the track distance on arrival / approach Call, FLAPS 1 at 14 track miles Set the flap lever as directed. Monitor flaps and slats extension. Call, FLAPS 5 at 12 track miles When on localizer intercept heading Verify PF side ILS tuned & identified Verify PM side ILS tuned & identified Verify LOC & GS pointers are shown Verify LOC & GS pointers are shown Arm the VOR LOC mode Crosscheck the VOR LOC mode selected Verify that the localizer captured before GS. Select the heading to match inbound course Call, GLIDE SLOPE ALIVE Check At Glide Slope capture Set missed approach altitude on MCP Call Set the landing gear to DOWN and verify Gear DOWN landing gear lights are illuminated. Call, Flaps 15 Set the flap lever to 15 Set the Speedbrake lever to ARM Set engine start switches to CONT When GS capture set INIT REF page Select 3rd page of PROG page Complete the checklist down to flaps and call, Call, LANDING CHECKLIST Holding at flaps At the final approach fix or OM Check Verify the crossing altitude Call, Flaps 30 (Flaps 40 if needed) Set the flap lever as directed Check 30/40 Call, Check flaps Call, Landing Checklist complete Verify the landing clearance is RECEIVED or Verify, all automatic callouts and/or do the NOT RECEIVED call as needed Call, Checked 1.000 callout Call, Checked ( ALL LIGHTS ON during 500 callout night time) Executed GO-AROUND if it is called Call, GO-AROUND only if needed. Call, Continue in VMC 100 above minimum callout Call, Looking Out in IMC APPROACHING MINIMUM Call, LANDING Verify automatic Minimums callout Disengage A/P and A/T and do the landing manually. Inform ATC If any visual references not reached at DH, call, GO-AROUND
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: SOP-2-18

TOURISTIC JET
NORMAL PROCEDURES
2.16. AUTOLAND PROCEDURE (ILS CAT-II and CAT-IIIA) Pilot Flying Pilot Monitoring When on localizer intercept heading Verify PF side ILS tuned & identified Verify PM side ILS tuned & identified Verify LOC & GS pointers are shown Arm the APP mode Crosscheck the APP mode selected Use HDG SEL or LNAV to intercept the final approach course as needed Verify that the localizer captured before GS. Select the heading to match inbound course Check Call, GLIDE SLOPE ALIVE At Glide Slope capture Set missed approach altitude on MCP Set the landing gear to DN and verify landing Call, Gear DOWN gear lights are illuminated. Call, Flaps 15 Set the flap lever to 15 Set the Speedbrake lever to ARM Set engine start switches to CONT When GS capture set INIT REF page Select second page of PROG page Read & do the checklist down to flaps and Call, LANDING CHECKLIST call, Holding at flaps At the final approach fix or OM Response Check Verify the crossing altitude Call, Flaps 40 Set the flap lever as directed Call, Check flaps Check 40 Call, Landing Checklist complete Verify the landing clearance is RECEIVED or Verify, all automatic callouts and/or do the NOT RECEIVED call as needed Executed GO-AROUND if it is called Call, GO-AROUND only if needed. A deviation from proper procedures or any lack of acknowledgment should be questioned for incapacitation. The other pilot must execute GO-AROUND 1.000 callout Call, Checked And call, DUAL CHANNEL Call, Checked Verify the AFDS status Call, Looking Out for visual references in IMC If any element of visual references reached at DH, call, LANDING If any visual references not reached at DH, call, GO-AROUND 500 callout, And call, FLARE ARM Verify automatic App. minimums Monitor flight and engine instrument Verify automatic Minimums or call Minimums Inform ATC
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: SOP-2-19

TOURISTIC JET
NORMAL PROCEDURES
2.17. LANDING PROCEDURE (NON-ILS) Pilot Flying Pilot Monitoring Maintain PROG page and constantly monitor Maintain LEGS page and update the changes the track distance on arrival / approach Set the flap lever as directed. Call, FLAPS 1 at 14 track miles Monitor flaps and slats extension. Call, FLAPS 5 at 12 track miles When on intercept heading Verify VOR/LOC tuned & identified Verify VOR/LOC tuned& identified Arm the VOR/LOC mode Crosscheck the VOR/LOC selected If executing a LOC approach, do not rely on GS information (if any) Set INBOUND Course on MCP Call, VOR/LOC capture At initial approach fix cleared for approach Call, Initial Approach Fix Set MDA on MCP and arrange descent with Monitor approach and descent. Vertical Speed or VNAV Verify the crossing altitudes. Set the landing gear to DN and verify landing Call, Gear DOWN gear lights are illuminated. Call, Flaps 15 Set the flap lever to 15 Set the Speedbrake lever to ARM Set engine start switches to CONT When GS capture set INIT REF page Select second page of PROG page Complete the checklist down to flaps and call, Call, LANDING CHECKLIST Holding at flaps At the final approach fix or 5 miles to touchdown Call, Flaps 30 (Flaps 40 if needed) Set the flap lever as directed Call, Check flaps Check 30/40 Call, Landing Checklist complete Verify the landing clearance is RECEIVED or Verify, all automatic callouts and/or do the NOT RECEIVED call as needed Call, Checked 1.000 callout Call, Checked 500 callout Call, Continue in VMC Call, Looking Out in IMC Call, LANDING When visual references establish disengage A/P and A/T and do the landing manually. If any visual references not reached at MAP call, GO-AROUND Verify automatic App. minimums Monitor flight & engine instrument Verify automatic Minimums callout Flight Directors OFF Set missed approach altitude on MCP Flight Directors ON Inform ATC
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: SOP-2-20

TOURISTIC JET
NORMAL PROCEDURES
2.18. GO-AROUND and MISSED APPROACH PROCEDURE Pilot Flying Pilot Monitoring A deviation from proper procedures or any lack of acknowledgment should be questioned for incapacitation. The other pilot must execute GO-AROUND If any element of visual references not reached at MDA/DA or DH, call, GO-AROUND At the same time, push the TO/GA switch Position the FLAP lever to 15 and monitor flap retraction and call, FLAPS 15 Verify the rotation to GO-AROUND attitude Verify that the thrust is sufficient for the goaround or adjust as needed. and that the thrust increases Verify a positive rate of climb on the altimeter and call, POSITIVE RATE Verify a positive rate of climb on the Set the landing gear lever to UP altimeter and call, GEAR UP When above 400 feet AGL Select appropriate ROLL MODE and verify Observe mode annunciation proper mode annunciation Verify that the missed approach route is tracked At acceleration height (1.500 feet AGL or local ATC procedure) Call, FLAPS 5 Call, FLAPS 1 Call, FLAPS UP Set the flap lever as directed Monitor flaps and slats retraction After flap retraction Select LVL CHG or VNAV as needed Verify that climb thrust is set Observe mode annunciation Verify that climb thrust is set
Verify that the missed approach altitude is Verify that the missed approach altitude is captured. captured. Set the landing gear lever to OFF after landing gear retraction is complete. Set the engine start switches as needed Call, AFTER TAKEOFF Checklist Do AFTER TAKEOFF Checklist
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: SOP-2-21

TOURISTIC JET
NORMAL PROCEDURES
2.19. LANDING ROLL PROCEDURE Pilot Flying Disengage the autopilot and control the airplane manually after Autoland Verify that the thrust levers are closed Verify the Speedbrake lever is UP Without delay move the REVERSE THRUST levers to the interlocks. HOLD LIGHT interlocks release PRESSURE until the Pilot Monitoring Verify the Speedbrake lever is UP Call SPEEDBRAKES UP If the Speedbrake lever is not UP Call, SPEEDBRAKES NOT UP
Then apply reverse thrust as needed WARNING: After the reverse thrust levers are moved; a full stop landing must be made. If an engine stays in reverse, safe flight is not possible Verify correct Autobrake operation or Monitor braking action manual braking as needed Call, 60 KNOTS NOTE: Captain takes over the controls after 60 KNOTS callout After handover the controls to captain Captain First Officer Start movement of the reverse thrust levers to be at the REVERSE IDLE detent before taxi speed. Disarm the AUTOBRAKES before the taxi speed (30 knots GS) After the engines are at Reverse Idle, move the reverse thrust levers full down Call After Landing Procedure if a long taxi or When Speedbrake is DOWN continue backtrack on the landing runway is required. If there is only few meters to leave the runway AFTER LANDING PROCEDURE or delay Speedbrake DOWN, until leaving the being asked by the Captain. runway
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: SOP-2-22

TOURISTIC JET
NORMAL PROCEDURES
2.20. AFTER LANDING PROCEDURE Captain First Officer The Captain moves or verifies that the SPEEDBRAKE lever is DOWN Call, After Landing Procedure Start APU Set the weather radar to OFF Set ENGINE START switches to OFF Set LANDING and TAXI lights when requested by the Captain. Set STROBE lights to OFF when leaving the landing runway Set PITOT SITATIC HEAT switches to OFF Set AUTOBRAKE selector to OFF if used during the landing. Set the flap lever to UP. If landing is completed in icing condition leave at Flaps 15 Set transponder mode selector STBY or ALT OFF as needed 2.21. SHUTDOWN PROCEDURE Captain First Officer Start the Shutdown Procedures after taxi is completed Set Electrical power to APU Set the parking brake GENERATOR or GRD POWER Run the engines at IDLE for three minutes before shutdown. Set Engine start levers to CUTOFF FASTEN BELTS switch OFF Call, SHUTDOWN PROCEDURES ANTICOLLISION light to OFF FUEL PUMP switches to OFF GALLEY power switch as needed WING ANTI-ICE switch to OFF ENGINE ANTI-ICE switches to OFF ELEC.HYD.PUMP switches to OFF Air conditioning PACK switch to AUTO (weather condition permits select PACK switch to OFF) ISOLATION VALVE switch AUTO Engine BLEED air switches ON APU BLEED air switch ON Exterior lights switches as needed FLIGHT DIRECTOR switches OFF After the wheel chocks are in place, release the APU switch as needed Parking Brake Call, SHUTDOWN Checklist Do, Shutdown Checklist
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: SOP-2-23

TOURISTIC JET
NORMAL PROCEDURES
2.22. TURN AROUND PROCEDURE Captain Advice the LANDING and ON BLOCK times Confirm flight time and block time for Airplane Technical Log Book If an Autoland performed make an entry in REMARKS. If no discrepancy or malfunction write NIL on Airplane Technical Log Book Complete all necessary entries on Airplane Technical Log Book Tear BLUE and GREEN copies off from Airplane Technical Log Book First Officer Note the LANDING and ON BLOCK times on Computer Flight Plan Calculate FLIGHT and BLOCK times
Note the trip fuel and fuel remaining
Complete all necessary information on Computer Flight Plan Collect all documents and save those in Flight Order Envelope Do not leave cockpit until the Captain Perform a WALK-AROUND for next the flight returns to flight deck. sector and complete the refueling requirements Monitor CPT and Handling Frequency After having the fuel, enter the fuel data to Prepare the flight deck for next flight sector. Airplane Technical Log book Complete PREFLIGHT entries to Airplane Complete CDU preflight and leave IRS Technical Log book and give YELLOW copy mode selectors in NAV to handling agent. Set Air Conditioning Panel Set Flight Director switches to ON Set Flight Director switches to ON Set EFIS control panel Set EFIS control panel Set 1.000 AGL as altitude reference Set 1.000 AGL as altitude reference Verify AUTOBRAKE to RTO Set AUTOBRAKE to RTO Verify radio tuning panel to CPT or GRD active Set radio tuning panel CPT or GRD active and DEP in STBY and DEP in STBY Handling active and ATIS in STBY Handling active and ATIS in STBY Set Audio Control Panel, Loudspeakers must be Set Audio Control Panel Loudspeakers must in low volume only or use headset. be in low volume only or use headset. Set parking brake Set FASTEN BELT switch to ON Call, PREFLIGHT PROCEDURE Call, Preflight Procedure Completed Call, PREFLIGHT Checklist Do, Preflight checklist
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: SOP-2-24

TOURISTIC JET
NORMAL PROCEDURES
2.23. SECURE PROCEDURE Captain Advice LANDING and ON BLOCK times Confirm flight time and block time for Airplane Technical Log Book entry. If an Autoland performed make an entry in REMARKS. If no discrepancy or malfunction write NIL on Airplane Technical Log Book Complete all necessary entries on Airplane Technical Log Book Tear BLUE and GREEN copies off from Airplane Technical Log Book Call, SECURE PROCEDURE First Officer Note LANDING and ON BLOCK times on Computer Flight Plan Calculate FLIGHT and BLOCK times Note the trip fuel and fuel remaining
Complete all necessary information on Computer Flight Plan. Collect all documents and save those in Flight Order Envelope Set IRS mode selectors to OFF Set EMERGENCY EXIT LIGHTS switch to OFF Set WINDOW HEAT switches to OFF Set Air Conditioning switches OFF Do, Secure Checklist
Call, SECURE Checklist
2.24. AT THE END OF THE FLIGHT DAY AT THE END OF THE FLIGHT DAY Set zero MCP readouts Set zero MCP readouts Leave MCP at Go-Around altitude MCP speed at 110 KNOTS Set IDENT page on CDU Set IDENT page on CDU Set 2000 and STBY on transponder Set FLT on Audio Panel Set FLT on Audio Panel Dim all lights Dim all lights Do not forget any belongings behind Do not forget any belongings behind Do not leave flight deck until the last passenger leaves the airplane or if the Captain may leave the flight deck to brief the Captain releases other Captain taking the airplane over for the next sector. Give Flight Envelope to Supervisor or store in airplane LIBRARY
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: SOP-2-25

TOURISTIC JET
NORMAL PROCEDURES
2.25. CHEKLISTS PREFLIGHT OXYGEN.......................................................................................Tested,100 INSTRUMENT transfer switches ................................................NORMAL WINDOW HEAT.......................................................................................ON FLIGHT INSTRUMENTS ...................................... Heading__ Altimeter _ PARKING BRAKE ................................................................................. SET ENGINE START LEVERS ........................................................... CUTOFF BEFORE START FLIGHT DECK DOOR ....................................CLOSED AND LOCKED FUEL.......................................................................... ____KG, PUMPS ON PASSENGER SIGNS .............................................................................. ON WINDOWS....................................................................................LOCKED MCP ........................................................................... V2 _, HDG __, ALT _ TAKEOFF SPEEDS .........................................................V1__, VR __, V2 _ CDU PREFLIGHT .............................................................. COMPLETED TRIM .................................................................. __ UNITS, ZERO, ZERO TAXI AND TAKEOFF BRIEFING........ COMPLETED ANTI COLLISION LIGHT.................................................................... ON BEFORE TAXI GENERATORS ....................................................................................... ON PROBE HEAT ......................................................................................... ON ANTI-ICE...................................................................................... SET/OFF ISOLATION VALVE........................................................................ AUTO ENGINE START SWITCHES ......................................................... CONT PACKS................................................................................................ AUTO FLIGHT GROUND SWITCH.............................................................. FLT RECALL.....................................................................................CHECKED AUTOBRAKE...................................................................................... RTO ENGINE START LEVERS ..............................................IDLE DETENT FLIGHT CONTROLS .............................................................CHECKED GROUND EQUIPMENT...............................................................CLEAR BEFORE TAKEOFF FLAPS............................................................................__ GREEN LIGHT AUTOTHROTTLE ............................................................................ ARM TRANSPONDER...............................................................................TA/RA CPT CPT F/O F/O F/O F/O F/O F/O F/O F/O B CPT CPT CPT B F/O F/O F/O B CPT CPT B CPT B F/O B F/O F/O B CPT CPT
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: SOP-2-26

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NORMAL PROCEDURES
CHEKLISTS (Continue) AFTER TAKEOFF ENGINE BLEEDS.....................................................................................ON PACKS.................................................................................................. AUTO LANDING GEAR ...................................................................... UP and OFF FLAPS................................................................................. UP, NO LIGHTS DESCENT RECALL.......................................................................................CHECKED AUTOBRAKE.............................................................................OFF or SET LANDING DATA ..................................................... VREF __, Minimums __ APPROACH BRIEFING...................................................... COMPLETED APPROACH ALTIMETERS.............................................................SET & XCHECKED LANDING ENGINE START SWITCHES ........................................................... CONT SPEEDBRAKE .................................................................................ARMED LANDING GEAR ............................................................................... DOWN FLAPS..............................................................................__ GREEN LIGHT SHUTDOWN FLIGHT/GROUND SWITCH .............................................................. GRD FUEL PUMPS ..........................................................................................OFF PITOT HEAT...........................................................................................OFF HYDRAULIC PANEL ............................................................................ SET FLAPS..........................................................................................................UP PARKING BRAKE ............................................................ SET/ RELEASE ENGINE START LEVERS ........................................................... CUTOFF WEATHER RADAR ...............................................................................OFF SECURE IRSs..........................................................................................................OFF EMERCENCY EXIT LIGHTS ..............................................................OFF WINDOW HEAT.....................................................................................OFF PACKS......................................................................................................OFF F/O F/O F/O F/O F/O F/O F/O F/O F/O CPT CPT CPT PM B B B B B PF PF B PM PM PM PM
CHAPTER 3 NON-NORMAL PROCEDURES
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NON-NORMAL PROCEDURES TABLE OF CONTENTS
3. 3.1. 3.2. 3.3. 3.4. 3.5. 3.6. 3.7. 3.8.
EMERGENCY PROCEDURES .......................................................................................... 2 NON-NORMAL CHECKLIST........................................................................................ 2 NON-NORMAL CHECKLIST OPERATION............................................................... 3 NON-NORMAL CHECKLIST USE ............................................................................... 5 TAKEOFF ENGINE FAILURE PROCEDURE............................................................ 7 TAKEOFF ENGINE FAILURE (REDUCED THRUST) ............................................. 9 TAKEOFF ENGINE FAILURE COMPANY PROCEDURE.................................... 10 ENGINE FIRE CONSIDERATION PROCEDURE ................................................... 11 TAKEOFF ENGINE FIRE COMPANY PROCEDURE ............................................ 11
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NON-NORMAL PROCEDURES
3.
EMERGENCY PROCEDURES
3.1. NON-NORMAL CHECKLIST a. Checklists used by the flight crew to cope with Non-Normal situations. The checklists are grouped in logical sections, which match the system description chapter arrangement in Volume 2. The checklists are arranged in alphabetical order within each section. b. Most checklists correspond to a Master Caution and System Annunciator light. The Master Caution and System Annunciator indicate a failure condition and are the cues to select and do the checklist. c. Checklist without a Master Caution and System Annunciator light (such as DITCHING) are called unannunciated checklist. All Unannunciated checklists are found in the first section of the Non-Normal Checklists chapter. Some Unannunciated checklists also appear in the respective system section (such as ENGINE FUEL LEAK in the Fuel section). d. 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 in understanding the reason for the checklist. e. Checklists can have both recall and reference items. Recalls items are critical steps that must be done from memory are placed within a box. Reference items are actions to be done while reading the checklist. f. In the Table of Contents for each Non-Normal checklist section, the titles of checklists containing memory items are printed in bold type. g. Some amplified information is included in brackets [ ] in the printed non-normal checklist when the reason for an items is not obvious.
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3.2. NON-NORMAL CHECKLIST OPERATION a. Non-Normal checklists start with steps to correct the situation or condition. b. Information for planning the rest of the flight is included. c. When special items are needed to configure the airplane for landing, the items are deferred to the Approach and Landing Checklist. d. Flight patterns for some non-normal situations are located in the Maneuvers chapter and show the sequence of configuration changes. e. 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. f. In certain unrelated multiple failure situations, the flight crew may have to combine elements of more than one checklist or exercise judgment to determine the safest course of action. g. The captain must assess the situation and use sound judgment to determine the safest course of action. h. 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 course of action. i. Consideration must be given to probable effects if the engine is operated at the minimum needed thrust. j. There is no non-normal checklist associated with the loss of an engine indication or with an automatic display of the secondary engine indications. Operate the engine normally unless a limit is exceeded. k. NON-NORMAL CHECKLIST PROCEDURES ASSUME; (1) During engine start and prior to takeoff, respective non-normal checklist is done if non-normal condition is identified. Upon completion of the checklist determine if Minimum Equipment List relief is available. (2) System controls are in the normal configuration for the phase of flight before the start of the Non-Normal checklists. (3) Aural alerts are silenced and the system reset by the flight crew as soon as the cause of the alert is recognized. (4) The EMERGENCY position of the oxygen regulator is used when needed to supply positive pressure in the masks and goggles to evacuate contaminants. (5) The 100% position of the oxygen regulator is used when positive pressure is not needed, but contamination off light deck air exists. (6) The NORMAL position of the oxygen regulator is used if prolonged use is needed and the situation allows. (7) Normal boom MIC Operation is restored when oxygen use is no longer needed. Indicator lights should be tested to verify suspected faults.
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(8) Flight crew reset of a tripped circuit breaker in flight is not recommended unless specifically directed to do so in a non-normal checklist. However, a tripped circuit breaker may be reset once, after a short cooling period (approximately 2 minutes), if in the judgment of the captain, the situation resulting from the circuit breaker trip has a significant adverse effect on safety. (9) 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. (10) Flight crew cycling (pulling and resetting) of circuit breakers to clear non-normal conditions is not recommended unless directed by a non-normal checklist. l. 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. (1) 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. (2) If system operation is maintained by a second element, the amber system monitor light will extinguished when the master Caution light is reset. In these stations, the amber caution light alerts the flight crew to the fact that normal system operation will be affected if another element failure occurs. (3) If an amber caution light illuminates during recall, but extinguishes on master caution reset; Completion of the non-normal checklist is not required. m. When non-normal condition is identified crew completes the appropriate non-normal checklist. n. 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 (1) (2) The Non-Normal checklist has the words "Plan to land at the nearest suitable airport" CABIN SMOKES OR FIRE persists. It should 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 should be accomplished. One MAIN AC POWER source remaining (such as engine or APU generator) One HYDRAULIC System remaining (the standby System is considered a hydraulic System) Any other Situation determined by the crew to present a SIGNIFICANT ADVERSE EFFECT ON SAFETY if the flight is continued.
(3) (4) (5)
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3.3.
NON-NORMAL CHECKLIST USE a. Non-Normal checklist use starts when the airplane flight path and configuration are correctly established. Only a few situations require an immediate response such as; a. Stall warning, b. Ground proximity PULL UP, c. WINDSHEAR warnings and, d. Rejected takeoff. b. Usually, time is available to assess the situation before corrective action is started. c. All actions must then be coordinated under the captain's supervision and done in a deliberate, systematic manner. Flight path control should never be compromised. d. When a non-normal situation occurs, at the direction of the pilot flying, both crewmembers systematically and without delay do all recall items in their areas of responsibility. e. The pilot flying (PF) calls for the Checklist when: a. The flight path is under control b. The airplane is not in a critical stage of flight (such as takeoff or landing) c. All recall items are complete. f. For those Checklists with only RECALL items or a combination of RECALL and REFERENCE items, the pilot Monitoring (PM) first verifies each recall item has been done. g. The checklist is normally read aloud during such verification. The pilot flying (PF) does not need to respond except for items not in agreement with the checklist. h. In the NON-NORMAL LANDING CHECKLIST the pilot flying verifies and responds to checklist items. i. The checklist TITLE, condition statement and reference items, including the response or action and any amplifying information are READ ALOUD by PM. j. Information appearing in brackets does need to be read aloud. The PF need not repeat these items, but must acknowledge the items were heard and understood. k. Action is taken by the crewmember if the control is in the crewmembers area of responsibility. After moving the control, the crewmember taking the action also states the checklist response. l. The PF 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. m. Checklists show lists of inoperative equipment only when knowledge of the condition of such equipment is essential for planning the rest of the flight. n. The PF is to be made aware when there are deferred items. These items may be delayed until the usual point during approach or landing. o. Following completion of the applicable non-normal checklist items, normal checklists are used to verify that the configuration is correct for each phase of flight.
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p. Pilots must be aware that checklists cannot be created for all conceivable situations and are not intended to replace good judgment. q. In some conditions, deviation from checklists may, at the captain's discretion, be needed. r. The following symbol shows that the checklist is complete s. Each checklist has a checklist complete symbol at the end. The checklist complete symbol can also be in the body of 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. t. Following completion of each Non-Normal checklist, the PF states: "__ Checklist Complete." u. 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, PM states: __ Checklist complete EXCEPT Deferred Items."
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3.4. TAKEOFF ENGINE FAILURE PROCEDURE Differences between normal and engine out profiles are few. One engine out controllability is excellent during takeoff roll and after liftoff. Minimum control speed in the air (VMCA) is below VR and VREF. a. Engine Failure Recognition (1) An engine failure at or after V1 initially affects yaw much like a crosswind effect. (2) Vibration and noise from the affected engine may be apparent and the onset of the yaw may be rapid. (3) The airplane heading is the best indicator of the correct rudder pedal input. (4) To counter the thrust asymmetry due to an engine failure, stop the yaw with rudder. (5) Flying with lateral control wheel displacement or with excessive aileron trim causes spoilers to be raised. b. Rotation (1) If an engine fails between V1 and liftoff, maintain directional control by smoothly applying rudder proportionate with thrust decay. (2) During a normal all engine takeoff, a smooth continuous rotation toward 15 of pitch is initiated at VR. (3) With an engine inoperative, a smooth continuous rotation is also initiated at VR, however the target pitch attitude is 12 to 13, or approximately 2 to 3 below the normal all engine pitch attitude. (4) The rate of rotation with an engine inoperative is also slightly slower (1/2 per second less) than that for a normal takeoff. After liftoff adjust pitch attitude to maintain the desired speed. (5) If the engine failure occurs at or after liftoff apply rudder and aileron to control heading and keep the wings level. (6) In-flight, correct rudder input approximately centers the control wheel. To center the control wheel, rudder is required in the direction that the control wheel is displaced. This approximates a minimum drag configuration.
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c. Initial Climb (1) The initial climb attitude should be adjusted to maintain a minimum of V2 and a positive climb. (2) After liftoff the flight director provides proper pitch guidance. Cross check indicated airspeed, vertical speed and other flight instruments. (3) The flight director commands a minimum of V2, or the existing speed up to a maximum of V2 + 20. (4) Retract the landing gear after attaining a positive rate of climb. (5) The initial climb attitude should be adjusted to maintain a minimum of V2. (6) If an engine fails at airspeed between V2 and V2 + 20 climb at the airspeed at which the failure occurred. (7) If engine failure occurs above V2 + 20, increase pitch to reduce airspeed to V2 + 20 and maintain until flap retraction altitude. (8) The flight director roll mode commands wings level after liftoff until LNAV engagement or another roll mode is selected. (9) If ground track is not consistent with desired flight path, use LNAV (recommended) or HDG SEL to achieve the desired track. (10) Indications of an engine fire, impending engine breakup or approaching or exceeding engine limits, should be dealt with as soon as possible. (11) Accomplish the appropriate recall checklist items as soon as the airplane is under control, the gear has been retracted and a safe altitude (typically 400 feet AGL or above) has been attained. (12) Accomplish the reference checklist items after the flaps have been retracted and conditions permit. (13) If an engine failure has occurred during initial climb, accomplish the appropriate checklist after the flaps have been retracted and conditions permit d. Immediate Turn After Takeoff (TURN PROCEDURE) (1) Obstacle clearance or departure procedures may require an immediate turn after takeoff. (2) Initiate the turn at the appropriate altitude (500 feet AGL) (3) While maneuvering maintain V2 to V2 + 15 with takeoff flaps (4) Climb performance is slightly reduced while turning but is accounted for in the airport analysis. (5) Limit bank angle to 15 until V2 + 15 knots. (6) At V2 + 15 knots maintaining takeoff flaps extended, maximum bank angle 30 is permitted (7) After completing the turn, and at or above flap retraction altitude, accelerate and retract flaps.
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e. Flap Retraction Altitude (1) The minimum altitude for flap retraction with an engine inoperative is 400 feet AGL. (2) Retract flap at flap retraction altitude. (3) CORENDON Runway analysis requires flap retraction is initiated at 1,000 feet AGL. (4) At engine out flap retraction altitude (1.000 feet AGL) select flaps up maneuvering speed on the MCP. (5) Accelerate and retract flaps on the flap-speed schedule. f. Flap Retraction Segment (1) Engine-out acceleration and climb capability for flap retraction are functions of airplane thrust to weight ratio. (2) Set flaps up speed on MCP, depending on airplane thrust to weight ratio, the flight director commands near level flight or a slight climb (0-200 fpm) in flap retraction segment. (3) If the flight director is not being used at flap retraction altitude, decrease pitch attitude to maintain level flight while accelerating. (4) Retract flaps on the flap-speed schedule. (5) As the airplane accelerates and flaps are retracted, adjust the rudder pedal position to maintain the control wheel centered and trim to relieve rudder pedal pressure. 3.5. TAKEOFF ENGINE FAILURE (REDUCED THRUST) a. Takeoff thrust reduction is based on a minimum climb gradient that clears all obstructions with an engine failure after V1. b. If reduced thrust is used and an engine failure occurs, based on performance, it is not necessary to set maximum thrust on the remaining engine. c. If maximum thrust is desired, thrust on the operating engine may be increased to goaround thrust by manually setting the thrust levers or pushing the TO/GA switch. d. For reduced thrust takeoffs, resetting the operating engine to full thrust provides additional performance margin. e. This additional performance margin is not a requirement of the reduced thrust takeoff certification and its use is at the discretion of the flight crew. f. It should be noted the assumed temperature method of computing reduced thrust takeoff performance is always conservative and provides performance equal to or better than the performance obtained if actually operating at the assumed temperature.
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3.6. TAKEOFF ENGINE FAILURE COMPANY PROCEDURE a. NO CREW ACTION needed until reaching 1.000 ft AGL b. Engage the autopilot at safe altitude or 1,000 ft AGL, when the rudder is trimmed. c. Retract flaps on the flap-speed schedule d. Declare Emergency and request holding, heading or altitude as needed. If you are able to stay on SID, fly the airplane and complete all necessary activities before declaring emergency. Do not rush and do not let ATC to interfere your work in the flight deck. e. Set maximum continuous thrust f. Set level off altitude and select LVL CHG g. Climb to obstacle clearance or level off altitude. h. Maintain flaps up maneuvering speed i. Initiate the ENGINE FAILURE non-normal checklist j. Initiate AFTER TAKEOFF CHECKLISTS k. If diverting to takeoff alternate airport, maintain flaps up speed until all obstacles are cleared l. Set thrust to maintain FLAPS UP SPEED at Cruise or Holding altitude. m. Accomplish the ONE ENGINE INOPERATIVE LANDING checklist when appropriate.
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3.7. ENGINE FIRE CONSIDERATION PROCEDURE a. Engine fire warning system operates with the detectors surrounding the engine. If there is a hot bleed coming from engine other than exhaust those sensors detects the high temperature around the engine and warns the pilot. Means, the hot section of engine has damage. Further operation of the engine in this condition increases the damage to engine. b. Upon reaching safe altitude the engine must be shutdown. Saving the engine must not be compromised with the condition. When having an engine fire warning, in all cases after the landing the engine must be removed from the airplane to repair at the factory. 3.8. TAKEOFF ENGINE FIRE COMPANY PROCEDURE a. b. c. d. e. f. NO CREW ACTION needed until reaching 1.000 ft AGL Upon reaching safe altitude (1.000 feet AGL) announce RECALL ITEMS Engage the autopilot when the rudder is trimmed. Retract flaps on the flap-speed schedule After completion of recall items captain must evaluate the situation and to determine the safest course of action. Declare Emergency and request holding, heading or altitude as needed. If you are able to stay on SID, fly the airplane and complete all necessary activities before declaring emergency. Do not rush and do not let ATC to interfere your work in the flight deck. Initiate AFTER TAKEOFF Checklist Initiate ENGINE FIRE, SEVERE DAMAGE OR SEPERATION Checklist for items not completed so far. Set maximum continuous thrust on remaining engine Set level off altitude and select LVL CHG Climb to obstacle clearance or level off altitude. Maintain flaps up maneuvering speed If diverting to takeoff alternate airport, maintain flaps up speed until all obstacles are cleared Set thrust to maintain Flaps up speed at Cruise/Holding altitude. Accomplish the ONE ENGINE INOPERATIVE LANDING checklist when appropriate.
g. h. i. j. k. l. m. n. o.
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CHAPTER 4 BULLETINS
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BULLETINS TABLE OF CONTENTS
4. 4.1.
BULLETINS .......................................................................................................................... 2 PASSENGER ANNOUNCEMENT................................................................................. 2
BULLETIN-1 ................................................................................................................................. 2 4.1.1. BEFORE ENGINE START............................................................................................. 2 4.1.2. BEFORE TAKEOFF....................................................................................................... 2 4.1.3. CRUISE........................................................................................................................... 3 4.1.4. APPROACHING ADVERSE WEATHER ENROUTE ................................................. 3 4.1.5. IF A DELAY IS EXPECTED FOR LANDING .............................................................. 4 4.1.6. CHANGING DESTINATION ........................................................................................ 4 4.1.7. HIJACKING.................................................................................................................... 4 4.1.8. BOMB SCARE................................................................................................................ 5 4.1.9. EMERGENCY PASSENGER ANOUNCEMENT......................................................... 6 4.1.10. OTHER PASSENGER ANOUNCEMENT ................................................................ 8 C. ARRVAL DELAY TO DESTNATON ARPORT.......................................................................... 8 BULLETIN-2 ................................................................................................................................. 9 4.2. 4.3. MEDICAL EMERGENCY .............................................................................................. 9 REFUELING WITH PASSENGERS ON BOARD ..................................................... 10 BULLETIN - 3 ............................................................................................................................. 10 4.3.1. GENERAL .................................................................................................................... 10 4.3.2. CREW MEMBERS AT STATION ............................................................................... 10 4.3.3. EMERGENCY EVACUATION DURING FUELLING ...................................................... 10
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BULLETINS
4.
BULLETINS BULLETIN-1
4.1. PASSENGER ANNOUNCEMENT 4.1.1. BEFORE ENGINE START Ladies and Gentlemen, This is the Captain, We will be delayed for our departure only few minutes because of Minor technical reasons We want to have Hydraulic System CHECKED Before we depart Unfavorable weather conditions There is heavy Thunderstorm activity over the airport Deicing requirement of the airplane Transit passenger Passport control Check in error 4.1.2. BEFORE TAKEOFF Ladies and Gentlemen, This is the captain, my name is. I would like to welcome you aboard on behalf of CORENDON AIRLINES we will be taking off in about few minutes. Upon reaching, cruising altitude I will give you more information about our flight I wish you a very pleasant flight before we depart Thank you, for your kind attention
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BULLETINS
4.1.3. CRUISE May I have attention Ladies and Gentlemen? This is your the Captain/First Officer My name is Now, we are cruising at an altitude of . Feet /meters Speed will be average of .. Kilometers per hour The temperature at this altitude is minus degrees Cabin temperature is regulated 24 degrees Our flight from . To .. Airport We will be flying over the countries . /.. /.. /and . If no delay because of traffic, we are expecting to land at local time. Local time now is The weather condition at our destination . Is Cloudy and Windy / Rainy / Foggy Expected temperature is Degrees Celsius We would like to thank you all traveling with us on behalf of CORENDON Airlines and your Travel agency. Please enjoy the flight. We will try to make a pleasant flight today with my crew. We hope to see you again on another flight in the future. Thank you for your kind attention 4.1.4. APPROACHING ADVERSE WEATHER ENROUTE
Ladies and Gentlemen, This is the captain Now we are approaching to an area which Light Turbulence Moderate Turbulence is reported Please be seated, fasten your belts and take care about children Cabin crew will continue servicing Cabin crew will stop serving you until further notice Thank you for your cooperation.
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BULLETINS
4.1.5.
IF A DELAY IS EXPECTED FOR LANDING
Ladies and Gentlemen, This is the captain. Because of Heavy traffic Radar separation Thunderstorm Activity over the airfield Runway closure for snow removal Blocked runway Now we are entering holding over Tower advises us to wait until the time / . When we land we will have only .min delay. We have fuel for this delay Thank you for your kind attention. 4.1.6. CHANGING DESTINATION
Ladies and Gentlemen, This is the Captain, Because of, Unfavorable weather conditions Runway Closure Snow clearance Braking action after landing to stop Blocked runway after an accident Now we have to proceed to . Airport We expect to arrive in minutes. Further information will be given after the landing. Thank you. 4.1.7. HIJACKING
Ladies and Gentlemen, may I have your attention please. This is the captain We should inform you that a hijacking is in progress. This announcement is done with permission by hijackers. Now please remain seated, keep calm and follow the Cabin Attendants instructions carefully Now we are proceedings to airport. Please do not make any attempt to disarm the hijackers Please do not take any other unnecessary action. Use of firearms in passenger cabin might cause loosing our life Thank you for your cooperation and patience.
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BULLETINS
4.1.8. a.
BOMB SCARE Parking Position Ladies and Gentlemen may I have your attention please. This is the captain We have received a security threat against this flight. Security personal requests all passengers to collect all belongings and leave the airplane. Passengers are requested to proceed directly to transit hall we apologize for inconvenience and will make every effort to ensure a minimum delay. Thank you for your cooperation and patience.
b. Taxiing Ladies and Gentlemen may I have your attention please. This is the captain speaking. We have received a security threat against this flight Our policy is to always take every precaution. We request that you remain calm and please give your full attention the flight attendants for further instructions. We apologize for inconvenience and will make every effort to ensure a minimum delay. Thank you for your cooperation and patience c. In-Flight Ladies and Gentlemen, may I have you attention please. This is the captain speaking. We are advised for a possible security threat to this flight. We are going to land to .. airport. We believe that we are dealing with a hoax and there is no problem with this aircraft. However, our company policy is always taking every precaution, which includes landing as soon as possible. Flight attendants prepare the cabin for landing. Upon arrival to airport I will be providing you more information. Thank you for your cooperation and patience.
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BULLETINS
4.1.9.
EMERGENCY PASSENGER ANOUNCEMENT Attention crew on station Evacuate/Evacuate Cancel Alert
a. DISTRESS CALLS TO THE CABIN
b. DOCTOR WANTED Ladies and gentlemen, may I have your attention please? This is your captain! One of our passengers is suffering heart attack Any doctor, medical or paramedic people on board are kindly requested to contact with the cabin crew. I would appreciate your cooperation c. ABORTED TAKEOFF Ladies and gentlemen; may I have your attention please! This is your captain! We are sorry that we have aborted the take off due to: Engine failure Engine fire Instrument failure Severe noise Blown tire (Any other reason) We would appreciate your patience and understanding. d. IMMEDIATE LANDING AFTER TAKEOFF Ladies and gentlemen, may I have your attention please This is your captain! We are very sorry that, we have to divert and land to ISTANBUL airport because of Engine failure Engine fire Instrument failure Bird strike Hydraulic loss Pressurization problem A passenger suffering from heart attack Decompression Smoke in the cabin Landing gear failure (Any other reason) We would appreciate your patience and understanding.
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BULLETINS
e. EMERGENCY LANDING TO ENROUTE ALTERNATE AIRPORT Ladies and gentlemen, May I have your attention please I should inform you that we are going to make an emergency landing at airport. Air Traffic Control Center is informed about our situation Now, please remain seated and follow the cabin attendant's instructions carefully. Thank you. f. DE-PRESSURIZATION Ladies and gentlemen; may I have your attention please! This is your captain! We are sorry that we have just experienced: Loss of Pressurization Rupture Cracked window Bird strike Pressurization system failure Decompression In the cabin and we are descending to a lower flight level. There is no need to be anxious. Stay calm and obey the instructions given by your cabin crew. Thank you. After level off; Ladies and gentlemen; this is your captain! You may take off your mask. Keep your mask on Thank you!
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BULLETINS
4.1.10.
OTHER PASSENGER ANOUNCEMENT Ladies and gentlemen, this is your captain. Due to traffic congestion at the airport we are taxiing very slowly. We are number 3 in sequences for takeoff.
a. Delay for takeoff
b. Turbulence Ladies and gentlemen; may I have your attention please! This is your captain! We are passing through an area of turbulence. Please observe seat belt sign. We apologize for the inconvenience. We would appreciate your patience and understanding c. Arrival delay to destination airport Ladies and gentlemen; may I have your attention please! This is your captain! We are sorry that we have to revise our arrival time to Airport due to, Metrological conditions Heavy traffic Holding Thunder storm activity Pressurization system failure Stronger winds encountered than we expected We will arrive to . Airport time at
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BULLETINS
BULLETIN-2 4.2. MEDICAL EMERGENCY a. Evaluate the medical condition and, if the passenger appears to be seriously ill or have a life threatening condition, accomplish following (1) Seek the assistance of a physician, nurse, or paramedic among the passengers. (2) Considering an unscheduled landing nearest suitable airport. (3) The volunteer physician or health professional might recommend to land, contact and advice before diverting. (4) If unable compromise available options and proceed accordingly. (5) Call for ambulance and/or medical assistance as appropriate the meet the airplane. b. Describe the patient's condition. If available, the following information is helpful the medical personnel who meet the airplane; (1) (2) (3) (4) (5) (6) (7) (8) Sex and approximate age Seat location. Nature of problem Prior history, if any Is the patient conscious? Is there a doctor on board? Is oxygen, or any medication being administer If there is bleeding, is it controlled
c. ADVICE, ATC Budapest control, This is COR 234, We are declaring a MEDICAL EMERGENCY, One of our passengers is suffering heart attack There is a doctor (or medical) on board for him/her Neither doctor nor medical person on board We are proceeding to Budapest for landing. You are kindly requested to arrange ambulance and doctor after the landing. Please standby for further information.
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BULLETINS
BULLETIN - 3 4.3. REFUELING WITH PASSENGERS ON BOARD (REF: JAR-OPS 1.305) 4.3.1. GENERAL Qualified personnel ready to initiate and direct an evacuation of the airplane by the most practical and expeditious means available must properly man airplane. In all cases necessary precautions must be taken. Qualified personnel must be ready to initiate and direct an evacuation of the airplane by the most practical and expeditious means. 4.3.2. CREW MEMBERS AT STATION a. Flight deck crew Flight crewmember required to be on flight deck duty shall remain at his Station unless his absence is necessary for the performance of his duties. In connection with the Operation or for physiological needs provided at least one suitably qualified pilot remains at the controls of the airplane at all times. First Officers must be in the cockpit during refueling with passengers embarking, on board or disembarking. b. Cabin crew Cabin crewmembers shall be seated at their assigned stations during take-off and landing and whenever deemed necessary by the commander in the interest of safety. Cabin crew must be at their assigned station during refueling/de-fueling with passengers embarking, on board or disembarking in CORENDON Airlines in order to coordinate passenger evacuation 4.3.3. EMERGENCY EVACUATION during fuelling a. One qualified person must remain at a refueling location during fuelling operations with passengers on board. b. This person must be capable of handling emergency procedures concerning fire protection and fire fighting, handling communications and initiating and directing an evacuation. c. Captain or company technician shall be at refueling location during fuelling operations with passengers on board. d. Cabin crew and passengers must be warned that refueling will take place. e. FASTEN BELTS signs must be OFF
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BULLETINS
f. NO SMOKING" signs must be ON together with interior lighting to enable emergency exits to be identified g. Passengers will be instructed to unfasten their seat belts and refrain from smoking. h. Cabin crew must be on their station and ready to evacuate i. If the presence of fuel vapors is detected inside the airplane, or any other hazard arises during refueling must be stopped immediately j. The ground area beneath the exits intended for emergency evacuation and slide deployment areas must be kept clear and, provision is made for a safe and rapid evacuation.
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: SOP-4-12

TOURISTIC JET
BULLETINS

Standard Operation Procedures Manual: Document Code: CA-M-SOP

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Standard Operation Procedures Manual: Document Code: CA-M-SOP

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STANDARD OPERATION PROCEDURES MANUAL

Document Code : CA-M-SOP

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

MANUAL INFORMATION APPROVAL PAGE

Reviewed by: Chief Flight Operations Officer Erhan BAYRAM

Issued by: CEO Blent Dilmen

Turkish DGCA Approval

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

MANUAL INFORMATION TABLE OF CONTENT

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

MANUAL INFORMATION RECORD OF REVISIONS PAGE

Edited/Amended Page(s) Complete Revision

Effectivity Date 15 Jan 2006

RETAIN THIS SHEET UNTIL NEW ISSUE

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

MANUAL INFORMATION REVISION HIGHLIGHTS

: 00 : 15 March 2005 : 28 March 2005

: 01 : 30 December 2005 : 15 January 2006

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

MANUAL INFORMATION LIST OF EFFECTIVE PAGES

Rev No Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01

Rev No Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01

SOP-3-7 SOP-3-8 SOP-3-9 SOP-3-10 SOP-3-11 SOP-3-12

Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01

Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01

SOP-4-7 SOP-4-8 SOP-4-9 SOP-4-10 SOP-4-11 SOP-4-12

Rev 01 Rev 01 Rev 01 Rev 01 Rev 01 Rev 01

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

MANUAL INFORMATION SYSTEM OF AMENDMENT AND REVISIONS

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

MANUAL INFORMATION INTRODUCTION

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

MANUAL INFORMATION ABBREVIATIONS

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

BOEING 737-300/400/800 SOP

Eff Date : 15 Jan.2006 Rev No : 01

INTENTIONALLY LEFT BLANK

STANDARD OPERATION PROCEDURES MANUAL

CHAPTER 1 GENERAL CONDITIONS

BOEING 737-300/400 SOP

Eff Date : 15.Jan.2006 Rev No : 01

GENERAL PROCEDURES TABLE OF CONTENTS

1. 1.1. 1.2. 1.3. 1.4. 1.5. 1.6. 1.7. 1.8. 1.9.

BOEING 737-300/400 SOP

Eff Date : 15.Jan.2006 Rev No : 01

BOEING 737-300/400 SOP

Eff Date : 15.Jan.2006 Rev No : 01

BOEING 737-300/400 SOP