Mampu B737 RLT COMPANION Rev Jul 2011 PDF

Page 1 Created by Mampu
Pilot Notes
1. PERFORM PRE-DEPARTURE GROUND OPERATIONS
1.1. Perform Mission Preparation (Flops Briefing)
1.1.1. Comply with Company, DGAC and other applicable guidance and regulations
regarding mission preparation
1.1.1.1. Know and comply with Dispatch guidance in Company Operations
Manual
1.1.1.2. Know and comply with Weather Minimum Requirement in Company
Operations Manual
1.1.1.3. Know and comply with Weight and Balance guidance in the
Performance Manual
1.1.1.4. Know and comply with Filing ATC Flight Plans guidance in the Company
Operations Manual
1.1.1.5. Know and comply with Preflight guidance in the Flight Crew Operating
Manual and Standard Operations Procedures
1.1.1.6. Know and comply with Flight Planning guidance in the Flight Planning
and Performance Manual
1.1.2. Communicate with Dispatch or applicable parties and acquire mission and
flight planning documentation/information
1.1.2.1. Communicate with Dispatch or applicable agency (in-person/
telephone)
1.1.2.2. Acquire appropriate flight planning and mission documentation
(Operational Flight Plan, Voyage Report, Crew List, Takeoff Data Form,
General Declaration)
1.1.2.3. Receive appropriate flight briefings from Dispatch and/or appropriate
agencies (i.e. Significant Notam, Load Information, Special Passengers,
Crew Notice, Safety Advisory & Bulletin, etc)
1.1.3. Assess environmental conditions affecting mission for Origin, Destination, En-
route and Alternate
1.1.3.1. Review significant weather alerts
1.1.3.2. Review severe weather advisories
1.1.3.3. Review of METeorological Actual Reports (METARs), SIGMET & TAF
1.1.3.3.1. METAR contain observations on the conditions that actually exist at a
station and are made every 60 or 30 minutes throughout the day.
1.1.3.3.1.1. Short term landing forecasts, valid for two hours (TREND), may be
added to METARS.
1.1.3.3.1.2. METARS are issued hourly in some locations, but only three or six
hourly in others.
METAR AND SPECI
A METAR is a routine meteorological report, compiled manually and provided for a specific aerodrome.
A METAR AUTO is a routine meteorological report provided by an automatic weather station (AWS) provided for a
specific aerodrome.
A SPECI is a METAR issued outside of the routine issue time of a METAR.
Issue Times METARS are issued at fixed times, hourly or half hourly
Heights Feet above aerodrome level
Within 8 km of the aerodrome reference point.
Area
When VC is used it applies to the area between 8 and 16 km from the aerodrome reference point.
Wind direction is given in three figures relating to True North.
When the wind is calm, it is encoded as “00000KT”.
“VRB” is used when the reporting of a mean wind direction is not possible, such as in light windy
Wind
conditions (3KT or less), or the wind is veering or backing by 180o or more
When the wind is forecast to be less than 2 km/h (1 kt) the forecast wind speed should be
indicated as calm.
Type CB, TCU
Cloud
Amount NSC, SKC, FEW, SCT, BKN, OVC
Page 1 Created by Mampu Rev July 2011

1.1.3.3.2. Thunderstorm or cumulonimbus abbreviations
Abbreviations Meaning Abbreviations Meaning
FRQ Frequent SQL Appear as a line squall
EMBD Embedded within another cloud OBSC Hidden by other clouds or haze
1.1.3.3.3. SIGMET, METAR and TAF abbreviations

Abbreviations Meaning Abbreviations Meaning Abbreviations Meaning
ACT Active AMD Amended ASSW Associated
BKN Broken, 5 to 7 BLW Below BTN Between
oktas
CAT Clear air CNS Continuous COR Correction
turbulence
COT At or on the coast EMBD Embedded FCST Forecast
FEW Few, 1 - 2 oktas FPM Feet per minute FRQ Frequent, little or
no separation
GR Hail GRN Ground HVY Heavy
ICE Icing INC In cloud INTSF Intensifying
INTST Intensity ISOL Isolated or LAN Inland or overland
individual
LOC Locally LSQ Line squall LYR Layer or layered
MAR At/over sea MAX Maximum MNM Minimum
MOD Moderate MON Above or over MOV Moving
mountains
MTW Mountain waves NC No change or OBS Observed
not changing
OBSC Obscured OCNL Occasional or well OVC Overcast, 8 oktas
separated
SCT Scattered, 3 - 4 SEV Severe SKC Sky clear, less
oktas than 1 okta
SLW Slow STNR Stationary TDO Tornado
TRS Tropical cyclone TURB Turbulence VAL In valleys
VERVIS Vertical visibility VRB Variable VSP Vertical speed
WDSPR Widespread WKN Weakening WS Wind shear
1.1.3.3.4. Understand Significant Weather, Forecast and Recent Weather Codes

QUALIFIER WEATHER PHENOMENA
Intensity or Descriptor Precipitation Obscuration Other
Proximity (1) (2) (3) (4) (5)
- Light MI Shallow DZ Drizzle BR Mist PO Dust/sand whirls
BC Patches RA Rain FG Fog (dust devils)
(no qualifier) Moderate DR Low Drifting SN Snow FU Smoke SQ Squalls
BL Blowing SG Snow grains DU Dust FC Funnel cloud
+ Heavy or SH Showers IC Ice Crystals (diamond dust) SA Sand +FC Tornado or
well-developed in the TS Thunderstorms PL Ice Pellets HZ Haze Waterspout
case of PO and FC FZ Freezing GR Hail PY Spray SS Sandstorm
PR Partial GS Small hail or snow pellets VA Volcanic ash DS Dust storm
VC in the vicinity UP *Unknown Precipitation
1. The groups are constructed by considering columns 1 to 5 in the table above in sequence, that is intensity,
followed by description, followed by weather phenomena. An example could be: + SHRA (heavy shower(s)
of rain).
2. A precipitation combination has dominant type first.
3. DR (low drifting) less than two meters above ground, BL (blowing) two meters or more above ground.
4. GR is used when hailstone diameter is 5 mm or more. When less than 5 mm, GS is used.
5. BR – visibility at least 1,000 m but not more than 5,000 m. FG – visibility less than 1,000 m.
BR, HZ, FU, IC, DU and SA will not be given when the visibility is above 5,000 m.
6. VC – Vicinity is defined as a donut-shaped area between 8 km and 16 km from the center of the airport’s
runway complex

1.1.3.3.4.1. The Intensity Qualifiers are light, moderate, and heavy. They are
coded with precipitation types except ice crystals (IC) and hail (GR or
GS) including those associated with a thunderstorm (TS) and those of a
showery nature (SH). Tornadoes and waterspouts are coded as heavy
(+FC). No intensity is ascribed to the obscurations of blowing dust
(BLDU), blowing sand (BLSA), and blowing snow (BLSN). Only
moderate or heavy intensity is ascribed to sandstorm (SS) and
duststorm (DS). When more than one form of precipitation is occurring
at a time or precipitation is occurring with an obscuration, the reported
intensities are not cumulative. The reported intensity will not be greater
than the intensity for each form of precipitation.
1.1.3.3.4.2. The Proximity Qualifier, Weather phenomena occurring beyond the
point of observation (between 5 and 10 statute miles or 8 and 16 Km)
are coded as in the vicinity (VC). VC can be coded in combination with
thunderstorm (TS), fog (FG), shower(s) (SH), well-developed dust/sand
whirls (PO), blowing dust (BLDU), blowing sand (BLSA), blowing snow
(BLSN), sandstorm (SS), and dust storm (DS). Intensity qualifiers are
not coded in conjunction with VC. For example:
1.1.3.3.4.2.1. VCFG can be decoded as meaning some form of fog is between 5
and 10 statute miles of the point of observation.
1.1.3.3.4.2.2. VCSH is coded, showers are occurring between 5 and 10 statute
miles of the point of observation.
1.1.3.3.4.2.3. Weather phenomena occurring at the point of observation (at the
station) or in the vicinity of the point of observation are coded in
the body of the report.
1.1.3.3.4.2.4. Weather phenomena observed beyond 10SM from the point of
observation (at the station) is not coded in the body but may be
coded in the remarks section
1.1.3.3.4.3. Descriptors are qualifiers which further amplify weather phenomena
and are used in conjunction with some types of precipitation and
obscurations. The descriptor qualifiers are: shallow (MI), partial (PR),
patches (BC), low drifting (DR), blowing (BL), shower(s) (SH),
thunderstorm (TS), and freezing (FZ). Only one descriptor is coded for
each weather phenomena group, e.g., FZDZ.
1.1.3.3.4.3.1. Shallow (MI), partial (PR), and patches (BC) are only coded with
FG, e.g., MIFG.
1.1.3.3.4.3.2. Mist (BR) is not coded with any descriptor.
1.1.3.3.4.3.3. The descriptors low drifting (DR) and blowing (BL) will only be
coded with dust (DU), sand (SA), and snow (SN), e.g., BLSN or
DRSN. DR is coded with DU, SA, or SN for raised particles drifting
less than six feet above the ground. When blowing snow is
observed with snow falling from clouds, both phenomena are
reported, e.g., SN BLSN. If blowing snow is occurring and the
observer cannot determine whether or not snow is also falling, then
BLSN is reported.
1.1.3.3.4.3.4. Spray (PY) is coded only with blowing (BL)
1.1.3.3.4.3.5. The descriptor for showery-type precipitation (SH) is coded only
with one or more of the precipitation qualifiers for rain (RA), snow
(SN), ice pellets (PL), small hail (GS), or large hail (GR). The SH
descriptor indicates showery-type precipitation. When any type of
precipitation is coded with VC, the intensity and type of
precipitation is not coded.
1.1.3.3.4.3.6. Thunderstorm (TS) may be coded by itself when the thunderstorm
is without associated precipitation. A thunderstorm may also be
coded with the precipitation types of rain (RA), snow (SN), ice
pellets (PL), small hail and/or snow pellets (GS), or hail (GR). For
example, a thunderstorm with snow and small hail and/or snow
pellets would be coded as TSSNGS. TS are not coded with SH.
1.1.3.3.4.3.7. The descriptor freezing (FZ) is only coded in combination with fog
(FG), drizzle (DZ), or rain (RA), e.g., FZRA. FZ is not coded with
SH.

1.1.3.3.4.4. Precipitation is any of the forms of water particles, whether liquid or
solid, that falls from the atmosphere and reaches the ground. The
precipitation types are: drizzle (DZ), rain (RA), snow (SN), snow grains
(SG), ice crystals (IC), ice pellets (IP), hail (GR), small hail and/or snow
pellets (GS), and unknown precipitation (UP). UP is reported if an
automated station detects the occurrence of precipitation but the
precipitation sensor cannot recognize the type. Up to three types of
precipitation may be coded in a single present weather group. They are
coded in order of decreasing dominance based on intensity.
1.1.3.3.4.5. Obscurations are any phenomenon in the atmosphere, other than
precipitation, reducing the horizontal visibility. The obscuration types
are: mist (BR), fog (FG), smoke (FU), volcanic ash (VC), widespread
dust (DU), sand (SA), haze (HZ), and spray (PY). Spray (PY) is coded
only as BLPY. With the exception of volcanic ash, low drifting dust, low
drifting sand, low drifting snow, shallow fog, partial fog, and patches
(of) fog, an obscuration is coded in the body of the report if the surface
visibility is less than 7 miles or considered operationally significant.
Volcanic ash is always reported when observed.
1.1.3.3.4.6. Other weather phenomena types include: well-developed dust/sand
whirls (PO), sand storms (SS), dust storms (DS), squalls (SQ), funnel
clouds (FC), and tornados and waterspouts (+FC).
1.1.3.3.5. Understand amount of Cloud expression Code. A six-character group will be
stated for each layer of cloud. The first three characters are letters, which
indicate the amount of sky covered, and the next three characters are
figures that indicate the base of the cloud above aerodrome level in
hundreds of feet.
1.1.3.3.5.1. No clouds indicating less than 1 okta SKC (sky clear). If no clouds are
forecast, and the abbreviation “CAVOK” is not appropriate, the
abbreviation “SKC” should be used
1.1.3.3.5.2. Single clouds indicating 1-2 oktas FEW
1.1.3.3.5.3. More than 25% to 50% of the sky covered with clouds indicating 3-4
oktas SCT (scattered)
1.1.3.3.5.4. More than half the sky covered indicating 5-7 oktas BKN (broken)
1.1.3.3.5.5. The whole sky covered indicating 8 oktas OVC (Overcast)
1.1.3.3.5.6. CEILING is the lowest layer of clouds reported as being BKN or OVC,
or the vertical visibility into an obscuration like fog or haze.
1.1.3.3.5.7. The cloud type will be identified only for cumulonimbus and towering
cumulus when observed at or near the aerodrome. These will be given
as “CB” and “TCU” respectively.
1.1.3.3.5.8. When an individual layer (mass) or cloud is composed of cumulonimbus
and towering cumulus with a common cloud base, the type of cloud is
reported as cumulonimbus only.
1.1.3.3.5.9. Whenever cumulonimbus cloud is forecast, the degree of associated
thunderstorm activity or probability of occurrence is included.
1.1.3.3.5.10. Cloud information is not included if there is no cloud.
1.1.3.3.5.11. When the sky is obscured, the group is omitted in a report and included
in a forecast only if cloud is forecast. Vertical visibility is never included.
1.1.3.3.6. Type of significant change:
1.1.3.3.6.1. BECMG (becoming) is used to indicate a permanent change to the main
conditions and is followed by a four-figure time group to indicate the
earliest and latest times between which the change will take place.
1.1.3.3.6.1.1. A deterioration is assumed to happen at the earliest time but an
improvement is not assumed to have taken place until the latest
time.
1.1.3.3.6.1.2. This change can occur at a regular or irregular rate during the
forecast change period.
1.1.3.3.6.1.3. The change will not start before the first time and it will be
complete by the second time given.
1.1.3.3.6.1.4. The time period should normally not exceed 2 hours but in any
case should not exceed 4 hours.

1.1.3.3.6.2. TEMPO indicating the hours of a period of changes in the conditions of
a temporary nature which may occur at any time during the period:
1.1.3.3.6.2.1. These changes are expected to last less than one hour in each case
1.1.3.3.6.2.2. These changes are in total for less than half of the forecast period
indicated.
1.1.3.3.6.3. INTER is used to indicate changes expected to occur frequently

1.1.3.3.6.3.1. These changes are continuously throughout for periods of less than
30 minutes in each instance
1.1.3.3.6.3.2. Where the aggregate of the changes is expected to be less than
half the total period indicated.
1.1.3.3.6.4. FM is used in forecasts to indicate changes which are significantly

different to preceding information in one or more of the elements, wind
direction and/or speed, visibility, weather or cloud.
1.1.3.3.6.4.1. The changes relate to improvements as well as deteriorations.
1.1.3.3.6.4.2. The forecast conditions commencing with the code “FM” will
continue until the end of the TAF validity period, or until replaced
by another significant change.
1.1.3.3.6.5. TL (until) indicates the latest time to which a change may extend by a
four figure group.
1.1.3.3.6.6. NOSIG (no significant change) means that no significant change is
expected in the next two hours.
1.1.3.3.6.7. PROBABILITY of the occurrence of alternative forecast conditions will
be given as a percentage but only 30% or 40% will be used
1.1.3.3.7. Understand Visibility expression Code
1.1.3.3.7.1. When the visibility is forecast to be less than 800 m it should be
expressed in steps of 50 m;
1.1.3.3.7.2. When the visibility is forecast to be 800 m or more but less than 5 km
it should be expressed in steps of 100 m;
1.1.3.3.7.3. When the visibility is forecast to be 5 km or more but less than 10
km it should be expressed in kilometer steps; and
1.1.3.3.7.4. When Visibility is 10 km or more it should be expressed as 9999,
except when conditions of CAVOK are forecast to apply.
1.1.3.3.7.5. It should be expressed as CAVOK when:
1.1.3.3.7.5.1. Visibility 9999,
1.1.3.3.7.5.2. No cloud below 5,000 ft or below the highest Minimum Sector
Altitude (MSA), whichever is greater and No CB in the vicinity
1.1.3.3.7.5.3. No significant weather phenomenon at or in the vicinity of the
aerodrome.

1.1.3.3.7.6. It should be expressed as “NSC = Nil Significant Cloud” when:
1.1.3.3.7.6.1. No clouds of operational significance below 5,000 ft or below the
highest minimum sector altitude, whichever is greater,
1.1.3.3.7.6.2. No cumulonimbus and
1.1.3.3.7.6.3. No restriction on vertical visibility
1.1.3.3.7.7. When the minimum visibility is less than 1,500 metres and the
visibility in any other direction is greater than 5,000 metres the
maximum visibility and its direction will also be shown.
1.1.3.3.7.8. It should be expressed as 0000 when Visibility be less than 50 m
1.1.3.3.7.9. Runway Visual Range (RVR) Runway Visual Range is reported
when the meteorological visibility falls below 1,500 m. Visibility
Conversion to RVR as follows:
RVR = Reported Met Visibility x
Lighting elements in operation
DAY NIGHT
HIALS & HIRL 1.5 2.0
Any type of lighting installation other than above 1.0 1.5
No lighting 1.0 Not applicable
Note: Q 25 m STEP if RVR < 400 m
Q 50 m STEP if 400 < RVR < 800 m
Q 100 m STEP if RVR > 800 m
1.1.3.3.8. Turbulence reports may include any of the words which are interpreted as:
Intensity Aircraft Reaction Reaction Inside Aircraft Reporting Term-Definition
Turbulence that momentarily causes Occupants may feel a slight Occasional – Less than 1/3 of
slight, erratic changes in altitude and/or strain against belts or shoulder the time.
attitude (pitch, roll, yaw). Slight erratic straps.
changes in altitude/attitude. The IAS Intermittent - 1/3 to 2/3 of
fluctuates between 5 and 15 kts. Report Unsecured objects may be the time.
as Light Turbulence or displaced slightly.
Light
Turbulence that causes slight, rapid and
somewhat rhythmic bumpiness without Food service may be conducted Continuous - More than 2/3
appreciable changes in altitude or and little or no difficulty is of the time.
attitude. Slight rapid rhythmic bumpiness encountered in walking.
with no change in altitude, attitude or
IAS. Report as Light Chop.
Turbulence that is similar to Light Occupants feel definite strains NOTE
Turbulence but of greater intensity. against seat belts or shoulder 1. Pilots should report
Changes in altitude and/or attitude occur straps. location(s), time (UTC),
but the aircraft remains in positive intensity, weather in or near
control at all times. Changes to altitude Unsecured objects are clouds, altitude, type of aircraft
and/or attitude but the aircraft remains in dislodged. Food service and and, when applicable, duration
positive control. The IAS fluctuates walking are difficult. of turbulence.
Moderate between 15 and 25 kts. Report as 2. Duration may be based on
Moderate Turbulence time between two locations or
or over a single location. All
Turbulence that is similar to Light Chop locations should be readily
but of greater intensity. It causes rapid identifiable.
bumps or jolts without appreciable EXAMPLES:
changes in aircraft or attitude. Report as a) Over Omaha. 1232Z,
Moderate Chop. Moderate Turbulence,
Turbulence that causes large abrupt Occupants are forced violently in cloud, flight Level
changes in altitude and/or attitude, which against seat belts or shoulder 310, B737.
may result in the aircraft being straps. b) From 50 miles south
Severe
momentarily out of control. The IAS may Unsecured objects are tossed of Albuquerque to 30
fluctuate more than 25 kts. Report as about. Food service and walking miles north of
Severe Turbulence. are impossible. Phoenix, 1210Z to
Turbulence in which the aircraft is 1250Z, occasional
violently tossed about and is practically Moderate Chop, Flight
Extreme impossible to control. It may cause Level 330, A320.
structural damage. Report as Extreme
Turbulence.
High level turbulence (normally above 15,000 feet ASL) not associated with clouds, including thunderstorms, should be reported
as CAT (clear air turbulence) preceded by the appropriate intensity, or light or moderate chop.

1.1.3.3.9. Icing reports contains a description of icing it should be interpreted as:
Description Interpretation
TRACE Barely perceptible. The accumulation is not dangerous unless encountered for more than
one hour.
LIGHT Accumulation may be hazardous if experienced for more than one hour and anti-icing/de-
icing equipment is not used.
MODERATE The rate of accumulation is hazardous even for short periods. The use of de-icing/anti-icing
equipment is essential to prevent it becoming dangerous.
SEVERE The rapid rate of accumulation is extremely dangerous even with the use of de-icing/anti-
icing equipment and it necessary to evacuate the area immediately.
Icing Type Contraction Description

Rough, milky, opaque ice formed by the instantaneous freezing of small
Rime RM
super-cooled water droplets.
A glossy, clear or translucent ice formed by the relativelyslow freezing of
Clear CLR
large super-cooled water droplets.
Mixed MX A combination of both rime and clear.
1.1.3.3.10. RUNWAY STATE is quoted it will be shown by an additional eight-figure

group at the end of the METAR. The figures decode as follows:
1.1.3.3.10.1. The first two digits are the runway designator, (e.g., 09, 27 etc.).
1.1.3.3.10.1.1. In the case of parallel runways, the ‘Left” runway is indicated by
the designator only (e.g., 09L as 09)
1.1.3.3.10.1.2. While the “Right” runway has 50 added so that 09R becomes 59
and 27R becomes 77.
1.1.3.3.10.1.3. Whenever all runways are affected the figure group 88 will be used.
1.1.3.3.10.1.4. “99” may sometimes appear as the first two digits. This does not
purport to be a runway indicator but means that the information is
a repetition of the last message because no new message has been
received in time for transmission.
1.1.3.3.10.2. The third digit indicates the type of contaminant
CODE MEANING
0 Clear and dry
1 Damp
2 Wet or water patches
3 Rime of frost covered (Depth normally less than 1 mm)
4 Dry snow
5 Wet snow
6 Slush
7 Ice
8 Compacted or rolled snow
9 Frozen ruts or ridges
Type of deposit not reported (e.g., due to runway clearance in
/
progress).
1.1.3.3.10.3. The fourth digit indicates the extent of the runway contamination
expressed as a percentage of the runway surface area.
CODE MEANING
1 Less than 10% of runway contaminated (covered)
2 11% to 25% of runway contaminated (covered)
/ not reported (e.g., due to runway clearance in progress).

1.1.3.3.10.4. The fifth and sixth digits detail the depth of the contaminant
CODE MEANING
00 less than 1 mm
01 1 mm
02 2 mm
10 10 mm
15 15 mm
20 20 mm etc up to 90
90 90 mm
Code 91 is not used. Thereafter, the depth is indicated by:
92 10 cm
93 15 cm
94 20 cm
95 25 cm
96 30 cm
97 35 cm
98 40 cm or more
runway or runways non-operational due to snow, slush, ice, large
99
drifts or runway clearance, but depth not reported.
// Depth of deposit operationally not significant or not measurable.
1.1.3.3.10.5. The seventh and eighth digits show either the coefficient of friction
or the braking action. The coefficient of friction is indicated by
numbers up to 60, Above 90, the figures indicate the braking action.
CODE BRAKING ACTION FRICTION COEFFICIENT
29 Friction coefficient 0.29
36 Friction coefficient 0.36
91 Poor Friction coefficient 0.25 and below
92 Medium/Poor Friction coefficient 0.26–0.29
93 Medium Friction coefficient 0.3–0.35
94 Medium/Good Friction coefficient 0.36–0.39
95 Good Friction coefficient 0.4 and above
99 Readings unreliable
// Braking action Is Not reported
If contamination has been cleared the abbreviation CLRD will be used
1.1.3.3.11. Radar Weather Report (SD/ROB) contains information about precipitation

observed by weather radar.
1.1.3.3.11.1. Three types of configurations can be reported: CELL, LN (line), and
AREA. Multiple configurations can be reported within one Weather
Radar Report.
1.1.3.3.11.1.1. A CELL is a single, isolated convective echo.
1.1.3.3.11.1.2. A LN (line) is a convective echo that meets the following criteria:
1.1.3.3.11.1.2.1. Contains heavy or greater intensity precipitation
1.1.3.3.11.1.2.2. Is at least 30 miles long
1.1.3.3.11.1.2.3. Length is at least four times greater than width
1.1.3.3.11.1.2.4. Contains at least 25 percent coverage
1.1.3.3.11.1.3. An AREA is a group of echoes of similar type, not classified as a
line.
1.1.3.3.11.2. Precipitation type is determined by computer model. Multiple
precipitation types can be reported within a configuration. Reportable
types are:
1.1.3.3.11.2.1. Rain (R)
1.1.3.3.11.2.2. Rain shower (RW)
1.1.3.3.11.2.3. Snow (S)
1.1.3.3.11.2.4. Snow shower (SW)
1.1.3.3.11.2.5. Thunderstorm (T)

1.1.3.3.11.3. Precipitation Intensity can be reported as shown
Symbol Intensity dBZ
- Light 0-29
(no entry) Moderate 30-40
+ Heavy 41-45
++ Heavy 46-49
X Extreme 50-56
XX Extreme 57 or more
1.1.3.3.12. SPECIAL REPORTS (SPECI), Aerodrome weather reports issued whenever

weather conditions meet or are below specified criteria.
1.1.3.3.12.1. Whenever there is more than 4/8 clouds (i.e. BKN or OVC) at or below
the alternate minimum cloud base, or
1.1.3.3.12.2. Whenever the horizontal visibility is at or below the alternate minimum
visibility
1.1.3.3.12.3. Additional SPECI may be issued when weather conditions deteriorate
further.
1.1.3.3.13. SPECI will also be issued under wind conditions:
1.1.3.3.13.1. When mean direction changes by 30° or more, the mean speed before
or after the change being 20 KT or more; or
1.1.3.3.13.2. When the mean speed changes by 10 KT or more, the mean speed
before or after the change being 30 KT or more; or
1.1.3.3.13.3. When the variation from the mean speed gusts has increased by 10 KT
or more, the mean speed before or after the change being 15 KT or
more.
1.1.3.3.14. SPECI will also be issued under other conditions:
1.1.3.3.14.1. When any of the following begins, ends or changes in intensity -
thunderstorm, hailstorm, mixed snow and rain, freezing precipitation,
drifting snow, dust storm, sandstorm, squall, fog;
1.1.3.3.14.2. When severe turbulence, severe icing, or wind shear is reported by a
pilot to have begun or ended;
1.1.3.3.14.3. At the passage of a front;
1.1.3.3.14.4. At the incidence of any other phenomena likely to be significant to the
operation of an aircraft;
1.1.3.3.14.5. When the QNH altimeter setting changes by 2 Hpa or more;
1.1.3.3.14.6. When the temperature changes by 5° or more.
1.1.3.4. Review Aerodrome Forecasts (TAF)
1.1.3.4.1. Terminal Aerodrome Forecasts (TAF) is a concise statement of the expected
meteorological conditions significant to aviation for a specified time period
within 5 statute miles (8 Km) of the center of the airport’s runway complex
(terminal) normally provided only for those aerodromes where official
meteorological observations are made.
1.1.3.4.2. TAF periods usually not less than 9 hrs, and not more than 24 hrs.
1.1.3.4.3. TAF validity for less than 12 hrs is issued every 3 hrs and prefixes by FC
1.1.3.4.4. TAF validity for 12 to 24 hrs is issued every 6 hrs and prefixes by FT
TAF and TTF (TREND TYPE FORECAST)
A TAF is an aerodrome forecast provided for a specific aerodrome, presented in code.
A TTF is a forecast, valid for two hours, attached to the end of a METAR or SPECI stating any
significant changes from those described.
While the TTF is valid it supersedes the aerodrome TAF.
Issue Times Major aerodromes 00, 06, 12, 18 Z
Validity 12, 18 or 24 hours depending on location.
Heights Feet above aerodrome level
Area Within 5 NM of the aerodrome reference.

1.1.3.5. Review applicable Significant Weather and Wind Charts
1.1.3.5.1. Cloud Type Abbreviations
Abbreviations Cloud type Abbreviations Cloud type
AC Altocumulus CS Cirrostratus
AS Altostratus CU Cumulus
CB Cumulonimbus NS Nimbostratus
CC Cirrocumulus SC Stratocumulus
CI Cirrus ST Stratus
ISOL individual CBs (isolated) = less than 1/8 area coverage
OCNL well separated CBs (occasional) = 1/8 to 4/8 area coverage
FRQ CBs with little or no separation (frequent) = 5/8 to 8/8 area coverage
EMBD CBs embedded in layers of other clouds or concealed by haze (embedded)
1.1.3.5.2. Significant Weather (SIGWX) symbols
Symbol Meaning Symbol Meaning

1.1.3.5.3. Meaning Of Depiction
Depiction Meaning
Cumulonimbus (CB)
CB bases below FL240 are shown as XXX. CB tops are expressed in hundreds of feet MSL.
The area where the forecast applies to is enclosed with scalloped lines.
Embedded cumulonimbus, less than 1/8 coverage,

bases below 24,000 ft, and tops 42,000 ft
Embedded cumulonimbus, 1/8 o 4/8 coverage, bases

below 24,000 ft, and tops 52,000 ft
Cumulonimbus, 5/8 to 8/8 coverage, bases below

24,000 ft, and tops 33,000 ft
Squall Lines—severe squall lines are lines of CB’s of 5/8’s coverage or greater and greater and
pose a significant hazard to aviation. A squall line is depicted as shown below.
Severe squall lines are depicted within areas of CB activity by this
symbol.
An example of a severe squall line and the associated CB area.
Tropical Storm—The symbol to the left depicts tropical storms. Areas

of associated cumulonimbus activity, if meeting the previously given
criteria (ISOL, EMBD CB, OCNL, EMBD CB, ISOL, CB IN HAZE, OCNL
CB IN HAZE, FRQ CB), are enclosed by scalloped lines and labeled
with the vertical extent.
A thunderstorm area (5/8 to 8/8 area coverage, bases below FL240,

tops FL 500) associated with a tropical cyclone. Notes:
1. The names of tropical cyclones, when relevant, are entered
adjustment to the symbol.
2. A significant weather chart depicting the tropical cyclone advisory,
rather than the tropical cyclones forecast position on the chart, is to
be given public dissemination.
Turbulence—Areas of forecast moderate or greater Clear Air Turbulence (CAT) are bounded by
heavy, dashed lines. Clear air turbulence includes all turbulence (windshear induced and mountain
wave induced) not caused by convective activity. Areas are labeled with appropriate turbulence
symbol and the vertical extent in hundreds of feet MSL
An area of forecast moderate CAT with vertical extent from FL 280

to FL 360.
An area of forecast severe CAT with vertical extent bases below FL

240, up to FL 320.
Moderate to severe turbulence, bases below 24,000 ft, and tops

33,000 ft.
For turbulence below 24,000 ft, see low-level prognosis (prog).
Moderate turbulence from 35,000 ft to above upper limit of the

prognosis (prog).
Volcanic Activity—The symbol designates the location of volcanic

activity on the High Level Significant Weather Charts. The “●” At the
base of the symbol will be located at the latitude/longitude of the
volcano. The symbol and any known information concerning the
name of the volcano, latitude and longitude, the data and time of
the first eruption, and a reminder to check any SIGMET for further
information will be included in the legend of the chart.
Depiction Meaning
Tropopause Heights—Tropopause heights are depicted in hundreds of feet MSL. The five-sided
polygon indicates areas of high and low Tropopause heights.
A high Tropopause height of 46,000 ft MSL.
A low Tropopause height of 27,000 ft MSL.
A level of Tropopause height of 38,000 ft MSL.
Fronts—The forecast surface positions, speed, and direction of movement of frontal systems
associated with significant weather are also depicted.
A frontal system is forecast to be at the position and with the orientation indicated at the valid
time of the prognostic chart. The forecast movements related to true north and speed in knots are
indicated with arrow shafts and adjacent numbers.
Jet streams—The height and maximum wind speed of jet streams having a core speed of 80 knots
or greater are shown. The height is given as a Flight Level (FL). The beginning of the line shows a
core speed of 80 knots. A double, hatched line across the jet stream core indicates a speed
increase or decrease. The double, hatched line indicates 20 knot changes at 100 core speed along
the jet stream is depicted by shafts, pennants, and feathers.
A jet stream with a forecast maximum speed of 130 knots at a height of 42,000 ft MSL. The
extreme left line starts at 80 knots.
The first hatched, double line indicates a speed increase of 20 knots to 100 knots and the second
double-hatched line shows an increase of 20 knots to 120 knots.
The double-hatched line to the right of the maximum speed indicates a decrease of 20 knots to
120 knots. Wind directions are indicated by the orientation of arrow shafts in relation to true north.
1.1.3.5.4. Other weather symbols

Symbol Meaning Symbol Meaning

1.1.3.5.5. Depicting lines or symbols
Type of line Meaning
Scalloped Demarcation of significant weather area.
Heavy broken Demarcation of clear air turbulence area (CAT).
Heavy solid line
Position of the core of a jet stream with arrow indicating its direction, symbol for
interrupted by wind
its speed and labeled with its flight level.
arrow and flight level
Speed, usually in knots, and direction of movement of weather area or frontal
Figures on arrows
system.
Inside the symbol is the flight level of the tropopause at that position.
FL inside If the symbol has an upward pointing arrow it indicates a locally high point of
Small rectangles the tropopause and a downward pointing arrow a locally low point of the
tropopause.
This indicates the position of a centre of pressure, the value of which is stated
X
beside the symbol.
L Centre of a low-pressure system.
H Centre of a high-pressure system.
The direction from which the wind is blowing and the number of pennants
Feathered arrow and/or feathers indicates its strength. A pennant represents 50 kts (93 kmh), a
feather represents 10 kts (18 kmh) and a half feather represents 5 kts (9 kmh).
This only appears on the low or medium level charts and states the height above
Boxed 0°C
mean sea level of the 0°C isotherm.
1.1.3.5.6. Pressure Altitudes Heights and Winds Charts

PRESSURE ALTITUDE PRESSURE ALTITUDE
CHART
(Feet) (Meters)
200 MB 39,000 ft 12,000 m
250 MB 34,000 ft 10,500 m
300 MB 30,000 ft 9,000 m
500 MB 18,000 ft 5,500 m
700 MB 10,000 ft 3,000 m
850 MB 5,000 ft 1,500 m
1.1.3.5.7. VOLMET VHF & HF

APT VHF HF (--:20 and --:50)
CGK 128.25 11,387 or 6,676
SIN
1.1.3.6. Review the Basic Standard Alternate Minima (planning phase)

APPROACH CEILING VISIBILITY
NON PRECISION 800 feet 2 Statute Miles or 3200 m
CAT - I ILS 600 feet 2 Statute Miles or 3200 m
CAT - II and CAT - III ILS 200 feet 800 m or RVR 600 m
1.1.4. Assess operational conditions affecting mission

1.1.4.1. Acquire origination, destination and alternate airport local procedural,
noise abatement, and NOTAM information
1.1.4.2. Check airfields and route information and assess mission impact
1.1.4.3. Consider impact of origination or destination airport congestion
1.1.4.4. Assess aircrew qualifications and restrictions
1.1.4.5. Review terrain, obstacles and minimum altitude impact on mission

1.1.5. Assess aircraft maintenance conditions affecting mission
1.1.5.1. Review Open Discrepancies (DMI) against MEL requirements and
assess operational impact
1.1.5.2. Review Deferred Discrepancies (DMI) against MEL requirements and
assess operational impact
1.1.6. Assess mission documentation for accuracy and completeness and make
adjustments as necessary
1.1.6.1. Check Flight Dispatch Release, Aircraft Registration, Flight No., Crew
changes as required
1.1.6.2. Perform runway takeoff weight analysis with dispatcher (discuss)
1.1.6.3. Coordinate fuel, route/altitude, weight limits, or itinerary changes with
Dispatch or appropriate agency
1.1.6.3.1. Ensure EZFW, MATOW & LDW are acceptable
1.1.6.3.2. Ensure correct waypoint and coordinate
1.1.6.3.3. Ensure correct airways
1.1.6.3.4. Ensure correct forecast wind and altitude selection
1.1.6.3.5. Ensure correct total distance and total estimate elapse time
1.1.6.4. Ensure flight plan fuel calculation complies with local procedure,
environmental, operational, and maintenance restriction
1.1.6.4.1. Ensure fuel require according to local procedure for departure
1.1.6.4.2. Ensure fuel require according to wind condition, weather deviation, icing
condition
1.1.6.4.3. Ensure fuel require according to altitude selection and total distance
1.1.6.4.4. Ensure fuel require according to maintenance impact i.e. seal flap missing,
APU remain ON, fuel factor, aerodynamic factor etc.
1.1.7. Ensure applicable parties are briefed or are in receipt of required
documentation pertinent to the mission
1.1.7.1. Leave a signed copy of Release with Dispatch or appropriate agency
1.1.7.2. Leave original signature copy of flight plan with Dispatch or appropriate
agency
1.1.7.3. Perform Flight Attendant Briefing include, but not limited to:
1.1.7.3.1. Crew Introduction
1.1.7.3.2. Duty and Limitation affecting mission
1.1.7.3.2.1. Fitness, illness and sleep debt
1.1.7.3.2.2. Worked days
1.1.7.3.3. Personnel License & Document
1.1.7.3.3.1. License, TAC and OTR while conduct training
1.1.7.3.3.2. Passport
1.1.7.3.4. Aircraft Information
1.1.7.3.4.1. Aircraft Registration
1.1.7.3.4.2. Parking Stand
1.1.7.3.4.3. General status related to cabin
1.1.7.3.5. Flight information
1.1.7.3.5.1. Flight number, Flight level, Flight time, anticipated delays, etc.
1.1.7.3.5.2. Weather and flying conditions
1.1.7.3.6. Flight Crew command v.s. FAM update & differences
1.1.7.3.6.1. Explore the differences
1.1.7.3.6.2. Determine Command will be used
1.1.7.3.7. Sterile Cockpit policy, Abnormality Reporting Flow & Flight Deck Security
1.1.7.3.7.1. Except for safety related situations, cabin crew may not contact or
enter the flight deck during surface movement, takeoff, landing and all
flight operations conducted below 10,000 feet. It is considered as
critical phases of flight on the following periods:
1.1.7.3.7.1.1. Departure - From pushback until the “Fasten seat belt” signs is
switched off.

1.1.7.3.7.1.2. Arrival – From when the “Fasten seat belt” sign is turned ON
until the aircraft has parked at the gate.
1.1.7.3.7.2. Break Sterile Cockpit when any emergency develop during critical
phase of flight to the flight crew through the inter-phone.
1.1.7.3.7.2.1. Fire, burning odor or smoke out side or inside of the aircraft.
1.1.7.3.7.2.2. Unusual noise, loud bang, reduce in visibility or vibration
1.1.7.3.7.2.3. Fuel or other fluid observed to be leaking from the aircraft
1.1.7.3.7.2.4. Exit door ajar or unable to be armed / disarmed
1.1.7.3.7.2.5. Medical emergency
1.1.7.3.7.2.6. Passengers who behave in an aggressive and / or potentially
dangerous manner
1.1.7.3.7.3. Abnormality/Emergency Reporting
1.1.7.3.7.3.1. The interphone shall be used as the medium for all communication
between cabin and flight deck.
1.1.7.3.7.3.2. FA-2, FA-3, FA-4 report the abnormality to FA-1 during critical
phases of flight, in other case may direct report to Flight Crew
1.1.7.3.7.3.3. FA-1 verify reported abnormality and if necessary then report to
Flight Crew via inter-phone
1.1.7.3.7.4. FLIGHT DECK ACCESS SECURITY PROCEDURES
1.1.7.3.7.4.1. System Operation
1.1.7.3.7.4.1.1. Verify FA-1 know PIN Code number
1.1.7.3.7.4.1.2. Require System Test by flight crew once per day flight
1.1.7.3.7.4.1.3. Verify FA-1 know how to open while flight crew incapacitated
1.1.7.3.7.4.2. The Flight Deck door shall remain locked when start boarding
process or prior to engine start as applicable, throughout the flight
until the engines are shutdown after taxi.
1.1.7.3.7.4.2.1. Lock (guard closed) when start boarding
1.1.7.3.7.4.2.2. Require one FA standby near cockpit door, if locking the door
is performed after boarding process
1.1.7.3.7.4.3. The door shall remain locked at all times during flight and only to
be unlocked for essential access.
1.1.7.3.7.4.4. During cruising, the access door maybe unlock (guard open) if one
FA standby near cockpit door
1.1.7.3.7.4.5. Unlock after last passenger disembark
1.1.7.3.7.5. Flight Deck Entry Procedures
1.1.7.3.7.5.1. Cabin Crew intending to enter the flight deck is required to
positively identity them selves via interphone prior to entering the
emergency access numeric code on the keypad, located in the
forward cabin near the flight deck door.
1.1.7.3.7.5.2. Prior to entering the Flight Deck, ensure that the passageway aft of
the door is free of unauthorized personnel.
1.1.7.3.8. Safety discussion initiated by the PIC, at least one area of safety such as
1.1.7.3.8.1. Refueling with passengers on board procedure
1.1.7.3.8.1.1. It is not prohibited by local regulation.
1.1.7.3.8.1.2. One flight crew must be present in the cockpit and have
interphone contact with maintenance personnel.
1.1.7.3.8.1.3. The FA-1 must be informed, and shall ensure that the following
crewmembers are onboard:
1.1.7.3.8.1.3.1. Appointed deputy.
1.1.7.3.8.1.3.2. One FA in the neighborhood of each of the below mentioned
exits (the deputy may be included in this number).
1.1.7.3.8.1.4. Passenger must be informed that smoking is prohibited and the
seat belt is unfastened. Whenever a situation arises which
endangers the safety of the occupants, the FA-1 shall initiate a
rapid disembarkation after the Flight Crew command “Controlled
Disembarkation”. Evacuation via all usable exits shall be
considered only in case of fire.
1.1.7.3.8.1.5. The Station Manager/Deputy Officer shall ensure that boarding
ramp, stairs or clear areas are made available.
1.1.7.3.8.1.6. Technicians will alert the Crew directly or via interphone
whenever a situation arises which endangers the safety of the
occupants.

1.1.7.3.8.1.7. The following exits shall be available for
disembarkation/evacuation:
B-737 CL Q Passenger door Q boarding ramp or stairs
B-737 NG Q Service door (if no catering in progress) Q clear area
Note:
Q The clear area must measure 3 X 10 meters.
Q No ground equipment may be placed in these areas.
Q Tanking should in principally be done from the right hand side.
Q The fuel truck should not be in the embark/disembarkation path.
1.1.7.3.8.2. Emergency Exit seating, Able Bodied & Disable Passengers
1.1.7.3.8.3. Silent Review (OLD-ABC)
1.1.7.3.8.3.1. Operation of exits, Ground or Ditching (Disarmed then Open)
1.1.7.3.8.3.2. Location of Emergency Equipments,
1.1.7.3.8.3.3. Drills (brace for impact),
1.1.7.3.8.3.4. Able bodied passengers & disable passenger,
1.1.7.3.8.3.5. Brace position and
1.1.7.3.8.3.6. Commands from flight crew and command FA to passenger
1.1.7.3.8.4. Turbulence
1.1.7.3.8.4.1. Light-Moderate turbulence by “Fasten Seatbelt” sign ON
1.1.7.3.8.4.2. Severe turbulence by “Fasten Seatbelt” sign ON followed by
flight crew command “FA be seated”
1.1.7.3.8.5. Slow decompression (Q study from Helios)
1.1.7.3.8.5.1. Cabin Sign & Indication
1.1.7.3.8.5.1.1. There will usually be no obvious cabin changes until the
masks drop or the altitude warnings in the flight deck
activate.
Q Aircraft continue climb, cruise to FL 340 with automation
Q Flight Crew was made a wrong identification, assume that take-
off warning configuration sounds instead of cabin altitude
warning.
1.1.7.3.8.5.1.2. If a leak or crack on the fuselage is discovered, crew may
observe that there will be an audible hissing and/or whistling
sound.
Q No structural damage was conformed
Q There was a problem with pressurize system reported from
previous flight.
1.1.7.3.8.5.1.3. Oxygen masks drop from the PSU.
Q Automatic dropping due to Cabin altitude was climb through
14,000 ft
1.1.7.3.8.5.1.4. Chime sounds, Fasten Seatbelt signs illuminate.
Q Integrated system as Oxygen Mask drop automatically.
1.1.7.3.8.5.1.5. Flight Crew Command “FA, seated & fastened”
Q No command was announced because of flight crew assume that
takeoff warning sound and the aircraft continue climb and
cruise
Q Flight Attendants did not aware of abnormal or strange
condition exist while pressurize problem exist, but the aircraft
still climbing to FL 340 instead of descending
1.1.7.3.8.5.2. Flight Attendant action
1.1.7.3.8.5.2.1. Check - If any of the physiological symptoms occurs, check
with other crewmembers if they are experiencing the same
symptoms.
Q FA immediate action were performed and wait for captain
announcement “FA, Mask Off”
1.1.7.3.8.5.2.2. Notify FA-1 and Captain
Q After long period of oxygen mask deployed, there were no
announcement of “FA, Mask Off”
Q FA-1 made a call via inter-phone, but no reply from cockpit
1.1.7.3.8.5.2.3. Reseat - If the affected area is discovered, crew maybe
required to re-seat passengers away from the unsafe area
based on seat availability.
1.1.7.3.8.5.2.4. PA Announcement - Have passengers fasten their seatbelts
and refrain from smoking.
1.1.7.3.8.5.2.5. Secure all loose items in cabin and galley areas
Q One hour after ATD, two F16 intercepted and reported that
captain was not visible (maybe secured by Flight Attendant) and
the FO appeared to be slumped down over the control
Q Aircraft crashed into mountain about 3 hrs after departure, due
to run out of fuel and followed by engine failure
Q All 115 pax and 6 crews died.
DURING DECOMPRESSION WITHOUT SUPPLEMENTAL OXYGEN,

TIME OF USEFULL CONSCIOUSNESS
1.1.7.3.8.6. Rapid Decompression / Emergency Descend

1.1.7.3.8.6.1. Cabin Sign & Indication
1.1.7.3.8.6.1.1. Loud bang, sudden rush of air leaving the cabin, fog or
mist develops and rapid drop in cabin temperature.
1.1.7.3.8.6.1.2. Distress (pain) in ears, sinuses and abdomen
1.1.7.3.8.6.1.3. Flying dust debris and loose objects.
1.1.7.3.8.6.1.4. Oxygen masks drop from the PSU.
1.1.7.3.8.6.1.5. Chime sounds, and Fasten Seatbelt signs illuminate.
1.1.7.3.8.6.1.6. Flight Crew Command “FA, Seated & Fastened”
1.1.7.3.8.6.2. Flight Attendant action
1.1.7.3.8.6.2.1. THINK OXYGEN - DON nearest oxygen mask and if automatic
decompression announcement is unavailable or inoperative,
shout “GRAB THE MASK, PUT IT ON, FASTEN SEATBELT”
1.1.7.3.8.6.2.2. SECURE SELF – SIT at the nearest seat and fasten seatbelt or
wedge between seats. Secure the trolley as well.
1.1.7.3.8.6.2.3. WAIT for Captain’s announcement that aircraft is safe before
beginning post decompression duties.
Note: If you are in the lavatory, don oxygen mask and breathe normally.
Remain there until aircraft descend to a safe level as advice by the Captain.
1.1.7.3.8.6.3. At safe altitude, Flight crew command “FA, Mask OFF”
1.1.7.3.8.6.4. Check other FA and Passenger condition if required medical
assistance, and then report to Flight Crew.
1.1.7.3.8.6.5. Flight Crew determine course of action depends on situation
1.1.7.3.8.7. Fire and Smoke
1.1.7.3.8.7.1. Identification, Report location, Close cockpit door
1.1.7.3.8.7.2. FA fire team (fire fighter – back up – crowd control)
1.1.7.3.8.7.3. Know that Fire Class “A” is Combustible Material required H2O;
Fire Class “B” is Flammable Liquid required Halon; Fire Class “C”
is Live Electrical required Halon Fire Extinguisher.
1.1.7.3.8.7.4. Warning: H2O Fire Extinguisher will cause electrical shock
1.1.7.3.8.7.5. When smoke still exist, FA will distribute of wet towel, blanket or
head rest cover to protect smoke inhalation
1.1.7.3.8.8. Prepared/Premeditated Emergency Condition (NITS)
1.1.7.3.8.8.1. Nature of emergency (N-1, A/C Fire, Emergency Descend etc.),
1.1.7.3.8.8.2. Intention of PIC (Emergency Landing, Evacuation, Ditching etc.),
1.1.7.3.8.8.3. Time available (give ETA & time check),
1.1.7.3.8.8.4. Special instructions related to an existing emergency condition
1.1.7.3.8.8.5. If no time permit, PIC may delegate announcement to FA
1.1.7.3.8.9. Un-Prepared/Un-Premeditated Emergency Condition
1.1.7.3.8.9.1. About 2 minutes prior to impact (1,000 ft), flight crew will
command “EMERGENCY STATION” 2X
1.1.7.3.8.9.2. About 1 minutes prior to impact (500 ft) or Takeoff/Landing
become an emergency i.e. runway overrun during RTO or
emergency landing, flight crew will command “BRACE” 3X or
flashing Fasten Seatbelt sign 3X if PA system INOP
1.1.7.3.8.9.3. When Aircraft completely stop:
1.1.7.3.8.9.3.1. FC command “ATENTTION CREW ON STATION” 2X
1.1.7.3.8.9.3.2. FA should be unfasten, get up, checks door mode and
standby position for evacuation within 10 seconds
1.1.7.3.8.9.3.3. If no command after 10 seconds, FA-1 will calls via inter-
phone “FA STANDBY COMMAND” to remind the Flight
Crew. If no reply then FA-1 may assume FC Incapacitated
1.1.7.3.8.9.3.4. If both pilot incapacitated, FA-1 will assess the condition to
make EVACUATION as needed
1.1.7.3.8.9.4. If immediate Evacuation is needed, flight crew command
“EVACUATE 3X FROM LEFT/RIGHT SIDE”
1.1.7.3.8.9.5. If Evacuation is not needed, flight crew command “FLIGHT
ATTENDANT & PAX KEEP YOUR SEAT”
1.1.7.3.8.9.6. If required to disembark passenger immediately, flight crew
command “CONTROLLED DISEMBARK”
1.1.7.3.8.10. Bomb Threat, Hijack Code = Chime 3x
1.1.7.3.9. Ask for any question? Delegate FA-1 to brief more detail FA SOP
1.1.7.3.10. Praying & Closing
1.1.7.4. Flight Crew Commands
Normal/Abnormal Condition FLIGHT CREW COMMAND

FA report TOTAL PAX on board and DOCUMENTS are “FA, DOORS CLOSED,
completed ARM the Slide Bar and crosscheck”
“CABIN READY for Takeoff” is reported “FA, TAKEOFF Station” or Chimes 2X if PA INOP
“FA, LANDING Station” or
“CABIN READY for Landing” is reported
if PA INOP by flashing Seatbelt sign 1 X
Aircraft stopped on the gate “FA, DISARM Slide Bar and crosscheck”
1. Outside door area is cleared
2. Aerobridge/stair is ready Seat belt sign turned OFF
3. Thumbs up or knocking the door by Ground “FA, DOORS MAY BE OPENED”
personnel
Severe turbulence “FA, BE SEATED“
Decompression or Emergency Descend “FA, SEATED and FASTEN”
After Emergency Descend (safe altitude) “FA, MASK OFF” followed by FA CALL
Flight Crew Incapacitation, “FA INTO COCKPIT” 2X by using PA
Potentials an emergency condition arise or Chime 6X
1000 feet ( 2 min prior to impact) “EMERGENCY STATION” 2X
500 feet ( 1 min prior to impact), “BRACE” 3 X
Takeoff or Landing become an emergency if PA INOP by flashing Seatbelt Sign 3 X
After Aircraft completely stop
“ATTENTION CREW ON STATION” 2X
(after RTO or Landing under abnormal conditions)
Immediately Evacuation “EVACUATE” 3 X
Pilot cannot declare all exits free for the evacuation “ EVACUATE 3X, KEEP CLOSED …….L1/R1”
Evacuation is not required “FA & PAX KEEP YOUR SEAT”
Disembark Passengers immediately “ CONTROLLED DISEMBARK”

1.2. Perform Preflight – Before Start Procedures
regarding preflight/before start operations
1.2.1.1. Know and comply with Flight Crew Operations Manual, Standard
Operations Procedures and Flight Crew Training Manual
1.2.1.2. Know and comply with Adverse Weather Operations in Supp Procedure
1.2.1.3. Know and comply with Weight and Balance guidance in the Flight
Planning & Performance Manual
1.2.2. Perform Initial Power up Procedures {if required SP.6.1}
1.2.2.1. BATTERY switch – Guard closed
1.2.2.2. STANDBY POWER switch – Guard closed
1.2.2.3. ALTERNATE FLAPS master switch – Guard closed
1.2.2.4. Windshield WIPER selector(s) – OFF
1.2.2.5. ELECTRIC HYDRAULIC PUMPS switches – OFF
1.2.2.6. LANDING GEAR lever – DN
1.2.2.6.1. Verify that the green landing gear indicator lights are illuminated.
1.2.2.6.2. Verify that the red landing gear indicator lights are extinguished.
1.2.2.7. WEATHER RADAR – Off
1.2.2.8. Establish external electrical power (If available)
1.2.2.9. Start the APU
1.2.2.9.1. Verify that APU fire switches are in.
1.2.2.9.2. Alert ground personnel before the following test is accomplished.
1.2.2.9.3. OVHT DET switches – NORMAL
1.2.2.9.4. TEST switch – Hold to FAULT/INOP
1.2.2.9.5. TEST switch – Hold to OVHT/FIRE
1.2.2.9.6. Extinguisher test switch – Check
1.2.2.9.7. APU – Start. APU GENERATOR bus switches - ON
1.2.2.9.8. Wheel well fire warning system – Test
1.2.2.10. Establish APU electrical power
1.2.2.11. Set interior lighting for Preflight
1.2.3. Perform Preliminary Preflight Procedure - Captain or First Officer
1.2.3.1. Apply initial alignment (full alignment)
1.2.3.1.1. Position the IRS Mode Selectors OFF to NAV
1.2.3.1.1.1. Verify the ALIGN lights are off
1.2.3.1.1.2. Observe ON DC lights illuminate momentarily and after 10 seconds, the
ALIGN lights illuminate
1.2.3.1.2. Select the Pos Init Page
1.2.3.1.3. Enter the Present Position on SET IRS POS line using the most accurate
latitude and longitude information available
1.2.3.1.4. Know that 10 minutes after selecting NAV, observe ALIGN lights must be
extinguished prior to moving airplane
1.2.3.1.5. Know that ALIGN lights flashing indicate the related IRS alignment cannot
be completed due to detection of one of the following:
1.2.3.1.5.1. ISDU Fail (code 01) is No Go item; Airplane movement (code 03)
1.2.3.1.5.2. Significant difference between inserted and previous position or
Unreasonable inserted present position (code 04)
1.2.3.1.5.3. Present position not inserted as yet (code 08)
1.2.3.1.5.4. IRS FAULT on 1st alignment of the day can be resolve by selecting Light
Test/Dim switch to TEST for 10 second
1.2.3.2. Verify that oxygen pressure (690 psi for 76 Cu or 495 psi for 114 Cu),
hydraulic QTY (88%), engine oil QTY (60%) are sufficient for flight
1.2.3.3. Check aircraft maintenance status
1.2.3.3.1. Check Validity of Aircraft Document (Certificate of Airworthiness, Certificate
of Registration, Radio Permit) and Aircraft Library
1.2.3.3.2. Check the Aircraft Maintenance Logbook and review A/C history or status

1.2.3.3.3. Review Open & Deferred Discrepancies (DMI) against MEL requirements and
assess operational procedures
1.2.3.3.4. Communicate with Dispatch/Maintenance to rectify appropriate
maintenance concerns
1.2.3.4. Set FLIGHT DECK ACCESS SYSTEM switch to Guard Closed or as brief
1.2.3.5. Check Emergency equipment
1.2.3.5.1. Fire extinguisher – Checked and stowed
1.2.3.5.2. Crash axe, Life Vest, PBE, Smoke Google, Gloves – Stowed
1.2.3.5.3. Escape ropes – Stowed
1.2.3.6. Set SERVICE INTERPHONE switch to OFF
1.2.3.7. Set ENGINE panel
1.2.3.7.1. Verify that the REVERSER lights are extinguished.
1.2.3.7.2. Check PMC switches – ON
1.2.3.7.3. Verify that the INOP lights are extinguished.
1.2.3.7.4. Verify that the LOW IDLE light is extinguished.
1.2.3.8. Set Oxygen panel
1.2.3.8.1. Check PASSENGER OXYGEN switch - Guard closed
1.2.3.8.2. Verify that the PASS OXY ON light is extinguished.
1.2.3.9. Set Flight recorder switch to Guard Closed
1.2.3.10. Check Circuit breakers (P6 panel) are in
1.2.3.11. Set Crew oxygen valve to Open
1.2.3.12. Verify Manual gear extension access door is Closed
1.2.3.13. Check Circuit breakers (control stand, P18 panel) are in
1.2.3.14. Set Parking brake to ON
1.2.3.14.1. Set the parking brake if brake wear indicators will be checked during the
exterior inspection.
1.2.4. CDU Preflight Procedure - Captain and First Officer
1.2.4.1. Check Identification Page
1.2.4.1.1. Observe both CDU's display
1.2.4.1.2. Correct aircraft model as appropriate
1.2.4.1.3. Correct engines as appropriate
1.2.4.1.4. Correct Nav Data Active Data
1.2.4.2. Check Position Initialization Page
1.2.4.2.1. Check IRS selectors to NAV
1.2.4.2.2. Verify present position in SET IRS POS line using the most accurate
latitude and longitude information available
1.2.4.2.3. Observe correct position displayed on LAST POS line using the most
accurate latitude and longitude information available
1.2.4.2.4. Observe correct GMT date and time
1.2.4.2.5. Know that ALIGN lights must be extinguished prior to moving airplane
1.2.4.3. Navigation Data Entry & Construct FMC Flight Plan Route
1.2.4.3.1. Select ROUTE Page
1.2.4.3.1.1. Enter ORIGIN airport using 4 letter ICAO code
1.2.4.3.1.2. Enter DESTINATION airport using 4 letter ICAO code
1.2.4.3.1.3. Enter the FLIGHT NUMBER
1.2.4.3.1.4. Know that entry or re-entry of origin will clears previous route
1.2.4.3.2. Select DEP/ARR Page for SID
1.2.4.3.2.1. Press LSK 1L for ORIGIN airport
1.2.4.3.2.2. Select Appropriate Active Runway
1.2.4.3.2.3. Select Appropriate SID according ATC clearance or prediction
1.2.4.3.2.4. Know that the SID is runway dependent, a runway must be selected
before the EHSI will display the SID
1.2.4.3.2.5. Know that entering SID before construct flight plan route is to avoid
duplication of waypoint on the beginning of airway

1.2.4.3.3. Select DEP/ARR Page for ARR
1.2.4.3.3.1. Press LSK 2R for DEST airport
1.2.4.3.3.2. Select Appropriate Active Runway
1.2.4.3.3.3. Select Appropriate STAR base on TAF/METAR to determine expected
runway in use
1.2.4.3.3.4. Know that the STAR is runway dependent, a runway must be selected
before the EHSI will display the STAR
1.2.4.3.3.5. Know that entering STAR before construct flight plan route is to avoid
duplication of waypoint on the ending of airway
1.2.4.3.4. Select ROUTE Page
1.2.4.3.4.1. Press LSK 6R for return to ROUTE page
1.2.4.3.4.2. Construct FMC Flight Plan enter CO ROUTE or manually according
Operational Flight Plan and Flight Clearance
1.2.4.3.4.3. Activate and execute the route
1.2.4.3.4.4. Know that if EXEC light illuminates, press EXECUTE, but if this step is
not performed, the RUNWAY prompt may not appear
1.2.4.3.4.5. Know that if runway and/or SID is not known or changes, it may be
entered or updated later
1.2.4.3.4.6. Know that when entering an airway on the route page, the beginning
waypoint of the segment must be entered before the airway entry will
be accepted
1.2.4.3.4.7. Know that both the beginning and ending waypoints must be entered
before the airway can be displayed on the EHSI map
1.2.4.3.5. Route discontinuity/modification
1.2.4.3.5.1. Select LEG or Route Page and line select waypoints in desired sequence
1.2.4.3.5.2. Observe EHSI display on Plan Mode for route modification
1.2.4.3.5.3. Return to the Legs Page to link discontinuities and to ensure waypoint
sequence is consistent with the clearance or OFP
1.2.4.3.5.4. Press Execute
1.2.4.4. Performance Data Entry
1.2.4.4.1. Performance Initialization
1.2.4.4.1.1. ACT RTE page PERF INIT prompt (press LSK 6R) to select PERF INIT
Page
1.2.4.4.1.2. Verify fuel quantity according to minimum block fuel on OFP
1.2.4.4.1.3. Know that lack of automatically displayed or inaccurate fuel quantity
information on the performance initialization page indicates invalid fuel
quantity indications on the center panel
1.2.4.4.1.3.1. Know that FMC Fuel Quantity source from Fuel Summation Unit
1.2.4.4.1.3.2. Know that Fuel Quantity Indicator source from respective tank
1.2.4.4.1.4. Enter zero fuel weight or estimate max zero fuel weight
1.2.4.4.1.4.1. Know that max EZFW entry is required for planning purpose to
evaluate cruise altitude selection, estimate fuel on destination and
to give information on FIX INFO page.
1.2.4.4.1.4.2. Know that require to update max EZFW after load sheet is accepted
1.2.4.4.1.5. Enter fuel reserve
1.2.4.4.1.6. Enter Cost Index (40) if flight time > 1 hr or (28) for short distance
1.2.4.4.1.7. Enter Cruise altitude
1.2.4.4.1.8. Enter forecast cruise winds and ISA deviation or top of climb
temperature
1.2.4.4.1.9. Know that failure to enter CRZ WIND can result in flight plan time and
fuel burn errors
1.2.4.4.1.10. Check transition level
1.2.4.4.2. TAKEOFF Page Entry
1.2.4.4.2.1. PERF INIT page TAKEOFF prompt (press LSK 6R) to select TAKEOFF
Page
1.2.4.4.2.2. Enter OAT refer to ATIS or service data
1.2.4.4.2.3. Verify preflight complete
1.2.4.4.2.4. Know not to fill in Temp Box on this page until ATM is defined

1.2.4.4.3. Constrain CLIMB
1.2.4.4.3.1. Press CLB key to select CLIMB Page
1.2.4.4.3.2. Enter the desired speed/altitude restriction on scratchpad
1.2.4.4.3.2.1. Constrain 230/MSA to give best angle climb until minimum sector
altitude or 230/30 for flap protection and comply to Noise
Abatements Departure Procedures (NADP) type 1 or type 2
1.2.4.4.3.2.2. Constrain 250/100 for speed control are excluded for departure
1.2.4.4.3.3. Press LSK 3L (SPD REST) to update restriction
1.2.4.4.3.4. Modified ECON CLB speed to 280/.73 to anticipate turbulence and
select ECON CLB when clear of the turbulence
1.2.4.4.4. Constrain DESCEND
1.2.4.4.4.1. Press DES key to select DESCEND Page
1.2.4.4.4.2. Enter the desired speed/altitude restriction on scratchpad
1.2.4.4.4.2.1. Constrain 250/100 for speed control enforced (see terminal Chart)
1.2.4.4.4.2.2. Constrain 230/50 for high speed descend and prepare for flap
extension schedule speed
1.2.4.4.4.2.3. Press LSK 3L (SPD REST) to update restriction
1.2.4.4.4.3. Select prompt Forecast Page (press LSK 6L)
1.2.4.4.4.4. Check transition level
1.2.4.4.4.5. Enter TAI ON altitude (if required)
1.2.4.4.4.6. Enter OAT (average) and QNH refer to actual weather report
1.2.4.4.4.7. Enter wind altitude (Surface Wind & 10,000 ft)
1.2.4.4.4.8. Enter wind direction/speed (Surface Wind & 10,000 ft)
1.2.4.4.5. Check FMC Flight Plan Route v.s. OFP
1.2.4.4.5.1. Select PROG Page
1.2.4.4.5.2. Check distance to go to destination still within tolerance according to
Operational Flight Plan Total Distance
1.2.4.4.5.3. Check fuel on destination still within tolerance according to
HOLD+ALTN+EXTRA Fuel OFP
1.2.4.4.5.4. Check ETA on destination still within tolerance according to publish
schedule and OFP Total Elapse Time
1.2.4.4.6. Apply FIX INFO
1.2.4.4.6.1. Press FIX key to select FIX INFO Page 1/2
1.2.4.4.6.2. Enter desired fix identifier on FIX line
1.2.4.4.6.2.1. Enter Fix INFO page 1 for navaids/waypoint for appropriate
SID/airways tracking
1.2.4.4.6.2.2. Enter Fix INFO page 2 for navaids/waypoint for air return or
holding fix in case engine out procedure as necessary
1.2.4.4.6.3. Enter desired radial/distance from fix
1.2.4.4.6.3.1. Enter Fix INFO page 1 radial/distance for SID/airways tracking and
highlighted obstacles on MSA
1.2.4.4.6.3.2. Enter Fix INFO page 2 for radial/distance for engine out procedure
to proceed holding fix or emergency return
1.2.5. Perform Exterior Inspection Procedure – Captain

1.2.5.1. Check Forward Fuselage Left Side
1.2.5.2. Check Nose Wheel Well
1.2.5.3. Check Forward Fuselage Right Side
1.2.5.4. Check Right Wing Root, Pack, and Lower Fuselage
1.2.5.5. Check Number 2 Engine and Pylon
1.2.5.6. Check Right Wing and Leading Edge
1.2.5.7. Check Right Wing Tip and Trailing Edge
1.2.5.8. Check Right Main Gear
1.2.5.9. Check Right Main Wheel Well
1.2.5.10. Check Right Aft Fuselage
1.2.5.11. Check Tail
1.2.5.12. Check Left Aft Fuselage
1.2.5.13. Check Left Main Gear
1.2.5.14. Check Left Main Wheel Well
1.2.5.15. Check Left Wing Tip and Trailing Edge
1.2.5.16. Check Left Wing and Leading Edge
1.2.5.17. Check Number 1 Engine and Pylon
1.2.5.18. Check Left Wing Root, Pack, and Lower Fuselage
1.2.6. Perform Interior Inspection Procedure as required
1.2.6.1. Check Emergency Exit Lights
1.2.6.2. Check Passenger signs
1.2.6.3. Check Service and entry doors
1.2.6.4. Check Escape slides Pressure
1.2.6.5. Check Emergency exits
1.2.6.6. Check Wing upper surfaces
1.2.6.7. Check Lavatory fire extinguishers
1.2.6.8. Check Emergency equipment
1.2.6.9. Check availability and condition of emergency equipment, as required
1.2.7. Perform Preflight Procedure- First Officer as PM
1.2.7.1. Check Flight control panel
1.2.7.2. Set Instrument and NAV transfer switches
1.2.7.3. Set Fuel panel
1.2.7.4. Set Electrical panel
1.2.7.5. Check Overheat and fire protection panel
1.2.7.5.1. Do not performs this test when refueling in progress
1.2.7.5.2. Test switch FAULT/INOP verify (5 lights):
1.2.7.5.2.1. (2) MASTER CAUTION lights are illuminated.
1.2.7.5.2.2. (1) OVHT/DET annunciator is illuminated.
1.2.7.5.2.3. (1) FAULT light is illuminated.
1.2.7.5.2.4. (1) APU DET INOP light is illuminated.

1.2.7.5.3. Test switch OVHT/FIRE verify (11 lights):
1.2.7.5.3.1. Fire warning bell sounds.
1.2.7.5.3.2. (2) Master FIRE WARN lights are illuminated.
1.2.7.5.3.3. (2) MASTER CAUTION lights are illuminated.
1.2.7.5.3.4. (1) OVHT/DET annunciator is illuminated.
1.2.7.5.3.5. (3) Engine No. 1, APU and engine No. 2 fire switches illuminated.
1.2.7.5.3.6. (2) ENG 1 OVERHEAT and ENG 2 OVERHEAT lights illuminated.
1.2.7.5.3.7. (1) WHEEL WELL light illuminated (not illuminated if DC only)
1.2.7.5.3.8. FAULT light OFF
1.2.7.5.4. EXTINGUISHER TEST switch – Check

1.2.7.5.4.1. Select #1 Extinguisher Test Switch
1.2.7.5.4.2. Select #2 Extinguisher Test Switch
1.2.7.6. START APU switch (as needed)

1.2.7.7. EQUIPMENT COOLING switches – NORM
1.2.7.8. EMERGENCY EXIT LIGHTS switch – Guard closed
1.2.7.9. Set Passenger signs – ON (after re-fuelling is completed)
1.2.7.10. Windshield WIPER selector – OFF
1.2.7.11. WINDOW HEAT switches – ON at least 10 minutes before takeoff.
1.2.7.12. PITOT STATIC switches – OFF
1.2.7.13. WING ANTI–ICE switch – OFF
1.2.7.14. ENGINE ANTI–ICE switches – OFF
1.2.7.15. Set Hydraulic panel
1.2.7.16. Set Air conditioning panel
1.2.7.17. Set Cabin pressurization panel
1.2.7.18. Set Lighting panel (Wheel Well-ON; Position light – as needed)
1.2.7.19. Set Ignition switch IGN R for 1st flight and IGN L for subsequent
1.2.7.20. ENGINE START switches – OFF
1.2.7.21. Set Mode control Panel (Course » AWY track; F/D » ON)
1.2.7.22. Test and set Oxygen
1.2.7.23. Test Marker beacon lights
1.2.7.24. Set Clock (Date and Time Z)
1.2.7.25. Disengage light TEST switch – Hold to 1 & 2

1.2.7.26. Check Flight instruments
1.2.7.27. Check GROUND PROXIMITY panel
1.2.7.28. Check Landing gear panel
1.2.7.29. ANTISKID switch – Guard closed
1.2.7.30. AUTO BRAKE selector – RTO
1.2.7.31. Set Engine instrument primary panel
1.2.7.32. Check Engine instruments
1.2.7.33. Hydraulic quantity indications – Above RF
1.2.7.34. Check CARGO FIRE panel (as installed)
1.2.7.35. Set EFIS control panel (Map; Range 20; DH 200 by ALAR; WXR OFF)
1.2.7.36. Set VHF communications (Comm #1 GRD/TWR; Comm #2 ATIS/COMP)
1.2.7.37. Set VHF NAVIGATION (NAV#1 for SID; NAV#2 for Airways tracking)
1.2.7.38. Set Audio control panel
1.2.7.39. Set ADF radios
1.2.7.40. Set HF radios
1.2.7.41. Set WEATHER RADAR panel
1.2.7.41.1. TILT control – zero
1.2.7.41.2. GAIN control – CAL
1.2.7.41.3. Press STAB pushbutton in
1.2.7.41.4. IDNT pushbutton – not depressed
1.2.7.41.5. Mode select – TEST
1.2.7.41.6. WXR power switch – OFF
1.2.7.42. Set Transponder panel
1.2.7.43. STABILIZER TRIM override switch – Guard closed
1.2.7.44. Adjust Seat
1.2.7.45. Adjust Rudder pedals
1.2.7.46. Adjust Seat belt and shoulder harness
1.2.7.47. Receive departure ATIS
1.2.8. Perform Preflight Procedure-Captain as PF
1.2.8.1. Lights Test
1.2.8.2. Set MCP (Course » SID track; F/D » ON master; A/T » OFF; IAS/MACH
» 110; HDG SEL » runway heading; Bank Angle Selector » 15°; Altitude
» Cruise Level; Vertical Speed » blank; A/P Disengage Bar - Armed)
1.2.8.3. Test and set Oxygen
1.2.8.4. Test Marker beacon lights, select to LOW sensitivity
1.2.8.5. Set Clock (Date and Time)
1.2.8.6. NOSE WHEEL STEERING switch (as installed) – Guard closed
1.2.8.7. Disengage light TEST switch – Hold to 1 & 2
1.2.8.8. Check Flight instruments
1.2.8.8.1. Check EHSI HDG (not TRK) agree with magnetic compass heading
1.2.8.8.2. Check Altimeter on sea level, max Difference as follow:
1.2.8.8.2.1. (RVSM) Between Captain & F/O is 40 feet
1.2.8.8.2.2. (RVSM) Between Captain or F/O & Field Elevation is 75 feet
1.2.8.8.2.3. (NON RVSM) Between ELEC/ELEC is 50 feet & ELEC/STBY is 60 feet

1.2.8.9. Terrain override display select switch Lights – extinguished
1.2.8.10. Check Standby instruments
1.2.8.11. Verify STAB OUT OF TRIM light – extinguished
1.2.8.12. SPEEDBRAKE lever – DOWN detent
1.2.8.13. Reverse thrust levers – Down
1.2.8.14. Forward thrust levers – Closed
1.2.8.15. Set FLAP lever
1.2.8.16. Set Parking brake – ON
1.2.8.17. Engine start levers – CUTOFF
1.2.8.18. STABILIZER TRIM cutout switches – NORMAL
1.2.8.19. Set EFIS control panel (Map, Range 20 NM, DH 200»ALAR, WXR OFF)
1.2.8.20. Set VHF communications (Comm #1 GRD/TWR; Comm #2 ATIS/COMP)
1.2.8.21. Set VHF NAVIGATION radios for departure
1.2.8.22. Set Audio control panel
1.2.8.23. Adjust Seat
1.2.8.24. Adjust Rudder pedals
1.2.8.25. Adjust Seat belt and shoulder harness
1.2.8.26. Complete FA Briefing as needed and receive report that "Cabin
Interior Walk-around/Emergency Equipment Inspection” is completed
1.2.8.27. Complete Preliminary Departure Briefing
1.2.8.27.1. Brief the Flight Number, Aircraft type/registration (metric system; weight
limitation) and parking stand
1.2.8.27.2. Brief the affected Aircraft DMI/CDL/Documents
1.2.8.27.3. Brief FMC ENG Rated; Up Date Prog; Database Exp; Date and Time (Z)
1.2.8.27.4. Brief NOTAM and Weather forecast or actual (Review Takeoff Minima,
En-route ALTN; DEST within ETA ± 1 hr; Review DEST ALTN minima)
1.2.8.27.5. Brief ATIS or Departure Information
1.2.8.27.6. Brief Engine Start Sequence and method (ENG # 2 followed by ENG # 1)
during push back use APU or at present position use External source (start
ENG#1 by GTC & GPU followed by cross bleed start)
1.2.8.27.7. Brief TAXI routing for RWY__ via __
1.2.8.27.8. Brief Takeoff Performance Certification
1.2.8.27.8.1. Determine Maximum Allowable Takeoff Weight either limited by field
length, obstacle, climb, VMBE, structure MTOW or MLDW and PCN
1.2.8.27.8.2. Determine Maximum Estimate Zero Fuel weight and set on FMC/CDU
for optimum flight level calculation
1.2.8.27.9. Brief Takeoff Configuration (Flap 5°/15°) Full/ATM…..°
1.2.8.27.10. Brief Special Operations (Wet Slippery/Contaminated/Eng Bleed Off/
Precaution Wind shear/Crosswind)
1.2.8.27.11. Brief Go/STOP Decision and review RTO procedure
1.2.8.27.11.1. Standard Company Procedures and Callouts. Monitor Engine & Flight
Instruments.
1.2.8.27.11.1.1. If a malfunction occurs before V1:
1.2.8.27.11.1.1.1. Callout system and Condition.
1.2.8.27.11.1.1.2. If I decide to reject the Takeoff, I will announce “STOP”.
Simultaneously:
1. Close Thrust Levers;
2. Disengage Autothrottle;
3. Apply maximum braking either manually or
through RTO Auto brake;
4. Manually deploy speed brake;
5. Apply maximum Reverse Thrust
1.2.8.27.11.1.1.3. Monitor my actions and callout any omissions.
1.2.8.27.11.1.2. If a malfunction occurs at or after V1:
1.2.8.27.11.1.2.1. Callout system and Condition
1.2.8.27.11.1.2.2. The takeoff will continue
1.2.8.27.11.1.2.3. And there shall be no action below 600 Ft AFE except reset
the master caution and silence fire bell

1.2.8.27.11.1.3. For RHS Sector any malfunction before V1:
1.2.8.27.11.1.3.1. I will do RTO
1.2.8.27.11.1.3.2. And you will revert to support the duties.
1.2.8.27.11.1.4. For RHS sector if a malfunction occurs at or after V1:
1.2.8.27.11.1.4.1. The Takeoff will continue,
1.2.8.27.11.1.4.2. You will continue fly the aircraft until I announce “I have
control” at which point you hand over controls and revert to
support the duties.
1.2.8.27.12. Brief EFATO procedure
1.2.8.27.12.1. Standard Engine Out procedures
1.2.8.27.12.1.1. Follow SID when terrain or obstacles not affected
1.2.8.27.12.1.2. Follow ATC Clearance when terrain or obstacles not affected
1.2.8.27.12.1.3. Maintain RWY HDG, climb to MSA, contact ATC
1.2.8.27.12.2. Special Engine Out procedures as state on RTOL
1.2.8.27.12.3. Proceed to holding fix (ensure available on Fix Page), evaluate, problem
solving by QRH.NNC, CLEAR Decision Making, 5C & NITS
1.2.8.27.12.4. If in-flight return is decided, request for RWY ___ for landing.
1.2.8.27.12.5. In case Emergency Return declares May Day, squawk 7700,
request 80°/260° procedure turn or vectoring for landing RWY___ and
disregard MLDW
1.2.8.27.13. Brief normal departure
1.2.8.27.13.1. Review SID or amended ATC Clearance for departure
1.2.8.27.13.1.1. Explain SID as stated on Jeppesen and check on FMC
1.2.8.27.13.1.2. Determine Immediate Turn or Acceleration Turn after takeoff
1.2.8.27.13.2. Determine MSA, Grid MORA, MORA and MEA
1.2.8.27.13.2.1. Ensure MSA reference is available at Fix Page
1.2.8.27.13.2.2. Check crossing altitude at 25 DME not below MEA/MORA/GridMORA
1.2.8.27.14. Brief MCP setting, VHF Navigation & Communication Setting
1.2.8.27.14.1. Set PF Course and Navigations aids for SID/ATC Dep Clearance
1.2.8.27.14.2. Set PM Course and Navigations aids for airways tracking
1.2.8.27.14.3. Set #1 Active/Standby VHF Communication for GRD/TWR freq
1.2.8.27.14.4. Set #2 Active/Standby VHF Communication for Company/ATIS freq
1.2.8.27.15. Brief FMC vs. Operational Flight Plan and ATC Clearance
1.2.8.27.15.1. ORGN; DEST; Total Fuel on board ≈ OFP Block Fuel, RES FUEL » OFP
(HOLD+ALTN); CRZ FL & CRZ WIND (forecast)
1.2.8.27.15.2. Departure RWY, SID/ATC Clearance, CLB Speed & Alt Restriction
1.2.8.27.15.3. Check OPT FL & CRZ Time ≥ 5 min
1.2.8.27.15.4. Arrival RWY; STAR, IAP, DES Speed & Alt Restriction
1.2.8.27.15.5. Check DTG on PROG Page v.s. to OFP Total Distance
1.2.8.27.15.6. Determine Trip Fuel (FUEL QTY- FUEL on Dest) v.s. OFP Trip Fuel
1.2.8.27.16. Should you have any doubts on the safety of the flight, do not hesitate to
bring it to my attention immediately.
1.2.8.28. Call (C) “Pre Flight Checklist”
1.2.8.29. Read (FO) Pre Flight Checklist
1.2.9. Final Pre Departure Preparation
1.2.9.1. Check Flight Deck Readiness
1.2.9.2. Check Maintenance Readiness
1.2.9.2.1. Refueling is completed, or request boarding during refueling
1.2.9.2.2. Compare Fuel Order v.s. FUEL QTY Indicator within ±2.5% tolerance
1.2.9.2.3. Fuel Quantity Calculation Check (if the differences is not acceptable)
1.2.9.2.3.1. Find differences between REMAIN FUEL v.s. previous BLOCK FUEL
subtracted by total FUEL USED on fuel used counter
1.2.9.2.3.2. Find differences between BLOCK FUEL v.s. REMAIN FUEL + FUEL UP
LIFTED

1.2.9.2.3.3. Check FUEL S.G. being used for fuel calculation refer to COM 8.6.4.
OUTSIDE SPECIFIC GRAVITY
AIR TEMP. KG/LTR LTR/KG LBS/LTR LTR/LBS BS/USG
35°C 0.783 1.278 1.725 0.580 6.531
34°C 0.783 1.277 1.727 0.579 6.536
33°C 0.784 1.276 1.729 0.578 6.544
32°C 0.785 1.275 1.730 0.578 6.548
31°C 0.786 1.273 1.732 0.577 6.556
30°C 0.786 1.272 1.733 0.577 6.561
29°C 0.787 1.271 1.735 0.576 6.569
28°C 0.788 1.270 1.736 0.576 6.573
27°C 0.789 1.268 1.739 0.575 6.582
26°C 0.789 1.267 1.740 0.575 6.586
25°C 0.790 1.266 1.742 0.574 6.594
24°C 0.791 1.265 1.743 0.574 6.598
23°C 0.791 1.264 1.744 0.573 6.602
22°C 0.792 1.263 1.746 0.573 6.610
21°C 0.793 1.262 1.747 0.572 6.614
1.2.9.2.4. Conform availability of GPU/GTC and Pushback Car as applicable
1.2.9.2.5. Maintenance Discrepancy has been rectified and released
1.2.9.3. Check Cabin Readiness
1.2.9.3.1. Receive report that Flight Attendant in charge is ready for boarding
1.2.9.3.2. Brief FA to review boarding while refueling Procedures
1.2.9.3.3. Ensure that cockpit access door will be closed and locked while boarding
process is initiated or as brief before
1.2.9.4. Check Gate Readiness
1.2.9.4.1. Transit & Joining Passenger readiness
1.2.9.4.2. Special Passenger (Pregnant, UM, Handicap etc) & NOTOC
1.2.9.5. Start Boarding Process
1.2.9.6. Request ATC Clearance 10 minutes prior to schedule
1.2.9.7. Load sheet Acceptance
1.2.9.7.1. Verify Aircraft Registration, Flight Number and Date
1.2.9.7.2. Verify actual DOW, ZFW, Takeoff Fuel, TOW actual, TRIP FUEL, LDW actual,
MAC TOW & MAC LAW within limit. Acceptable LMC ≤ 500 kg (1% GW)
1.2.9.8. Takeoff Analysis Certification
1.2.9.8.1. The Runway Take Off Landing Weight Analysis (RTOLW) is normally
completed by the co-pilot. The PIC shall verify the RTOLW prior to the
setting of takeoff speeds
1.2.9.8.2. Know that Takeoff Analysis also called Runway Analysis or Airport Analysis
1.2.9.8.3. Know that Takeoff Analysis to Certify
1.2.9.8.3.1. Max Allowable Take Off Weight according structural, climb,
obstacle/level off, field length, tire speed, VMBE or MLDW (short trip)
1.2.9.8.3.2. V1-VR-V2 Speed
1.2.9.8.3.3. Assumed Temperature Methods
1.2.9.8.4. Format Takeoff Analysis
A
C B
D E
F
G H I J K L M
1.2.9.8.4.1. Upper Takeoff Analysis Format
1.2.9.8.4.1.1. A = Airport Elevation
1.2.9.8.4.1.2. B = Runway Identifier, Airport and Analysis Date was created
1.2.9.8.4.1.3. C = Flap, Air Conditioning and Anti Ice Configuration for Take Off
1.2.9.8.4.1.4. D = Operator and Aircraft Type
1.2.9.8.4.1.5. E = Thrust rating and Engine type
1.2.9.8.4.1.6. F = *A* indicates the temperatures that are outside of the
environmental envelope allowed for takeoff.
1.2.9.8.4.1.7. G = Outside Air Temperature
1.2.9.8.4.1.8. H = Climb Limit Weight for 2nd segment not obstacle performance
1.2.9.8.4.1.9. I = Runway Limited Takeoff Weight for the respective wind
component either limited by Field Length, Obstacles/Level-Off, Tire
Speed, Brake Energy and Minimum Ground Control Speed.
1.2.9.8.4.1.10. J = Limit Code – “*” in this sample corresponds to Obstacle
Limitation. This identifies what is limiting the Runway Limited
Weight. F=FIELD, T=TIRE SPEED, B=BRAKE ENERGY, V=VMCG,
*=OBSTACLE/LEVEL-OFF, **=IMPROVED CLIMB, S=STRUCTURAL
1.2.9.8.4.1.11. K (V1) L (VR) M (V2) = V speeds for the respective wind
component. The V speeds correspond to the more limiting of either
the CLB Limited or Runway Limited Weight for the given OAT.
Q
R
1.2.9.8.4.2. Mid-Lower Takeoff Analysis Format

1.2.9.8.4.2.1. O = Takeoff Analysis for OAT = 49° C and 0 wind is limited by
Climb (54.9) and Obstacle (56.3) whichever is lower
1.2.9.8.4.2.2. P = *A* indicates the temperatures that are outside of the
environmental envelope allowed for takeoff. If the actual OAT is in
this range, takeoff is not allowed. These temperatures are
meant to be used as an assumed temperature for reduced
thrust takeoff ONLY.
1.2.9.8.4.2.3. Q = Maximum brake release weight limited by structural
1.2.9.8.4.2.4. R = Minimum Accelerate Altitude for this analysis is 400 ft for best
performance. When a higher Acceleration Altitude is selected, the
Obstacle/Level Off limit will be reducing to a lower value.
1.2.9.8.4.2.5. S = Runway Information
1.2.9.8.4.2.5.1. LINE-UP DIST = 33 FT (-400); 32 FT (-300)
1.2.9.8.4.2.5.2. ASDA DIST = 80 FT (-400); 72 FT (-300)
1.2.9.8.4.2.6. T = Runway Performance Correction
1.2.9.8.4.2.7. U = Engine Out Procedure
1.2.9.8.4.2.7.1. Standard means to follow SID, or last ATC Clearance or
Maintain runway heading and climb to initial altitude
1.2.9.8.4.2.7.2. Special procedures as state on RTOLW to comply obstacles
clearance altitude instead of Standard Engine Out Procedures
1.2.9.8.5. Takeoff with Full Thrust
Case 1. Takeoff at CGK FULL THRUST with following condition:

Aircraft Reg/Type LIQ/B737-400
Airport/Runway WIII/25L
RWY Condition DRY
Wind 320/5
OAT 29° C
Plan TOW 58,000 kg
QNH 1009 mb
Air Conditioning AUTO
Flaps 05
TRIP + TAXI FUEL 3200 KG

REGULATED TAKEOFF WEIGHT CALC (KG)
ASSUME TEMP CALC (KG)
CLB LIMIT FLL/OBS LIMIT
WEIGHT 6 3 7 0 0 6 5 3 0 0 PLAN / ACTUAL TOW 5 8 0 0 0
A/C OFF + + QNH ( 1013 - 1009 ) x 60 + 2 4 0
EAI ON - - EAI ON +
DDPG - - DDPG +
QRH - QRH +
TOTAL ASSUME TOW 5 8 2 4 0
Lower of CLB or FLL /OBS 6 3 7 0 0 ATM 41 °C 58.4 C
QNH ( 1013 - 1009 ) x 60 - 2 4 0 CORR (KG) CLB LMT FLL LMT OBS LMT
MAXIMUM TOW (a) 6 3 4 6 0 A/C OFF 900 550 450
STRUCTURE LIMIT WT (b) 6 4 6 3 6 EAI ON 190 350 1200
MLDW + TRIP (c) 5 9 4 4 5
V1 141 VR 146 V2 153
RTOW (lower of a/b/c) 5 9 4 4 5
1.2.9.8.5.1. Wind Correction

1.2.9.8.5.1.1. Wind direction: 320
1.2.9.8.5.1.2. Wind strength: 5 kts
1.2.9.8.5.1.3. Wind Component: 3 kts Headwind 2 kts Right Crosswind
1.2.9.8.5.2. Maximum TOW Correction
1.2.9.8.5.2.1. Lower of CLB/RWY Limit Wt: 63,700 kg
1.2.9.8.5.2.2. QNH (1013-1009) X 60: - 240 kg
1.2.9.8.5.2.3. Maximum TOW (a) = 63,460 kg
1.2.9.8.5.2.4. Structural Limit (b) = 64,636 kg
1.2.9.8.5.2.5. MLDW+TRIP (c) = 56,245 + 3,200 = 59,445 kg
1.2.9.8.5.2.6. RTOW = 59,445 kg
1.2.9.8.5.3. Assumed Temperature Determination
1.2.9.8.5.3.1. Actual TOW = 58,000 kg
1.2.9.8.5.3.2. QNH (1013-1009) X 60: + 240 kg
1.2.9.8.5.3.3. Assumed TOW = 58,240 kg
1.2.9.8.5.3.4. Assumed TEMP = 41° C limited by Climb Limit at 58.4
1.2.9.8.5.3.5. Assumed Temperature Methods is not applicable since example
intends to illustrate a takeoff with maximum power.
1.2.9.8.5.4. V speeds Determination
1.2.9.8.5.4.1. V speeds are determined from the Takeoff Weight Block that is
closest to the Actual TOW.
1.2.9.8.5.4.2. The V speeds are derived from interpolating between the CLB
Limit of 57,600 kg and 58,400 kg. Pilots have the option of not
interpolating by using conservative V speeds values belonging to
CLB weights of 58,400 kgs.
V1 = 141 kt
VR = 146 kt
V2 = 153 kt
1.2.9.8.5.4.3. For conservative Use QRH.PI to determine Takeoff Speeds for
actual weight 58,240 kg at 29°C
V1 = 142
VR = 146
V2 = 153

1.2.9.8.6. Takeoff Assumed Temperature
Case 2. Takeoff at SUB REDUCE THRUST with following condition:
Airport/Runway WARR/10
RWY Condition DRY
Wind 120/5
OAT 29° C
Plan TOW 50,000 kg
QNH 1009 mb
Flaps 05
TRIP FUEL 3200 KG

A/C OFF + + QNH ( 1013 - 1009 ) x 60 + 2 4 0
EAI ON - - EAI ON +
DDPG - - DDPG +
QRH - QRH +
Lower of CLB or FLL /OBS 6 2 8 0 0 ATM 55A °C 50.8 *
MLDW + TRIP (c) 5 9 4 4 5
V1 132 VR 136 V2 142

1.2.9.8.6.1.1. Wind direction: 120
1.2.9.8.6.1.3. Wind Component: 3 kts Headwind 2 kts Left Crosswind
1.2.9.8.6.2. Acceleration Altitude
1.2.9.8.6.2.1. In this RTOLW is standard of 800 feet
1.2.9.8.6.3.2. QNH (1013-1009) X 60: - 240 kg
1.2.9.8.6.3.3. Maximum TOW (a) = 62,560 kg
1.2.9.8.6.3.5. MLDW+TRIP (c) = 56,245 + 3,200 = 59,445 kg
1.2.9.8.6.3.6. RTOW = 59,445 kg
1.2.9.8.6.4.1. Actual TOW = 50,000 kg
1.2.9.8.6.4.2. QNH (1013-1009) X 60: + 240 kg
1.2.9.8.6.4.3. Assumed TOW = 50,240 kg
1.2.9.8.6.4.4. Assumed TEMP = 55A °C limited by 50.8* at is permitted since
the Envelope performance designed for a takeoff with actual OAT.

1.2.9.8.6.5.1. V speeds are determined from the RTOLW Takeoff Weight Block
that is closest to the Actual TOW.
1.2.9.8.6.5.2. In this example, the 50.8* are more limiting than 52.3 the Climb
limit weights. Pilots may use conservative V speeds values
belonging to Obstacle/Level-Off limited weights of 50.8* kgs
WITHOUT INTERPOLATING.
V1 = 132 kt
VR = 136 kt
V2 = 142 kt

1.2.9.8.7. Engine Bleed Off Takeoff
Case 3. Engine Bleed Off Takeoff at SUB with following condition:
RWY Condition DRY
Wind 120/5
OAT 37° C
Plan TOW 59,500 kg
QNH 1009 mb
Flaps 05
TRIP + TAXI FUEL 3200 KG
ELEVATION 9 FT RUNWAY 10 SUB
*** FLAPS 05 *** AIR COND AUTO ANTI-ICE OFF JUANDA

LION AIR SURABAYA, INDONESIA
737-400 CFM56-3B-2 DATED 19-DEC-2008
*A* INDICATES OAT OUTSIDE ENVIRONMENTAL ENVELOPE
OAT CLIMB WIND COMPONENT IN KNOTS (MINUS DENOTES TAILWIND)
C 100KG -5 0 5 10
20 640 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59

21 640 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59
22 639 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59
23 639 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
24 639 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
25 638 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
26 638 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
27 638 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
28 638 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
29 637 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
30 637 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
31 632 628B/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
32 627 622*/45-51-58 622*/46-51-58 622*/46-51-58 622*/46-51-58
33 622 617*/44-50-57 617*/45-50-57 617*/45-50-57 617*/45-50-57
34 617 611*/44-50-57 611*/45-50-57 611*/45-50-57 611*/45-50-57
35 612 606*/43-49-56 606*/44-49-56 606*/44-49-56 606*/44-49-56
36 607 600*/42-48-55 600*/43-48-55 600*/43-48-55 600*/43-48-55
37 602 594*/41-47-54 594*/42-47-54 594*/42-47-54 594*/42-47-54
38 597 588*/41-47-54 588*/41-47-54 588*/42-47-54 588*/42-47-54
39 593 583*/40-46-53 583*/41-46-53 583*/41-46-53 583*/41-46-53
40 589 578*/39-45-52 578*/40-45-52 578*/40-45-52 578*/40-45-52
41 585 573*/39-45-51 573*/40-45-51 573*/40-45-51 573*/40-45-51
42 580 568*/38-44-51 568*/39-44-51 568*/39-44-51 568*/39-44-51
43 576 563*/37-43-50 563*/38-43-50 563*/38-43-50 563*/38-43-50
44 572 559*/37-43-49 559*/38-43-49 559*/38-43-49 559*/38-43-49
45 568 553*/37-42-49 553*/38-42-49 553*/38-42-49 554*/38-42-49
46 563 548*/36-41-48 548*/37-41-48 548*/37-41-48 548*/37-41-48
47 559 543*/35-40-47 543*/36-40-47 543*/36-40-47 543*/36-40-47
48 554 538*/35-40-47 538*/36-40-47 538*/36-40-47 538*/36-40-47
49 550 533*/34-39-46 533*/35-39-46 533*/35-39-46 533*/35-39-46
50 546 531*/34-39-46 531*/35-39-46 531*/35-39-46 531*/35-39-46
51 541 530*/34-39-45 530*/34-39-45 530*/35-39-45 530*/35-39-45
52 537 525*/33-38-45 525*/34-38-45 525*/34-38-45 525*/34-38-45
53 533 520*/32-37-44 520*/33-37-44 520*/33-37-44 520*/33-37-44
54 529 515*/32-37-43 515*/32-37-43 515*/33-37-43 515*/33-37-43
55A 523 508*/31-36-42 508*/32-36-42 508*/32-36-42 508*/32-36-42
56A 515 500*/30-34-41 500*/31-34-41 500*/31-34-41 500*/31-34-41
57A 507 492*/29-33-40 492*/30-33-40 492*/30-33-40 492*/30-33-40
58A 500 483*/28-32-39 483*/29-32-39 483*/29-32-39 483*/29-32-39
59A 492 475*/27-31-38 475*/28-31-38 475*/28-31-38 475*/28-31-38
MAX BRAKE RELEASE WT MUST NOT EXCEED MAX CERT TAKEOFF WT OF 64635 KG
MINIMUM FLAP RETRACTION HEIGHT IS 800 FT
LIMIT CODE IS F=FIELD, T=TIRE SPEED, B=BRAKE ENERGY, V=VMCG,
*=OBSTACLE/LEVEL-OFF, **=IMPROVED CLIMB
RUNWAY IS 9843 FT LONG WITH 0 FT OF CLEARWAY AND 328 FT OF STOPWAY
RUNWAY SLOPES ARE 0.00 PERCENT FOR TODA AND 0.00 PERCENT FOR ASDA
LINE-UP DISTANCES: 33 FT FOR TODA, 80 FT FOR ASDA OBS FROM LO-FT/FT
RUNWAY HT DIST OFFSET HT DIST OFFSET HT DIST OFFSET
10 09 FT
ENG-OUT PROCEDURE:
NONE

A/C OFF + + QNH ( 1013 - 1009 ) x 60 + 2 4 0
EAI ON - - EAI ON +
DDPG - - DDPG +
QRH - QRH +
Lower of CLB or FLL /OBS 5 9 4 0 0 ATM 36 °C 60.0 *
MLDW + TRIP (c) 5 9 4 4 5
V1 142 VR 147 V2 154

1.2.9.8.7.3.2. QNH (1013-1009) X 60: - 240 kg
1.2.9.8.7.3.3. Maximum TOW (a) = 59,160 kg
1.2.9.8.7.3.5. MLDW+TRIP (c) = 56,245 + 3,200 = 59,445 kg
1.2.9.8.7.3.6. RTOW = 59,160 kg
1.2.9.8.7.3.7. Since the resultant Maximum RTOW is lower than Actual TOW, an
option of BLEED OFF / AIR COND OFF takeoff should be perform.
1.2.9.8.7.4.1. Actual TOW = 59,500 kg
1.2.9.8.7.4.2. QNH (1013-1009) X 60: + 240 kg
1.2.9.8.7.4.3. Assumed TOW = 59,740 kg
1.2.9.8.7.4.4. Assumed TEMP = 36° C limited by 60.0* is not applicable since
actual OAT is 37°C
1.2.9.8.7.5. Apply Bleed Off Correction:
1.2.9.8.7.5.1. A/C AUTO RTOW = 59,160 kg
1.2.9.8.7.5.2. A/C OFF = + 450 kg for Obstacle/Level-off Limited weight
1.2.9.8.7.5.3. A/C OFF RTOW = 59,610 kg
A/C OFF + 4 5 0 + 4 5 0 QNH ( 1013 - 1009 ) x 60 + 2 4 0
EAI ON - - EAI ON +
DDPG - - DDPG +
QRH - QRH +
MLDW + TRIP (c) 5 9 4 4 5
V1 145 VR 148 V2 155

1.2.9.8.7.6.1. The V-speeds are normally determined from the RTOLW Takeoff
Weight Block that is closest to the Actual TOW. However in this
example is not applicable due to Actual TOW is beyond RTOLW
performance capability at the given temperature.
1.2.9.8.7.6.2. Therefore the V speeds have to be determined from the Takeoff
Speed Table from the QRH (PI.10.1 Performance In-flight –
General) at appropriate OAT.
1.2.9.8.7.6.3. The V speeds from the QRH.PI.10.1 Performance In-flight –

General with OAT 37° C as follow:
V1 = 145 kt
VR = 148 kt
V2 = 155 kt

1.2.9.8.8. Takeoff from CONTAMINATED RUNWAY
Case 4. Takeoff from SUB on CONTAMINATED RWY with following condition:
RWY Condition DRY
Wind 120/5
OAT 29° C
Plan TOW 55,500 kg
QNH 1009 mb
Flaps 05
TRIP FUEL 3200 KG

737-400 CFM56-3B-2 DATED 19-DEC-2008
C 100KG -5 0 5 10
20 640 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59

21 640 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59
22 639 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59
23 639 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
24 639 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
25 638 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
26 638 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
27 638 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
28 638 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
29 637 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
30 637 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
31 632 628B/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
32 627 622*/45-51-58 622*/46-51-58 622*/46-51-58 622*/46-51-58
33 622 617*/44-50-57 617*/45-50-57 617*/45-50-57 617*/45-50-57
34 617 611*/44-50-57 611*/45-50-57 611*/45-50-57 611*/45-50-57
35 612 606*/43-49-56 606*/44-49-56 606*/44-49-56 606*/44-49-56
36 607 600*/42-48-55 600*/43-48-55 600*/43-48-55 600*/43-48-55
37 602 594*/41-47-54 594*/42-47-54 594*/42-47-54 594*/42-47-54
38 597 588*/41-47-54 588*/41-47-54 588*/42-47-54 588*/42-47-54
39 593 583*/40-46-53 583*/41-46-53 583*/41-46-53 583*/41-46-53
40 589 578*/39-45-52 578*/40-45-52 578*/40-45-52 578*/40-45-52
41 585 573*/39-45-51 573*/40-45-51 573*/40-45-51 573*/40-45-51
42 580 568*/38-44-51 568*/39-44-51 568*/39-44-51 568*/39-44-51
43 576 563*/37-43-50 563*/38-43-50 563*/38-43-50 563*/38-43-50
44 572 559*/37-43-49 559*/38-43-49 559*/38-43-49 559*/38-43-49
45 568 553*/37-42-49 553*/38-42-49 553*/38-42-49 554*/38-42-49
46 563 548*/36-41-48 548*/37-41-48 548*/37-41-48 548*/37-41-48
47 559 543*/35-40-47 543*/36-40-47 543*/36-40-47 543*/36-40-47
48 554 538*/35-40-47 538*/36-40-47 538*/36-40-47 538*/36-40-47
49 550 533*/34-39-46 533*/35-39-46 533*/35-39-46 533*/35-39-46
50 546 531*/34-39-46 531*/35-39-46 531*/35-39-46 531*/35-39-46
51 541 530*/34-39-45 530*/34-39-45 530*/35-39-45 530*/35-39-45
52 537 525*/33-38-45 525*/34-38-45 525*/34-38-45 525*/34-38-45
53 533 520*/32-37-44 520*/33-37-44 520*/33-37-44 520*/33-37-44
54 529 515*/32-37-43 515*/32-37-43 515*/33-37-43 515*/33-37-43
55A 523 508*/31-36-42 508*/32-36-42 508*/32-36-42 508*/32-36-42
56A 515 500*/30-34-41 500*/31-34-41 500*/31-34-41 500*/31-34-41
57A 507 492*/29-33-40 492*/30-33-40 492*/30-33-40 492*/30-33-40
58A 500 483*/28-32-39 483*/29-32-39 483*/29-32-39 483*/29-32-39
59A 492 475*/27-31-38 475*/28-31-38 475*/28-31-38 475*/28-31-38
10 09 FT
ENG-OUT PROCEDURE: NONE

A/C OFF + + QNH ( 1013 - 1009 ) x 60 + 2 4 0
EAI ON - - EAI ON +
DDPG - - DDPG +
QRH - 7 1 0 0 QRH +
Lower of CLB or FLL /OBS 5 5 7 0 0 ATM n/a °C n/a
MLDW + TRIP (c) 5 9 4 4 5
V1 138 VR 139 V2 149

1.2.9.8.8.3.1. Assumed Temperature is prohibited on contaminated runway
(i.e. with slush and/or standing water)
1.2.9.8.8.4. Maximum TOW Determination & Correction
1.2.9.8.8.4.1. Determine the Dry field/obstacle limit weight for the anticipated
flap setting. RWY Limit Wt: 62,800 kg
1.2.9.8.8.4.2. Apply the Weight Adjustment for the Dry field/obstacle limit
weight to obtain the weight reduction
1.2.9.8.8.4.3. Enter QRH (PI.10.5 Performance In flight–General). Under 3 mm
(0.12 inch) Slush/Standing Water Table. Interpolating the weight
column for a weight of 64,000 kg and 60,000 kg, standing water
penalty of 7,100 kg is found.
62.8 3 mm (0.12 inches)

62,800 » (-) 7,100 kg
1.2.9.8.8.4.4. RWY Limit Weight - 3 mm (0.12 inch): standing water correction:

62,800 – 7,100 = 55,700 kg
1.2.9.8.8.4.5. QNH (1013-1009) x 60 = 240 KG
1.2.9.8.8.4.6. MAX TOW (a) = 55,460 KG
1.2.9.8.8.4.7. STRUCTURE LIMIT WT (b) = 64,636 KG
1.2.9.8.8.4.8. MLDW + TRIP + TAXI (c) = 59,445 KG
1.2.9.8.8.4.9. MAX RTOW = 55,460 KG
1.2.9.8.8.4.10. The Actual TOW = 55,500 + 240 (QRH correction) = 55,740 KG
is greater than Max RTOW = 55,460 KG and require to off load
about 280 KG or use BLEED OFF Take Off

1.2.9.8.8.4.11. Prior to determine V1 adjustment, enter Adjusted (corrected for
temperature) Field Length to Field Length or Obstacle/Level-off
performance to find V1 (MCG) Limit Weight
1.2.9.8.8.4.12. Find adjusted field length for 29°C OAT. Adjust “3 mm” field length
available by – 130ft/+ 120ft for every 5° C above/below 4° C. With
adjusted field length of approximately 9,843 ft - (29-4)/5 X 130
ft = 9,843 ft – 650 ft = 9,193 ft the limit weight is NOT LIMITED
at Sea Level pressure altitude.
1.2.9.8.8.5. Apply Engine Bleed Off Correction

1.2.9.8.8.5.1. Prior to determine Takeoff V-speed, verify that Bleed Off Takeoff
Performance is sufficient for Actual TOW = 55,500 + 240 (QRH
correction) = 55,740 KG
1.2.9.8.8.5.2. Use engine bleed off takeoff to increase performance by 450 kg for
Obstacle/Level-off limited. New A/C OFF RTOW = 55,910 kg is
sufficient and off load Actual TOW is not required for this example

A/C OFF + + 4 5 0 QNH ( 1013 - 1009 ) x 60 + 2 4 0
EAI ON - - EAI ON +
DDPG - - DDPG +
QRH - 7 1 0 0 QRH +
MLDW + TRIP (c) 5 9 4 4 5 138-
V1 VR 139 V2 149
RTOW (lower of a/b/c) 5 5 9 1 0 17

1.2.9.8.8.6.1. Therefore the V speeds (Bleed Off) have to be determined from the
Takeoff Speed Table from the QRH (PI.10.1 Performance Inflight –
General) at the appropriate OAT.

55.5 55,500 OAT 29° C
V1 = 138
VR = 139
V2 = 149
1.2.9.8.8.6.2. The V speeds from QRH are derived from interpolating between the
CLB weights of 60,000 kg and 55,000 kg.
V1 = 138 kt
VR = 139 kt
V2 = 149 kt
1.2.9.8.8.6.3. Enter V1 Adjustment Table with the actual brake release weight
and slush/standing water depth to determine V1 adjustment to
apply to V1 speed. The V1 adjustment (-17 kts) must be applied
to the Balance Field V1 available from the QRH. PERFORMANCE
INFLIGHT – GENERAL (V1=138 kts).
55.5 3 mm (0.12 inches)

55,500 » (-) 17 knots
1.2.9.8.8.6.4. The 17 kts V1 correction is derived from the V1 Adjustment Table.

V1 = 138 kts (QRH) – 17 kts = 121 kts
1.2.9.8.8.6.5. Check the resultant V1 by comparing it against the Table Minimum
V1 (MCG) = 116 + 2 (A/C Off) = 118 kts, the Resultant V1=
121 kt can be maintained.
29° C Press 0 and OAT 29° C

V1 (MCG) = 116
1.2.9.8.8.6.6. Therefore final Takeoff V speeds for contaminated runway:

V1 = 121 kt
VR = 139 kt
V2 = 149 kt
1.2.9.8.9. Assumed Temperature Takeoff from Slippery/Wet RUNWAY
Case 5. Takeoff from SUB on SLIPPERY/WET RWY with following condition:
RWY Condition Slipery/Wet (Good)
Wind 120/5
OAT 29° C
Plan TOW 58,000 kg
QNH 1009 mb
Flaps 05
TRIP FUEL 3200 KG

737-400 CFM56-3B-2 DATED 19-DEC-2008
C 100KG -5 0 5 10
20 640 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59

21 640 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59
22 639 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59
23 639 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
24 639 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
25 638 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
26 638 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
27 638 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
28 638 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
29 637 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
30 637 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
31 632 628B/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
32 627 622*/45-51-58 622*/46-51-58 622*/46-51-58 622*/46-51-58
33 622 617*/44-50-57 617*/45-50-57 617*/45-50-57 617*/45-50-57
34 617 611*/44-50-57 611*/45-50-57 611*/45-50-57 611*/45-50-57
35 612 606*/43-49-56 606*/44-49-56 606*/44-49-56 606*/44-49-56
36 607 600*/42-48-55 600*/43-48-55 600*/43-48-55 600*/43-48-55
37 602 594*/41-47-54 594*/42-47-54 594*/42-47-54 594*/42-47-54
38 597 588*/41-47-54 588*/41-47-54 588*/42-47-54 588*/42-47-54
39 593 583*/40-46-53 583*/41-46-53 583*/41-46-53 583*/41-46-53
40 589 578*/39-45-52 578*/40-45-52 578*/40-45-52 578*/40-45-52
41 585 573*/39-45-51 573*/40-45-51 573*/40-45-51 573*/40-45-51
42 580 568*/38-44-51 568*/39-44-51 568*/39-44-51 568*/39-44-51
43 576 563*/37-43-50 563*/38-43-50 563*/38-43-50 563*/38-43-50
44 572 559*/37-43-49 559*/38-43-49 559*/38-43-49 559*/38-43-49
45 568 553*/37-42-49 553*/38-42-49 553*/38-42-49 554*/38-42-49
46 563 548*/36-41-48 548*/37-41-48 548*/37-41-48 548*/37-41-48
47 559 543*/35-40-47 543*/36-40-47 543*/36-40-47 543*/36-40-47
48 554 538*/35-40-47 538*/36-40-47 538*/36-40-47 538*/36-40-47
49 550 533*/34-39-46 533*/35-39-46 533*/35-39-46 533*/35-39-46
50 546 531*/34-39-46 531*/35-39-46 531*/35-39-46 531*/35-39-46
51 541 530*/34-39-45 530*/34-39-45 530*/35-39-45 530*/35-39-45
52 537 525*/33-38-45 525*/34-38-45 525*/34-38-45 525*/34-38-45
53 533 520*/32-37-44 520*/33-37-44 520*/33-37-44 520*/33-37-44
54 529 515*/32-37-43 515*/32-37-43 515*/33-37-43 515*/33-37-43
55A 523 508*/31-36-42 508*/32-36-42 508*/32-36-42 508*/32-36-42
56A 515 500*/30-34-41 500*/31-34-41 500*/31-34-41 500*/31-34-41
57A 507 492*/29-33-40 492*/30-33-40 492*/30-33-40 492*/30-33-40
58A 500 483*/28-32-39 483*/29-32-39 483*/29-32-39 483*/29-32-39
59A 492 475*/27-31-38 475*/28-31-38 475*/28-31-38 475*/28-31-38
10 09 FT

Slippery Runway
The guidance data provided reflects conservative judgments but is not representative of the
absolute worst case. If the surface is affected by water, snow or ice and braking action is
reported to be good, condition should not be expected to be as good as on clean and dry
runways. The value good is comparative and is intended to mean that airplanes should not
experience braking or directional control difficulties when stopping. The tables provided in
the QRH are used in the same manner as the slush/Standing Water tables.

1.2.9.8.9.3.2. Enter the Weight Adjustment Table with the Dry field/obstacle limit
weight and the “Reported Braking Action” to obtain the weight
reduction for the airport pressure altitude.
62.8 Good at Sea Level

62,800 » (-) 800 kg
1.2.9.8.9.3.3. The Advisory Information on slippery runway correction can be

found from the B737 Flight Crew Operations Manual (QRH), PI.10.9
Performance In-flight Chapter-General. Under GOOD Braking Table,
weight correction is given corresponding to a particular takeoff
weight. Interpolating the weight column for a weight of
62,800 kgs, penalty of 800 kg is found.

A/C OFF + + QNH ( 1013 - 1009 ) x 60 + 2 4 0
EAI ON - - EAI ON +
DDPG - - DDPG +
QRH - 8 0 0 QRH +
MLDW + TRIP (c) 5 9 4 4 5
V1 141-7 VR 146 V2 153

1.2.9.8.9.3.4. Enter V1 (MCG) Limit Weight Table with Reported adjusted field
length corrected for temperature 29°C. Adjust “GOOD” field length
available by –100ft/+90ft for every 5°C above/below 4°C. Field
length Adjustment is 9,843 ft – (29-4)/5 x 100 = 9,843 FT -
500 ft = 9,343 Ft the limit weight is not limiting.
1.2.9.8.9.3.5. The maximum allowable takeoff weight in GOOD braking action is

lesser of Runway FLL/OBS Limit weight found 61,760 KG or The
Climb Limit Weight (a) is 63,700 kgs or The Structural Limit
Weight (b) is 64,636 KG and The more limiting weight (c) is
59,445 KG. The MAX RTOW is therefore 59,445 kgs. In this
case, the planned TOW can be maintained.
1.2.9.8.9.4.1. Assumed Temperature is as per normal on Slippery runway with
the corrections applied. Obtain Balance Field V1 from the QRH
(PI.10.1 PERFORMANCE INFLIGHT –GENERAL) using temperature
values from Specific Analysis Chart for further correction.
1.2.9.8.9.4.2. In this case Pilot may use Assume Temperature 39° C since
Obstacle/Level-off limit weight is 58,300 KG > 58,240 KG (Actual
+ QRH Correction)
1.2.9.8.9.5.1. The V speeds are determined from the Takeoff Weight Block that is
closest to the lesser of the slippery runway limited or actual brake
release weight. In this example, the Obstacle/Level-off weight is
more limiting than the Climb weight. The V speeds are derived
from the Obstacle/Level-off limit weights of 58,300 kgs.
V1 = 141 kts
VR = 146 kts
V2 = 153 kts
1.2.9.8.9.5.2. The V1 adjustment derived from QRH.PI. Takeoff Speed (in this
case at a given assume temperature 39°C & TOW 58,300 kgs)
Assume Temp 39° C
58.3 * Limit Weight
58.3 58,300 OAT 39° C

V1 = 141
1.2.9.8.9.5.3. The V1 has to be corrected to account for GOOD Braking Action is

derived from the V1 Adjustment Table (QRH). Enter the table with
actual takeoff weight (i.e. 58,300 kgs in this case) and thus
resulted in V1 correction of 7 kts.
V1 = 141 kts (QRH) – 7 kts = 134 kts
58.3 58,300 GOOD

Sea Level V1= (-) 7
1.2.9.8.9.5.4. If not limited by V1 (MCG) considerations, enter V1 Adjustment

Table with the actual brake release weight and GOOD Braking to
determine V1 adjustment to apply to V1 speed.
29° C Press 0 and OAT 29° C

V1 (MCG) = 116
1.2.9.8.9.5.5. In this case V1 adjustment is 134 kts is greater than V1 (MCG)

116 kts will be used as V1 for slippery runway. Therefore final
Takeoff V speeds as follow:
V1 = 134 kt
VR = 146 kt
V2 = 153 kt
1.2.9.8.9.5.6. The easier and simple way to determine V-speed combine with ATM
is using RTOLW for Slippery Runway when available

1.2.9.8.10. Takeoff with Antiskid Inoperative
Case 6. Takeoff with Antiskid Inoperative for following condition:
RWY Condition Antiskid Inoperative
Wind 120/5
OAT 29° C
Plan TOW 55,000 kg
QNH 1009 mb
Flaps 05
TRIP FUEL 3200 KG

737-400 CFM56-3B-2 DATED 19-DEC-2008
C 100KG -5 0 5 10
20 640 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59

21 640 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59
22 639 629*/46-52-59 629*/47-52-59 629*/47-52-59 629*/47-52-59
23 639 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
24 639 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
25 638 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
26 638 628*/46-52-59 628*/46-52-59 628*/47-52-59 628*/47-52-59
27 638 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
28 638 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
29 637 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
30 637 628*/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
31 632 628B/46-52-59 628*/47-52-59 628*/47-52-59 628*/47-52-59
32 627 622*/45-51-58 622*/46-51-58 622*/46-51-58 622*/46-51-58
33 622 617*/44-50-57 617*/45-50-57 617*/45-50-57 617*/45-50-57
34 617 611*/44-50-57 611*/45-50-57 611*/45-50-57 611*/45-50-57
35 612 606*/43-49-56 606*/44-49-56 606*/44-49-56 606*/44-49-56
36 607 600*/42-48-55 600*/43-48-55 600*/43-48-55 600*/43-48-55
37 602 594*/41-47-54 594*/42-47-54 594*/42-47-54 594*/42-47-54
38 597 588*/41-47-54 588*/41-47-54 588*/42-47-54 588*/42-47-54
39 593 583*/40-46-53 583*/41-46-53 583*/41-46-53 583*/41-46-53
40 589 578*/39-45-52 578*/40-45-52 578*/40-45-52 578*/40-45-52
41 585 573*/39-45-51 573*/40-45-51 573*/40-45-51 573*/40-45-51
42 580 568*/38-44-51 568*/39-44-51 568*/39-44-51 568*/39-44-51
43 576 563*/37-43-50 563*/38-43-50 563*/38-43-50 563*/38-43-50
44 572 559*/37-43-49 559*/38-43-49 559*/38-43-49 559*/38-43-49
45 568 553*/37-42-49 553*/38-42-49 553*/38-42-49 554*/38-42-49
46 563 548*/36-41-48 548*/37-41-48 548*/37-41-48 548*/37-41-48
47 559 543*/35-40-47 543*/36-40-47 543*/36-40-47 543*/36-40-47
48 554 538*/35-40-47 538*/36-40-47 538*/36-40-47 538*/36-40-47
49 550 533*/34-39-46 533*/35-39-46 533*/35-39-46 533*/35-39-46
50 546 531*/34-39-46 531*/35-39-46 531*/35-39-46 531*/35-39-46
51 541 530*/34-39-45 530*/34-39-45 530*/35-39-45 530*/35-39-45
52 537 525*/33-38-45 525*/34-38-45 525*/34-38-45 525*/34-38-45
53 533 520*/32-37-44 520*/33-37-44 520*/33-37-44 520*/33-37-44
54 529 515*/32-37-43 515*/32-37-43 515*/33-37-43 515*/33-37-43
55A 523 508*/31-36-42 508*/32-36-42 508*/32-36-42 508*/32-36-42
56A 515 500*/30-34-41 500*/31-34-41 500*/31-34-41 500*/31-34-41
57A 507 492*/29-33-40 492*/30-33-40 492*/30-33-40 492*/30-33-40
58A 500 483*/28-32-39 483*/29-32-39 483*/29-32-39 483*/29-32-39
59A 492 475*/27-31-38 475*/28-31-38 475*/28-31-38 475*/28-31-38
10 09 FT

Anti-skid Inoperative
When operating with anti-skid inoperative, the field limit weight and V1 must be
reduced to account for the effect on accelerate-stop performance. A simplified method
which conservatively accounts for the effects of antiskid inoperative on a dry runway is
to reduce the normal field length/obstacle limited weight by 7700 kg and the
V1 associated with the reduced weight by the amount shown in the table below.
If the resulting V1 is less than minimum V1, takeoff is permitted with V1 set equal to
V1 (MCG) provided the dry accelerate stop distance adjusted for wind and slope
exceeds approximately 7900 ft.

A/C OFF + + QNH ( 1013 - 1009 ) x 60 + 2 4 0
EAI ON - - EAI ON +
DDPG - - DDPG +
QRH - 7 7 0 0 QRH +
MLDW + TRIP (c) 5 9 4 4 5
V1 137-17 VR 141 V2 148



1.2.9.8.10.3.2. Enter the Weight Adjustment Table with QRH (PI.16.4 Performance
In flight–Text). The Antiskid Inoperative penalty is 7,700 KG.
1.2.9.8.10.3.3. QNH (1013-1009) x 60 = - 240 KG
1.2.9.8.10.3.4. MAX TOW (a) = 54,960 KG
1.2.9.8.10.3.5. STRUCTURE LIMIT WT (b) = 64,636 KG
1.2.9.8.10.3.6. MLDW + TRIP + TAXI (c) = 59,445 KG
1.2.9.8.10.3.7. MAX RTOW = 54,960 KG

1.2.9.8.10.4.1. Assumed Temperature is prohibited to be used when operating
with Antiskid Inoperative

1.2.9.8.10.5.1. The V speeds are determined from the RTOLW Takeoff Weight
Block that is closest to the Actual TOW as follow:
V1 = 137 kts
VR = 141 kts
V2 = 148 kts
1.2.9.8.10.5.2. The V1 has to be corrected for anti skid inoperative. Determine V1
from QRH.PI.10.1 PERFORMANCE INFLIGHT – GENERAL (i.e.
OAT=29°C and TOW=54,740 KGS)
29° C
54.8 54,740 OAT 29° C

V1 = 137
1.2.9.8.10.5.3. The V1 has to be corrected, minus 17 kts, to account for the

Antiskid Inoperative operation.
(Note: 14 kts V1 Decrement is found considering the available Field

Length of WARR is 9,843 ft)
V1 = 137 kts (QRH) – 17 kts = 120 kts
1.2.9.8.10.5.4. To ensure that the resultant V1 value is above the V1 mcg value,
further check the resultant V1 with Minimum Vmcg table in the
QRH. Since V1 mcg value is 116 kts, the 120 kts calculated is
well above V1 mcg.
29° C V1 (MCG) OAT 29° C

V1 = 116
Note:
If the resulting V1 is less than minimum V1 (MCG), takeoff is
permitted with V1 set equal to V1 (MCG) provided the dry
accelerate stop distance adjusted for wind and slope exceeds
approximately 7900 ft. Line up & ASDA adjustment for
B734=120 ft and B733=110 ft.
The minimum Runway length for dispatch with antiskid
inoperative is 7900 + 120 = 8020 ft or 2430 m
1.2.9.8.10.5.5. Compare this corrected V1 to the specific takeoff chart V1 and use
the lower for takeoff. Therefore final Takeoff V speeds for Antiskid
inoperative as follow:
V1 = 120 kts
VR = 141 kts
V2 = 148 kts

1.2.9.8.11. Takeoff with Improved Climb
Case 7. Improved Climb Takeoff at CGK with following condition:

Airport/Runway WIII/25L
RWY Condition DRY
Wind 010/5
OAT 39° C
Plan TOW 61,000 kg
QNH 1009 mb
Flaps 05
TRIP + TAXI FUEL 6,400 KG

A/C OFF + + QNH ( 1013 - 1009 ) x 60 + 2 4 0
EAI ON - - EAI ON +
DDPG - - DDPG +
QRH - QRH +
Lower of CLB or FLL /OBS 5 9 2 0 0 ATM 34 °C 61.6 C
MLDW + TRIP (c) 6 2 6 4 5
V1 142 VR 147 V2 154

1.2.9.8.11.1.1. Wind direction: 010
1.2.9.8.11.2.2. QNH (1013-1009) X 60: - 240 kg
1.2.9.8.11.2.3. Maximum TOW (a) = 58,960 kg
1.2.9.8.11.2.5. MLDW+TRIP (c) = 56,245 + 6,400 = 62,245 kg
1.2.9.8.11.2.6. RTOW = 58,960 kg
1.2.9.8.11.3.1. Actual TOW = 61,000 kg
1.2.9.8.11.3.2. QNH (1013-1009) X 60: + 240 kg
1.2.9.8.11.3.3. Assumed TOW = 61,240 kg
1.2.9.8.11.3.4. Assumed TEMP = 34° C limited by Climb Limit at 61.6
1.2.9.8.11.3.5. Assumed Temperature Methods is not applicable since actual OAT is
39° C.
1.2.9.8.11.4. Engine Bleed Off Take Off
1.2.9.8.11.4.1. A/C Off correction for Climb Limited Weight is 900 kg
1.2.9.8.11.4.2. Bleed Off RTOW = 58,960 + 900 = 60,860 KG
1.2.9.8.11.4.3. The dispatch can not be released for TOW 61,000 kgs
1.2.9.8.11.5. Improved Climb Notes
1.2.9.8.11.5.1. Maximum field length limited brake release weights are the field
length available for the amount of paved surface which may be
used to accelerate to the decision speed and either stop at the
end of the runway or climb to 35 ft. The field limited weight
does not account for clearway or stopway.
1.2.9.8.11.5.2. Maximum climb limited brake release weights are the weights
limited by second segment climb performance and do not account
for obstacles.
1.2.9.8.11.5.3. If the maximum brake release weight is limited by climb, the climb
performance limited weight may be increased by use of improved
climb technique. This increase in climb weight is obtained by
utilizing the excess runway available to accelerate to higher
takeoff speeds thereby achieving higher gradient capability.
1.2.9.8.11.5.4. The improved climb weight is the normal climb weight plus the
climb weight improvement.
1.2.9.8.11.5.5. Apply the associated takeoff speed increments to the normal
speeds for the improved climb weight. Brake Energy Limit VMBE
should be checked.
1.2.9.8.11.6. Improved Climb Take Off
1.2.9.8.11.6.1. Find ∆ Field Length = field length limited - climb limited =
69,700 – 59,200 = 10,500 kg
1.2.9.8.11.6.2. Enter to Improved Climb Field Length Limit Chart on FPPM

1.2.9.8.11.6.3. Find Improved Climb Limit Weight
1.2.9.8.11.6.3.1. ∆ Field Length = 69,700 – 59,200 = 10,500 kg
1.2.9.8.11.6.3.2. Climb Weight Improvement = 3,800 kg
1.2.9.8.11.6.3.3. Improved Climb Limit Weight = 59,200 + 3,800 = 63,000 kg
1.2.9.8.11.6.3.4. TOW 61,000 kg may be perform with improved climb
technique

1.2.9.8.11.7.1. The Improved Climb V speeds are derived from normal CLB Limit of
59,200 kg plus V1, VR, V2 increment.
1.2.9.8.11.7.2. Find V speed increment from chart, in this case we use 2,800 kg
(instead of maximum 3,800 kg) in order to get 1,000 kg margin for
climb limit and not using all runway length
V1 = + 9 kt
VR = + 12 kt
V2 = + 12 kt
1.2.9.8.11.7.3. Improved Climb V speed
V1 = 142 + 9 = 151 kt
VR = 147 + 12 = 159 kt
V2 = 154 + 12 = 166 kt
1.2.9.8.11.7.4. Check V1, VR, V2 do not exceed VMBE Speed Limit of 173 kt

1.2.9.9. FMC updating
1.2.9.9.1. Set the FMS-CDU – PERF INIT
1.2.9.9.1.1. Ensure the Fuel Load is correct
1.2.9.9.1.2. Enter actual ZFW and CRZ CG% = (MACTOW+MACLAW)/2
1.2.9.9.2. Set the FMS-CDU – TAKEOFF
1.2.9.9.2.1. Enter Assume Temperature
1.2.9.9.2.2. Verify MACTOW, takeoff speed and flap settings
1.2.9.9.2.3. Verify - PRE FLIGHT COMPLETE
1.2.9.10. Conduct Takeoff Briefing
1.2.9.10.1. Brief the type of takeoff (Full, ATM or Derated)
1.2.9.10.2. Brief the takeoff speed (V1, VR, V2, V2+15, VF0)
1.2.9.10.3. Brief the immediate or accelerate turn after takeoff & initial heading
1.2.9.10.4. Brief the assigned altitude v.s. MSA/MEA/GMORA
1.2.9.10.5. Brief the Special Engine Out Procedures v.s. SID/ATC Clearance
1.2.10. Perform Before Start Procedure
1.2.10.1. Communicate as necessary with ground maintenance
1.2.10.1.1. Ensure All Cargo Doors are closed and no light
1.2.10.1.2. Prepare Ground Support as needed for starting
1.2.10.1.3. Ensure Tow bar and Pushback Car are ready
1.2.10.1.4. Advise ground crew to remove Air Conditioning Car to avoid pressure
bump before Flight Attendants close the entry door (as applicable)
1.2.10.2. Communicate as necessary with cabin and flight crew
1.2.10.2.1. Ensure Total Passengers Onboard and documents are complete
1.2.10.2.2. Ensure the Flight Deck Security Door is closed and locked
1.2.10.2.2.1. Ensure Flight Deck System Access Switch is NORMAL and guarded
1.2.10.2.2.2. Know that Flight crew must push and rotate the FLT DK DOOR
selector switch to UNLKD to allow entry into the flight deck.
1.2.10.2.2.3. Know Flight Deck Access System Operation
1.2.10.2.2.3.1. Pressing the company code then ENT begins a 30/60 second cycle
(the time can be adjusted by the customer)
1.2.10.2.2.3.2. Immediately, two aural alerts sound and the AMBER light indicate
the flight attendant entered correct entry code.
1.2.10.2.2.3.3. The AUTO UNLK light illuminates steady.
1.2.10.2.2.3.4. After 10/20 seconds, two more aural alerts sound.
1.2.10.2.2.3.5. After 20/40 seconds, one long steady tone provides the final aural
alert that the door is about to unlock.
1.2.10.2.2.3.6. The AUTO UNLK light flashes.
1.2.10.2.2.3.7. After 30/60 seconds, the final steady tone stops and the door
unlocks.
1.2.10.2.2.3.7.1. The flight crew can STILL intervene by momentarily selecting
DENY before the door unlocks.
1.2.10.2.2.3.7.2. Know that Flight Crew no need to push and turn the selector
switch rotates to the DENY position without resistance
1.2.10.2.2.3.7.3. DENY will cause the AUTO UNLK light to extinguish and the
red light illuminates on the emergency access panel.
1.2.10.2.2.3.7.4. The access panel is also disabled for a set time delay.
1.2.10.2.2.3.8. The green light illuminates and the door remains unlocked for 5
seconds.
1.2.10.2.2.3.9. After 5 seconds, the door locks, the green light extinguishes and
the red light illuminates.
30”/60” 5”
Cycle
1.2.10.2.3. Notify Flight Attendants “Doors closed, Arm Slide Bar and Cross check”
1.2.10.3. Flight deck door – Closed and locked
1.2.10.4. CDU display – Set
1.2.10.4.1. FMC-CDU (PF) Takeoff Page 1
1.2.10.4.2. FMC-CDU (PM) LEG page 1
1.2.10.5. Check N1 bugs
1.2.10.6. Set IAS bugs for V1, VR, V2, V2+15 and VF0, crosscheck on FMC INIT,
APPROACH page that V2 ≥ VREF 30+7 for actual gross weight
1.2.10.7. Set MCP
1.2.10.7.1. Ensure that V2 is set on MCP IAS window
1.2.10.7.2. Arm the Auto throttle
1.2.10.7.3. Set (PF) course for departure track and (PM) for airways tracking
1.2.10.7.4. Set Heading for magnetic runway bearing
1.2.10.7.5. Set bank angle selector to 15° for SID or 25° if require Immediate Turn
1.2.10.8. Verify Exterior doors are closed
1.2.10.9. Flight deck windows – Closed and locked
1.2.10.10. Set Fuel panel
1.2.10.11. Advise ground crew about to pressurize Hydraulic system (C) “Check
area for pressurize hydraulic”
1.2.10.12. Set Hydraulic Panel
1.2.10.13. ANTI COLLISION light switch – ON
1.2.10.14. Set Trim
1.2.10.14.1. Set Stab trim according accepted load sheet
1.2.10.14.2. Set Rudder trim to zero
1.2.10.14.3. Set Aileron trim to zero
1.2.10.15. Call (C) “BEFORE START Checklist”
1.2.10.16. Read (FO) Before Start Checklist
1.3. Perform Start/Backing Procedures
1.3.1. Comply with Company, DGAC and other applicable guidance and
regulations regarding start/backing operations
1.3.1.1. Know and comply with Engine Start and Taxi in FCOM/FCTM/SOP
1.3.1.2. Know and comply with ATC Airport guidance in the Company
Operations Manual
1.3.1.3. Know and comply with the Departure Procedures in the AIM/AIP
1.3.2. Perform Pushback Procedure
1.3.2.1. Receive interphone call from ground crew that cargo doors have been
checked and secured
1.3.2.2. Obtain (FO) Pushback/Start Clearance from ATC
1.3.2.3. Advise (C) pushback direction and sequence to ground crew according
clearance in standard communication procedures “Clear to pushback
heading …. After traffic …… passing”
1.3.2.4. When advised by ground crew to release park brakes OFF before
initiate pushback:
1.3.2.4.1. Set Park brake to OFF and verify red park brake light extinguish
1.3.2.4.2. Announce “Parking Brake OFF (RELEASED), Block Off time_:_”
1.3.2.5. When advised by ground crew to set park brake ON after pushback is
completed:
1.3.2.5.1. Set park brake to ON and verify red park brake light illuminate
1.3.2.5.2. Announce “Parking Brake is set”
1.3.3. Perform Engine Start Procedure (NP.21.29)
1.3.3.1. Advise start sequence on interphone (C) “Start #2 engine followed
by #1 engine”
1.3.3.2. Receive start clearance from ground crew on interphone
1.3.3.3. Call (C) “Engine Start Procedure”

1.3.3.4. Set (FO) Air Conditioning Packs to OFF and verify pneumatic pressure is
indicated within normal limits (min 30 psi - 0.5 psi every 1,000 ft)
1.3.3.5. Call (C) "Start #_ Engine" (then each successive engine)
1.3.3.5.1. (FO) Position Start switch to GND
1.3.3.5.2. (FO) Observe duct pressure decreasing
1.3.3.5.3. (FO) Verify start valve open light illuminate
1.3.3.5.4. (FO) Start timing for (maximum 2 minutes motoring)
1.3.3.6. Observe hydraulic pressure rising at approximately 10% N2
1.3.3.7. Acknowledge (C) N1 rotation from ground crew
1.3.3.8. Observe residual EGT decrease below 150°C before move engine start
lever to avoid hot start in extreme condition i.e. OAT 40°C
1.3.3.9. At 25% N2 » 5 % N1 and Oil Pressure » 5 Psi or maximum
motoring (N1 increase less 1% in approximately 5 second and
minimum 20% N2) position the ENGINE START LEVER to IDLE
1.3.3.9.1. MAKE SURE THE FUEL VALVE LIGHT GOES BRIGHT, THEN DIM
1.3.3.9.2. Observe fuel flow indication, IF THE FUEL FLOW IS MORE THAN 460 PPH
(209 KGPH) BEFORE LIGHTUP, A HOT START CAN OCCUR
1.3.3.10. Determine EGT rises within 10 seconds after selecting IDLE, or will
have ignition failure
1.3.3.10.1. After Fuel Flow rising within 2-3 second EGT increases immediately at
light up, not more than 725°C
1.3.3.10.2. YOU MUST BE PREPARED TO MOVE THE START LEVER TO THE CUTOFF
POSITION IF THE EGT INCREASES QUICKLY THRU 700° C.
1.3.3.11. Determine no stagnation or no decreases in N2/N1 RPM, or no failure to
reach stabilized idle within 60 seconds after initiating fuel flow
1.3.3.11.1. N2 & N1 RPM increases immediately from 25% N2 » 5% N1
1.3.3.11.2. Range for Fuel Flow during the start is 400-1100 PPH or 181-500 KGPH
1.3.3.11.3. Engine LOW OIL PRESSURE Warning Light - extinguish at or before 15.25
psi with increasing pressure
1.3.3.11.4. HYD PUMPS LOW PRESSURE Warning Light - extinguish
1.3.3.12. Make sure the starter is cutout at 46.3% N2 » 16% N1
1.3.3.12.1. Make sure the START VALVE OPEN light on the pilots' center instrument
panel (P2) goes off.
1.3.3.12.2. Make sure the ENGINE START switch moves from GRD to OFF.
1.3.3.13. If N2 rpm is more than 47% and the starter cutout did not occurred,
do these steps:
1.3.3.13.1. Manually turn the ENGINE START switch to OFF.
1.3.3.13.2. Make sure the START VALVE OPEN light extinguish.
1.3.3.14. Announce (C) “PEAK EGT __°C, ENGINE STABILIZED” after EGT roll
back and reach stabilized idle, for abnormal starts refer to task 1.3.4.
1.3.3.15. Verify that engine is stabilized before start the other engine
STABILIZED IDLE VALUE (AMM 71C page 119)
N1 RPM approximately 21.5%
EGT range 450-650°C + up to 60°C
N2 RPM approximately 60%
Fuel Flow range 250-430 KGPH or 550-950 PPH
OIL PRESS - 13 to 35 psi
VIB (Vibration) - Less than 4.0 units
HYD SYS PRESS A and B - Stable between 2925-3100 psi
1.3.3.16. Advise ground crew (C) “#2 Engine stabilized, Start #1 Engine”.
1.3.3.17. Repeat start sequence for all successive engines
1.3.3.18. Advise ground crew after start is completed (C) “Both engine
stabilize, remove equipment and give hand signal from
right/left side”.

1.3.4. Abort Engine Start {as applicable}
1.3.4.1. Know that require decision to abort engine start
1.3.4.1.1. No N1 or N2 rotation before Start Lever is raised to IDLE.
1.3.4.1.1.1. If no N1 rotation after N2 rotation indicated engine damaged. If no N1
rotation indication on instrument but N1 rotation is confirmed by
ground engineer, start may be continued.
1.3.4.1.1.2. If no N2 rotation may cause by Starter Valve does not open (no bleed
air, valve stuck closed or blocked)
1.3.4.1.2. No increase in EGT, within 10 seconds on the ground or 30 seconds in
flight, after the Engine Start Lever is raised to IDLE.
1.3.4.1.2.1. If no Fuel Flow increase indicated fuel supply problem
1.3.4.1.2.2. If Fuel Flow increase but not light up indicated igniter problem
1.3.4.1.3. No increase or a very slow increase in N1 or N2 after EGT indication.
1.3.4.1.3.1. The engine light up but engine speed does not increase (Hung Start)
1.3.4.1.3.2. N2 less than 32% rpm caused by low air pressure
1.3.4.1.4. EGT rapidly approaching or exceeding the start limit (Hot Start)
1.3.4.1.4.1. The engine light up but EGT increase rapidly thru 700° C
1.3.4.1.4.2. Initial Fuel Flow > 209 KGPH or 460 PPH before light up
1.3.4.1.4.3. When ASAS start flashing at 650° C immediately move ENGINE
START LEVER to cutoff, the peak EGT will not exceed 725°C
1.3.4.1.5. There is no oil pressure indication (less than 13 Psi) or LOW OIL PRESS
light illuminate by the time that the engine is stable at idle
1.3.4.2. Execute Abort Engine Start
1.3.4.2.1. Call (C) “Aborted Engine Start Memory Item”
1.3.4.2.2. Position then announce (C) ENGINE START LEVER switch to CUTOFF
1.3.4.2.3. Call (C) “Memory Item Completed, QRH. ABORTED ENG START. NNC”
1.3.4.2.4. Perform (FO) QRH. ABORTED ENGINE START NNC
Condition: During a ground start, an abort engine start condition occurs.
1.3.4.2.4.1. Engine start lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
1.3.4.2.4.2. Check if Engine Start switch position in GND

Motor the engine for 60 seconds and start timing
1.3.4.2.4.2.1. ENGINE START switch. . . . . . . . . . . . . . . . . . . . . . .OFF
1.3.4.2.4.3. Check if Engine Start switch position in OFF

1.3.4.2.4.3.1. After N2 decreases below 20%
1.3.4.2.4.3.1.1. ENGINE START switch . . . . . . . . . . . . . . . . . . . GRD
Motor the engine for 60 seconds
1.3.4.2.4.3.1.2. ENGINE START switch. . . . . . . . . . . . . . . . . . . .OFF
1.3.4.2.5. Observe Starter Duty Cycle: 2 min GRD 20 sec OFF, 2 min GRD 3 min OFF
1.3.4.3. Know that require a decision to Abort Engine Start when:
1.3.4.3.1. Early Starter Cutout (less than 40% N2) to avoid hot start
1.3.4.3.2. START VALVE OPEN light remain illuminate
1.3.4.3.3. Engine Tailpipe Fire Memory Item?
1.3.4.3.4. APU or GPU Electrical Failure during start
1.3.4.3.5. APU or GTC Bleed Air Failure during start, if N2 less than 20% RPM check
WING ANTI ICE VALVE OPEN illumination to ensure leakage
1.3.4.4. Know that during very strong tailwind or negative rotation of N1
require to delay engine start until pushback is completed in proper
direction to avoid possible hot start
1.3.4.5. Communicate with Dispatch and Maintenance after QRH. ABORTED
ENGINE START NNC is completed
1.3.4.6. Communicate with Cabin crew and passengers if require return to gate
for maintenance action
1.3.5. Perform Supplementary Engine Start {if applicable}
1.3.5.1. Starting with Ground Power Unit and Ground Air Source (APU INOP)
1.3.5.1.1. Advise start sequence and methods to ground crew on interphone (C)
“Start #1 Engine on the gate using GPU & GTC, then push back,
after push back is completed cross bleed start #2 Engine”
1.3.5.1.2. Call (C) “Supp Procedure Starting using Ground Air Source”
1.3.5.1.3. Perform (FO) Supp Procedure Starting Engine using Ground Air Source
1.3.5.1.3.1. Engine No. 1 must be started first. When cleared to start:
1.3.5.1.3.2. Air Conditioning Packs ..................................................... OFF
1.3.5.1.3.3. APU BLEED air switch................................................... OFF
1.3.5.1.4. Advise ground crew to supply air pressure up to 40 psi for engine start on
interphone (C) “Increase air pressure for Start #1 engine”
1.3.5.1.5. Receive start clearance from ground crew on interphone
1.3.5.1.6. Call (C) "Start #1 Engine" accomplish Use normal start procedures
1.3.5.1.6.1. ENGINE START Switch #1 ......................................... GRD
WARNING: To minimize the hazard to ground personnel, the external air
should be disconnected, and engine No. 2 started using the Engine Cross
bleed Start procedure
1.3.5.1.6.2. After engine#1 has stabilized
1.3.5.1.6.2.1. Advise ground crew to remove GTC (C) “Disconnect GTC”
1.3.5.1.6.2.2. GENERATOR #1 ……………………………………………………………… ON
1.3.5.1.6.2.3. GROUND POWER Switch ……………….……………………………… OFF
1.3.5.1.6.2.4. Advise ground crew to remove GPU (C) “Disconnect GPU”
1.3.5.1.7. Obtain Pushback Clearance from ATC
1.3.5.1.8. Advise pushback direction to ground crew “Clear pushback heading ….”
1.3.5.2. Engine Cross bleed Start
1.3.5.2.1. Know that no requirement to obtain ATC Clearance for cross bleed start
1.3.5.2.2. When advised by ground crew to set park brake ON after pushback is
completed:
1.3.5.2.2.1. Set park brake to ON and verify red park brake light illuminate
1.3.5.2.2.2. Announce (C) “Parking Brake is set”
1.3.5.2.3. Advise cross bleed start on interphone (C) “Check area for cross bleed
Start #2 engine”
1.3.5.2.5. Prior to using this procedure, ensure that approximately 300 m the area to
the rear is clear
1.3.5.2.6. Call (C) “Cross bleed Start Supplementary Procedure”
1.3.5.2.7. Perform (FO) Cross bleed Start Supplementary Procedure
1.3.5.2.7.1. Engine BLEED air switches....................................................... ON
1.3.5.2.7.2. APU BLEED air switch .........................................................OFF
1.3.5.2.7.3. PACK switches .......................................................................OFF
1.3.5.2.7.4. ISOLATION VALVE switch ………...............................................AUTO
Ensures bleed air supply for engine start.
1.3.5.2.7.5. Engine thrust lever (operating engine) ...............Advance thrust lever
1.3.5.2.7.5.1. Know that advance thrust lever up to 30% N1 (regulated by 9th
high stage valve) will provide 32 ± 6 psi duct pressure
1.3.5.2.7.5.2. Know that require to advance thrust lever up to 51% N1
(unregulated 5th stage pressure) to provide 32 PSI duct pressure
(regulated 5th stage pressure) to provide 42 ± 8 PSI duct pressure
1.3.5.2.7.6. Non–operating engine ..........................................................Start
Use normal start procedures with cross bleed air.
After starter cutout, adjust thrust on both engines, as required.

1.3.5.3. Battery Start (APU INOP and ground air available)
1.3.5.3.1. Brief start sequence and methods to ground crew (C) “Start #1 Engine on
the gate using BATTERY & GTC, cross bleed start #2 Engine”
1.3.5.3.2. Brief hand signal as applicable
1.3.5.3.3. Call (C) “Supplementary Procedure Battery Start”
1.3.5.3.4. Read (FO) Supplementary Procedure Battery Start
1.3.5.3.4.1. Maintenance documents...................................................... Check
1.3.5.3.4.2. FLIGHT DECK ACCESS SYSTEM switch......................... Guard closed
1.3.5.3.4.3. BATTERY switch........................................................ Guard closed
1.3.5.3.4.4. ELECTRIC HYDRAULIC PUMPS switches..................................... OFF
1.3.5.3.4.5. LANDING GEAR lever................................................................DN
Verify that the green landing gear indicator lights are illuminated.
Verify that the red landing gear indicator lights are extinguished.
1.3.5.3.4.6. Weather radar........................................................................ Off
1.3.5.3.4.7. Emergency equipment......................................................... Check
Fire extinguisher - Checked and stowed
Crash axe - Stowed
Escape ropes - Stowed
Other needed equipment - Checked and stowed.
1.3.5.3.4.8. Flight recorder switch................................................ Guard closed
1.3.5.3.4.9. Circuit breakers.................................................................. Check
1.3.5.3.4.10. Crew oxygen valve................................................................Open
Accomplish the Interior and Exterior Inspection if required,
except for items requiring electrical or hydraulic power.
Accomplish the following Preflight Procedure - First Officer

Items:
1.3.5.3.4.11. Overheat and fire protection panel.........................................Check
TEST switch - Hold to FAULT/INOP
TEST switch - Hold to OVHT/FIRE
EXTINGUISHER TEST switch - Check
1.3.5.3.4.12. APU switch (bleed air source, if available).............................. START
On the captain's command, the first officer reads and the

captain does the following items:
1.3.5.3.4.13. Oxygen................................................................... Test and set
1.3.5.3.4.14. Standby power.......................................................................BAT
1.3.5.3.4.15. GALLEY power...........ON (GEN#1-GALLEY#1#2 & GEN#2-GALLEY#3)
1.3.5.3.4.16. EMERGENCY EXIT LIGHTS switch................................ Guard closed
1.3.5.3.4.17. Passenger signs..................................................................... Set
1.3.5.3.4.18. HYDRAULIC PUMP switches......................ON (GEN#2-A & GEN#1-B)
1.3.5.3.4.19. Air conditioning panel............................................................. Set
PACK switches - One switch AUTO or HIGH, one switch OFF
Engine BLEED air switches - ON
APU BLEED air switch - OFF
1.3.5.3.4.20. Cabin pressurization panel...................................................... Set
FLIGHT ALTITUDE indicator - Cruise altitude
LANDING ALTITUDE indicator - Destination field elevation
CABIN rate selector - Index
CABIN ALTITUDE indicator - 200 feet below destination field
elevation
FLT/GRD switch - GRD
Pressurization mode selector – AUTO
1.3.5.3.4.21. Parking brake.........................................................................Set
Note: The wheels should be chocked in case the brake pressure
has bled down.
1.3.5.3.4.22. Papers..............................................................................Aboard
When cleared for Engine Start, do the following:

1.3.5.3.4.23. Air conditioning PACK switches............................................... OFF
1.3.5.3.4.24. ANTICOLLISION light switch ....................................................ON
1.3.5.3.4.25. Ignition select switch...........................................IGN-R (STBY-AC)

Engine Start
1.3.5.3.4.26. Engine No. 1 start...................................................... Accomplish
Only N1 (BAT), N2 (STBY DC), EGT (STBY DC) and fuel flow
(BAT) indications are displayed
1.3.5.3.4.27. Know that during battery start, the engine will stabilize at high idle
(N1 32%; EGT 650 °C; N2 72%; FF 450 KGPH) and go to low idle
after the operating generator is selected ON bus
1.3.5.3.4.28. Generator 1 switch..................................................................ON
1.3.5.3.4.29. IRS mode selectors ................................................OFF, then NAV
Verify that the ON DC lights illuminate, then extinguish.
Verify that the ALIGN lights are illuminated.
1.3.5.3.4.30. FMC/CDU............................................................ Set IRS position
WARNING:
If engine No. 1 was started using a ground air source, to minimize the
hazard to ground personnel, the external air should be disconnected and
start No. 2 engine using the Engine Cross bleed Start procedure.
1.3.5.3.5. Advise cross bleed start on interphone (C) “Check area for cross bleed
Start #2 engine”
1.3.5.3.7. Prior to using this procedure, ensure that approximately 300 m the area to
the rear is clear
1.3.5.3.8. Call (C) “Cross bleed Start Supplementary Procedure”
1.3.5.3.9. Perform (FO) Cross bleed Start Supplementary Procedure
1.3.5.3.9.1. Engine BLEED air switches....................................................... ON
1.3.5.3.9.2. APU BLEED air switch .........................................................OFF
1.3.5.3.9.3. PACK switches .......................................................................OFF
1.3.5.3.9.4. ISOLATION VALVE switch ………...............................................AUTO
Ensures bleed air supply for engine start.
1.3.5.3.9.5. Engine thrust lever (operating engine) ...............Advance thrust lever
1.3.5.3.9.5.1. Know that advance thrust lever up to 30% N1 (regulated by 9th
high stage valve) will provide 32 ± 6 psi duct pressure
(unregulated 5th stage pressure) to provide 32 PSI duct pressure
1.3.5.3.9.6. Engine No. 2 start....................................................... Accomplish
1.3.5.3.9.7. Generator 2 switch..................................................................ON
Complete the Preliminary Preflight Procedure - Captain or First

Officer by doing the following items:
1.3.5.3.9.8. SERVICE INTERPHONE switch................................................. OFF
1.3.5.3.9.9. ENGINE panel.........................................................................Set
Verify that the REVERSER lights are extinguished.
PMC switches – ON
Verify that the INOP lights are extinguished.
Verify that the LOW IDLE light is extinguished.
1.3.5.3.9.10. Oxygen panel....................................................................... Set
CREW OXYGEN pressure indicator - Check
Verify that the pressure meets dispatch requirements.
Note: PASSENGER OXYGEN switch activation causes deployment
of the passenger oxygen masks.
PASSENGER OXYGEN switch - Guard closed
Verify that the PASS OXY ON light is extinguished.
1.3.5.3.9.11. Manual gear extension access door..................................... Closed
Accomplish the CDU Preflight Procedure, Preflight Procedure –

First Officer and Preflight Procedure - Captain to ensure that
the flight deck preparation is complete.
1.3.5.3.9.12. BEFORE TAXI checklist .................................................Accomplish
1.3.5.3.9.13. IRS alignment................................................................Complete
The airplane is ready for taxi. Refer to the normal checklists

for subsequent checks.

1.4. Perform Pre Departure-Taxi Procedures
regarding pre-departure-taxi operations
1.4.1.1. Know and comply with Taxi Flight Operations guidance in Standard
Operations Manual
1.4.1.2. Know and comply with ATC Airport Operations guidance in the AIM/AIP
1.4.1.3. Know and comply with the Departure Procedures in the AIM/AIP
1.4.2. Perform Before Taxi Procedures
1.4.2.1. Set Generators on bus and verify GEN OFF BUS lights are extinguished
1.4.2.2. Set Probe Heat & anti-ice systems as appropriate
1.4.2.3. Set the Hydraulic pumps to ON
1.4.2.4. Set the Air-conditioning system, start 1 min timing for APU no load
1.4.2.5. Set Pressurization system to FLT
1.4.2.6. Set Engine Start Switches to Continuous
1.4.2.7. Check Engine Start Lever to IDLE
1.4.2.8. Receive hand signal from ground crew on the right/left side as
applicable and verify lockout-pin has been removed
1.4.2.9. Set flaps for take off, Calls(C) “Flaps 5°”
1.4.2.9.1. Verify that the TE FLAPS indicator is agree with TE FLAPS Lever
1.4.2.9.2. Verify that the LE FLAPS EXT light in centre instrument panel is illuminated
1.4.2.9.3. Verify that LE DEVICES annunciator in AFT OVHD panel indicate properly
1.4.2.9.3.1. LE FLAPS (1, 2, 3 & 4) indicate green light
1.4.2.9.3.2. Corresponding LE SLAT in intermediate EXT position with flap 1, 2 or 5
1.4.2.9.3.3. Corresponding LE SLAT in FULL EXT as flaps extend beyond flaps 5
1.4.2.10. Check Flight Control
1.4.2.10.1. Check aileron freedom of movement
1.4.2.10.2. Check elevator freedom of movement
1.4.2.10.3. Check rudder freedom of movement (2-3 seconds on each direction)
1.4.2.11. Recall the Master Caution for messages
1.4.2.12. Call (C) “Before Taxi Checklist”
1.4.2.13. Perform (FO) Before Taxi Checklist
1.4.3. Perform Taxi
1.4.3.1. Obtain taxi clearance and sequence
1.4.3.2. Notice taxi routing and review airport chart to prevent incursion
1.4.3.3. Set the taxi lights to ON
1.4.3.4. Set the runway turnoff lights to ON at night
1.4.3.5. Set dome white lights to OFF
1.4.3.6. Set the wheel well lights & wing inspection lights to OFF
1.4.3.7. Shutdown the APU upon 1 minute operation without load (prior to shut
down the APU verify GEN OFF BUS lights have been extinguished)
1.4.3.8. Apply limited thrust to move the airplane initially up to 40% N1 until
reach taxi speed, then reduce to idle
1.4.3.9. Use approximately 10 knots for turning, approximately 20 knots for
normal taxi speed, on long straight taxi speeds up to 30 knots
1.4.3.10. Steer airplane as desired to follow the yellow taxi line
1.4.3.11. Know Flight Deck Perspective as state on FCTM
1.4.3.12. Know aircraft for turning maneuver requirement:
1.4.3.12.1. Tail swing arc requires 68 ft » 20.73 m (7 ft » 2.31 m from nose)
1.4.3.12.2. Wingtip swing arc requires 62 ft » 18.89 m (1 ft » 0.33 m from nose)
1.4.3.12.3. Nose swing arc requires 61 ft » 18.59 m
1.4.3.13. Know aircraft gear position:
1.4.3.13.1. The main gear (52 ft » 15.9 m from pilot seat) are located behind
1.4.3.13.2. The nose wheels (5 ft » 1.5 m from pilot seat), which causes them to
track inside the nose wheels during turns

1.4.3.14. Know that Brake Energy is required 1.0 million foot pound for each
taxi mile (1609 m)
1.4.3.15. Receive interphone call from FA-1 that ready for takeoff
1.4.4. Conduct Additional Takeoff Briefing
1.4.4.1. Brief the Runway change; set RWY on FMC & set RWY bearing on MCP
1.4.4.2. Brief the latest Wind Condition; look out to the windshock
1.4.4.3. Brief the SID change; set SID on FMC
1.4.4.4. Brief the assign Heading; pre select assign HDG on MCP
1.4.4.5. Brief the Initial Altitude clearance; pre select ALT on MCP
1.4.4.6. Brief the Amended ATC Clearance
1.4.5. Perform Before Takeoff Procedures – Line Up Position
1.4.5.1. Verify an increase in engine oil temperature before takeoff
1.4.5.2. Engine warm up recommendations to run the engines at near idle
for at least 2 minutes prior set to takeoff thrust
1.4.5.3. Do Before Takeoff Procedures
1.4.5.3.1. Set flaps for take off
1.4.5.3.2. Set stabilizer trim for take off
1.4.5.3.3. Secure Cabin (FO) “Flight Attendant Takeoff Station” (allow sufficient
time for FA to do 1 minute Silence Review)
1.4.5.3.4. Set Weather Radar display for PF
1.4.5.3.4.1. GAIN control to CAL.
1.4.5.3.4.2. TILT control – zero
1.4.5.3.4.3. Press STAB pushbutton in.
1.4.5.3.4.4. IDNT pushbutton - not depressed
1.4.5.3.4.5. Mode select to WX or MAP
1.4.5.3.4.6. WXR power switch – ON
1.4.5.3.4.7. Set Weather Radar (WXR) Display Select Switch to ON for PF
1.4.5.3.4.8. Set TILT 5° Up prior departure
1.4.5.3.4.9. Set GAIN control as needed prior departure
1.4.5.3.5. Set Terrain Display TERR select switch to ON for PM
1.4.5.3.5.1. Know that Terrain within 400 feet of nearest airport runway elevation
does not show
1.4.5.3.5.2. Know the color of the elevation display corresponds to the color of the
terrain display
1.4.5.3.5.2.1. 16% Green – terrain/obstacle that is between than 2,000 and
1,000 ft below airplane altitude
1.4.5.3.5.2.2. 50% Green – terrain/obstacle that is more than 500 ft below
airplane altitude
1.4.5.3.5.2.3. 25% Yellow – terrain/obstacle that is between 500 ft below
(250 ft with gear down) and 1,000 ft above airplane altitude
1.4.5.3.5.2.4. 50% Yellow – terrain/obstacle that is between 1,000 ft and
2,000 ft above airplane altitude
1.4.5.3.5.2.5. 50% Red – terrain/obstacle that is more than 2,000 ft above
airplane altitude
1.4.5.3.6. Call (C) “Before Take off Checklist” prior entering runway (when clear
for line up/backtrack or sequence number 1 for departure)
1.4.5.3.7. Read (PM) Before Take off Checklist
1.4.5.4. Set the transponder (squawk number, above, range 6 nm)
1.4.5.5. Set the transponder to TA/RA to observe final traffic
1.4.5.5.1. Know that Increase Descent RAs are inhibited below 1450 feet AGL
while descending and 1650 feet AGL while ascending
1.4.5.5.2. Know that all RAs are inhibited TA ONLY below 900 feet AGL while
descending and 1100 feet AGL while ascending
1.4.5.5.3. Know that Aural Warning are inhibited below 400 feet radio altitude on
approach and 600 feet radio altitude on departure
1.4.5.6. Check final approach for landing aircraft prior to enter the active
runway for takeoff

1.4.5.7. Turn strobe lights ON (as installed)
1.4.5.8. Operate the aircraft so as to align the airplane on the runway centerline
in the appropriate takeoff position
1.4.5.9. Know using techniques a Hammerhead Turnaround when operating
on runways less than 148 feet (45m) in width
1. Align airplane near

runway edge
6. When turn completion is assured

and main gear are on the runway
centerline, steer toward runway
2. After entering the centerline
turnaround, turn to align
airplane near opposite 3. Steer to place the nose wheels
side of circular near edge of the taxi surface
turnaround
4. When abeam center of the
turnaround, stop airplane, apply
5. Start TURN when abeam RWY Centerline,
full steering wheel, than add
Light intermittent braking on the inside
thrust outboard side to
brakes as needed
maintain 5-10 knots during turn
1.4.5.10. Turn taxi lights OFF Steer to corner of turning area

1.4.5.11. Note the taxi fuel when no guide line
1.4.5.12. Obtain ATC Takeoff Clearance
1.4.6. Perform Final Items
1.4.6.1. Verify Autobrake set to RTO
1.4.6.2. Verify AIR-COND Packs (ENG BLEED OFF/ON) set appropriately
1.4.6.3. Verify Transponder code set appropriately
1.4.6.4. Verify Weather Radar (PF) and Terrain (PM) set appropriately
1.4.6.5. Verify no "out-of-limits" ice buildup on wings
1.4.6.6. Obtain surface wind condition from the windsock
1.4.6.6.1. Know the takeoff procedures for crosswind condition
1.4.6.6.1.1. Maintain wings level during the takeoff roll by applying control wheel
displacement into the wind.
1.4.6.6.1.2. During rotation continue to apply control wheel in the displaced position
to keep the wings level during liftoff.
1.4.6.6.1.3. A slow, smooth recovery from this sideslip is accomplished after liftoff
by slowly neutralizing the control wheel and rudder pedals.
1.4.6.6.2. Know that require to face aircraft into the wind in case RTO due to engine
fire and evacuation is needed
1.4.6.7. Know that Takeoff Warning (an intermittent warning horn) sounds if
either or both forward thrust levers are advanced for takeoff and:
1.4.6.7.1. Trailing edge flaps are not in the flaps 5 through 15 takeoff range, or
1.4.6.7.2. Leading edge devices (1 & 4) are not configured for takeoff, or
1.4.6.7.3. The SPEED BRAKE lever is not in the DOWN position, or
1.4.6.7.4. The Parking Brake is set, or
1.4.6.7.5. The Stabilizer Trim is not set in the takeoff range.
1.4.6.8. Know that engine Oil Pressure in yellow band when takeoff thrust is
applied, maybe require RTO.
1.4.6.9. Captain Hand over control to First Officer (as PF) by calling “Your
brake and You have control”
1.4.6.10. FO (as PF) take over control by calling “My brake and I have
control”
1.4.6.11. Reset the chronograph (PF) prepare for 5 min takeoff thrust time limit

1.4.6.12. Windshear Avoidance,Precaution and Recovery
1.4.6.12.1. Avoidance – The flight crew should search for any clues to the presence of
windshear along the intended flight path. Presence of windshear may be
indicated by:
1.4.6.12.1.1. Thunderstorm activity
1.4.6.12.1.2. Virga (rain that evaporates before reaching the ground)
1.4.6.12.1.3. Pilot reports
1.4.6.12.1.4. Low level windshear alerting system (LLWAS) warnings.
Note: Stay clear of thunderstorm cells and heavy precipitation and
areas of known windshear. If the presence of windshear is confirmed,
delay takeoff or do not continue an approach.
1.4.6.12.2. Precautions - If windshear is suspected, be especially alert to any of the
danger signals and be prepared for the possibility of an inadvertent
encounter. The following precautionary actions are recommended if
windshear is suspected prior Takeoff:
1.4.6.12.2.1. Use maximum takeoff thrust instead of reduced thrust
1.4.6.12.2.2. For optimum takeoff performance, use flaps 5, 10 or 15 unless limited
by obstacle clearance and/or climb gradient
1.4.6.12.2.3. Use the longest suitable runway provided it is clear of areas of known
windshear
1.4.6.12.2.4. Consider increasing Vr speed to the performance limited gross
weight rotation speed, not to exceed actual gross weight Vr + 20
knots. Set V speeds for the actual gross weight. Rotate at the
adjusted (higher) rotation speed. This increased rotation speed results
in an increased stall margin and meets takeoff performance
requirements. If windshear is encountered at or beyond the actual
gross weight Vr, do not attempt to accelerate to the increased Vr but
rotate without hesitation
1.4.6.12.2.5. Be alert for any airspeed fluctuations during takeoff and initial climb.
Such fluctuations may be the first indication of windshear
1.4.6.12.2.6. Know the all–engine initial climb pitch attitude. Rotate at the normal
rate to this attitude for all non–engine failure takeoffs. Minimize
reductions from the initial climb pitch attitude until terrain and
obstruction clearance is assured, unless stick shaker activates
1.4.6.12.2.7. Crew coordination and awareness are very important. Develop an
awareness of normal values of airspeed, attitude, vertical speed, and
airspeed build–up. Closely monitor vertical flight path instruments such
as vertical speed and altimeters. The pilot monitoring should be
especially aware of vertical flight path instruments and call out any
deviations from normal
1.4.6.12.2.8. Should airspeed fall below the trim airspeed, unusual control column
forces may be required to maintain the desired pitch attitude. Stick
shaker must be respected at all times.
1.4.6.12.2.9. Do not change flap or gear configuration until windshear is no longer a
factor
1.4.6.12.2.9.1. Monitor vertical speed and altitude
1.4.6.12.2.9.2. Do not attempt to regain speed and altitude lost
1.4.6.12.2.10. Maximum thrust can be obtained by advancing the thrust levers to the
takeoff or go-around limit.
1.4.6.12.3. Windshear encountered during takeoff roll:
1.4.6.12.3.1. If windshear is encountered prior to V1, there may not be sufficient
runway remaining to stop if an RTO is initiated at V1. At VR, rotate at a
normal rate toward a 15 degree pitch attitude. Once airborne, perform
the Windshear Escape Maneuver.
1.4.6.12.3.2. If windshear is encountered near the normal rotation speed and
airspeed suddenly decreases, there may not be sufficient runway left to
accelerate back to normal takeoff speed. If there is insufficient runway
left to stop, initiate a normal rotation at least 2,000 feet before the end
of the runway, even if airspeed is low. Higher than normal attitudes
may be required to lift off in the remaining runway. Ensure maximum
thrust is set.

1.4.6.12.4. Windshear encountered in flight perform the Windshear Escape Maneuver.
The following are indications the airplane is in windshear:
1.4.6.12.4.1. "WINDSHEAR" warning or
1.4.6.12.4.2. Unacceptable flight path deviations are recognized as uncontrolled
changes from normal steady state flight conditions below 1000 feet
AGL, in excess of any of the following:
1.4.6.12.4.2.1. 15 knots indicated airspeed
1.4.6.12.4.2.2. 500 fpm vertical speed
1.4.6.12.4.2.3. 5° pitch attitude
1.4.6.12.4.2.4. 1 dot displacement from the glideslope
1.4.6.12.4.2.5. Unusual thrust lever position for a significant period of time.
1.4.6.12.5. Windshear Escape Maneuver
Pilot Flying Pilot Monitoring
MANUAL FLIGHT
ü Disconnect autopilot ü Assure maximum* thrust
ü Press either TO/GA switch ü Verify all required actions have been
ü Aggressively apply maximum* thrust completed and call out any omissions.
ü Disconnect autothrottle
ü Simultaneously roll wings level and
rotate toward an initial pitch attitude
of 15 ° ANU
ü Retract speedbrakes
ü Follow flight director TO/GA guidance
(if available).
AUTOMATIC FLIGHT
ü Press either TO/GA switch**
ü Verify TO/GA mode annunciation
ü Verify thrust advances to GA power
ü Retract speedbrakes
ü Monitor system performance***.
Ø Do not change flap or gear

configuration until windshear is no Ø Monitor vertical speed and altitude
longer a factor Ø Call out any trend toward terrain
Ø Monitor vertical speed and altitude contact, descending flight path, or
Ø Do not attempt to regain lost airspeed significant airspeed changes.
until windshear is nolonger a factor.
Note: Aft control column force increases as the airspeed decreases. In all cases, the
pitch attitude that results in intermittent stick shaker or initial buffet is the upper pitch
attitude limit. Flight at intermittent stick shaker may be required to obtain a positive
terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and
stall.
Note: *Maximum thrust can be obtained by advancing the thrust levers to the takeoff
or go-around limit. If terrain contact is imminent, advance thrust levers full forward.
Note: ** If TO/GA is not available, disconnect autopilot and autothrottle and fly
manually.
WARNING: *** Severe windshear may exceed the performance of the AFDS.
The pilot flying must be prepared to disconnect
1.4.6.13. Determine after take off followed by acceleration or immediate turn as

required:
1.4.6.13.1. Take off followed by acceleration
1.4.6.13.1.1. The "Gross" Take-Off Flight Path COM 1.8.4.2 may be considered to
extend from lift-off to:
1.4.6.13.1.1.1. The point where a height of 1500 ft above the take-off surface is
reached, or (when higher)
1.4.6.13.1.1.2. The point where the transition from the take-off to the clean
configuration is completed and the speed for the compliance with
the "final take-off" climb requirement is reached.
1.4.6.13.1.2. Performs acceleration, flap retraction and turning is permitted (limit
bank angle 15° until V2+15 for takeoff flap setting)

1.4.6.13.1.3. Climb Requirements COM 1.8.
1.4.6.13.1.3.1. With the landing gear extended (1st segment) - In the
configuration existing along the one-engine-out gross take-off flight
path between lift-off and the point where the gear is fully retracted,
the steady climb gradient without ground effect shall be Positive for
two-engine aircraft
1.4.6.13.1.3.2. With the landing gear retracted (2nd segment) - In the
configuration existing along the one-engine-out gross take-off flight
path at the point where the gear is fully retracted, the steady climb
gradient without ground effect shall not be less than 2.4% for two-
engine aircraft (KIAS 164 » ROC 400 FPM)
1.4.6.13.1.3.3. When clear obstacle and minimum 1,500 AGL (4th segment)
- In the en-route configuration at the end of the one-engine-out
gross take-off flight path, the steady climb gradient shall not be
less than 1.2% for two-engine aircraft (KIAS 230 » ROC 300 FPM)
1.4.6.13.2. Immediate Turn After Takeoff (maintain takeoff flap to minimize radius)
1.4.6.13.2.1. Pilot should consider Obstacle clearance, Noise Abatement, Departure
Procedures (IMC or VMC), ATC assign heading to avoid traffic or Engine
Out Procedures
1.4.6.13.2.1.1. Preset assign heading (PM) on MCP HDG window and Select Bank
Angle Selector to 25° when Radar Heading for departure
1.4.6.13.2.1.2. Initiate the turn at the appropriate altitude (normally at least 500
feet AGL) and maintain V2 + 15 to V2 + 25 with takeoff flaps.
Note: A maximum bank angle of 30° is permitted at V2 + 15 knots
with takeoff flaps.
1.4.6.13.2.1.3. After completing the turn, and at or above acceleration height,
accelerate and retract flaps while climbing.
Note: The possibility of an engine failure along the departure track
must be considered. At TOW ≥ 58.5 ton OAT 33° C; N-1 is occurred at
5,000 ft AGL then acceleration to Vzf is not possible at level flight
1.4.6.13.2.2. The planned track may deviate from the extended runway center line to
avoid obstacle, provided the turn is not initiated before reaching a
height of 50 ft, and that the maximum bank thereafter does not exceed
15º. The planned bank angle must be accounted for in the performance
calculations.
1.4.6.13.2.3. Normally 500 feet as minimum turning height, but in specific cases
lower turning heights are given on the RTOLW.

Pilot Notes

Pilot Notes

Pilot Notes

2. PERFORM TAKEOFF
2.1. Comply With Company, DGAC and other applicable guidance and
regulations regarding takeoff operations
2.1.1. Know and comply with Takeoff and Climb Flight guidance in COM, FCOM, FCTM
and SOP
2.1.1.1. TAKEOFF WEATHER MINIMA (COM 4.6.1) Takeoff minima are
established in such a way that adequate outside visual reference can
reasonably be expected to exist when accelerating the aircraft to V1
and bringing it up to a stop, or continuing the ground roll and the
takeoff, under actual conditions equal to those specified in the
applicable takeoff weather minima
2.1.1.2. Takeoff minima should not be less than the applicable landing
minimum, unless a suitable Takeoff Alternate Airport is available and
which can be reached with the critical engine-out.
2.1.1.3. Takeoff Alternate Airport criteria as follow:
2.1.1.3.1. Not more than a distance equivalent to a flight time of one hour at the
single-engine cruise speed; and
2.1.1.3.2. The ceiling value in the weather report must be at least 200 feet above
the prescribed HAT for the approach system to be used.
2.1.1.3.3. The forecast visibility must be at least 400 m above the prescribed
visibility for the approach to be used.
2.1.1.3.4. The terrain and weather conditions en-route must be permit one engine
inoperative operation.
2.1.1.4. The minima are determined to ensure the visual guidance of the
aircraft during the takeoff run phase
Aircraft Other Runway
With HIRL and CL HIRL or CL
CAT lighting or marking
C RVR 250 m (200 m) RVR 300 m (250 m)
RVR/VIS 400 m
D RVR 250 m (200 m) RVR 400 m (250 m)
RVR in brackets apply only if TDZ RVR is supplemented by RVR reports at:
Mid runway for Aircraft CAT. B and C
Mid runway and rollout end for Aircraft CAT. D
Note:
1. Low visibility takeoff with RVR less than 400m requires:
 Suitable runway protection measures.
 Runway lighting and marking as normally prescribed for precision approach
runway.
 With low visibility takeoff, special consideration to be given to crosswind,
braking action, and runway contamination.
2. Takeoff minimum should be selected to ensure sufficient guidance to control
aircraft in case of:
 Discontinued takeoff due to adverse circumstances, or
 Continued takeoff after failure of the critical engine
3. Takeoff minima without specific runway marking and lighting should be at least 600
meter. Use visual clue e.g. runway intersection length in the airport diagram
4. Takeoff minima described above will be charted unless more restrictive State
minima are prescribed.
5. Company policy: When takeoff minima is not publish on approach chart, the
landing minima is applied as takeoff minima.
2.1.1.5. Operation Application
2.1.1.5.1. To commence a takeoff under conditions worse than stipulated in the
takeoff weather minima, is prohibited.
2.1.1.5.2. It remains PIC prerogative to delay a takeoff even if the visibility or RVR is
equal to or better than the published minima.
2.1.1.5.3. All factors such as crosswind, precipitation, runway contamination,
vehicular movements, fatigue, etc, shall be evaluated.

2.1.1.5.4. Moreover, the following conditions have to be met:
2.1.1.5.4.1. The visual range observed from the cockpit must be equal to or better
than the published takeoff visibility minimum.
2.1.1.5.4.2. When no RVR is given, a uniform atmosphere must exist without
sharp variations in visibility due to patches of fog.
2.1.2. Know and comply with the Departure Procedures guidance in the AIM/AIP
2.1.3. Departure Procedures Study DOC 8168 Part II
2.1.3.1. General
2.1.3.1.1. These procedures assume that all engines are operating. In order to ensure
acceptable clearance above obstacles during the departure phase,
instrument departure procedures may be published as specific routes to be
followed or as omnidirectional departures, together with procedure design
gradients and details of significant obstacles
2.1.3.1.2. Where obstacles cannot be cleared by the appropriate margin when the
aeroplane is flown on instruments, aerodrome operating minima are
established to permit visual flight clear of obstacles. Operator shall provide
RTOLW with acceleration altitude of 1,500 ft AGL is required for circuit VFR.
2.1.3.2. Establishment of a Departure Procedure
2.1.3.2.1. A departure procedure will be established for each runway where
instrument departures are expected to be used and will define a departure
procedure for the various categories of aircraft based on all-engines PDG
(procedure design gradient) of 3.3 per cent or an increased PDG if
required to achieve minimum obstacle clearance.
2.1.3.2.2. The procedures will assume that pilots will not compensate for wind effects
when being radar vectored; and will compensate for known or estimated
wind effects when flying departure routes which are expressed as tracks to
be made good.
2.1.3.3. OBSTACLE CLEARANCE
2.1.3.3.1. Obstacle clearance is a primary safety consideration in the development of
instrument departure procedures.
2.1.3.3.2. Unless otherwise promulgated, a PDG of 3.3 per cent is assumed. The PDG
is made up of:
2.1.3.3.2.1. 2.5 per cent gradient of obstacle identification surfaces or the
gradient based on the most critical obstacle penetrating these
surfaces, whichever is the higher gradient; and
2.1.3.3.2.2. 0.8 per cent increasing obstacle clearance.
2.1.3.3.3. Gradients published will be specified to an altitude / height after which the
minimum gradient of 3.3 per cent is considered to prevail.
2.1.3.3.4. The minimum obstacle clearance equals zero at the DER (departure end of
runway) and thereafter will increase by 0.8 per cent of the horizontal
distance in the direction of flight assuming a maximum divergence of 15˚.
2.1.3.3.5. In the turn initiation area and turn area, a minimum obstacle clearance of
90m (295 ft) is provided.
2.1.3.3.6. Pilots should not accept radar vectors during departure unless:
2.1.3.3.6.1. They are above the minimum altitude(s)/height(s) required to
maintain obstacle clearance in the event of engine failure. This relates
to engine failure between V1 and minimum sector altitude or the
end of the contingency procedure as appropriate; or
2.1.3.3.6.2. The departure route is non-critical with respect to obstacle clearance.
2.1.4. STRAIGHT DEPARTURES
2.1.4.1. A straight departure is one in which the initial departure track is within
15˚of the alignment of the runway centerline.
2.1.4.2. When obstacles exist affecting the departure route, procedure design
gradients greater than 3.3 per cent are promulgated to an altitude /
height after which the 3.3 per cent gradient is considered to prevail.
Gradients to a height of 60m (200 ft) or less, caused by close-in
obstacles, are not specified.

Area for Straight Departure with Track Guidance
2.1.5. TURNING DEPARTURES

2.1.5.1. When a departure route requires a turn of more than 15˚, a turning
area is constructed. Turns may be specified at an altitude / height, at a
fix, and at a facility. Straight flight is assumed until reaching an altitude
/ height of at least 120m (394 ft), above the elevation of the DER
2.1.5.2. No provision is made in this document for turning departures
requiring a turn below 120m (394 ft), above the elevation of the DER.
2.1.5.3. Where the location and/or height of obstacles precludes the
construction of turning departures which satisfy the minimum turn
height criterion, departure procedures should be developed on a local
basis in consultation with the operators concerned.
2.1.5.4. Speeds for Turning Departures in knots:
Aircraft Minimum Turning SID Maximum Turning SID
category Intermediate Missed App + 10% Final Missed App + 10%
C 160 16 176 240 24 264
D 185 19 204 265 27 292
2.1.5.5. Parameters of construction of the turning areas are based on the

following conditions:
2.1.5.5.1. Altitude:
2.1.5.5.1.1. Turn designated at an altitude/height: turn altitude/height;
2.1.5.5.1.2. Turn at a designated turning point: aerodrome elevation plus the
height based on a 10 per cent climb from the DER to the turning
point;
2.1.5.5.2. Temperature: ISA + 15˚C corresponding to altitude above;
2.1.5.5.3. Indicated airspeed: the speed tabulated for “final missed approach” in
Tables for the speed category for which the departure procedure is
designed, increased by 10 per cent to account for the increased aircraft
mass at departure (240+10%=264 KIAS). However, where operationally
required to avoid obstacles, reduced speeds as slow as the IAS tabulated
for “intermediate missed approach”, increased by 10 per cent may be used
(160+10%=176 KIAS), provided the procedure is annotated “Departure
turn limited to ______ km/h (kt) IAS maximum”.
Range of Max speeds for Range of Max speeds for

Aircraft Initial visual Final Missed Approach
V at
category Approach maneuvering Approach Inter-
speeds (circling) speeds Final
mediate
C 160/240 180 115/160 121/140 160 240
D 185/250 205 130/185 141/165 185 265

2.1.5.5.4. True air speed: the IAS adjusted for altitude and temperature;
2.1.5.5.5. Wind: maximum 95 per cent probability wind on an omnidirectional basis,
where statistical wind data are available. Where no wind data are available,
an omnidirectional 56 km/h (30 kt) is used;
2.1.5.5.6. Bank angle: 15˚average achieved;
2.1.5.5.7. Fix tolerance: as appropriate for the type of fix;
2.1.5.5.8. Flight Technical Tolerances: pilot reaction time 3 seconds and bank
establishment time 3 seconds (total 6 seconds; see Figure II-2-3);
2.1.5.5.9. Turn boundary: calculated as shown in PANS-OPS, Volume II Part III,
7.3.3 (not published herein); and
2.1.5.5.10. Secondary areas: secondary areas are specified when track guidance is
available.
2.1.5.6. When obstacles exist prohibiting the turn before DER or prior to
reaching an altitude/height, an earliest turn point or a minimum turning
altitude/height will be specified.
2.1.6. CONTINGENCY PROCEDURES
2.1.6.1. Development of contingency procedures, required to cover the case of
engine failure or an emergency in flight which occurs after V1 is the
responsibility of the operator, in accordance with Annex 6. Where
terrain and obstacles permit, the Standard Engine Out Procedures
should follow the normal departure route (SID).
2.1.6.2. When it is necessary to develop turning procedures to avoid an
obstacle which would have become limiting, then the Special Engine
Out Procedures should be detailed in the appropriate operator’s manual
(RTOLW). The point for start of turn in this procedure must be readily
identifiable by the pilot when flying under instrument conditions.
2.2. Assess takeoff environment
2.2.1. Evaluate weather conditions (i.e. Visibility, rain, thunderstorms, wind, Icing)
2.2.1.1. Evaluate visibility according Takeoff Minima, if no RVR information and
use visual clue e.g. runway intersection and runway lighting
2.2.1.2. Evaluate rain, thunderstorms and surface wind (ask Tower or check
wind shock) for windshear precaution condition
2.2.1.3. Evaluate Icing condition refer to Cold Weather Operation
Supplementary Procedures
2.2.2. Evaluate runway conditions (i.e. Ice/snow, standing water, debris, lighting)
2.2.2.1. A dry runway with water puddles covering more than 10% of the
runway must be considered wet and the corrections and limitations
for wet runways must be used.
2.2.2.2. Damp - when a runway is not perfectly dry, but the water on it does
not give a shiny appearance.
2.2.2.3. Wet - when a runway has a shiny appearance due to a thin layer of
water on it, but when this layer does not exceed 3 mm depth, not
leading to a risk of hydroplaning.
2.2.2.4. Standing water - is caused by heavy rainfall and/or insufficient
runway drainage. Its depth is more than 3 mm.
2.2.2.5. Slush - is water saturated with snows, which spatter when stepping
firmly on it, It is encountered at temperatures around 5°C and its
density is approximately 0.85 Kg/liter.
2.2.2.6. Wet snow – is a condition where, if compacted by hand, snow will
stick together and tend to form a snowball. Its density is approximately
0.2 Kg/liter.
2.2.2.7. Compacted snow – is a condition where snow has been compressed.
2.2.2.8. Icy – is a condition where the friction coefficient is 0.05 or below

2.2.3. Evaluate airfield conditions (i.e. obstructions, conflicting traffic, bird strike)
2.2.3.1. Evaluate surrounding obstruction or obstacles check on the airport
diagram for additional information adjust TODA & ASDA
2.2.3.1.1. Stopway is an area extending beyond the runway, meeting the following
requirements:
2.2.3.1.1.1. Not less in width than the runway it augments.
2.2.3.1.1.2. Designated by the airport authorities for use in decelerating the
aircraft during reject take-off.
2.2.3.1.1.3. Capable of supporting the aircraft during a rejected take-off without
inducing structural damage to the aircraft.
2.2.3.1.2. Clearway is an area extending beyond the runway with an upward slope
not in excess of 1.25% above which no ground or objects shall project,
meeting the following requirements:
2.2.3.1.2.1. Not less than 150 meters or 500 ft wide
2.2.3.1.2.2. The maximum length is 50% of the TORA
2.2.3.1.2.3. Under the control of the airport authorities
2.2.3.1.3. ASDA is the sum total of:
2.2.3.1.3.1. The distance required to accelerate the aircraft from a standing start
to V1 with all engines operating, and
2.2.3.1.3.2. The distance required to bring the A/C to a full stop from the speed V1
2.2.3.1.4. TODA is the sum total of:
2.2.3.1.4.1. The distance required to accelerate the aircraft from a standing start
to V1 with all engines operating, and
2.2.3.1.4.2. The distance required continuing the take-off and reach 35ft height
above the take-off surface, with failure of the critical engine at V1.
2.2.3.2. Evaluate traffic on the final area and as necessary use the TCAS prior
entering active runway for scanning traffic on final and takeoff area
2.2.3.3. Evaluate conflicting traffic on the departure area and wake turbulence
separation as well
2.2.3.4. Evaluate Bird strike possibility on the runway and takeoff area
2.2.4. Communicate with ATC to make adjustments to takeoff or departure
requirements based on surrounding conditions
2.2.5. Plan adjustments to takeoff and departure procedures in accordance with
surrounding environment
2.3. Noise Abatement Procedures
2.3.1. Operational Limitations, Noise abatement procedures in the form of reduced
power take-off should not be required in adverse operating conditions
such as:
2.3.1.1. When the runway surface conditions are adversely affected (i.e., snow,
slush, ice or water, or by mud, rubber, oil or other substances);
2.3.1.2. When the horizontal visibility is less than 1.9 km (1 NM);
2.3.1.3. When the crosswind component, including gusts, exceeds 15 kt;
2.3.1.4. When the tailwind component, including gusts, exceeds 5 kt; and
2.3.1.5. When wind shear has been reported or forecast or when thunderstorms
are expected to affect the approach or departure.
2.3.2. NOISE ABATEMENT DEPARTURE PROCEDURE 1 (NADP 1)
2.3.2.1. The noise abatement procedure is not to be initiated at less than 240 m
(800 ft) above aerodrome elevation.
2.3.2.2. The initial climbing speed to the noise abatement initiation point shall
not be less than V2 plus 20 km/h (V2 + 10 kt).
2.3.2.3. On reaching an altitude at or above 240 m (800 ft) above aerodrome
elevation, adjust and maintain engine power/thrust in accordance with
the noise abatement power/thrust schedule provided in the aircraft
operating manual.

2.3.2.4. Maintain a climb speed of V2 plus 20 to 40 km/h (V2 + 10 to 20 kt)
with flaps and slats in the take-off configuration.
2.3.2.5. At no more than an altitude equivalent to 900 m (3,000 ft) above
aerodrome elevation, while maintaining a positive rate of climb,
accelerate and retract flaps/slats on schedule.
2.3.2.6. At 900 m (3,000 ft) above aerodrome elevation, accelerate to enroute
climb speed.
Flap Retraction, Accelerate

to Enroute Climb Speed
900 m (3,000 ft)
Set Climb Thrust

V2 + 10 to 20
240 m (800 ft) kt
Takeoff Thrust
V2 + 10 to 20 kt
2.3.3. NOISE ABATEMENT DEPARTURE PROCEDURE 2 (NADP 2) adopted by Lion

2.3.3.1. The noise abatement procedure is not to be initiated at less than 240 m
(800 ft) above aerodrome elevation.
2.3.3.2. The initial climbing speed to the noise abatement initiation point is V2
plus 20 to 40 km/h (V2 + 10 to 20 kt).
2.3.3.3. On reaching an altitude equivalent to at least 240 m (800 ft) above
aerodrome elevation, decrease aircraft body angle/angle of pitch whilst
maintaining a positive rate of climb, accelerate towards VZF and either:
2.3.3.3.1. (N-0) Reduce power with the initiation of the first flap/slat retraction; or
2.3.3.3.2. (N-1) Reduce power after flap/slat retraction.
2.3.3.4. Maintain a positive rate of climb, and accelerate to and maintain a
climb speed of VZF + 20 to 40 km/h (VZF + 10 to 20 kt) to 900 m
(3,000 ft) above aerodrome elevation.
2.3.3.5. On reaching 900 m (3,000 ft) above aerodrome elevation, transition
to normal enroute climb speed.
Accelerate to
Enroute Climb Speed
900 m (3,000 ft)
Flap Retraction,
Accelerate Vzf + 10 to 20 kt
Set Climb Thrust
240 m (800 ft)
Takeoff Thrust
V2 + 10 to 20 kt
2.3.4. Noise Abatement Departure Procedure A (NADP A)

2.3.4.1. Take-off to 450 m (1,500 ft) above aerodrome elevation:
2.3.4.1.1. Take-off power
2.3.4.1.2. Take-off flap
2.3.4.1.3. Climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt) (or as limited by body
angle).
2.3.4.2. At 450 m (1,500 ft): reduce thrust to not less than climb
power/thrust.
2.3.4.3. At 450 m (1,500 ft) to 900 m (3,000 ft): climb at V2 + 20 to 40 km/h
(V2 + 10 to 20 kt).
2.3.4.4. At 900 m (3,000 ft): accelerate smoothly to enroute climb speed with
flap retraction on schedule.
Flap Retraction, Accelerate to

Enroute Climb Speed
900 m (3,000 ft)
Set Climb Thrust

V2 + 10 to 20 kt
450 m (1,500 ft)
Takeoff Thrust
V2 + 10 to 20 kt
2.3.5. Noise Abatement Departure Procedure B (NADP B)

2.3.5.1. Take-off to 300 m (1,000 ft) above aerodrome elevation:
2.3.5.1.1. Take-off power/thrust
2.3.5.1.2. Take-off flap
2.3.5.1.3. Climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt).
2.3.5.2. At 300 m (1,000 ft)
2.3.5.2.1. Maintaining a positive rate of climb, accelerate to zero flap minimum safe
maneuvering speed (VZF ).
2.3.5.2.2. Retracting flap on schedule;
2.3.5.2.3. Reduce thrust to normal climb power / thrust;
2.3.5.3. From 300 m (1,000 ft) to 900 m (3,000 ft): continue climb at not
greater than VZF + 20 km/h (VZF + 10 kt).
2.3.5.4. At 900 m (3,000 ft): accelerate smoothly to enroute climb speed.
Accelerate to
Enroute Climb Speed
900 m (3,000 ft)
Flap Retraction,
Accelerate to Vzf + 10 kt
300 m (1,000 ft) Set Climb Thrust
Takeoff Thrust
V2 + 10 to 20 kt
2.4. Perform Takeoff Roll to 3000 ft

2.4.1. Select HDG HOLD (as installed) on MCP when aligned with runway
2.4.2. Ensure Flight Crews and Flight Attendants are ready for take off
2.4.2.1. Allow a sufficient time for Flight Attendant to do Silent Review
(approximately 30 – 60 second) after announcing Take Off Station
2.4.2.2. Ensure (PF) that the other pilot is ready for take off and then state
“LINE UP – READY”
2.4.3. (PM) Receive takeoff clearance from ATC
2.4.4. (PF) Ensure brakes are released
2.4.5. Perform Takeoff Procedure (NP.21.34)
2.4.5.1. Call (PF) for “Set Lights, TCAS TA-RA” prior advance thrust levers to
break the silence and looking for PM response to ensure there is no
Pilot Incapacitations prior critical phase of departure
2.4.5.1.1. Turn ON the inboard/outboard landing lights
2.4.5.1.2. Turn ON the runway turnoff lights
2.4.5.1.3. Set or verify TCAS – TARA
2.4.5.2. Apply (PF) thrust to 40% N1 to check engines and allow to stabilize
2.4.5.2.1. Observe all engine indications rising normally on EIS
2.4.5.2.2. Observe EGT roll back on EIS
2.4.5.3. Push (PF) a TO/GA button and verify movement Thrust Levers to
approximate takeoff thrust setting
2.4.5.3.1. Observe Thrust Ref on PFD/EIS/CDU
2.4.5.3.2. Adjust takeoff thrust before 60 knots as needed.
2.4.5.3.3. If A/T Inoperative, when TO/GA button switch is pushed the F/D logic and
FMC Runway updating function still available
2.4.5.4. Compare upper EIS that the N1 indicates reference thrust
2.4.5.4.1. Observe reference thrust is as programmed on FMC
2.4.5.4.1.1. The PM should verify that takeoff thrust has been set and THR HLD is
engaged at 84 knots to protects against thrust lever movement if a
system fault occurs
2.4.5.4.1.2. When needed PM position Thrust Levers to match the green line or
digital N1 reference on the EIS
2.4.5.4.1.3. Do not make thrust reduction during engine over limit occurrence
below 600 ft that will cause invalid takeoff performance
2.4.5.5. Maintain wings level with aileron control
2.4.5.6. Maintain runway directional control with rudder
2.4.5.6.1. Caution, use limited nose wheel steering below 30 kts to compensate
differential engine acceleration as needed
2.4.5.6.2. The rudder becomes effective between 40 and 60 knots
2.4.5.7. Call (PM) "80 KNOTS" as indicated airspeed increase to 80 knots
2.4.5.7.1. Know that a pitot system blocked by protective covers or foreign objects
can result in no airspeed indication, or airspeed indications that vary
between instruments
2.4.5.7.2. Know that the accuracy of either primary airspeed indication is in question,
reference the standby airspeed indicator or another source of speed
information is the ground speed indication
2.4.5.7.3. Know that EIS start new log for engines exceedance
2.4.5.8. Know F/D pop up feature
2.4.5.8.1. One or both F/D switches OFF
2.4.5.8.2. Either TO/GA Switch is pressed after 80 knots IAS
2.4.5.8.3. Below 2,000 feet RA
2.4.5.8.4. Prior to 150 seconds after lift-off
2.4.5.9. Observe V1 on the Airspeed Indicator or Speed Tape
2.4.5.10. Call (PM) "V1" approximately 3 knots before V1
2.4.5.10.1. Determine Go/Stop Decision (refer to tasks under 2.5 Rejected Takeoff,
2.6 Engine Failure at or after V1 as applicable)
2.4.5.10.2. Remove hand from Thrust Levers
2.4.5.11. Call (PM) "VR" approximately 3 knots prior to actual VR
2.4.5.11.1. Initiate a smooth continuous rotation at VR toward 15° of pitch attitude
2.4.5.11.2. Observe pitch attitude on EADI/PFD and adjust pitch attitude accordingly
2.4.5.11.3. Know that (Takeoff Flap 5) Liftoff attitude 9.1° ANU with Minimum Tail
Clearance 58 cm and Tail Strike Pitch Attitude 11.4° ANU
2.4.5.12. Call (PM) “Positive Rate” after positive climb established on
Altimeter, VSI and Outside Reference; followed by (PF) “Gear Up"
2.4.5.13. Lift (PM) gear handle to the UP position
2.4.5.13.1. Verify the landing gear light is extinguished
2.4.5.13.2. Know that after the airplane is in the air, pushing a TO/GA switch advances
the thrust to maximum available thrust and TO/GA is annunciated
2.4.5.14. Call "400 feet RA" (PM advisory)
2.4.5.14.1. Select (PM) on MCP for HDG SEL or LNAV at 400 ft
2.4.5.14.1.1. When HDG SEL departure
2.4.5.14.1.1.1. Observe maximum 15° of bank until V2+15
2.4.5.14.1.1.2. Observe appropriate bank angle selector (15°) for departure or
during Engine Out Procedures
2.4.5.14.1.2. When LNAV departure
2.4.5.14.1.2.1. Know that bank angle selector will be ignored
2.4.5.14.1.2.2. Call for (PF) “Update Heading”
2.4.5.14.1.2.3. Set (PM) for appropriate heading on MCP to match with LNAV
2.4.5.14.2. The A/T remains in THR HLD until 400 feet RA is reached and approximately
18 seconds have elapsed since liftoff
2.4.5.14.3. Know that Speed Trim System improves flight characteristics during low
speed operations with a low gross weight, aft center of gravity and thrust
setting above 60% N1.
2.4.5.14.4. The Speed Trim System usually commands the Stabilizer in a direction
opposite to the speed change. Speed Trim operation:
2.4.5.14.4.1. 10 seconds Air/Gnd in Air Mode
2.4.5.14.4.2. 5 seconds release of Trim Switches
2.4.5.14.4.3. #1 Engine N1 RPM > 60%
2.4.5.14.4.4. Autopilot A and B not engaged
2.4.5.14.4.5. Trim requirement sensed by computer
2.4.5.14.5. Perform Departure Turn
2.4.5.14.5.1. Normal Turn followed by acceleration
2.4.5.14.5.1.1. Initiate turn after passing 500 feet with bank angle of 15° as
appropriate
2.4.5.14.5.1.2. Call for (PF) “Bank Angle 25” after passing V2+15
2.4.5.14.5.1.3. Select (PM) Bank Angle Selector to 25° on MCP
2.4.5.14.5.1.4. Perform (PF) departure turn to the desired heading, accelerate
maintain at least 1,000 fpm ROC and clean up the aircraft
2.4.5.14.5.1.5. When cleared to follow the SID or direct to waypoint, arm LNAV on
the MCP and monitor aircraft tracking progress with the MAP Mode
on the EHSI
2.4.5.14.5.1.6. When cleared to intercept the Radial from facility, arm VOR/LOC on
the MCP and monitor aircraft tracking progress with the EXP
ILS/VOR Mode (raw data) on the EHSI
2.4.5.14.5.2. Immediate Turn after takeoff may require due to Obstacle
clearance, noise abatement, or departure procedures.
2.4.5.14.5.2.1. Initiate climbing turn at the appropriate altitude (normally at least
500 feet AGL) and maintain V2 + 15 to V2 + 25 with takeoff flaps.
2.4.5.14.5.2.2. Call for (PF) “Bank Angle 25, Heading ___” after passing V2+15
2.4.5.14.5.2.3. Select (PM) Bank Angle Selector to 25° on MCP
2.4.5.14.5.2.4. Select (PM) set desired heading on the MCP
2.4.5.14.5.2.5. Accelerate and Retract Flap on schedule when immediate turn
after takeoff is completed. Consider the engine failure
possibility along departure track.
2.4.5.15. Call "800 feet RA" (PM advisory)
2.4.5.15.1. Call (PF) “Set Climb Thrust”
2.4.5.15.2. Select N1 on MCP
2.4.5.15.3. Set CLB or CLB 2 Thrust as appropriate on FMC
2.4.5.15.4. Engage autopilot in CMD if desired after F/D satisfied and aircraft is
properly trimmed
2.4.5.16. Call (PF) “Set Flaps Up Speed”
2.4.5.16.1. PM set flap up maneuvering speed on MCP
2.4.5.16.2. Accelerate by decreasing pitch attitude to maintain rate of climb not less
than 1,000 FPM while accelerating and retract flaps on the flap-speed
schedule
2.4.5.17. Flaps Retraction Schedule (typical takeoff with flap 15°)
2.4.5.17.1. Observe speed bug above V2+15
2.4.5.17.2. Call (PF) for “Flaps 5”
2.4.5.17.3. Select flaps to 5
2.4.5.17.4. Check airspeed window on MCP for correct airspeed
2.4.5.17.5. Observe the speed bug passing the flaps 5 bug or “F” on the PFD
2.4.5.17.6. Call (PF) for “Flaps 1”
2.4.5.17.7. Select flaps to 1
2.4.5.17.8. Observe the speed bug passing the flaps 1 bug or “F”
2.4.5.17.9. Call (PF) for “Flaps up”
2.4.5.17.10. Select flaps to up
Note: With airspeed increasing, subsequent flap retractions should be initiated:
Ø When airspeed reaches the fixed maneuvering speed for the existing
flap position for airplanes with Mach/Airspeed indicators
Ø When airspeed reaches the maneuvering speed “F” for the next
flap position for airplanes with speed tape; which provides full
maneuver capability or 40° of bank to stick shaker for the selected
flap position
Ø The flap maneuvering speeds are computed based on airplane
weight, while the minimum maneuver speed is computed using
airplane angle of attack and current airspeed.
2.4.5.18. Call (PF) “VNAV” then push (PM) the VNAV switch
2.4.5.18.1. Know that before selecting VNAV, flaps should be retracted because VNAV
does not provide overspeed protection for the leading edge devices
2.4.5.18.2. Know that VNAV climb speed maybe constrain 230/30 or 230/MSA to
provide overspeed protection for the leading edge devices
2.4.5.19. Engage the autopilot in CMD when above the minimum altitude for
autopilot engagement
2.4.5.19.1. Know that the airplane should be in trim, and the flight director commands
should be satisfied before autopilot engagement
2.4.5.19.2. Know Rudder Trim Technique
2.4.5.19.2.1. It is recommended that the autopilot remain engaged while
accomplishing the primary rudder trim technique (using rudder trim
only). After completing this technique, if the autopilot is disengaged,
the airplane should maintain a constant heading.
2.4.5.19.2.2. The following steps define the primary rudder trim technique:
2.4.5.19.2.2.1. Set symmetrical thrust
2.4.5.19.2.2.2. Balance fuel if required
2.4.5.19.2.2.3. Ensure the autopilot is engaged in HDG SEL and stabilized for at
least 30 seconds
2.4.5.19.2.2.4. Trim the rudder in the direction corresponding to the down (low)
side of the control wheel until the control wheel indicates level. The
indices on top of the control wheel should be used to ensure a level
wheel condition.
2.4.5.19.2.2.5. The airplane is properly trimmed when the control wheel is level,
(zero index). In a proper trim condition, there may be a slight
forward slip (slight bank angle on the bank pointer) and a slight
deflection of the slip/skid indicator, which is acceptable.
2.4.5.19.2.3. The alternate rudder trim technique is used if the primary trim
technique results in an unacceptable bank angle, excessive rudder
trim, or if a more accurate dual axis trim is required.
2.4.5.19.2.4. The following steps define the alternate rudder trim technique:
2.4.5.19.2.4.1. Set symmetrical thrust
2.4.5.19.2.4.2. Balance fuel if required
2.4.5.19.2.4.3. Verify rudder trim is zero
2.4.5.19.2.4.4. Ensure the autopilot is engaged in HDG SEL and stabilized for at
least 30 seconds
2.4.5.19.2.4.5. Trim the rudder in the direction corresponding to the down (low)
side of the control wheel until the bank indicates level (no bank
angle indicated on the bank pointer). Apply rudder trim
incrementally, allowing the bank to stabilize after each trim input.
Large trim inputs are more difficult to coordinate.
2.4.5.19.2.4.6. The airplane is properly trimmed when the bank angle on the bank
pointer indicates zero. If the airplane is properly rigged, the control
wheel should indicate approximately level. The resultant control
wheel condition indicates the true aileron (roll) trim of the airplane
being used by the autopilot.

2.4.5.19.2.4.7. After completing the alternate rudder trim technique, if the
autopilot is disengaged the airplane may have a rolling tendency.
Hold the wings level using the sky pointer as reference. Trim out
any control wheel forces using the aileron trim switches. If properly
trimmed, the airplane holds a constant heading and the aileron trim
reading on the wheel/column agrees with what was seen while the
autopilot was engaged. Aileron trim inputs require additional time
and should be accomplished prior to final approach.
2.4.5.19.3. Know that the autopilot engagement prior to VNAV, the autopilot engages
in LVL CHG and MCP SPD unless another pitch mode has been selected
2.4.5.20. Maintain flap up maneuvering speed (green “O” doughnut) which is
close to best angle climb speed until passing Minimum Safe Altitude
2.4.5.21. Comply with local or ATC climb restrictions (Speed restriction 250 knots
below 10,000 ft are excluded for departure unless instructed by ATC)
2.4.5.22. Climb at 280/.74 or ECON CLB at desired cost index
2.4.5.23. Call (PF) “AFTER TAKEOFF CHECKLIST”
2.4.5.24. Performs (PM) AFTER TAKEOFF CHECKLIST as appropriate
2.4.5.24.1. Engine Start Switches …………………………… OFF
2.4.5.24.2. Engine bleeds………………………….………………..ON
2.4.5.24.3. Packs……………………………………..…………….. AUTO
2.4.5.24.4. Landing gear …………………………….. UP and OFF
2.4.5.24.5. Flaps ……………………………………….. UP, No lights
2.5. Perform Rejected Takeoff (as applicable)

2.5.1. Recognize situation threatening to safety of flight
2.5.2. Call out System and Condition (PM) i.e. Engine Fire without No #1 or #2
2.5.3. Decide (PIC) to reject takeoff for any of the following:
2.5.3.1. Rejected prior to 80 knots (Low Speed Regime)
2.5.3.1.1. Activation of the master caution system
2.5.3.1.2. System failure(s)
2.5.3.1.3. Unusual noise or vibration
2.5.3.1.4. Tire failure
2.5.3.1.5. Abnormally slow acceleration
2.5.3.1.6. If a side window opens
2.5.3.1.7. Unsafe takeoff configuration warning
2.5.3.1.8. Fire or fire warning.
2.5.3.1.9. Engine failure.
2.5.3.1.10. Predictive windshear (as installed)
2.5.3.1.11. If the airplane is unsafe or unable to fly.
2.5.3.1.12. Weather deterioration below takeoff minima see 2.1.1.4
2.5.3.2. Rejected above 80 knots and prior to V1 (High Speed Regime)
2.5.3.2.1. Fire or fire warning.
2.5.3.2.2. Engine failure.
2.5.3.2.3. Predictive windshear (as installed)
2.5.3.2.4. If the airplane is unsafe or unable to fly.
2.5.4. Announce (PIC) "STOP" to initiate RTO
2.5.5. Initiate (PF) rejected take-off
2.5.5.1. Close Thrust Levers
2.5.5.2. Push Autothrottle Disconnect switch
2.5.5.3. Apply maximum braking through RTO Autobrake or manual braking
2.5.5.3.1. Know that RTO below 60 knots, autobrakes are not activated
2.5.5.3.2. Know that RTO while between 60 and 90 knots, the AUTO BRAKE
DISARM light illuminates, autobraking is not initiated
2.5.5.3.3. Know that RTO after 90 knots, maximum braking is applied automatically
2.5.5.4. Manually deploy speedbrake
2.5.5.5. Apply maximum reverse thrust

2.5.6. Monitor (PM) rejected take-off
2.5.6.1. Cancels the Fire Warning or Master Caution
2.5.6.2. Noted RTO groundspeed to determine brake cooling schedule
2.5.6.2.1. Know that using Ground speed for brakes on speed instead of Indicated
Airspeed will be easier to determine brake energy by ignoring the wind
and enter table with sea level at 15°C
2.5.6.2.2. Know that using Indicated Airspeed required to correct for wind, enter
table with the brakes on speed minus one half the headwind or plus 1.5
times the tailwind at present OAT
2.5.6.3. Monitor RTO Actions and Calls Out any omission
2.5.6.4. When aircraft is under controlled below 60 kts prior to stopping:
2.5.6.4.1. Notify ATC tower (PM) state condition and request assistance as applicable
“Lion 123 STOPPING, Engine Fire, Request Fire Brigade”
2.5.6.4.2. Notify Flight Attendants (PM) when time permits (time allowance for 10
seconds and will be confirmed by FA prior to initiate EVACUATION) to alert
the situation by announcing “ATTENTION CREW ON STATION 2X”. If it
is not performed by PM, the PIC has to announce as applicable
2.5.6.5. Call Out (PM) “Speed Brake Up; Reverse Thrust (if not being
applied); 60 Knots; Autobrake Disarmed”
2.5.6.6. After the aircraft is completely stop
2.5.6.6.1. Do not require to set the parking brake unless Evacuation is necessary
2.5.6.6.2. Identify (PM) check N1/N2 RPM (indicate 20-30% if engine failure, indicate
0% if engine damage) and state the malfunction
2.5.6.6.3. When needed, perform “Memory Item” which caused the RTO
2.5.6.6.3.1. PM: Identify and state the malfunction i.e. “Engine Fire #1”
2.5.6.6.3.2. PF: Call “Engine Fire, severe damage or separation Memory items”
2.5.6.6.3.3. PF: “Autothrottle ....................................................Disengage”
Disengages the autothrottle.
2.5.6.6.3.4. PF: “Thrust lever No.1................. CONFIRM .................... Close”
Places his hand on the correct thrust lever and closes it after PM
has sighted and confirmed. State the result “Close”
2.5.6.6.3.5. PF: “Engine start lever No.1 ............ CONFIRM .............. Cutoff”
Places his hand on the correct start lever and positions it to
CUTOFF after PM has sighted and confirmed. State the result
“Cutoff”. With the airplane stationary on the ground, the captain and the
first officer take action based on preflight areas of responsibility.
2.5.6.6.3.6. PM: “Engine fire switch No.1 ............. CONFIRM ................ Pull”
Places his hand on the correct handle and pulls it after PF has
sighted and confirmed. State the result “Pull”
2.5.6.6.3.6.1. If the fire switch or the ENG OVERHEAT light is not illuminated
(severe damage or separation) then the PM inform “No Fire” to
PF and announce “Memory Item Completed”
2.5.6.6.3.6.2. If the fire switch or the ENG OVERHEAT light illuminated, then
the PM will inform “Engine Fire” to PF and proceed:
2.5.6.6.3.7. PM: “Engine fire switch No. 1 .......................... Rotate to L or R”
Rotates to the stop and hold for 1 second, verify amber discharge
light illuminated and start timing
2.5.6.6.3.7.1. PF: While waiting 30 seconds of timing, Info ATC+FA (if have not
done) and Review Memory Item e.g. Call “Engine fire, severe
damage or separation QRH.NNC Memory Item” to ensure that all
Memory Item is performed correctly on this critical situation
2.5.6.6.3.7.2. PM: Read Memory Item QRH.NNC Engine fire, severe damage
or separation then hold reading the procedures
After 30 seconds, if the fire switch or the ENG OVERHEAT light remains illuminated,
then the PM will inform “30 seconds, Still Fire” to PF and proceed:
2.5.6.6.3.8. PM: “Engine fire switch No.1........... Rotate to remaining bottle”
Rotates to the stop and hold for 1 second, verify amber discharge
light illuminated and start timing

2.5.6.6.3.9. PM: Announce “Memory Item Completed”
2.5.6.6.3.10. PF: While waiting 30 seconds of timing, think about Evacuation
(command, which exits and PIC duty) as condition may needed
2.5.6.6.3.11. PM: Call ATC “Request Fire Brigade” if not performed yet and think
about Evacuation (command, which exits and FO duty) as
condition may needed
After 30 seconds, if the fire switch or the ENG OVERHEAT light extinguished, then the PM
will inform “30 seconds, No Fire” to PF and proceed:
2.5.6.6.3.12. PM: Contact Tower to conform the fire has been extinguish “Lion 123
Fire condition Check” since there is possibility of fire warning error
or has been burn out, Fire test may be performed as needed
2.5.6.6.3.13. PM: Notify Flight Attendant “FA and Passenger Keep Your Seat”
After 30 seconds, if the fire switch or the ENG OVERHEAT light remains illuminated, then
the PM will inform “30 seconds, Still Fire” to PF and proceed QRH.NNC.Evacuation
REJECTED TAKE OFF

Key Success Factor:
Announce “STOP”
Hand Gripping Pattern (ready to disengage A/T)
Note RTO Groundspeed (not Indicated Airspeed)
Manually deploy Speed brake
Announce “Attention Crew on Station” 2X ; “BRACE” 3X
CAPTAIN (PF) FIRST OFFICER (PM)
1. Call System and Condition
1. Announce “STOP” 2. Call out any omissions
2. Close the Thrust Levers
3. Disengage the Auto throttle “Disengage Auto throttle”
4. Apply maximum brakes or verify RTO “AUTOBRAKE DISARM”
operation
5. Raise SPEED BRAKE “Speedbrake Up or Not UP”
6. Apply max Reverse Thrust “Reverse Thrust” if not applied
3. Note RTO Groundspeed
4. Call “60 knots”
As soon as practicable and aircraft is under control below 60 kts
Contact Tower and notify FA
“Lion 123 STOPPING”
PIC perform if FO did not performs “Attention Crew on Station” 2X
After the aircraft completely stop
Identify Malfunction, Performs QRH.NNC. MEMORY Items

Performs QRH.NNC. which cause RTO as required
If EVACUATION is required:
Facing Aircraft (fire) into the wind
Set Park Brake ON
Call QRH.NNC. Evacuation Do QRH.NNC. Evacuation
“FA, EVACUATE” 2X
ATC “Lion 123 Emergency Evacuation”
If EVACUATION is not required:
“FA and Pax Keep Your Seat” 2X

ATC “Lion 123 vacating runway”
Vacate the runway (not taxi in) Review Brake Cooling Schedule
Hold on taxiway to do QRH.NNC. Do appropriate QRH.NNC.
Call after landing procedure Do after landing procedure
Contact Operations

2.5.6.7. Determine if Passengers Evacuation is not required
2.5.6.7.1. Use PA. System to announce (PM) “FLIGHT ATTENDANT and
PASSENGER KEEP YOUR SEAT 2X”
2.5.6.7.2. PF: Call “QRH.NNC” as required which caused the RTO as required
2.5.6.7.3. PM: Performs QRH. NNC as directed by PF
2.5.6.7.4. PM: Contact ATC “Lion 123 vacating runway and confirm fire”.
2.5.6.7.5. PF: Maneuver aircraft to clear of runway (not taxi to apron)
2.5.6.7.6. PM: Review Brake Cooling Schedule (use RTO Groundspeed) refer to
QRH PI.12.8/9 for brake cooling time and precautions
BRAKE ENERGY (Millions of Foot Pounds)

GW GROUND SPEED
(TON) 100 105 110 115 120 125 130 135 140
65 18.8 20.5 22.1 23.8 25.4
64 18.6 20.2 21.8 23.5 25.1
63 18.4 20.0 21.6 23.2 24.8
62 18.2 19.8 21.3 22.9 24.4
61 18.0 19.5 21.1 22.6 24.1
60 17.8 19.3 20.8 22.3 23.8 25.5 27.3 29.0 30.7
59 17.5 19.0 20.5 22.0 23.4 25.1 26.8 28.5 30.2
58 17.2 18.7 20.1 21.6 23.1 24.8 26.4 28.1 29.8
57 16.9 18.4 19.8 21.3 22.7 24.4 26.0 27.7 29.3
56 16.6 18.0 19.5 20.9 22.4 24.0 25.6 27.2 28.9
55 16.3 17.7 19.2 20.6 22.0 23.6 25.2 26.8 28.4
54 16.1 17.5 18.9 20.3 21.7 23.2 24.8 26.4 28.0
53 15.9 17.2 18.6 20.0 21.3 22.9 24.4 26.0 27.5
52 15.6 17.0 18.3 19.6 21.0 22.5 24.0 25.6 27.1
51 15.4 16.7 18.0 19.3 20.6 22.1 23.6 25.1 26.6
50 15.2 16.5 17.8 19.0 20.3 21.8 23.3 24.7 26.2
ADD 1.0 million foot pound for each taxi mile (1609 M)
Yellow area = FUSE PLUG MELT ZONE
Fire may not occured within 5 mins after RTO
2.5.6.7.7. Consider the possibility of wheel fuse plug melting, vacate runway, hold
on taxiway, do not taxi and request assistance for control disembark
using stair (no fire and fire brigade is ready nearby aircraft) or using
slide (if fire is not sure and fire brigade is not ready)
2.5.6.7.8. Determine if emergency equipment is needed
2.5.6.7.9. The requirement for remote parking
2.5.6.7.10. When needed hold the aircraft on taxiway, complete Non-Normal
checklist (if appropriate) for conditions which caused the RTO.
2.5.6.7.11. Perform after landing procedure (NP.21.46) and proceed to apron
2.5.6.7.12. Contact operations on company frequency

2.5.6.8. Determine if require of Passengers Evacuation
2.5.6.8.1. Call (C) “QRH Back Cover Evacuation.NNC”.
2.5.6.8.2. Performs (FO) Evacuation NNC
2.5.6.8.2.1. Parking brake …………………………………………………………………… Set C
2.5.6.8.2.2. Speedbrake lever ………………………………………………………… DOWN C
2.5.6.8.2.3. FLAP lever ………………………………………………………………………………. 40 FO
2.5.6.8.2.4. STANDBY POWER switch …………………………………………………….. BAT FO
2.5.6.8.2.5. Pressurization mode selector ………………………………………. MAN DC FO
2.5.6.8.2.6. Outflow valve switch ……………………………………………………….. OPEN FO
Hold until the outflow valve is fully open
If time allows, verify flaps are 40 before the engine start levers are
moved to CUTOFF
2.5.6.8.2.7. Engine start levers (both) ……………………………………….. CUTOFF C
2.5.6.8.2.8. Advise the cabin to evacuate by announcing
(C) “EVACUATE 2X, keep LEFT or RIGHT door closed”
2.5.6.8.2.9. Advise the tower, Alerting fire equipment by announcing
(FO) “MAYDAY 3X, LION 123 EMERGENCY EVACUATION,
REQUEST ASSITANCE”
2.5.6.8.2.10. Engine and APU fire switches (all) …………Override and pull C
If an engine or APU fire warning occurs:

2.5.6.8.2.11. Related fire switch ………………………………………Rotate and hold C
Rotate to the stop and hold for 1 second, verify amber discharge light
illuminate, start timing
2.5.6.8.3. After completion of the Evacuation NNC the Captain will:

2.5.6.8.3.1. Take a torch (and smoke hood if need be)
2.5.6.8.3.2. Direct and assist passenger evacuation.
2.5.6.8.3.3. Proceed to Mid cabin with flashlight
2.5.6.8.3.4. Ensure all passengers and crews have evacuated the aircraft:
2.5.6.8.3.4.1. Using reasonable judgment and without undue danger, the Captain
will check every row till the end of the cabin and
2.5.6.8.3.4.2. Assist immobilized passengers (if not yet done by the cabin crew),
then evacuate using an aft exit
2.5.6.8.3.5. Will assist passengers at the forward bottom of the left hand slides
2.5.6.8.4. After completion of the Evacuation NNC the F/O will:
2.5.6.8.4.1. Take a Fire Extinguisher (and smoke hood if need be)
2.5.6.8.4.2. Assist cabin crew as necessary to ensure forward door(s) open and
escape slide activated.
2.5.6.8.4.3. Proceed to ground without delay.
2.5.6.8.4.4. Will assist passengers at the rear bottom of the right hand slides
2.5.6.8.5. When a pilot is incapacitated and after completion of the Evacuation, the
remaining pilot will ask cabin crew help to evacuate incapacitated pilot
2.5.6.8.6. After completion of the Passenger Evacuation the FA will take the nearest
emergency equipment (as state on SEP) prior to leave the aircraft
2.5.7. Other situation may lead to RTO during take-off roll:
2.5.7.1. Caused by external environment
2.5.7.1.1. ATC gives RTO instruction when Emergency Condition arises due to:
2.5.7.1.1.1. Go Around traffic on short final which is expected to land in sequence
2.5.7.1.1.2. Traffic which is create potential a hazard collision due to wrong
perception or not understand of ATC instruction
2.5.7.1.2. Visibility drops below minima due to Smoke, Fog, Haze or Heavy rain
(takeoff V-Speed is not ready) are passing through the runway or a part of
the runway. Use runway intersection or runway edge lights as a clue:
2.5.7.1.2.1. Review runway intersection length during Low Visibility Operations
2.5.7.1.2.2. Runway Edge Lights separation is 60 m interval
2.5.7.1.2.3. Runway Centerline Lights separation is 30 m or 60 m interval

2.5.7.2. Caused by internal (technical problem or abnormalities) arises
2.5.7.2.1. Takeoff Configuration Warning (an intermittent warning horn) sound
2.5.7.2.1.1. Identify (PM) TAKEOFF CONFIGURATION
2.5.7.2.1.2. Initiate (C) RTO procedures at low speed (below 80 kts)
2.5.7.2.1.3. Call (C) “QRH. TAKEOFF CONFIGURATION Memory Item”
2.5.7.2.1.3.1. Both (C+FO) Assure correct airplane takeoff configuration.
2.5.7.2.1.3.2. Check the following items which may cause Takeoff Configuration
Warning sound
2.5.7.2.1.3.3. (FO) Announce “Memory Item completed”
2.5.7.2.1.4. Call (C) “QRH. TAKEOFF CONFIGURATION NNC”

2.5.7.2.1.5. Perform (PM) QRH.NNC. TAKEOFF CONFIGURATION
2.5.7.2.2. Initiate RTO at low speed regime when Takeoff Warning sound followed by
LE FLAPS TRANSIT light illuminate.
2.5.7.2.3. Continue the Takeoff at high speed regime, accelerate to a higher V2 speed
and rotate slowly. Indications on Speed Tape are adjusted for Flap Transit.

2.5.7.2.4. Cargo Fire may indicated by illumination of red FWD or AFT Cargo Fire
Warning Light and fire bell sound
DETECTOR
FAULT
DISCH
2.5.7.2.4.1. Identify (PM) CARGO FIRE

2.5.7.2.4.2. Initiate (C) RTO procedures at low speed (below 80 kts)
2.5.7.2.4.3. Call (C) “QRH. CARGO FIRE NNC”
2.5.7.2.4.4. Perform (PM) QRH.NNC. CARGO FIRE
2.6. Perform Takeoff with Engine Failure/Fire at or after V1

2.6.1. Recognize engine failure/fire
2.6.1.1. PM: Call out system and condition i.e. “Engine Failure” or “Engine
Fire” without announcing #1 or #2 engine
2.6.1.2. PM: Cancels the fire warning. Monitors flight path and continues with
standard callouts.
2.6.1.3. PF: Maintain directional control by smoothly applying sufficient rudder
to compensate engine thrust decay. Keep look outside, do not early
transition to IFR.
2.6.2. At VR smoothly rotate to appropriate pitch attitude 12.5°
2.6.2.1. Know that (Takeoff Flap 5) Liftoff attitude 10.3° ANU with Minimum
Tail Clearance 10 cm and Tail Strike Pitch Attitude 11.4° ANU
2.6.2.2. Maintain appropriate airspeed V2 up to V2+20
2.6.3. Call (PM) "Positive Rate of Climb”, followed by (PF) “Gear Up" after
observing positive climb established on altimeter, vertical speed and outside
reference
2.6.3.1. Lift landing gear handle to the UP position
2.6.3.1.1. Verify the landing gear light is extinguished
2.6.3.1.2. Know that LGTU (activate) will retract LDG at normal rate when:
2.6.3.1.2.1. Air/Ground Relay in FLT mode; and
2.6.3.1.2.2. One/both main LDG not UP & Locked; and
2.6.3.1.2.3. LDG Lever in UP or OFF; and
2.6.3.1.2.4. ENG #1 N2 tacho generator ≤ 56 %
2.6.3.2. If an engine failure occurs during an ATM takeoff, it is not necessary to
increase thrust on the remaining engine.
2.6.3.3. The A/T remains in THR HLD until 400 feet RA is reached and
approximately 18 seconds have elapsed since liftoff.
2.6.3.3.1. If an engine failure in MCP SPD mode, both thrust levers are advanced
2.6.3.3.2. If an engine failure in N1 mode, respective thrust levers are advance 8°
2.6.4. Call "400 feet RA" (PM advisory)
2.6.4.1. Set MCP for HDG SEL or LNAV
2.6.4.1.1. Push HDG SEL, select bank angle selector (15°) and initiate turn after
passing 600 feet as appropriate on departure
2.6.4.1.2. For LNAV departure, the flight director will command bank angle up to 25°
2.6.4.2. PM initiate malfunction identification as appropriate by heart, so by the
time when passing 600 ft is ready to state the malfunction correctly
ENGINE MALFUNCTION IDENTIFICATION
BATT
STBY
DC
STBY
DC
BATT
ENGINE FIRE:
Fire Warning & Bell sound. Thrust still available.
2.6.4.2.1. Engine Failure/Flameout Description

2.6.4.2.1.1. A flameout is a condition where the combustion process within the
burner has stopped.
2.6.4.2.1.2. The flameout may result from the engine running out of fuel, severe
inclement weather, a volcanic ash encounter, a control system
malfunction, or unstable engine operation (such as a compressor stall)
2.6.4.2.1.3. Single engine: N1, EGT, N2 all decay. Electrical generator drops off
line; LOW OIL PRESSURE warning N1 speed drops below idle.
2.6.4.2.1.4. Both engines: As above, but also hydraulic, pneumatic and electrical
system problems.

2.6.4.2.2. Engine Fire Description
2.6.4.2.2.1. Engine fire is a fuel, oil or hydraulic fluid fire between the engine
casing and the cowlings (or occasionally a metal fire), outside the
engine but within the nacelle.
2.6.4.2.2.2. Flight crews should regard any fire warning as a fire, even if the
indication goes away when the thrust lever is retarded to idle.
2.6.4.2.2.3. The fire indication could also be from:
2.6.4.2.2.3.1. Result of pneumatic leaks of hot air into the nacelle.
2.6.4.2.2.3.2. A fire that is small or sheltered from the detector so that the fire is
not apparent at low power.
2.6.4.2.2.3.3. Result from faulty detection systems. Some fire detectors allow
identification of a false indication (testing the fire loops).
FAN N1
N2
ACC GEARBOX
2.6.4.2.3. Engine Severe Damage Description
2.6.4.2.3.1. The engine hardware is damaged to the point where the engine is in
no condition to run – such as bearing failure, major fan damage
from ingestion of foreign objects, blade or rotor disk failures, etc.
2.6.4.2.3.2. Depending on nature of damage – surge/stall, vibration, fire
warning, high EGT, oil system parameters out of limits, rotor speed
and N1 decay, yaw.
2.6.4.2.3.3. During RTO respective N2 or N1 indicate 0% upon the aircraft stopped
2.6.4.2.4. Engine Seizure Description
2.6.4.2.4.1. Engine seizure is the locking up of one or more rotors. It only
happens after engines are shut down for severe damage.
2.6.4.2.4.2. After shut down, zero speed on one of the rotors. Minor increase in
required thrust for flight conditions.
2.6.4.2.5. Engine Separation Description
2.6.4.2.5.1. Engine Separation is the departure of the engine from the airplane
due to mount or pylon failure.
2.6.4.2.5.2. Loss of all engine parameters. Hydraulic, pneumatic and electrical
system problems
ENGINE LIMIT INST SURGE/STALL
N1 %
106%
or
N2 %
105%
EGT
930°
895°
VIB
4.0
2.6.4.2.6. Engine Over Limit Description

2.6.4.2.6.1. Exceed the limit N1 (106), N2 (105), EGT (930°; 895°) or VIB (4.0)
2.6.4.2.6.2. Digital Indicator and red light are flashing
2.6.4.2.7. Engine Surge/Stall Description
2.6.4.2.7.1. Engine Stall or Surge is a momentary reversal of the compressor
airflow such that high-pressure air escapes out of the engine inlet.
2.6.4.2.7.2. Compressor surge may be caused by engine deterioration, birds or ice
ingestion, or it may be the final sound from a “severe engine damage”
2.6.4.2.7.3. May be mistaken as blown tires or a bomb in the airplane.
2.6.4.2.8. Engine Surge/Stall Symptoms
2.6.4.2.8.1. Loud bang, Vibration and yaw (may be repetitive).
2.6.4.2.8.2. Visible flames forward out the inlet and rearward out the tailpipe
2.6.4.2.8.3. N1, N2, EGT and Engine Vibration are fluctuating. Hot EGT and may
exceed the limit are occurred.
2.6.4.2.9. Engine Bird Ingestion Description
2.6.4.2.9.1. A bird (or other creature) is sucked into the engine inlet.
2.6.4.2.9.2. Thud, bang, vibration. Odor in cabin. Surge may result from bird
ingestion.
2.6.4.2.10. Type of Engine Surge/Stall
2.6.4.2.10.1. A single self-recovering surge.
2.6.4.2.10.1.1. The low rotor speed (N1) can drop 16% in the first 0.2 seconds,
then another 15% in the next 0.3 seconds.
2.6.4.2.10.1.2. After recovery, N1 should return to pre-surge values along the
normal engine acceleration
2.6.4.2.10.2. Multiple surges prior to self-recovery.
2.6.4.2.10.2.1. N1 may fluctuate between 103% and 95%, and fuel flow may drop
2% with no change in thrust lever position.
2.6.4.2.10.2.2. Exhaust Gas Temperature (EGT) may rise 5 degrees C/second
2.6.4.2.10.2.3. After 10 seconds, the engine gages should return to pre-surge
values.
2.6.4.2.10.3. Multiple surges requiring pilot action in order to recover.
2.6.4.2.10.3.1. Occur as described in the previous paragraph, but do not stop.
2.6.4.2.10.3.2. Flight crew action is required to stabilize the engine.
2.6.4.2.10.4. A non-recoverable surge.
2.6.4.2.10.4.1. Occur as described in the previous paragraph, but do not stop upon
flight crew action is initiated.
2.6.4.2.10.4.2. May accompany a severe engine damage malfunction or without
any engine damage at all.
2.6.4.2.10.4.3. EGT rise at a rate of 15 degrees C/sec, continuing for 8 seconds
(peaking) after the thrust lever is pulled back to idle.
2.6.4.2.10.4.4. N1 & N2 should decay at a rate consistent with shutting off the fuel
2.6.5. Call “600 feet” (PM advisory)
2.6.5.1. Recognize a malfunction with no Memory item
2.6.5.1.1. PM: Identify and state the malfunction i.e. “Engine Failure #1”
2.6.5.1.2. PF: Call “No Memory Item”
2.6.5.2. Recognize a malfunction that require Memory item e.g. Engine Fire,
Severe Damage or Separation
2.6.5.2.1. PM: Identify and state the malfunction i.e. “Engine Fire #1”
2.6.5.2.2. PF: Call “Engine fire, severe damage or separation Memory items”
2.6.5.2.3. PF: “Autothrottle ....................................................Disengage”
Disengages the autothrottle .
2.6.5.2.4. PF: “Thrust lever No.1 ……..............CONFIRM......................... Close”
Places his hand on the correct thrust lever and closes it after PM has
sighted and confirmed. Announce “Close”
2.6.5.2.5. PM: “Engine start lever No.1 ............... CONFIRM................... Cutoff”
Places his hand on the correct start lever and positions it to CUTOFF after
PF has sighted and confirmed. Announce “Cutoff”
2.6.5.2.6. PM: “Engine fire switch No.1 ................. CONFIRM.................... Pull”
Places his hand on the correct handle and pulls it after PF has sighted and
confirmed. Announce “Pull”
2.6.5.2.6.1. If the fire switch or the ENG OVERHEAT light not illuminated
(severe damage or separation) then the PM inform “No Fire” the PF
and announce “Memory Item Completed”

2.6.5.2.6.2. If the fire switch or the ENG OVERHEAT light illuminated, then the
PM will inform the PF and proceed.
2.6.5.2.7. PM: “Engine fire switch No.1 ............................... Rotate to L or R”
Rotates to the stop and hold for 1 second, verify amber discharge light
After 30 seconds, if the fire switch or the ENG OVERHEAT light remains
illuminated, then the PM will inform the PF and proceed.
2.6.5.2.8. PM: “Engine fire switch............... Rotate to remaining bottle”
Rotates to the stop and hold for 1 second, verify amber discharge light
2.6.5.2.9. PM: Announce “Memory Item Completed”

2.6.5.3. Recognize a malfunction that require Memory item e.g. Engine Limit or
Surge or Stall
2.6.5.3.1. PM: Identify “Engine Limit or Surge or Stall” (2 Memory Item)
2.6.5.3.1.1. Do not confuse with Engine Severe Damage symptoms (5 Item)
2.6.5.3.1.2. Do not reduce Thrust Lever to stay within limit engine parameter since
the Takeoff performance will be invalid.
2.6.5.3.1.2.1. Maximum N1 RPM 106%; Maximum N2 RPM 105%
2.6.5.3.1.2.2. Maximum Takeoff EGT 930° C; Maximum Continuous EGT 895° C
2.6.5.3.1.2.3. Maximum Engine Vibration 4.0
2.6.5.3.1.3. Note the over limit duration
2.6.5.3.2. Call (PF) “Engine Limit or Surge or Stall memory item”
2.6.5.3.2.1. (PF) Autothrottle (if engaged) . . . . . . . . . . . . . . . . . . Disengage
2.6.5.3.2.2. (PF) Thrust lever (affected engine) . . . . Confirm. . . . . Retard until
indications stay within limits or the thrust lever is closed
2.6.5.3.2.3.
2.6.5.3.2.4. (PF) Announce “Engine Limit or Surge or Stall memory item
completed”
2.6.6. Call "800 feet" (PM advisory)
2.6.6.1. Set MCP for bank angle selector (25°) if immediate turn more than 30°
is required to follow engine out procedures or SID or ATC Clearance
2.6.6.2. Call (PF) “Set Flaps Up Speed”.
2.6.6.2.1. Know that the flight director commands a near level or a slightly climb
(0-200 fpm) for flap retraction segment
2.6.6.2.2. Accelerate by decreasing pitch attitude to maintain approximately level
flight while accelerating and retract flaps on the flap-speed schedule
2.6.6.2.3. Flaps Retraction Schedule (typical takeoff with flap 15°)
2.6.6.2.3.1. Observe speed bug above V2+15
2.6.6.2.3.2. Call (PF) for “flaps 5”
2.6.6.2.3.3. Select (PM) flaps to 5
2.6.6.2.3.4. Check airspeed window on MCP for correct airspeed
2.6.6.2.3.5. Observe the speed bug passing the flaps 5 bug or “F” on the EADI
2.6.6.2.3.6. Call (PF) for “flaps 1”
2.6.6.2.3.7. Select (PM) flaps to 1
2.6.6.2.3.8. Observe the speed bug passing the flaps 1 bug or “F” on the EADI
2.6.6.2.3.9. Call (PF) for “flaps up”
2.6.6.2.3.10. Select (PM) flaps to up
2.6.7. Select LVL CHG on MCP and accelerate to Vzf
2.6.8. Set Maximum Continuous Thrust (max 5 minutes T/O Thrust)
2.6.8.1. Select N1-Limit on FMC
2.6.8.2. Manually set thrust lever to CONT N1
2.6.9. Engage autopilot in CMD on life engine if desired after F/D satisfied and
aircraft is properly trimmed (to avoid A/P disconnect during electrical
interruption when APU on bus)

2.6.10. Performs Engine Out Procedures
2.6.10.1. Standard Engine Out Procedures by following SID or ATC Clearance or
Runway Heading when terrain or obstacles clearance is not affected
2.6.10.2. Special Engine Out Procedures as state on RTOL
2.6.10.3. Contact ATC (initially with Mayday if danger is imminent and required
immediate actions or PAN-PAN to indicate urgency)
2.6.10.4. Proceed to holding fix (ensure available on Fix Page)
2.6.10.5. Identify, Collect data and Problem Solving by QRH NNC
2.6.10.6. Check Performance In-flight, Weather and Runway condition
2.6.10.7. CLEAR - Decision Making Process
2.6.10.7.1.1. In flight Return or
2.6.10.7.1.2. Divert to Alternate or
2.6.10.7.1.3. Continue to Destination
2.6.11. Perform (PM) QRH. Non Normal Checklist (QRH NNC.Engine/APU.7_)
2.6.11.1. If the Engine is Failure or Flameout (preceded by 2.5.5.1.)
2.6.11.1.1. Continue the Engine Out Procedure & Climb to en route altitude
2.6.11.1.2. Call (PF) “QRH. ENGINE FAILURE/SHUTDOWN.NNC; My Comm”
2.6.11.1.3. Declare an urgency contact ATC (PF) “Pan-Pan 3X, Lion 123 Engine
Failure, follow Lasem 3A Departure”
2.6.11.1.4. Perform (PM) QRH. ENGINE FAILURE/SHUTDOWN NNC
Condition: One of these occurs an engine failure or an engine

flameout or another checklist directs an engine shutdown.
Do an engine shutdown only when flight conditions permit.
2.6.11.1.4.1. Autothrottle (if engaged) . . . . . . . . . . . . . . . . . . . . . Disengage
[Allows thrust lever to remain where manually positioned.]
2.6.11.1.4.2. Thrust lever . . . . . . . . . . . CONFIRM . . . . . . . . . . . . . . . .Close
[Assists in recognition of affected engine.]
Conditions permitting operate for three minutes at idle thrust.
PF: Places his hand on the correct thrust lever and closes it after PM has
sighted and confirmed. Execute and state “Close”
2.6.11.1.4.3. Engine start lever . . . . . . . . CONFIRM . . . . . . . . . . . . CUTOFF
PM: Places his hand on the correct start lever and positions it to CUTOFF after
PF has sighted and confirmed. Execute and state “Cutoff”
2.6.11.1.4.4. PACK switch (affected side) . . . . . . . . . . . . . . . . . . . . . . .OFF
[Causes operating pack to regulate to high flow in flight with flaps up.]
2.6.11.1.4.5. If the APU is available
2.6.11.1.4.5.1. APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START
2.6.11.1.4.5.2. Start the APU and selects APU GEN on bus when available. Do not
proceed to next item until this step is done.
2.6.11.1.4.5.3. APU GENERATOR switch . . . . . . . . . . . . . . . . . . . . . . .ON
2.6.11.1.4.6. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Balance
2.6.11.1.4.7. Transponder mode selector. . . . . . . . . . . . . . . . . . . . . . . TA
[Prevents climb commands which can exceed single engine performance capability]
2.6.11.1.4.8. If wing anti–ice is needed:
2.6.11.1.4.8.1. ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . . AUTO
Plan to land at the nearest suitable airport.

Accomplish the ONE ENGINE INOPERATIVE LANDING checklist.
2.6.11.1.5. Call (PF) “After Takeoff Checklist”

2.6.11.1.6. Performs (PM) After Takeoff Checklist
2.6.11.1.6.1. Engine Start Switches …………………………… OFF
2.6.11.1.6.2. Engine bleeds………………………….………………..ON
2.6.11.1.6.3. Packs……………………………………..…………….. AUTO
2.6.11.1.6.4. Landing gear …………………………….. UP and OFF
2.6.11.1.6.5. Flaps ……………………………………….. UP, No lights

2.6.11.1.7. Consider to perform Engine In-flight Start. Engine flameout may caused by
wrong crossfeed/fuel pump set up, Engine Ignition failure (select both for
in-flight air start), engine surge/stall or flying through heavy rain/turbulent.
2.6.11.1.8. Call (PF) “QRH.Engine In-Flight Start.NNC”
2.6.11.1.9. Performs (PM) Engine In-Flight Start NNC
1. Do this checklist only after completion of the Engine Failure or Shutdown

checklist or as directed by the Loss of Thrust on Both Engines checklist.
2. Check the In-Flight Start Envelope. Starts are not assured outside of the
in-flight start envelope.
2.6.11.1.9.1. In-flight start envelope. . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Note: Starter assist should be used if N2 is below 15%
2.6.11.1.9.2. Thrust lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Close

2.6.11.1.9.3. Engine start lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
2.6.11.1.9.4. If starter assist is needed:
2.6.11.1.9.4.1. PACK switch (affected side) . . . . . . . . . . . . . . . . . . . . . . . OFF
2.6.11.1.9.4.2. DUCT PRESSURE . . . . . . . . . . . . . . . . . . . . . Minimum 30 PSI
If needed, advance the thrust lever to increase duct pressure.
2.6.11.1.9.5. Ignition select switch . . . . . . . . . . . . . . . . . . . . . . . . . BOTH
2.6.11.1.9.6. ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . .GRD/FLT
2.6.11.1.9.7. Engine start lever . . . . . . . . . . . . . . . . . . . . . . . . IDLE detent
Move engine start lever to IDLE detent at a minimum of 15% N2.
2.6.11.1.9.8. If EGT does not increase in 30 seconds or another abort start
condition as listed in normal procedures occurs:
2.6.11.1.9.8.1. Engine start lever . . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
2.6.11.1.9.8.2. ENGINE START switch . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
Engines may accelerate to idle very slowly, especially at high altitudes.
Slow acceleration may be incorrectly interpreted as a hung start or an
engine malfunction. If N2 is steadily increasing, and EGT remains within
limits, the start is progressing normally.
2.6.11.1.9.9. After engine start:
2.6.11.1.9.9.1. Engine GENERATOR switch. . . . . . . . . . . . . . . . . . . . . .ON
2.6.11.1.9.9.2. PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
2.6.11.1.9.9.3. ENGINE START switch . . . . . . . . . . . . . . . . . . . . As needed
2.6.11.1.9.9.4. APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed
2.6.11.1.9.9.5. Transponder mode selector . . . . . . . . . . . . . . . . . . TA/RA

2.6.11.1.10. After Engine is recovered, consider to assume normal condition and cancel
PAN-PAN (PM) ”LION 123 Cancel PAN-PAN”
2.6.11.1.10.1. If normal operations condition is not assured after engine failure has
been recovered, in-flight return is permitted
2.6.11.1.10.2. If Engine does not recovered proceed following items
2.6.11.1.11. CRM - Performs C-L-E-A-R Decision Making process
Engine Failure/Shutdown have been identified and related

CLARIFY QRH.NNC has done accordingly
Look for Option/Idea/Information in term of QRH. PI.12.4 Non-

LOOK Normal Landing Distance, Fuel , Weather and RWY condition
Decide to ORGN/DEST/ALTN
Evaluate the options and make a Decision regarding to Safety,

EVALUATE Regularity, Service and Econ
Decide inflight return or divert to .... 5-C Communication

ACTION
App Preparation, Set FMC, MCP, Navigation & do Approach Brief
REVIEW Everything have done accordingly
2.6.11.1.12. CRM - 5C Briefing (Cockpit, Cabin, Controller, Company, Customer)
1. COCKPIT •Both PIC & FO must be understand and agree about

Decision with any consequences
2. CABIN •PIC do Flight Attendants brief accordingly (N-I-T-S)
•FO contact the ATC " PAN-PAN 3X, JT 123 Engine Failure,
3. CONTROLLER Return to .... , Request proceed to....( holding fix)"
4. CUSTOMER •PIC use PA system to announce the situation, that

everything is under control and follow FA instruction
5. COMPANY •Inform Company or Agent (N-I-T-S) to coordinate with

related unit (Maintenance, Paramedic, Rescue Unit)
2.6.11.1.12.1. Cockpit. Both Captain & Co-pilot make a discussion to solve the
problem, should be understand and agree about Decision. Coordinate
approach preparation, FMC setup, MCP setup, navigation setup and do
approach brief
2.6.11.1.12.2. Cabin. PIC brief Flight Attendant explain NITS drill
•NATURE of Emergency
N •i.e. Engine Failure
•INTENTION of the Captain

I •i.e. Inflight return to ...
•TIME remaining airborne

T •i.e. Time check now __:__Z & ETA __:__Z
•SPECIAL instruction given by Captain

S •i.e. Prepare possibility of evacuation procedure
2.6.11.1.12.3. Controller. You are not alone, ATC will provide assistance. Declare an
emergency (Mayday) or urgency (Pan-Pan), state your condition and
attention, proceed to holding as necessary, request long-straight in
landing, request radar vector and set transponder squawk 7700,
2.6.11.1.12.4. Company. Brief the nature of emergency, Intentions, Time arrival,
Special instruction (request fire brigade, ambulance & paramedic)
2.6.11.1.12.5. Customer. Announce on PA system about general situation, but
everything is under controlled, keep calm & follows cabin crew
instructions.
2.6.11.1.13. Call (PF) “QRH. One Engine Inoperative Landing.NNC”
2.6.11.1.14. Performs (PM) ONE ENGINE INOP LANDING NNC
Condition: Landing must be accomplished with one engine inoperative.

Plan a flaps 15 landing. Check PI.12.4 Landing distance. Set VREF 15.
Maintain VREF 15 + 5 knots minimum on final approach. Apply normal wind correction but do not
go below VREF 15+ 5 knots to assure adequate speed for go-around.
----------------------------DEFERRED ITEMS ------------------------------
==> DESCENT
2.6.11.1.14.1. Pressurization . . . . . . . . . . . . . . . . . .CAB ALT ___, LAND ALT ___
2.6.11.1.14.2. Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checked
2.6.11.1.14.3. Anti–ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___
Use engine anti–ice on the operative engine only.
2.6.11.1.14.4. If additional go–around thrust is desired, below 10,000 feet
configure the pressurization system for a no engine bleed landing:
2.6.11.1.14.4.1. ISOLATION valve switch . . . . . . . . . . . . . . . . . . . . CLOSE
2.6.11.1.14.4.2. Engine No. 1 BLEED air switch . . . . . . . . . . . . . . . . . .OFF
2.6.11.1.14.4.3. APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . .ON
Do not open the APU bleed valve if the engine fire switch remains illuminated.
2.6.11.1.14.4.4. Left PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
2.6.11.1.14.5. Autobrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___
2.6.11.1.14.6. GROUND PROXIMITY FLAP INHIBIT switch. . . . . . .FLAP INHIBIT
2.6.11.1.14.7. Landing data . . . . . . . . . . . . . . . . . . . .VREF 15, Minimums ___
2.6.11.1.14.8. Approach briefing . . . . . . . . . . . . . . . . . . . . . . . . . . Completed
2.6.11.1.14.9. Go–around procedure . . . . . . . . . . . . . . . . . . . . . . . . . . Review
Accomplish normal go–around procedure except:
· Use flaps 1
· Maintain VREF 15 + 5 knots to flap retraction altitude
· Limit bank angle to 15° when airspeed is less than VREF 15 + 15 knots or
the minimum maneuver speed, whichever is lower
· Accelerate to flaps 1 maneuvering speed prior to flap retraction.
----------------------------DEFERRED ITEMS ------------------------------
==> APPROACH
2.6.11.1.14.10. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___
----------------------------DEFERRED ITEMS ------------------------------
==> LANDING
2.6.11.1.14.11. ENGINE START switch (operating engine). . . . . . . . . . . . CONT
2.6.11.1.14.12. Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ARMED
2.6.11.1.14.13. Landing gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWN
2.6.11.1.14.14. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15, green light

2.6.11.2. If the Engine is Fire/Severe Damage/Separation (preceded by 2.6.5.2.)
2.6.11.2.1. Proceed to holding fix & Climb to safe altitude
2.6.11.2.2. Call (PF) “QRH. Engine Fire/Severe Damage/Separation.NNC; My
Comm”
2.6.11.2.3. Declare an urgency or distress as appropriate to ATC (PF) “Pan-Pan 3X or
Mayday 3X, Lion 123 Engine Fire/Severe Damage, Request to
NIMAS (Holding Fix) climb 6,000 feet (above MSA)”
2.6.11.2.4. Perform (PM) QRH. Engine is Fire/Severe Damage/Separation.NNC
Condition: Fire is detected in the associated engine; severe damage which

may be associated with airframe vibration and/or abnormal engine
indications has occurred; or the engine has separated.
AUTOTHROTTLE (if engaged) . . . . . . . . . . . . . . . DISENGAGE

[Allows thrust lever to remain where manually positioned.]
THRUST LEVER . . . . . . . . . . . .CONFIRM . . . . . . . . . . . . . . . . . . . CLOSE
[Assists in recognition of the affected engine.]
ENGINE START LEVER . . . . . . . . . . CONFIRM. . . . . . . . . . . . . . CUTOFF
ENGINE FIRE SWITCH. . . . . . . . . . . CONFIRM . . . . . . . . . . . . . . .PULL
To manually unlock the engine fire switch, press the override and pull.
If the ENGINE FIRE SWITCH or ENG OVERHEAT light remains illuminated:

ENGINE FIRE SWITCH . . . . . . . ROTATE L or R
Rotate to the stop and hold for one second.
If after 30 seconds the ENGINE FIRE SWITCH or ENG OVERHEAT light
remains illuminated:
ENGINE FIRE
WARNING SWITCH . . .. . . . . . . . . . . . ROTATE TO REMAINING BOTTLE
Rotate to the opposite stop and hold for one second
If high airframe vibration occurs and continues after engine is shut down:
Without delay, reduce airspeed and descend to a safe altitude which results in an
acceptable vibration level. If high vibration returns and further airspeed reduction
and descent are not practicable, increasing airspeed may reduce vibration.
2.6.11.2.4.1. ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . . . . . CLOSE

2.6.11.2.4.2. PACK switch (affected side) . . . . . . . . . . . . . . . . . . . . . . . .OFF
[Causes operating pack to regulate to high flow in flight with flaps up.]
2.6.11.2.4.3. APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
2.6.11.2.4.4. If the APU is available:
2.6.11.2.4.4.1. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Start the APU and selects gen. on bus when available. State “APU
Started & On Bus”. Do not proceed to next item until this step is done.
2.6.11.2.4.4.2. APU GENERATOR switch . . . . . . . . . . . . . . . . . . . . . . .ON
2.6.11.2.4.5. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Balance
2.6.11.2.4.6. Transponder mode selector . . . . . . . . . . . . . . . . . . .. . . . . TA
[Prevents climb commands which can exceed single engine performance
capability]
2.6.11.2.4.7. If wing anti–ice is needed:
2.6.11.2.4.7.1. ISOLATION VALVE switch
2.6.11.2.4.7.2. (After fire has been extinguished) . . . . . . . . . . . . . . AUTO

Accomplish the ONE ENGINE INOPERATIVE LANDING non normal
checklist when appropriate.

2.6.11.2.5. Performs After Takeoff Checklist
2.6.11.2.5.2. Engine bleeds………………………….………………..ON
2.6.11.2.5.3. Packs……………………………………..…………….. AUTO
Engine Fire/Severe Damage/Separation have been identified and

CLARIFY QRH.NNC has done accordingly
Look for Option/Idea/Information in term of QRH. PI.12.4 Advisory

LOOK Information Non Normal Landing , Fuel and Weather


ACTION
1. COCKPIT •Both PIC & FO must be understand and agree about Decision
with any consequences
•FO contact the ATC " Mayday 3X, JT 123 Engine Fire/ Severe
3. CONTROLLER Damage/Separation, Return to .... , Request to holding fix..."
4. CUSTOMER •PIC use PA system to announce the situation, that everything

is under control and follow FA instruction
5. COMPANY •Inform Company or Agent (N-I-T-S) to coordinate with related

unit (Maintenance, Paramedic, Rescue Unit)
2.6.11.2.7.1. Cockpit. Both Captain & Co-pilot make a discussion to solve the
problem, should be understand and agree about Decision. Coordinate
approach preparation, FMC setup, MCP setup, navigation setup and do
approach brief
2.6.11.2.7.2. Cabin. NITS drill
N •i.e. Engine fire or Severe Damage




2.6.11.2.7.3. Controller. You are not alone, ATC will provide assistance by declare
emergency (Mayday) or urgency (Pan-Pan), state your condition and
attention, proceed to holding as necessary, request long-straight in
landing, request radar vector and set transponder squawk 7700,
2.6.11.2.7.4. Company. Brief the Nature of emergency, Intentions, Time arrival,
Special instruction (request fire brigade, ambulance & paramedic)
2.6.11.2.7.5. Customer. Announce on PA system about general situation, but
everything is under controlled, keep calm & follows cabin crew
instructions.
2.6.11.2.8. Call (PF) “QRH.ONE ENGINE INOP LANDING NNC”
2.6.11.2.9. Perform (PM) ONE ENGINE INOP LANDING NNC

Plan a flaps 15 landing. Check PI.12.4 landing distance
Set VREF 15.
Maintain VREF 15 + 5 knots minimum on final approach.

Apply normal wind correction but do not go below VREF 15+ 5 knots to assure
adequate speed for go-around.

----------------------------DEFERRED ITEMS ------------------------------
==> DESCENT
2.6.11.2.9.1. Pressurization . . . . . . . . . . . . . . . . .CAB ALT ___, LAND ALT ___
2.6.11.2.9.2. Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked
2.6.11.2.9.3. Anti–ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___
2.6.11.2.9.4. If additional go–around thrust is desired, below 10,000 feet
configure the pressurization system for a no engine bleed landing:
2.6.11.2.9.4.1. ISOLATION valve switch . . . . . . . . . . . . . . . . . . . . . CLOSE
2.6.11.2.9.4.2. Engine No. 1 BLEED air switch . . . . . . . . . . . . . . . . . . .OFF
2.6.11.2.9.4.3. APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . .ON
Do not open the APU bleed valve if the engine fire switch remains
illuminated.
2.6.11.2.9.4.4. Left PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
2.6.11.2.9.5. Autobrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___
2.6.11.2.9.6. GROUND PROXIMITY FLAP INHIBIT switch. . . . . . . .FLAP INHIBIT
2.6.11.2.9.7. Landing data . . . . . . . . . . . . . . . . . . . .VREF 15, Minimums ___
2.6.11.2.9.8. Approach briefing . . . . . . . . . . . . . . . . . . . . . . . . . Completed
2.6.11.2.9.9. Go–around procedure . . . . . . . . . . . . . . . . . . . . . . . . . Review
· Use flaps 1
· Maintain VREF 15 + 5 knots to flap retraction altitude
· Limit bank angle to 15° when airspeed is less than VREF 15 + 15 knots or
· Accelerate to flaps 1 maneuvering speed prior to flap retraction.
----------------------------DEFERRED ITEMS ------------------------------

==> APPROACH
2.6.11.2.9.10. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___
----------------------------DEFERRED ITEMS ------------------------------
==> LANDING
2.6.11.2.9.11. ENGINE START switch (operating engine) . . . . . . . . . . . . . . . CONT
2.6.11.2.9.12. Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ARMED
2.6.11.2.9.13. Landing gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWN
2.6.11.2.9.14. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15, green light
ONE ENGINE INOP LANDING

Gross Fuse Plug NON NORMAL LANDING
Weight Melt Zone Distance Go Around
VREF 15
(TON) RTO (GS) (FT) Gradient %
60 117 164 4100 2.2
58 119 161 3900 2.8
56 121 158 3700 3.6
54 123 155 3500 3.8
1.0 Million Brake Energy ≈ 3 knots groundspeed
2.6.11.2.10. COM 1.8.8.2 Factor Which Influence Overweight Landing. In view of
the increased aircraft weight, special attention shall be paid to the following
items and conditions, when considering an overweight landing.
2.6.11.2.10.1. Pilot physical condition: Own limitations and fatigue.
2.6.11.2.10.2. Weather: IMC or VMC, temperature, crosswind, temperature etc.
2.6.11.2.10.3. Runway: Elevation, length, slope, obstruction (at both ends).
2.6.11.2.10.4. A/C: Number of engines operating, serviceability of systems, flaps etc.
2.6.11.2.10.5. LDW in excess of 2% above MLDW (54.8 Q 56.0 & 56.2 Q 57.3)
should be reported in the Aircraft Maintenance Log and a trip report
2.6.11.2.10.6. When the weight of the aircraft at an overweight landing does not
exceed 5% of the maximum allowed landing weight (54.8 Q 57.6 &
56.2 Q 59.0) no special inspection is required.

2.6.11.3. Performs QRH.NNC.Engine Limit or Surge or Stall (preceded by 2.6.5.3.)
2.6.11.3.1. Call (PF) “QRH. Engine Limit or Surge or Stall NNC.”
2.6.11.3.2. Performs (PM) QRH. Engine Limit or Surge or Stall NNC.
Condition: One or more of these occur:

· Engine indications are unusual
· Engine indications are rapidly approaching or exceeding limits
· Unusual engine noises are heard
· There is no response to thrust lever movement.
Objective: To attempt to recover normal engine operation or shut down the

engine if recovery is not possible.
2.6.11.3.2.1. (PF) Autothrottle (if engaged) . . . . . . . . . . . . . . . . . . Disengage

2.6.11.3.2.2. (PF) Thrust lever (affected engine) . . . . Confirm. . . . . Retard until
indications stay within limits or the thrust lever is closed
2.6.11.3.2.3. Choose one:

2.6.11.3.2.3.1. Engine indications are stabilized and EGT decreases: Go to step 4
(2.6.11.3.2.4.)
2.6.11.3.2.3.2. Engine indications are not normal or EGT continues to

increase: Go to step 5 (2.6.11.3.2.5.)
2.6.11.3.2.4. Thrust lever (affected engine) . . . . . . . . . . . . . . . . . . . Advance

slowly while checking RPM and EGT follow thrust lever movement
Run the engine normally or at a reduced thrust setting which is surge
and stall free.
2.6.11.3.2.5. Engine start lever (affected engine) . . . . Confirm. . . . . . . CUTOFF

2.6.11.3.2.6. PACK switch (affected side) . . . . . . . . . . . . . . . . . . . . . . OFF
This causes the operating pack to regulate to high flow in flight with
flaps up.
2.6.11.3.2.7. Choose one:
2.6.11.3.2.7.1. APU is available for start:
2.6.11.3.2.7.1.1. APU . . . . . . . . . . . . . . . . . . . . . . . . . . START
2.6.11.3.2.7.1.2. When APU is running:
APU GEN switch (affected side) . . . . . . . . . . . . .ON
2.6.11.3.2.7.1.3. Go to step 8 (2.6.11.3.2.8.)
2.6.11.3.2.7.2. APU is not available: Go to step 8 (2.6.11.3.2.8.)
2.6.11.3.2.8. Balance fuel as needed.

2.6.11.3.2.9. Transponder mode selector. . . . . . . . . . . . . . . TA
This prevents climb commands which can exceed single engine
performance capability.
2.6.11.3.2.10. If wing anti-ice is needed:
ISOLATION VALVE switch . . . . . . . . . . . . . . AUTO
2.6.11.3.2.11. Plan to land at the nearest suitable airport.
Go to the One Engine Inoperative Landing checklist on page 7.24
2.6.11.3.3. Performs After Takeoff Checklist

2.6.11.3.3.2. Engine bleeds………………………….………………..ON
2.6.11.3.3.3. Packs……………………………………..…………….. AUTO

Engine Limit/Surge/Stall have been identified and QRH.NNC has

CLARIFY done accordingly
Look for Option/Idea/Information in term of QRH. PI.12.4

LOOK Advisory Information Non Normal Landing , Fuel and Weather


ACTION
1. COCKPIT •Both PIC & FO must be understand and agree about Decision with
any consequences
•FO contact the ATC " PAN-PAN 3X, JT 123 Engine Over Limit Surge or
3. CONTROLLER Stall, Return to .... , Request to holding fix..."
•PIC use PA system to announce the situation, that everything is

4. CUSTOMER under control and follow FA instruction
5. COMPANY •Inform Company or Agent (N-I-T-S) to coordinate with related unit

(Maintenance, Paramedic, Rescue Unit)
2.6.11.3.6. Cabin. NITS drill
N •i.e. Engine Over Limit or Surge or Stall



2.6.11.3.7. Call (PF) “QRH.ONE ENGINE INOP LANDING NNC”

Perform (PM) ONE ENGINE INOP LANDING NNC
Plan a flaps 15 landing.

Check PI.12.4 landing distance. Set VREF 15. Etc.

CONFIRM ACTION CALL OUT
State the action will be perform The correct action is confirmed
PF: Thrust Lever # 1 ……………..……………………… CLOSE # 1… is CONFIRMED (not Thrust Lever # 2)
perform the action after PM has sighted and confirmed then state CLOSE
PM: Engine Start Lever # 1 ………………………….………… CUTOFF # 1… is CONFIRMED (not Engine Start Lever # 2)
perform the action after PM has sighted and confirmed then state
CUTOFF
PM: Engine Fire Switch # 1 ………………….……….…………… PULL # 1… is CONFIRMED (not Engine Fire Switch # 2)
perform the action after PM has sighted and confirmed then state PULL

3. PERFORM CLIMB
3.1. Comply with Company, DGAC and other applicable guidance and
regulations regarding climb operations
3.1.1. Know and comply with Takeoff and Climb Flight Operations guidance in
Company's Operations Manual
3.1.2. Know and comply with ATC Altimeter Settings and IFR Departure guidance in
the Standard Operations Manual
3.1.3. Know and comply with the Departure Procedures guidance in the AIM/AIP
3.2. Perform Initial Climb to 10,000 Feet
3.2.1. Comply with local or ATC airspeed restrictions when applicable
3.2.1.1. Know that speed restriction 250 KIAS below 10,000 ft is applied for
CGK, SUB & DPS (departure are excluded) and approximately 45 kg
of additional fuel is burned when this restriction is imposed
3.2.1.2. Use climb speed 280 KIAS (VF0+50) below 10,000 feet when no speed
control is imposed
3.2.1.3. Know that in turbulence maintaining 250 KIAS below FL 150 is allowed
when gross weight less than MLDW
3.2.2. STERILE COCKPIT CONCEPT
3.2.2.1. No certificate holder shall require, nor may any flight crewmember
perform, any duties during a critical phase of flight except those duties
required for the safe operation of the aircraft.
3.2.2.2. No flight crewmember may engage in, nor may any PIC permit, any
activity during a critical phase of flight which could distract any flight
crewmember from the performance of his or her duties or which could
interfere in any way with the proper conduct of those duties.
3.2.2.3. For the purposes of this section, critical phases of flight includes all
ground operations involving taxi, takeoff and landing, and all other
flight operations conducted below 10,000 feet, except cruise flight.
3.2.3. Call (PF) “After Takeoff Checklist”
3.2.4. Perform (PM) After Takeoff Checklist as appropriate
3.2.4.1. Engine Start Switches …………………………… OFF
3.2.4.2. Engine bleeds………………………….………………..ON
3.2.4.3. Packs……………………………………..…………….. AUTO
3.2.4.4. Landing gear …………………………….. UP and OFF
3.2.4.5. Flaps ……………………………………….. UP, No lights
3.2.5. Determine MSA, MEA, MORA & Grid MORA as applicable
3.2.6. On LNAV Departure set VHF NAV to AUTO TUNE for PF
3.2.7. On Visual Departure may not cancel IFR Flight Plan. Unless authorized
otherwise, VFR flights are not permitted:
3.2.7.1.1. Between sunset and sunrise;
3.2.7.1.2. Above FL 150 in controlled airspace;
3.2.7.1.3. Above FL 200 in uncontrolled airspace;
3.2.7.1.4. When operating more than 10 NM at sea for more than one hour.
3.2.8. Ensure vertical flight path is above the minimum IFR altitudes are published on
aeronautical charts for airways, routes and for standard IAP.
3.2.8.1. If no applicable minimum altitude is prescribed the following minimum
IFR altitude apply (CASR 121.657 C):
3.2.8.1.1. In designated mountainous areas, 2000 feet above the highest obstacles
within a horizontal of 5 statute miles from the course to be flown or
3.2.8.1.2. Other than mountainous areas, 1000 feet above the highest obstacle within
a horizontal distance of 5 statute miles from the course to be flown or
3.2.8.1.3. As otherwise authorized by the Administrator or assigned by ATC.

3.2.9. Make appropriate "Callouts" in the climb every 5,000 ft increment e.g. “Check
Climbing Passing 5,000 for 330 “
3.2.10. Make appropriate "Pressurization check, set weather radar tilt" in the
climb every 5,000 ft increment
3.2.10.1. Ensure aircraft Pressurize System maintains appropriate climb
schedule to cruise altitude
3.2.10.1.1. Know that Operating Differential Pressure: 7.45 PSID for flight at or below
FL280; 7.80 PSID for flight above FL280; + 1.00 PSID (step climb)
3.2.10.1.2. Know that Pneumatic Duct Pressure should not exceed 50 PSI (42±8 PSI)
3.2.10.1.3. Know that Duct Pressure indicating 60-80 PSI in climb or other phases of
flight with high Engine N1% reveals a malfunction of the Engine Pressure
Regulator Shutoff Valve.
3.2.10.1.4. A split difference of about 10 PSI between the Left and Right Pneumatic
Duct Pressure in cruise may indicate a possible malfunction of the Air Cycle
Machine may be conformed by selecting TRIM AIR switch to OFF and TEMP
controller to HOT.
3.2.10.2. Set Weather Radar Tilt
3.2.10.2.1. Select Gain to CALibrate
3.2.10.2.1.1. Know that in Calibrated A thunderstorm will maintain its accurate
color-code presentation on the radar’s display regardless of its range -
-or more realistically, to the limits of the radar’s capability.
3.2.10.2.1.2. Know that generation of calibrated weather requires three things:
3.2.10.2.1.2.1. A reference thunderstorm.
3.2.10.2.1.2.2. A way to compensate for “space loss”.
3.2.10.2.1.2.3. A way to compensate for the “beam-filling” effect.
3.2.10.2.2. Set Radar Tilt Angle
3.2.10.2.2.1. Decrease 1° every 5,000 feet below FL150
3.2.10.2.2.2. Decrease 1° every 10,000 feet above FL 150
3.2.11. Evaluate weather conditions (Icing, visibility, wind, thunderstorms, rain)

3.2.11.1. Don’t accept a vector from ATC into convective weather. Always
ask for an alternate route. When you do refuse a vector, always try to
give them adequate warning time so they can plan for aircraft-spacing
adjustments. That is, try to avoid last-minute decisions.
3.2.11.2. Do avoid by at least 20 NM any thunderstorm identified as severe
or giving an intense radar echo. This distance rule includes the anvil of
a large cumulonimbus cloud.
3.2.11.3. Don’t plan a course between two closely spaced thunderstorms
(storms with less than 40 NM between them).
3.2.11.4. Do clear the visual top of a known or suspected severe thunderstorm
by at least 10,000 feet. If that exceeds the capability of the aircraft,
go around the storm by a wide safety margin on the upwind side.
3.2.11.5. Don’t land or takeoff in the face of a thunderstorm that is in the
projected flight path. A sudden wind shift or low-level turbulence could
cause loss of control.
3.2.11.6. Do remember that vivid and frequent lightning indicates a severe
thunderstorm.
3.2.11.7. Don’t attempt to fly under a thunderstorm even if you can see
through to the other side. Turbulence under the storm could be severe.
3.2.11.8. Do regard as severe any thunderstorm with tops 35,000 feet or higher
regardless of how you locate it visual, radar or from a report.
3.2.11.9. Don’t fly over thunderstorms. Turbulence above a storm can be
severe.
3.2.11.10. Do evaluate weather scenarios from a distance and always plan an
escape route at the top of a descent.
3.2.11.11. Know that the major part of the signal is reflected by the frontal part of
the precipitation. The aft part returns weak signals (Attenuation)
that are displayed as green or black areas. The flight crew may
interpret these as a no/small threat areas. However, a black hole
behind a red area on a weather radar display should always be
considered as a zone that is potentially very active.
Attenuation Behind Two Very Active Cells Closely Spaced Areas of Different Colors
3.2.11.12. Closely spaced areas of different colors usually indicate highly turbulent
zones
3.2.11.13. Weather Shapes that should be observed carefully in order to detect
adverse weather conditions.
FINGER HOOK SCALLOPED EDGE U-SHAPE

3.2.12. Communicate with ATC to make adjustments to departure flight path and climb
speed requirements based on surrounding conditions
3.2.13. Plan adjustments to departure procedures in accordance with surrounding
environment
3.3. Perform Enroute Climb
3.3.1. Ensure aircraft accelerates to appropriate climb speed above 10,000 feet
3.3.1.1. Turn Landing Lights OFF as appropriate
3.3.1.2. Turn Logo Light OFF as appropriate
3.3.1.3. Turn Wing Light OFF as appropriate
3.3.1.4. Turn Fasten Seatbelt OFF as appropriate
3.3.1.5. Set Auto tune for navigation as appropriate
3.3.2. Set altimeters for QNE 1013 mb or 29.92 in hg when approaching transition
level (FL 130) and clear of encounter terrain or obstacles (since terrain or
obstacles are base on QNH) then cross check.
3.3.3. Call (PF) “Transition Altitude; Altimeter reset 29.92; Check climb
passing flight level 130; Climb passing now”
3.3.4. Respond (PM) report altimeter difference “Plus 20 (feet)”
3.3.5. Performs paper work (operational flight plan & voyage report)
3.3.6. Communication with company to give block off time, estimate time arrival,
actual passenger, baggage, cargo & mail
3.3.7. Indonesia airspace is designated in accordance with ICAO airspaces
classification as follows:
3.3.7.1. Class “A” Controlled airspace established between FL 245 and FL 460
designated as a CTA or UTA. IFR flights only are permitted; all flights
are provided with ATC service and are separated from each other.
3.3.7.2. Class “B” Controlled airspace established within the limits of all CTRs.
IFR and VFR flights are permitted, all flights are provided with ATC
service and are separated from each other.
3.3.7.3. Class “C” Controlled airspace established within all TMAs and ATZs
where aerodrome control service is provided. IFR and VFR flights are
permitted, all flights are provided with ATC service and IFR flights are
separated from other IFR flights and from VFR flights.
3.3.8. Up date Flight Plan Route and FIX INFO as appropriate
3.3.9. Ensure appropriate cruise altitude is set in the FMS, MCP & Press system
3.3.10. Ensure appropriate cruise speed schedule is set in the FMS
3.3.11. Call (PF) “RVSM checklist” when passing FL 270 (prior to RVSM airspace)
3.3.12. Read (PM) RVSM checklist
3.3.12.1. Maximum Altimeter difference 200 ft
3.3.12.1.1. Approximately every hour check the altitude indications. At least two main
indications should be within 200 ft limit.
3.3.12.1.2. Maximum differences between the altimeter readings ELEC/ELEC at
FL 300 =120 feet and at FL 350 =150 feet.
3.3.12.1.3. Know that altitude report by TCAS II is not depend on Altimeter setting
3.3.12.1.4. Notify ATC of an assigned altitude deviation of more than 300 ft, the
pilot shall take action to return to the cleared level as quickly as possible
3.3.12.1.5. The pilot must notify ATC all abnormal situations preventing the aircraft
to maintain the assigned Flight Level or whenever the aircraft is no longer
RVSM compliant due to equipment failure such as:
3.3.12.1.5.1. Failure of both AP
3.3.12.1.5.2. Loss of altimeter indication redundancy. Only one main indication
remaining.
3.3.12.1.5.3. Excessive discrepancy of altitude indication without means to
determinate which indication is valid or
3.3.12.1.5.4. Encounters turbulence that affects the capability to maintain flight
level.

3.3.12.2. Autopilot Altitude Control System (ALT HOLD) is serviceable
3.3.12.2.1.
3.3.12.2.1. When
When changing
changing levels,
levels, mmonitor
monitor
onitor AP
AP guidance
guidance not
not to
to overshoot
overshoot or
or undershoot
undershoot
the
the cleared
cleared flight
flight level
level by
by more
more than
than 45
45 m
m (150
(150 ft)
3.3.12.2.2.
3.3.12.2.2. Use V/S
V/S 1,000
1,000 fpmfpm to avoid overshooting (max 150 ft) and RA if the the
traffic
raffic is contact
c ontacted
ontacted on TCAS within 5 NM .
3.3.12.3. Altitude Alert System
3.3.12.3.1.
3.3.12.3.1. Know
Know Acquisition
Acquisition Alerting Standard Configuration
Configuration
3.3.12.3.1.1. When approaching within 900 feet of selected altitude both both
ALTITUDE ALERT lights illuminate steadysteady,
steady, and aa momentary
momentary
tone sounds.
sounds
3.3.12.3.1.2. When at 300 feet prior to selected altitude, both ALTITUDE ALERT
lights extinguish.
3.3.12.3.2.
3.3.12.3.2. Know
Know Deviation
Devia
Deviation
tion Alerting
Alerting Standard
Standard Configuration
Configuration
3.3.12.3.2.1. Upon
Upon deviating
deviating from
from the
the selected
selected altitude
altitude by
by more
more than
than 300
300 feet,
feet, aa
momentary tone sounds
sounds, and the ALTITUDE
sounds, ALTITUDE ALERT
ALERT lights
lights flash.
flash.
3.3.12.3.2.2. Flashing continues
continues until
until one
one of
of the
the following
following occurs:
occurs:
occurs:
3.3.12.3.2.2.1. Altitude deviation becomes
becomes less than 300 feet.feet
3.3.12.3.2.2.2. Altitude deviation becomes
becomes more
more than
than 900
900 feet
feet.
3.3.12.3.2.2.3. A new altitude is selected.
3.3.12.4. TCAS system. Common encounters for RVSM
RVSM Operations
Operations
3.3.12.4.1.
3.3.12.4.1. Two
Two level
level aircraft
aircraft at
at adjacent
adjacent flight
flight
flight levels
levels
levels have
have
have aaa vertical
vertical
vertical offset
offset
offset
70
000 FT
RA TA
3.3.12.4.2.
3.3.12.4.2. Two
Two level
level aircraft
aircraft at
at adjacent
adjacent flight
flight
flight levels
levels
levels oscillate
oscillate
oscillate in
in
in the
the
the altitude
altitude
altitude keeping
keeping
keeping
 RVSM approved aircraft can can oscillate

oscillate with
with aa 65 65 ft
ft maximum
maximum
amplitude
 This configuration is very similar
similar to
to the
the vertical
vertical offset
offset

3.3.12.4.3. Two aircraft 1000
1000 ft
ft Level
Level off Encounter
TCAS II of the descending aircraft

aircraft triggers
triggers aa TA
TA and
and an
an RA
RA
TCAS II of the level aircraft triggers
triggers only
only aa TA
TA
TAs and RAs can be triggered during

during 100
1000
1000 ft level
level off
off encounters
encounters
These RAs can be necessary if
if an
an aircraft
aircraft does
does not
not level
level off
off as
as
required
With a 1000 fpm vertical rate by 1000 ft from the cleared

cleared altitude
altitude:
altitude
 No advisory is expected to be triggered with
with one
maneuvering aircraft
 Only TAs are expected
expected toto be
be triggered
triggered with
with two
maneuvering aircraft
When a TA or an RA is triggered,
triggered,
 Pilots shall comply with the airline operational
operational instructions
instructions
 Normal pilots response is expected
expected
3.3.12.4.4. Other Traffic is not

not classified
classified as
as proximate
proximate or
or TA
TA or RA, the traffic iis
s
greater
reater than 6nm or more than 1,200 ft vertically
vertically. Climb/Descend
arrow will shown if the aircraft is
is climbing/descending
climbing/descending more
more than
than 500
500 fpm
fpm
ROC/ROD
ROC/ROD.

3.3.12.4.5. Proximate Traffic is not classified as TA or RA, the traffic is less than 6
nm and less than 1,200 ft vertically.
3.3.12.4.6. Traffic Advisory (TA). The Traffic will reach Closest Point of Approach
(CPA) in about 45 seconds; the amber TRAFFIC will be displayed and
followed by aural warning ”TRAFFIC 2X”. Look outside to verify the
traffic and prepare to maneuver should an RA will be sounded 10 to15
seconds later.
3.3.12.4.7. Resolution Advisory (RA). The Traffic will reach CPA in about 25
seconds; the red TRAFFIC will be displayed and followed by aural
warning “CLIMB 2x or DESCENT 2x”
3.3.12.4.8. Know that pilot should initiate any required vertical maneuver within 5
seconds at ROC/ROD about 1,500 – 2,000 fpm to satisfied RA command

seconds to satisfied RA command just outside red area
3.3.12.4.10. Know the event of “Descend, Crossing Descent”. The traffic is climbing
more than 500 fpm and reaching CPA within 35 second
seconds at ROD about 1,500 – 2,000 fpm to satisfied RA command
just below red area until “CLEAR OF TRAFFIC”
3.3.12.4.12. When “CLEAR OF TRAFFIC” adjust pitch attitude to follow F/D

3.4. Reach Cruising Altitude
3.4.1. Optimum Altitude
3.4.1.1. Optimum altitude is the altitude that gives the minimum trip cost for a
given trip length, cost index, and gross weight.
3.4.1.2. It provides approximately a 1.5 load factor (approximately 48° bank
to buffet onset) or better buffet margin.
3.4.1.3. Optimum altitude is increase by 100 ft every 6-7 minutes cruising
3.4.1.4. Cruise fuel penalties include:
3.4.1.4.1. ISA + 10° C: 1% increase in trip fuel
3.4.1.4.2. 2,000 feet above/below optimum altitude: 1% to 2% increase in trip fuel
3.4.1.4.3. 4,000 feet below optimum altitude: 3% to 5% increase in trip fuel
3.4.1.4.4. 8,000 feet below optimum altitude: 8% to 14% increase in trip fuel
3.4.1.4.5. Cruise speed 0.01M above LRC: 1% to 2% increase in trip fuel.
3.4.1.5. Cruising within 2,000 feet of optimum, long range cruise speed can
be approximated by using 0.74M. Long range cruise also provides the
best buffet margin at all cruise altitudes.
3.4.1.6. Increase planned trip fuel by 1.0% for operation with air conditioning
packs selected to high flow.
3.4.1.7. Increase total fuel flow during cruise approximately 70 kg/hr for
engine anti-ice on or 180 kg/hr for engine and wing anti-ice on.
3.4.1.8. Every 450 kg reduction in landing weight decreases trip fuel at
optimum altitude by approximately 0.5%.
3.4.2. Step Climb

3.4.2.1. The additional fuel required for a 4,000 foot enroute climb varies from
300 to 500 lbs (135 to 225 kgs) depending on the airplane gross
weight, initial altitude, air temperature, and climb speed.
3.4.2.2. The fuel saved at higher altitude does not normally justify a step climb
unless the cruise time of the higher altitude is approximately 20
minutes or longer.
3.4.3. Maximum Altitude
3.4.3.1. Maximum altitude is the highest altitude at which the airplane can be
operated. It is determined by three basic characteristics, which are
unique to each airplane model.
3.4.3.2. Know that the FMC predicted maximum altitude is the lowest of:
3.4.3.2.1. Maximum certified altitude (structural) - determined during certification and
is usually set by the pressurization load limits on the fuselage
3.4.3.2.2. Thrust limited altitude - the altitude at which sufficient thrust is available to
provide a specific minimum rate of climb.
3.4.3.2.3. Buffet or maneuver limited altitude - the altitude at which a specific
maneuver margin exists prior to buffet onset. This altitude provides at least
a 0.2g margin (33° bank) for FAA operations or a 0.3g margin (40° bank)
for CAA/JAA operations prior to buffet
3.4.3.3. Know that the minimum maneuver speed indication on the speed tape
does not guarantee the ability to maintain level flight at that speed.
3.4.3.4. Flight crews intending to operate at or near the maximum operation
altitude should be familiar with the performance characteristics of the
airplane in these conditions.
Note: To get the most accurate altitude limits from the FMC, ensure that the
airplane weight, cruise CG, and temperature entries are correct.
3.4.3.4.1. On airplanes with earlier FMC updates, it is possible for LNAV inputs to
exceed the capability of the airplane. This could result in a loss of altitude
or airspeed during Eng Anti Ice & Wing Anti operations.
3.4.3.4.2. For operations other than LNAV, when operating at or near maximum
altitude fly at least 10 knots above the lower amber band and use bank
angles of 10° or less.
3.4.3.4.3. If speed drops below the lower amber band, immediately increase speed by
doing one or more of the following:
3.4.3.4.3.1. Reduce angle of bank
3.4.3.4.3.2. Increase thrust up to maximum continuous
3.4.3.4.3.3. Descend.
3.4.3.4.4. Turbulence at or near maximum altitude can momentarily increase the
airplane’s angle-of attack and activate the stick shaker . When flying
at speeds near the lower amber band, any maneuvering increases the load
factor and further reduce the margin to buffet onset and stick shaker.
3.4.4. Short Trip Fuel and Time
3.4.4.1. Short Trip Fuel and Time charts include fuel and time to climb to cruise
altitude, cruise (1 minute), descent and straight in approach.
3.4.4.2. The chart is based on the altitude that yields the minimum fuel for trip
distances up to 500 nm.
3.4.4.3. Know that COM state the minimum of cruise segment is 5 minutes
3.4.4.4. Check FMC TOD time - FMC TOC time should be at least 5 minutes
3.4.4.5. Rule of thumb for short trip cruise: ”CRZ FL = TRIP Distance X 12
(Climb at 280/.74 equal to ECON Climb with Cost Index = 0 “zero”) or
”CRZ FL = TRIP Distance X 10 (ECON Climb with Cost Index = 40)
Pilot Notes

Pilot Notes

Pilot Notes

Pilot Notes

4. PERFORM ENROUTE-CRUISE
regulations regarding enroute-cruise operations
4.1.1. Know and comply with Jeppesen-Sanderson
4.1.2. Know and comply with Enroute Procedures in AIM/AIP, Doc 8168
4.2. Perform Cruise Configuration Procedures
4.2.1. Call (PM) “1000 ft to level off”
4.2.2. Verify TMA engage in CRZ mode
4.2.3. Perform communications with ATC
4.2.3.1. Report reaching and maintain altitude or amended altitude clearance
4.2.3.2. Respond to vectors and weather deviation
4.2.3.3. Read back ATC clearances
4.2.4. Check Pressurization System
4.2.4.1. Verify Cabin Altitude agree with Pressurization Schedule table
4.2.4.2. Verify Differential Pressure
4.2.5. Set Weather Radar Tilt -2° - 0° for appropriate range
4.2.6. Set TCAS from above to Normal
4.2.7. Update Performance Init for CRZ
4.2.7.1. Temperature ISA Deviation
4.2.7.2. Up date cruising wind
4.2.7.3. Up date cruising CG%
4.2.8. Perform cruise briefing
4.2.8.1. Escape route in case One Engine Inoperative (4.7.4. as applicable)
4.2.8.2. Escape route in case rapid decompression or emergency descent
(4.7.5. as applicable)
4.2.8.3. Brief PED/PET in case en route diversion or emergency landing is
required such as passenger sick or cabin smoke etc
4.3. Perform Enroute Communication Procedures
4.3.1. Perform passenger announcement after level off
4.3.2. Perform cockpit crew communications
4.3.2.1. Complete Cruise checklist if appropriate
4.3.2.2. Callout fault/warning messages as appropriate
4.3.2.3. Make standard callouts as appropriate
4.3.2.4. Perform augmented crew turnover briefing as applicable
4.3.2.4.1. Communicate A/C current position and assigned altitude
4.3.2.4.2. Communicate current clearance versus flight plan and any route/altitude
requests
4.3.2.4.3. Communicate waypoints loaded versus flight plan
4.3.2.4.4. Communicate navigation system(s) accuracy
4.3.2.4.5. Communicate frequencies and controlling agency
4.3.2.4.6. Communicate fuel status/optimal altitude
4.3.2.4.7. Communicate enroute, destination, and alternate weather
4.3.2.4.8. Communicate any incidents or irregularities
4.3.2.4.9. Communicate last company position report
4.3.2.4.10. Communicate A/C system status and maintenance logbook entries
4.3.2.4.11. Complete appropriate forms as necessary
4.3.2.4.12. Relieving captain signs operational flight plan when change in command
occurs
4.3.3. Perform communications with cabin crew
4.3.3.1. Discuss turbulence situation and passenger seating requirements as
appropriate

4.3.3.2. Discuss special passenger requirements and time available for cabin
service
4.3.3.3. Discuss aircraft servicing requirements and cabin discrepancies
4.3.4. Perform communications with company
4.3.4.1. Communicate rerouting, delay, schedule change, or gate information with
dispatch
4.3.4.2. Acquire destination airport status/weather from dispatch
4.3.4.3. Discuss aircraft systems discrepancy, systems troubleshooting,
continuation criteria, and/or deferral actions with maintenance
4.3.5. Perform communications with ATC
4.3.5.1. Make mandatory position report
4.3.5.2. Respond to traffic callouts, vectors, or clearance changes
4.3.5.3. Respond to TCAS RA standard ICAO Radio Telephony Phraseology
4.3.5.3.1. When unable to comply with clearance or instruction because of an ACAS
RA “LION 123 Unable to comply, TCAS RESOLUTION ADVISORY”
4.3.5.3.2. After modifying V/S to comply with ACAS RA “JT 123, TCAS
CLIMB/DESCENT”
4.3.5.3.3. After ACAS CLEAR OF CONFLICT annunciated “LION 123, RETRUNING TO
FL 330 (assigned clearance)”
4.3.5.3.4. After returning to clearance after responding to an ACAS RA “LION 123,
TCAS CLIMB/DESCENT COMPLETED, FL 290 RESUMED (assigned
clearance)”
4.3.5.5. Respond to weather deviation and or delay information
4.4. Perform Enroute System Configuration Procedures
4.4.1. Configure fuel system as appropriate, see Supplementary Procedures
4.4.2. Set ignition system as appropriate
4.4.3. Adjust cabin temperature as required
4.4.4. Set anti-ice systems as appropriate
4.4.5. Monitor warning lights/gauges
4.5. Perform Enroute Situational Assessment
4.5.1. Monitor weather using cues from visual observance, radio communications,
weather radar depictions
4.5.2. Know turbulence penetration as state on FCOM, supplementary procedure,
adverse weather
4.5.3. Assess engine ignition requirements due to anti-ice usage, turbulence or heavy
precipitation
4.5.3.1. Light to moderate turbulence the autopilot and/or autothrottle may
remain engaged unless performance is objectionable. Short–time airspeed
excursions of 10 to 15 knots can be expected.
4.5.3.1.1. Turn Passenger signs ON
4.5.3.2. Severe Turbulence encounter
4.5.3.2.1. Turn Passenger signs ON, announce “FA be SEATED”
4.5.3.2.2. DISENGAGE the autothrottle if unwanted movement due to large
airspeed excursion more than 15 knots
4.5.3.2.3. Select AUTOPILOT mode to CWS to maintain appropriate pitch and wing
level attitude if rapid altitude/bank changes
4.5.3.2.4. Check A/P status annunciators display CWS for pitch and roll
4.5.3.2.5. Monitor if sustained trimming occurs, disengage the autopilot
4.5.3.2.6. Select ENGINE START switches to FLT
4.5.3.2.7. Set Thrust Lever use FMC recommended thrust settings. If the FMC is
inoperative, refer to Performance–Inflight section of the QRH for approx N1
settings that maintain near optimum penetration airspeed.
4.5.3.2.8. Change thrust setting if required to modify an unacceptable speed trend.

4.5.3.2.9. Know that Moderate Turbulence similar to light turbulence but of greater
intensity which causes changes in altitude and/or attitude. There usually
are variations in indicated airspeed. The aircraft is controllable at all times;
g force varies between 2 – 3 g. Occupants of the aircraft feel definite strains
against their seat belts. Unsecured objects are displaced. Walking and
service are difficult.
4.5.3.2.10. Know that Severe Turbulence causes large, abrupt changes in altitude
and/or attitude. There usually are large variations in indicated airspeed. The
aircraft could be momentarily out of control. More than 3 – 6 g. Occupants
of the aircraft are thrown violently against their seat belts. Unsecured
objects are tossed about. Walking and service are impossible .
4.5.3.3. Moderate to heavy rain, hail or sleet is encountered (yellow to red
indicated on weather radar):
4.5.3.3.1. ENGINE START switches ..................................................... CONT PM
4.5.3.3.2. Autothrottle ............................................................. Disengage PF
4.5.3.3.3. Thrust Levers ...................................................... Adjust Slowly PF
If thrust changes are necessary, move the thrust levers slowly. Maintain
an increased minimum thrust setting
4.5.3.3.4. IAS/MACH ....................................................... Use a slower speed PF
A slower speed improves engine tolerance to heavy precipitation intake
4.5.3.3.5. APU (think if not available) ……………………………………………..…………. Start PM
4.5.4. Assess anti/de-ice requirements due to TAT indication, in-flight visibility and
visible moisture
4.5.4.1. Know that Engine anti–ice must be ON before, and during all flight
operations when icing conditions exist or are anticipated, except during
climb and cruise when the temperature is below -40°C SAT, during
descent in icing conditions, including temperatures below -40°C SAT.
4.5.4.2. Know to use the temperature and visible moisture, do not rely on
airframe visual icing cues before activating engine anti–ice. When
engine anti-ice is needed:
4.5.4.2.1. ENGINE START switches ..................................... CONT PM
4.5.4.2.2. ENGINE ANTI-ICE switches ....................................ON PM
4.5.4.3. Know that ice accumulation on the flight deck window frames,
windshield center post, or on the windshield wiper arm may be used as an
indication of structural icing conditions and need to turn on wing anti-ice.
When wing anti-ice is needed:
4.5.4.3.1.1. Wing ANTI-ICE switches .........................................ON PM
4.5.5. Maintain position/terrain awareness using cues form visual observance, from
instrumentation (EGPWS TAD), and from FMS in relation to published
flight documentation (MEA, MOCA, MORA and Grid Mora)
4.5.5.1. Know that the EGPWS Terrain Alerting and Display (TAD) feature provides
terrain image:
4.5.5.1.1. Black (terrain is not displayed) if the terrain is more than 2,000 feet below
the aircraft, or within 400 (vertical) feet of the nearest runway elevation
4.5.5.1.2. 16% Green – terrain/obstacles that is between 2,000 ft and 1,000 ft
below airplane altitude
4.5.5.1.3. 50% Green – terrain/obstacles that is less than 1,000 ft and more
than 500 ft below airplane altitude
4.5.5.1.4. 25% Yellow – terrain/obstacles that is between 500 ft below (250 ft
with gear down) and 1,000 ft above airplane altitude
4.5.5.1.5. 50% Yellow – terrain/obstacles that is between 1,000 ft and 2,000 ft
above airplane altitude
4.5.5.1.6. 50% Red – terrain/obstacles that is more than 2,000 ft above airplane
altitude
4.5.5.2. Know that the EGPWS Terrain Alerting and Display (TAD) feature provides
terrain alert:

4.5.5.2.1. “TERRAIN AHEAD, “CAUTION TERRAIN” and “CAUTION OBSTACLE”
aural warnings are triggered approximately 60 seconds from impact.
Additionally, the amber GPWS light is illuminated and the appropriate
the TAD on the EHSI will be colored solid yellow. If the terrain display
function is not selected, the display will automatically appear
4.5.5.2.2. “TERRAIN, TERRAIN, PULL UP,” or “OBSTACLE, OBSTACLE, PULL UP”
aural warnings are triggered approximately 30 seconds from impact.
Additionally, the red PULL UP light is illuminated and the appropriate
section of the TAD on the EHSI will be colored solid red. If the terrain
display function is not selected, the display will automatically appear.
4.5.5.3. Know that the EGPWS Terrain Alerting and Display (TAD) recommended
response to EGPWS Caution Alerts are as follows:
4.5.5.3.1. Stop any descent and climb as necessary to eliminate the alert. Analyze all
available instruments and information to determine best course of action.
4.5.5.3.2. Advise ATC of situation as necessary.
4.5.5.4. Know that the EGPWS Terrain Alerting and Display (TAD) recommended
response to EGPWS Warning Alerts are as follows:
4.5.5.4.1. Aggressively position throttles for maximum rated thrust. Apply
maximum available power as determined by emergency need. The pilot not
flying should set power and ensure that TO/GA power and modes are set.
4.5.5.4.2. If engaged, disengage the autopilot and smoothly but aggressively
increase pitch toward “stick shaker” or Pitch Limit Indicators (PLI) to
obtain maximum climb performance.
4.5.5.4.3. Continue climbing until the warning is eliminated and safe flight is assured.
4.5.5.4.4. Advise ATC of situation.
4.5.5.5. Know that navigation must not be based on the use of the Terrain
Awareness and Alerting Display (TAD).
4.5.5.6. Know that the MEA is the lowest altitude a pilot can fly en-route and
within 5 NM of the route centerline guarantees:
4.5.5.6.1. 1,000 feet above the highest obstruction in non mountainous terrain, or
4.5.5.6.2. 2,000 feet above the highest obstruction in mountainous terrain
4.5.5.6.3. Reception of a navigational signal at any point along the airway
4.5.5.7. Know that the MOCA has the same obstruction clearance, as does the
MEA but assures a reliable navigation signal only within 22 nautical miles
of the VOR facility
4.5.5.8. Know that the MORA provides obstruction clearance within 10 NM of the
route centerline (regardless of the route width) and end fixes. MORA
guarantees clearance of:
4.5.5.8.1. 1,000 feet above the highest obstruction up to and including 6,000 feet, or
4.5.5.8.2. 2,000 feet above the highest obstruction exceeding 6,000 feet
4.5.5.9. Know that the GRID MORA provides the same obstruction clearance as
does the MORA but within a specified latitude and longitude rectangle.
4.5.5.10. Know that application of an "off-route" or a flight that diverges from a
designated air route due to ATC, weather, navigational in accuracy or any
other reason, shall not be flown below MORA or GRID MORA except:
4.5.5.10.1. Adequate visual reference can be maintained.
4.5.5.10.2. The aircraft's position is within an area where lower minimum altitudes
are applicable.
4.5.5.10.3. When an ATS units provide radar vectors.
4.5.6. Maintain Navigational awareness using appropriate raw data
4.5.6.1. Comply with operational flight plan or en-route chart on navigating
published courses/headings
4.5.6.2. When Auto Tune is engage, set VHF NAV on STBY window for ground
facility frequency at appropriate change over point
4.5.6.3. Set ADF frequency at appropriate change over point ground facility
4.5.6.4. Crosscheck aircraft heading with standby compass for long flight
with minimum ground navigation facility
4.5.7. Maintain Traffic separation awareness using TCAS
4.5.7.1. Know that Aircraft will reach CPA in about 45 seconds if TA caution
level alert is displayed and followed by aural warning “TRAFFIC 2X”. Be
prepared to maneuver should an RA be sounded 10 to15 seconds later.
4.5.7.2. Know that Aircraft will reach CPA in about 25 seconds if RA warning
level alert is displayed and followed by aural warning “CLIMB 2x or
DESCENT 2x” the pilot should initiate any required vertical maneuver
within 5 seconds at ROC/ROD about 1,500 – 2,000 fpm
4.5.7.3. Know that Proximate Traffic is not classified as a TA or RA, the traffic is
less than 6 nm and less than 1,200 ft vertically
4.5.7.4. Know that Other Traffic is not classified as RA or proximate, the traffic is
greater than 6nm or more than 1,200 ft vertically
4.5.7.5. Know that aircraft in between FL200-FL420 TA will triggers if vertical
offset less than 850 ft and 48 second to CPA and RA will triggers if
vertical offset less than 600 ft and 35 second to CPA
4.5.7.6. Know that require initial ROC/ROD for following condition:
UPWARD SENSE DOWNWARD SENSE
RA Required ROC RA Required ROD
“Climb” 1500 to 2000 fpm “Descend” -1500 to -2000 fpm
“Crossing Climb” 1500 to 2000 fpm “Crossing Descend” -1500 to -2000 fpm
“Maintain Climb” 1500 to 4400 fpm “Maintain Descend” -1500 to -4400 fpm
“Do Not Descend” > 0 fpm “Do Not Climb” < 0 fpm
4.6. Apply Enroute/Cruise Procedures

4.6.1. Apply Enroute Procedures
4.6.1.1. Perform FMC and IRS accuracy checks prior to reaching the last navaid or
position definable by navaids (Blind Spot Area)
4.6.1.2. Obtain enroute HF frequencies and SELCAL check
4.6.1.3. Select the HSI to TRUE Heading Reference Switch on Oceanic Track entry
4.6.1.4. Monitor 121.5 plus Oceanic common VHF frequency in Oceanic airspace
4.6.1.5. Set transponder to code 2000 on track/route when required by AIM/AIP
4.6.1.6. Complete AIREP and make position reports
4.6.2. Apply Approaching Waypoint Procedures
4.6.2.1. Verify the waypoint identifier/coordinates and heading of the next
waypoint on the LEGS page and compare with the flight plan
4.6.2.1.1. Line select the next waypoint into the scratchpad
4.6.2.1.2. Press INDEX on the CDU
4.6.2.1.3. Select NAV DATA
4.6.2.1.4. Select the appropriate scratchpad data
4.6.2.1.5. Verify the lat/long data matches the flight plan
4.6.2.1.6. Return to the LEGS page
4.6.2.1.7. Compare with the lat/long of waypoint on flight plan
4.6.2.2. Verify waypoint identifier/coordinates, distance and ETA of the NEXT
waypoints on the PROGRESS page and compare with the flight plan
4.6.2.2.1. Line select the next waypoint into the scratchpad
4.6.2.2.2. Press INDEX on the CDU
4.6.2.2.3. Select NAV DATA
4.6.2.2.4. Select the appropriate scratchpad data
4.6.2.2.5. Verify the lat/long data matches the flight plan
4.6.2.2.6. Select the PROGress page using the function key
4.6.2.2.7. Verify distance and ETA of the NEXT waypoint and compare with the flight
plan
4.6.2.3. Prepare the AIREP
4.6.2.4. Select the appropriate PROGRESS page and record total and computed
fuel remaining on the operational flight plan
4.6.2.5. Note and record wind direction & speed to the nearest 5 degree & 5 knot
value on the flight plan
4.6.2.6. Verify that the estimate for the next compulsory waypoint is valid if the
NEXT waypoint is non-compulsory
4.6.2.6.1. Select the LEGS page
4.6.2.6.2. Select RTE DATA
4.6.2.6.3. Verify the next compulsory waypoint ETA against the operational flight plan
4.6.2.6.4. Select PROGRESS page on the CDU
4.6.3. Apply over the waypoint flow pattern
4.6.3.1. Select POSITION on EFIS control panel
4.6.3.2. Compare IRU position with FMC position
4.6.3.3. Compare VOR/DME raw data (if available) position with FMC/IRU position
4.6.3.4. Verify leg switch on the LEGS page of the FMC
4.6.3.5. Verify leg switch on the PROGRESS page of the FMC
4.6.3.6. Transmit AIREP if required
4.6.3.7. Draw diagonal line through waypoint verification check on the OFP
4.6.4. Apply after waypoint passing procedures
4.6.4.1. Verify maintaining track outbound, observe proper LNAV and VNAV
indications displayed on EADI/PFD and EHSI/ND
4.6.4.2. Approximately ten minutes after passing each waypoint, when not in an
ATC radar controlled environment and when VOR/DME raw data position
is not available, plot the A/C position on the plotting chart
4.6.4.2.1. Select INIT REF on the CDU
4.6.4.2.2. Select INDEX
4.6.4.2.3. Select POSITION
4.6.4.2.4. Select NEXT PAGE
4.6.4.2.5. Line select the FMC position to the scratchpad and plot this position on the
plotting chart (Jeppesen chart if no plotting chart is available)
4.6.5. Make A/C Engine Trend Monitoring
4.6.5.1. Note EGT START, EGT Takeoff & N1 Takeoff
4.6.5.2. Note N1, EGT, N2 and Fuel Flow on EIS primary panel
4.6.5.3. Note TAT, OIL PRESS, OIL TEMP, OIL QTY, VIB, HYD PRESS, HYD QTY on
the secondary EIS control panel
4.6.5.4. Note SAT, TAS, Knots/Mach Number ASI, Altitude
4.7. Apply Abnormal Procedures as Needed
4.7.1. Apply Intentional Departure from Track, Altitude, or Mach
4.7.1.1. When unable to continue flight in accordance with ATC clearance due to
weather, mechanical failure, or other in-flight emergency, attempt to
obtain clearance to deviate from altitude, track, or Mach prior to initiating
action
4.7.1.2. Use the radio telephony DISTRESS (Mayday) or URGENT (Pan Pan)
signal as appropriate
4.7.1.2.1. Know that Distress is a condition of being threatened by serious and/or
imminent danger and of requiring immediate assistance.
4.7.1.2.2. Know that Urgency is a condition concerning the safety of an aircraft or
other vehicle, or of some person on board or within sight, but which does
not require immediate assistance
4.7.1.2.3. Know that an aircraft in distress or a station in control of distress traffic
may impose silence, either on all aircraft on the frequency or on a particular
aircraft which interferes with the distress traffic. Aircraft so requested will
maintain radio silence until advised that the distress traffic has ended.
“ALL STATIONS JUANDA TOWER STOP TRANSMITTING. MAYDAY”
or
“LION 123 STOP TRANSMITTING, MAYDAY”

4.7.1.2.4. When an aircraft is no longer in distress, it shall transmit a message
cancelling the distress condition.
“JAKARTA CTR, LION 123 CANCEL DISTRESS. REQUEST TO WARR”
4.7.1.2.5. When the ground station controlling the distress traffic is aware that the
aircraft is no longer in distress it shall terminate the distress communication
and silence condition.
“ALL STATIONS JAKARTA CTR DISTRESS TRAFFIC ENDED”
4.7.1.3. When clearance cannot be obtained prior to deviating from flight plan,
broadcast your position, including track code or route designator,
and your intentions on 121.5 mhz at frequent intervals until a new
ATC clearance is received
4.7.1.4. When unable to comply with the provisions of an ATC clearance, initiate
a turn 90 degrees right or left, considering your position relative to the
track system, proximity to unfriendly airspace, and location of the
diversion airport
4.7.1.5. Plan to acquire a track separated from your assigned track by 30 nautical
miles in the North Atlantic airspace and 25 nautical miles in the Pacific
airspace
4.7.1.6. When unable to maintain altitude, attain appropriate hemispheric altitude
by, in the Atlantic, climbing or descending 1,000' if at or above FL 290,
climbing or descending 500' if below FL 290, and in the Pacific, climbing
or descending 500' regardless of the altitude
4.7.1.7. On European flights, when immediate diversion is necessary and the
course to the alternate airport will cross any track on the NAT system,
descend to FL 270 or lower before crossing any of the NAT tracks unless
otherwise cleared by ATC
4.7.2. Apply Weather Deviations from Track Procedures
4.7.2.1. When deviating around weather, plan to divert less than 5 NM (not RNP
airways), less than 10 NM (RNP-10), less than 20 NM (Oceanic) off course
4.7.2.2. Attempt to obtain approval from ATC should it be necessary to deviate
farther
4.7.2.3. Broadcast your intentions to other aircraft on emergency frequency 121.5
MHz and oceanic common frequency when it becomes necessary to
deviate from assigned track due to unforeseen meteorological conditions
and time does not permit receiving an approval from ATC
4.7.3. Apply Suitable Airport Selection according COM
4.7.3.1. When selecting a suitable airport, the following factors shall be considered
to ensure a safe operation:
4.7.3.1.1. Weather and terrain conditions en-route
4.7.3.1.2. Landing weather forecast
4.7.3.1.3. Available landing aids and airport conditions
4.7.3.1.4. Performance en-route, approach and landing configurations
4.7.3.1.5. Remaining fuel
4.7.3.2. When safety aspects allow a choice of suitable airports, technical or
passenger handling facilities may prevail, such as:
4.7.3.2.1. Availability of spare engine or repair facilities
4.7.3.2.2. Passenger accommodation
4.7.3.2.3. Through connection possibilities
4.7.3.3. After engine failure a landing should be made at the nearest suitable
airport within 60 minutes
4.7.3.4. If the PIC lands at an airport other than the nearest suitable airport,
in point of time, he/she shall (upon completing the trip) send a written
report, to the Operations Manager stating the reasons for determining
that his/her selection of an airport, other than the nearest airport, was as
safe a course of action as landing at the nearest suitable airport
4.7.4. Apply Engine Out and Drift down Procedures
Procedures (FCOM 11.31.35)
4.7.4.1. Identify (PM) “Master
“Master Caution, Engine #2#2 Failure”
Failure”
4.7.4.1.1. Observe
Observe both
both Thrust
Thrust levers
levers will
will advance
advance
advance at MCP MCP SPD
SPD mode
mode
4.7.4.1.2. Observe
Observe Thrust
Thrust Lever
ever
ever (failed
(failed engine)
engine) will
will advance
advance 8°
8° forward
forward of
of other
other thrust
thrust
lever
lever at
at N1 limit mode (TO/GA, CLB, CRZ & CON)
4.7.4.1.3. The
The Autopilot
Autopilot onon affected
affected side
side (if it was engaged) willwill be
be disengage
disengage due to
electrical
electrical interruption
interruption, Engage the Autopi
Autopilot
lot
lot (on
(on operating
operating engine
engine side)
side)
4.7.4.2. Disengaged Autothrotle
2 1
7 6
8
9 10
3
5
4.7.4.3. Set Maximum Continuous

Continuous Thrust
Thrust on remaining engine
4.7.4.3.1. Sel
elec
ct N1-Limit
N1 Limit on FMC
4.7.4.3.2. Manually
Manually set
set thrust
thrust lever
lever to
to CONT N1
4.7.4.4. Set Drift down ALT on MCP Altitude window
4.7.4.5. Push change over speed and
and Set Drift down Speed on MCP IAS window
4.7.4.6. Push LVL CHG on MCP
4.7.4.6.1. The
The aircraft
aircraft speed
speed will
will decreases
decreases
4.7.4.6.2. Drift
Drift down
down speed
speed will
will be
be captured
captured within
within
within few
few minutes
4.7.4.6.3. Then
Then the
the aircraft
aircraft will
will descend
descend to
to Drift
Drift down
down Altitude
Altitude
4.7.4.7. Push HDG SEL on MCP,
MCP, set
set bank
bank angle
angle selector
selector to
to 15°
15°
4.7.4.7.1. Consider
Consider leave
leave the
the airways
airways prior
prior
prior to
to
to descend
descend
descend
4.7.4.7.2. Initiate
Initiate 90°
90 turn to the right or left (check Grid MORA) to to track
track and
and
advise
advise all
all concerned
concerned on on both
both ATC
ATC
ATC and
and
and Emergency
Emergency
Emergency frequencies
frequencies
frequencies
4.7.4.7.3. Fly
Fly ooffset
ffset track of 25 or 30 miles
miles as appropriate until new ATC ATC clearance
clearance
is
is received
received
4.7.4.7.4. Fly
Fly the
the aircraft
aircraft at
at recommended
recommended drift down speed, speed,, and
and plan
plan to
to update
update
profile
profile speeds
speeds asas necessary
necessary during
during
during drift
drift
drift down
down
down
4.7.4.8. Contact ATC (PM) “Pan
Pan-pan
Pan-pan 3X,
3X, Lion
Lion 123
123 Engine
Engine Failure;
Failure; Unable
maintain altitude descending
descending to
to flight
flight level
level (drift
(drift down
down altitude);
altitude);
standby intention
intention”
4.7.4.9. Call (PF) “QRH.
“QRH. Engine Failure or Shutdown
Shutdown
Shutdown.. NNCNNC ; My Comm
Comm”
4.7.4.10. Perform (PF) QRH.
QRH.ENGINE
ENGINE FAILUR
FAILURE/SHUTDOWN.
E/SHUTDOWN. NNC

4.7.4.10.1. Do an engine shutdown only when flight conditions allow.
4.7.4.10.2. Autothrottle (if engaged) . . . . . . . . . . . . . . . . . . . . . . .Disengage
4.7.4.10.3. Thrust lever (affected engine) . . . . . . . Confirm . . . . . . . . . Close
PF: Places his hand on the correct thrust lever and closes it after PM
has sighted and confirmed. Execute and state “Close”
4.7.4.10.4. If conditions allow:
Run the engine for three minutes at idle thrust.
4.7.4.10.5. Engine start lever (affected engine) . . . . . . Confirm . . . . . CUTOFF
PM: Places his hand on the correct start lever and positions it to CUTOFF
after PF has sighted and confirmed. Execute and state “Cutoff”
4.7.4.10.6. PACK switch (affected side) . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
This causes the operating pack to regulate to high flow in flight with
flaps up.
4.7.4.10.7. If the APU is available
4.7.4.10.7.1. APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START
Start the APU and selects GEN ON BUS when available. State “APU
GEN On Bus”. Do not proceed to next item until this step is done.
4.7.4.10.7.2. APU GENERATOR switch . . . . . . . . . . . . . . . . . . . . . . . . .ON
4.7.4.10.8. Balance fuel as needed.
4.7.4.10.8.1. Initially use (affected engine) tank first until 300 kg below the
operating side tank (maximum in-balance 453 kg)
4.7.4.10.8.2. Subsequent use the operating side tank until 300 kg below (affected
engine) tank, this cycle is every 900 kg approximately every 15
minutes.
4.7.4.10.8.3. The respective center pump will be inoperative.
4.7.4.10.9. Transponder mode selector (TCAS equipped airplanes). . . . . . . . . . TA
This prevents climb commands which can exceed single engine
performance capability.
4.7.4.10.10. If wing anti–ice is needed:
4.7.4.10.10.1. ISOLATION VALVE switch . . . . . . . . . . . . . . . . . . . . . AUTO

Accomplish the ONE ENGINE INOPERATIVE LANDING checklist.
4.7.4.11. Comply to One Engine Inoperative Requirement

4.7.4.11.1. COM 1.8.5.2
4.7.4.11.1.1. The Gross Climb performance reduced by a gradient of climb of 1.1%
(GS 300 = 300 FPM; GS 250 = 253 FPM) for two-engine airplanes
4.7.4.11.1.2. The net flight path must have positive slope at:
4.7.4.11.1.2.1. 1,000 ft above all obstructions within the zone specified
4.7.4.11.1.2.2. 1,500 ft above the airport (OFP Origin/Destination) where the
aircraft is assumed to land after engine failure.
4.7.4.11.1.3. Drift-down obstacle clearance requirement
After engine failure at the most critical point en route, the net
flight path must allow the aircraft to continue flight from cruise
altitude to a usable airport, clearing all obstructions within the
zone specified by at least 2,000 ft.
4.7.4.11.2. Attachment C Annex 6 chapter 4.2
4.7.4.11.2.1. Positive slope at 450 m (1,500 ft) above the ORIGIN/DESTINATION
4.7.4.11.2.2. Positive slope at an altitude of at least 300 m (1 000 ft) above all
terrain and obstructions along the route within 9.3 km (5 NM) on
either side of the intended track.
4.7.4.11.2.3. Permit the aeroplane to continue flight from the cruising altitude to
ALTERNATE, by clearing vertically at least 600 m (2 000 ft), all terrain
and obstructions along the route within 9.3 km (5 NM) on either side
of the intended track.

VERTICAL CLEARANCE LATERAL CLEARANCE
4.7.4.11.3. ETOPS Requirement

4.7.4.11.3.1. Annex 6 (Chapter 4.7.1) Unless the operation has been specifically
approved by the State of the Operator, an airplane with two turbine
power-units shall not be operated on a route where the flight time at
single engine cruise speed to an adequate en-route alternate
aerodrome exceeds a threshold time established (60 minutes)
4.7.4.11.3.2. An Adequate Alternate aerodrome is one at which the landing
performance requirements can be met and which is expected to be
available, if required, and which has the necessary facilities and
services, such as air traffic control, lighting, communications,
meteorological services, navigation aids, rescue and fire-fighting
services and one suitable instrument approach procedure.
4.7.4.11.3.3. A Suitable Alternate aerodrome is an adequate aerodrome where,
for the anticipated time of use, weather reports, or forecasts, or any
combination thereof, indicate that the weather conditions will be at or
above the required aerodrome operating minima, and the runway
surface condition reports indicate that a safe landing will be possible.
4.7.4.11.3.4. When terrain/obstacle is not limiting, consider to use the higher
speed state in Area of Operation instead of Drift Down speed to
increase range or saving flight time of One Engine Inop operation

60 Minutes ONE ENGINE INOP & ISA+15 & APU BURN
Speed Weight Distance Level Off Fuel
(KIAS) (Ton) (NM) Altitude Burn
Drift 227 60 327 16600 2300
Down 220 56 327 18800 2200
60 377 12400 2700
0.70/280
56 383 14100 2400
302 60 380 9400 2550
LRC
293 56 381 12400 2400
4.7.4.12. Consider (PF) “QRH.Engine In-Flight Start.NNC”

4.7.4.12.2. Do this checklist only after completion of the Engine Failure or Shutdown
4.7.4.12.3. Check the In-Flight Start Envelope. Starts are not assured outside of the in-
flight start envelope.
4.7.4.12.4. Thrust lever . . . . . . . . . . . . . Confirm . . . . . . . . . . . . . Close

4.7.4.12.5. Engine start lever . . . . . . . . . . Confirm . . . . . . . . . . CUTOFF
Note: Engines may accelerate to idle very slowly, especially at high
altitudes. Slow acceleration may be incorrectly interpreted as a hung
start or an engine malfunction. If N2 is steadily increasing, and EGT
remains within limits, the start is progressing normally.
4.7.4.12.6. If WINDMILL start:
4.7.4.12.6.1. ENGINE START switch (affected side) . . . . . . . . . . . . . FLT
4.7.4.12.6.2. Go to step 4.7.9.14.8.6

4.7.4.12.7. If STARTER ASSIST is needed:
4.7.4.12.7.1. PACK switch (affected side) . . . . . . . . . . . . . . . . . . . . OFF
4.7.4.12.7.2. DUCT PRESSURE . . . . . . . . . . . . . . . . . . . Minimum 30 PSI
4.7.4.12.7.3. Ignition select switch . . . . . . . . . . . . . . . . . . . . . . . . BOTH
4.7.4.12.7.4. ENGINE START switch (affected side). . . . . . . . . . . . . . GRD
4.7.4.12.8. When N2 is at or above 15%:
4.7.4.12.8.1. Engine start lever (affected engine) . . . . . . . . . . . IDLE detent
4.7.4.12.9. If EGT does not increase in 30 seconds or another abort start
condition as listed in the Normal Procedures occurs:
4.7.4.12.9.1. Engine start lever (affected engine) . . . . Confirm . . . . CUTOFF
4.7.4.12.9.2. ENGINE START switch (affected side) . . . . . . . . . . . . . . . OFF
4.7.4.12.10. After engine start and run normally:
4.7.4.12.10.1. Engine GENERATOR switch. . . . . . . . . . . . . . . . . . . . . . ON
4.7.4.12.10.2. PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
4.7.4.12.10.3. ENGINE START switch . . . . . . . . . . . . . . . . . . . . As needed
4.7.4.12.10.4. APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed
4.7.4.12.10.5. Transponder mode selector . . . . . . . . . . . . . . . . . . . TA/RA
4.7.4.12.11. Engine fails to start:
4.7.4.13. CRM – Performs C-L-E-A-R Decision Making Process

4.7.4.13.1. Clarify that abnormalities and QRH have done
4.7.4.13.1.1. Correct Identification of abnormality
4.7.4.13.1.2. Correct QRH.Non-Normal Checklist execution
4.7.4.13.1.3. Never use MEL while in flight, MEL is valid on the ground only
4.7.4.13.1.4. If there are any ambiguities, collect data from:
4.7.4.13.1.4.1.1. Other rated pilot on board
4.7.4.13.1.4.1.2. Technical pilot from company VHF/HF radio
4.7.4.13.2. Look for Weather Report for ORGN/DEST/ALTN i.e. CAVOK at ORGN/DEST
4.7.4.13.3. Look for Terrain/Obstacle (check Grid MORA) or ETOPS limiting i.e. no
terrain/obstacle and use LRC instead Drift Down speed
4.7.4.13.4. Look for air distance to ORGN /DEST/ALTN i.e. ORGN (280 NM); DEST
(210 NM) with tailwind 20 knots & ALTN (180 NM)
4.7.4.13.5. Decide the best course of action i.e. continue to DEST speed by LRC not to
ALTN even with closer distance to go
4.7.4.13.6. Look for Fuel required, Landing Distance and Flight Time with starting One
Engine Inoperative GW at 55,000 kg
LRC Capability Altitude at GW 55,000 = 13,100 Ft

Ground Distance 210 NM with Tailwind 20 kts = Air distance 200 NM
Fuel Required to DEST = 1,300 KG and Elapse Time 41 minutes
Fuel Adjustment at GW 55,000 Kg fuel required 1,300 + 0.3 or 300 Kg = 1,600 KG

LDW = 55,000 – 1,600 =53,400 KG
4.7.4.13.7. EVALUATE that DECISION is Safe, Legal, Feasible and Economical

4.7.4.13.8. ACTION; Execute the DECISION according to Regulation, COM, FCOM,
SOP, QRH Non-Normal Checklist, Supplementary Procedures & FCTM
4.7.4.13.9. REVIEW all step above
Abnormalities (Engine Failure) have been identified and

CLARIFY QRH.NNC has been done as appropriate
Look for Option/Idea/Information in term of

LOOK Performance (Obstacle & ETOPS), Fuel and Weather
Decide to ORGN, DEST or ALTN
Evaluate the options and make a Decision regarding to

EVALUATE Safety, Reg, Pax Service and Econ
Execute the Decision according to QRH. NNC, Approach

ACTION Preparation, FMC/MCP Setup & Approach Brief

4.7.4.14. Advise Cockpit Crew, Cabin crew, Controller, Passengers and Company, of
intentions (5C-CRM Communication)
1. COCKPIT •Both Captain & Co-pilot must be understand and agree

about Decision
2. CABIN •Flight Attendants must be brief accordingly (N-I-T-S)
3. CONTROLLER
•PM "PAN-PAN 3X, Lion 123 Engine Failure, Unable maintain
FL 330 Descend to Drift Down Altitude, Left of track 25 NM"
4. CUSTOMER •Keep passengers calm. Announce that everything is under

control and follow flight attendant instruction.
5. COMPANY •Inform Company or Agent (N-I-T-S) to make coordination

with related unit (Maintenance, Paramedic, Rescue Unit)
4.7.4.15. Advise Cabin Crew about Nature of Emergency, Intention, Time available
and Special Instruction (NITS Drill)
• NATURE of Emergency
N • i.e. Eengine Failure
• INTENTION of the Captain

I • i.e. Continue to DEST
• TIME remaining airborne

T • i.e. Time check now __:__Z & ETA next 41 minutes
• SPECIAL instruction given by Captain

S • i.e. Review evacuation procedure
4.7.4.16. Call (PF) “QRH.ONE ENGINE INOP LANDING NNC”

4.7.4.16.1. Perform (PM) QRH.ONE ENGINE INOP LANDING.NNC

Plan a flaps 15 landing. Check PI.12.4 landing distance
Set VREF 15.

Maintain VREF 15 + 5 knots minimum on final approach. Apply normal wind correction but do not
go below VREF 15+ 5 knots to assure adequate speed for go-around.
----------------------------DEFERRED ITEMS ------------------------------

==> DESCENT
4.7.4.16.2. Pressurization . . . . . . . . . . . . . .CAB ALT ___, LAND ALT ___
4.7.4.16.3. Recall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked
4.7.4.16.4. Anti–ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___
4.7.4.16.5. If additional go–around thrust is desired, below 10,000 feet configure
the pressurization system for a no engine bleed landing:
4.7.4.16.5.1. ISOLATION valve switch . . . . . . . . . . . . . . . . . . . . . CLOSE
4.7.4.16.5.2. Engine No. 1 BLEED air switch . . . . . . . . . . . . . . . . . . .OFF
4.7.4.16.5.3. APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . . .ON
Do not open the APU bleed valve if the engine fire warning switch
remains illuminated.
4.7.4.16.5.4. Left PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
4.7.4.16.5.5. Engine No. 2 BLEED air switch . . . . . . . . . . . . . . . . . . .OFF
4.7.4.16.6. Autobrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___
4.7.4.16.7. GROUND PROXIMITY FLAP INHIBIT switch . . . . . . .FLAP INHIBIT
4.7.4.16.8. Landing data . . . . . . . . . . . . . . . . . . . .VREF 15, Minimums ___
4.7.4.16.9. Approach briefing . . . . . . . . . . . . . . . . . . . . . . . . . . Completed
4.7.4.16.10. Go–around procedure . . . . . . . . . . . . . . . . . . . . . . . . . . Review
• Use flaps 1
• Maintain VREF 15 + 5 knots to flap retraction altitude
• Limit bank angle to 15° when airspeed is less than VREF 15 + 15 knots or
• Accelerate to flaps 1 maneuvering speed prior to flap retraction.
----------------------------DEFERRED ITEMS ------------------------------

==> APPROACH
Flaps 5° / 190 KIAS > N1≈78 % > 6° ANU
4.7.4.16.11. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___
----------------------------DEFERRED ITEMS ------------------------------

==> LANDING
Flaps 15° / 160 KIAS > N1≈70 % > 5° ANU
4.7.4.16.12. ENGINE START switch (operating engine) . . . . . . . . . . . . . . . CONT

4.7.4.16.13. Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ARMED
4.7.4.16.14. Landing gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWN
4.7.4.16.15. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15, green light

4.7.5. Apply Cabin Altitude Warning or Rapid Depressurization Procedures
4.7.5.1. Identify (PM) “Master Caution, AIR COND-AUTO FAIL illuminate”
4.7.5.2. Know that AUTO FAIL light will illuminate if following condition exist
4.7.5.2.1. Loss of AC Power on TFR BUS 1 more than 15 seconds)
4.7.5.2.2. Cabin Altitude more than 13,875 ft
4.7.5.2.3. Cabin Rate of Climb more than 1,890 fpm or 1.0 psi per minute
4.7.5.2.4. Fault in Pressurization Auto Controller
4.7.5.3. Know that the STANDBY green light remains illuminated whenever the
Mode Selector is positioned to STBY and possible malfunction of the
Standby Mode is NOT indicated due to following condition:
4.7.5.3.1. Loss of AC Power on TFR BUS 2
4.7.5.3.2. Cabin Altitude above 14,600 feet
4.7.5.3.3. Fault in Pressurization Standby Controller
4.7.5.4. Call (PF) “QRH.AUTO FAIL/UNSCHEDULED PRESSURIZATION
CHANGE.NNC”
4.7.5.5. When time is permitted perform (PM) QRH.AUTO FAIL/UNSCHEDULED
PRESSURIZATION CHANGE.NNC and anticipate CABIN ALTITUDE
WARNING immediately if pressurize not recovered
The .AUTO FAIL light may or may not illuminated

Condition: One or more of these occur:
•Automatic pressurization mode has failed
•The cabin altitude is not controllable.
Objective: To maintain control of cabin altitude.
4.7.5.5.1. Increasing thrust may ensure sufficient air supply to control cabin altitude.
4.7.5.5.2. Engine BLEED air switches (both). . . . Verify ON (One at a time)
4.7.5.5.3. PACK switches (both) . . . . . . . . . . Verify AUTO (One at a time)
Allow cabin rate to stabilize before placing second switch on.
4.7.5.5.4. If AUTO FAIL light is illuminated or pressurization is not controllable:
4.7.5.5.4.1. PRESSURIZATION MODE SELECTOR. . . . . . . . . . . . .STBY
4.7.5.5.4.2. Verify AUTO FAIL light extinguishes.
4.7.5.5.4.3. Set cabin altitude using the cabin/flight altitude placard.
4.7.5.5.5. If AUTO FAIL light is illuminated or pressurization (STBY) is not
controllable:
4.7.5.5.5.1. Pressurization mode selector . . . . . . . . . MAN DC
4.7.5.5.5.2. Outflow VALVE switch . . . . . . . . Adjust as needed to maintain correct
cabin altitude and cabin rate of change
4.7.5.5.6. If Pressurization is not controllable prepare for CABIN ALTITUDE

WARNING or Rapid Depressurization Memory Item

4.7.5.6. Identify (PM) “CABIN ALTITUDE WARNING” then cancel aural warning
by pushing ALT HORN CUTOUT button
4.7.5.7. Recognize the intermittent cabin altitude/configuration warning horn
sounds in flight
4.7.5.7.1. Check Cabin Altitude more than 10,000 ft
4.7.5.7.2. Check Cabin Rate of Climb changes
4.7.5.7.3. Check Outflow Valve Operation toward close position
4.7.5.7.4. Check Pack Operation
4.7.5.7.4.1. Both Pack Switches Auto
4.7.5.7.4.2. Isolation Valve Switch Auto
4.7.5.7.4.3. Both Engine Bleed Switches ON
4.7.5.8. Recognize that there is a rapid loss of cabin pressure with airplane
altitude above 10,000 feet
4.7.5.9. Call (PF) ”CABIN ALTITUDE WARNING or Rapid Depressurization
Memory Items”
4.7.5.9.1. DON Oxygen masks (1 hand within 5 sec) ………………………. ON, 100%
4.7.5.9.2. Establish Crew Communication…………………………… (Within 15 seconds)
4.7.5.9.2.1. Headset off (around the neck)
4.7.5.9.2.2. Oxygen mask on
4.7.5.9.2.3. Select MASK on ASP
4.7.5.9.2.4. SPK – ON (volume)
4.7.5.9.2.5. Headset on
4.7.5.9.2.6. Talk to each other
4.7.5.9.3. Pressurization mode selector ……………………………………….. MAN AC or DC
4.7.5.9.4. Outflow valve switch …………………………………………………… Hold in CLOSED
4.7.5.9.4.1. Caution to pressurize aircraft move the outflow valve switch to the left
(inward movement)
4.7.5.9.4.2. Know that require (hold 7 seconds in MAN AC & hold 14 seconds
in MAN DC) until fully CLOSE the outflow valve
4.7.5.9.4.3. DO NOT confuse between Cabin Rate of Climb 4,000 ft/min
(Cabin Pressure out of control) and Cabin Rate of Descent 4,000
ft/min (Cabin Pressure recovering).
4.7.5.9.5. Evaluate the situation, if recovered Call (PM) “CABIN CONTROLLABLE”
4.7.5.9.5.1. If Cabin Controllable, continue manual operation to maintain proper
cabin altitude (consider descent to a lower altitude)
4.7.5.9.5.2. Oxygen masks may be removed when below 12,000 feet not > 30 min
4.7.5.9.6. Evaluate the situation, if not recovered Call (PM) “CABIN NOT
CONTROLLABLE” an Emergency Descent should be initiated
4.7.5.9.6.1. The Outflow valve is fully closed, Cabin pressure continues to climb
and Cabin Altitude reaching the actual flight altitude.
4.7.5.9.6.2. The open door or structural damage can be suspected (followed by
Loud Bang, Noise, Mist, visibility reduced)
4.7.5.9.7. Passenger signs ………………………………………………………………………………….ON
4.7.5.9.8. Passenger Oxygen switch ………………………………………………………………… ON
4.7.5.9.8.1. Activate passenger oxygen if cabin altitude exceeds or is expected to
exceed 14,000 feet
4.7.5.9.8.2. Upon automatic deployment, Flight Crew is still required manually
to select Passenger Oxygen switch to ON, Verify PASS OXY ON
light illuminate to indicate passenger mask deployment
4.7.5.10. Call (PIC) “Emergency Descent Memory Item”
4.7.5.10.1. Emergency decent …………………………………………………………………….. Initiate
CAPTAIN (PF) FIRST OFICER (PM)

“EMERGENCY DESCENT Memory Items”
Advise ATC “MAYDAY 3X, JT 123

Announce “FLIGHT ATTENDANT SEAT
EMERGENCY DESCENT”
& FASTEN” via PA System
Passenger signs switch to ON

Initiate turn, if required, using HDG SEL Select START switches to CONT
Select lower altitude on MCP Transponder Squawk 7700
Select LVL CHG Verify GMORA on flight documentation
Close thrust levers manually
Extend speedbrakes smoothly
Adjust MCP Speed to Mmo/Vmo
Reset MCP altitude to 10,000 ft or GMORA Notify ATC and request altimeter setting
or MORA or MEA whichever is higher
With Door open or structural damage (vibrations) limit airspeed to 250 kts.
Extend Landing Gear (speed < 270 kts) to increase rate of descent.
Upon level-off raise the Landing Gear. (speed < 235 kts)
Reduce to LRC Speed when approaching Call out altitudes 2,000 feet and 1,000
level-off altitude and Retract Speedbrakes feet above the level off altitude.
LEVEL OFF at 10,000 ft or MEA or MORA or Grid MORA
F/C must use oxygen at cabin altitude above 10,000 ft up to 12,000 ft for more
than 30 minutes, use oxygen above 12,000 feet at all the time CASR 121.329.b.1
Crew oxygen regulators select to Normal to conserve oxygen
Request Radar Vector to lower safe altitude in order to remove Oxygen Mask
“REMOVE YOUR OXYGEN MASK” Remove headset (around neck)
Announce via PA system “Flight Remove oxygen mask
Attendant, Mask Off” to initiate post Press to reset oxygen mask and
emergency descent procedures Replace headset
Switch to BOOM on ASP
Establish communication with Captain
“YOU HAVE CONTROL & YOUR COMM” “I HAVE CONTROL & MY COMM”
Remove headset (around neck) Obtain a new ATC clearance
Remove oxygen mask
Press to reset oxygen mask and
Replace headset
Switch to BOOM on ASP
Establish communication with F/O
“I HAVE CONTROL” “YOU HAVE CONTROL”
Call “EMERGENCY DESCENT NNC” Read EMERGENCY DESCENT NNC
Call “Descent Checklist” Performs Descent Checklist
Announce via PA system “F/A into
Cockpit” followed by SIX chime F/A call
Determine new course of action based on weather, oxygen, fuel remaining, system
status, medical condition of crew/passengers and available airports.
CLEAR Decision Making, 5C CRM & FA NITS Brief
Use of long range cruise may be needed, check PI to determine flight time & fuel
required to Destination/Alternate e.g. GW 58.0 & ground dist 400 Nm, H/W 20 kts:
1. Long Range Cruise En-route Fuel and Time - Low Altitudes
2. Reference Fuel and Time Required
3. Fuel Required Adjustment
Descent from FL100 to Sea Level takes about 20 min at rate of descent to 500 ft/min.
Contact ATC “JT-123, Cancel May Day, Maintain 10,000 ft Un-pressurized
proceed to DEST/ALTN”

Ground Distance 400 Nm
with 20 knots headwind
equal to 426 Air Distance
426 Air Distance FL 100

Fuel = 3.182
Time = 1.19

Fuel Required 3.182 at GW 58.0
Fuel Adjustment 0.5
Total Fuel Required = 3.682
Flight Time = 1:19
DURING DECOMPRESSION WITHOUT SUPPLEMENTAL OXYGEN,

TIME OF USEFULL CONSCIOUSNESS
4.7.5.11. CRM – Performs C-L-E

E-A-R Decision Making Process
EMERGENCY DESCENT have been identified and


LOOK Performance, Fuel (Dist X 10) and Weather

Execute the Decision according to QRH. NNC, Approach


4.7.5.12. Advise Cockpit Crew, Cabin crew,
crew Controller, Passengers and Company, of
intentions (5C
5C-CRM
CRM Communication)
Communication
1. COCKPIT •Both
Both Captain & Co-pilot
Co pilot must be understand and agree
about Decision
2. CABIN •Flight
Flight Attendants must be brief accordingly (N-I-T-S)
(N
3. CONTROLLER •PF
PF "PAN-PAN
"PAN PAN 3X, Lion 123 Emergency Descent completed
maintain 10,000 feet, Inflight Return/Divert/Continue to ....
Proceed to .... ETA --:-- Z"
4. CUSTOMER
•Keep
Keep passengers calm. Announce that everything is under
5. COMPANY •Inform
Inform Company or Agent (N-I-T-S)
(N S) to make coordination
N • i.e. Emergency Descent

I • i.e. Continue to destination or air return or divert

T • i.e. Time check now __:__Z & ETA __:__Z

S • i.e. Check pax for injury or medical assitance
4.7.6. Apply Pilot Incapacitation Procedures as applicable

4.7.6.1. Alert conditions exist if
4.7.6.1.1. The pilot flying does not respond intelligently to two communications, or
4.7.6.1.2. Does not respond to a single verbal challenge, and a significant deviation
from the standard flight profile exists
4.7.6.2. If a pilot is confirmed to be incapacitated, the other pilot shall take over
the controls and check the position of essential controls and switches
sw
4.7.6.2.1. After ensuring the airplane is under control, engage the autopilot to
reduce workload.
workload Perform all FMA calls out.
out
4.7.6.2.2. Use PA system “FA-1
“FA 1 INTO COCKPIT” or Chimes 6X
4.7.6.2.3. Ask FA to find a paramedic (if available). Ask FA to find Extra Crew
aboard the airplane (if available)
4.7.6.2.4. Ask FA to restrain the incapacitated pilot and slide the seat to the full-aft
full aft
position. The shoulder harness lock may be used to restrain the
incapacitated pilot
4.7.6.2.5. Flight deck duties should be organized to prepare for landing
landing at nearest
suitable airport,
airport , proceed to holding fix as needed
4.7.6.2.6. Declare an emergency “May Day 3X, JT 123 Pilot Incapacitation, Attention
continue/return/divert to ……….”
4.7.6.2.7. Perform all standard Calls out and Checklist
4.7.6.2.8. Maximized Automation until DA/MDA. Request Request ILS Approach for Dual A/P
4.7.6.2.9. After Landing > Vacate Runway and hold position to do “PM Job”
4.7.6.2.10. When ready > Request taxi to the gate

4.7.7. Apply MANUAL REVERSION Procedures
4.7.7.1. Identify (PM) “Master Caution, Hydraulic-MANUAL REVERSION”
4.7.7.2. Disconnect A/T due to excessive pitch variations.

4.7.7.3. Limit Bank angle to 20° to avoid over-banking.
4.7.7.4. Both electric and manual trim are still functional. Do not over trim. Trim
A/C slightly nose up and a light forward pressure on the control column to
minimize the effects of the elevator dead band.
4.7.7.5. Call (PIC) “QRH. NNC. MANUAL REVERSION & MY COMM”
4.7.7.5.1. Contact ATC initially use “MAY DAY 3X, JT 123 Loss of all Hydraulic
Systems - Difficulty in maintaining altitude and directional control,
Attention initially ……… until further advised"
4.7.7.5.2. Monitor QRH.NNC sequence
4.7.7.6. FO performs QRH. NNC. MANUAL REVERSION
Condition: Both system A and B hydraulic pump LOW PRESSURE lights illuminated
accompanied by low system A and B pressure indicates loss of both system A and B.
Other indications include:
 System A and B flight control LOW PRESSURE lights illuminated.
4.7.7.6.1. SYSTEM A and B FLIGHT CONTROL switches . . . . . . . . . . . . . STBY RUD
4.7.7.6.2. SYSTEM A and B HYDRAULIC PUMP switches . . . . . . . . . . . . . . . . . .OFF
Note: See Inoperative Item for detail
Note: Thrust reversers and leading edge flaps and slats have standby
pressure. Trailing edge flaps have alternate electrical power. Inboard
and outboard brakes have accumulator pressure only.
4.7.7.6.3. Plan to land at the nearest suitable airport. Check Weather Report.
4.7.7.6.4. Plan for flaps 15 landing. Check (PI.12.4) Performance Inflight - Advisory
Information Non-Normal Configuration Landing Distance. Set VREF 15.

4.7.7.6.5. Plan for manual gear extension
Note:
 When the gear has been lowered manually, it cannot be retracted
 The drag penalty with gear extended may make it impossible to
reach an alternate field.
4.7.7.6.6. Plan to extend flaps to 15 using alternate flap extension
Note:
 Alternate flap extension time to flaps 15 is approximately 2
minutes (8 NM)
 The drag penalty with the leading edge devices extended may
make it impossible to reach an alternate field
 The crosswind capability of the airplane is greatly reduced.
----------------------------DEFERRED ITEMS ------------------------------

==> DESCENT
4.7.7.6.7. Pressurization . . . . . . . . . . . . . . . . . . .CAB ALT ___, LAND ALT ___
4.7.7.6.8. Recall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked
4.7.7.6.9. Autobrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
4.7.7.6.10. GROUND PROXIMITY FLAP INHIBIT switch . . . . . . . . . .FLAP INHIBIT
4.7.7.6.11. Landing data . . . . . . . . . . . . . . . . . . . .VREF 15, Minimums ___
4.7.7.6.12. Approach briefing . . . . . . . . . . . . . . . . . . . . . . . . . . Completed
4.7.7.6.13. Go-around procedure . . . . . . . . . . . . . . . . . . . . . . . . . . Review
Accomplish normal go-around procedure except:
Advance thrust to go-around smoothly and slowly to avoid excessive
pitch-up
Prepare to trim
Limit bank angle to 15° when airspeed is less than 150 knots (or, on
speed tape equipped airplanes, the speed tape minimum maneuver
speed)
----------------------------DEFERRED ITEMS ------------------------------
==> APPROACH
 Minor Rudder inputs may assist in entering a turn in cruise and in
maintaining directional control on final. The rudder is powered by the
standby hydraulic system. Caution must be not over-control the rudder.
 Obtain ATC Clearance for straight in landing and make long Approach
15 up to 20 NM from touchdown
 Receive Interphone Call from cabin that ”FA is Ready” before
extending the Flaps (Alternate) and Landing Gear (Manual)
4.7.7.6.14. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ___
4.7.7.6.15. ALTERNATE FLAPS master switch (230 knots max). . . . . . . . . . . . . . ARM
Note:
 Asymmetry protection is not provided when the alternate flap extension
system is used.
 Release switch if trailing edge flap asymmetry is detected during
extension.
4.7.7.6.16. Flap lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Set
During flap extension, set flap lever to next desired flap position.
 Select Flap1 and Flaps 5 on outbound heading at holding pattern.
 Select Flaps 15 after LDG DN manual extension.
4.7.7.6.17. ALTERNATE FLAPS position switch (230 knots max) . . . . . . . . . . .DOWN
Hold down to extend flaps to 15 on schedule as flaps are extending, slow
to respective maneuvering speed.
Note:
 LE fully extends using STBY HYD pressure (approximatelly 1 min)
 The LE FLAPS TRANSIT light will remain illuminated until the flaps
approach the flaps 10 position.
 On speed tape equipped airplanes, operation within the lower yellow
airspeed band may be needed until the LE FLAPS TRANSIT light
extinguishes.
----------------------------DEFERRED ITEMS ------------------------------

==> LANDING
4.7.7.6.18. Landing gear lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
4.7.7.6.19. Manual gear extension handles . . . . . . . . . . . . . . . . . . . . . . . Pull
The up lock is released when the handle is pulled to its limit. The related
red landing gear indicator light illuminates, indicating up lock release.
During manual LDG extension every action (PM) shall:

PM: Announce “Right Main Landing Gear PULL” when pulling the
respective handle
PF : Fly the aircraft and compensate the drag
PM: Announce “Nose Gear PULL” when pulling the respective
handle
PM: Announce “Left Main Landing Gear PULL” when pulling the
respective handle
Wait 15 seconds after the last manual gear extension handle is pulled:
4.7.7.6.20. Landing gear lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWN
 Select Flaps 15 on schedule after LDG DN manual extension.
PF : Call “FLAPS 15”
PM: Select flaps to 15, hold down ALTERNATE FLAPS switch until
flaps indicator at 15 positions
4.7.7.6.21. ENGINE START switches . . . . . . . . . . . . . . . . . . . . . . . . . . . CONT
4.7.7.6.22. Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWN
4.7.7.6.23. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15, green light
Note:
 After touchdown, thrust reverser operation is slow.
 Apply steady brake pressure without modulating the brakes
since only accumulator pressure is available.
 Accumulator pre-charge pressure 1000 PSI is not usable for braking!
4.7.7.7. Do not attempt to taxi after the airplane stopping. Request towing Car.
Feel Diff A, Elevator, Aileron, Rudder, Autopilot A, Landing gear,

HYD A Ground spoiler, Inboard spoiler, Alternate brake,
SYSTEM Nose wheel steering, Thrust reverser # 1, PTU
“FEAR AL GIANT P”
Feel Diff B, Elevator, Aileron, Rudder, Autopilot B, LE flap,
HYD B TE flap, Outboard spoiler, Yaw damper, Brakes (normal), ALTN
SYSTEM steering, Thrust reverser # 2, Autoslat, LGTU,
“FEAR AL TOY BATAL”

E-A-R Decision Making Process
Manual Reversion have been identified and QRH.NNC has

CLARIFY done correctly
Look for PI.12.4 Information in term of Performance, Fuel

LOOK Remain .... and Weather Report ........
Decision .......... 5C Communication.........

Communication ......... Set for arrival on
ACTION FMC, MCP, Navigation & Do Approach Brief
4.7.7.9. CRM -5C

5C Briefing Communication
1. COCKPIT •Both
Both PIC & FO must be understand and agree about
Decision with any consequences
2. CABIN • PIC do Flight Attendants (N-I-T-

(N -S) S) brief accordingly
• FO "Mayday 3X, JT 123 Loss of All Hydraulic System,

3. CONTROLLER difficulty maintain direction and altitude, diverting to .....
request proceed to holding fix .... descent to...."
4. CUSTOMER • PIC announce that everything is under control, will make

holding for .... and follow Flight Attendant instruction
5. COMPANY • FO Inform Company or Agent (N-I-T

(N T-S)
S) request Towing Car
(Maintenance) and standby Rescue Unit
4.7.7.10. Do CRM (NITS

NITS) Flight Attendant brief
N • i.e. Loss of all hydraulics system

I • i.e. Inflight return or Diverting to ......., Holding ......


S • i.e. Prepare Emergency Landing & Evacuation Procedure

4.7.8. Apply LOSS OF BOTH ENGINE DRIVEN GENERATORS Procedures
4.7.8.1. Identify (PM) “Master Caution, ELEC-LOSS OF BOTH ENGINE DRIVEN
GENERATOR”
4.7.8.2. Call (PF) “QRH.LOSS OF BOTH ENGINE DRIVEN GENERATOR Non

Normal Checklist, My Comm”
4.7.8.2.1. Contact ATC (PF) initially use “PAN-PAN, Lion 123 Total Electrical
Failure, Descend to FL 250 or Below, stand by intention”
4.7.8.2.2. Know that autopilot A & B, auto throttle and pressurize are inoperative
4.7.8.2.3. PF monitor PM while performing non normal checklist
4.7.8.3. Perform (PM) QRH.LOSS OF BOTH ENGINE DRIVEN GENERATOR NNC
Condition: All TRANSFER BUS OFF, BUS OFF and GEN OFF BUS lights lluminated
indicate the loss of both engine driven generators.
Note: At high altitude, thrust deterioration or engine flameout may occur.
4.7.8.3.1. BUS TRANSFER switch. . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
4.7.8.3.2. [Prevents high electrical loads during attempts to restore power]
4.7.8.3.3. ELECTRIC HYDRAULIC PUMPS switches . . . . . . . . . . . . . . . .OFF
4.7.8.3.4. [Prevents high electrical loads during attempts to restore power]
4.7.8.3.5. Engine No. 2 GENERATOR switch . . . . . . . . . . . . . . . . . . . .ON
4.7.8.3.6. Engine No. 1 GENERATOR switch . . . . . . . . . . . . . . . . . . . .ON
4.7.8.3.7. If both BUS OFF lights are extinguished:
4.7.8.3.7.1. BUS TRANSFER switch . . . . . . . . . . . . . . . . . . . . . . . AUTO
4.7.8.3.7.2. ELECTRIC HYDRAULIC PUMPS switches . . . . . ON (one at a time)
[Prevents high peak electrical loads]
4.7.8.3.8. If one BUS OFF light is illuminated:
Note: APU start attempts are not recommended above 25,000 feet.
4.7.8.3.8.1.1. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
4.7.8.3.8.1.2. APU GENERATOR switch . . . . . . . . . . . . . . . . . . . . . .ON
4.7.8.3.8.1.3. If one or both BUS OFF lights are extinguished:
4.7.8.3.8.1.3.1. BUS TRANSFER switch. . . . . . . . . . . . . . . . . . . AUTO
[Restores power to the remaining transfer bus if one BUS
OFF light remains illuminated]
4.7.8.3.8.1.3.2. ELECTRIC HYDRAULIC PUMPS switches. . ON (one at a time)
4.7.8.3.8.2. If the APU is not available:
4.7.8.3.8.2.1. BUS TRANSFER switch . . . . . . . . . . . . . . . . . . . . . AUTO
[Restores power to the remaining transfer bus]
4.7.8.3.8.2.2. ELECTRIC HYDRAULIC PUMPS switches . . . . ON (one at a time)
4.7.8.3.9. If both BUS OFF lights are illuminated:
Note: APU start attempts are not recommended above 25,000 feet.

4.7.8.3.9.1.1. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START
[With both buses off, only one start attempt is recommended.
Multiple start attempts reduce standby power capacity]
4.7.8.3.9.1.2. APU GENERATOR switch . . . . . . . . . . . . . . . . . . . . . .ON
Note: Connect the APU to the No. 2 bus to power TR2 and TR3.
If the APU cannot be connected to the No. 2 bus, connect it to
the No. 1 bus.
4.7.8.3.9.1.3. If one BUS OFF light is illuminated:
4.7.8.3.9.1.3.1. BUS TRANSFER switch . . . . . . . . . . . . . . . . . . AUTO
[Restores power to the remaining transfer bus]
4.7.8.3.9.1.3.2. ELECTRIC HYDRAULIC PUMPS switches. . ON (one at a time)
4.7.8.3.9.1.4. If both BUS OFF lights are illuminated:
4.7.8.3.9.1.4.1. All exterior lights . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
[Conserves battery power]
Avoid icing conditions.
Note: Flight in icing conditions may result in erroneous flight
instrument indications. Above FL300 thrust deterioration or
engine flameout may occur
Note: A fully charged battery provides a minimum of 30 minutes
of standby power.
4.7.8.3.9.2. If the APU is not available:
4.7.8.3.9.2.1. All exterior lights . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
[Conserves battery power]
Avoid icing conditions.
Note: Flight in icing conditions may result in erroneous flight
instrument indications. Above FL300 thrust deterioration
or engine flameout may occur
Note: A fully charged battery provides a minimum of 30
minutes of standby power.
4.7.8.3.9.2.2. If both primary attitude displays are inoperative
4.7.8.3.9.2.2.1. IRS mode selector switches . . . . . . . . . . . . . . . . . . ATT
4.7.8.3.9.2.2.2. Maintain straight and level, constant airspeed flight until attitude
displays recover (approximately 30 seconds)
4.7.8.3.9.2.2.3. Magnetic heading . . . . . . . . . . . . . . . . . . . . . . . . .Enter
[Heading may be entered on the POS INIT page or on the
overhead IRS display unit by selecting HDG/STS.]
STANDBY POWER OPERATION

A/C General Air Systems Communications
White Dome Lights Manual DC Flight Interphone system
Emergency Inst Flood Lights Altitude warning horn Passenger Address System
Crew and Pax oxygen A/C pack valves VHF Comm # 1
Engines, APU Flight Instruments Fuel
N1, EGT, N2, Fuel Flow STBY Magnetic Compass Fuel Quantity Indicators
Right Igniters STBY ADI, STBY ASI & ALT
Engine Fuel shutoff valves
Starter Valves Indicator
Thrust Reversers Clocks Crossfeed Valve
Landing Gear Navigation Warnings System
Inboard antiskid system ADF # 1 & VHF NAV # 1 Aural Warnings
Left IRS (AC), Left & Right Master Caution Recall
Landing Gear indicator lights
IRS (DC) System
Parking Brake Captain’s RDMI Stall Warning System
APU operation (start attempts not recommended above 25,000 feet)
APU and Engine Fire Detection & Fire Extinguisher bottles are available.

4.7.8.4. Know that following item will be inoperative:
4.7.8.4.1. Both Autopilot A and B are inoperative. Auto Throttle disengage.
4.7.8.4.2. Automatic Pax Oxygen Control and Release INOP. Manual control is
available.
4.7.8.4.3. (CPCS) Auto, Standby and Manual AC Mode INOP. Select MAN DC and open
Outflow Valve at lower altitude prior
prior to land.
land (DCPCS) Auto and Altn Mode
INOP. At lower altitude, select Manual and open Outflow Valve to land un-
un
pressurized.
4.7.8.4.4. Temperature Probe Heat INOP, Pitot and Pitot Static Heat INOP: avoid icing
conditions
4.7.8.4.5. Window Heat all INOP, speed 250 KIAS below 10,000 000 feet
4.7.8.4.6. Eng. #2 Anti-Ice INOP. Eng. #1 Anti-Ice Ice and Wing TAI available.
4.7.8.4.7. Noo automatic transfer when on GND. Select STBY PWR to BAT on short final
or upon touchdown.
4.7.8.4.8. All TE and LE Flaps indications INOP: TE and LE Flaps still available,
however, without asymmetry protection which is based on the needles of
the INOP indicator.
4.7.8.4.9. Speed Brakes Auto Extension INOP. Extend manually upon landing
4.7.8.4.10. IRS 2 on DC resulting in IRS FAULT
F AULT after 5 minutes.
4.7.8.4.11. All Fuel Pumps are INOP, Center Tank Fuel no longer available
4.7.8.4.12. System A & B Pressure indications INOP
4.7.8.4.13. Outboard Antiskid INOP. Autobrakes INOP.
INOP Landing Gear green/red
indication normal
E-A-R
R Decision Making Process
LOSS OF BOTH ENG GEN have been identified and

LOOK Performance (30 min STBY PWR), Fuel and Weather

Execute the Decision according to QRH. NNC, App


intentions (5C
5C-CRM
CRM Communication)
Communication
1. COCKPIT •Both
about Decision
2. CABIN •Flight
Flight Attendants must be brief accordingly (N -I-T-S)
• If APU Inop (PM) declare "May day 3X, Lion 123 Total
3. CONTROLLER Electrical failure, Descend and maintain FL 240 (below FL
250), proceed to ...." squawk 7700
4. CUSTOMER •Keep

N • i.e. Loss of Both Engine Generator

I • i.e. emergency landing, air return or divert


S • i.e. review related evacuation procedure
4.7.9. Apply LOSS OF THRUST ON BOTH ENGINES Procedures

4.7.9.1. Identify (PM) “Master
Master Caution, ENG-Loss
ENG oss Of Thrust On Both Engine”
Engine
4.7.9.2. DO NOT CONFUSE WITH LOSS OF BOTH ENGINE DRIVEN GENERATORS,

GENERATORS
Advance Thrust Levers to exclude any doubt.
4.7.9.3. There is a higher probability that a windmill start will succeed
succeed if the
restart attempt is made as soon as possible (or immediately after
recognizing an engine failure) to take advantage of high engine RPM.
4.7.9.4. Call (PF) “LOSS
LOSS OF THRUST ON BOTH ENGINE Memory Items” Items
Descend at 280 Kts initially
ENGINE START switches (both). . . FLT
Engine start levers (both). . . . CUTOFF
EGT decreasing (even 1° decreasing): "MAYDAY 3x, Lion 123 Both Engine
Engine start levers (both). . .IDLE detent Flame out, descend leaving FL 310”
If EGT reaches 930°C or no increase in EGT Squawk 7700
within 30 seconds: Check MEA, MORA & Grid Mora
Engine start lever (affected). . . . CUTOFF
Engine start lever (affected). . . . IDLE
If EGT again reaches 930°C or no increase in
EGT within 30 seconds, repeat as needed
until FL 250 (within In flight Start Envelope)
4.7.9.5. Call (PF) “QRH.LOSS
QRH.LOSS OF THRUST ON BOTH ENGINE Non Normal
Checklist, My Comm”
Checklist, Comm
4.7.9.6. Perform (PM) QRH.LOSS OF THRUST ON BOTH ENGINE Non Normal
Checklist
ENGINE START switches (both) . . . . . . . . . . . . . . . . . . . . . FLT
Engine start levers (both) . . . . . . . . . . . . . . . . . . . . . . CUTOFF
EGT decreasing (even 1° decreasing):
Engine start levers (both) . . . . . . . . . . . . . . . . . IDLE detent
If EGT reaches 930°C or no increase in EGT within 30 seconds:

Engine start lever (affected engine) . . . . . . . . .CUTOFF, Then
IDLE detent
If EGT again reaches 930°C or no increase in EGT within 30 seconds, repeat as
needed
Note: Engines may accelerate to idle very slowly, especially at high altitudes or
in heavy precipitation. Slow acceleration may be incorrectly interpreted as a
hung start or an engine malfunction. If N2 is steadily increasing, and EGT
remains within limits, do not interrupt the start.
4.7.9.7. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .___ KIAS
At or above FL270, use 275 KIAS. Below FL270, use 300 KIAS.
4.7.9.8. If APU is available
4.7.9.8.1. APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
4.7.9.8.2. APU GENERATOR switch . . . . . . . . . . . . . . . . . . . . . . . . .ON
4.7.9.9. If neither restart is successful and N2 is above 15%:
4.7.9.9.1. Thrust levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
4.7.9.9.2. Either engine start lever . . . . .Confirm . . . . . . CUTOFF, then IDLE detent
Note: The engine may accelerate to idle very slowly. If N2 is steadily
increasing, and EGT remains within limits, do not interrupt the start.
4.7.9.9.3. When engine parameters have stabilized:
4.7.9.9.3.1. ENGINE START switch (operating engine) . . . . . .As needed
4.7.9.9.3.2. Thrust lever (operating engine) . . . . . . . . . Advance slowly
4.7.9.9.3.3. Engine GEN switch (operating engine side) . . . . . . . . . .ON
4.7.9.9.3.4. PACK switch (operating engine side). . . . . . . . . . . . . AUTO
4.7.9.10. If neither restart is successful and N2 is below 15%:
4.7.9.10.1. Thrust levers (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Close
4.7.9.10.2. WING ANTI–ICE switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4.7.9.10.3. PACK switches (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4.7.9.10.4. APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
4.7.9.10.5. Ignition select switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH
4.7.9.10.6. Engine start lever (either) . . . . . . . . . . . Confirm. . . . . . . CUTOFF
4.7.9.10.7. ENGINE START switch . . . . . . . . . . . . . .. . . . . . . . . . . . . . GRD
4.7.9.10.8.1. Engine start lever. . . . . . . . . . . . . . . . . . . . . IDLE detent
Note: The engine may accelerate to idle very slowly. If N2 is steadily
increasing, and EGT remains within limits, do not interrupt the start.
4.7.9.10.9. When engine parameters have stabilized:
4.7.9.10.9.1. APU BLEED air switch . . . . . . . . . . . . . . . . . . . . . . .OFF
4.7.9.10.9.2. ENGINE START switch (operating engine) . . . . . .As needed
4.7.9.10.9.3. Thrust lever (operating engine) . . . . . . . . . Advance slowly
4.7.9.10.9.4. Engine GEN switch (operating engine side) . . . . . . . . . .ON
4.7.9.10.9.5. PACK switch (operating engine side). . . . . . . . . . . . . AUTO
4.7.9.11. Both the captain’s and first officer’s primary attitude displays are failed:
Action is not reversible. Do this step only if both the captain’s

and first officer’s primary attitude displays are failed.
4.7.9.11.1. IRS MODE selectors (both). . . . . . . . . . . . ATT

Maintain straight and level, constant airspeed flight until attitude
displays recover (approximately 30 seconds).
Note:
The primary attitude displays will stay failed and the SET IRS HDG
prompt will not appear on the POS INIT page until the attitude mode
alignment is complete.
4.7.9.11.2. Enter magnetic heading on the POS INIT page or on the overhead IRS
display unit by selecting HDG/STS.
4.7.9.11.3. The MAP display is not available.
4.7.9.11.4. Enter updated heading periodically on the POS INIT page or on the
overhead IRS display unit by selecting HDG/STS.
4.7.9.11.5. Do not use either autopilot.
4.7.9.12. If both Engines are running

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed
4.7.9.13. If one engine stays failed
Go to ENGINE IN-FLIGHT START checklist to start the other engine.
4.7.9.14. Call (PF) “QRH.Engine In-Flight Start.NNC”

4.7.9.14.2. Do this checklist only after completion of the Engine Failure or Shutdown
4.7.9.14.3. Check the In-Flight Start Envelope. Starts are not assured outside of the
in-flight start envelope.

4.7.9.14.4. In-flight start envelope. . . . . . . . . . . . . . . . . . . . . . . . Check
4.7.9.14.5. Thrust lever . . . . . . . . . . . . . Confirm . . . . . . . . . . . . . Close

4.7.9.14.6. Engine start lever . . . . . . . . . . Confirm . . . . . . . . . . CUTOFF
Note:
Engines may accelerate to idle very slowly, especially at high
altitudes. Slow acceleration may be incorrectly interpreted as a
hung start or an engine malfunction. If N2 is steadily increasing,
and EGT remains within limits, the start is progressing normally.
4.7.9.14.7. If WINDMILL start:
4.7.9.14.7.1. ENGINE START switch (affected side) . . . . . . . . . . . . . FLT
4.7.9.14.7.2. Go to step 4.7.9.14.8.6
4.7.9.14.8. If STARTER ASSIST is needed:
4.7.9.14.8.1. PACK switch (affected side) . . . . . . . . . . . . . . . . . . . . OFF
4.7.9.14.8.2. DUCT PRESSURE . . . . . . . . . . . . . . . . . . . Minimum 30 PSI
4.7.9.14.8.3. Ignition select switch . . . . . . . . . . . . . . . . . . . . . . . BOTH
4.7.9.14.8.4. ENGINE START switch (affected side). . . . . . . . . . . . . GRD
4.7.9.14.9.1. Engine start lever (affected engine) . . . . . . . .IDLE detent
4.7.9.14.10. If EGT does not increase in 30 seconds or another abort start
condition as listed in the Normal Procedures occurs:
4.7.9.14.10.1. Engine start lever (affected engine) . . . . Confirm . . . . CUTOFF
4.7.9.14.10.2. ENGINE START switch (affected side) . . . . . . . . . . . . . . . OFF
4.7.9.14.11. After engine start and run normally:
4.7.9.14.11.1. Engine GENERATOR switch. . . . . . . . . . . . . . . . . . . . . .ON
4.7.9.14.11.2. PACK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
4.7.9.14.11.3. ENGINE START switch . . . . . . . . . . . . . . . . . . . . As needed
4.7.9.14.11.4. APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . As needed
4.7.9.14.11.5. Transponder mode selector . . . . . . . . . . . . . . . . . . TA/RA
4.7.9.14.12. Engine fails to start:
E-A-R
R Decision Making Process
LOSS OF THRUST ON BOTH ENGINE have been
CLARIFY identified and QRH.NNC has been done as
appropriate
LOOK Performance, Fuel and Weather
Evaluate the options and make a Decision

EVALUATE regarding to Safety, Reg, Pax Service and Econ
Execute the Decision according to QRH. NNC, App


intentions (5C
5C-CRM
CRM Communication)
Communication
1. COCKPIT •Both
about Decision
2. CABIN •Flight
Flight Attendants must be brief accordingly (N -I-T-S)
•Contact
Contact ATC (PM) "May day 3X, Lion 123 Both engine flame
3. CONTROLLER out, emergency landing/ditching at.... squawk 7700" use
Pan pan if one engine has been recovered
Pan-pan
4. CUSTOMER
•Keep
N • i.e. Both Engine Flame out

I • i.e. emergency landing, ditching


S • i.e. review emergency landing/ditching procedures

ONE ENGINE INOP LANDING
Gross Fuse Plug NON NORMAL LANDING
Weight Melt Zone Distance Go Around
VREF 15
(TON) RTO (GS) (FT) Gradient %
60 117 164 4100 2.3
58 119 161 3900 2.7
56 121 158 3700 3.1
54 123 155 3500 3.6
1.0 Million Brake Energy ≈3 knots groundspeed
ETOPS
60 Minutes ONE ENGINE INOP & ISA+15 & APU BURN
Speed Weight Distance Level Off Fuel
(KIAS) (Ton) (NM) Altitude Burn
Drift 227 60 327 16600 2300
Down 220 56 327 18800 2200
60 377 12400 2700
0.70/280
56 383 14100 2400
302 60 380 9400 2550
LRC
293 56 381 12400 2400
NORMAL CONFIGURATION LANDING DISTANCE (FT)

Weight VREF Distance Adj Brake Cooling
(Ton) 40 Autobrake 2 Energy Time
60 143 7117 11.6 30 Min
58 141 6929 11.4 29 Min
56 138 6741 10.7 24 Min
54 136 6553 10.2 21 Min

Pilot Notes

Pilot Notes

Pilot Notes

Pilot Notes

Pilot Notes

Pilot Notes

5. PERFORM DESCENT/HOLDING
5.1. Comply with Company, DGAC and other applicable guidance and
regulations regarding descent/holding operations
5.1.1. Know and comply with Holding ATC guidance in the Company's Operations
Manual, FCOM, FCTM & SOP
5.1.2. Know and comply with applicable guidance from Arrival Procedures in the
AIM/AIP and ICAO Document 8168
5.2. Perform before descent preparation
5.2.1. Obtain weather report for destination
5.2.2. Review affected NOTAM
5.2.3. Review Aircraft Maintenance Discrepancy
5.2.4. Landing Data Completion
5.2.4.1. Verify Vref speed on CDU/APPROACH REF
5.2.4.2. Set bugs at Vref, Vref+20 and Vfo on Airspeed Indicator
5.2.4.3. Verify GA thrust
5.2.4.4. Verify Reserve Fuel on FMC according to operational flight plan
5.2.5. Update FMS for approach landing
5.2.5.1. Apply STAR & Approach Procedures
5.2.5.1.1. Select DEP/ARR Page for ARR
DEP 5.2.5.1.2. Press LSK 2R for DEST airport
ARR 5.2.5.1.3. Select Appropriate Active Runway or Approach Procedures
5.2.5.1.4. Select Appropriate STAR for expected runway in use
5.2.5.1.5. Know that the STAR is runway dependent, a runway must be selected
before the EHSI will display the STAR
5.2.5.1.6. Press Execute
5.2.5.2. Apply speed/altitude transition and restriction
5.2.5.2.1. Select Descent Page
DES 5.2.5.2.2. Enter speed/altitude
5.2.5.2.3. Press Execute
5.2.5.2.4. To delete transition or restriction
5.2.5.2.4.1. Use DELETE key and line select to desired line
5.2.5.2.4.2. Press Execute
5.2.5.3. Apply descent forecast
5.2.5.3.1. Select Forecast Page
5.2.5.3.2. Check transition level
5.2.5.3.3. Enter TAI ON altitude (if required), Temp Deviation & QNH
5.2.5.3.4. Enter wind altitude
5.2.5.3.5. Enter wind direction/speed
5.2.5.4. Apply LEG and FIX INFO modification for ILS, VOR/DME or NDB Approach
5.2.5.4.1. Create DA Waypoint (Precision Approach) or Approach Reference Angle for
Constant Descent Approach (PAPI/VASI substitution by FMC)
5.2.5.4.1.1. Select LEG Page e.g. WIII/CGK ILS RWY 25L
LEGS 5.2.5.4.1.2. Press LSK-3L to call “RW25L” on scratch pad (next page illustration)
5.2.5.4.1.3. Type “/-.7” on scratch pad and the result is “RW25L/-.7”
5.2.5.4.1.4. Press LSK-3L to create RW201 as DA point at -0.7 NM before touchdown
RW25L on WIII/CGK ILS RWY25L (see right illustration on next page)
5.2.5.4.1.5. Type “150/0236” on scratch pad
5.2.5.4.1.6. Press LSK-3R to create speed/altitude restriction for RW201 (150
knots/0236 ft at DA)
5.2.5.4.1.6.1. Know that E/D ALT will change to 236 feet instead of 3,000 feet
(end of descent GS-25L)
5.2.5.4.1.6.2. Know that upon G/S Captured will continuously show vertical
deviation path on EHSI as back up of ILS Glide Slope or VOR/NDB
Glide Path Indicator or PAPI/VASI when visual

5.2.5.4.1.7. Select DES Page
DES 5.2.5.4.1.8. Type “RW201/0236” on scratch pad
5.2.5.4.1.9. Press LSK-3R to create waypoint altitude restriction (see illustration
below)
5.2.5.4.1.9.1. In case ERROR CODE 05 (Left DAA) exist, the following item will
not shown/blank (GW, Fuel Weight, ZFW, VNAV, ETA, VREF, VHF
NAV auto tune). WPT/ALT, FPA, V/B & V/S will remain available.
5.2.5.4.1.9.2. Know that V/B (Vertical Bearing)  2.7° to show FMC Glide
Slope Indicator from present position & altitude to WPT/ALT
(RW201/236)
5.2.5.4.1.9.3. Know that V/S (Vertical Speed) 1130 to show FMC Rate of
Descent Indicator require to WPT/ALT (RW201/236) at present
V/B (2.7°)
5.2.5.4.2. Set FIX INFO Page1 for Final Course or MSA Reference
5.2.5.4.2.1. Select FIX Page 1
FIX 5.2.5.4.2.2. Type on scratch pad CL (Navigation/Waypoint as reference for Final
Approach Coarse or MSA Reference)
5.2.5.4.2.3. Press LSK-1L (finger 1)
5.2.5.4.2.4. Type on scratch pad 068/ (final course)
5.2.5.4.2.6. Type on scratch pad 090/25 (MSA radial border within 25 NM)
5.2.5.4.2.8. Type on scratch pad 270/ (MSA radial border)
5.2.5.4.3. Set FIX INFO Page 2 for Go Around (holding fix)
FIX 5.2.5.4.3.2. Type on scratch pad ESALA (Navigation/Waypoint as reference for
HOLDING Fix after Go Around)
5.2.5.4.3.4. Type on scratch pad 255/ (Go Around track from CKG)

5.2.5.5. Apply LEG and FIX INFO modification for Circling Approach
5.2.5.5.1. Study Instrument Approach for Circling
5.2.5.5.1.1. Know that Circling is combined instrument/visual approach. It consists of
an instrument letdown using a ground based approach aid, followed by a
circuit or part of circuit.
5.2.5.5.1.2. Know t hat the circ uit i s flo wn visually and i s in tended to line up the
aircraft with the extended centerline of the landing runway.
5.2.5.5.1.3. The circuit part of the circling may be executed at or above the minimum
descent altitude, provided:
5.2.5.5.1.3.1. The aircraft is clear of clouds and
5.2.5.5.1.3.2. Full visual reference can be maintained and
5.2.5.5.1.3.3. The duty r unway and/or runwa y lights and /or approach lig hts
and/or other lights, marking or objects identifiable with the runway
can be keep in sight.
5.2.5.5.1.3.4. The publish minimum vi sibility may be re duce when a special
procedure along a well-defined visual approach path (lead-in lights)
has been published.
5.2.5.5.1.4. Descent below the minimum descent altitude shall not be commenced
until on a visual glide path of 2.5º or more
5.2.5.5.1.5. Determine aircraft speed for circling
5.2.5.5.1.6. Determine maneuver type of circling

5.2.5.5.1.7. Determine radius for circling
5.2.5.5.1.8. Know that the PAPI signal should not be used beyond 15° either side of
the runway centreline.
5.2.5.5.1.9. Know that the visual glide pat h of the V ASI provides safe obstru ction
clearance wit hin plus or minus 10 degrees of the extended runway
centerline a nd to 4 NM from the r unway threshold. Desc ent, using the
VASI, should not be initiated until the airplane is visually aligned with the
runway.
Below Glide On Glide Above Glide

5.2.5.5.1.10. Know relationship between MDH and Visibility minima COM 4.6.2.4
5.2.5.5.1.10.1. Cat C Aircraft (MDH x 5 – 400) Meter e.g. MDH 810 x 5 – 400 =
4050 – 400  3600 Meter
5.2.5.5.1.10.2. Cat D Aircraft (MDH x 5) Meter e.g. MDH 810 x 5 = 4050 Meter
Obstacle Clearance 300 ft 400 ft 400 ft

5.2.5.5.1.11. The visibility values ar e based on the availability of f ull facilities. If onl y
intermediate facili ties are available, the vis ibility val ue extracted fr om
the table s hould be increased by 400 m and if basic facilities are all
that are available, it should be increased by 800 m.
5.2.5.5.1.11.1. Full facilities are those currentl y described in Annex 14, Volume I,
as a precision approach Cat. I lighting system, wit h runway
edge lights, threshold lights, end lights, and runway markings.
5.2.5.5.1.11.2. Intermediate facilities consist of a high intensity simple
approach lighting system, with ru nway edge l ights, t hreshold
lights, end lights, and runway markings.
5.2.5.5.1.11.3. Basic facilities cons ist if a low intensity simple approach
lighting system, with ru nway edge lig ht, thres hold light, end
lights, a nd runwa y markings or no approach lights or approach
lights not qualifying as simple approach lights
5.2.5.5.1.12. Know that MDH (feet) /320  MDH Wayp oint fro m touchdo wn, e.g .
WARR/SUB ILS RWY 10 Circling RWY 28
5.2.5.5.1.12.1. MDH of 801 feet AGL / 320  2.4 NM from runway 10
5.2.5.5.1.12.2. Know that visibility 2,400 m  1.3 NM is R WY 10 c ircling minima
(less than 2.4 NM  4400 m) will introduce steep descent on final
RWY 28 that require 2.4 NM = 801 ft for 3° descent path
5.2.5.5.1.12.3. Determine Circling RWY 28 approach lig ht require (SALS+PAPI) for
anticipate visual descent path on final segment

5.2.5.5.2. Create Circling Maneuver or Circuit
5.2.5.5.2.1. Select LEG page
LEGS 5.2.5.5.2.2. Press LSK-3L (step 1 on the left illustration) to call RW10
5.2.5.5.2.3. Type “/-2.4” on scratch pad (2.4 NM before TCH)
5.2.5.5.2.4. Press LSK-3L (step 2) to create MDA waypoint RW101
5.2.5.5.2.5. RW101 is created (on the right illustration)
5.2.5.5.2.6. Type “150/0810” on s/p to restrict on RW101 at 150 knot and 810 feet
5.2.5.5.2.7. Press LSK-3R (step 3)
5.2.5.5.2.8. Restriction on RW101 is created (on the left illustration)

DEP 5.2.5.5.2.9. Select DEP/ARR page
ARR 5.2.5.5.2.10. Press LSK-2R to select ARRival page (step 1 on the right illustration)
5.2.5.5.2.11. Press LSK-5R to select runway 28 (step 2 on the left illustration)

5.2.5.5.2.12. Type “3” on s/p to create runway extension by 3 nm
5.2.5.5.2.13. Press LSK-3R to input 3.0 nm RWY EXT (step 3 on the right illustration)

5.2.5.5.2.14. Select LEGS page
LEGS 5.2.5.5.2.15. Pressing LSK-5L (step 4 on the left illustration)
5.2.5.5.2.16. Press LSK-4L (step 5) to clear Route Discontinuity
5.2.5.5.2.17. Press LSK-4L again (step 6 on the right illustration) to call RW28
5.2.5.5.2.18. Type “/-.1” to create runway waypoint
5.2.5.5.2.19. Press LSK-4L to insert RW201 (step 7)
5.2.5.5.2.20. Press LSK-4L to call RW201 (step 8 on the left illustration)

5.2.5.5.2.21. Press LSK-6L to ERASE all modification above (step 9)
5.2.5.5.2.22. Press LSK-5L (step 10 on the right illustration) to insert RW201
5.2.5.5.2.23. RW201 is created (on the left illustration)

5.2.5.5.2.24. Type “150/0089” to restrict RW201 at speed 150 knots and altitude of
89 ft = 59 ft (RW 28) + 30 ft (0.1 NM from RW28)
5.2.5.5.2.25. Press LSK-5R (step 11) to insert restriction
5.2.5.5.2.26. Press LSK-3L (step 12 on the right illustration) to call RW201
5.2.5.5.2.27. Type “098/2.4” to create Final 28
5.2.5.5.2.28. Press LSK-3L (step 13) to insert RW202 as Final 28

5.2.5.5.2.29. RW202 is created (on the left illustration)
5.2.5.5.2.30. Press LSK-3L (step 14) to call RW202
5.2.5.5.2.31. Type “188/2” to create Base Leg 28
5.2.5.5.2.32. Pres LSK-3L (step 15) to insert RW203 as Base Leg 28
5.2.5.5.2.33. Press LSK-3L (step 16 on the right illustration) to call RW203
5.2.5.5.2.34. Type “278/RW101143” to create Downwind 28 (intersect radial 278
RW203 as Base Leg 28 and radial 143 RW101 as MDH waypoint)
5.2.5.5.2.35. Press LSK-3L (step 17) to insert RW204 as Downwind 28
5.2.5.5.2.36. Press LSK-3L (step 18 on the left illustration)

5.2.5.5.2.37. Press LSK-2L (step 19) to connect RW101 as MDH waypoint and RW204
as Downwind 28
5.2.5.5.2.38. RW101 is connected to RW204 (on the right illustration)
5.2.5.5.2.39. Press LSK-5L to call RW201 (step 20)
5.2.5.5.2.40. Type “/0089” to create WPT/ALT restriction
5.2.5.5.2.41. Select LEGS page

5.2.5.5.2.42. Press LSK-3R (step 21 on the left illustration) to insert restriction RW201
at 89 feet to provide V/B of 2.6 (vertical bearing from present position to
LEGS RW201) and V/S of 570 (vertical speed require at V/B of 2.6)
5.2.5.5.2.43. Descend leave MDA use V/S as shown LSK-4R when V/B indicate 2.8

5.2.5.5.3. When no time permit to create Circling waypoint
5.2.5.5.3.1. From previous step 5.2.5.5.2.7. (Circling MDA waypoint)
LEGS 5.2.5.5.3.2. Type “RW101098/4” on scratch pad to create TCH RWY 28
5.2.5.5.3.3. Press LSK-5L (step 1 on the left illustration) to add TCH RWY 28
5.2.5.5.3.4. Press LSK-4L (step 2 on the right illustration) to call TCH RWY 28
5.2.5.5.3.5. Type “RW102098/2.5” on scratch pad to create final RWY 28
5.2.5.5.3.6. Press LSK-5L (step 3 on the right illustration) to add final RWY 28
RUNWAY LENGTH CONVERTION

Meter (Chart) 3,000 2,800 2,500 2,250
NM (FMC use) 1.6 1.5 1.4 1.3
5.2.5.5.3.7. Select PROG page 3 (on the left illustration)

5.2.5.5.3.8. Flight Technique as follows:
5.2.5.5.3.8.1. After reaching RWY101 (MDA Circling) and visual, then turn 45
degrees to the right/left as applicable (approximately 38 seconds)
PROG 5.2.5.5.3.8.2. Observe XTK ERROR until indicate 2.0 NM for downwind
5.2.5.5.3.8.3. Turn left/right for downwind heading as applicable
5.2.5.5.3.8.4. When abeam RWY102 (TCH RWY 28) start timing for MDH/30
second (801-50)/30 = 25 seconds
5.2.5.5.3.8.5. Abeam RWY103 (Final RWY 28) turn left/right for base leg
5.2.5.5.3.8.6. Turn left/right for final as applicable
5.2.5.5.3.8.7. Descend to follow PAPI/VASI not less than 2.5° glide path
5.2.5.5.4. Set FIX INFO Page 2 for CIRCLING Reference

FIX 5.2.5.5.4.2. Type on scratch pad RW201 or RWY102 (TCH RWY 28)
5.2.5.5.4.3. Press LSK-1L (step 1 on next page, left illustration)
5.2.5.5.4.4. Type “188” on scratch pad to create abeam TCH RWY 28
5.2.5.5.4.5. Press LSK-2L (step 2 on the next page, right illustration)
5.2.5.5.4.6. Type “/2.3” on scratch pad (to Final TCH RWY 28)
5.2.5.5.4.8. Type “/4.2” on scratch pad to create Circling border

5.2.5.5.5. Set FIX INFO Page 1 for Go Around (holding fix)
FIX 5.2.5.5.5.2. Type on scratch pad NIMAS (Waypoint as reference for HOLDING Fix
after Go Around)
5.2.5.5.5.3. Press LSK-1L
5.2.5.5.5.4. Type “277” on scratch pad (Go Around track from CKG)
5.2.5.5.5.5. Press LSK-2L (step 1 on the left illustration)
5.2.6. Conduct Approach Brief at about 70 NM 10 minutes prior TOD

5.2.6.1. Any appropriate information related to a non-normal checklist or
maintenance discrepancy should be reviewed
5.2.6.2. Determine TOD by following considerations:
5.2.6.2.1. FMC generate for short trip or
5.2.6.2.2. Capture descent due to ATC or Pressurize Problem or to provide 1,000 fpm
rate of descent in congested RVSM airspace to prevent TA/RA warning
5.2.6.3. Brief STAR for runway to be used
5.2.6.3.1. Know that arrival routes width of the associated area decreases from the
“enroute” value until the “initial approach” value with a convergence
angle of 30˚each side of the axis
5.2.6.3.2. Know that the procedure may be accompanied with altitudes/flight levels
that are not associated with any obstacle clearance requirement, but
are developed to separate arriving and departing air traffic procedurally
5.2.6.4. Brief MSA, MEA, MORA, MOCA, Grid MORA and terrain/obstacles
situational awareness as applicable
5.2.6.4.1. Know that the MSA is the lowest altitude that may be used under
emergency conditions that provides a minimum clearance of 1,000 feet
above all obstacles within a sector of a circle of 25 NM centered on a
navigational aid, IAF or IF associated with the approach procedure
5.2.6.4.2. Know that the MEA is the lowest altitude a pilot can fly en-route and
guarantees:
5.2.6.4.2.1. 1,000 feet above the highest obstruction in non mountainous terrain,
5.2.6.4.2.2. 2,000 feet above the highest obstruction in mountainous terrain
5.2.6.4.2.3. Reception of a navigational signal at any point along the airway

5.2.6.4.3. Know that the MOCA has the same obstruction clearance, as does the MEA
but assures a reliable navigation signal only within 22 nautical miles of the
VOR facility
5.2.6.4.4. Know that the MORA provides obstruction clearance within 10 NM of the
route centerline (regardless of the route width) and end fixes. MORA
guarantees clearance of:
5.2.6.4.4.1. 1,000 Ft above the highest obstruction up to and including 6,000 Ft
5.2.6.4.4.2. 2,000 Ft above the highest obstruction exceeding 6,000 Ft
5.2.6.4.5. Know that the GRID MORA provides the same obstruction clearance as
does the MORA but within a specified latitude and longitude rectangle.
5.2.6.4.6. Know that application of an "off-route" or a flight that diverges from a
designated air route due to ATC, weather, navigational in accuracy or any
other reason, shall not be flown below MORA or GRID MORA except:
5.2.6.4.6.1. Adequate visual reference can be maintained.
5.2.6.4.6.2. The aircraft's position is within an area where lower minimum altitudes
are applicable.
5.2.6.4.6.3. When an ATS units provide radar vectors.
5.2.6.4.7. Know that the minimum altitudes for IFR operations are published on
aeronautical charts for airways, routes and for standard instrument
approach procedures. Use Grid MORA, MSA if not familiar & not enough
time to determine the terrain/obstacles.
5.2.6.4.8. Know that if no applicable minimum altitude is prescribed the following
minimum IFR altitude apply:
5.2.6.4.8.1. In designated mountainous areas, 2000 feet above the highest obstacles
within a horizontal of 5 statute miles from the course to be flown or
5.2.6.4.8.2. Other than mountainous areas, 1000 feet above the highest obstacle
within a horizontal distance of 5 statute miles from the course to be
flown or
5.2.6.4.8.3. As otherwise authorized by the Administrator or assigned by ATC.
5.2.6.5. Type of approach and the validity of the charts to be used
5.2.6.5.1. Approach plate page index
5.2.6.5.2. Approach date
5.2.6.5.2.1. Know that date published by Jeppesen is Friday date
5.2.6.5.2.2. Know that effective of published date is depend on local authority and
may be different from Friday date
5.2.6.5.3. Navaid identifiers/ frequencies
5.2.6.6. Navigation and communication frequencies to be used
5.2.6.7. Brief Holding Procedure (Standard Right Turn)
5.2.6.7.1. Sector Entry into the holding pattern shall be according to heading inbound
to the fix with flexibility of 5˚on either side of the sector boundaries
5.2.6.7.1.1. Sector 1 Procedures (Parallel Entry):
5.2.6.7.1.1.1. Having reached the fix, the aircraft is turned left onto an outbound
heading for the appropriate period of time plus or minus 1 second
per 1 knot wind correction;
5.2.6.7.1.1.2. Then the aircraft is turned left onto the holding side (more than
180°) to intercept the inbound track or to return to the fix;
5.2.6.7.1.1.3. And then on second arrival over the holding fix, the aircraft is
turned right to follow the holding pattern
5.2.6.7.1.2. Sector 2 Procedures (Teardrop or Offset Entry):
5.2.6.7.1.2.1. Having reached the fix, the aircraft is turned onto a heading to
make good a track making an angle of 30˚offset from the
reciprocal of the inbound track on the holding side;
5.2.6.7.1.2.2. Then the aircraft will fly outbound:
5.2.6.7.1.2.2.1. For the appropriate period of time, where timing is specified
plus or minus 1 second per 1 knot wind correction
5.2.6.7.1.2.2.2. Or until the appropriate limiting DME distance is attained,
where distance is specified

5.2.6.7.1.2.2.3. Or where a limiting radial is also specified, either until the
limiting DME distance is attained or until the limiting radial is
encountered, whichever occurs first;
5.2.6.7.1.2.3. Then the aircraft is turned right to intercept the inbound track
5.2.6.7.1.2.4. Then on second arrival over the holding fix, the aircraft is turned
right to follow the holding pattern
5.2.6.7.1.3. Sector 3 Procedures (Direct Entry) having reached the fix, make right turn
to follow outbound heading
5.2.6.7.1.3.1. If require turning a full 180° or greater (turn immediately
upon overhead) to follow the outbound heading (A)
5.2.6.7.1.3.2. If require turning less than 180° but greater than 70° (maintain
heading for 5 to 15 seconds past the fix) before commencing rate
one turn onto the outbound track (B) Special Direct Entry
5.2.6.7.2. Minimum Holding Altitude BUFFER AREA
5.2.6.7.2.1. Know that the buffer area is the area extending 5.0 NM beyond the
boundary of the holding area which the height and obstacles are taken
into consideration when determining the minimum holding altitude
5.2.6.7.2.2. Know that buffer distance beyond holding area are:
5.2.6.7.2.2.1. Between 0 to 1.0 NM is 300 m ≈ 984 feet;
5.2.6.7.2.2.2. Between 1.0 to 2.0 NM is 150 m ≈ 492 feet;
(A)
(B)
5.2.6.7.3. Speed restriction

5.2.6.7.3.1. Know that PANS-OPS indicates that the State has specified that the
approach procedure complies with ICAO Document 8168, Volume II, First
or Second Edition
5.2.6.7.3.1.1. Up to inclusive 6,000 ft (210 kt);
5.2.6.7.3.1.2. Above 6,000 ft to inclusive 14,000 (220 kt);
5.2.6.7.3.1.3. Above 14,000 (240 kt);
5.2.6.7.3.1.4. The speed of 280 kt or 0.8 Mach (whichever is lesser) for
turbulence conditions only after prior clearance with ATC, unless
the relevant publications indicate that the holding area can
accommodate aircraft flying at these high holding speed
5.2.6.7.3.2. Know that PANS-OPS 3 further indicates that holding speeds to be used
are those specified in ICAO Document 8168, Volume II, Third Edition
5.2.6.7.3.2.1. Up to inclusive 14,000 ft (230 kt);
5.2.6.7.3.2.2. Above 14,000 ft to inclusive 20,000 (240 kt);
5.2.6.7.3.2.3. Above 20,000 to inclusive 34,000 ft (265 kt);
5.2.6.7.3.2.4. Above 34,000 ft (0.83 Mach);
5.2.6.7.3.2.5. The speed of 280 kt or 0.8 Mach (whichever is lesser) for
turbulence conditions only after prior clearance with ATC, unless
the relevant publications indicate that the holding area can
accommodate aircraft flying at these high holding speeds
5.2.6.7.3.3. Know that Holding at FL 250 or above, use VREF 40 + 100 if FMC
NOT AVAILABLE and no time to access PI.QRH. Holding Table
5.2.6.7.3.4. Know that HOLDING Pattern charts are usually NOT TO SCALE
5.2.6.7.3.5. Know that HOLDING is not a part of Instrument Approach Procedures

5.2.6.7.4. Standard Holding Pattern
5.2.6.7.4.1. Know that all turns are to be made at a bank angle of 25˚or at a rate
of 3˚per second, whichever requires the lesser bank.
5.2.6.7.5. Outbound Holding Distance or Timing
5.2.6.7.5.1. Know that the procedures depict tracks and pilots should attempt to
maintain the track by making allowance for known wind by
applying corrections to both heading and timing ±1 sec per ±1 knot wind
5.2.6.7.5.2. Know that outbound timing begins over or abeam the fix whichever
occurs later. If the abeam position cannot be determined, start timing
when turn to outbound is completed
5.2.6.7.5.3. Know that the outbound time is 1 minute at or below FL 140 and 1 ½
minutes above FL 140 or if a DME distance is specified, the outbound leg
terminates as soon as the limiting DME distance is attained
5.2.6.7.5.4. Know that if for any reason a pilot is unable to comply normal holding
pattern procedures, ATC should be advised as early as possible.
5.2.6.7.6. Determine Inbound Holding Course
5.2.6.7.7. Know that Holdings should not be misinterpreted as racetrack
(letdown) patterns which are calculated on criteria for the initial approach
segments of an Instrument Approach Procedure
5.2.6.7.8. RNAV Holding for aircraft which equipped with RNAV systems which have
been approved by the State of the Operator for the appropriate level of
RNAV operations may use these systems to carry out VOR/DME RNAV
holding, provided that before conducting any flight it is ensured that;
5.2.6.7.8.1. The aircraft is fitted with serviceable RNAV equipment;
5.2.6.7.8.2. The pilot has a current knowledge of how to operate the equipment so as
to achieve the optimum level of navigational accuracy; and
5.2.6.7.8.3. The VOR/DME facility upon which the procedure is based is serviceable
5.2.6.7.9. Know that Conventional holding patterns may be flown with the
assistance of an RNAV system, provided:
5.2.6.7.9.1. In this case the RNAV system has no other function than to provide
guidance for the auto-pilot or flight director.
5.2.6.7.9.2. The pilot remains responsible for ensuring that the aircraft complies
with the speed, bank angle, timing and distance assumptions.
5.2.6.8. Approach Preparation: MCP, VHF NAV & COMM setting
5.2.6.8.1. Set (PF) Course # 1 for final course
5.2.6.8.2. Set (PM) Course #2 for outbound course initially, then follow final course
5.2.6.8.3. Set (PF) VHF NAV#1 for primary IAP facility i.e. ILS and keep AUTO TUNE
as long as possible if unable to receive reliable navigation signal
5.2.6.8.4. Set (PM) VHF NAV#2 for VOR/DME adjacent to ILS for tracking and FMS
crosscheck during descent
5.2.6.8.5. Set ADF#1 for approach facility and ADF#2 for missed approach facility
5.2.6.8.6. Set FIX Info page 1 to primary approach facility i.e. Locator, ILS DME, VOR
or RW/-.1 (circling)
5.2.6.8.7. Set Fix Info page 2 to Missed Approach Holding Fix (MAHF)
5.2.6.9. Approach Procedure: brief lateral profile (course, distance and VDP)
and vertical profile (minimum crossing altitudes, DA/MDA and VDP)
5.2.6.9.1. Initial Approach (Outbound Course, Distance or Time and Speed/Altitude)
5.2.6.9.2. Intermediate Approach (Speed/Altitude and LDG down selection)
BASE TURN AoB Rate One Turn / Radius at 190 KIAS
Out Bond 4.0 NM 5.0 NM 5.5 NM 6.0 NM 7.0 NM 8.0 NM
Angle 1’13” 1’31” 1’40” 1’49” 2’08” 2’26”
20° Base 39°/0.7 33°/0.9 31°/1.0 28°/1.1 25°/1.2 22°/1.4
30° Base 28°/1.0 23°/1.3 21°/1.5 20°/1.6 17°/1.9 15°/2.1
5.2.6.9.3. Final Approach Fix or Final Approach Point if No FAF (Final Inbound
Course, DME, landing flaps or circling or delayed flaps approach)
5.2.6.9.4. Minimum crossing altitude at certain DME and FAF/FAP
5.2.6.9.5. Determine DA or MDA+50 and VDP

5.2.6.9.6. Determine transition to visual approach
5.2.6.9.6.1. Task Sharing between PF/PM prior and upon transition
Condition PF (Primary & Cross Check) PM (Primary & Cross Check)
IMC Head Down & Look Out Look Out & Head Down
VMC Look Out & Head Down Head Down & Look Out
5.2.6.9.6.2. Break Precision Approach below 500 ft to visual approach using PAPI
5.2.6.9.6.3. Break Non-Prec Approach within 5 NM touchdown to visual approach
5.2.6.9.7. Determine Missed Approach Point (DME or time, using map on EHSI)
5.2.6.9.7.1. Do not attempt to land if not VMC at VDP (too steep & un-stabilized)
5.2.6.9.7.2. Level off at MDA+50 evaluate short final area possibility for next
instrument approach, at MAP initiate Go Around Procedures
5.2.6.9.8. Go Around Procedures as state on approach plate
5.2.6.9.9. Go Around Review:
5.2.6.9.9.1. Push (PF) either TO/GA switch or Advance Thrust Lever and call (PF) “Go
around Thrust, Flap 15°” or Flap 1° for One Engine Out
5.2.6.9.9.1.1. Know that the Auto throttle advances thrust to reduced Go Around
setting that produced a 1,000 to 2,000 fpm
5.2.6.9.9.1.2. If maximum thrust is desired after the nominal climb rate has been
established, press TO/GA a second time
5.2.6.9.9.1.3. Know that the TO/GA roll mode maintains existing ground track
5.2.6.9.9.2. Verify (PM) GA thrust and select Flap 15° or Flap 1° for One Engine
Inoperative Go Around
5.2.6.9.9.3. Advise (PM) “Positive Rate” followed by Call (PF) “Gear Up” after
Positive rate of climb
5.2.6.9.9.4. Select (PM) Landing Gear Lever to up position
5.2.6.9.9.5. At 400 feet RA Call (PF) “HDG SEL, Set navigation for Go Around”
5.2.6.9.9.6. At acceleration altitude 1,500 ft AGL Call (PF) “Level Change” and
ensure climb thrust is set
5.2.6.9.9.7. Retract Flaps on Schedule (typically similar to takeoff with flap 15°)
5.2.6.9.9.7.1. Know that Command speed is automatically increases to
maneuvering speed for the existing flap position
5.2.6.9.9.7.2. Delay flap retraction until initial maneuvering is complete, safe
altitude and appropriate speed are attained
5.2.6.9.9.7.3. Decrease pitch attitude to maintain rate of climb not less than
1,000 FPM while climbing during acceleration
5.2.6.9.9.8. Proceed to Missed Approach Holding Fix (MAHF) or as instructed by ATC
5.2.6.10. Management of AFDS Brief
5.2.6.10.1. Usage of LNAV or HDG SEL prior to VOR/LOC for intercept final course
5.2.6.10.2. Usage of VNAV or LVL CHG prior to APP or V/S for intercept glide path
5.2.6.10.3. Usage of EFIS Mode Display (PF) select to MAP to determine Missed
Approach Point and increase situational awareness during runway alignment
5.2.6.10.4. Usage of EFIS Mode Display (PM) select to EXP ILS/VOR for Raw Data
monitoring and callout as appropriate to help PF
5.2.6.10.5. Any Call Out should be made by PM for Altitude/DME Procedure to avoid
PF distraction i.e. DME Step, VOR/DME or ILS/DME with glide slope more
than 3° that require ALT/DME procedure
5.2.6.10.5.1. ALT/DME restrictions “CHECK ….. FEET at …… DME, ABOVE/BELOW
GLIDE ….. FEET”
5.2.6.10.5.2. Next ALT/DME Advisory “Next ….. FEET at …… DME”
5.2.6.10.5.3. Raw Data Deviation Advisory “ONE DOT Right, FLY Left”
5.2.6.10.5.4. VDP or MDA or MAP Advisory “VDP/MDA/MAP 500 FEET …. DME”
5.2.6.10.6. Usage of AFDS prior transition to manual hand flying
5.2.6.10.6.1. Keep autopilot engage on dual channel ILS Approach until establish
visual reference (dual channel Go Around advantage)
5.2.6.10.6.2. Keep autopilot engage during level off on ALT HOLD at MDA+50 when
visual reference not establish during Non Precision Approach until Missed
Approach Point (prepare for manual hand flying Go Around)
5.2.6.10.6.3. Disengage autopilot early before DA/MDA when establish visual reference
to allow better hand flying transition

5.2.6.11. Approach and Landing Configuration
5.2.6.11.1. Know that Flap 1° and 5° extension schedule when on intercept heading
to final course or approach navigation facility
5.2.6.11.2. Determine Landing Gear extension especially for Non Precision Approach
without FAF
5.2.6.11.3. Determine Landing Flap 30° or 40° extension for delayed flap approach
5.2.6.11.4. Set Landing Speed Vref….. Vref+5…… Vref+20…..Vfo…..
5.2.6.11.5. Set Autobrake to 1/2/3/Max
NORMAL LANDING DISTANCE (FT)
LDW Autobrake 2 Autobrake 3
(TON) F15 F30 F40 F15 F30 F40
59 8523 7384 7023 7224 6187 5910
58 8399 7282 6929 7132 6111 5840
57 8275 7180 6835 7040 6035 5770
56 8151 7078 6741 6948 5959 5700
55 8027 6976 6647 6856 5883 5630
54 7903 6874 6553 6764 5807 5560
53 7779 6772 6459 6672 5731 5490
52 7655 6670 6365 6580 5655 5420
Corrected for ISA+15 and Vref+10
5.2.6.11.6. Runway exit plan (compare landing distance & autobrake)

5.2.6.11.7. Ground orientation after low visibility approaches
5.2.6.11.8. Taxi routing from exit runway to parking gate
5.2.6.12. ALAR/CFIT significance factors brief
5.2.6.12.1. Flight Crew Risk Factor
5.2.6.12.1.1. Flight Crew duty day at maximum and ending with a night non-
precision approach
5.2.6.12.1.2. Flight Crew Preparation for instrument approach and airport
topographical familiarizations
5.2.6.12.2. Instrument Approach Procedures Risk Factor
5.2.6.12.2.1. Non Precision Approach
5.2.6.12.2.1.1. Dive and Drive Approach (not constant descent approach) i.e.
DME Step, WARR VOR/DME RWY 28
5.2.6.12.2.1.2. No FAF (use timing for outbound without DME or ADF approach)
5.2.6.12.2.1.3. Steep Approach require more than standard 3° glide path or rate
of descent more than 1,000 FPM
5.2.6.12.2.1.4. Short Outbound Distance (less than 5 NM) and Narrow Open
Angle (less than 30°) on Base Turn for CAT C at 190 KIAS
5.2.6.12.2.2. Circling Approach but potentially to straight-in landing
5.2.6.12.2.2.1. The fact that straight-in minimums are not published does not
preclude the pilot from landing straight-in, using published circling
minimums, if the straight-in runway is in sight with sufficient
time to make a normal approach for landing
5.2.6.12.2.2.2. Under such conditions, and when Air Traffic Control has provided
clearance to land on that runway, the pilot is not expected to
circle even though straight-in minimums are not published.
5.2.6.12.2.2.3. If a circling maneuver is desired, the pilot should advise ATC.
5.2.6.12.2.3. Straight-In Landing but offset to the runway (need runway alignment)
5.2.6.12.2.3.1. Determine Distance/Altitude from MAP or VDP to Runway and
calculate ROD required during runway alignment
5.2.6.12.2.3.2. Declare VMC at or before MAP (±5 Nm from Touchdown) when
visual reference is established, maneuver the aircraft to make
runway alignment using normal bank angle and continue descent
not less than 2.5° vertical glide path
5.2.6.12.3. Airport Environments Risk Factor
5.2.6.12.3.1. No Radar Service and No STAR/SID
5.2.6.12.3.2. Airport located in or near mountainous terrain
5.2.6.12.3.3. Tailwind and or Crosswind Condition

5.2.6.12.3.4. Runway Lighting:
5.2.6.12.3.4.1. Full facilities are those currently described in Annex 14, Volume I,
as a precision approach Cat. I lighting system, with runway
edge lights, threshold lights, end lights, and runway markings.
5.2.6.12.3.4.2. Intermediate facilities consist of a high intensity simple
approach lighting system, with runway edge lights, threshold
lights, end lights, and runway markings.
5.2.6.12.3.4.3. Basic facilities consist if a low intensity simple approach
lighting system, with runway edge light, threshold light, end
lights, and runway markings or no approach lights or approach
lights not qualifying as simple approach lights
5.2.6.12.3.5. Visual Illusions
5.2.6.12.3.5.1. Being Too High Perception and Push tendency when over Dark
Environment (Black Hole), Narrow, Long Runway, over Uphill Slope,
Up Slope Runway, Light Rain, Fog, Haze and Smoke
5.2.6.12.3.5.2. Being Too Close Perception and Push tendency when flying in
Heavy Rain and Bright Runway Light
5.2.6.12.3.5.3. Increasing Pitch Perception and Reducing Pitch tendency when
entering Fog (shallow layer)
5.2.6.12.3.5.4. Being Too Low Perception and Pull tendency over Bright City,
Wide, Short Runway, over downhill slope and down slope runway
5.2.6.12.3.5.5. Being Too Farther Away Perception and Pull tendency when
flying in haze, Wet Runway and Low Intensity Runway Light
5.2.6.12.3.5.6. Being Angled with Runway Perception and Cancel Drift to align
with runway tendency when flying in crosswind condition
5.2.6.12.3.5.7. Aircraft Drifting Sideways Perception and Drifting away
tendency when flying in Drifting Rain, Snow and Sand
5.2.6.12.4. GPWS provide Visual and/or Audio Alerts for:
5.2.6.12.4.1. Mode 1 provides alerts for excessive descent rates with respect to
altitude AGL and is active for all phases of flight.
5.2.6.12.4.2. Mode 2 provides alerts to help protect the aircraft from impacting
the ground when rapidly rising terrain with respect to the aircraft is
detected.
5.2.6.12.4.2.1. Mode 2A is active during climb out, cruise, and initial approach
(flaps not in the landing configuration and the aircraft not
on glideslope centerline).
5.2.6.12.4.2.2. Mode 2B provides a desensitized alerting envelope to permit
normal landing approach maneuvers close to terrain without
unwanted alerts. Mode 2B is automatically selected:
5.2.6.12.4.2.2.1. With flaps in the landing configuration (landing flaps or flap
over-ride selected) or
5.2.6.12.4.2.2.2. When making an ILS approach with Glideslope and Localizer
deviation less than 2 dots.
5.2.6.12.4.2.2.3. It is also active during the first 60 seconds after takeoff.
5.2.6.12.4.3. Mode 3 provides alerts for significant altitude loss after takeoff or low
altitude go-around (less than 245 feet RA) with gear or flaps not in the
landing configuration.
5.2.6.12.4.4. Mode 4 provides alerts for insufficient terrain clearance with respect
to phase of flight, configuration, and speed. Mode 4 alerts activate the
GPWS caution lights and aural messages.
5.2.6.12.4.4.1. Mode 4A is active during cruise and approach with the gear and
flaps not in the landing configuration. It also provides alerting for
protection against an unintentional gear-up landing.
5.2.6.12.4.4.2. Mode 4B is active during cruise and approach with the gear in the
landing configuration and flaps not in the landing configuration.
5.2.6.12.4.4.2.1. Below 1000 feet RA and above 159 knots airspeed, the
Mode 4B aural alert is “TOO LOW TERRAIN”.
5.2.6.12.4.4.2.2. Below 245 feet RA and less than 159 knots airspeed, the
Mode 4B aural alert is “TOO LOW FLAPS”.
5.2.6.12.4.4.3. The Mode 4C alert is intended to prevent inadvertent controlled
flight into terrain during takeoff climb with either the gear or
flaps not in the landing configuration.

5.2.6.12.4.5. Mode 5 provides two levels of alerting when the aircraft descends
below glide slope, resulting in activation of GPWS BELOW G/S caution
lights and aural messages.
5.2.6.12.4.5.1. The first level alert occurs when below 1000 feet Radio Altitude and
the aircraft is 1.3 dots or greater below the beam. This turns on the
BELOW G/S caution lights and is called a “soft” alert because the
audio message “GLIDESLOPE” is enunciated at half volume.
5.2.6.12.4.5.2. The second level alert occurs when below 300 feet Radio Altitude
with 2 dots or greater glide slope deviation. This is called a “hard”
alert because a louder “GLIDESLOPE, GLIDESLOPE”
5.2.6.12.4.6. Mode 6 provides GPWS advisory callouts menu-selected option and
“BANK ANGLE, BANK ANGLE” advises of an excessive roll angle.
5.2.6.12.4.6.1.  40 above 150
5.2.6.12.4.6.2.  10 to 40 
between 150 and 30 feet,
5.2.6.12.4.6.3.  10 
between 30 and 5 feet,
5.2.6.12.4.7. Mode 7 is designed to provide alerts if the aircraft encounters windshear.
5.2.6.12.4.7.1. Windshear Caution alerts results in illumination of amber
WINDSHEAR Caution lights and the aural message “CAUTION,
WINDSHEAR” are given if an increasing headwind (or decreasing
tailwind) and/or a severe updraft exceed a defined threshold. These
are characteristic of conditions preceding an encounter with a
microburst.
5.2.6.12.4.7.2. Windshear Warning alerts results in illumination of red
WINDSHEAR Warning lights and an aural siren followed by the
message “WINDSHEAR, WINDSHEAR, WINDSHEAR” are given
if a decreasing headwind (or increasing tailwind) and/or a severe
downdraft exceed a defined threshold. These are characteristic of
conditions within or exiting an encounter with a microburst.
ALERT WARNING CAUTION ADVISORY
(SIREN) “WINDSHEAR (3x)” 7
Any “PULL UP” 1,2,TA
“CAUTION WINDSHEAR” 7
“TERRAIN, TERRAIN” 2, TA
“OBSTACLE, OBSTACLE” TA
“TERRAIN” 2
“APPROACHING MINIMUMS” 6
“MINIMUMS” 6
“CAUTION TERRAIN” TA
“CAUTION OBSTACLE” TA
“TOO LOW TERRAIN” 4, TCF
“TOO LOW GEAR or FLAPS” 4
Altitude callouts 6
“SINK RATE” 1
“DON’T SINK” 3
“GLIDESLOPE” 5
“BANK ANGLE” 6
5.2.6.12.5. GPWS Terrain Alerting and Display (TAD) Caution & Alert review
5.2.6.12.5.1. Know that the GPWS Terrain Alerting and Display (TAD) feature provides
terrain image:
5.2.6.12.5.1.1. Black (terrain is not displayed) if the terrain is more than 2,000
feet below the aircraft, or within 400 (vertical) feet of the
nearest runway elevation
5.2.6.12.5.1.2. 16% Green – terrain/obstacle that is between 2,000 ft and
1,000 ft below airplane altitude
5.2.6.12.5.1.3. 50% Green – terrain/obstacle that is less than 1,000 ft and
more than 500 ft below airplane altitude
5.2.6.12.5.1.4. 25% Yellow – terrain/obstacle that is between 500 ft below
(250 ft with gear down) and 1,000 ft above airplane altitude
5.2.6.12.5.1.5. 50% Yellow – terrain/obstacle that is between 1,000 ft and
2,000 ft above airplane altitude
5.2.6.12.5.1.6. 50% Red – terrain/obstacle that is more than 2,000 ft above
airplane altitude

5.2.6.12.5.2. Know that the GPWS Alerting and Display (TAD) feature provides terrain
alert:
5.2.6.12.5.2.1. “TERRAIN AHEAD,” “CAUTION TERRAIN,” and “CAUTION
OBSTACLE” aural warnings are triggered approximately 60
seconds from impact. Additionally, the amber GPWS light is
illuminated and the appropriate the TAD on the EHSI will be
colored solid yellow. If the terrain display function is not selected,
the display will automatically appear
5.2.6.12.5.2.2. “TERRAIN, TERRAIN, PULL UP,” or “OBSTACLE, OBSTACLE,
PULL UP” aural warnings are triggered approximately 30 seconds
from impact. Additionally, the red PULL UP light is illuminated
and the appropriate section of the TAD on the EHSI will be colored
solid red. If the terrain display function is not selected, the display
will automatically appear
5.2.6.12.5.3. Know that the recommended responses to GPWS Caution Alerts are
as follows:
5.2.6.12.5.3.1. Stop any descent and climb as necessary to eliminate the
alert. Analyze all available instruments and information to
determine best course of action.
5.2.6.12.5.3.2. Advise ATC of situation as necessary
5.2.6.12.5.4. Know that the recommended responses to GPWS Warning Alerts are
as follows:
5.2.6.12.5.4.1. Aggressively position throttles for maximum rated thrust as
determined by emergency need. The pilot not flying should set
power and ensure that TO/GA power and modes are set.
5.2.6.12.5.4.2. If engaged, disengage the autopilot and smoothly but aggressively
increase pitch toward “stick shaker” or Pitch Limit
Indicators (PLI) to obtain maximum climb performance.
5.2.6.12.5.4.3. Continue climbing until the warning is eliminated and safe flight
is assured.
5.2.6.12.5.4.4. Advise ATC of situation.
5.2.6.12.5.5. Know that navigation must not be based on the use of the Terrain
Awareness and Alerting Display (TAD)
5.2.6.12.6. GPWS WINDSHEAR Caution & Alert review
5.2.6.12.6.1. Know that the EGPWS Windshear Caution feature provides:
5.2.6.12.6.1.1. This alert generally occurs due to an increasing performance
windshear conditions (i.e., increasing headwind, decreasing
tailwind, and/or updraft).
5.2.6.12.6.1.2. This “CAUTION, WINDSHEAR” alert is generally considered
advisory in that the crew responses are:
5.2.6.12.6.1.2.1. To be alert to the possibility of subsequent significant
airspeed loss and down draft conditions.
5.2.6.12.6.1.2.2. Coupled with other weather factors, in determining the
advisability of performing a go-around.
5.2.6.12.6.1.2.3. Wind and gust allowances should be added to the
approach speed, increasing thrust if necessary.
5.2.6.12.6.1.2.4. It may be necessary to disengage autopilot or auto-throttle.
Avoid getting low on the approach glidepath or reducing the
thrust levers to idle
5.2.6.12.6.2. Know that the GPWS Windshear Warning feature provides:
5.2.6.12.6.2.1. This alert generally occurs due to a decreasing performance
windshear conditions (i.e. decreasing headwind, increasing
tailwind, and/or a severe downdraft exceed a defined threshold).
5.2.6.12.6.2.2. When a “WINDSHEAR, WINDSHEAR, WINDSHEAR” warning
occurs, the following procedures should be followed:
5.2.6.12.6.2.2.1. Immediately initiate the Windshear escape maneuver in
accordance with established Windshear procedures.
5.2.6.12.6.2.2.2. Aggressively apply maximum rated thrust, disengage
autopilot and/or auto-throttle if necessary.
5.2.6.12.6.2.2.3. Rotate smoothly to the go-around/take-off pitch attitude,
allowing airspeed to decrease if necessary. Maintain wings
level. Do not retract flaps or landing gear.

5.2.6.12.6.2.2.4. If the aircraft continues to descend, increase pitch attitude
smoothly and in small increments, bleeding air speed as
necessary to stop descent. Use Stall Warning onset (stick
shaker) as the upper limit of pitch attitude.
5.2.6.12.6.2.2.5. Maintain escape attitude and thrust and delay retracting flaps
or landing gear until safe climb-out is assured.
5.2.6.12.6.2.3. Engine Overboost should be avoided unless the airplane
continues to descend and airplane safety is in doubt.
5.2.6.12.6.2.3.1. If overboost is required, adjust throttles to maximum
rated thrust as soon as safety has been assured.
5.2.6.12.6.2.3.2. Overboosting engines while at high angle of attack near
airplane stall may cause engine stall, surge, or flameout.
5.2.6.12.6.2.3.3. Maintain escape attitude and thrust and delay retracting flaps
or landing gear until safe climb-out is assured.
5.2.6.13. Determine REServe Fuel
5.2.6.13.1. Verify RES Fuel on FMC and operational flight plan
5.2.6.13.2. Verify Fuel over Destination on FMC Progress Page, Define Trial Fuel …..
kg or Holding at destination for ….minutes
5.2.6.13.3. Determine No Alternate Required if within ETA ± 1 Hr METAR/TAF at
Destination is VMC (Visibility is not less than 5 km and Ceiling 2,000 Ft )
5.2.7. Call (PF) “Descent Checklist”
5.2.8. Perform (PM) Descent Checklist
5.3. Perform initial descent from cruise altitude to FL 150
5.3.1. Perform initial descent communications
5.3.1.1. Perform ATC communications
5.3.1.1.1. Obtain Descend Clearance
5.3.1.1.2. Respond to traffic callouts, vectors, clearance restrictions, discretionary
descent clearances, etc.
5.3.1.1.3. Read back ATC clearances
5.3.2. Assess environmental factors during initial descent
5.3.2.1. Monitor weather from available resources (i.e. weather radar, visual,
PIREPS, ATC, etc.)
5.3.2.2. Maintain position and terrain awareness through flight documents and
navaids/EGPWS
5.3.3. Assess descent initiation criteria
5.3.3.1. Evaluate abnormal/adverse weather effects such as convective buildups,
strong winds aloft, or icing
5.3.3.2. Assess operational factors such as ATC directed descents, proximity to
destination, aircraft weight, pressurize problem etc.
5.3.3.3. Assess descent method (i.e. V/S, LVL CHG, VNAV Capture …Nm, VNAV
FMC generate)
5.3.4. Perform initial descent preparation
5.3.4.1. Know that an attempt should be made to initiate descent 10 nm prior to
programmed T/D for smooth transition and provide additional for
pressurize problem or Anti Ice usage:
5.3.4.1.1. Add 1 nm every 1,000 feet from TOD to specified altitude maintain 45%
N1 (select V/S ROD ± 2,000 FPM & MCP Speed 302) and intercept VNAV
Path at specified altitude then Idle Descent (select VNAV), or
5.3.4.1.2. Add 10 knot Tailwind Component every 1,000 feet (on Descent
Forecast Page) from TOD to specified altitude maintain 45% N1 and follow
VNAV Path (select V/S ROD ± 2,000 FPM & MCP Speed 302) and at
specified altitude then Idle Descent (select VNAV)
5.3.4.2. Set (PM) VHF NAV Tune to Manual
5.3.4.3. Verify FMC position refer to raw data
5.3.4.4. Set Runway Turn Off Light to ON when night flying
5.3.4.5. Set Weather radar tilt as appropriate
5.3.4.5.1. Above FL150 increase tilt 1° every 10,000 feet
5.3.4.5.2. Below FL 150 increase tilt 1° every 5,000 feet
5.3.4.6. Set TCAS to below
5.3.4.7. Perform appropriate communications with cabin crew regarding descent
5.3.4.7.1. Advice (PM) “Flight Attendant Prepare Arrival”
5.3.4.7.2. Receive Flight Attendant request for arrival
5.3.5. Perform Initial Descent
5.3.5.1. Perform VNAV PATH Descent
5.3.5.1.1. Know that CAPTURE descent 10 nm prior to programmed TOD to provide
ROD 1,000 FPM initially in congested RVSM airspace
5.3.5.1.2. Set altitude window on MCP for lower altitude assigned by ATC
5.3.5.1.3. Select Descent Page
5.3.5.1.4. Select DES NOW or CAPTURE
5.3.5.1.4.1. Know that DES NOW or CAPTURE prompt will only be displayed prior to
reaching programmed T/D
5.3.5.1.4.2. Fly ECON SPD unless directed by ATC
5.3.5.1.4.3. Know that if only the destination has been entered, and no defined
altitude/speed restriction below cruise altitude is entered, no T/D
calculation is displayed, and a blank descent page will appear
5.3.5.1.4.4. Know if only a runway is entered to define the end of descent (E/D)
point, a descent page is created to an E/D of 2,000 feet AGL with a
target speed of 170 knots 8 nm from the runway
5.3.5.1.5. Make appropriate MCP-FMA callouts
5.3.5.1.6. Make appropriate altitude callouts
5.3.5.2. Perform LVL CHG Descent and HDG SEL on MCP (U.5)
5.3.5.2.1. Set altitude window on MCP for lower altitude assigned by ATC
5.3.5.2.2. Select V/S on MCP set initial 1,000 FPM down
5.3.5.2.3. Observe VNAV PATH profile until captured, then push LVL CHG on MCP
5.3.5.2.3.1. Observe V/B indicate 5° on DES page may require LVL CHG 320 knotts
with speedbrake deployed
5.3.5.2.3.2. Observe V/B indicate 4° on DES page may require LVL CHG 300 knots
with speedbrake deployed
5.3.5.2.3.3. At 10,000 feet cross check V/B indicate 2.5° and V/S 1600 fpm on
DES page may with LVL CHG 250 knots, use speed brake as needed
5.3.5.2.4. Set airspeed window on MCP to comply FMC/CDU/DESCENT page
5.3.5.2.5. Make lateral track mode and vertical profile mode AFDS change as needed
5.3.5.2.6. Make appropriate MCP-FMA callouts
5.3.5.2.7. Make appropriate altitude callouts
5.3.6. Reconfigure systems for initial descent
5.3.6.1. Check pressurization system
5.3.6.1.1. When aircraft descend approximately 1,000 feet (0.125 psid) below the
FLT ALT selection, cabin begins a proportional descend to slightly bellow
selected LND ALT
5.3.6.1.2. In AUTO cabin max descend rate is 300 fpm
5.3.6.1.3. If Cabin Altitude indicate Climb (pressurize problem exist) with idle descent
5.3.6.1.3.1. Select V/S, Adjust ROD 1,000 FPM and deselect Speed
5.3.6.1.3.2. Adjust thrust lever to approximately ± 45% N1
5.3.6.1.3.3. When Cabin Altitude indicate descent, adjust ROD ± 2,800 FPM and
extend Speed Brake to maintain 302 KIAS then intercept VNAV PATH
5.3.6.1.3.4. When ± 45% N1 is not required, select LVL CHG or VNAV as applicable
5.3.6.2. Configure fuel system as required
5.3.6.3. Set anti-ice system as required including below -40° SAT
5.3.7. Perform announcement to passengers regarding descent, as required
5.3.8. Perform communication with company (dispatch/ramp), to obtain
destination updates, gate information, arrival updates, etc.
5.4. Perform terminal descent bellow FL 150
5.4.1. Perform ATC communications
5.4.1.1.1. Obtain further descend clearance
5.4.1.1.2. Respond to traffic callouts, radar vectors, speed restrictions, discretionary
5.4.1.1.3. Read back ATC clearances
5.4.2. Assess environmental factors during initial descent
5.4.2.1. Monitor weather from available resources (i.e. weather radar, visual)
5.4.2.2. Comply with Supplementary Procedures for Adverse Weather Operations
EGPWS
5.4.3. Assess descent continuation criteria
5.4.3.1. Evaluate abnormal/adverse weather effects such as convective buildups,
strong winds aloft, or icing
5.4.3.2. Re-assess operational factors such as ATC directed descents, proximity to
destination, aircraft weight, etc.
5.4.3.3. Re-assess descent method (i.e. manual, V/S, LVL CHG, or VNAV PATH)
5.4.4. Perform Terminal Descend Procedures
5.4.4.1. Conduct Sterile Cockpit Concept
5.4.4.2. Comply with local speed restriction as applicable
5.4.4.3. Perform additional briefing to cover terrain/obstacles, MSA, MEA,
MORA, Grid MORA for any deviation form STAR
5.4.4.4. Perform additional instrument approach briefing for runway or
approach procedure change to include approach plate number,
approach date, navaid identifiers/ frequencies, inbound course, final
approach fix/crossing altitude, DA/DH or MDA, time to MAP and/or VDP,
missed approach procedures, etc.
5.4.4.5. Set Altimeter to local altimeter setting (QNH) on transition level (FL 130)
5.4.4.6. Cross check altimeter
5.4.4.7. Consider to display of external lights below 10,000 ft, set Inboard Landing
Light, Logo Light and Position Light to ON at night flying
5.4.5. Reconfigure systems for terminal descent
5.4.5.1. Verify Landing Data
5.4.5.2. Verify Gross Weight and Update Vref Speed on Init Page
5.4.5.3. Update FMC position prior selecting to Manual Tune on both VHF NAV
5.4.5.4. Consider runway selection or exit planning factors such as operating
technique considerations, taxiway opportunities, visibility restrictions,
ground traffic, and terminal location
5.4.5.5. Consider runway length, runway condition, and desired stopping distance
for determining appropriate autobrake setting as appropriate
5.4.6. Call “Approach Checklist”
5.4.7. Read Approach Checklist
5.5. Fly terminal descent lateral track
5.5.1. Maneuver aircraft to appropriate headings and courses to comply with
published arrival/profile descent procedure and in accordance with AIM/AIP
procedures
5.5.2. Tune navigation avionics appropriately
5.5.2.1. Apply Inhibited for appropriate VOR/DME that may be introduce error
5.5.2.2. Keep one VHF NAV (PF) in AUTO Tune to provide radio updating as
applicable until intercepting VOR/ILS is required
5.5.2.3. Select VHF NAV tune to manual for selected ILS/LOC without DME within
18 NM or bellow 6,000 feet or as instructed by ATC

5.5.2.3.1. Know that the localizer provides course guidance throughout the descent
path to the runway threshold from a distance of 18 NM from the antenna
between an altitude of 1,000 feet above the highest terrain along the
course line and 4,500 feet above the elevation of the antenna site.
5.5.2.3.2. Know that proper off-course indications are provided throughout the
following angular areas of the operational service volume:
5.5.2.3.2.1. To 10 degrees either side of the course along a radius of 18 NM from
the antenna; and
5.5.2.3.2.2. From 10 to 35 degrees either side of the course along a radius of 10
NM the antenna
5.5.2.3.2.3. Beyond this coverage area the Localizer and Glide Slope signal is
unreliable. Select VOR/LOC or APP on MCP prior coverage area only.
UN RELIABLE
SIGNAL
5.5.3. Navigation Accuracy Check

5.5.3.1. If FMS navigation accuracy does not meet the applicable criteria for
terminal area navigation or approach, no descent should be made below
the MEA or below the sector MSA without prior confirmation of the aircraft
position, using navaids raw-data.
5.5.3.2. Update FMC using VOR/DME both Manual tune available within 24 DME
5.5.3.3. The descent will be continued using raw-data as aircraft position reference
(e.g. navaids, DME, …).
5.5.4. Perform course intercept tracking
5.5.5. Maneuver aircraft to appropriate headings to comply with radar vectors
5.5.6. Set FMC/MCP data
5.5.6.1. Ensure appropriate arrival/approach procedure/transition is selected
5.5.6.2. Set appropriate AFDS mode (e.g. HDG SEL, LNAV, VOR/LOC, bank angle
selector as needed)
5.5.6.3. Consider guidance on ATC effects on FMC routings where vectors may
cause abandonment of FMC route, Select DIR/TO intercept GS or FF
5.5.7. Maintain traffic separation using cues from TCAS, ATC, or visual, as
appropriate
5.5.8. Reference published navigation courses/headings and determine appropriate
frequency, course changes or heading changes
5.6. Fly terminal descent vertical profile
5.6.1. Maneuver the aircraft to comply with assigned altitudes, time/distance
altitude constraints, published restrictions, ATC assigned altitudes, and
vertical profile targets
5.6.2. Set appropriate altitudes in MCP as required
5.6.3. Descent Profile Monitoring
5.6.3.1. Descent profile should be monitored, using all available instrument and
chart references:
5.6.3.1.1. FMS vertical-deviation indication, as applicable;
5.6.3.1.2. Navaids and instruments raw-data; and,
5.6.3.1.3. Charted descent-and-approach profile.
5.6.3.2. Wind conditions and wind changes should be monitored closely to
anticipate any reduction in head wind component or increase in tail wind
component, and to adjust the flight path profile in a timely manner.
5.6.3.3. The descent profile may be monitored and adjusted based on a typical
3000 ft per 10 nm descent gradient (corrected for the prevailing head
wind component or tail wind component), while complying with the
required altitude and/or speed restrictions (i.e., ensuring adequate
deceleration management).
5.6.3.4. The flight path vector, can be used to monitor the descent profile by
checking that the remaining track-distance to touchdown (in nm)
5.6.3.5. Below 10 000 ft, flying at 250 kt IAS, the following rules of thumb may be
used to confirm the descent profile and ensure a smooth transition
between the various phases of the approach:
5.6.3.5.1. 10,000 ft above airport elevation at 35 nm from touchdown;
5.6.3.5.2. 3,000 ft above airport elevation at 15 nm from touchdown (to account for
deceleration and flaps extension).
5.6.4. Descent Profile Adjustment/Recovery. If flight path is significantly above

the desired descent profile (e.g. because of an ATC constraint or a higher-
than-anticipated tail wind), to recover the desired flight path:
5.6.4.1. Revert, if necessary, from FMS vertical navigation to a selected vertical
mode, with an appropriate speed target;
5.6.4.2. Maintain a high airspeed as long as practical and possible (e.g., in
accordance with ATC speed constraint);
5.6.4.3. Extend speed brakes (as allowed by SOPs depending on airspeed and
configuration, keeping preferably one hand on the speed brakes handle
until speed brakes are retracted);
5.6.4.4. Extend landing gear, if the use of speed brakes is not sufficient;
5.6.4.5. Notify ATC, for timely coordination, that the aircraft is unable to recover
the desired flight path, as soon as it is ascertained;
5.6.4.6. As a last resort, perform a 360-degree descending turn (as practical
and cleared by ATC).
5.6.5. Energy Management

5.6.5.1. Aircraft Energy Level. The level of energy of an aircraft is a function of the
following primary flight parameters and of their rate of change (trend):
5.6.5.1.1. Airspeed and speed trend;
5.6.5.1.2. Altitude and vertical speed (or flight path angle);
5.6.5.1.3. Aircraft configuration (i.e., drag caused by speed brakes, flaps and/or
landing gear); and,
5.6.5.1.4. Thrust level.
5.6.5.2. One of the tasks of the pilot is to control and monitor the energy level of
the aircraft (using all available cues) in order to:
5.6.5.2.1. Maintain the aircraft at the appropriate energy level throughout the flight
phase (i.e. keep flight path, speed, thrust and configuration); or,

5.6.5.2.2. Recover the aircraft from a low energy or high energy situation:
5.6.5.2.2.1. Being too slow and/or too low i.e. radar heading due traffic or higher
anticipated headwind or slower anticipated tailwind component
5.6.5.2.2.1.1. From being too slow and/or too low with thrust required massage
appear; select LVL CHG at slower speed 280/250/230 knot or use
V/S at 1,000 fpm with partial thrust added
5.6.5.2.2.1.2. Monitor Vertical Bearing and V/S on CDU Descend page adjust
FPA approximately 2.5 degree
5.6.5.2.2.2. Being too fast and/or too high i.e. short cut radar heading or slower
anticipated headwind or higher anticipated tailwind component
5.6.5.2.2.2.1. From being too fast and/or too high or drag required massage
appear with acceptable vertical path deviation; select LVL CHG at
higher speed up to 320/310 kts instead of using speed brake when
condition is permitted
5.6.5.2.2.2.2. Re-establish normal descend speed before Initial Approach Fix
5.6.5.3. Going Down and Slowing Down. How Fast Can you Fly Down to the Outer
Marker?
5.6.5.3.1. The study concluded that no airspeed restriction should be imposed by air
traffic control (ATC) when within four nautical miles of the OM, especially in
instrument meteorological conditions (IMC).
5.6.5.3.2. Whenever being required to maintain a high speed down to the OM (160
knots) are common at high-density airports, quick computation base on
aircraft decelerating characteristic (5.6.5.3.4) may be considered.
5.6.5.3.3. Know that the minimum stabilization height is:
5.6.5.3.3.1. 1,000 feet AFE in IMC; or,
5.6.5.3.3.2. 500 feet AFE in (VMC).
5.6.5.3.4. Aircraft Deceleration Characteristics. Although deceleration
characteristics vary among aircraft types and their gross weights, the
following typical values can be used:
5.6.5.3.4.1. Deceleration in level flight:
5.6.5.3.4.1.1. It requires approximately 25 seconds and 2 NM to decelerate from
280 to 250 knots without speedbrakes.
5.6.5.3.4.1.2. It requires an additional 35 seconds and 3 NM to decelerate from
250 knots to flaps up maneuvering speed at average gross weights.
5.6.5.3.4.1.3. Using speedbrakes to aid in deceleration reduces these times and
distances by approximately 50%.
5.6.5.3.4.1.4. With approach flaps extended: 10 knots to 15 knots per nm; or,
5.6.5.3.4.1.5. During extension of the landing gear and landing flaps: 20 knots to
30 knots per nm; and,
5.6.5.3.4.2. Deceleration on a three-degree glide path (for a typical 140-knot final
approach groundspeed, a rule of thumb is to maintain a descent gradient
of 300 feet per nm/700 feet per minute [fpm]):
5.6.5.3.4.2.1. With approach flaps and landing gear down, during extension of
landing flaps: conservative deceleration rate of 10 knots per nm;
5.6.5.3.4.2.2. Decelerating on a three-degree glide path in a clean

configuration is not possible usually; and,
5.6.5.3.4.2.3. When capturing the glide slope with gear down and flaps 15 at
flaps 15 speed, the thrust required may be near idle.

5.6.5.4. Avoiding the Back Side of the Power Curve.
5.6.5.4.1. During an unstable approach, the airspeed or the thrust setting often is
observed to deviate from the target values:
5.6.5.4.1.1. Airspeed is below the target final approach speed (VAPP ); and/or,
5.6.5.4.1.2. Thrust is reduced and maintained at idle
5.6.5.4.2. The difference between the available-thrust and the thrust-required-to-
fly (i.e., the thrust balance):
5.6.5.4.2.1. Represents the climb or acceleration capability (if the available-thrust
exceeds the required-thrust); or,
5.6.5.4.2.2. Indicates that speed and/or flight path cannot be maintained (if the
required-thrust exceeds the available-thrust).
Speed / N1 Rule of Thumb
Speed at Vref 40
N1% Vref 40-100 + 30
= 137-100 + 30 = 67% N1
= 55.0
Final Speed = Vref 40 + 5
= Vref 40 + 5 = 137 + 5 = 142
=3°
Vref Correction
= + 5 : 2 = + 2.5% N1 FLAPS 40°
Final N1= 67% + 2.5% = 70%
N1% Tailwind Correction

= Tailwind : 4
e.g. Tailwind 8 kt
= 8:4 = 2% N1
= 67% - 2% = 65% N1
Flap 5° Down Wind speed

N1 % = Vref 40 - 100 + 40
= 137 – 100 + 40 = 77% N1 70%
N1
Note: 67%
N1 Tolerance ± 2% N1 N1
5.6.5.4.3. The right part of the power curve is the normal area of operation.
5.6.5.4.3.1. The thrust balance is such that, when the thrust is set to fly V APP on the
glideslope, any increase of the aircraft speed due to a perturbation is
rapidly washed out, because a higher thrust would be required to fly at
this higher speed on the glideslope.
5.6.5.4.3.2. Conversely, when the thrust is set to fly VAPP on the glideslope, any speed
loss due to a perturbation is rapidly washed out, because a lower thrust
would be required to fly at this lower speed on the glideslope.
5.6.5.4.3.3. In other words, in case of perturbation, the aircraft speed tends to
come back to the speed stabilized with that thrust level. The right
part of the curve is called the stable part.
5.6.5.4.4. On the backside of the power curve is unstable
5.6.5.4.4.1. The thrust balance is such that, at given thrust level, any tendency to
decelerate increases the thrust-required-to-fly and, hence, amplifies the
tendency to decelerate.
5.6.5.4.4.2. Conversely, any tendency to accelerate decreases the thrust-required-
to-fly and, hence, amplifies the tendency to accelerate.
5.6.5.4.4.3. The minimum thrust speed (V minimum thrust) usually is equal to 1.35
to 1.4 V stall, in landing configuration.
5.6.5.4.4.4. The minimum final approach speed (i.e. V LS) is slightly in the backside of
the power curve.

5.6.5.5. Advanced-Continuous Descent Approach considerations:
5.6.5.5.1. That will be no level flight (continuous descent with idle thrust)
5.6.5.5.2. Select Flap 5° prior to final descend, since it is not possible to decelerate in
3° glide path with clean configuration.
5.6.5.5.3. Descend to follow Glide Slope (select APP when ILS) or vertical path
indicator (select LVL CHG when Non ILS) at speed between 170-200 knots
5.6.5.5.4. Select Landing Gear Down at 3,000 ft AGL 10 Nm touchdown
5.6.5.5.5. Select Landing Flap at 1,500 ft AGL 5 Nm touchdown or Outer Marker
whichever is earlier to stabilized approach at 1,000 ft AGL in IMC
5.6.5.5.6. Select Landing Flaps by 1,000 ft in VMC (Delayed Flaps Approach)
5.6.5.5.7. Established thrust required for appropriate aircraft configuration
5.6.5.6. Advanced-Continuous Descent Approach practices by controlling flight
path, speed, thrust and configuration.
5.6.5.6.1. Define from table Glide Path Angle and expected Ground Speed (if using
LVL CHG mode + Wind Correction) or expected Vertical Speed require
upon Final Approach Point/Fix (if using V/S mode)
Table of Vertical Speed (FPM) for appropriate Ground Speed and Glide Path or Gradient
GROUND Glide Path Angle (Degree)-Gradient (Feet/Nm)
SPEED
SPEED 2.36 2.45 2.54 2.64 2.73 2.83 2.92 3.01 3.11 3.20 3.30 3.39 3.48 3.58 3.67 3.77 3.86 3.95 4.05
KTS
(KIAS) 250 260 270 280 290 300 310 320 330 340 350 360 370 380 390 400 410 420 430
140 583 607 630 653 677 700 723 747 770 793 817 840 863 887 910 933 957 980 1003
150 625 650 675 700 725 750 775 800 825 850 875 900 925 950 975 1000 1025 1050 1075
160 667 693 720 747 773 800 827 853 880 907 933 960 987 1013 1040 1067 1093 1120 1147
180 750 780 810 840 870 900 930 960 990 1020 1050 1080 1110 1140 1170 1200 1230 1260 1290
200 833 867 900 933 967 1000 1033 1067 1100 1133 1167 1200 1233 1267 1300 1333 1367 1400 1433
250 1042 1083 1125 1167 1208 1250 1292 1333 1375 1417 1458 1500 1542 1583 1625 1667 1708 1750 1792
300 1250 1300 1350 1400 1450 1500 1550 1600 1650 1700 1750 1800 1850 1900 1950 2000 2050 2100 2150
5.6.5.6.2. Plan aircraft configuration for approach e.g. flap extension, selection of
landing gear down and final landing flap.
5.6.5.6.3. Establish required thrust setting for approach before stabilization height
5.6.5.7. Advanced-Continuous Descent Approach practices for ILS:
5.6.5.7.1. Find Glide Path Angle (Ft/Nm)

5.6.5.7.1.1. Altitude loss = 4000-270(DA) =3730 Ft
5.6.5.7.1.2. Approach Distance = (2.3+1.5+2.0+6.0) = 11.8 NM
5.6.5.7.1.3. Glide Path Angle =316 Ft /Nm = 3.00 Deg
5.6.5.7.2. Speed Constrain on FMC
5.6.5.7.2.1. Terminal Descend = 250/100
5.6.5.7.2.2. Glide Slope interception altitude GS-32R = 160/4000
5.6.5.7.2.2.1. Flap Schedule initiates at 5 Nm prior to GS-32R, arm APP
5.6.5.7.2.2.2. G/S alive select LDG DN and Flap 15° decelerate to 160 KIAS
5.6.5.7.2.2.3. At 160 KIAS for 316 Ft/Nm is equal to ROD = 853 Fpm
5.6.5.7.2.3. G/S captured, set G/A altitude and engage other Autopilot to CMD
5.6.5.7.2.4. Speed control to maintain 160 KIAS until D4.0 IER = 160/1345
5.6.5.7.2.5. Upon D4.0 IER select Final landing flap, decelerate to Vref+5
5.6.5.7.2.6. Do Landing Checklist
5.6.5.7.2.7. Stabilize Approach (in IMC) at 1,000 ft AGL, (in VMC) at 500 ft AGL
5.6.5.7.2.8. Do not cancel precision approach (in VMC) before 500 ft AGL
5.6.5.8. Advanced-Continuous Descent Approach practices for VOR/DME:
5.6.5.8.1. Find Glide Path Angle (Ft/Nm)

5.6.5.8.1.1. Determine VDP (MDA+50=500 Ft) distance from touchdown = 500/320
= 1.4 NM from MAP = D1.0
5.6.5.8.1.2. Altitude loss = 4500 – 500 (VDP) = 4000 Ft
5.6.5.8.1.3. Approach Distance = D14.8 – D1.0 – 1.4 (VDP) = D2.4 = 12.4 NM
5.6.5.8.1.4. Glide Path Angle =322 Ft /Nm = 3.01 Deg
5.6.5.8.2. Speed Constrain on FMC
5.6.5.8.2.1. Terminal Descend = 250/100
5.6.5.8.2.2. Final Descend altitude at EBLIN = 190/4500
5.6.5.8.2.2.1. Flap Schedule initiates at 5 Nm prior to EBLIN, arm VOR/LOC
5.6.5.8.2.2.2. VOR/LOC captured, set MCP Altitude to FAF D6.0 = 1600 Ft.
5.6.5.8.2.2.3. Descend leaving EBLIN to 1600 Ft at 190 KIAS for 3.01 Deg is
equal to ROD = 1020 Fpm to follow Vertical Path Indicator
5.6.5.8.2.2.4. Use V/S or LVL CHG and use speedbrake as needed depend on
aircraft Gross Weight and wind assumption changes (i.e.
decreasing headwind or increasing tailwind component)
5.6.5.8.2.3. Check Altitude at D10.0 not less than 2970 Ft
5.6.5.8.2.4. Speed Constrain FAF D6.0 = 160/1600
5.6.5.8.2.4.1. Selection of LDG DN and Flap 15° normally 2 NM prior to FAF in
level flight, but in 3.0 Deg glide path deceleration rate is 10 knots
per NM about 3 NM from F5/190 KIAS to F15/160 KIAS
5.6.5.8.2.4.2. At 3 NM prior to FAF select LDG DN and Flap 15°.
5.6.5.8.2.4.3. Decelerate to 160 KIAS with target ROD = 853 Fpm to follow
Vertical Path Deviation
5.6.5.8.2.5. Upon FAF D6.0 select Final landing flap, decelerate to Vref+5
5.6.5.8.2.5.1. Use V/S with ROD ± 800 FPM to follow Vertical Path Deviation
5.6.5.8.2.5.2. Cross check with Altitude Range Arc to predict point to reach
MCP altitude base on present vertical speed and ground speed
5.6.5.8.2.6. Do Landing Checklist
5.6.5.8.2.7. Stabilize Approach (in IMC) at 1,000 ft AGL, (in VMC) at 500 ft AGL
5.6.5.8.2.8. Do not cancel non precision approach (in VMC) before 1,000 ft AGL.
Since it is non precision approach, get ready for runway alignment with
bank angle selector at 15° and maintain present rate of descend.
5.6.5.8.2.9. At 100 feet HAT for all visual approaches, the airplane should be
positioned so the Flight deck is within and tracking to remain
within the lateral confines of the runway edges extended.
5.6.5.9. Advance -Continuous
Advanced- ontinuous Descent
escent Approach
Approach practices for VOR ILS:
5.6.5.9.1. Flight
Flight Scenario
Scenario
5.6.5.9.1.1. From
From BOLSA
BOLSA track
track 031°
031° toto PNK,
PNK,
PNK, Constant
Constant
Constant Descend
Descend
Descend until
until
until final
final
final approach
approach
approach
instead
instead of
of Dive
Dive and
and Drive
Drive as
as state
state
state on
on
on IAP
IAP
IAP
5.6.5.9.1.2. From
From PNK
PNK track
track 008° for 1 minute (base (base turn),
turn), then
then turn
turn left
left heading
heading
188°
188° to
to intercept
intercept final
final course
course 158°
158°
158°
5.6.5.9.1.3. Establish
Establish Localizer
Localizer and
and Glide
Glide Slope
Slope
Slope at
at
at 2
22 NM
NM
NM prior
prior
prior to
to
to PNK
PNK
PNK
PNK01
From
From
BOLSA
5.6.5.9.2. FMC
FMC modification
modification
5.6.5.9.2.1. On
On Leg
Leg Page
Page create
create waypoint
waypoint ofof
of RW15/
RW15/
RW15/-.1
RW15/ .1 and speed/altitude constrain
constrain
150/0083
150/0083
5.6.5.9.2.2. Delete
Delete CF15
CF15 dbase
dbase restriction
restriction and
and
and create
create
create constrain
constrain
constrain 160/----
160/---- the altitude
calculated
calculated by
by FMC
FMC will
will approximately
approximately 1940
1940
1940 ft
ft
ft
5.6.5.9.2.3. Create
Create waypoint
waypoint PNK008/6
PNK008/6 andand
and speed
speed
speed constrain
constrain
constrain 190/ ---- the altitude
altitude
calculated
calculated by
by FMC
FMC will
will approximately
approximately 3980
3980
3980 ft
ft
ft
5.6.5.9.2.4. Create
Create speed
speed constrain
constrain for
for PNK
PNK 220/----
220/---- the
the altitude
altitude calculated
calculated by
by FMC
FMC
will
will approximately
approximately 5850
5850 ftft
PNK
22 0/ 5850
220/
PNK01
190/ 3980
CF15
16
60/
0/ 1940
5.6.5.9.2.5. Constrain
Constrain Terminal Descend 250/100 On Descend Page
5.6.5.9.2.6. Then
Then input
input RW101/0083 to to WPT/ALT
WPT/ALT to
to monitor
monitor FPA,
FPA, V/B
V/B &
& V/S
V/S

5.6.5.9.3. Performs
Performs C
Constant
Constant Descend
escend Approach
Approach
5.6.5.9.3.1. Within
Within 2525 NM
NM PNKPNK set both PM and PF VHF NAV to PNK, then select select toto
Manual
Manual,
Manual, tune and and identify.
identify.
5.6.5.9.3.2. When
When available
available up up date
date FMC
FMC Radio
Radio
Radio base
base
base on on
on PNK then
then LNAV/VNAV
LNAV/VNAV will be
accurate
accurate for outbound tracking,
tracking, otherwise
otherwise push push HDG SEL homing homing to to
PNK
PNK for
for subsequent
subsequent approach
approach
5.6.5.9.3.3. Overhead
Overhead PNK PNK aircraft
aircraft will
will turn
turn left
left
left track
track
track 008°
008°
008° LNAV VNAV outbound outbound
heading
heading andand start
start timing
timing for
for 11 minute
minute
minute
5.6.5.9.3.3.1. Know that timing is started started after
after aircraft
aircraft turn
turn on
on heading
heading (wind
(wind
correction is required
required)) to track outbound
5.6.5.9.3.3.2. Know
Know thatthat require
require to to adjust
adjust timing
timing ± ± 11 second
second
second every
every
every 11 1 knot
knot
knot
head/tailwind component
5.6.5.9.3.4. When
When clear
clear for
for ILS
ILS approach
approach set set
set altitude
altitude
altitude 1300
1300
1300 on
on
on MCP,
MCP,
MCP, instead
instead
instead of of
of 2500
2500
ft
ft the
the minimum hold altitude at PNK
5.6.5.9.3.5. Approaching
Approaching PNK01 or 1 minute timing, push HDG HDG SEL
SEL LVL CHG to
avoid
avoid LNAV
LNAV turning
turning to to intercept final course (since LNAV base base onon lateral
lateral
distance,
distance, not
not outbound timing) and PF VHF NAV set to ILS ILS,,, tune,
tune, identify
identify
5.6.5.9.3.6. Upon
Upon 1 1 minute
minute timing
timing:
timing
5.6.5.9.3.6.1. Turn
urn left heading 188°
5.6.5.9.3.6.2. Push VOR/LOC armed
5.6.5.9.3.6.3. Schedule flap to 5 and reduce to flap flap 5
5 speed
speed
5.6.5.9.3.6.4. Monitor V/B if less than 4.0 4.0 push V/S on MCP adjust RoD 500 fpm
5.6.5.9.3.7. VOR/LOC captured,

captured, push APP armed and and bank
bank selector
selector to
to 15°
15°
5.6.5.9.3.7.1. Push LVL CHG if V/B isis more
more than
than 3.0°
5.6.5.9.3.7.2. Push V/S
/S adjust
adjust RoD
RoD 500
500 fpm
fpm ifif V/B
V/B is
is less
less than
than 3.0
3.0
5.6.5.9.3.8. After
After G/S captured, set Go Around
Around altitude.
altitude. Check GlideGlide Slope
accuracy
accuracy compare
compare to
to DME
DME and
and V/B
V/B ±
± 3.0°
3.0° onon descend
descend page
page
5.6.5.9.3.9. Set
Set PM
PM VHF
VHF NAV
NAV toto ILS
ILS and
and engage
engage other
other Autopilot
Autopilot toto CMD
CMD
5.6.5.9.3.10. Select
Select Landing Gear DN DN,, Flap
Flap 15 at
at 3 3 DME
DME (1,000
(1,000 ftft above
above FAP/FAF)
FAP/FAF)
5.6.5.9.3.11. At
At 1,500
1,500 ft
ft select
select Flap 40 and set Vref + + wind
wind correction
correction
5.6.5.9.3.12. At
At OM-15
OM 15 check altitude 1300 ft
5.6.5.9.3.13. Do
Do Landing
Landing Checklist
Checklist
5.6.5.9.3.14. Stabilize
Stabilize Approach
Approach (in(in IMC)
IMC) at
at 1,000
1,000
1,000 ft
ft
ft AGL,
AGL,
AGL, (in
(in
(in VMC)
VMC)
VMC) atat
at 500
500
500 ft
ft
ft AGL
AGL
AGL
5.6.5.9.3.15. Do
Do not
not cancel
cancel precision apapproach
proach (in VMC) before 500 ft AGL

5.6.5.10. Manage Steep Approach
5.6.5.10.1.
5.6.5.10.1. Steep
Steep Approach
Approach condition may
may occur
occur due
due to:
to:
5.6.5.10.1.1. High
High terrain
terrain or
or obstacle
obstacle on
on final
final segment
segment
segment and require to Intercept Glide
Glide
Path
Path from
from above
above (High
(High or
or Steep
Steep Approach)
Approach)
Approach)
5.6.5.10.1.2. Late
Late descend
escend,, traffic separation or short cut by ATC clearance
escend,
5.6.5.10.2.
5.6.5.10.2. Know
Know the
the Glide Slope design for ILS :
5.6.5.10.2.1. Minimum:
Minimum: 2.5°
5.6.5.10.2.2. Standard:
Standard
Standard 3°
5.6.5.10.2.3. Maximum:
Maximum: 3.5° and 3.25° for Auto land
5.6.5.10.3.
5.6.5.10.3. Determine
Determine affected
affecte
affectedd factor
factor for
for energy
energy management
management (aircraft
(aircraft
(aircraft gross
gross
gross weight,
weight,
weight,
aircraft
aircraft configuration
configuration and
and wind component)
component).
5.6.5.10.4.
5.6.5.10.4. Know
Know B737
B737 performance capability:
5.6.5.10.4.1. With
With approximately
approximately of of 4° Vertical Bearing and and sufficient
sufficient distance
distance
from
from touchdown
touchdown still a able
ble to capture 3° Glide Slope from above above and
stabilize
stabilize before 1,000 Ft AGL
5.6.5.10.4.2. The
The Flight
Flight Path
Path Angle
Angle vs.
vs. aircraft
aircraft configuration
configuration (idle
(idle desc
descen
descend)::
5.6.5.10.4.2.1. FPA 5.0°
5 ° at Speed 320 KIAS and Speed Speed Brake
Brake Flight
Flight Detent
Detent
5.6.5.10.4.2.2. FPA 4.0°
4 ° at Speed 300 KIAS and Speed Speed Brake
Brake Flight
Flight Detent
Detent
5.6.5.10.4.2.3. FPA 3.0° at Speed 22 200 KIAS in clean configuration
5.6.5.10.4.2.4. FPA 3.0° with Flaps 5° & Speed 190 190 KIAS
KIAS
5.6.5.10.4.2.5. FPA 3.5° with LDG DN, DN Flap 15° & & Speed
Speed 160 KIAS
5.6.5.10.4.2.6. FPA 4.0°
4.0° with LDG DN, Flap 30/40° & Speed Speed 150 KIAS
5.6.5.10.4.3. The
The aircraft
aircraft Speed (idle descend)
descen vs. Rate of Descend:
Descend
KIAS: RoD 1,600 FPM
5.6.5.10.4.3.1. 250 KIAS:
5.6.5.10.4.3.2. 22 20 KIAS with Speed Brake Flight Detent: RoD 1,500 FPM
Flight Detent FPM
5.6.5.10.4.3.3. 22 KIAS: RoD 1,400
20 KIAS: 400 FPM
5.6.5.10.4.3.4. RoD  Ground
Ground Speed divided by 2 and and plus
plus 10%
10% inin approach
approach
configuration at 3° flight path.
path.
5.6.5.10.4.4. The
The Deceleration
Deceleration raterate vs.
vs. aircraft
aircraft configuration:
configuration:
5.6.5.10.4.4.1. Approximately 1 knot per second in in clean
clean configuration
configuration at
level flight.
flight
5.6.5.10.4.4.2. Impossible to to decelerate
decelerate in clean configuration at 3° flight path.
path
path.
5.6.5.10.4.4.3. Approximately 10 knots every 1 Nm in in approach
approach configuration
configuration
at 3° flight path.
path.
5.6.5.10.5.
5.6.5.10.5. Performs
Perform
Perform a Steep Approach e.g. to intercept 3°
3° Glide
Glide Slope
Slope from above,
above, at
± 20
2 0 Nm touchdown,
touchdown speed 22 20 KIAS and altitude 8,000
8,000 Ft
Ft
approximately
approximately 4° Vertical Bearing
Bearing..
5.6.5.10.5.1. The
The target G/S capture not below 1,500 ft ft (IMC)
(IMC) and
and 1,000
1,000 ft
ft (VMC)
(VMC) to
to
accommodate
accommodate minimum
minimum stabilization
stabilization height
height
height.
height
5.6.5.10.5.2. Set
Set on
on MCP ALT 1,500
1,500 Ft
Ft (not 3,000 FTFT)) to prevent from ALT
ALT ACQ and
ALT
ALT HOLD
HOLD at 3,000 Ft since the G/S is is not
not capture
capture already
already
5.6.5.10.5.3. Select
elect
elect LVL CHG ; Speed
Speed 22200; APP arms arms and
and extend
extend Speedbrake
Speedbrake to
Flight
Flight Detent
Detent
5.6.5.10.5.4. About
About 5 5 NM
NM to
to GS
GS-25L
GS 25L (FAF/FAP) extend LDG LDG DN;
DN; Flaps Schedule to
F15
F15 reduce speed to 160 KIAS and SPD SPD BRAKE
BRAKE ARMED
ARMED
5.6.5.10.5.5. Upon
Upon FAF/FAP
FAF/FAP select
select V/S -1,500
1,500 FPM (ground
(ground speed
speed 160
160 kts
kts at
at 3°
3° flight
flight
path;
path; V/S
V/S – 900
900 FPM only)
only) or select maximum
maximum Rate Rate of
of Descend
Descend as
needed
needed (V/S
(V/S <
< aircraft altitude
altitude)).
5.6.5.10.5.6. The
The procedure
procedure state
state to
to use
use V/S (not
not LVL CHG
CHG) upon final segment of
Non
Non Precision
Precision Approach
Approach since the G/S is is not
not capture
capture a
already
already.
lready
5.6.5.10.5.7. Evaluate
Evaluate the progress
progress:
5.6.5.10.5.7.1. FPA=
FPA= 3.5 is steeper than V/B = 3.2 (close to 3° Glide Slope)
5.6.5.10.5.7.2. V/S = 1241
1241 (less than selected V/S -1,500
1,500 on MCP)
5.6.5.10.5.7.3. In headwind condition m maintain
maintain LDG
LDG DN DN; Flaps
Flaps 15°;
15 ; speed 160
KIAS (similar condition to delay
delay flap
flap approach)
approach) following by G/S
capture not below 1,500 ftft
5.6.5.10.5.7.4. If still to high, especially

especially tailwind
tailwind and
and maximum
maximum landing
landing weight,
weight,
configure
onfigure Flap 30°/40°
30°/40°;; Speed 150 to to capture
capture G/S the
the Glide
Glide
Slope immediately
5.6.5.10.5.8. After
After G/S capture, reduce speed to Vref+5
Vref+5
5.6.5.10.5.9. Landing
Landing Checklist
Checklist and stabilize by 1,000 Ft (IMC) or 500 Ft (VMC)
5.6.5.10.5.10.If
5.6.5.10.5.10.If
If not
not stabilize
stabilize just
just push
push TO/GA
TO/GA button
button to
to initiate
initiate Go
Go Around
Around
Around

5.7. Perform holding procedures
5.7.1. Perform ATC communications
5.7.1.1. Respond to traffic callouts, vectors, clearance restrictions, discretionary
5.7.1.3. Assess holding instructions
5.7.1.4. Transmit required holding calls
5.7.2. Perform cockpit crew communications
5.7.2.1. Perform entry/exit briefing to include intentions for holding procedures,
FMC/MCP usage, and navaid usage
5.7.2.2. Make lateral track mode and vertical profile mode AFDS callouts
5.7.2.3. Make appropriate altitude callouts
5.7.2.4. Make appropriate MCP-FMA callouts
5.7.3. Modified FMC for holding e.g. hold over NIMAS at 2,500 feet and 210
knots which is not available on active route
5.7.3.1.1. Select LEGS page
LEGS 5.7.3.1.2. Type “NIMAS” on scratch pad if waypoint for holding is not available on
active route
5.7.3.1.3. Press LSK-1L (step 1)
5.7.3.1.4. Select HOLD page
HOLD 5.7.3.1.5. Press LSK-1L (step 2) to call NIMAS
5.7.3.1.6. Press LSK-6L (step 3) to make holding over NIMAS
5.7.3.1.7. Type inbound course “097” on scratch pad
5.7.3.1.8. Press LSK-3L (step 4) to insert inbound course
5.7.3.1.9. Input Leg Time according holding altiude and Distance if specified
5.7.3.1.10. Type “210” on s/p as target speed for PAN OPS holding below 6,000 feet
5.7.3.1.11. Press LSK-1R (step 5) to insert target speed
5.7.3.1.12. Type “0745” on s/p for Expect Further Clearance (FAA) or Expected
Approach Time (ICAO) is given by ATC if require holding > 10 minutes
5.7.3.1.13. Press LSK-3R” (step 6) to insert EFC time
5.7.3.1.14. Press LSK-6R (step 7) for EXIT HOLD if require from present position go to
next waypoint on Active Route LEG page
5.7.3.1.15. Press LSK-6L ( step 8) if NEXT HOLDING is desired to prevent automatic
exit upon completion of last Holding

5.7.4. Perform appropriate communications with cabin crew regarding holding
5.7.5. Perform communication with company (dispatch / ramp), to obtain weather
updates, alternate/diversion information, coordinate diversion if necessary,
arrival updates, etc.
5.7.6. Perform communication with passengers regarding holding as required
5.7.7. Assess environmental factors holding
5.7.7.1. Monitor weather from available resources (i.e. weather radar, visual)
5.7.7.2. Maintain clean configuration in icing or turbulence condition

EGPWS
5.7.8. Assess divert decision factors
5.7.8.1. Assess weather
5.7.8.1.1. Review significant weather alerts for CAT, mountain wave activity, low level
windshear, etc.
5.7.8.1.2. Review severe weather advisory for the valid time, affected area, and
nature of severe weather
5.7.8.1.3. Review current/previous hourly/special weather observation of destination
station, preferred diversion station, designated alternate(s), and destination
area stations
5.7.8.1.4. Review terminal forecasts for the arrival time window at the destination
station, preferred diversion station and the designated alternate(s)
5.7.8.2. Assess NOTAMS
5.7.8.3. Review destination and alternate operational factors such as airfield
status, active runways, field conditions, delays, and acceptance rate
5.7.8.4. Assess fuel factors
5.7.8.4.1. Compute/modify holding fuel to commit to the destination and to commit to
the alternate
5.7.8.4.2. Compute/modify enroute time/burnout fuel to commit to the
destination/approach/missed approach and to commit to the alternate
5.7.8.5. Specify divert decision criteria
5.7.8.5.1. Assess ATC imposed Expect Further Clearance or Expect Approach
Clearance times
5.7.8.5.2. Establish divert decision times/fuels for the commit to destination or
commit to alternate

5.7.9. Fly holding pattern lateral track
5.7.9.1. Tune and select appropriate holding navaids
5.7.9.2. Reference published navigation courses/headings and determine /
announce appropriate frequency, course changes or heading changes
5.7.9.3. Ensure holding entry complies with AIM/AIP guidelines
5.7.9.4. Perform FMC/MCP holding procedures
5.7.9.4.1. Review published/charted holding pattern instructions including reference
navaid, reference airway, holding fix, leg length, and turn direction
5.7.9.4.2. Review non-published ATC holding instructions to include hold orientation
direction, holding fix, reference navaid, leg length, and turn direction
5.7.9.5. Monitor traffic separation using cues from ATC, TCAS, or visual
5.7.9.6. Know that completion of present Holding on MCP ALT window above
Altitude Restriction, FMS will remain in holding and not required NEXT
HOLD to be selected
5.7.9.7. Know that completion of present Holding on MCP ALT window at or below
Altitude Restriction will automaticly exit to next waypoint on Active Route
LEG page is not required EXIT HOLD
5.7.9.8. Know that EXIT HOLD will not complete present holding and direct to
next waypoint on Active Route LEG
5.7.9.9. When RNAV equipment is used for non-RNAV holding procedures, the
pilot shall verify positional accuracy at the holding fix on each
passage of the fix.
5.7.9.10. Conventional holding patterns may be flown with the assistance of an
RNAV system. In this case the RNAV system has no other function than to
provide guidance for the auto-pilot or flight director. The pilot remains
responsible for ensuring that the aircraft complies with the speed, bank
angle, timing and distance assumptions.
5.7.9.11. RNAV holding may be conducted in specifically designed holding patterns.
These holding patterns utilize the criteria and flight procedures
assumptions of conventional holding with orientations that may be
referenced either by an overhead position or by radial and DME
distance from a VOR/DME facility. These holding patterns assume:
5.7.9.11.1. That automatic radio navigation updating is utilized so that the
navigation tolerance is achieved by all authorized aircraft during the entry
maneuver and while in the holding pattern;
5.7.9.11.2. That the pilot is provided with tracking information in a suitable form such
as HSI and/or EFIS presentation or cross-track error data; and
5.7.9.11.3. That the pilot confirms the holding way-points by cross-reference to the
published VOR/DME fixes.
5.7.10. Fly holding pattern vertical profile
5.7.10.1. Know that Holding is to conduct at or above minimum holding altitude
5.7.10.2. Maneuver the aircraft to comply with altitude constraints, published
restrictions, and ATC assigned altitudes
5.7.10.3. Maintain appropriate holding airspeeds by assessing IAS/Mach Window on
MCP or FMC Holding Speed constrain
5.7.10.4. Set appropriate altitudes in MCP as required
5.7.10.5. Know that FMS remain in holding when above altitude holding restriction
5.7.10.6. To maintain holding speed 210 KIAS require ROD =1,400 FPM in
clean configuration

Pilot Notes

Pilot Notes

Pilot Notes

Pilot Notes

6. PERFORM APPROACH
6.1. Comply with Company, DGAC and other applicable guidance
and regulations regarding approach operations
6.1.1. Know and comply with Flight Operations Approach and Landing guidance in the
COM, FCOM, FCTM & SOP
6.1.1.1. Establishing of landing minima
6.1.1.1.1. It is Company policy that the visibility or RVR is the required weather
condition for approach initiation and allows an instrument approach down to
the prescribed descent limit without regard to the reported ceiling.
6.1.1.1.2. A ceiling minimum is not prescribed as a criterion but is SCD.
6.1.1.1.3. The published minima are based on full operation of all components and
visual aids associated with the instrument approach procedure as published
on the approach chart, assuming satisfactory operation of the required
aircraft equipment.
6.1.1.2. Commencement of the Approach, in connection with the application of
landing minima, an instrument approach procedure is supposed to
commence about 2 NM before the beginning of the final approach
segment, i.e. 2 NM before the final approach facility, fix or point (FAF/FAP)
6.1.2. Know and comply with IAP guidance in the COM, FCOM, FCTM & SOP
6.1.2.1. ILS CAT-I Operation
Note:
• Full facilities are those currently described in Annex 14, Volume I, as a precision
approach Cat. I lighting system, with runway edge lights, threshold lights, end
lights, and runway markings.
• Intermediate facilities consist of a high intensity simple approach lighting system,
with runway edge lights, threshold lights, end lights, and runway markings.
• Basic facilities consist if a low intensity simple approach lighting system, with
runway edge light, threshold light, end lights, and runway markings or no approach
lights or approach lights not qualifying as simple approach lights.
6.1.2.1.1. Components-out (for detail see component out table)
6.1.2.1.1.1. If one or more components of the ILS (GP-LLZ-OM) or of the visual aids
associated with the published approach procedure are reported
inoperative, the published minima may be affected.
6.1.2.1.1.2. When the OM is reported inoperative, it may be substituted by the
following aids:
 Locator beacon on the centerline between FAP and 2 NM from touch down.
 PAR, SRE.
 DME provided equivalent DME distance is indicated on the approach chart.
6.1.2.1.2. Continuation of the Approach until Reaching DA
6.1.2.1.2.1. Applicability of RVR
6.1.2.1.2.1.1. In order to avoid unnecessary go-around due to fluctuations of RVR
around the minimum value, an ILS CAT I approach may be
continued to 500 feet HAT, irrespective of reported deterioration of
RVR below the required minimum.
6.1.2.1.2.1.2. If at 500 feet HAT or any time thereafter down to the applicable DA,
the TDZ RVR drops below its minimum and/or any additional RVR
along that runway drops below 175 meters, go-around.
6.1.2.1.2.2. Applicability of General Visibility, if a subsequent weather report gives
visibility conditions below the value required for approach initiation, the
approach may be continued down to the decision altitude.
6.1.2.1.3. Application of DA, Level flight after reaching DA is prohibited.

6.1.2.1.4. At or before reaching the DA the decision must be made either to continue
the approach to land or to go around.
6.1.2.1.5. Descent below DA, Descent below DA is allowed when:
6.1.2.1.5.1. The required visual reference has been obtained, and
6.1.2.1.5.2. The PIC is convinced that a safe landing and roll-out on the intended
runway can be made at a normal rate of descent using normal
maneuvers and when that rate of descent will allow touch down to occur
within the touch down zone.
6.1.2.1.5.3. If at any time after descent below DA the PIC is no longer convinced that
a safe landing and rollout can be made, go around should be initiated.
6.1.2.2. Non-Precision Operation
6.1.2.2.1. Relationship between MDH and visibility minima for MDH of 100 m (320 ft)
and Higher Visibility or RVR (Meters)
Note :
 The visibility values are based on the availability of full facilities.
 If only intermediate facilities are available, the visibility value extracted from the
table should be increased by 400 m and if basic facilities are all that are
available, it should be increased by 800 m.
6.1.2.2.2. For MDH between 75 m and 100 m (250 ft and 320 ft)
6.1.2.2.3. A non-precision approach may be commenced if:

6.1.2.2.3.1. The minima are published on the approach chart;
6.1.2.2.3.2. The reported general visibility is equal to or better than the reduced
visibility, which can be obtained by applying the reduction to the
prescribed visibility minimum; or
6.1.2.2.3.3. The reported TDZ RVR is at or above the prescribed visibility minimum.
Reduction is not allowed.
6.1.2.2.4. If the subsequent weather report gives weather conditions below those,
which permitted the initiation of the approach, the approach may be
continued down to the prescribed MDA.
6.1.2.2.5. Level flight on the MDA is permitted until the MAP.
6.1.2.2.6. Before reaching the MAP, a decision must be made to continue the approach
to land or to go around.
6.1.2.2.7. Descent below the MDA is allowed when:
6.1.2.2.7.1. The required visual reference has been obtained, and
6.1.2.2.7.2. The PIC is convinced that a safe landing and roll-out on the intended
runway can be made at a normal rate of descent using normal
maneuvers and when that rate of descent will allow touch down to occur
within the touch down zone.
6.1.2.2.7.3. If at any time after descent below MDA the PIC is no longer convinced
that a safe landing and rollout can be made, go around.

6.1.2.3. RAISING OF WEATHER MINIMA
6.1.2.3.1. General
6.1.2.3.1.1. Published landing minima on approach charts are based on full operation
of all components and visual aids associated with the particular
instrument approach procedure being used.
6.1.2.3.1.2. The corrections for aids not being operative are not accumulative; the
higher of the applicable values shall be used.
6.1.2.3.1.3. If airborne equipment for a ground component is inoperative, increase
applicable minima to the related ground component shall be used.
6.1.2.3.1.4. Runway lighting for visual guidance is required for night operations.
6.1.2.3.2. Components Out Table for Aircraft Category C & D
Published DA/MDA Visibility/RVR
Inoperative Aids
increased by Not lower than
ILS CAT I
 Localizer Not authorized
 Glide Path Localizer (GS out) minima applied
 OM + 50 ft ≥ 1,200 m
 Approach Light, HIRLS +0 ≥ 1,200 m
 RCLL, TDZL +0 C ≥ 600 m; D≥ 800 m
 GP ground check only Localizer (GS out) minima applied
 LLZ ground check only Localizer (GS out) minima applied, Vis + 400 m
 ILS “on test” or “Unreliable” Not authorized
ILS no GP
 No FAF Not authorized
 Approach Light +0 Published + 600 m
 LLZ ground check only +0 Published + 400 m
 ILS on test Not authorized
VOR + FAF NDB + FAF
 No FAF Not authorized
 VOR/NDB ground check only +0 Published + 400 m
 VOR/NDB on test Not authorized
VOR NDB
 VOR/NDB ground check only +0 Published + 400 m
 VOR/NDB on test Not authorized
6.1.3. Know and comply with applicable guidance from Approach and Arrival
Procedures in the AIM/AIP, DOC 8168
6.2. Assess environmental factors for approach
6.2.1. Monitor weather from available resources (i.e. weather radar, ACARS, visual,
PIREPS, ATC, etc.)
6.2.2. Maintain position and terrain awareness through flight documents and EGPWS
6.2.3. Consider information on landing RVR reports
6.3. Assess approach continuation decision factors
6.3.1. Assess weather criteria
6.3.1.1. Comply with individual/aircraft visibility, RVR, or ceiling minimums as
applicable
6.3.1.2. Evaluate abnormal adverse weather effects such as thunderstorms,
excessive crosswind or tailwind and windshear alerts
6.3.2. Assess operational factors
6.3.2.1. Assess external inputs from the tower, ATC directives, or other aircraft
6.3.2.2. Assess internal warnings from the GPWS or other crewmembers
6.3.2.3. Assess applicable navaid, lighting, or other ground equipment status
(reported or observed)
6.3.3. Assess aircraft status
6.3.3.1. Assess thrust, primary flight control, and secondary flight control systems
for functionality
6.3.3.2. Assess applicable avionics/AFDS systems for functionality
6.3.3.3. Assess DMI status and operational procedures that may be affected
6.3.4. Comply with Recommended Elements of a Stabilized Approach. All approaches
should be stabilized by 1,000 feet AFE in instrument meteorological conditions
(IMC) and by 500 feet AFE in visual meteorological conditions (VMC). An
approach is considered stabilized when all of the following criteria are met:
6.3.4.1. The airplane is on the correct flight path
6.3.4.2. Only small changes in heading and pitch are required to maintain the
correct flight path
6.3.4.3. The airplane speed is not more than VREF + 20 knots indicated
airspeed and not less than VREF
6.3.4.4. The airplane is in the correct landing configuration
6.3.4.5. Sink rate is no greater than 1,000 fpm; if an approach requires a sink
rate greater than 1,000 fpm, a special briefing should be conducted
6.3.4.6. Thrust setting is appropriate for the airplane configuration
6.3.4.7. All briefings and checklists have been conducted.
6.3.4.8. Specific types of approaches are stabilized if they also fulfill the following:
6.3.4.8.1. ILS approaches should be flown within one dot of the glide slope and
Localizer, or within the expanded localizer scale (as installed)
6.3.4.8.2. During a circling approach, wings should be level on final when the airplane
reaches 300 feet AFE.
6.3.4.9. At 100 feet HAT for all visual approaches, the airplane should be
positioned so the Flight deck is within, and tracking to remain
within, the lateral confines of the runway edges extended.
6.3.4.10. As the airplane crosses the runway threshold it should be:
6.3.4.10.1. Stabilized on target airspeed to within + 10 knots until arresting descent
rate at flare
6.3.4.10.2. On a stabilized flight path using normal maneuvering
6.3.4.10.3. Positioned to make a normal landing in the touchdown zone (the first
3,000 feet or first third of the runway, whichever is less).
6.3.5. Comply with Mandatory Missed Approach criteria on all instrument approaches,
where suitable visual reference has not been established and maintained,
execute an immediate missed approach when:
6.3.5.1. A navigation radio or flight instrument failure occurs which affects the
ability to safely complete the approach
6.3.5.2. The navigation instruments show significant disagreement
6.3.5.3. On ILS final approach and either the localizer or the glide slope indicator
shows full deflection
6.3.5.4. On an RNP based approach and an alert message indicates that ANP
exceeds RNP
6.3.5.5. On a radar approach and radio communication is lost.
6.4. Instrument Approach Procedures Study
6.4.1. GENERAL CRITERIA
6.4.1.1. An instrument approach procedure may have five separate segments. They
are the arrival, initial, intermediate, final and missed approach segments.
6.4.1.2. A straight-in approach is considered acceptable if the angle between the
final approach track and the runway centerline is 30˚or less.
6.4.1.3. In those cases where terrain or other constraints cause the final approach
track alignment or descent gradient to fall outside the criteria for a
straight-in approach, a circling approach will be specified
6.4.1.4. Operators may specify two types of approach procedures for non-precision
approaches.
6.4.1.4.1. Dive and Drive Approach that described as:
6.4.1.4.1.1. “Descend immediately to not below the minimum step-down fix
altitude/height or MDA/H as appropriate”.

6.4.1.4.1.2. This method is acceptable as long as the achieved descent gradient
remains below 15 per cent and the missed approach is initiated at or
before the MAP.
6.4.1.4.2. Constant Descend Approach are encouraged to use a stabilized approach
technique for non-precision approaches.
6.4.1.4.2.1. This technique requires a continuous descent with a rate of descent
adjusted to achieve a constant descent gradient to a point 15m (50 ft)
above threshold.
6.4.1.4.2.2. If the required visual reference approaching MDA/H is not achieved, or if
the MAP is reached before reaching the MDA/H, the missed approach
must be initiated.
6.4.1.4.2.3. Aircraft are not permitted to go below the MDA/H at any time. The
stabilized approach technique is also associated with operator-specified
limits of speed, power, configuration and displacement at (a) specified
height(s) designed to ensure the stability of the approach path and a
requirement for an immediate go-around if these requirements are not
met.
6.4.1.4.2.3.1. To achieve a constant descent gradient where step-down fixes are
specified, descent may be delayed until after passing the FAF, or the
FAF crossed at an increased altitude/height. If a greater height is
used, ATC clearance should be obtained to ensure separation.
6.4.1.4.2.3.2. When using the “stabilized approach” technique in a non-precision
approach, the height/altitude at which the missed approach
maneuver is initiated is a matter of pilot judgment based on the
prevailing conditions and the overriding requirement to remain
above the MDA/H.
6.4.1.4.2.3.3. Where an operator specifies an advisory initiation altitude/height
(above MDA/H) based on average conditions, the associated
visibility requirements should be based on the MDA/H and not the
advisory altitude/height.
6.4.1.5. Handling Speed – The following ICAO tables indicate the specified range
of handling speeds for each category of aircraft to perform the maneuvers
specified. This speed ranges have been assumed for use in calculating
airspace and obstacle clearance requirements for each procedure.
6.4.1.6. Descent Gradients or Angles for charting.

6.4.1.6.1. Descent gradients/angles for charting shall be promulgated to the nearest
one-tenth of a per cent/degree.
6.4.1.6.2. Descent gradients/angles shall originate at a point 15 m (50 ft) above the
landing runway threshold.
6.4.1.6.3. For precision approaches, different origination points may apply.
6.4.1.6.4. Earth curvature is not considered in determining the descent gradient/angle
6.4.1.7. FAF Altitude-procedure altitude/height.
6.4.1.7.1. The descent path reaches a certain altitude at the FAF. In order to avoid
overshooting the descent path, the FAF published procedure altitude/height
should be 15 m (50 ft) below this altitude.
6.4.1.7.2. The procedure altitude/height shall not be less than the OCA/H of the
segment preceding the final approach segment.

6.4.2. APPROACH PROCEDURE DESIGN
6.4.2.1. INSTRUMENT APPROACH AREAS
6.4.2.1.1. Non-precision approach procedures and procedures with vertical guidance
will be developed to include not only the minimum altitudes/heights to
ensure obstacle clearance, but also procedure altitudes/heights.
6.4.2.1.2. Procedure altitude/heights will be developed to place the aircraft at
altitudes/heights that would normally be flown to intercept and fly an
optimum 5.2 per cent (3.0˚) descent path angle in the final approach
segment to a 15 m (50 ft) threshold crossing. In no case will a procedure
altitude/height be less than any OCA/H.
6.4.2.2. DESCENT GRADIENT
6.4.2.2.1. In designing instrument approach procedures, adequate space is allowed for
descent from the facility crossing altitude/height to the runway threshold for
straight-in approach or to OCA/H for circling approaches.
6.4.2.2.2. Adequate space for descent is provided by establishing a maximum allowable
descent gradient for each segment of the procedure.
6.4.2.2.3. The minimum descent gradient/angle in the final approach of a non-precision
procedure with FAF is 4.3 percent/2.5˚(43 m/km (260 ft/NM)).
6.4.2.2.4. The optimum descent gradient/angle in the final approach of a procedure
with FAF is 5.2 per cent/3.0˚(52 m/km (318 ft/NM)).
6.4.2.2.5. Where a steeper descent gradient is necessary, the maximum permissible is
6.1 percent/3.5˚(61 m/km (370 ft/NM)) for Cat C, D and E aircraft
6.4.2.2.6. The minimum rates of descent in the final approach phase of non precision
procedures VOR or NDB with no FAF is 590 ft/min and the maximum
permissible rate of descend is 1,000 ft/min for Category C, D
6.4.2.2.7. In the case of a precision approach, the operationally preferred glide path
angle is 3.0˚as specified in Annex 10, Volume I. An ILS glide path/MLS
elevation angle in excess of 3.0˚is used only where alternate means
available to satisfy obstacle clearance requirements are impractical.
6.4.2.2.8. In certain cases the maximum descent gradient of 6.5 per cent (65
m/km (400 ft/NM)) results in descent rates which exceed the
recommended rates of descent for some aircraft; e.g. at 150 kt it results in a
5 m/s (1000 ft/min) rate of descent. Pilots should consider carefully the
descent rate required for non-precision final approach segments before
starting the approach.
6.4.2.2.9. Any constant descent angle shall clear all step-down fix minimum
crossing altitudes within any segment.
6.4.3. ARRIVAL AND APPROACH SEGMENTS
6.4.3.1. STANDARD INSTRUMENT ARRIVALS
6.4.3.1.1. When necessary or where an operational advantage is obtained, arrival
routes from the enroute phase to a fix or facility used in the procedure are
published. When arrival routes are published, the width of the associated
area decreases from the “enroute” value until the “initial approach” value
with a convergence angle of 30˚each side of the axis.
6.4.3.1.2. This convergence begins at 46 km (25 NM) before the IAF if the length of the
arrival route is greater than or equal to 46 km (25 NM). It begins at the
starting point of the arrival route if the length of the arrival route is less than
46 km (25 NM). The arrival route normally ends at the initial approach
fix. Omni directional or sector arrivals can be provided taking into
account minimum sector altitudes (MSA).
6.4.3.1.3. Terminal radar is a suitable complement to published arrival routes. When
terminal radar is employed the aircraft is vectored to a fix, or onto the
intermediate or final approach track, at a point where the approach may be
continued by the pilot through reference to the instrument approach chart.
6.4.3.1.4. Arrival procedures may be developed to procedurally separate air traffic. In
doing so, the procedure may be accompanied with altitudes/flight levels that
are not associated with any obstacle clearance requirement, but are
developed to separate arriving and departing air traffic procedurally.

6.4.4. INITIAL APPROACH SEGMENT
6.4.4.1. The initial approach segment commences at the initial approach fix (IAF)
and ends at the intermediate fix (IF). In the initial approach, the aircraft
has departed the enroute structure and is maneuvering to enter the
intermediate approach segment.
6.4.4.2. Aircraft speed and configuration will depend on the distance from the
aerodrome, and descent required.
6.4.4.3. The initial approach segment provides at least 300m (984 ft) of obstacle
clearance in the primary area.
6.4.4.4. Where no suitable initial approach fix or intermediate fix is available
to construct the instrument procedure in the form shown in Figure below, a
reversal procedure, racetrack or holding pattern is required.
Segments of Instrument Approach
6.4.4.5. Types of Maneuvers

6.4.4.5.1. Reversal procedure — The reversal procedure may be in the form of a
procedure or base turn. Entry is restricted to a Specific direction or sector.
6.4.4.5.1.1. In these cases, a particular pattern, normally a base turn or procedure
turn is prescribed, and to remain within the airspace provided requires
strict adherence to the directions and timing specified. It should be
noted that the airspace provided for these procedures does not permit a
racetrack or holding maneuver to be conducted unless so specified.
6.4.4.5.1.2. There are three generally recognized maneuvers related to the reversal
procedure, each with its own airspace characteristics:
6.4.4.5.1.2.1. 45˚/180˚procedure turn (see Figure III-3-2 A.) starts at a
facility or fix and consists of:
6.4.4.5.1.2.1.1. a straight leg with track guidance; this straight leg may be timed
or limited by a radial or DME distance;
6.4.4.5.1.2.1.2. a 45˚turn;
6.4.4.5.1.2.1.3. a straight leg without track guidance. This straight leg is timed; it
is 1 minute from the start of the turn for categories A and B
aircraft and 1 minute 15 seconds from the start of the turn for
categories C, D and E aircraft;
6.4.4.5.1.2.1.4. a 180˚turn in the opposite direction to intercept the inbound
track.
6.4.4.5.1.2.2. 80˚/260˚procedure turn (see Figure III-3-2 B.) starts at a
facility or fix and consists of:
6.4.4.5.1.2.2.1. a straight leg with track guidance; this straight leg may be timed
or limited by a radial or DME distance;
6.4.4.5.1.2.2.2. an 80˚turn;
6.4.4.5.1.2.2.3. a 260˚turn in the opposite direction to intercept the inbound
track.

6.4.4.5.1.2.3. Base turn — consisting of a specified outbound track and timing or
DME distance from a facility, followed by a turn to intercept the
inbound track (see Figure III-3-2 C.). The outbound track and/or the
timing may be different for the various categories of aircraft.
6.4.4.5.2. Racetrack procedure — A racetrack procedure consists of a turn from the
inbound track through 180˚from overhead the facility or fix on to the
outbound track, for 1, 2 or 3 minutes, followed by a 180˚turn in the same
direction to return to the inbound track (see Figure III-3-2 D.). As an
alternative to timing, the outbound leg may be limited by a DME distance or
intersecting radial / bearing. Normally a racetrack procedure is used when
aircraft arrive overhead the fix from various directions. In these cases,
aircraft are expected to enter the procedure in a manner comparable to that
prescribed for holding procedure entry with the following considerations:
6.4.4.5.2.1. Offset entry from sector 2 shall limit the time on the 30˚offset track to
1 minute 30 seconds, after which the pilot is expected to turn to a
heading parallel to the outbound track for the remainder of the outbound
time. If the outbound time is only 1 minute, the time on the 30˚offset
track shall be 1 minute also.
6.4.4.5.2.2. Parallel entry shall not return directly to the facility without first
intercepting the inbound track when proceeding to the final segment of
the approach procedure.
6.4.4.5.2.3. All maneuvering shall be done in so far as possible on the maneuvering
side of the inbound track.
6.4.4.5.2.4. Racetrack procedures are used where sufficient distance is not available
in a straight segment to accommodate the required loss of altitude and
when entry into a reversal procedure is not practical. They may also be
specified as alternatives to reversal procedures to increase operational
flexibility.
Figure III-3-2. Types of Reversal and Racetrack Procedures

6.4.4.6. Flight Procedures for Racetrack and Reversal Procedures
6.4.4.6.1. Entry — Unless the procedure specifies particular entry restrictions,
reversal procedures shall be entered from a track within ±30 ˚of the
outbound track of the reversal procedure. However, for base turns, where
the ±30˚direct entry sector does not include the reciprocal of the inbound
track, the entry sector is expanded to include it. For racetrack procedures,
entry shall be as holding pattern entry, unless other restrictions are
specified.
Direct Entry to Procedure Turn
Direct Entry to Base Turn
Example of Omni directional Arrival Using a Holding Procedure in

Association with a Reversal Procedure

6.4.4.6.2. Speed restrictions. These may be specified in addition to, or instead of,
aircraft category restrictions. The speeds must not be exceeded to ensure
that the aircraft remains within the limits of the protected areas.
6.4.4.6.3. Bank angle. Procedures are based on average achieved bank angle of 25˚, or
the bank angle giving a rate of turn of 3˚/second, whichever is less.
6.4.4.6.4. Descent. The aircraft shall cross the fix or facility and fly outbound on the
specified track descending as necessary to the specified altitude. If a further
descent is specified after the inbound turn, this descent shall not be started
until established on the inbound track. “Established” is considered as being
within half full scale deflection for the ILS and VOR, or within ±5˚of the
required bearing for the NDB.
6.4.4.6.5. Outbound timing – racetrack procedure. When the procedure is based
on a facility, outbound timing starts from abeam the facility or on attaining
the outbound heading, whichever comes later. When the procedure is based
on a fix, the outbound timing starts from attaining the outbound heading.
The turn on to the inbound track should be started within the specified time
(adjusted for wind) or when encountering any DME distance or the radial /
bearing specifying a limiting distance, whichever occurs first.
6.4.4.6.6. Wind effect. Due allowance should be made in both heading and timing to
compensate for the effects of wind to regain the inbound track as accurately
and expeditiously as possible to achieve a stabilized approach. In making
these corrections, full use should be made of the indications available from
the aid and estimated or known winds. When a DME distance or radial /
bearing is specified it shall not be exceeded when flying on the outbound
track.
6.4.4.6.7. Descent rates. The specified timings and procedure altitudes are based on
rates of descent that do not exceed the values shown in Table.
6.4.4.6.8. Shuttle. A shuttle is descent or climb conducted in a holding pattern.
6.4.4.6.9. A shuttle is normally prescribed where the descent required between the end
of initial approach and the beginning of final approach exceeds the values
shown in Table.
AIRCRAFT OUTBOUND TRACK INBOUND TRACK
CATEGORY MIN* MAX* MIN* MAX*
245m 120m 200m
CAT A/B N/A
(804 ft) (394 ft) (655 ft)
365m 180m 305m
CAT C/D/E N/A
(1,197 ft) (590 ft) (1,000 ft)
* Maximum/minimum descent for 1 minute nominal outbound time (m (ft)).
6.4.4.6.10. Dead reckoning segment — Where an operational advantage can be
obtained, an ILS Procedure may include a dead reckoning segment from a fix
to the localizer (see Figure III-3-6). The DR track will intersect the localizer
at 45˚and will not be more than 19 km (10 NM) in length. The point of
interception is the beginning of the intermediate segment and will allow for
proper glide path interception.
Figure III-3-6. Dead Reckoning Segment

6.4.5. INTERMEDIATE APPROACH SEGMENT
6.4.5.1. This is the segment during which the aircraft speed and configuration
should be adjusted to prepare the aircraft for final approach. For this
reason, the descent gradient is kept as shallow as possible. During the
intermediate approach the obstacle clearance requirement reduces from
300m (984 ft) to 150m (492 ft) in the primary area, reducing laterally to
zero at the outer edge of the secondary area.
6.4.5.2. Where a final approach fix is available, the intermediate approach segment
begins when the aircraft is on the inbound track of the procedure turn,
base turn or final inbound leg of the racetrack procedure.
6.4.5.3. Where no final approach fix is specified, the inbound track is the final
approach segment.
6.4.6. FINAL APPROACH SEGMENT
6.4.6.1. General - This is the segment in which alignment and descent for landing
are made. Final approach may be made to a runway for a straight-in
landing or to an aerodrome for a visual maneuver.
6.4.6.2. Final Approach – Non-precision with Final Approach Fix
6.4.6.2.1. This segment begins at a facility or fix, called the final approach fix (FAF)
and ends at the missed approach point (MAP) (see Figure III-3-1). The FAF
is sited on the final approach track at a distance that permits selection of
final approach configuration, and descent from intermediate approach
altitude / height to the MDA/H applicable either for a straight-in approach or
for a visual circling. The optimum distance for locating the FAF relative to the
threshold is 9.3 km (5.0 NM). The maximum length should not normally be
greater than 19 km (10 NM).
6.4.6.2.2. The FAF is crossed at the procedure altitude/height in descent but no lower
than the minimum crossing altitude associated with FAF under ISA
conditions. The descent is normally initiated prior to the FAF in order to
achieve the prescribed descent gradient/angle. Delaying the descent until
reaching the FAF at the procedure altitude/height will cause a descent
gradient/angle to be greater than 3˚.
6.4.6.2.3. A step-down fix may be incorporated in some non-precision approach
procedures, in which case two OCA/H values will be published: a higher
value applicable to the primary procedure, and a lower value applicable only
if the step-down fix is positively identified during the approach (see Figure
III-3-7). Normally only one step-down fix is specified, but in the case
of a VOR/DME procedure, several DME fixes may be depicted, each
with its associated minimum crossing altitude.
6.4.6.2.4. Where a step-down procedure using a suitably located DME is published, the
pilot shall not commence descent until established on the specified track.
Once established on track, the pilot shall commence descent maintaining the
aeroplane on or above the published DME distance / height requirements.
6.4.6.3. Final Approach — Non-precision with no Final Approach Fix
6.4.6.3.1. When an aerodrome is served by a single facility located on or near the
aerodrome, and no other facility is suitably situated to form a FAF, a
procedure may be designed where the facility is both the IAF and the MAP.
6.4.6.3.2. These procedures will indicate a minimum altitude/height for a reversal
procedure or racetrack, and an OCA/H for final approach. In the absence of a
FAF, descent to MDA/H is made once the aircraft is established
inbound on the final approach track. Procedure altitudes/heights will not
be developed for non-precision approach procedures without a FAF
6.4.6.3.3. In procedures of this type, the final approach track cannot normally be
aligned on the runway centerline. Whether OCA/H for straight-in approach
limits are published or not depends on the angular difference between the
track and the runway and position of the track with respect to the runway
threshold
6.4.6.4. Final Approach Segment — Non-Precision Approaches — Constant Descend
Approach Slope

6.4.6.4.1. Compatible with the primary safety consideration of obstacle clearance, non-
precision approach design shall provide the optimum final approach descent
gradient of 5.2 per cent, or constant approach slope of 3˚, providing a rate
of descent of 50m per km (318 ft per NM). Consistent with 6.4.6.2.2,
information provided in approach charts shall display the optimum constant
approach slope.
6.4.6.4.2. Operators shall include in their standard operating procedures specific
guidance to utilize on-board technology, combined with ground-based aids
such as distance measuring equipment (DME), to facilitate the execution
of optimum constant approach slope descents during non-precision
approaches.
6.4.6.5. Final Approach Segment — Precision Approach — ILS / MLS
6.4.6.5.1. The final approach segment begins at the final approach point (FAP). This is
a point in space on the centerline of the localizer or the MLS azimuth
specified for the final approach track where the intermediate approach
altitude / height intersects the nominal glide path / MLS elevation angle.
6.4.6.5.2. Generally glide path / MLS elevation angle interception occurs at heights
from 300m (984 ft) to 900m (2,955 ft) above runway elevation. In that
case, on a 3˚glide path / MLS elevation angle, interception occurs between 6
km (3 NM) and 19 km (10 NM) from the threshold.
6.4.6.5.3. Descent on the glide path / MLS elevation angle must never be initiated until
the aircraft is within the tracking tolerance of the localizer / azimuth. The ILS
obstacle clearance surfaces assume that the pilot does not normally deviate
from the centerline more than half a scale deflection after being established
on track.
6.4.6.5.4. Thereafter the aircraft should adhere to the on-course, on-glide path /
elevation angle position since a more than half course sector deflection or a
more than half course fly-up deflection combined with other allowable
system tolerances could place the aircraft in the vicinity of the edge or
bottom of the protected airspace where loss of protection from obstacles can
occur.
6.4.6.5.5. The intermediate approach track or radar vector has been designed to place
the aircraft on the localizer or the MLS azimuth specified for the final
approach track at an altitude / height that is below the nominal glide path /
MLS elevation angle.
6.4.6.5.6. The final approach area contains a fix or facility that permits verification of
the glide path / MLS elevation angle / altimeter relationship. The outer
marker or equivalent DME fix is normally used for this purpose. Prior to
crossing the fix, descent may be made on the glide path / MLS elevation
angle to the published fix crossing altitude / height.
6.4.6.5.7. Descent below the fix crossing altitude / height should not be made prior
to crossing the fix.
6.4.6.5.8. Note – Pressure altimeters are calibrated to indicate true altitude under
International Standard Atmosphere (ISA) conditions. Any deviation from ISA
will therefore result in an erroneous reading on the altimeter. In the case
when the temperature is higher than ISA, the true altitude will be higher
than the figure indicated by the altimeter; and the true altitude will be lower
when the temperature is lower than ISA. The altimeter error may be
significant under conditions of extremely cold temperatures.
6.4.6.5.9. In the event of loss of glide path / MLS elevation angle guidance during the
approach, the procedure becomes a non-precision approach. The OCA/H and
associated procedure published for the glide path / MLS elevation angle
inoperative case will then apply.
6.4.6.5.10. Determination of Decision Altitude (DA) or Decision Height (DH)
6.4.6.5.10.1. In addition to the physical characteristics of the ILS/MLS installation, the
procedures specialist considers obstacles both in the approach and in the
missed approach areas in the calculation of the OCA/H for a procedure.

6.4.6.5.10.2. The calculated OCA/H is the height of the highest approach obstacle or
equivalent missed approach obstacle, plus an aircraft category related
allowance (see 6.4.6.5.10.6). In assessing these obstacles the
operational variables of the aircraft category, approach coupling,
category of operation and missed approach climb performance are
considered. The OCA or OCH values, as appropriate, are promulgated on
the instrument approach chart for those categories of aircraft for which
the procedure is designed. The values are based amongst others on the
following standard conditions:
6.4.6.5.10.3. ILS Approach Limitation
6.4.6.5.10.3.1. Cat I flown with pressure altimeter;
6.4.6.5.10.3.2. Cat II flown with radio altimeter and flight director;
6.4.6.5.10.3.3. Missed approach climb gradient is 2.5 per cent; and
6.4.6.5.10.3.4. Glide path angle:
6.4.6.5.10.3.4.1. Minimum: 2.5˚
6.4.6.5.10.3.4.2. Optimum: 3.0˚
6.4.6.5.10.3.4.3. Maximum: 3.5˚(3˚for Cat II/III operations).
6.4.6.5.10.4. Additional values of OCA/H may be promulgated to cater for specific
aircraft dimensions, improved missed approach performance and use of
autopilot in Cat II approach when applicable.
6.4.6.5.10.5. Procedures involving glide paths greater than 3.5˚or any angle
when the nominal rate of descent (V at for the aircraft type x the sine of
the glide path angle) exceeds 5 m/sec (1000 ft/min), are non-standard.
They require increase of height loss margin (which may be aircraft-type
specific), adjustment of the origin of the missed approach surface, the
slope of the W surface, re-survey of obstacles, and the application of
related operational constraints. They are normally restricted to
specifically approved operators and aircraft, and are promulgated with
appropriate aircraft and crew restrictions annotated on the approach
chart. They are not to be used as a means to introduce noise abatement
procedures.
6.4.6.5.10.6. Height Loss/Altimeter Margin - Table III-3-3 shows the allowance
used by the procedures specialist for vertical displacement during
initiation of a missed approach. It takes into account type of altimeter
used and the height loss due to aircraft characteristics. It should be
recognized that no allowance has been included in the table for any
abnormal meteorological conditions; for example, wind shear and
turbulence.
6.4.7. MISSED APPROACH

6.4.7.1. General
6.4.7.1.1. During the missed approach phase of the instrument approach procedure the
pilot is faced with the demanding task of changing the aircraft configuration,
attitude and altitude. For this reason the design of the missed approach has
been kept as simple as possible and consists of three phases (initial,
intermediate and final). See Figure III-3-8.

6.4.7.1.2. A missed approach procedure, designed to provide protection from
obstacles throughout the missed approach maneuver, is established for each
instrument approach procedure. It specifies a point where the missed
approach begins and a point or an altitude / height where it ends. The
missed approach is assumed to be initiated not lower than the DA/H in
precision approach procedures, or at a specified point in non-precision
approach procedures not lower than the MDA/H.
6.4.7.1.3. The missed approach point (MAP) in a procedure may be: the point of
intersection of an electronic glide path with the applicable DA/H; or a
navigational facility; or a fix; or a specified distance from the final
approach fix (FAF). When the MAP is defined by a navigational facility or a
fix, the distance from the FAF to the MAP is normally published as well, and
may be used for timing to the MAP. In all cases where timing may not be
used, the procedure shall be annotated “timing not authorized for defining
the MAP”.
NOTE: Timing from the FAF based on ground speed may also be used to
assist the planning of a stabilized approach.
6.4.7.1.4. If upon reaching the MAP, the required visual reference is not established,
the procedure requires that a missed approach be initiated at once in order
for protection from obstacles to be maintained.
6.4.7.1.5. Only one missed approach procedure is published for each approach
procedure.
6.4.7.1.6. It is expected that the pilot will fly the missed approach procedure as
published. In the event a missed approach is initiated prior to arriving at the
missed approach point, it is expected that the pilot will normally proceed to
the missed approach point (or to the middle marker fix or specified DME
distance for precision approach procedures) and then follow the missed
approach procedure in order to remain within the protected airspace.
6.4.7.1.6.1. NOTE 1 – This does not preclude flying over the missed approach point
(MAP) at an altitude / height greater than that required by the
procedure.
6.4.7.1.6.2. NOTE 2 – In the case of a missed approach with a turn at an
altitude/height, when an operational need exists, an additional
protection is provided for the safeguarding of early turns. When it is not
possible, a Note is published on the profile view of the approach chart to
specify that turns must not commence before the MAP (or before an
equivalent point in the case of a precision approach).

6.4.7.1.7. Climb Gradient – Normally procedures are based on a nominal missed
approach climb gradient of 2.5 per cent. A gradient of 2 per cent may be
used in the procedure construction if the necessary survey and safeguarding
can be provided; with the approval of the appropriate authority, gradients
of 3, 4 or 5 per cent may be used for aircraft whose climb performance
permits an operational advantage to be thus obtained. When other than a
2.5 per cent gradient is used this will be indicated on the instrument
approach chart and, in addition to the OCA/H for the specific gradient used,
the OCA/H applicable to the nominal gradient will also be shown.
6.4.7.1.8. It is emphasized that a missed approach procedure which is based on the
nominal climb gradient of 2.5 per cent cannot be used by all airplanes
when operating at or near maximum certificated gross mass and
engine-out conditions. The operation of such airplanes needs special
consideration at aerodromes which are critical due to obstacles on the
missed approach area and may result in a special procedure being
established with a possible increase in the decision altitude / height or
minimum descent altitude / height.
6.4.7.2. Initial Phase – The initial phase begins at the missed approach point
(MAP) and ends at the point where the climb is established. The maneuver
in this phase necessitates the concentrated attention of the pilot on
establishing the climb and the changes in airplane configuration. For this
reason guidance equipment cannot normally be fully utilized during
these maneuvers and therefore no turns should be specified in this phase.
6.4.7.3. Intermediate Phase – The intermediate phase is the phase within which
the climb is continued, normally straight ahead. It extends to the first point
where 50m (164 ft) obstacle clearance is obtained and can be maintained.
The intermediate missed approach track may be changed by a maximum
of 15˚from that of the initial missed approach phase. During this phase, it
is assumed that the aircraft will begin track corrections.
6.4.7.4. Final Phase
6.4.7.4.1. General — The final phase begins at the point where 50m (164 ft) obstacle
clearance is first obtained and can be maintained. It extends to the point
where a new approach, holding or a return to enroute flight is initiated.
Turns may be prescribed in this phase.
6.4.7.4.2. Turning missed approach — Turns in a missed approach procedure are
only prescribed where terrain or other factors make a turn necessary. When
turns greater than 15˚are required in a missed approach procedure, they
shall not be prescribed until at least 50m (164 ft) of vertical clearance above
obstacles has been ensured. If a turn from the final approach track is made,
a specially constructed turning missed approach area is specified. The
turning point (TP) is defined in one of two ways:
6.4.7.4.2.1. At a designated facility or fix — the turn is made upon arrival
overhead the facility or fix; or
6.4.7.4.2.2. At a designated altitude — the turn is made upon reaching the
designated altitude unless an additional fix or distance is specified to
limit early turns.
6.4.7.4.3. The protected airspace for turns is based on the speed shown in Tables
Aircraft Handling Speed, final missed approach. However, where
operationally required to avoid obstacles, the IAS as slow as for
intermediate missed approach in Aircraft Handling Speed may be used
provided the instrument approach chart is noted “Missed approach turn
limited to _____ km/h (kt) IAS maximum”. In addition, where an
obstacle is located early in the missed approach procedure, the instrument
approach chart will be noted “Missed approach turn as soon as
operationally practicable to ____ heading”.
NOTE – Flight personnel are expected to comply with such annotations
on approach charts and execute the appropriate maneuvers without
undue delay.

6.4.7.4.4. Parameters of construction of the turning missed approach area are based
on the following assumed conditions:
6.4.7.4.4.1. Bank angle: 15˚average achieved;
6.4.7.4.4.2. Speed: for each category of aircraft (Aircraft Handling Speed);
6.4.7.4.4.3. Wind: where statistical data are available, a maximum 95 per cent
probability on omnidirectional basis is used. Where no data are available,
omnidirectional wind of 56 km/h (30 kt) is used;
6.4.7.4.4.4. Pilot reaction time: -0 to +3 s; and
6.4.7.4.4.5. Bank establishment time: -0 to +3 s.
6.4.7.4.5. Turning maneuver – speed is a controlling factor in determining the
aircraft track during the turn. The outer boundary of the turning area is
based on the highest speed of the category for which the procedure is
authorized. The inner boundary caters for the slowest aircraft, which is
expected to have an IAS of at least 185 km/h (100 kt) prior to reaching the
turning point.
6.4.8. AREA NAVIGATION (RNAV) APPROACH PROCEDURES BASED ON VOR/DME
6.4.8.1. Area Navigation (RNAV) approach procedures based on VOR/DME are
assumed to be based on one reference facility composed of a VOR and
collocated DME equipment. The reference facility will be indicated.
6.4.8.2. Aircraft equipped with RNAV systems which have been approved by the
State of the Operator for the appropriate level of RNAV operations may
use these systems to carry out VOR/DME RNAV approaches, providing that
before conducting any flight it is ensured that:
6.4.8.2.1. The RNAV equipment is serviceable;
6.4.8.2.2. The pilot has a current knowledge of how to operate the equipment so as to
achieve the optimum level of navigation accuracy;
6.4.8.2.3. The published VOR/DME facility upon which the procedure is based is
serviceable.
6.4.8.3. The accuracy and limitations of RNAV systems are those of a computer
employed to convert navigational data inputs into aircraft position, to
calculate track and distance and to provide steering guidance to the next
way-point. A disadvantage of this system is that the way-point and, in
some cases, data contained in the navigational data base, have been
calculated and promulgated by States and inserted by the operator or
crew. However, the computer cannot identify data input errors.
Furthermore, while the computer is designed so that calculation errors are
minimal and do not affect the accuracy of the output significantly, the
actual computed position will contain any errors introduced into the
navigational database.
6.4.8.4. The aid used in the construction of the procedure is the reference
VOR/DME indicated on the approach plate. The passage of the
stipulated fixes shall be verified by means of the reference facility.
6.4.8.5. The pilot shall not commence a VOR/DME RNAV approach if either the
VOR or DME component of the reference facility is unserviceable.
6.4.8.6. The factors on which the navigational accuracy of the VOR/DME RNAV
depends are:
6.4.8.6.1. Ground station tolerance;
6.4.8.6.2. Airborne receiving system tolerance;
6.4.8.6.3. Flight Technical Tolerance;
6.4.8.6.4. System computation tolerance;
6.4.8.6.5. Distance from reference facility.
6.4.8.7. The fixes used in the procedure are indicated as way-points. These way-
points are referred to by alphanumeric indicators and their positions are
specified in latitude and longitude (degrees, minutes and seconds with
accuracy to the nearest second of arc or equivalent). A radial and DME
distance (to an accuracy of 0.18 km (0.1 NM)) from the reference facility
are also provided.

6.4.8.8. Arrival – Standard instrument arrivals (STARs) can be based on RNP
criteria (limited to RNP 1 or better) or on specific RNAV criteria. When
specific criteria are used, the same principles apply to the protection of all
of the arrival phase, except that the FTT is assumed to be equal to 3.7 km
(2.0 NM) before a point located at 46 km (25 NM) from the IAF and equal
to 1.9 km (1.0 NM) after this point.
6.4.8.9. The final approach segment is generally aligned with the runway.
6.4.8.10. When the procedure requires a track reversal, a racetrack pattern may be
established.
6.4.8.11. A runway threshold way-point is provided.
6.4.8.12. The VOR/DME RNAV approach procedure is a non-precision approach
procedure.
6.4.8.13. The minimum obstacle clearance in the primary area of the final
approach segment is 75m (246 ft).
6.4.8.14. Missed Approach. The missed approach point (MAP) is defined by a
flyover waypoint. From the earliest MAP, the area splays at 15˚on each
side of the missed approach track, at least until the SOC is reached, to
take into account the limitations of some RNAV systems, and the pilot’s
workload at the beginning of the missed approach phase. A missed
approach holding fix (MAHF) defines the end of the missed approach
segment and is located at or after the point where the aircraft, climbing at
the minimum prescribed gradient, reaches the minimum altitude for
enroute or holding, whichever is appropriate.
6.4.9. USE OF FMS / RNAV EQUIPMENT TO FOLLOW CONVENTIONAL NON-PRECISION
APPROACH PROCEDURES
6.4.9.1. Where FMS / RNAV equipment is available, it may be used when flying the
conventional non-precision approach procedures defined in PANS-OPS,
Volume II, Part III, (not published herein) provided:
6.4.9.1.1. The procedure is monitored using the basic display normally associated
with that procedure; and
6.4.9.1.2. The tolerances for flight using raw data on the basic display are complied
with.
6.4.9.2. Lead radials are for use by non-RNAV-equipped aircraft and are not
intended to restrict the use of turn anticipation by the FMS.
6.5. FMC Procedure Turn
6.5.1. The FMC depicted procedure turn, or holding pattern in lieu of procedure
turn, complies with airspace limits. The published procedure turn altitudes are
normally minimum altitudes.
6.5.2. The FMC constructs the procedure turn path based upon predicted winds,
170 knot airspeed and the “excursion” distance in the nav database for the
procedure.
6.5.3. Adjust time outbound for airspeed, wind effects, and location of the
procedure turn fix. If the procedure turn fix is crossed at an excessively high
ground speed, the procedure turn protected airspace may be exceeded. The
procedure turn should be monitored using the map to assure the airplane
remains within protected airspace.
6.6. Perform an ILS Approach
6.6.1. Perform approach communications
6.6.1.1. Receive approach clearance from ATC
6.6.1.2. Change to Tower frequency to obtain landing clearance
6.6.1.3. Perform (PM/PF) DME/ALT Check if ILS/DME or ILS/VOR/DME and Outer
Marker/ALT Check if ILS without DME
6.6.1.4. Perform standard callouts for a precision approach, if applicable, in
accordance with the FCOM, FCTM & SOP
6.6.1.5. Review FMC ILS Approach preparation & modification
6.6.1.5.1. Select (PF) FMC/CDU INIT REF
6.6.1.5.1.1. Verify ILS Frequency on VHF NAV manual tune is agree with CDU
6.6.1.5.1.2. Verify Front Course on MCP CRS is agree with CDU
6.6.1.5.1.3. Verify GA N1 on Landing Data Card agree with CDU
6.6.1.5.1.4. Up date Vref for Landing and set
6.6.1.5.1.5. Review Runway Length and Auto Brake setting
6.6.1.5.2. Explain DA and MAP (WARR/SUB ILS 10)

6.6.1.5.2.1. DA = 211 ft is located 0.5 before touchdown RW10
6.6.1.5.2.2. Create DA waypoint (RW101)
6.6.1.5.2.2.1. Type “RW10/-.5” on scratch pad (step 1)
6.6.1.5.2.2.2. Press LSK 3L to insert DA waypoint (step 2)
6.6.1.5.2.2.3. Type “150/0211” on scratch pad to constrain speed/alt at DA

6.6.1.5.2.2.4. Press LSK 3R (step 3)

6.6.1.5.3. Select Descend Page
6.6.1.5.3.1. Type RW101/0211 on scratch pad
6.6.1.5.3.2. Press LSK 3R (step 4) to indicate V/B and V/S to WPT/ALT RW101/211
6.6.1.5.3.2.1. Know that V/B vertical bearing to WPT/ALT should keep
approximately 0.5 below published glide path to provide deceleration
6.6.1.5.3.2.2. Know that actual aircraft rate of descend should be greater than V/S
to WPT/ALT indicated on LSK 4R
6.6.2. Procedure Turn and Initial Approach

6.6.2.1. The maneuver profiles are not intended to replace good judgment and
logic.
6.6.2.2. When descend bellow 10,000 ft and within coverage ILS area
6.6.2.2.1. Call (PF) “VHF NAV (PF) manual ILS, Tune and Identify”.
6.6.2.2.2. Select (PM) ILS Frequency, Tune to Manual and Identify
6.6.2.3. Cross the procedure turn fix at flaps 5 maneuvering airspeed. If a
complete arrival procedure to the localizer and glide slope capture point
has been selected via the CDU, the initial approach phase may be
completed using LNAV and VNAV. (± 75 kg/min of fuel with flaps ext)
6.6.2.4. Configure aircraft for Procedure Turn and Initial Approach
6.6.2.4.1. Call (PF) for “Flaps 1” at the appropriate airspeed
6.6.2.4.2. Select (PM) Flaps to 1 degree
6.6.2.4.3. Set IAS/Mach speed window to the Flaps 1 Speed (+10 kts if non RSEP)
6.6.2.4.4. Observe the airspeed indicator
6.6.2.4.5. Call for (PF) “Flaps 5” at the appropriate airspeed
6.6.2.4.6. Select flaps to 5 degrees
6.6.2.4.7. Set the IAS/Mach speed to the Flaps 5 Speed (+10 kts if non RSEP)
6.6.2.5. Maneuver the aircraft laterally using the MCP by pushing the HDG SEL
button and adjusting the heading with the heading selector
6.6.2.6. Maneuver the aircraft vertically using the MCP by setting the desired
altitude in the altitude window and selecting LVL CHG
6.6.2.7. Maneuver the aircraft laterally using the FMC by selecting LNAV/VNAV
6.6.2.8. Adjust rudder trim as required to compensate for asymmetrical thrust if
performing an engine out ILS approach
6.6.2.9. Both pilots should not be “heads-down” during the approach. In some
cases, such as high density traffic, or when an arrival procedure is used
only for reference, revising the FMS flight plan may not be appropriate
6.6.2.10. If displaying the arrival procedure is not desired, perform a “DIRECT
TO” or “INTERCEPT LEG TO/INTERCEPT COURSE TO” the GS, FAF, OM, or
appropriate fix, to simplify the navigation display. This provides:
6.6.2.10.1. A display of distance remaining to the GS, FAF, OM, or appropriate fix
6.6.2.10.2. A depiction of cross track error from the final approach course
6.6.2.10.3. LNAV capability during the missed approach procedure.
Note: For non-EFIS airplanes, before commencing the approach, applicable
HSI/NAV switches must be set so that the HSI for the pilot flying
indicates ILS navigation signals.
6.6.2.11. During the approach, adjust the map display and range to provide a scaled
plan view of the area.
6.6.2.12. Set (C) STBY ADI Approach Mode Selector to ILS

6.6.3. Intermediate Approach – Final Approach
6.6.3.1. When maneuvering to intercept the localizer, decelerate and extend flaps
to 5. Attempt to be at flaps 5 and flaps 5 maneuvering speed before
localizer capture.
6.6.3.1.2. Select (PM) flaps to 1 degree
6.6.3.1.3. Set (PF) IAS/Mach speed to the Flaps 1 Speed (+10 kts if non RSEP)
6.6.3.1.6. Select (PM) flaps to 5 degrees
Target
GS-10
5.0 Nm to GS-10
Flaps 1°, 5°
V/B= 2.8°
ITCP G/S from below
A/C descent at 0.5 FPA
Vertical Deviation 900 ft
below the glide path
R 14 KT Cross+Tailwind
At R 3.0 NM XTK ERROR
Arm VOR/LOC asap to
avoid overshooting
6.6.3.2. When on an intercept heading and cleared for the approach

6.6.3.2.1. Set (PM) both PF & PM VHF NAV manual Tune to ILS freq (tune & ident)
6.6.3.2.2. Confirm the published approach inbound course is set or displayed.
6.6.3.2.3. Select (PF) the VOR/LOC on MCP to avoid G/S capture prior LOC capture
6.6.3.2.4. Observe “VOR/LOC appear in white on the EADI - ARMED
6.6.3.2.5. Set (PF) EHSI Mode to EXP VOR/ILS under following condition:
6.6.3.2.5.1. No Radar Heading to intercept localizer, to provide better localizer alive
indication rather than EADI Localizer
6.6.3.2.5.2. Localizer Deviation indicate more than 1 dot Expanded Scale on EADI
6.6.3.2.5.3. During Strong Crosswind to provide HDG UP instead of TRK UP to avoid
disorientation during runway alignment on short final
6.6.3.2.6. Observe for Localizer to become alive
6.6.3.2.7. Observe for Localizer Capture
6.6.3.2.8. Observe for white to green of “VOR/LOC on the PFD
6.6.3.2.9. Set (PF) Bank Angle Selector to 15°
6.6.3.2.10. Set (PF) on MCP HDG window to match the inbound course or MA heading
At 2.0 Nm to GS-10
Glide Slope alive
LDG DN, Flaps 15
Approaching 3° ILS G/S

Vert Dev 620 below glide

6.6.3.3. When clear for approach
6.6.3.3.1. Select (PF) the APP on MCP
6.6.3.3.2. Observe “G/S appear in white on the EADI - ARMED
6.6.3.3.3. Note: To avoid steep descend when intercept Glide Slope from above,
override A/P Pitch Mode will change to CWS until G/S Captured
6.6.3.3.4. Engage (PF) the other Auto Pilot for dual channel
6.6.3.3.5. Observe for G/S to become alive.
6.6.3.4. When G/S indicated first movement (G/S Alive)
6.6.3.4.1. Call for (PF) “Landing Gear – Down & Flap 15°” (one command to avoid
PF distraction)
6.6.3.4.2. Select (PM) the Landing Gear Lever to DN
6.6.3.4.3. Observe the landing gear lights “GEAR to “GEAR.
6.6.3.4.4. Select (PM) Flaps to 15 ° after 3 green
6.6.3.4.5. Set (PF) the IAS/Mach speed to the flaps 15 speed (+10 kts if non RSEP)
6.6.3.4.6. Observe for G/S Capture
6.6.3.5. When G/S Capture
6.6.3.5.1. Observe for white to green of “G/S on the PFD
6.6.3.5.2. Caution: When A/P capture the G/S above minimum intercept altitude e.g.
WIPT ILS RWY 33, the G/S beam does not guarantee at or above altitude
restriction. Select VNAV or V/S and adjust ROD to remain at or above
altitude restriction, then select APP prior FAP/FAF
6.6.3.5.3. Verify ‘GA’ displayed on thrust mode display (N1 thrust limit).
6.6.3.5.4. Set (PF) the missed approach altitude in the altitude window of the MCP.
6.6.3.5.5. Call for (PF) Landing Flaps “Flap 40°”
Note: Extension of landing flaps at speeds in excess of flaps 15 speed may
cause flap load relief activation and large thrust changes. Select flap 25/30°
initially
6.6.3.5.6. Select (PM) Flaps to 30/40°
6.6.3.5.7. Set (PF) the IAS/Mach speed to VREF + 5 or wind correction
6.6.3.6. Below 1,500 feet - Landing
6.6.3.6.1. Observe the “FLARE annunciation below 1,500 feet radio altitude, indicates
the second autopilot is fully engaged.
6.6.3.6.2. Observe Outer Marker Beacon Light (blue) Check (PF) Crossing Altitude
6.6.3.6.3. Landing checklist is completed and stabilize approach criteria is satisfied at
or before 1,000 feet and state “STABILIZE”
6.6.3.6.4. Check that the A/P PRST warning light on each instrument panel is
extinguished at 500 feet.
6.6.3.6.5. Remove the rudder trim at pilot's discretion - no later than 500 feet - if
performing an engine out ILS approach
6.6.3.6.6. Observe the stabilizer is automatically trimmed for an additional amount
nose up at 400 feet RA
6.6.3.6.7. Descend prior DA and establish visual reference Disengage A/P and A/T
6.6.4. Operational FMS Knowledge
6.6.4.1. Know that APP mode should not be selected until:
6.6.4.1.1. The ILS is tuned and identified
6.6.4.1.2. The airplane is on an inbound intercept heading
6.6.4.1.3. Both localizer and glide slope pointers appear on the attitude display in the
proper position
6.6.4.1.4. Clearance for the approach has been received.
6.6.4.2. Know that the LOC capture point is variable and depends on intercept
angle and rate of closure, and capture occurs no later than 1/2 dot.
6.6.4.3. Know that the G/S can be captured from above or below. Capture occurs
at 2/5 dot and results in the following:
6.6.4.3.1. G/S annunciates captured
6.6.4.3.2. Previous pitch mode disengages
6.6.4.3.3. ‘APP’ light extinguishes if localizer has also been captured
6.6.4.3.4. Airplane pitch tracks the G/S
6.6.4.3.5. ‘GA’ displayed on thrust mode display (N1 thrust limit).
6.6.4.4. Know that after VOR/LOC and G/S are both captured, the APP mode can
be exited by:
6.6.4.4.1. Pressing a TO/GA switch
6.6.4.4.2. Disengaging A/P and turning off both F/D switches
6.6.4.4.3. Retuning a VHF NAV receiver other than ILS Freq
6.6.4.5. Know that after capturing both LOC and G/S and below 1500 feet RA:
6.6.4.5.1. The second A/P couples with the flight controls
6.6.4.5.2. Self Test of the ILS deviation monitor system is performed and the ‘LOC and
‘G/S displays turn amber and flash
6.6.4.5.3. ‘FLARE armed is annunciated
6.6.4.5.4. The 1 CH’ annunciation extinguishes
6.6.4.5.5. A/P Go Around mode arms but is not annunciated.
Note: After localizer and glideslope capture during a dual autopilot approach,
CWS cannot be engaged by manually overriding pitch and roll. Manual
override of autopilots causes autopilot disengagement.
6.6.4.5.6. If the A/Ps disengages and the F/D command bars retract indicate an
invalid ILS signal.
6.6.4.6. Know that the second A/P must be engaged in CMD by 800 feet RA to
execute a dual channel A/P approach. Otherwise, CMD engagement of the
second A/P is inhibited.
6.6.4.7. Know that at 400 feet RA the stabilizer is automatically trimmed an
additional amount nose up. If the A/Ps subsequently disengage, forward
control column force may be required to hold the desired pitch attitude. If
FLARE is not armed by approximately 350 feet RA, both A/Ps automatically
disengage.
6.6.4.8. Know that the A/P Flare maneuver starts at approximately 50 feet RA
and is completed at touchdown:
6.6.4.8.1. “FLARE engaged is annunciated and F/D command bars retract
6.6.4.8.2. The A/T begins retarding thrust at approximately 27 feet RA so as to reach
idle at touchdown. A/T FMA annunciates ‘RETARD’
6.6.4.8.3. The A/T automatically disengages approximately 2 seconds after touchdown
6.6.4.8.4. The A/P must be manually disengaged after touchdown. Landing rollout is
executed manually after disengaging the A/P.
6.6.5. Delayed Flap Approach (Noise Abatement)
6.6.5.1.1. If the approach is not being conducted in adverse conditions that would
make it difficult to achieve a stabilized approach, the final flap selection may
be delayed to conserve fuel or to accommodate speed requests by air traffic.
6.6.5.1.2. Intercept the glide slope with gear down and flaps 15 at flaps 15 speed. The
thrust required to descend on the glide slope may be near idle.
6.6.5.1.3. Approaching Outer Marker or no later than 1,000 feet AFE, select landing
flaps, allow the speed to bleed off to the final approach speed, then adjust
thrust to maintain it.
6.6.5.1.4. Do the Landing checklist.
6.7. Perform a Non-ILS Approach

6.7.1. General
6.7.1.1. During non-ILS approaches, autopilot use allows better course and
vertical path tracking accuracy, reduces the probability of inadvertent
deviations below path, and is therefore recommended until suitable visual
reference is established on final approach.
6.7.1.2. Manually flying non-ILS approaches in IMC conditions increases workload
and does not take advantage of the significant increases in efficiency and
protection provided by the automatic systems.

6.7.1.3. Pilots should not become involved in excessive “heads down” FMC
manipulation to build map displays while at low altitude. Raw data VOR,
ILS, and ADF displays should be used to avoid distractions during higher
workload phases of flight. Map building should be avoided below 10,000
feet AGL.
6.7.1.4. Raw Data Monitoring
6.7.1.4.1. During non-localizer based approaches where the FMC is used for course or
path tracking (VOR, TACAN, NDB, RNAV, GPS, etc.), monitoring raw data
is recommended, if available.
6.7.1.4.2. On EFIS airplanes with update 7.2 (8.1 for FMCs with U8 series) and later,
raw data monitoring is not required.
6.7.1.4.3. For FMC updates 7.1 (8.0 for FMCs with U8 series) and earlier, one pilot
is required to monitor raw data using the VOR/ILS mode from the final
approach fix inbound.
6.7.1.4.4. On non-EFIS airplanes, raw data monitoring is required for all instrument
approaches.
6.7.1.5. MAP Displays and Raw Data
6.7.1.5.1. The map mode should be used to the maximum extent practicable.
The map display provides a plan view of the approach, including final
approach and missed approach routing. The map increases crew awareness
of progress and position during the approach.
6.7.1.5.2. The map is particularly useful when the inbound course does not align
with runway centerline and allows the pilot to clearly determine the type
of alignment maneuver required. The map can be used to integrate weather
radar returns, terrain or traffic information within the approach path and
airport area.
6.7.1.5.3. When raw data VOR information is required on airplanes equipped with FMC
U7.1 or earlier, one EHSI must be in the VOR/ILS mode no later than the
final approach fix.
6.7.1.5.4. When appropriate, compare airplane position on the map with ILS, VOR,
DME, and ADF systems to detect possible map shift errors. Use of the
VOR/ADF function selectable on the EFIS control panel is the recommended
method for making this comparison.
6.7.1.6. RNAV Approaches
6.7.1.6.1. RNAV approaches may be flown with any RNP alerting capable FMC
(U7.1/U8.0 and later) provided the RNP being used is equal to or less than
the RNP specified for the approach and is consistent with the AFM
demonstrated RNP capability.
6.7.1.6.2. FMCs that are not RNP alerting capable (U 7.0 and earlier) may be
used for RNAV approaches provided the following requirements are met:
6.7.1.6.2.1. The approach has an RNP no smaller than 0.5 NM
6.7.1.6.2.2. The pilot ensures that DME-DME updating is active before

commencing the approach
6.7.1.6.2.3. V/S is used on final approach.
6.7.1.7. LNAV Approaches
6.7.1.7.1. Due to potentially inadequate terrain clearance, manual waypoint entry
should not be accomplished for RNAV or GPS approaches, nor should this
method be used with VNAV after the FAF.
6.7.1.7.2. When no procedure is available from the FMC ARRIVALS page, manual entry
of a series of waypoints may be accomplished to define the approach
routing.
6.7.1.7.3. Procedure turns and DME arcs cannot usually be manually entered (unless
they can be defined by a series of waypoints). Deviation from the defined
route may require use of “DIRECT TO” or “INTERCEPT COURSE TO”
when intercepting the inbound course. Constant monitoring of raw data
during the approach is required.
Note: Procedure turns and DME arcs may require use of HDG SEL.
6.7.1.8. Pilots should be aware that the displayed course is an FMC calculated
course and is not raw data information.
Note: HDG SEL should be used to fly the approach ground track.
6.7.1.9. If the approach is not available in the navigation database, select the
landing runway from the FMC ARRIVALS page. The runway and associated
extended centerline then displays on the map to aid in maintaining
position awareness.
6.7.1.10. VNAV Approaches
6.7.1.10.1. VNAV should be used only for approaches that have one of the following
features:
6.7.1.10.1.1. A published GP angle on the LEGS page for the final approach segment
6.7.1.10.1.2. An RWxx waypoint coincident with the approach end of the runway
6.7.1.10.1.3. A missed approach waypoint before the approach end of the runway
6.7.1.10.2. These features permit construction of a normal glide path. VOR approaches
with the missed approach point on the LEGS page beyond the runway
threshold and circling only approaches do not have these features.
6.7.1.10.3. To prevent unnecessary level offs while descending in VNAV before the final
approach, reset the MCP altitude selector to the next lower constraint before
altitude capture, when compliance with the altitude restriction is assured.
6.7.2. Vertical Path Construction
6.7.2.1. This section describes typical final approach vertical profile (path)
construction criteria as they relate to flying instrument approaches using
VNAV. This information may also be useful to pilots who wish to fly the
vertical path using V/S.
6.7.2.2. For the non-ILS approach procedures with an “At” constraint altitude at
the FAF, a short, level segment between the FAF and the final glide path
(also called a “fly-off”) may result.
6.7.2.3. For procedures where both the FAF and FACF are coded with “at or
above” altitude constraints, the crew should consider revising the FACF
altitude constraint to “at” (hard constraint). This enables a shallower
path before the FAF, permitting a normal deceleration for flap and gear
extension. Example: if both the FACF and the FAF contain “xxx/4000A”
waypoint constraints, the crew should change “4000A” to “4000” at the
FACF to modify the path for a more normal deceleration.
6.7.2.4. Crews can expect to see several other variations of approach path
construction:
6.7.2.4.1. Approaches where the FAF has an “at or above” waypoint altitude constraint.
The GP angle normally terminates at the FACF altitude constraint or the
cruise altitude, whichever is lower. When this type of path is flown, the
airplane passes above the FAF
6.7.2.4.2. Where there is more than one GP angle, such as for ILS approaches, the
airplane uses the GP angle for the active leg to define the VNAV approach
path angle values, one approaching the FAF, the second approaching
the runway (missed approach point).
Note: ILS approaches with step down fixes, flown as G/S OUT, may have a
vertical angle that does not satisfy the published minimum altitudes. This
means use of VNAV PTH may result in small deviations below minimum step
down altitudes, and therefore the use of VNAV PTH is not recommended.
Published localizer (LOC) only approaches are compatible with VNAV PTH.

6.7.3. PRIMARY AREA
6.7.3.1. VOR APPROACH - This type of VOR approach also includes a minimum of
300 feet of obstacle clearance in the final approach area. The final
approach area criteria include a 2 NM wide primary area at the facility
that expands to 6 NM wide at a distance of 10 NM from the facility.
Additional approach criteria are established for courses that require a high
altitude teardrop approach penetration
6.7.3.2. VOR/DME APPROACH - The criteria for an arc final approach segment
associated with a VOR/DME approach is based on the arc being beyond
7 NM and no farther than 30 NM from the VOR, and depends on the
angle of convergence between the runway centerline and the tangent of
the arc. Obstacle clearance in the primary area, which is considered the
area 4 NM on either side of the arc centerline, is guaranteed by at
least 500 feet.
6.7.3.3. NDB APPROACH - The final approach segment of the approach is
designed with a final approach area that is 2.5 NM wide at the facility,
and increases to 8 NM wide at 10 NM from the facility. Additionally,
the final approach course and the extended runway centerline angle of
convergence cannot exceed 30° for straight-in approaches. This type of
NDB approach is afforded a minimum of 350 feet obstacle clearance.
6.7.4. Perform approach communications
6.7.4.1. Receive approach clearance from ATC
6.7.4.2. Perform standard callouts for a non precision approach, if applicable, in
accordance with the FCOM/FCTM/SOP
6.7.4.3. Perform standard callouts for a visual approach, if applicable, in
accordance with the FCOM/FCTM/SOP
6.7.5. Procedure Turn and Initial Approach
6.7.5.1. Keep one VHF NAV to Auto Tune (PF) to provide radio update position until
intercept final course
6.7.5.2. Select FMC/CDU on DEScend page to provide Flap Speed (a) , VERTical
DEViation (b), Speed/Altitude Restriction (c) & Distance (d) to next
waypoint, FPA (e), Vertical/Bearing (f) and Vertical/Speed (g) to WPT/ALT
(c)
(d)
(a)
(b)
(e) (f) (g)
6.7.5.3. Cross the procedure turn fix at flaps 5 and flaps 5 maneuvering airspeed.
6.7.5.3.1. Call (PF) for “Flaps 1” at the appropriate airspeed
6.7.5.3.2. Select (PM) Flaps to 1 degree

6.7.5.3.3. Set IAS/Mach speed window to the Flaps 1 Speed (+10 kts if non RSEP)
6.7.5.3.3.1. Know that flashing  symbol means overspeed of VMO/MMO limit or

gear limit or flap placard speed limit
6.7.5.3.3.2. Know that flashing  symbol means underspeed below minimum speed
(as sense from AoA) or V/S mode reversion (airspeed become 5 knots
less than MCP selected speed and no acceleration)
6.7.5.3.4.1. Know that Illuminated flashing (amber) Autothrottle A/T P/RST
Disengage Light – indicates:
6.7.5.3.4.1.1. Autothrottle speed error if speed not held within +10 or -5 knots of
commanded speed when all of the following conditions exist:
6.7.5.3.4.1.1.1. In flight
6.7.5.3.4.1.1.2. Flaps not up
6.7.5.3.4.1.1.3. A/T engaged in MCP SPD or FMC SPD mode
6.7.5.3.4.1.2. Automatic test of flashing function is performed if
6.7.5.3.4.1.2.1. The A/T is engaged under the above conditions when more than
150 seconds have passed since liftoff
6.7.5.3.4.1.2.2. Amber light flashes for 2 seconds, remains extinguished for 2
seconds, then flashes again for 2 seconds
6.7.5.3.6. Select flaps to 5 degrees
6.7.5.3.7. Set (PF) the IAS/Mach speed to the Flaps 5 Speed (+10 kts if non RSEP)
6.7.5.3.8. Adjust rudder trim as required to compensate for asymmetrical thrust if
performing an engine out non precision approach
6.7.5.3.9. Maneuver the aircraft laterally using the MCP by pushing the HDG SEL
button and adjusting the heading with the heading selector
6.7.5.4. If a complete arrival procedure has been selected via the CDU, the initial
approach phase may be completed using LNAV and VNAV or LVL CHG or
V/S as appropriate modes.
6.7.5.4.1. Maneuver the aircraft laterally and vertically using the FMC by selecting
LNAV and VNAV
6.7.5.4.2. Maneuver the aircraft using the MCP laterally by selecting HDG SEL and
maneuver vertically using LVL CHG & setting the desired altitude in the
altitude window or using V/S at appropriate Rate of Descend
6.7.6. Intermediate Approach – Final Approach Using V/S
6.7.6.1. Approaching intercept heading, select flaps 5 and select LNAV or
VOR/LOC as appropriate roll mode.
6.7.6.1.2. Select (PM) flaps to 1 degree
6.7.6.1.5. Select (PM) flaps to 5 degrees
6.7.6.2. When on an intercept heading and cleared for the approach
6.7.6.2.1. Select (PM) PF VHF NAV for manual Tune and set to VOR freq (tune & ident)
6.7.6.2.2. Confirm the published approach inbound course is set or displayed on MCP
6.7.6.2.3. Select (PM) PM EHSI CONTROL PANEL to EXP VOR/ILS to monitor raw
data as needed by FMC Update 7.0 and earlier
6.7.6.2.4. Select (PF) PF EHSI CONTROL PANEL to MAP to get advantages display of:
6.7.6.2.4.1. Distance to next approach waypoint (A), altitude restriction (B) and VOR
pointer (raw data) by selecting RTE DATA and VOR/ADF
6.7.6.2.4.2. Altitude Range Arc (C) to predict point to reach MCP altitude base on
present vertical speed and ground speed
6.7.6.2.4.3. Vertical Path Deviation (D) indicator
6.7.6.2.4.4. Avoid overshooting while intercept Final Course or Runway Extension
alignment use Trend Vector segment at predicted ground track (10 Nm
=1 seg; 20 Nm = 2 seg; >20 Nm= 3 seg) (1 seg = 30 secs)

(A)
(B)
Trend Vector
10 Nm = 1 seg
(C) (D)
6.7.6.2.5. Select (PF) the VOR/LOC on MCP
6.7.6.2.6. Observe “VOR/LOC appear in white on the EADI - ARMED
6.7.6.2.7. Observe for Lateral Deviation Indication to become alive
6.7.6.2.8. Observe for VOR/LOC Capture
6.7.6.2.9. Observe for white to green of “VOR/LOC on the PFD
Note: Do not use the VOR/LOC AFDS mode when conducting VOR
approaches if the VOR/DME station elevation is more than 5000 feet MSL, if
there is no co-located DME transmitter available at the VOR station to be
used or when the DME is invalid for any other reason.
6.7.6.2.10. Set (PF) Bank Angle Selector to 15°
6.7.6.2.11. Set (PF) the heading on MCP HDG to match the inbound course.
6.7.6.3. Approaching the Final Approach Fix/Point (approximately 2 NM), select
gear down and flaps 15 and adjust speed.
Note: When Constant Descent Approach is already performed from Initial
Approach Fix/Point, select Landing Gear Down and Flap 15 at 4 NM prior
FAF while descending (instead of level off 2 NM prior FAF)
If the charted FAF is too close to the runway to permit a stabilized approach,
consider establishing final approach pitch mode and configuring for approach
and landing earlier than specified in the FCOM procedure.
6.7.6.3.1. Call for (PF) “Landing Gear – Down & Flap 15°” (one command to avoid
PF distraction)
6.7.6.3.2. Set (PF) VDP or MDA+50 feet at MCP altitude window
Note: If required to remain at or above the MDA during the missed
approach, missed approach must be initiated at least 50 feet above MDA.
Note: If desired altitude is not at an even 100 foot increment, set the MCP
altitude to the nearest 100 ft. increment above the altitude constraint or
MDA(H).
6.7.6.3.3. Select (PM) the Landing Gear Lever to DN
6.7.6.3.4. Observe the landing gear lights “GEAR to “GEAR.
6.7.6.3.5. Select (PM) Flaps to 15 ° after 3 green to avoid LDG Warning Horn
6.7.6.3.6. Set (PF) the IAS/Mach speed to the flaps 15 speed (+10 kts if non RSEP)

6.7.6.4. When Vertical Flight Path Captured
6.7.6.4.1. Observe Vertical Path Deviation less than 1 dot high at 1 NM prior FAF
6.7.6.4.2. Call for (PF) Landing Flaps “Flap 40°”
Note: Extension of landing flaps at speeds in excess of flaps 15 speed may
cause flap load relief activation and large thrust changes. Select flap 25/30°
initially
6.7.6.4.3. Select (PM) Flaps to 30/40°
6.7.6.4.4. Set (PF) the IAS/Mach speed to VREF+5 or wind correction
6.7.6.5. Descend to MDA
6.7.6.5.1. At 0.5 NM prior FAF or when establish Final Course (No FAF)
6.7.6.5.2. Observe Vertical Path Deviation less 1/2 dot high
6.7.6.5.3. Observe FMC/CDU DES page V/B approaching Descend Angle of IAP and
V/S indicate ROD value that equal to recommended ROD for IAP
6.7.6.5.4. Set (PF) initial V/S rate of descend on MCP as indicate on DES page V/S
considering the recommended vertical speeds that are published on the
approach chart, if available.
6.7.6.5.5. Verify V/S mode annunciates.
6.7.6.5.6. Adjust ROD to ensure Altitude Range Arc predict the aircraft will reach
MCP Altitude prior to VDP or MDA base on Ground Speed
6.7.6.5.7. Select (PF) FMC/CDU-PROG page 2
6.7.6.5.8. Select (PM) FMC/CDU-INIT page
6.7.6.5.9. Challenge/Response to Landing checklist.
6.7.6.5.9.1. Verify flight attendants notified for landing (PM) “FA Landing Station”
6.7.6.5.9.2. Verify the Engine Start Switches to CONTinuous
6.7.6.5.9.3. Verify that the Speedbrakes are armed
6.7.6.5.9.4. Verify the Landing Gear is down and indicating in the green
6.7.6.5.9.5. Verify the Flaps are in the proper landing configuration
6.7.6.5.10. Landing checklist is completed and stabilize approach criteria is satisfied at
or before 1,000 feet and state “STABILIZE”
6.7.6.6. Approximately 300 feet above MDA (H):
6.7.6.6.1. Set (PF) missed approach altitude on MCP
6.7.6.6.2. Unlike an approach using VNAV, the occurrence of VNAV ALT is not an issue.
Since there is no below path alerting, keeping the MDA(H) set as long as
possible is recommended to help prevent inadvertent descent below MDA(H).
6.7.6.7. At Minimum Descent Altitude/Height or missed approach point:
6.7.6.7.1. If suitable visual reference is not established, execute a missed approach.
6.7.6.7.2. After a suitable visual reference is established:
6.7.6.7.2.1. Disengage the autopilot before descending below MDA (H).
6.7.6.7.2.2. Disengage the autothrottle before descending below MDA (H).
6.7.6.7.2.3. Turn both F/Ds OFF and then place both F/Ds ON.
6.7.6.7.3. The pilot monitoring should expand the instrument scan to include outside
visual cues when approaching MDA (H).
6.7.6.7.4. Do not continue the approach below MDA (H) unless the airplane is in a
position from which a normal approach to the runway of intended landing
can be made and suitable visual reference can be maintained.
6.7.6.7.5. Upon arrival at MDA (H) or any time thereafter, if any of the above
requirements are not met, immediately execute the missed approach.
6.7.6.7.6. When suitable visual reference is established, maintain the descent path to
the flare. Do not descend below the visual glide path.
6.7.6.8. Visual Descent Point
6.7.6.8.1. The VDP (“V") is defined as the position on final approach from which a
normal descent from the MDA(H) to the runway touchdown point may be
initiated when suitable visual reference is established.
6.7.6.8.2. When flying an instrument approach using V/S, if the pilot adjusts the
altitude range arc to approximately the VDP distance in front of the
runway by varying the vertical speed, the airplane will remain close to or on
the proper path for typical non-ILS approaches.

6.7.6.9. Descent below MDA is allowed when:
6.7.6.9.1. The required at least one of the following visual references for the
intended runway is distinctly visible to and identifiable by the pilot:
6.7.6.9.1.1. Elements of the approach light system;
6.7.6.9.1.2. The threshold or its markings, lights or identification lights;
6.7.6.9.1.3. The visual glide slope indicator(s);
6.7.6.9.1.4. The touchdown zone, zone markings or zone lights;
6.7.6.9.1.5. The runway edge lights;
6.7.6.9.1.6. Other visual references accepted by the Authority.
6.7.6.9.2. The PIC is convinced that a safe landing and roll-out on the intended runway
can be made at a normal rate of descent using normal maneuvers and when
that rate of descent will allow touch down to occur within the touch down
zone.
6.7.6.9.3. If at any time after descent below MDA the PIC is no longer convinced
that a safe landing and rollout can be made, initiate a go around.
6.7.7. Visual Approach and Circuit

6.7.7.1. A visual approach is an approach by an IFR flight when all or part of an
instrument approach procedure is not completed and the approach is
executed in visual reference to terrain. (COM 4.10.63)
6.7.7.2. VISUAL METEOROLOGICAL CONDITIONS (VMC). Meteorological conditions
expressed in terms of visibility, distance from clouds, and ceiling equal to
or better than specified minima are:
AIRSPACE FLIGHT DISTANCE FROM
ALTITUDE BAND
CLASS VISIBILITY CLOUD
“A” “B” “C” 1500 m horizontally
At and above 3050 m (10,000 ft) AMSL 8 km
“D” “E” “F” “G” 1000 ft vertically
Below 3050 m (10,000 ft) and
above 900 m (3000 ft) AMSL, “A” “B” “C” 1500 m horizontally
5 km
or 300 m (1000 ft) above terrain, “D” “E” “F” “G” 1000 ft vertically
whichever is the higher
“A” “B” “C” 1500 m horizontally
At and below 900 m (3000 ft) AMSL, 5 km
“D” “E” 1000 ft vertically
or 300 m (1000 ft) above terrain,
whichever is the higher Clear of cloud and with
“F” “G” 5 km
the surface in sight
6.7.7.3. Indonesia airspace is designated in accordance with ICAO airspaces

classification as follows:
6.7.7.3.1. Class “A” Controlled airspace established between FL 245 and FL 460
designated as a CTA or UTA.
6.7.7.3.2. Class “B” Controlled airspace established within the limits of all CTRs.
6.7.7.3.3. Class “C” Controlled airspace established within all TMAs and ATZs where
aerodrome control service is provided.
6.7.7.3.4. Class “D” reserve
6.7.7.3.5. Class “F” Uncontrolled airspace established from ground to unlimited
designated FIR, UIR and Flight Information Service Sector. In addition, the
airspace above an aerodrome where AFIS is provided and unattended
aerodromes.
6.7.7.3.6. Class “G” Uncontrolled temporary airspace designated as block airspace
prepared allocated for special purposes; e.g. parachute jumping,
ultralight operations and other activities.
6.7.7.4. INSTRUMENT METEOROLOGICAL CONDITIONS (IMC). Meteorological
conditions expressed in terms of visibility, distance from cloud, and ceiling,
less than the minima specified for visual meteorological conditions.
6.7.7.5. Unless authorized otherwise, VFR flights are not permitted:
6.7.7.5.1. Between sunset and sunrise;
6.7.7.5.2. Above FL 150 in controlled airspace;
6.7.7.5.3. Above FL 200 in uncontrolled airspace;
6.7.7.5.4. When operating more than 10 NM at sea for more than one hour.

6.7.7.6. Except when necessary for take-off or landing, or except by permission
from the appropriate authority, a VFR flight shall not be flown:
6.7.7.6.1. Over the congested areas of cities, towns or settlements or over an open-air
assembly of persons at a height less than 300 m (1000 ft) above the
highest obstacle within a radius of 600 m from the aircraft;
6.7.7.6.2. At a height less than 150 m (500 ft) above the ground or water.
6.7.7.7. Except when a clearance is obtained from an air traffic control unit, VFR
flights shall not take off or land at an aerodrome within a control zone, or
enter the aerodrome traffic zone or traffic pattern (ANNEX 2 Chapter 4.2):
6.7.7.7.1. When the ceiling is less than 450 m (1500 ft); or
6.7.7.7.2. When the ground visibility is less than 5 km.
6.7.7.8. VFR minimum (COM 4.6.2.4):
6.7.7.8.1. Ceiling: 1000 feet.
6.7.7.8.2. Visibility: 5 Km.
6.7.7.9. Circuit Pattern for Downwind and Base Leg
6.7.7.9.1. Fly at an altitude of 1500 feet above the runway elevation and enter
downwind with flaps 5 at flaps 5 maneuvering speed. Maintain a track
parallel to the landing runway approximately 2 NM abeam.
6.7.7.9.2. Before turning base or initiating the turn to base approximately 2.5 NM from
abeam TDZ, extend the landing gear, select flaps 15, arm the speedbrake.
6.7.7.9.3. If the approach pattern must be extended, delay lowering gear and selecting
flaps 15 until approaching the normal visual approach profile.
6.7.7.9.4. Extend landing flaps before turning final. Allow the speed to decrease to
the proper final approach speed and trim the airplane.
6.7.7.9.5. Disengage Autopilot and Auto throttle.
6.7.7.9.6. Select F/D to OFF and set Circuit G/A Altitude on MCP Altitude window
6.7.7.10. Final Approach

6.7.7.10.1. Roll out of the turn to final on the extended runway centerline and
maintain the appropriate approach speed.
6.7.7.10.2. The recommended landing approach path is approximately 2.5° to 3°.
6.7.7.10.3. Sudden large thrust changes make airplane control more difficult and
are indicative of an unstable approach. Attempt to keep thrust changes
small to avoid large trim changes.
6.7.7.10.4. At speeds above approach speed, pitch attitude is less. At speeds below
approach speed, pitch attitude is higher. Slower VREF speed reduces aft
body clearance at touchdown.
6.7.7.10.5. Stabilize on the profile by 500 feet above touchdown.
Note: Descent rates greater than 1,000 fpm should be avoided.
6.7.7.11. Engine Failure On Final Approach with the flaps in the landing position
6.7.7.11.1. The decision to continue the approach or execute a go-around should be
made immediately.
6.7.7.11.1.1. Observe both Thrust levers will advance at MCP SPD mode
6.7.7.11.1.2. Observe Thrust Lever (failed engine) will advance 8° forward of
other thrust lever at N1-Limit mode (TO/GA, CLB, CRZ & CON)
6.7.7.11.2. If the approach is continued and sufficient thrust is available, continue
the approach with landing flaps.
6.7.7.11.3. If the approach is continued and sufficient thrust is not available for
landing flaps (if LDW > 53 Ton):
6.7.7.11.3.1. Retract the flaps to 15 and adjust thrust on the operating engine.
6.7.7.11.3.2. Set Command speed to VREF 30/40 + 20 knots which is equal to at
least VREF for flaps 15. Wind additives should be added as needed, if
time and conditions permit.
6.7.7.11.4. If a go-around is required, follow the Go-Around and Missed Approach
procedures except use flaps 15 initially if trailing edge flaps are at 30 or 40
Note:
 With one engine inoperative, the rudder trim may be centered and should be accomplished
before 500 feet AGL
 Full rudder authority and rudder pedal steering capability are not affected by rudder trim.
 If an engine failure during Go-around is similar to Takeoff N-1 with flap 15° procedures
except acceleration height 1,500 AGL
6.7.8. Circling Approach - General

6.7.8.1. A circling approach is a visual flight maneuver should be flown with landing
gear down, flaps 15, and at flaps 15 maneuvering speed.
6.7.8.2. If circling from an ILS approach, fly the ILS in VOR/LOC and V/S or
VNAV modes. Use of the APP mode for descent to a circling approach is
not recommended for several reasons:
6.7.8.2.1. The AFDS does not level off at MCP altitude
6.7.8.2.2. Exiting the APP mode requires initiating a go-around or disengaging the
autopilot and turning off the flight directors.
6.7.8.3. Level flight on a circling approach, at or above MDA is permitted,
provided:
6.7.8.3.1. The aircraft is clear of clouds, and
6.7.8.3.2. Full visual reference can be maintained, and
6.7.8.3.3. The applicable landing runway or objects identifiable with that runway can
be kept in sight.
6.7.8.4. After ALT HOLD on MCP altitude at or above MDA(H) and before
commencing the circling maneuver:
6.7.8.4.1. Push HDG SEL and set Bank Angle selector to 20°
6.7.8.4.2. Set the missed approach altitude on MCP Altitude window and update
Course for landing runway.
6.7.8.4.3. Before turning base or when initiating the turn to base leg, select landing
flaps and begin decelerating to the approach speed plus wind correction.
6.7.8.4.4. To avoid overshooting final approach course, adjust the turn to final to
initially aim at the inside edge of the runway threshold.
6.7.8.4.5. Timely speed reduction also reduces turning radius to the runway.
6.7.8.4.6. Do not descend below MDA(H) until intercepting the visual profile not less
than 2.5° to the landing runway
6.7.8.4.8. Leaving MDA(H), disengage the Autopilot and Auto throttle.
6.7.8.4.9. After intercepting the visual profile, cycle both F/D to OFF, then to ON.
6.7.8.4.10. Complete the landing.
Note: If a go-around is selected with either flight director switch in the OFF
position, the flight director pitch or roll command bar on the corresponding side
will disappear when the first pitch or roll mode is selected or engaged.

6.7.8.5. If straight-in minimums are not published does not preclude the pilot
from landing straight-in, using published circling minimums:
6.7.8.5.1. If the straight-in runway is in sight with sufficient time to make a
normal approach for landing. Under such conditions and when Air Traffic
Control has provided clearance to land on that runway,
6.7.8.5.2. The pilot is not expected to circle even though straight-in minimums
are not published.
6.7.8.5.3. However, if a circling maneuver is desired, the pilot should advise ATC.
6.7.8.6. Circling Approach - One Engine Inoperative
6.7.8.6.1. Maintain gear up, flaps 10, and flaps 10 maneuvering speed from the final
approach fix until just before turning base.
6.7.8.6.2. Before turning base or when initiating the turn to base leg, select gear
down and flaps 15 then begin reducing speed to VREF 15 + wind correction.
6.7.8.6.3. Do not descend below MDA(H) until intercepting not less than 2.5° the
visual profile.
6.7.8.7. Missed Approach - Circling
6.7.8.7.1. If a missed approach is required at any time while circling, make a climbing
turn in the shortest direction toward the landing runway. This may result in a
turn greater than 180° to intercept the missed approach course.
6.7.8.7.2. Continue the turn until established on an intercept heading to the missed
approach course corresponding to the instrument approach procedure just
flown.
6.7.8.7.3. Maintain the missed approach flap setting until close-in maneuvering is
completed.
6.7.8.8. Missed Approach Point
6.7.8.8.1. A Missed Approach Point (MAP) is a point where a missed approach must be
initiated if suitable visual references are not available to make a safe
landing or the airplane is not in a position to make a safe landing.
6.7.8.8.2. Determination of a MAP for approaches such as ILS, the DA(H) in
conjunction with the glide slope is used to determine the MAP.
6.7.8.8.3. For non-ILS or G/S out approaches, two methods for determining the MAP
are acceptable in lieu of timing due to the accuracy of FMC positioning:
 When arriving at the DA (H) or MDA(H) in conjunction with a VNAV path
 If not using a VNAV path, use of the map display to determine when
the airplane has reached the VDP or the MAP.

6.8. Perform Missed Approach Procedure
6.8.1. Dual Channel Autopilot Go Around
6.8.1.1. Know autopilot go around only available during a dual autopilot ILS
approach and FLARE is armed
6.8.1.2. Know that any A/P will disengage when FLARE is not armed and
TO/GA switch is pressed
6.8.1.3. Perform Autopilot Go Around

6.8.1.3.1. Push (PF) either TO/GA switch
6.8.1.3.1.1. Verify that FMA annunciates GA and TO/GA
6.8.1.3.1.2. Observe the Auto throttle advances the thrust lever
6.8.1.3.1.3. Observe the Autopilots pitch the airplane up toward 15° ANU
6.8.1.3.2. Call (PF) for “Go around Thrust, Flap 15° or 1° for One Engine Out”
6.8.1.3.2.1. Know that the Auto throttle advances thrust to reduced Go Around
Reduced GA Thrust Full GA Thrust
6.8.1.3.2.2. TMA will display G/A during ILS Approach after G/S is captured; during
Non ILS app when below 2,000 ft with LDG DN and Flap 15 is selected
6.8.1.3.2.3. Know that the TO/GA roll mode maintains existing ground track until
other roll mode is selected
6.8.1.3.2.4. Verify (PM) G/A thrust setting and adjust as required

6.8.1.3.3. Select (PM) Flap 15° or 1° for One Engine Out”
6.8.1.3.4. Advise (PM) “Positive Rate of Climb” when altimeter and IVSI indicate a
positive rate of climb

6.8.1.3.5. Call (PF) for “Gear Up”
6.8.1.3.5.1. If full thrust is desired after thrust for the nominal climb rate has been
6.8.1.3.5.1.1. Verify N1 is annunciated on FMA in the at A/T field
6.8.1.3.5.1.2. Observe thrust lever in advanced and the N1 green line match
double amber line
6.8.1.3.5.2. Know that speed display is blanked and the FCC now control the
command speed cursor
6.8.1.3.5.3. Know that Command speed automatically increases to maneuvering
speed for the new existing flap position
6.8.1.3.6. At 400 ft RA (PF) push HDG SEL on MCP and verify on FMA, then Call ”HDG
SEL, Set navigation for Go Around”
6.8.1.3.6.1. Know that after select Roll mode will remain in Pitch Go Around Mode
6.8.1.3.6.2. Initial selection of a pitch mode, or when altitude capture occurs above
400 feet AGL the autopilot reverts to single autopilot operation using the
A/P that was engaged before the dual A/P approach began
6.8.1.3.6.3. Know that Pitch Mode cannot be changed unless the stabilizer trim is
satisfactory for single A/P operation. Nose down trim must be input to
reset the trim input that occurred at 400 feet and 50 feet during the
approach and flare.
6.8.1.3.7. At acceleration altitude for go around is 1,500 ft AGL
6.8.1.3.7.1. Accelerate by decreasing pitch attitude to maintain rate of climb not less
than 1,000 FPM
6.8.1.3.7.2. Delay further flap retraction until initial maneuvering is complete, safe
6.8.1.3.7.3. Retract Flaps on Schedule
6.8.1.3.7.3.1. Observe speed above Vref+20 or speed cursor
6.8.1.3.7.3.2. Call (PF) for “Flaps 5”
6.8.1.3.7.3.3. Set (PM) flaps to 5
6.8.1.3.7.3.4. Observe speed passing the flaps 5 speed or F or speed cursor
6.8.1.3.7.3.5. Call (PF) for “Flaps 1”
6.8.1.3.7.3.6. Set (PM) flaps to 1
6.8.1.3.7.3.8. Call (PF) for “Flaps up”
6.8.1.3.7.3.9. Set (PM) flaps to up
6.8.1.3.8. When approaching MCP Altitude know that:
6.8.1.3.8.1. The Autopilot will level off to captured pre select altitude
6.8.1.3.8.2. The last Autopilot engaged in command will disengage
6.8.1.3.8.3. The Airspeed Window appears
6.8.1.3.9. Push (PF) LVL CHG on MCP and verify MCP SPD on FMA then Call “MCP
SPD, After Takeoff Checklist”
6.8.1.3.10. Perform (PM) After Takeoff Checklist

6.8.2. Flight Director Go Around
6.8.2.1. Know that F/D Go Around is available below 2000 feet RA
6.8.2.2. Know that the F/D switches does not to be ON
6.8.2.3. If a missed approach is required following a single autopilot or manual
instrument approach, or a visual approach:
6.8.2.3.1. Push (PF) either TO/GA switch or advance thrust lever if auto throttle
disengage and call at the same time (PF) “Go around Thrust, Flap 15° or
1° for One Engine Out” at one command
6.8.2.3.1.1. Know that the Auto throttle advances thrust to reduced Go Around
6.8.2.3.1.2. Know that A/P P/RST will flashing and Auto Pilot will disengage
when FLARE is not armed and TO/GA switch is pressed
6.8.2.3.1.3. Know that the TO/GA roll mode maintains existing ground track until
other roll mode is selected
6.8.2.3.1.4. Verify (PM) GA is annunciated on FMA and adjust G/A thrust setting as
required
6.8.2.3.2. Follow flight director commands and rotate smoothly toward 15° ANU
6.8.2.3.3. Select (PM) Flap 15° or 1° for One Engine Out”
6.8.2.3.4. Advise (PM) “Positive Rate of Climb” when altimeter and IVSI indicate a
positive rate of climb
6.8.2.3.5. Call (PF) for “Gear Up”
6.8.2.3.5.1. If full thrust is desired after thrust for the nominal climb rate has been
6.8.2.3.5.1.1. Verify N1 is annunciated on FMA in the at A/T field
6.8.2.3.5.1.2. Observe thrust lever in advanced and the N1 green line match
double amber line
6.8.2.3.5.2. Know that speed display is blanked and the FCC now control the
command speed cursor
6.8.2.3.5.3. Know that Command speed automatically increases to maneuvering
speed for the new existing flap position
6.8.2.3.6. At 400 ft RA Call (PF) “HDG SEL, Set navigation for Go Around”
6.8.2.3.6.1. Know that selection of pitch and roll modes below 400 feet AGL does not
change the autopilot and flight director modes
6.8.2.3.6.2. Know that after select Roll mode will remain Pitch in Go Around Mode
6.8.2.3.6.3. Know that select Pitch Mode will exit Go Around Mode.

6.8.2.3.7. Acceleration altitude for Go Around is 1,500 ft AGL
6.8.2.3.7.1. Accelerate by decreasing pitch attitude to maintain rate of climb not less
than 1,000 FPM
6.8.2.3.7.2. Delay further flap retraction until initial maneuvering is complete, safe
6.8.2.3.7.3. Flaps Retraction Schedule
6.8.2.3.7.3.1. Observe speed above Vref+20 or speed cursor
6.8.2.3.7.3.2. Call (PF) for “Flaps 5”
6.8.2.3.7.3.3. Set flaps to 5
6.8.2.3.7.3.5. Call (PF) for “Flaps 1”
6.8.2.3.7.3.6. Set flaps to 1
6.8.2.3.7.3.8. Call (PF) for “Flaps up”
6.8.2.3.7.3.9. Set flaps to up
6.8.2.3.8. When approaching MCP Altitude know that:
6.8.2.3.8.1. The F/D will level off to captured pre select altitude
6.8.2.3.8.2. The Airspeed Window appears
6.8.2.3.9. Call (PF) “LVL CHG, After Takeoff Checklist”

6.8.2.3.10. Push (PM) LVL CHG on MCP and perform After Takeoff Checklist
6.8.3. When accomplishing a low altitude level off following a go-around at a low gross
weight, to prevent an altitude and/or airspeed overshoot, the crew should
consider doing one or more of the following:
6.8.3.1. Use the autothrottle
6.8.3.2. Press TO/GA switch once to command thrust sufficient for a 1,000 to
2,000 fpm climb rate
6.8.3.3. If full go-around thrust is used, reduce to climb thrust earlier than normal
6.8.3.4. Disconnect the AFDS and complete the level off manually if there is a
possibility of an overshoot
6.8.3.5. If the autothrottle is not available, be prepared to use manual thrust
control as needed to manage speed and prevent flap overspeed.
6.8.4. Go-Around after Touchdown (Rejected Landing)
6.8.4.1. If a go-around is initiated before touchdown or after touchdown but before
reverse thrust selection, continue with normal go-around procedures.
6.8.4.1.1. (PF) Simultaneously push TO/GA button and advance Thrust Levers (if Auto
throttle is disengaged) then Call “Set GA Thrust, Flaps 15”
6.8.4.1.2. (PM) Set G/A Thrust and retract Flap to 15°.
6.8.4.1.3. (PM) Set stab trim to green band
6.8.4.1.4. (PM) Verify Speedbrakes retract automatically and autobrakes disarm as
thrust levers are advanced.
6.8.4.1.5. The takeoff warning horn may sound momentarily. The F/D go-around mode
will not be available until go-around is selected after becoming airborne.
6.8.4.1.6. At VREF (PM) calls “ROTATE”
6.8.4.1.7. Rotates (PF) smoothly to approximately 15° pitch and climb at movable
speed bug reference (VREF + 15 to 25 knots).
6.8.4.2. Once reverse thrust is initiated following touchdown, a full stop landing
must be made. If an engine stays in reverse, safe flight is not possible.

6.9. Approach Climb (One-Engine-Out) COM 1.8.7.3
6.9.1. In the normal approach configuration the steady gradient of climb shall not
less than 2.1% for two-engine aircraft.
6.9.2. Operational factors when applying this requirement:
6.9.2.1. Forecast temperature.
6.9.2.2. Elevation of the airport.
6.9.2.3. Expected consumption of fuel.
6.9.3. Performance information is base on:
6.9.3.1. Critical engine inoperative.
6.9.3.2. Remaining engines at take-off power.
6.9.3.3. Speed as selected by the manufacturer, but not in excess of 1.5 VS.
6.9.3.4. Flaps in approach position.
6.9.3.5. Landing Gear up.
6.9.4. Approach Climb Performance Table for B734- 22K taken from FPPM page 1.4.15
Revision August 14, 2006
PRESS ALT (FT) WITH APPROACH CLIMB 2.1%
OAT °C 55,000 56,000 57,000 58,000 59,000 60,000
30° 4,200 3,600 3,000 2,500 2,000 1,500
35° 3,000 2,500 2,000 1,500 1,000 500
APPROACH CLIMB GRAD (%) AT PRESS ALTITUDE 0 FT

OAT °C 55,000 56,000 57,000 58,000 59,000 60,000
30° 4.0 % 3.8 % 3.5 % 3.3 % 3.0 % 2.8 %
35° 3.6 % 3.3 % 3.1 % 2.9 % 2.7 % 2.4 %
6.9.5. Approach Climb Performance Correction for B734- 22K taken from FPPM page
1.4.15 Revision August 14, 2006
6.9.5.1. With engine bleed for packs off, increase gradient by 0.3%.
6.9.5.2. With engine anti-ice on, decrease gradient by 0.1%.
6.9.5.3. With engine and wing anti-ice on, decrease gradient by 1.2%.
6.9.5.4. Decrease gradient by 0.8% for ice accumulation when operating in icing
conditions during any part of the flight with forecast landing temperature
below 8°C.
6.9.6. Know that normally missed approach procedures are based on a nominal missed
approach climb gradient of 2.5 per cent.
6.9.6.1. When other than a 2.5 per cent gradient is used this will be indicated on
the instrument approach chart
6.9.6.2. Know that a climb gradient of 2.5 per cent cannot be used by all
aeroplanes when operating at or near maximum certificated gross mass
and engine-out conditions needs a special procedure
GS Rate Of Climb (Feet/Minute) for CLIMB GRADIENT %
(KTS) 2.5 2.6 2.7 2.8 2.9 3.0 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 4.0
120 304 316 328 340 352 365 377 389 401 413 425 437 450 462 474 486
125 317 329 342 354 367 380 393 405 418 430 443 455 469 481 494 506
130 329 343 356 369 382 395 409 422 435 448 461 474 488 501 514 527
135 342 356 369 383 396 410 424 438 451 465 478 492 506 520 533 547
140 354 369 383 397 411 425 440 454 468 482 496 510 525 539 553 567
145 367 382 397 411 426 441 456 470 485 499 514 529 544 558 573 588
150 380 395 410 425 441 456 471 486 501 516 532 547 562 577 592 608
155 393 408 424 440 456 471 487 503 518 534 550 565 581 597 612 628
160 405 421 437 454 470 486 502 519 535 551 567 583 600 616 632 648

Part II — Section 2, Chapter 4 II-2-4-5
Initial approach
segment
ate
rm e di
In te Secondary area
Final 4.6 km
Primary area (2.5 NM)
IF VOR IAF
Primary
area FAF
MAPt
4.6 km
Secondary area (2.5 NM)
Lead
radial
Approach - Segm e
ial - nt
Init
S ec
R o nd
1 ary
a re
IF a
R
area
Primary
Prim
area
a 4.6 km
dary
area ry (2.5 NM)

e
n
d ia t
n
c
20° ptio
Se
rm e
IAF
le 1 rce
Inte
ang inte
um
xim
Ma
4.6 km
FAF (2.5 NM)
Final
MAPt
R = 4.6 km (2.5 NM)

R1 = 2R
VOR
Figure II-2-4-2. Typical approach segments (straight and >90° turn)
23/11/06

II-2-4-6 Procedures — Aircraft Operations — Volume II
Initial approach segment
Secondary area 4.6 km (2.5 NM)
R
1 Primary area 4.6 km (2.5 NM)
R
IAF
ea
IF
4.6 km (2.5 NM)
dary ar
at e
n
Seco
edi
4.6 km (2.5 NM)

rm
I nt e
t
en
FAF
e gm
hs
ac
pro rea IAF
ap ya
Final
l ar
tia nd
Ini eco a )
MAPt
S are NM
ary (2 .5
P rim k m M)
4.6 N
( 2.5
R1 R
IF km
4.6
area
Primary area
dary
te
n
d ia
Sec o
e
VOR
t e rmIn
FAF
Final
MAPt
R = 4.6 km (2.5 NM)

R1 = 2R
VOR
Figure II-2-4-3. Typical approach segment (45° and 90° turns)
23/11/06

18.5 km
(10.0 NM)
9.3 km (5 NM)
VOR VOR
Primary area
Buffer area
Less than 184.5 km (99.6 NM)
km
3.7 N M)
(2 . 0
18.5 km
(10.0 NM)
9.3 km 16%
(5 NM) 10%
VOR VOR
Primary area
Buffer area
More than 184.5 km (99.6 NM)
Figure II-3-1-2. Obstacle clearance areas for VOR

en-route navigation. Straight segment
23/11/06

Part II — Section 3, Chapter 1 II-3-1-9
18.5 km
(10.0 NM)
9.3 km (5 NM)
NDB NDB
Primary area
Buffer area
Less than 120 km (65 NM)
km
4.6 N M)
(2 . 5
18.5 km
(10.0 NM)
9.3 km 23%
(5 NM) 14%
NDB NDB
Primary area
Buffer area
More than 120 km (65 NM)
Figure II-3-1-3. Obstacle clearance areas for NDB

en-route navigation. Straight segment
23/11/06

18.5 km
(10.0 NM)
9.3 km (5 NM)
VOR NDB
Primary area
Buffer area
Less than 152 km (82.3 NM)
km 4
3.7 N M) (2.5.6 km
(2 . 0
NM
18.5 km )
(10.0 NM)
9.3 km 16% 23%
(5 NM) 10% 14%
VOR NDB
Primary area
Buffer area
More than 152 km (82.3 NM)
Figure II-3-1-4. Combination of VOR and NDB criteria
23/11/06

I-4-5-12 Procedures — Aircraft Operations — Volume II
PRECISION APPROACH
Altitude
Decision altitude (DA)

or
Decision height (DH)
Margin
or
lower limit
Based on operational consideration of:
– category of operation
– ground/airborne equipment characteristics
– crew qualifications Obstacle clearance
– aircraft performance altitude (OCA)
– meteorological conditions or
– aerodrome characteristics Obstacle clearance
– terrain profile/radio altimeter height (OCH)
– pressure error/pressure altimeter
– etc. For details see Annex 6. DA
DH
OCA
Margin. The margin is dependent on aircraft OCH
approach speed, height loss and altimetry and is
adjustable for the steep glide paths and high level
aerodromes.
The height of the highest approach obstacle

or of the highest equivalent missed approach
obstacle, whichever is greater.
Note.— Identification of obstacles is dependent

on:
– category of operation
– ILS geometry (glide path angle, distance
from localizer antenna to runway threshold,
reference datum height and localizer course
width) Threshold
– aircraft dimensions elevation
– missed approach climb gradient
– missed approach turnpoint
– use of autopilot (CAT II operations only).
Mean sea level
Figure I-4-5-3 a). Relationship of obstacle clearance altitude/height (OCA/H)

to decision altitude/height (DA/H) for precision approaches
This figure does not apply to Category H. See Section 4, Chapter 7.
15/3/07
23/11/06
No. 1

Part I — Section 4, Chapter 5 I-4-5-13
NON-PRECISION APPROACH
Altitude
Minimum descent altitude (MDA)

or
Minimum descent height (MDH)
Additional margin
or
Lower limit
Based on the operator’s consideration of:
– ground/airborne equipment characteristics
– crew qualifications Obstacle clearance altitude (OCA)
– aircraft performance or
– meteorological conditions Obstacle clearance height (OCH)
– aerodrome characteristics MDA
– location of guidance aid relative to runway
– etc. For details see Annex 6. MDH
OCA
Minimum obstacle clearance (MOC)
for the final segment OCH
Fixed margin for all aircraft

90 m (295 ft) without FAF
75 m (246 ft) with FAF
(FAF = final approach fix)
Note.— MOC may include an additional

margin in mountainous terrain and is
increased for remote and forecast
altimeter settings.
The height of the highest obstacle

in the final approach.
Note.— Identification of obstacles
according to areas associated with type
of facility used in the procedure.
Aerodrome elevation or threshold

elevation if more than 2 m (7 ft)
below the aerodrome elevation
Mean sea level
Figure I-4-5-3 b). Relationship of obstacle clearance altitude/height (OCA/H)

to minimum descent altitude/height (MDA/H) for non-precision approaches
(example with a controlling obstacle in the final approach)
20/11/08
15/3/07
23/11/06
1
No. 2

I-4-5-14 Procedures — Aircraft Operations — Volume II
VISUAL MANOEUVRING (CIRCLING)

Altitude
Minimum descent altitude

for circling (MDA)
or
Minimum descent height
for circling (MDH)
Additional margin
or
Lower limit
Based on the operator’s consideration of:
– aircraft characteristics
– meteorological conditions
– crew qualifications
– aerodrome characteristics Obstacle clearance altitude (OCA)
– etc. For details see Annex 6. or
Obstacle clearance height (OCH)
The OCH shall not be less than:

Category A 120 m (394 ft) MDA
Category B 150 m (492 ft)
Category C 180 m (591 ft) MDH
Category D 210 m (689 ft)
Category E 240 m (787 ft) OCA
OCH
Minimum obstacle clearance (MOC)

Category A & B 90 m (295 ft)
Category C & D 120 m (394 ft)
Category E 150 m (492 ft)
Note.— MOC may include an additional margin in
mountainous terrain and is increased for remote and
forecast altimeter settings.
Height of highest obstacle

in circling area
Aerodrome
elevation
Mean sea level
Figure I-4-5-3 c). Relationship of obstacle clearance altitude/height (OCA/H)

to minimum descent altitude/height (MDA/H) for visual manoeuvres (circling)
15/3/07
23/11/06
No. 1

Part I — Section 4, Chapter 8 I-4-8-3
cility
Homing fa VDF)
B,
(VOR, ND
Homing facility
(VOR, NDB, VDF)
Runway
Runway
Sector based on the quadrants of the compass Sector selected with respect to topography and obstacles
(Magnetic)
Figure I-4-8-1. Sector orientation

(5
9k
B UF
NM
m M)
)
(5 N
F ER
m
9k
R 46 km (25 NM) (5 NM)
VOR/DME 9 km
ZO NE
Figure I-4-8-2. Case of VOR/DME subsectors delimited by a DME arc

___________________
23/11/06

23/11/06
I-2-3-6
Table I-2-3-1. Turn construction parameter
15/3/07
No. 1
FTT (seconds)
c (seconds)
Bank Pilot
Segment or fix establishment reaction Outbound Heading
of turn location Speed (IAS)1 Altitude/height Wind Bank angle2 time time timing tolerance tolerance
Departure Final missed Turn at altitude/height: 95% omni- For turn area 3 3 N/A N/A
approach IAS Specified altitude/height directional wind or calculation: 15°
+ 10%, see 56 km/h (30 kt) for For establishment
Table I-4-1-1 or Turn at turn point: wind spirals of the average
I-4-1-23 A/D elevation + height based flight path:
on 10% climb from DER
15º until 305 m
(1 000 ft)
20º between
305 m (1 000 ft)
and 915 m
(3 000 ft)
25º above 915 m

(3 000 ft)
En-route 585 km/h (315 kts) Specified altitude 95% probability 15º 5 10 N/A N/A
wind, or ICAO
standard wind4
Procedures — Aircraft Operations — Volume II

Holding Table II-4-1-11 Specified altitude ICAO standard For conventional 5 6 10 5°
wind4 and RNAV except
RNP: 25°
For RNP: 23° for
FL < 245 and 15°
for FL > 245
N/A N/A N/A

Initial approach – Table I-4-1-1 or Specified altitude ICAO standard 25º 5 6 10 5
reversal and I-4-1-2 wind4 or statistical
racetrack wind
procedures

Part I — Section 2, Chapter 3
FTT (seconds)
c (seconds)
Bank Pilot
Segment or fix establishment reaction Outbound Heading
of turn location Speed (IAS)1 Altitude/height Wind Bank angle2 time time timing tolerance tolerance
Initial approach – CAT A, B – CAT A, B — 1 500m ICAO standard 25º 5 6 N/A 5
DR track 165 to 335 km/h (5 000 ft) wind4
procedures (90 to 180 kts)
DR leg; 56 km/h
CAT C, D, E – (30 kts)
335 to 465 km/h CAT C, D, E — 3 000 m
(180 to 250 kts) (10 000 ft)
IAF, IF FAF See Table I-4-1-1 Specified altitude 95% omni- 25º 5 6 N/A N/A
and I-4-1-2 directional wind or
56 km/h (30 kt)
Use initial
approach speed for
turn at IAF or IF
Use maximum
final approach
speed for turn at
FAF.
Missed approach Table I-4-1-1 or A/D elevation + 300 m 56 km/h (30 kt) 15º 3 3 N/A N/A
I-4-1-23 (1 000 ft)
Visual manoeuvring See Table I-4-1-1 A/D elevation + 300 m 46 km/h (25 kt) 25º N/A N/A N/A N/A
using prescribed and I-4-1-2 (1 000 ft)
track
Circling See Table I-4-1-1 A/D elevation + 300 m 46 km/h (25 kt) 20º N/A N/A N/A N/A
and I-4-1-2 (1 000 ft)
GENERAL NOTES: 1. For the specific application of the parameters in the table, see the applicable chapters.
2. The rate of turn associated with the stated bank angle values in this table shall not be greater than 3º /s, except for visual
manoeuvring using prescribed track.
Note 1.— Where operationally required to avoid obstacles, reduced speeds as slow as the IAS for intermediate missed approach may be used, provided
the procedure is annotated “Missed approach turn limited to _______ km/h (kt) IAS maximum.”
23/11/06
Note 2.— The conversion from IAS to TAS is determined using a temperature equal to ISA at the corresponding altitude plus 15º C. Holding procedures
15/3/07
I-2-3-7
No. 1
are an exception; the calculation formula includes correction for compressibility and appears in Part II, Section 4, Appendix to Chapter 1.

6.10. RISK MANAGEMENT
6.10.1. RISK MANAGEMENT is the part of the decision making process which relies on
situational awareness, problem recognition, and good judgment to reduce risks
associated with each flight.
6.10.2. Know that the four fundamental risk elements: the pilot,
pilo t, the aircraft, the
environment, and the type of operation that comprise any given aviation
situation.
RISK ELEMENT
PILOT AIRPLANE ENVIRONMENT OPERATION
• The pilot's fitness • The airplane's • Factors, such as • The purpose of the
to fly must be performance, weather, airport flight is a factor
evaluated limitations, conditions, and the which influences
including equipment, and availability of air the pilot's decision
competency in the airworthiness must traffic control on undertaking or
airplane, currency, be determined. services must be continuing the
and flight examined. flight.
experience.
SITUATIONAL AWARENESS
• To maintain situational awareness, an accurate perception must be attained of how the pilot,
airplane, environment, and operation combine to affect the flight.
6.10.2.1. Pilot
Pilot—A A pilot must continually make decisions about competency,
condition of health, mental and emotional state, level of fatigue, and many
other variables.
6.10.2.2. Airplane—A
Airplane A pilot will frequently base decisions on the evaluations of the
airplane, such as performance, equipment, or airworthiness.
6.10.2.3. Environment—This
Environment This encompasses many elements not pilot or airplane
related. It can include such factors as weather, air traffic control, navaids,
terrain, takeoff and landing areas, and surrounding obstacles. Weather is
one element that can change drastically over time and distance.
6.10.2.4. Operation—The
Operation The interaction between the pilot, airplane, and the
environment is is greatly influenced by the purpose of each flight operation.
The pilot must evaluate the three previous areas to decide on the
desirability of undertaking or continuing the flight as planned. It is worth
asking why the flight is being made, how critical is
i s it to maintain the
schedule, and is the trip worth the risks?
6.10.2.5. SITUATIONAL AWARENESS – is the accurate perception and
understanding of all the factors and conditions within the four fundamental
undamental
risk elements that affect safety before, during, and after thethe flight.

6.11. HAZARDOUS ATTITUDES
6.11.1. Hazardous attitudes can lead to poor decision making and actions that involve
unnecessary risk.
6.11.2. The pilot must examine decisions carefully to ensure that the choices have not
been influenced by hazardous attitudes and be familiar with positive alternatives
to counteract the hazardous attitudes.
THE FIVE HAZARDOUS ATTITUDES
1. Anti-Authority: This attitude is found in people who do not like anyone telling them
"Don't tell me." what to do. In a sense, they are saying, "No one can tell me what
to do." They may be resentful of having someone tell them what to
do, or may regard rules, regulations, and procedures as silly or
unnecessary. However, it is always your prerogative to question
authority if you feel it is in error.
2. Impulsivity: This is the attitude of people who frequently feel the need to do
"Do it quickly." something, anything, immediately. They do not stop to think about
what they are about to do; they do not select the best alternative,
and they do the first thing that comes to mind.
3. Invulnerability: Many people feel that accidents happen to others, but never to
"It won't happen to them. They know accidents can happen, and they know that
me." anyone can be affected. They never really feel or believe that they
will be personally involved. Pilots who think this way are more
likely to take chances and increase risk.
4. Macho: Pilots who are always trying to prove that they are better than
"I can do it." anyone else are thinking, "I can do it –I'll show them." Pilots with
this type of attitude will try to prove themselves by taking risks in
order to impress others. While this pattern is thought to be a male
characteristic, women are equally susceptible.
5. Resignation: Pilots who think, "What's the use?" do not see themselves as being
"What's the use?" able to make a great deal of difference in what happens to them.
When things go well, the pilot is apt to think that it is good luck.
When things go badly, the pilot may feel that someone is out to get
me, or attribute it to bad luck. The pilot will leave the action to
others, for better or worse. Sometimes, such pilots will even go
along with unreasonable requests just to be a "nice guy."
HAZARDOUS ATTITUDES ANTIDOTES

Anti-authority: This attitude is found in pilots who resent any
external control over their actions. They have a tendency to Follow the rules.
disregard rules and procedures. “The regulations and SOPs They are usually right.
are not for me.”
Impulsivity: This attitude is found in pilots who act too quickly,
who tend to do the first thing that pops up in their mind. Not so fast. Think first.
“I must act now, no time to waste.”
Invulnerability: This attitude is found in pilots who act as
though nothing bad can happen to them. Many pilots feel the
It could happen to me.
accidents happen to others but never happen to them. Those
who think this way are merely taking chances and running
unwise risk. “It won’t happen to me.” Famous last words.
Macho: This attitude is found in pilots who continually try to
prove themselves better than others. They tend to act with Taking chances is
overconfidence and attempt difficult task for the admiration it foolish.
gains them. The infamous “Watch This!”..
Resignation or Complacency: This attitude is found in pilots
who believe that they have little or no control over their
circumstances. They might feel, “What’s the use?” These
I'm not helpless. I can
pilots might also deny that a problem is as it appears and
make a difference.
believe, “It’s not as bad as they say.” It’s unlikely that they
would take charge of a situation, and they might even go along
with unreasonable requests just to be a nice guy.
Another common feeling is, “They are counting on me, I
can’t let them down.”
Press-On-It is: (Or Get-Home-It is) The urge to complete a
task or mission regardless of the surrounding circumstances.
Many pilots are so mission-oriented to the point of disregarding
Think the options or
flight safety in attempting just to accomplish the mission.
alternatives
“By hook or by crook, I must land this damn aircraft,
now!” It appears that aborting a mission for safety reasons or a
go-around constitutes a loss of face.
6.12. OPERATIONAL PITFALLS

6.12.1. There are a number of classic behavioral traps into which pilots have been
known to fall. Pilots, particularly those with considerable experience, as a rule,
always try to complete a flight as planned, please passengers, and meet
schedules.
6.12.2. The basic drive to meet or exceed goals can have an adverse effect on safety,
and can impose an unrealistic assessment of piloting skills under stressful
conditions. These tendencies ultimately may bring about practices that are
dangerous and often illegal, and may lead to a mishap.
OPERATIONAL PITFALLS
Poor decision making may be based upon an emotional
Peer Pressure response to peers, rather than evaluating a situation
objectively.
A pilot displays mind set through an inability to recognize and
Mind Set
cope with changes in a given situation.
This disposition impairs pilot judgment through a fixation on
Get-There-It is the original goal or destination, combined with a disregard for
any alternative course of action.
A pilot may be tempted to make it into an airport by
descending below minimums during an approach.
There may be a belief that there is a built-in margin of error in
Duck-Under Syndrome
every approach procedure, or a pilot may want to admit that
the landing cannot be completed and a missed approach must
be initiated.
This occurs when a pilot tries to maintain visual contact with
Scud Running
the terrain at low altitudes while instrument conditions exist.
Spatial disorientation or collision with ground/obstacles may
Continuing Visual Flight
occur when a pilot continues VFR into instrument conditions.
Rules (VFR) into
This can be even more dangerous if the pilot is not
Instrument Conditions
instrument-rated or current.
This pitfall can be caused by allowing events or the situation
Getting Behind the to control pilot actions.
Aircraft A constant state of surprise at what happens next may be
exhibited when the pilot is getting behind the aircraft.
In extreme cases, when a pilot gets behind the aircraft, a loss
Loss of Positional or of positional or situational awareness may result.
Situational Awareness The pilot may not know the aircraft's geographical location, or
may be unable to recognize deteriorating circumstances.
Ignoring minimum fuel reserve requirements is generally the
Operating Without
result of overconfidence, lack of flight planning, or
Adequate Fuel Reserves
disregarding applicable regulations.
The duck-under syndrome, as mentioned above, can also
Descent Below the MEA
occur during the en route portion of an IFR flight.

The assumed high performance capability of a particular
Flying Outside the
aircraft may cause a mistaken belief that it can meet the
Envelope
demands imposed by a pilot's overestimated flying skills.
A pilot may rely on short- and long-term memory, regular
Neglect of Flight Planning,
flying skills, and familiar routes instead of established
Preflight Inspections, and
procedures and published checklists.
Checklists
This can be particularly true of experienced pilots.
6.13. Irrational behavior and emotional weaknesses

6.13.1. WHEN YOU ARE TOLD YOU HAVE A PROBLEM (or WEAKNESS) ADMIT IT!
If you are told you are having problems with your command training. You better
believe it! Do not give silly excuses and try to defend yourself. Otherwise they
might as well promote you to the rank of captain without this training
programme, if you always have a reason to rebuff what they point out to you!
6.13.2. THE UN-TEACHABLE: Most people will only regard such defensive acts and
attitudes as being “un-teachable” and irritating, when this invisible tag is placed
on your neck, you are in serious trouble indeed. Being too defensive or full of
excuses is a sure way to be reactivated as an FO back to your original Fleet!
6.13.3. THEY KNOW THEIR JOB: Let’s face it, the instructors or Management are
people with a lot more flying experience than you. They have conducted many
command training courses over the years. They know their job, so do not blame
them with things such as “Personality clash”, “So and so does not like my face”,
“He is biased!” etc. Instead, you should look in the mirror and ask yourself that
soul-searching question, “Do I have those problems?” If the answer is a “YES”,
start working straight away to overcome them. Never give up, quickly learn and
correct those mistakes the instructors pointed out to you. Never argue, never
be defensive. Just listen, learn and fix those weaknesses in you.
6.13.4. PROBLEM SPOTTING & RECOGNITION: Problems that are spotted in the
early phases have a better chance of being fixed simply because you have more
time to work on it. Problems developed at the final stages of command training
are more difficult to overcome. Therefore, being a command trainee, it is in
your own interest to seek advice and assistance from your line instructors as
well as your LOFT instructors, especially in areas mentioned during their debrief
sessions with you that might have strong impact in your performance appraisal
and grading. Discuss your areas of concern with your mentor; your mentor is
your best bet in problem solving concerning yourself. Ultimately what is most
important is that you must first be able to recognise your own weakness and
problem, otherwise how are you supposed to fix them if you do not know they
exist in the first place?
6.13.5. THE MENTOR – YOUR BEST FRIEND: All of us found the mentor-trainee
relationship especially beneficial during our command training. Perhaps it was
our fortune to have such a selfless mentor, who even spent his precious
personal free time to render extra help to us by conducting many extra LOFT
sessions in the flight simulator, and transmitting feedback to us from the
Management regarding our progress in the programme.
6.13.6. IS THE COMMAND TRAINING PROGRAMME FAIR? Honestly, Management
would like to see all of you making it, no effort will be spared and all available
resources will be utilized to make sure that you make it. Otherwise, it does not
quite make sense to select you, spend time and resources to train you, and
then to terminate and cast you off, if you have all the attributes to be one!

Pilot Notes

Pilot Notes

Pilot Notes

Pilot Notes

7. PERFORM LANDING
regulations regarding landing operations
7.1.1. Know and comply with Approach and Landing guidance in the COM, FCOM,
SOP and FCTM
7.1.2. Know and comply with applicable guidance from Arrival Procedures in the
AIM/AIP
7.2. Landing Performance Restriction
7.2.1. Climb Gradient of Go-Around In Phase Of Approach Or Landing
7.2.1.1. If performing go-around in phase of missed approach or landing, the climb
gradient of airplane shall be required and confirmed as able to clear ground
and obstacles, and reach the altitude of the level of flight.
7.2.1.2. The climb gradient required is limited by air density and the weight of
airplane when the airplane performs the go-around. The air density is
limited by airport pressure altitude and temperature.
7.2.1.3. In order to easily operate, landing performance regarding of climb gradient
of go-around in phase of approach or landing is presented as approach
climb or landing climb limited weight for altitude and temperature.
7.2.2. Climb Limited Landing Weight
7.2.2.1. In case of a go-around in phase of missed approach or landing, regulations
require minimum climb gradients. Configuration in approach climb and
landing climb must be made.
7.2.2.2. When a type of airplane served as civil transportation is made by airplane
manufacturers and certified by airworthiness, the minimum gradients
required and the configurations defined (in phase of approach climb and
landing climb) must be in compliance of regulations as provided in Table
Minimum Climb Gradient Required and Configuration defined by Regulation
Configuration Minimum Gradients

Segment
Number of engines
Gear Flaps Thrust Speed
2 3 4
1. One Engine Inoperative
Approach
Approach Up 2. Takeoff/Go-Around (TOGA) 1.5 Vs 2.1% 2.4% 2.7%
Position
Thrust On Remaining Engines
Landing
Landing Down Takeoff Thrust On All Engines 1.3 Vs 3.2% 3.2% 3.2%
Position
7.2.2.3. The approach flap setting is defined by the stall speed Vs for a specific
configuration. The Vs for the approach configuration may not exceed 110
percent of the Vs for landing configuration.
7.2.2.4. The takeoff thrust on all engines in landing configuration, as provided in
Table is a selected thrust that is available 8 second after thrust level
advancement from idle to maximum takeoff thrust.
7.2.2.5. With calculating airplane performance in approach climb with missed
approach, one engine inoperative (failure) is considered. But, speed at
initial missed approach, vertical profile of missed approach, configurations
of flaps (or slats/flaps) and landing gears during missed approach, and
climb gradient required within missed approach are different from Engine
Out Procedures (EOP) for takeoff.
7.2.2.6. Consequently, the application of EOP for takeoff is not recommended in the
phase of missed approach. In flight operations, flight crew should follow
missed approach procedures in JEPPESEN AIRWAY MANUAL.

7.2.3. Field Length of Runway
7.2.3.1. Due to airplane stopping in front of the end of runway, the runway shall be
confirmed as able to provide enough field length for landing.
7.2.3.2. The field length for landing is limited by airspeed, landing weight, wind
component, brake and anti-skid performance, reverse thrust, runway
condition (for example, wet or slippery), and airport pressure altitude.
7.2.3.3. For operation, the landing performance is also presented as field length
limited landing weight.
7.2.3.3.1. Definitions - The definitions of demonstrated landing distance are the
distance required to land, and brings the airplane to a complete stop from a
height of 50 ft above the runway.
7.2.3.3.2. This distance was determined with various weights, airport elevations, and
wind components under the conditions as below,
7.2.3.3.2.1. Dry runway
7.2.3.3.2.2. ISA temperature
7.2.3.3.2.3. Reference speed (VREF) = 1.3 Vs down to a height of 50 ft above the
runway.
7.2.3.4. Landing Distance Available
7.2.3.4.1. The field surface designated by the airport authorities as usable for landing
and rolling in a certain direction, free of obstacles, and able to bear the
airplane weight.
7.2.3.4.2. VREF and VTH
7.2.3.4.2.1. The target speed in landing configuration at a height of 50 ft above the
runway for a normal landing is VREF
7.2.3.4.2.2. Landing Reference Speed VREF = Threshold Speed VTH = 1.3 Vs
7.2.3.4.2.3. Vs = stall speed with landing configuration
7.2.3.5. Landing Distance Required By Regulations
7.2.3.5.1. In CFR.121.195, and JAR OPS1.515, the demonstrated landing distance
(without using thrust reverses) based on the landing weight estimated from
normal fuel consumption, may not exceed 60% of the available landing
distance (i.e. the required landing distance must be at least 1.67 times the
demonstrated landing distance that means actual landing distance
7.2.3.5.2. For flight planning purposes, the required runway length must be increased
by 15 percent if the runway is wet (with the exception of alternate airports).
This margin can be reduced if the airplane manufacturer can demonstrate
that the airplane is able to land on a wet runway with a lesser margin.
7.2.3.5.3. In this case the landing distance required for a wet runway is 1.15 times the
landing distance required on dry runway.
7.2.3.6. Landing Distance Required By Regulations (Wet Runway) = 115% of
Landing Distance Required By Regulations (Dry Runway)
7.2.3.6.1. In operating landing, flight crew should use the demonstrated (actual)
landing distance provided in landing performance data in manuals and make
sure that demonstrated (actual) landing distance is less than landing
distance available (= runway length).
7.2.3.6.2. In planning, operations dispatchers should use landing distance required
provided in landing performance charts (involving factor 1.67) in manuals
and make sure that landing distance required is not over landing distance
available (runway length).
7.2.3.6.3. However, flight crew can use FCOM to determine the demonstrated (actual)
landing distance before landing, and make sure of the demonstrated (actual)
landing distance not over landing distance available (runway length).
7.2.3.6.4. The demonstrated (actual) landing distance depends on braking settings
applied and other conditions such as runway slope, wind component, runway
conditions, and others, but does not consider factor 1.67. Do not multiple
demonstrated (actual) landing distance by 1.67.

7.2.3.7. Runway Conditions
7.2.3.7.1. The Landing distances in the certified flight manual are based on a hard,
smooth, and dry runway surface. If the runway is wet, slippery, or
contaminated (standing water, slush, snow, or ice), the friction coefficients
between runway and tire will be changed as well as the rolling friction
coefficient of the tires.
7.2.3.7.2. The technical term for the deterioration of the friction coefficient on a wet,
slippery, contaminated runway is called “Hydroplaning”
7.2.3.7.3. Viscous Hydroplaning

7.2.3.7.3.1. A thin layer of water acts as a lubricant between tire and runway as
shown and significantly reduces the friction coefficient even down to
taxiing speeds
7.2.3.7.3.2. Zone 1 of Foot Print: Impinged area is very little or almost not existed.
7.2.3.7.3.3. Zone 2 of Foot Print: Viscous area is the greatest area
7.2.3.7.3.4. Zone 3 of Foot Print: Touched area is less
7.2.3.7.3.5. This kind of hydroplaning will seldom be encountered on runways with a
grooved surface, because rubber deposits existed on the touchdown areas
where both sides of the runway and result in smooth surface. This
phenomenon is most likely to be encountered on a slippery surface.
7.2.3.7.4. Dynamic Hydroplaning
7.2.3.7.4.1. Dynamic hydroplaning results in a complete loss of tire friction. It also
results in no rotation of the tire or even reversed rotation. Furthermore,
wheels will be lifted off ground surface due to water existing wheels and
ground surface. Then, the airplane loses control on the ground. It is the
most dangerous hydroplaning.
7.2.3.7.4.2. Dynamic hydroplaning does not often occur on runways with a rough
textured surface, or on grooved runways. On airplanes with dual tandem
wheels, there only are front wheels affected.
7.2.3.7.4.3. The speed at which dynamic hydroplaning might be expected can be
approximated by the formula provided as below:
P = Tire pressure (psi)

Ρs = specific gravity of the contaminant on runway, e.g. 0.83 for slush
 
7.2.3.7.4.3.1. Specific gravity means that the ratio of the density of a material to
the density of water.
7.2.3.7.4.3.2. If the specific gravity of a material is less than 1.0, it will float in
water but if it is greater than 1.0, it will sink.

7.2.3.7.5. Reverted Rubber Hydroplaning
7.2.3.7.5.1. Reverted rubber hydroplaning as shown may be encountered at speeds
above 20 kt, when a locked wheel skids over a wet runway and is lifted by
a steam pad.
7.2.3.7.5.2. The energy generated by steam will melt the rubber of wheel, and the
fragment of rubber will be deposited on ground surface. The rubber
deposits onto ground surface will further reduce friction.
7.2.3.7.5.3. This kind of hydroplaning is dangerous because it results in less friction
similar to ice-covered runway.
7.2.3.7.5.4. On runways contaminated with ice, the tire pressing onto the ice
generates a thin layer of water that reduces the friction forces.
7.2.3.7.5.5. At low speeds, the tire has got more time to melt the ice. Because of this
phenomenon, the friction coefficients in case of ice-covered runway will be
reduced with decreasing speed.
7.3. Perform normal landing

7.3.1. Perform appropriate communications during landing
7.3.2. Manage crew activities during landing
7.3.3. Monitor Visual Aim Point
7.3.3.1. Aim at the desired gear touchdown point on the runway
7.3.3.2. Adjust the final approach glide path until the selected point appears
stationary in relation to the airplane (the point does not move up or down
in the pilot’s field of view during the approach).Perform Flare and
Touchdown
7.3.4. Perform Flare and Touchdown
7.3.4.1. Shift the visual sighting point to the far end of the runway to point assists
in controlling the pitch attitude during the flare.
7.3.4.2. Maintaining a constant airspeed and descent rate assists in determining
the flare point.
7.3.4.3. Initiate the flare at approximately 20 feet above the runway by increasing
pitch attitude approximately 2° - 3°.
7.3.4.4. Smoothly Retard Thrust Levers to idle.
7.3.4.5. Observe lowering of the nose to the runway after touchdown
7.3.5. Perform Landing Roll
7.3.5.1. Disengage autopilot and control airplane manually
7.3.5.2. Observe (PF & PM) auto speedbrakes lever deployment
7.3.5.3. Call (PM) “Speedbrakes up or not up”, if not up (PF) Manually deploy
the speedbrakes
7.3.5.4. Observe smooth lowering of the nose wheel to the runway immediately
after touchdown
7.3.5.5. Ensure auto braking activation and monitor operation
7.3.5.6. Use Reverse Thrust
7.3.5.6.1. Move the reverse thrust levers to the interlock and hold light pressure until
interlock release
nd
7.3.5.6.2. Reverse symmetrical engine reverse thrust levers limit at 2 detent
7.3.5.6.3. Know that when required reverse may be applied maximum up to GA N1
7.3.5.6.4. Know that reverse reduce landing distance on slippery runway
7.3.5.6.5. Know that reverse application maximum up to 70% during strong crosswind
to ensure controllability and recovery
7.3.5.6.6. Start movement reverse thrust to idle reverse at 60 knots
7.3.5.6.7. Reverse thrust at idle detent before taxi speed
7.3.5.7. Disarm autobrake before taxi speed transition to manual manual braking
7.3.5.8. Communicate with ATC tower for turn off instructions
7.3.5.9. Turn off runway
7.3.5.9.1. Know that rapid exit taxiway maybe used for maximum of 60 knot
7.3.5.9.2. Know that rapid exit taxiway maybe use for maximum of 50 knot on wet
runway with more than 1800 m of length
7.3.6. Perform Crosswind Landing
CROSSWIND LANDINGS
LANDINGS
Runway
Runway Condition
Condition Dry Wet Standing
Standing Water/Slush
Water/Slush
Water/Slush
Crosswind Component
Component 40
40 Knots*
Knots* 40
40 Knots* 20 Knots
Note: Reduce
Reduce crosswind
crosswind guidelines
guidelines
guidelines by
by
by 5
5
5 knots
knots
knots on
on
on wet
wet
wet or
or
or contaminated
contaminated
contaminated runways
runways
runways
runways
whenever
whenever asymmetric
asymmetric reverse
reverse thrust is used.
*Sideslip
Sideslip only (zero crab)
crab) landings
landings are not recommended
recommended with with crosswind
crosswind
components in excess of 17 knots at flaps 15
15,, 20 knots at flaps 30
30,, or 23 knots at flaps 40.
Touchdown in a crab only condition is
is not
not recommended
recommended whenwhen landing
landing on
on aa dry runway
runway
in strong crosswinds. EHSI mode EXP VOR/ILS to to provide
provide HDG
HDG Up.
Up.
On very slippery runways,
runways, landing the airplane using
using crab only reduces drift toward the
downwind
downwind side
side at
at touchdown,
touchdown, and
and may
may reduce
reduce pilot
pilot workload
workload
workload since
since
since the
the
the airplane
airplane
airplane does
does
does not
not
not have
have
have
to be de
de-crabbed
crabbed before touchdown.
touchdown. Apply
Apply Reverse
Reverse Thrust
Thrust not
not more
more than
than 70% N1
7.3.7. Perform Tailwind

Tail wind Landing
7.3.7.1. Know that maximum is 1010 kts
kts tailwind
tailwind component
7.3.7.2. Know that N1% reduce approximately
approximately byby ½ of tailwind component
7.3.7.3. Know that floating tendency
tendency during tailwind, use auto brake 3 or M
Max
ax
7.3.8. Bounced Landing Recovery
Recovery
7.3.8.1. Know that
that bouncing
bouncing during
during aa landing
landing usually
usually is
is the
the result
result of
of one
one or
or more
more of
of
the following factors:
7.3.8.1.1. Loss
Loss of
of visual
visual references;
references;
7.3.8.1.2. Excessive sink rate;
7.3.8.1.3. Late flare initiation;
7.3.8.1.4. Incorrect
Incorrect flare
flare technique;
technique;
7.3.8.1.5. Excessive
Excessive airspeed;
airspeed; and/or,
and/or,
7.3.8.1.6. Power-on
Power- on
on touchdown
touchdown (preventing
(preventing the
the automatic
automatic extension
extension of
of
of ground
ground
ground spoilers,
spoilers,
spoilers,
as applicable).
7.3.8.2. Recovery from a Light Bounce (Five Feet or
or Less)
Less)
7.3.8.2.1. Hold or re re-establish
establish a normal landing landing pitch
pitch attitude
attitude (do
(do not
not increase pitch
attitude,
attitude, because
because this
this could
could lead
lead toto aa tail
tail strike);
strike);
7.3.8.2.2. Continue the landing;
7.3.8.2.3. Use power as required to to soften
soften the
the second
second touchdown
touchdown,
touchdown,, if if the
the thrust
thrust llevers
evers
are
are then
then retarded
retarded to to idle,
idle, automatic
automatic speedbrake
speedbrake
speedbrake deployment
deployment
deployment can can
can occur
occur
occur
resulting
resulting inin aa loss
loss of
of lift
lift and
and nose
nose upup pitching
pitching moment
moment
moment which
which
which can
can
can result
result
result in
in
in aa
a
tail
tail strike
strike or
or hard
hard landing
landing on on aa subsequent
subsequent touchdown
touchdown
touchdown
7.3.8.2.4. Thrust
Thrust need
need not
not be
be added
added for for aa shallow
shallow bounc
bounce
bounce or skip;
skip
skip; and,
7.3.8.2.5. Be aware of the increased landing distance.
7.3.8.3. Recovery from
from aa High
High Bounce
Bounce (More
(More Than
Than Five
Five Feet)
Feet)
When a more severe bounce
bounce occurs,
occurs, do
do not
not attempt
attempt toto land,
land
land,, because
because the
the
remaining
remaining runway
runway may
may be
be insufficient
insufficient for
for aa safe
safe landing.
landing.
landing.
7.3.8.3.1. Hold
Hold oror establish
establish aa normal
norm
normal landing pitch attitude (do (do not increase pitch
attitude,
attitude, because
because this
this could
could lead
lead to
to aa tail
tail strike);
strike);
7.3.8.3.2. Apply go
go- -around
around thrust and use normal go go-around
around procedures.
7.3.8.3.3. Do
Do not
not retract
retract the
the landing
landing gear
gear until
until aa positive
positive rate
rate
rate of
of
of climb
climb
climb isis
is established
established
established
because a second
second touchdown
touchdown may may occur
occur during
during the
the go
go-around.
around.
7.3.8.3.4. Be prepared for a second touchdown
touchdown;
7.3.8.3.5. Be
Be alert
alert to
to apply
apply forward
forward pressure
pressure on on the
the control
control column
column andand reset
reset the
the pitch
pitch
trim
trim as
as the
the engines
engines spool;
spool;
7.3.8.3.6. When
When safely
safely established
established in in the
the go
go-around
go around and when no risk risk remains o off
touchdown
touchdown (steady
(steady positive
positive rate
rate of of climb), follow normal
n ormal go go--around
around
procedures.
7.3.9. Commitment to a Full
Full--stop
stop Landing
A fter the thrust reversers have been
After been deployed
deployed (even
(even at
at reverse
reverse idle),
idle), the
landing must be completed
completed to to a
a full
full stop
stop because aa successful go
go-ar
around
ound
may not be possible.

7.3.10. Landing Climb (All Engines Operating) COM 1.8.7.4
7.3.10.1. In the landing configuration the steady gradient of climb shall not less
than 3.2% for all aircraft.
7.3.10.2. Operational factors when applying this requirement:
7.3.10.2.1. Forecast temperature
7.3.10.2.2. Elevation of the airport
7.3.10.2.3. Expected consumption of fuel
7.3.10.3. Performance information is base on:
7.3.10.3.1. All engines operating at the power that is available 8 seconds after initiation
of movement of the power levers from the minimum flight idle to the take-
off position
7.3.10.3.2. Climb speed not in excess 1.3 VS
7.3.10.3.3. Landing Configuration (Gear down & Landing Flaps)
7.3.11. Stop Distance Required base on IRS Groundspeed
Brakes On IRS Ground Speed & Reverse #2 Detent
Autobrake 130 132 134 136 138 140 142 144 146
# 2 3900 4000 4075 4150 4225 4300 4400 4500 4600
# 3 3400 3500 3600 3700 3800 3900 4000 4100 4200
Max 2200 2250 2300 2350 2400 2450 2500 2550 2600
Landing Distance required = stop distance required + TDZ (954 ft)
7.3.12. Threshold “NO OPTION” Fuel = 550 Kg or 1,200 Lb
7.3.12.1. When QRH.NNC. Minimum Fuel Operation is imposed (main tank 453
kgs X 2 = total 900 kg), before initiate a go-around check above threshold
fuel is not less than 550 kg there is no option but land.
7.3.12.2. “Insufficient Fuel” displayed on FMC when total fuel 900 kg or less
7.3.12.3. Minimum 550 kgs/1,200 lbs of Fuel is required for:
7.3.12.3.1. Go-Around at threshold; and
7.3.12.3.2. Climb to 1,000 ft AGL; and
7.3.12.3.3. Fly Circuit Pattern; and
7.3.12.3.4. Intercept 3° glide path (PAPI or VASI) at 2.5 NM from touchdown; and
7.3.12.3.5. Continue to land with no fuel remaining
7.3.12.4. Know that “Normal Phase” fuel remaining after landing or above
threshold before divert to destination is not less than Reserve Fuel
(Alternate + Hold)
7.3.12.5. Know that “Abnormal Phase” fuel remaining after landing or above
threshold before divert to destination is less than Reserve Fuel (30
minutes Holding Fuel has been used), but still be able divert to
destination Alternate. Consider No ALTN Req. Fuel when weather
forecast/reported within 1 hr before & after ETA (Visibility> 5km and
Ceiling 2,000’ HAA) to avoid Abnormal/Emergency Phase
7.3.12.6. Know that “Emergency Phase” fuel remaining after landing or above
threshold before divert to destination is less than 30 minutes Holding
Fuel without alternate (Alternate Fuel has been used)
7.3.12.7. Know that declaring “Minimum Fuel” to ATC is not declaring an
“Emergency Fuel” but to inform ATC that we are require an immediate
landing (if further delay is imposed the condition become an Emergency)
7.4. Runway and other Marking
7.4.1. Aim Point
7.4.1.1. Annex 14 chapter 5.2.5.4 state that the aiming point marking shall
commence no closer to the threshold than the distance indicated in the
appropriate column of Table 5-1, except that, on a runway equipped with
a visual approach slope indicator system, the beginning of the marking
shall be coincident with the visual approach slope origin.

7.4.1.2. Visual aim points versus gear touchdown point differences increase as glide
path angle decreases as in a flat approach.
7.4.1.3. Flare distance is approximately 1,000 to 2,000 feet beyond the threshold
7.4.2. Touchdown Zone

7.4.2.1. A touchdown zone marking shall consist of pairs of rectangular markings
symmetrically disposed about the runway centre line with the number of
such pairs related to the landing distance available and, where the marking
is to be displayed at both the approach directions of a runway, the distance
between the thresholds, as follows:
Landing distance available or the distance between Pair(s) of thresholds markings
900 m up to 1,200 m up to 1,500 m up to
less than 2,400 m or
but not including but not including but not including
900 m more
1,200 m 1,500 m 2,400 m
1 2 3 4 6
7.4.2.2. The pairs of markings shall be provided at longitudinal spacing of 150 m
beginning from the threshold except that pairs of touchdown zone
markings coincident with or located within 50 m of an aiming point
marking shall be deleted from the pattern.
7.4.3. Apron Marking
7.4.3.1. NO PARKING AREA for vehicles is indicated by red hatchings inside a red
border.
7.4.3.2. AIRBRIDGE WHEEL POSITION. The area under an airbridge has to be kept
free of vehicles and equipment to ensure the safe operation of the
airbridge. Wheel positions are recommended for the airbridge itself, using
either a square or circle, to locate the airbridge in a safe position if not in
use and to allow aircraft to enter the stand safely
7.5. Runway Lighting

7.5.1. Runway Edge Lighting is white except in the following instances:
7.5.1.1. Caution Zone Lighting
7.5.1.1.1. On ILS equipped runways without centerline lighting, yellow runway edge
lighting as illustrated, is installed on the upwind 600 m (2,000 ft) or one
third of the lighted runway length available, whichever is the less.
7.5.1.1.2. The yellow ‘caution zone’ so formed gives a visual warning of the
approaching runway end.
7.5.1.2. Stopway Lighting
7.5.1.2.1. Where stopway is provided at the end of a runway, the declared stopway is
delineated by red edge and end lighting as illustrated showing ONLY in the
direction of landing.
7.5.1.2.2. A stopway is provided for emergency use only and is not normally
suitable for routine use.
7.5.1.3. Runway Threshold and Runway End Lighting
7.5.1.3.1. Runway threshold lighting is green and indicates the start of the available
landing distance.

7.5.1.3.2. Runway end lighting is red and marks the extremity of the runway that is
available for maneuvering.
7.5.1.3.3. Pilots must NOT land before the green threshold lighting nor continue a
landing roll or taxi beyond the red runway end lights.
7.5.2. Runway Centerline Lighting
7.5.2.1. Colour Coded Centerline
7.5.2.1.1. High intensity centerline lighting is provided in addition to edge lighting on
runways equipped for low visibility operations.
7.5.2.1.2. The centerline lighting is colour coded in order to warn a pilot of the
approaching end of the runway;
7.5.2.1.2.1. White Centerline lighting extends from the threshold to 900m (3,000ft)
from the runway end,
7.5.2.1.2.2. The following 600m (2,000 ft) is lit with alternate white and red lights,
7.5.2.1.2.3. And the final 300m lit by red centerline lighting
7.5.2.2. Touchdown Zone Lighting
7.5.2.2.1. On runways equipped for Category II and III approaches, additional lighting
consisting of two rows of white barrettes is installed in order to provide
textural cues in the touchdown area.
7.5.2.2.2. The additional lighting extends from the threshold either for 900m or to the
midpoint of the runway whichever is the lesser distance.
7.6. Other Lighting

7.6.1. Taxiway Lighting
7.6.1.1. At those aerodromes equipped for low visibility operations, taxiways are
equipped with green centerline lighting, otherwise blue edge lighting is
provided.
7.6.1.2. Where green centerline lighting is provided, blue taxiway edge lighting
may also be installed as additional guidance on sections of taxiway that are
difficult to negotiate.
7.6.1.3. Edge markers are blue and centerline studs are green.
7.6.2. Colour Coded Taxiway Centerline Lighting
7.6.2.1. Where part of a taxiway equipped with centerline lighting lies within the
ILS Sensitive Area or is sufficiently close to a runway that aircraft on that
part of the taxiway would present an obstruction to aircraft landing or
taking-off;
7.6.2.2. That part of the taxiway will be identified by alternate green and yellow
centerline lights. Pilots should avoid stopping with any part of their aircraft
in such areas.

7.6.3. Colour Coded High-speed Exit Taxiway Lighting
7.6.3.1. High-speed exit taxiway will be identified by alternate green and yellow
centerline lights from runway to hold line.
7.6.3.2. To provide high speed taxi for landing aircraft up to 60 knots (Dry) and 50
knots (Wet) to vacate the runway
7.6.3.3. This to ensure that you are still not clear of the runway
7.6.4. Stop Bars and Lead-on Lights

7.6.4.1. Lighted Stop Bars and Lead-on Lights are provided at those aerodromes
authorised for low visibility operations. A Stop Bar consists of a row of
lights spaced equally across the taxiway normally at right angles to the
centreline and showing red towards an approaching aircraft.
7.6.4.2. Stop Bars are normally installed in association with green Leadon Lights
which form part of the taxiway centerline lighting beyond the Stop Bar.
7.6.4.3. The Lead-on Lights are interlinked with the Stop Bar so that when the Stop
Bar is ‘on’ the green centerline beyond the Stop Bar is ‘off’ and vice versa.
7.6.4.4. In this way, the Stop Bar and associated Lead-on Lights act in the same
sense as traffic lights and thus pilots should not taxi an aircraft across
a lighted Stop Bar.

Pilot Notes

Pilot Notes

8. PERFORM POST ARRIVAL GROUND OPERATIONS
regulations regarding post arrival ground operations
8.1.1. Know and comply with ATC Airport Operations guidance and Flight Operations
Parking guidance in the Company's Operations Manual
8.1.2. Know and comply with in the FCOM, SOP & FCTM
8.2. Perform After Landing Procedures
8.2.1. Maneuver aircraft to clear the runway
8.2.2. Call (C) “Runway Vacated”
8.2.2.1. Know that “Clear of Runway” means all part of an aircraft cross holding line
8.2.2.2. Know that or Color Coded High-speed Exit Taxiway with alternate green
and yellow centerline lights to indicate that is not clear of the runway
8.2.3. Move (C) Speedbrake to down
8.2.4. Perform (FO) after landing procedures
8.2.4.1. Start the APU at the proper time
8.2.4.2. Turn off probe heat, engine and wing anti-ice
8.2.4.3. Set Flight/Ground switch to GRD
8.2.4.4. Turn OFF landing lights
8.2.4.5. Turn ON taxi lights
8.2.4.6. Turn OFF anti-collision (strobe) lights
8.2.4.7. Set transponder mode STBY (as needed)
8.2.4.8. Set Engine Start Switches to OFF
8.2.4.9. Set Autobrake selector to OFF
8.2.4.10. Set Flaps Lever to UP
8.2.4.11. Place stab trim to appropriate setting (4 units)
8.2.4.12. Set weather radar to OFF
8.2.4.12.1. Tilt Control set to zero
8.2.4.12.2. Gain Control set to CAL
8.2.4.12.3. Pres STAB push button in
8.2.4.12.4. IDNT push button – not depressed
8.2.4.12.5. Mode Select to TEST
8.2.4.12.6. WXR power switch to OFF
8.2.5. Communicate with ATC ground control
8.2.6. Communicate with company on ACARS or radio as appropriate
8.3. Perform gate parking
8.3.1. Turn Off Taxi Light & Runway turnoff light when approaching the gate
8.3.2. Marshalling is to aid the pilot without affecting the pilot responsibility
8.3.3. Follow to Docking System
8.3.4. Verify that correct aircraft type displayed on docking screen
8.3.5. Stop the aircraft
8.3.6. Set (C) Park brakes to ON
8.3.6.1. Depress toe brakes
8.3.6.2. Pull parking brake handle
8.3.7. Call (C) “Disarm slides”
8.3.7.1. Announce (FO) “Flight Attendant disarm slides & crosscheck”
8.3.7.2. Receive (FO) report from FA-1 that doors have been disarmed
8.3.8. Call (C) “Set APU or GRD POWER ON BUS”
8.3.9. Set (FO) Electrical Power APU or Ground Power as appropriate
8.3.9.1. Verify APU GEN OFF BUS light is illuminated
8.3.9.1.1. Select APU generators on bus 1, verify GEN OFF BUS 1 is illuminate
8.3.9.1.2. Select APU generators on bus 2, verify GEN OFF BUS 2 is illuminate

8.3.9.2. IF External power is needed verify GRD POWER AVAILABLE light
illuminated
8.3.9.2.1. Select GRD POWER on bus,
8.3.9.2.2. Verify GEN OFF BUS 1 & 2 are illuminate
8.4. Perform Engine Shutdown

8.4.1. Shut down the engines
8.4.1.1. Verify complete engine cool down of three minutes
8.4.1.2. Move (C) Engine Start Levers to CUTOFF.
8.4.1.2.1. CAUTION: DO NOT SHUT DOWN THE ENGINE WITHOUT PNEUMATIC
POWER SUPPLIED TO MOTOR THE ENGINE. YOU MUST MOTOR THE ENGINE
FOR AN INTERNAL ENGINE FIRE OR TAILPIPE FIRE.
8.4.1.2.2. Refer to AMM 71-00-00 page 237 it is recommended that ground persons
stay outside of the inlet hazard area for at least 30 seconds after
start lever placed in CUTOFF position.
8.4.1.3. Check status display on EIS
CAUTION: MONITOR THE EGT DURING THE ENGINE SHUTDOWN FOR
SIGNS OF AN INTERNAL ENGINE FIRE OR A TAILPIPE FIRE (THE EGT WILL
NOT DECREASE AFTER THE FUEL IS SHUT OFF).
8.4.1.4. Perform (FO) Shutdown Procedures
8.4.1.4.1. Turn fuel pumps to OFF
8.4.1.4.2. Turn electric hydraulic pump switches to OFF
8.4.1.4.3. Turn seatbelt sign to OFF after aircraft is static
8.4.1.4.4. Turn Anti Collision to OFF 30 second after CUTOFF or N2 below 5% RPM
8.4.1.4.5. Turn window heat switches to OFF
8.4.1.4.6. Set Air Conditioning Pack
8.4.1.4.6.1. Left or Right Pack set to Auto or High
8.4.1.4.6.2. APU Bleed set ON
8.4.1.4.7. Turn ON Wheel Well light when needed
8.4.1.4.8. Turn OFF/Dim interior lights
8.4.1.4.9. Turn OFF the Flight Director
8.4.1.4.10. Set (C) Parking Brake to Release after chocks are in place
8.4.1.4.10.1. Depress toe brakes
8.4.1.4.10.2. Verify parking brake handle to Release position
8.4.1.4.10.3. Verify Park brake light is extinguished
8.4.1.4.11. Verify that Flight Attendant already set slides to disarm and reported
8.4.1.4.11.1. Call (C) “Doors maybe open” after aerobridge canopy has been covered
or air stair is approaching aircraft
8.4.1.4.11.2. Announce (FO) “Flight Attendant Doors maybe open”
8.4.1.5. Call (C) “Shutdown Checklist”
8.4.1.6. Read (FO) shutdown checklist
8.4.1.6.1. Verify Fuel pumps switches are off
8.4.1.6.2. Verify Pitot Heat switches are off
8.4.1.6.3. Verify EMDP Hydraulic switches are OFF
8.4.1.6.4. Verify Flaps are Up
8.4.1.6.5. Verify Park brake is OFF
8.4.1.6.6. Verify Flight directors are off
8.4.1.6.7. Verify Engine Start Levers are cut off
8.4.1.6.8. Verify Weather Radar is off
8.4.2. Perform Captain Shutdown duties
8.4.2.1. Set STBY ADI Selector from ILS/LOC to OFF
8.4.2.2. Turn off/Dim internal lights
8.4.2.3. Select Lights Test/Bright/Dim switch to Dim
8.4.2.4. Set EADI/PFD and EHSI/ND intensity to Dim
8.4.2.5. Complete Aircraft Maintenance Logbook
8.4.2.6. Write up any maintenance items

8.4.2.7. Identify conditions that affect subsequent flights
8.4.2.7.1. Review brake cooling schedule especially after tailwind landing at MLDW
8.4.2.7.2. Know that require more then 30 minutes parked cooling time after
landing with brake on speed greater than 143 KIAS (corrected for wind,
altitude and OAT) or 143 knots of GROUNDSPEED (ignore wind,
altitude and OAT) for usually exists following condition:
8.4.2.7.2.1. Flap 30 landing at 53.0 Ton (Vref 30 = 138) + 5 = 143 kts
8.4.2.7.2.2. Flap 40 landing at MLDW 56.2 Ton (Vref 40 = 138) +5 = 143 kts
8.4.2.7.2.3. Landing with excessive above target speed
8.4.2.7.2.4. Landing with Autobrake 3 or MAX
8.4.2.7.3. ANTISKID inoperative operations
8.4.2.8. Check IRS drift and Groundspeed data after parked at gate
8.4.2.8.1. Press INIT REF key; LSK 6R < MAINT; LSK 1L FMCS>; LKS 4R <IRS Monitor.
8.4.2.8.1.1. Flight 1–3 hrs. Max. 4.0 NM/HR
8.4.2.8.1.2. Flight for more than 3 hrs. 3.0 NM/HR
8.4.2.8.2. Note Capt. EADI for left and F/O EADI for right or use overhead IRS display:
8.4.2.8.2.1. Single flight of more than 1 HR Max 21 KTS.
8.4.2.8.2.2. Any 2 consecutive flight more than 1 HR Max 15 KTS.
8.4.3. Perform First Officer Shutdown duties
8.4.3.1. Complete Voyage Report
8.4.3.2. Fuel Calculation
8.4.3.2.1. Determine Fuel Used, then reset
8.4.3.2.2. Compare Fuel Used with OFP (trip+taxi) and note for significant difference
8.4.3.2.3. Select Init Page to determine Fuel Remain and cross check with Fuel
Quantity Indicator
8.4.3.2.4. Crosscheck that Fuel Used + Fuel Remain Block Fuel ± 2.5% tolerance
8.4.3.3. Turn off/Dim internal lights
8.4.3.4. Set EADI/PFD and EHSI/ND intensity to Dim
8.4.3.5. Collect essential document for company
8.4.4. To re-align the IRS for a through flight (prior to boarding process)
8.4.4.1. Set the parking brake
8.4.4.2. Rotate the mode selector to ALIGN, then pull and rotate to OFF
8.4.4.3. Observe ALIGN light illuminate
ALIGN light extinguish after 30 sec
8.4.4.4. After the ALIGN light extinguish (approximately 30 seconds as the system
go through a shutdown cycle), rotate the mode selector to NAV
8.4.4.5. Observe ON DC light illuminate for 5 seconds
8.4.4.6. Observe ALIGN light illuminate
8.4.4.7. Re-alignment takes 10 minutes
5 seconds

8.4.5. The alignment mode can be entered by turning the mode select switch in any
of four sequences: OFF to ALIGN, OFF to ALIGN to NAV, NAV to ALIGN, or
NAV to ALIGN to NAV (AMM 34-28-01 page 34-35):
8.4.5.1. OFF to ALIGN. Switching from OFF to ALIGN requires that the initial
position (latitude and longitude) be entered in order to complete the
alignment satisfactorily. This requires that initialization of the IRU be
performed and that the airplane is not moved during the alignment cycle.
If left in the ALIGN position, the system will continue to perform the
alignment process.
8.4.5.2. OFF to ALIGN to NAV. Switching from OFF to ALIGN to NAV requires that
the initial position be entered in order to complete the alignment and enter
the navigate mode and that the airplane is not moving. Once the alignment
process is complete, the align annunciator will go out and the IRU will
enter the navigate mode.
8.4.5.3. NAV to ALIGN. Switching from NAV to ALIGN will zero the system
residual velocity errors and level the system. If the ground speed is
greater than 20 knots, the IRU will remain in the NAV mode of operation. A
maximum of 30 seconds is required to complete the process. It is
permissible to enter a second, more accurate latitude and longitude to
improve the system alignment. Updates to latitude and longitude are
allowed only during the ALIGN mode. The system will enter the navigation
mode when selected manually.
8.4.5.4. NAV to ALIGN to NAV. This sequence, when completed in less than 30
seconds, will zero the system residual velocity errors and level the system.
The system will automatically revert to the NAV mode after the 30 second
releveling process is complete. The above sequence should only be
performed when the airplane is not moving.
8.4.6. To shutdown the IRS at the end of terminating flight or long ground time
8.4.6.1. Rotate the mode selector to ALIGN, then pull and rotate to OFF before
removing AC power.
8.4.6.2. This prevents system transfer to DC power and resultant discharge of the
airplane battery.
8.4.6.3. The ALIGN light illuminate for approximately 30 seconds as the system go
through a shutdown cycle
8.5. Perform Secure
8.5.1. Call (C) ”Secure Checklist” when overnight or ground time more than 2 hour
8.5.2. Read (FO) Secure Checklist
8.5.2.1. Verify Window heat switches are OFF
8.5.2.2. Verify Emergency lights are OFF
8.5.2.3. Verify Packs are OFF
8.5.2.4. Verify IRS are OFF
8.5.2.5. Verify the exterior lights are OFF
8.5.2.6. Verify the interior lights are OFF/Dim

737-400/CFM56-3_22K TAKEOFF AND LANDING
FAA Landing
Category A & B Brakes
Flight Planning and Performance Manual
ADVISORY INFORMATION
Recommended Brake Cooling Schedule
COOLING SCHEDULE
I - NORMAL - No Special Procedure required.
II - COOLING RECOMMENDED - Cool as scheduled. Ground cooling schedule recommended prior to takeoff.
III - CAUTION - Wheel fuse plugs may melt. Delay takeoff and inspect after 1 hour. After takeoff, extend gear soon for at least 7 minutes.
IV - FUSE PLUG MELT - NO REVERSE THRUST OR BRAKING CONFIG CREDIT ALLOWED IN THIS AREA. Clear runway immediately.
Unless required, do not set parking brake. Do not approach gear or attempt to taxi for 1 hour. Tire, wheel and brake replacement may be required.
If overheat occurs after takeoff, extend gear soon for at least 12 minutes.
* BTMS Indicator values are valid for CATEGORY A and C brakes only
Copyright © The Boeing Company. See title page for details.
August 14, 2006 D632A004-KG404 1.4.19

TAKEOFF AND LANDING 737-400/CFM56-3_22K
Landing FAA
Category A & B Brakes
Flight Planning and Performance Manual
Quick Turnaround Limit

Category “A” Brakes
Copyright © The Boeing Company. See title page for details.
1.4.16 D632A004-KG404 August 14, 2006

Pilot Notes

Pilot Notes

Pilot Notes

Pilot Notes

9. FAA and ICAO Procedures Differences
9.1. General Information
9.1.1. Radio Communications:
9.1.1.1. FAA - Phraseology and radio communication procedures are different in
many respects.
9.1.1.2. In general, the FAA system is more prone to errors, especially if the pilot's
native language is not English. Many ICAO recommendations are not
enforced by the FAA.
9.1.1.3. ICAO - Strict adherence to proper terminology is required (diagonal vs.
slash, zero vs. oh, etc.). American slang probably will not be understood.
9.1.1.4. ICAO Phraseology may not be familiar to many U.S. pilots; some examples
might include:
9.1.1.4.1. “Orbit” - to circle 360°,
9.1.1.4.2. “Join” - to enter the traffic pattern,
9.1.1.4.3. “Vacate” - to leave the runway or an altitude,
9.1.1.4.4. “Backtrack” - to taxi the opposite direction on a runway,
9.1.1.4.5. “Line up” - to taxi into position for takeoff and await clearance,
9.1.1.4.6. “Holding Point” - taxi to, but hold short of, the runway. Note the term
9.1.1.4.7. “Overshoot” - to make a missed approach, is a UK term, not an ICAO one.
Since you can overshoot final, overshoot an altitude, ICAO changed
“Overshoot” to “Go Around” when used in relation to the missed
approach.
9.1.2. VOR Check:
9.1.2.1. According to the FAA, a VOR receiver must be checked every 30 days.
9.1.2.2. ICAO does not require this check. In many countries, the regular VOR
check is left to the mechanics that is why ICAO does not require that the
pilot do the check.
9.1.3. Transponder:
9.1.3.1. FAA - In the USA,
9.1.3.1.1. A mode A transponder is required for all flights within 30 MILES of an airport
with CLASS B airspace,
9.1.3.1.2. Above 10.000 FT MSL, in CLASS C airspace, and within 10 NM of designated
airports.
9.1.3.2. ICAO - Transponder requirements are locally defined in ICAO and may be
different.
9.1.4. Oxygen Requirements:
9.1.4.1. FAA - According to FAR PART 91,
9.1.4.1.1. Passengers need oxygen above 15,000 FT MSL.
9.1.4.1.2. Crew must use oxygen above 14,000 FT MSL.
9.1.4.1.3. Between 12,500 and 14,000 FT MSL, the crew must use oxygen except for
the first 30 minutes.
9.1.4.2. ICAO - Some states are different.
9.1.4.2.1. JAR-OPS 1.385, for example: The crew requires using oxygen continuously if
the cabin altitude exceeds 10,000 feet for a period in excess of 30 minutes,
or if the cabin altitude exceeds 13,000 feet.
9.1.5. IFR Minimum Equipment:

9.1.5.1. Some ICAO regulations are much more demanding than the FAA
requirements.
9.1.5.2. Dispatching an ICAO aircraft with operational equipment below ICAO
minimum standards is not allowed. However, transport category aircraft
must comply with their company MEL.

9.1.6. Wake Turbulence Separation Criteria:
9.1.6.1. FAA - Wake turbulence separation criteria:
9.1.6.1.1. Enroute/ Arriving:
9.1.6.1.1.1. Heavy following heavy - 4 miles
9.1.6.1.1.2. Large following heavy - 5 miles
9.1.6.1.2. Departing:
9.1.6.1.2.1. The same above separations apply in a radar environment.
9.1.6.1.2.2. In non-radar any aircraft departing behind a heavy must wait two
minutes.
9.1.6.2. ICAO - Wake turbulence separation criteria:
9.1.6.2.1. Enroute/ Arriving:
9.1.6.2.1.1. Heavy following Heavy - 7.4KM (4NM)
9.1.6.2.1.2. Medium following Heavy - 9.3KM (5NM)
9.1.6.2.2. Non-radar environment
9.1.6.2.2.1. A medium aircraft may not land until 2 minutes after a heavy aircraft
9.1.6.2.3. Departing:
9.1.6.2.3.1. A medium aircraft must wait two minutes after a heavy aircraft.
9.1.7. High and Low Altitude Airspace Fixes:
9.1.7.1. FAA - These do not exist in the USA.
9.1.7.2. ICAO - These are common in Latin and South America. This is not so much
an ICAO procedure difference as it is a charting technique of Jeppesen.
9.1.7.2.1. There are certain enroute and area charts in this part of the world where
both the High altitude and the Low altitude airways are on the same charts
(as opposed to separate High and Low altitude charts that we are familiar
with in the USA).
9.1.7.2.2. The airway will have two names (e.g. G 633 and UG 633) and the airspace
fixes will be shown with an “low” or a “high” triangle to indicate whether they
are a low or a high altitude fix.
9.1.8. Heading or Track:
9.1.8.1. When a flight segment is labeled “hdg”, or when a textual description of a
published route (SID, STAR, ...) reads to turn to a published “heading”, do
you have to correct for wind?
9.1.8.2. FAA - SID: No, must not. See note (1), (2) just below.
9.1.8.2.1. STAR: No (but you are allowed to correct for wind if RNAV equipped)
9.1.8.2.2. Enroute: Your choice: yes or no
9.1.8.2.3. When ATC instructs you to fly a heading (e.g. runway heading, radar
heading) you must not correct for wind.
9.1.8.2.4. Note on Jeppesen charts: if the radar vector symbol is printed on the chart,
you must not correct for wind.
9.1.8.3. ICAO - SID: Yes. See note (3) just below.
9.1.8.3.1. STAR: Yes.
9.1.8.3.2. Enroute: Your choice: yes or no.
9.1.8.3.3. See Pans-Ops 8168. Not all ICAO states follow these rules exactly, minor
variations exist.
9.2. FLIGHT PLANNING

9.2.1. Fuel Requirement for Alternate Airports:
9.2.1.1. FAA - According to the FAA, you do not need fuel to fly to an alternate
airport if the forecast weather at the destination from 1 hour before the
ETA until 1 hour after the ETA is:
9.2.1.1.1. Ceiling 2000 FT,
9.2.1.1.2. Visibility 3 MILES (5 km),
9.2.1.2. ICAO - Each country can be different. A typical JAA approved procedure is
a suitable alternate must be available for each IFR flight unless:

9.2.1.2.1. Fight duration is less than 6 hours.
9.2.1.2.2. A VMC approach (Ceiling 2000 FT and Visibility 5 km) is possible from the
MSA, based on a forecast valid from one hour before the ETA until one hour
after the ETA.
9.2.1.2.3. Two separate runways are available with approach procedures based on
separate aids.
9.2.2. Holding Fuel:
9.2.2.1. FAA - The FAA requires holding fuel for 45 MIN at normal cruising speed.
9.2.2.2. ICAO - The ICAO requirement is for 45 MIN at holding speed (this is less
fuel). Note - this may apply mainly to light aircraft. For transport category
aircraft, each company’s FOM has fuel requirements that apply to that
carrier worldwide.
9.2.3. Alternate Weather Minimums:
9.2.3.1. FAA - Standard minimums for filing as alternate in the USA are:
9.2.3.1.1. Ceiling 600 FT + visibility 2 MILES (precision approach), and
9.2.3.1.2. Ceiling 800 FT + visibility 2 MILES (non-precision approach).
9.2.3.2. ICAO - There are no such standard minimums according to ICAO. JAA
minimums for operators with JAR approval are typically: (Type of
Approach/ Planning Minima)
9.2.3.2.1. CAT 2 and CAT 3 approach / plan using CAT 1 minima.
9.2.3.2.2. CAT 1 approach / plan on using published non-precision minima.
9.2.3.2.3. Non-precision approach / plan on using published non-precision minima
corrected as follows:
9.2.3.2.3.1. MDA + 200 FT and
9.2.3.2.3.2. RVR + 1000 M
9.2.3.2.4. Circling approach / Plan on using circling minima.
9.2.3.2.5. ICAO aircraft may be dispatched when the destination is closed and when
both required alternates are down to CAT lll minima. The solution for ICAO
pilots is to use the minimas published by Jeppesen. However, it is up to the
captain to decide the course of action.
9.2.4. For Filing as Alternate:
9.2.4.1. FAA - The requirement is that if an alternate airport has more that one
operational CAT 1 approach that is to be considered, the approaches must
be to different runways.
9.2.4.2. ICAO - ICAO allows reciprocal approaches to the same runway to be
considered. But JAR Ops requirements in Europe are now the same as the
FAA.
9.3. DEPARTURE
9.3.1. Taxi Instructions:
9.3.1.1. FAA - Clearance to taxi to a runway also includes permission to cross any
runways along the taxi route.
9.3.1.2. ICAO - Clearance to taxi to a runway usually does include permission to
cross any runways along the taxi route, however some states, and/ or
airports are different. At Milan for example, taxi clearance does NOT give
permission to cross other runways.
9.3.2. Textual Description of a SID:
9.3.2.1. FAA - To fly an SID in the USA, you need at least a textual description of
it.
9.3.2.2. ICAO - This is not required according to ICAO. France, for instance,
publishes many SIDs with no wording at all.

9.3.3. Noise Abatement:
9.3.3.1. FAA: Has no such procedures (to be researched). However, some airports
do require special procedures, e.g. KSNA, John Wayne Airport, Calif. has
city regulations for noise abatement.
9.3.3.2. ICAO: Publishes two procedures:
9.3.3.2.1. ICAO publishes procedure A (1,500 ft thrust reduction, 3,000 ft
acceleration), which many airports require (Jeppesen charts 10-4)
9.3.3.2.2. ICAO procedure B (1,000 ft acceleration to Vzf, then climb thrust and at
3,000ft accelerate to climb speed)
9.4. ENROUTE
9.4.1. Changes in TAS vs. Cruising Speed:
9.4.1.1. FAA - Notify ATC if your cruising speed varies by ± 5%.
9.4.1.2. ICAO - Notify ATC if your TAS varies in excess of 5%.
9.4.2. Loss of Radio Communications:
9.4.2.1. The cruising altitude after a loss of all radio communications is different:
9.4.2.1.1. FAA - Requires the pilot to fly highest of: last assigned altitude, expected
altitude, or MEA.
9.4.2.1.2. ICAO - Requires the pilot to fly the altitude filed in the flight plan.
9.4.3. Minimum Vertical Rates:
9.4.3.1. FAA - Requires a minimum descent rate of 1,000 FPM. According to the
FAA, when complying with a climb or descent instruction, if a pilot cannot
maintain a 500 FPM rate, ATC must be advised. As a result, during descent
in a non-pressurized aircraft, a 500 FPM rate is the minimum (ATC) and
the maximum (non-pressurized airplane).
9.4.3.2. ICAO - For ICAO, there is no such thing as a minimum climb rate, but
controllers are “normal” vertical rates for the type of aircraft. Advise of
deviating from this. If a rate restriction (minimum or maximum) applies, it
will be included in the routine instructions given by ATC. (Exception:
Finland has it’s own national rules). Note the UK may require a minimum
descent rate of 2,000 FPM
9.4.4. VFR on Top:
9.4.4.1. FAA - In the USA, both VFR and IFR rules apply in this case.
9.4.4.2. ICAO - In most other countries flying VFR on top it is not permitted. When
it is permitted, only VFR rules apply.
9.4.5. Descents- QNH Altimeter Setting:
9.4.5.1. FAA - Do not set local altimeter (QNH) until descending below FL180.
9.4.5.2. ICAO - The Published ICAO procedure is to reset altimeters when passing
Transition Level (or Transition Altitude when climbing). However, this
depends on the country - e.g. the UK expects you to set QNH on the
aircraft’s altimeters as soon as you are given a descent to an altitude that
is below the transition level, even though you might be presently at FL
350! (Refer to RTS-E-8, QNH altimeter setting.) NOTE: See item 27
below, for additional information on techniques!

9.5. HOLDING
9.5.1. Racetrack versus Holding Pattern:
9.5.1.1. FAA - In the USA, there is no difference between the two.
9.5.1.2. ICAO - According to ICAO, there are differences regarding the maximum
aircraft speed (depending on the approach category), the timing and the
inbound track interception (the last one is VERY IMPORTANT!!).
9.5.2. Holding Speeds:
9.5.2.1. FAA:
9.5.2.1.1. Minimum holding altitude through 6,000 FT: 200 KIAS.
9.5.2.1.2. Above 6,000 through 14,000 FT: 230 KIAS (except 210 KIAS where
published).
9.5.2.1.3. Above 14,000 FT: 265 KIAS.
9.5.2.2. ICAO:
9.5.2.2.1. Up to and including 6,000 FT: 210 KIAS.
9.5.2.2.2. Above 6,000’ to and including 14,000 FT : 220 KIAS. (Note - cat A and B
only: 170 KIAS below 14,000 FT)
9.5.2.2.3. Above 14,000 to and including 20,000 FT: 240 KIAS.
9.5.2.2.4. Above 20,000 to and including 34,000 FT: 265 KIAS.
9.5.2.2.5. Above 34,000 FT: M 0.83.
9.5.3. Holding Pattern Timing:
9.5.3.1. FAA - Holding pattern leg length is measured on either the inbound or the
outbound leg in the USA.
9.5.3.1.1. When using “timing” the standard length, measured on the Inbound leg, is
one minute below at or below 14,000 FT; and 1.5 minute above 14,000 FT.
9.5.3.1.2. When using DME the length is measured on the outbound leg.
9.5.3.2. ICAO - Holding pattern leg length is measured on the outbound leg.
9.5.3.2.1. Standard length is the same as for the FAA - one minute below 14,000 FT
and 1.5 minute at 14,000 FT and above, but applicable on the Outbound leg.
9.5.3.2.2. Due to confined airspace in Europe there are many holding patterns where
the length of the outbound leg is determined by DME, not by timing. This is
published on the chart or approach plate and is indicated in one of two ways
- it is either shown as a DME notation (D17/22, indicating 5 miles in this
case), or by the addition of a second fix.
9.5.3.3. By the way, the Smiths and the Honeywell FMCs do NOT build their DME
racetracks based on the outbound leg, but the Inbound leg! (Thanks to
Capt. Bill Bulfer, author of the “FMC User’s Guide” for this tip).
9.5.4. Two and Three Fix Holding Patterns:
9.5.4.1. FAA - Two or three fix holds do not exist in the U.S.A., except for a few in
Alaska.
9.5.4.2. ICAO - Two fix holding patterns are located all over Europe, Latin and
South America, the Caribbean, Greenland, etc. France even has some
three fix holding patterns.
9.5.4.2.1. The second fix can serve one of several purposes: as an “entry” fix flown
over one time only, to enter the holding pattern, and never flown over again;
9.5.4.2.2. As an indicator for the length of the outbound leg; serving as both an entry
fix and then to indicate the length of the outbound leg.
9.5.4.2.3. Note - The “high level holding”, shown on the Brussels 10-1 Area chart, over
Brussels (BUB) and Nicky (NIK) is a “procedure” and as such, both fixes
must be flown over every circuit of the holding pattern. This is the ONLY two
fix hold that I have been able to locate, where the second fix must be flown
over each orbit of the pattern.

9.5.5. Minimum Holding Altitude / MAX IAS In Holding Patterns:
9.5.5.1. FAA - This is rarely shown on published holding patterns in the U.S.,
almost all holding patterns are treated the same.
9.5.5.2. ICAO - There are many holding patterns which have minimum holding
altitudes (MHA) or speed restrictions (MAX IAS). This information, which is
unique to that pattern, is printed on the chart adjacent to the holding
pattern.
9.5.6. Reduce to MAX IAS hold speed
9.5.6.1. FAA-Require to start reducing speed by 3 minutes before estimate time
arrival over holding fix
9.5.6.2. ICAO- No requirement
9.5.7. Effected Further Clearances (EFC) when Holding Instructions are Issued:
9.5.7.1. FAA - ATC in the USA will always assign an EFC when issuing holding
instructions.
9.5.7.2. ICAO - You may not be given an EFC (this is common in South America).
In the UK no EFC will be given for holds of 20 minutes or less. In Belgium
and Germany EFCs will not be given if delay is less than 10 minutes.
9.6. ARRIVALS
9.6.1. Setting QNH on Altimeters:
9.6.1.1. FAA - when given a lower altitude set QNH when leaving FL180.
9.6.1.2. ICAO - when given a lower altitude that is below the transition level, set
QNH even though you may be at a much higher altitude. The UK CAA
recommendations are that this is recommended way to operate.
9.6.1.2.1. Note: ICAO Doc. 8168 Volume 1, Part VI, Chapter 2, Sec. 2.5.3.1. States
that you can set QNH while above Transition Level after you have received a
clearance from ATC to execute the instrument approach and you start the
descent to an altitude below Transition Level.
9.6.1.2.2. At FedEx when outside the U.S. the altimeter is set to QNH when cleared
below the transition level and to QNE when cleared above transition,
regardless of their current altitude unless there are intervening crossing
restrictions. If there are, they delay resetting altimeters until they have
passed those restrictions.
9.6.1.2.3. KLM’s JAA approved FOM contains the procedure to change immediately to
QNH once cleared below the TL, not to wait until passing the TL. However,
this is a breach of ICAO procedures, which state that you can only change to
QNH when above TL if cleared for the approach. But KLM simply drops the
approach clearance requirement, and has their FOM approved that way.
9.6.1.2.4. Per the Chief ATC, Cape Town Int’l Airport: The South Africa AIP, page
ENR1.7-1 ff, states that “... Vertical position of aircraft above the transition
level, may be by reference to altitude (QNH) provided that, after the descent
to land is commenced, level flight above the transition altitude is not
indicated to anticipated." NOTE- See item above, for additional
information.
9.6.2. Descent Crossing Restrictions
9.6.2.1. FAA - A later clearance removes a previous crossing restriction unless that
crossing restriction is repeated again.
9.6.2.2. ICAO: Unlike in the USA, a later clearance does NOT remove the crossing
altitude restriction given in an earlier clearance.
9.6.2.2.1. e.g. in Europe, a second crossing restriction does not eliminate the
requirement to comply with the first restriction.
9.6.2.2.2. A typical example would be London - ATC instruction “cross 40 miles from
BNN at FL200”, after commencing descent to meet this restriction you are
told to “cross 25 miles prior to BNN at FL150”.
9.6.2.2.3. You must still comply with the first restriction. NOTE-This may NOT be
correct, new reports indicate it is the same as the USA.

9.6.3. Class B Airspace:
9.6.3.1. FAA - Class B airspace has a FAA 200 kt speed limit and large turbine
powered aircraft operating to and from a primary airport are prohibited
from operating below the floor of any portion of Class B airspace, unless
specifically authorized by ATC. A visual approach does not constitute
authorization to operate below the floor of a Class B airspace. A visual
approach through Class B airspace should be conducted only with
reference to the chart depicting the Class B airspace, etc.
9.6.3.2. ICAO - Does not exist in ICAO procedures.
9.6.4. Cruise Clearance:
9.6.4.1. FAA - According to the FAA, a cruise clearance assigns a pilot a block of
airspace from the minimum IFR altitude (MEA) up to and including the
altitude specified in the cruise clearance. Climb and descent within the
block is at the discretion of the pilot.
9.6.4.2. ICAO - According to ICAO, minimum and maximum altitudes are given by
ATC.
9.6.5. Penetrations and CDAs:
9.6.5.1. FAA - These are not used in the USA.
9.6.5.2. ICAO - Penetrations are very common on approaches in Brazil, while the
CDA can be found in the Netherlands and Germany. Penetrations are
indicated by the little boxes forming a dashed line on the approach plate
and have a specified speed and rate of descent for the approach. CDAs on
the other hand are shown by a solid line with the notation that the descent
path is by the pilot. They are designed to be used with VNAV. (See
attached example.)
9.6.6. Alternative Arrivals:
9.6.6.1. FAA - These are not used in the USA.
9.6.6.2. ICAO - This is common on arrivals in South America and in France. The
alternative routing is shown by a series of small boxes (forming a dashed
line) and this routing is in addition to the normal routing.
9.6.7. Maneuvering to position for the entry sector before the IAF: (This refers to the
30° cone of entry.)
9.6.7.1. FAA: ATC does not expect you to maneuver. Many controllers outside the
USA don't even know that there is an ICAO entry sector. This situation is
potentially dangerous and confusing!
9.6.7.2. ICAO: The entry sector is valid for a procedure turn or a base turn, not for
a racetrack reversal.
9.6.7.2.1. The ICAO rule is simple: if you are NOT in the entry sector, you can NOT fly
the approach reversal as charted (procedure or base turn).
9.6.7.2.2. If you are outside the entry sector, can you maneuver to put yourself inside
the entry sector? You have to, otherwise you must not fly the approach.
ICAO, does not describe which maneuver to execute. So you have only one
option: Call ATC, tell them what you need and fly into the entry sector.
9.6.7.3. Sabena teaches their pilots a few tricks on how to maneuver efficiently.
They are:
9.6.7.3.1. Request a routing direct to the field at a safe altitude. If visual, request a
visual approach and forget the instrument approach. If not visual a few miles
before the field, turn to the IAF, you will be in the entry sector. Of course,
you need a CLEARANCE to do so
9.6.7.3.2. If the MAP is a fix you can navigate to, request a direct route to the MAP and
try the same trick as above.
9.6.7.3.3. If these choices are not a good solution, request to deviate about 4 NM off
track to position for the approach, most controllers will accept. This Is a
good solution in IMC, however check your safety altitude.

9.6.7.3.4. If you are outside the entry sector, you are probably set up for a straight-in.
Look at the approach chart, verify if you can fly a straight-in non-precision.
Carefully check if you can safely join the FAF straight-in. In the radar
environment of NRT, this is easy.
9.6.7.3.5. If all else fails and a suitable holding over the IAF is available, request entry
in the hold to position for the approach, but this costs extra time and is not
very efficient. It is kind of a "last resort" solution.
9.6.8. Course Reversal:
9.6.8.1. FAA - Has “holding in lieu” with a max of 45°. This refers to the cone of
entry: ICAO vs. “conveniently aligned” for the FAA.
9.6.8.2. ICAO - Has race track entry with a max of 30°. The only two approved
ICAO methods for course reversal are: 80°/ 260° and 45°/180°.
9.6.9. Touchdown Zone RVR reporting System Failure:
9.6.9.1. FAA - Allowances for one RVR transmisommeter to be inoperative.
9.6.9.2. ICAO/ JAA - Language (see Draft OPs SPECs C78) that will say, "...in
circumstances where the touchdown zone RVR reporting system has failed,
is inaccurate, or is not available, the certificate holder is authorized to
substitute pilot assessment of equivalent RVR ..."(!) This really puts more
responsibility for the go/ no-go decision on the PIC.
9.7. APPROACHES
9.7.1. Ceiling Required:
9.7.1.1. FAA - Ceilings are no longer required in the USA, visibility is controlling.
9.7.1.2. ICAO - Ceilings are still required by some countries. If they are, the
approach plate will have a black box with the words “Ceiling Required” in
white, located below the profile view. The minimums will be stated showing
both “Ceiling - Visibility”. Ceiling is not required for the JAA, except when
marked on the approach plate.
9.7.2. Visibility:
9.7.2.1. FAA - This is controlling in the USA, and is generally stated in feet, RVR, or
miles (e.g. RVR 18 or 1/ 2). However there are exceptions, for example
Howard AFB, Panama, has the visibility stated in meters.
9.7.2.2. ICAO - May be given in meters (m) when less than 5,000 meters, or in
kilometers (km) when 5 km or above - (e.g. vis1600m; 5.5 km).
9.7.3. DH on CAT III autoland.
9.7.3.1. FAA - Not required. The CAT II Decision Height (DH) is used as an Alert
Height. There is no requirement ever to see the runway and the landing
may be made “blind”.
9.7.3.2. ICAO - Some countries (Italy) still require a DH on CAT III autolandings
and a missed approach must be made if the runway can not be seen at the
DH. DH on CAT 3 autolands can depend on the aircraft type.
9.7.4. Non Precision Approach (NPA) ribbon:
9.7.4.1. FAA - Approach plates give step down altitudes and a MDA. There is no
“ribbon” on the approach plate which would enable a stabilized, constant
descent NPA approach. A very few airlines (UAL among them) still do an
unstabilized “dive and drive” type of NPA approach, diving for the MDA and
then flying along level at the MDA until the VDP (this technique has high
exposure for CFIT).
9.7.4.2. ICAO - Approach plates have a “ribbon” between the plan view and the
profile view.
9.7.4.2.1. With the introduction of the B-747, almost 30 years ago, BEA (now BA)
decided that flying an unstabilized “dive and drive” NPA approach was
unsafe.

9.7.4.2.2. They pioneered the “ribbon” on their approach plates (through their in-house
chart company - Aerad; now all chart manufacturers provide this feature)
which makes possible a stabilized, constant descent NPA approach.
9.7.4.2.2.1. The ribbon allows the PNF to constantly monitor the vertical profile of
the the flight by checking its altitude against either DME or against time
(every 20 or 30 seconds).
9.7.4.2.2.2. When the aircraft reaches the MDA the PF treats it as a DH and either
continues (requiring no change in the stabilized approach) or makes an
immediate missed approach.
9.7.4.2.2.3. At no time does the aircraft fly level at the MDA, therefore there is much
less exposure to CFIT. Note that neither glass, nor V-NAV, are required
for this technique. The majority of the airlines in the world use this type
of NPA.
9.7.5. Contact Approach:
9.7.5.1. FAA - Pilot must stay clear of clouds and have 1 mile visibility.
9.7.5.2. ICAO - A contact approach does not exist for ICAO, and this procedure
may not be trained or flown in some European companies.
9.7.6. Visual Approach:
9.7.6.1. FAA - An FAA air traffic controller may assign a visual approach to a pilot
flying on an IFR flight plan.
9.7.6.1.1. Separation from proceeding traffic becomes then the pilot's responsibility.
9.7.6.1.2. Radar service is automatically terminated when the pilot is advised to
contact the tower.
9.7.6.1.3. A pilot cleared for a visual approach may not descend below the floor of the
CLASS B airspace.
9.7.6.2. ICAO - According to ICAO, an air traffic controller may not assign a visual
approach to an IFR flight, unless the pilot requests such an approach.
9.7.6.2.1. Separation services (sometimes reduced) from preceding traffic will still be
provided by ATC, and it remains the controller's responsibility to keep the
aircraft in controlled airspace.
9.7.6.2.2. Minima requirements: To request a visual approach in airspace with ICAO
rules:
9.7.6.2.2.1. The field is in sight and expected to remain in sight for the rest of the
approach (pilot's discretion).
9.7.6.2.2.2. If the field is not in sight: the reported ceiling must be above the initial
approach altitude and there must be enough visibility to see the runway
at that distance.
9.7.6.2.3. Missed Approach:
9.7.6.2.3.1. A visual approach in ICAO has no missed approach segment. It is simply
not defined.
9.7.6.2.3.2. However, some European airlines suggest that their pilots do the
following missed approach procedure from a visual approach:
9.7.6.2.3.2.1. In ICAO operations the missed approach from a visual approach is to
join the traffic pattern on a left downwind at 1500 feet AGL (jets and
turboprops) or at 1000 feet AGL (piston),
9.7.6.2.3.2.2. not the instrument (missed) approach procedure you were perhaps
planning.
9.7.7. Sidestep Approach:
9.7.7.1. FAA - If two runways are less than 1200 FT apart, a sidestep approach
may be published. Once the aircraft is visual, the pilot should sidestep as
soon as possible, to align the aircraft with the landing runway (at or above
MDA).
9.7.7.2. ICAO - There is no such procedure under ICAO regulations.

9.7.8. Timed Approach:
9.7.8.1. This approach is not defined in ICAO regulations.
9.7.9. Straight in Minima Not Charted (only Circling Minimums are Published):
9.7.9.1. FAA - In the USA, a straight-in landing (using the circling minimums as
MDA) is allowed if the instrument approach final approach course is within
30° of the landing runway alignment, the runway is in sight and a
stabilized approach can be conducted to the landing runway. If all this is
not possible, a new clearance must be requested from ATC.
9.7.9.2. ICAO - According to ICAO, a straight-in landing in these circumstances is
sometimes not permitted (always request more detailed information from
ATC). Local regulations vary and are NOT always published according to
ICAO requirements (for example Turkey).
9.7.10. ASR Approach:
9.7.10.1. FAA - The air traffic controller will give you the recommended altitudes
only if you ask him before starting the approach.
9.7.10.2. ICAO - The controller will always provide you with the recommended
altitudes. Descent below recommended altitudes is allowed, and
sometimes REQUIRED (see ASR at Brussels for runway 02).
9.7.11. Circling Approach Obstacle Clearance Protected Area:
9.7.11.1. FAA - The protected area is much smaller in the USA (1.7 mile radius for
approach category C and 2.3 mile radius for category D), this is well below
ICAO requirements, and makes the circling approach even more difficult
and dangerous.
9.7.11.2. ICAO - Requires a much larger area.
9.7.11.2.1. Circling area radius from threshold in ICAO (DOC 8168 OPS/ 611PANS-OPS-
4, page 3-26): A: 1.68 nm; B: 2.66 nm; C: 4.20 nm; D: 5.28 nm; E: 6.94
nm. The radius is the distance from the threshold used to determine the
circling area.
9.7.11.2.2. The maximum speeds are A: 100 KIAS; B: 135 KIAS; C: 180 KIAS; D: 205
KIAS; E: 240 KIAS.
9.7.12. Procedure Turn:
9.7.12.1. FAA - There are no entry sector limitations and a procedure turn in the
USA, does not necessarily have to be flown as charted.
9.7.12.2. ICAO - ICAO has entry sector limitations and European pilots will always fly
procedure turns as charted (corrected for the wind) since this is an ICAO
requirement. (US pilots: CAUTION!)
9.7.13. Maximum Speed during Initial Approach Course Reversal:
9.7.13.1. FAA - The maximum speed is 250 KIAS for all categories.
9.7.13.2. ICAO - The maximum speeds are: 110 KIAS (CAT A), 140 KIAS (CAT B),
240 KIAS (CAT C). It is 250 KIAS for the higher category aircraft (CAT D
& E) only.
9.7.14. OCA vs. DH - Approach Minimums:
9.7.14.1. OCA is an ICAO term defined as Obstacle Clearance Altitude/ Height (OCA/
OCH).
9.7.14.1.1. It is the lowest altitude (OCA) or alternatively the lowest height above the
elevation of the relevant runway threshold or above the aerodrome elevation
(OCH), used in establishing compliance with appropriate obstacle clearance
criteria.
9.7.14.1.2. OCA values for precision approaches procedures (ILS) are calculated in
accordance with ICAO Document 8168-OPS/611 (PANS OPS) that provides
standard maximum vertical distance between the flight paths of the wheels and glide
path antenna.

9.7.14.2. FAA - OCAs are not published on the approach plates in the USA, as they
are on the approach plates for airports with ICAO standards. At
international airports where the approach minimums are determined by
ICAO standards, Jeppesen will take the OCA information and change it so
they can display the minimums in a format that U.S. pilots are used to
seeing (e.g. CAT 1 approach will have minimums of 200’ ). The actual
ICAO minimums may well be 200’ for Cat D, 190’ Cat C, 180’ for Cat B
and 170’ for Cat A. note - in this case with published Jeppesen minimums
of 200’ and a published OCA of 170’ (for a Cat A aircraft) there would be
30’ of protected airspace below the aircraft at the published Jeppesen
minimums.
9.7.14.3. ICAO - Minimums are based on OCA approach design criteria. These
usually are different for each category of aircraft.
9.7.15. Circling Approach Weather Requirements:
9.7.15.1. FAA - Circling approaches have visibility requirements. Air carrier operating
specifications may add the requirement for ceilings
9.7.15.2. ICAO - Circling approaches require visibility and ceiling.
9.7.16. Circling Approach with Prescribed Flight Tracks:
9.7.16.1. FAA - Prescribed flight tracks do not exist for circling approaches in the
USA, and this topic is not even addressed by UAL.
9.7.16.2. ICAO - ICAO regulations allow this procedure. These prescribed tracks are
indicated by a line of dashed arrows on the approach plate. Examples can
be found at airports in Europe, including Italy, Madeira Islands, etc. France
(and its ex-colonies) use this procedure to lower circling minima. Some
European operators allow the use of these procedures if the pilots are
familiar with the airport, terrain and procedure (simulator and/ or airport
qualification training may be required).
9.7.17. ILS Alpha, Bravo and Charlie Approaches:
9.7.17.1. FAA - This terminology is not used, however (IAF) routes are marked with
bold lines.
9.7.17.2. ICAO - A different method of showing (IAF) routes. This is common on
approaches in the U.K. The Alpha and Charlie routes are usually shown on
the plan view, while the Bravo routing is explained in a textual description.
9.7.18. Initial - Final, and Intermediate - Final, Approaches:
9.7.18.1. a. FAA - This is not used, there are no approaches in the USA that require
two plates to fly.
9.7.18.2. ICAO - This is common for approaches in France and in the U.K. It is
necessary to use two plates, the Initial or the Intermediate Approach plate
and the Final Approach plate, to shoot the approach. This is necessary as
the information required to shoot the approach is split onto two separate
plates. The Initial or Intermediate plate shows the (IAF) routing, while the
Final plate has the information for the final portion of the approach. There
does not seem to be any difference between the Initial or the Intermediate
plates.
9.7.19. Standard Approaches:
9.7.19.1. FAA - not used.
9.7.19.2. ICAO - This is common on approaches in France. There may be three
plates involved - the first plate explains the procedures involved with the
Standard Approach, while the second and third plates give the
intermediate (IAF) routing and the final approach information.

9.7.20. Alternative Approaches:
9.7.20.1. FAA - not used.
9.7.20.2. ICAO - This is common on approaches in the U.K. and France. The
alternative routing is explained in a textual description. Typically the
procedure allows the pilot to transition from a holding pattern to the final
approach by extending the outbound leg of the hold, instead of flying the
published procedure turn for the course reversal.
9.7.21. Tear Drop Variations:
9.7.21.1. FAA - Tear drops are rarely used on approaches in the USA.
9.7.21.2. ICAO - They are very common on ICAO approaches world wide. There are
many tear drop variations. Some approaches have maximum (others,
minimum) speeds shown. There are many variations in the manner in
which the plan view is drawn, as each country seems to want it drawn in a
different manner and Jeppesen complies with each nation’s wishes.
9.7.22. Holding Pattern Let Downs:
9.7.22.1. FAA - Holding pattern approaches are not used in the USA.
9.7.22.2. ICAO - These approaches are very common in Central and South America.
The approach is designed to allow an aircraft to let down in a bowl
surrounded by mountainous terrain. There is usually no straight in minima
shown, as there is no way to know which way the aircraft will be headed
when it descends out of the clouds.
9.7.23. Complex and Difficult Approaches:
9.7.23.1. FAA - There is nothing very difficult about the vast majority of the
approaches in the USA.
9.7.23.2. ICAO - There are some very complex approaches in Central and South
America. Look at San Pedro Sula, Honduras and Brasilia, Brazil for
examples. Some of these approaches will have high altitude penetrations
coupled with holding pattern let downs and one (Brazilia) even has four
180° turns on the approach path!
9.7.24. ILS PRM (Simultaneous Close Parallel) :
9.7.24.1. FAA - In use at Minneapolis-St. Paul International airport, Minneapolis,
Minn. A new type of ILS procedure using special high resolution/ high
update radar and tracking software called “precision runway monitor”
(PRM). Allows simultaneous approaches at parallel runways closer together
than 4,300’. Requires pilots to have viewed training videos, dual VHF
communications is required (one for the tower controller and one for the
monitor controller) and all ATC directed “breakouts” are to be HAND
FLOWN. Traffic management will segregate PRM participants from non-PRM
participants. Crews unable to participate are to so advise ATC (Minneapolis
Center) on initial contact to enable sequencing.
9.7.24.2. ICAO - No such procedures at the present time.
9.7.25. LNAV Approaches:
9.7.25.1. FAA - Only a very few in the USA at the present time. SEA, OAK and BOS
have them.
9.7.25.2. ICAO - Becoming more and more common in Holland, Germany and
France. Almost every approach in Germany is now on a fold out page,
instead of the standard smaller size, as as LNAV transitions have been
made part of the approach.

9.7.26. Cloud Break Procedure:
9.7.26.1. FAA - No such procedure exists.
9.7.26.2. ICAO - A “Cloud Break Procedure” can be attached to the end of an
approach (typically a NDB or VOR approach) that terminates at a point in
space. The intent is to get the pilot under the clouds and to a point abeam
the airport so that he can “break” off the approach and circle to land
visually. The procedure generally has a prescribed track that is used for
circling to either end of a runway. See the NDB approach to the airport at
Vagar, Faroe Islands, or the South Caicos Islands for an example of this
procedure.
9.7.27. Wind Limitations for Landing:
9.7.27.1. FAA - No such limitations exist as airport restrictions. However, aircraft
manufacturers have such limitations as part of the certification process for
their aircraft. These limitations are not airport limitations.
9.7.27.2. ICAO - Some airports (Funchal, Madeira Islands, for example) have an
airport maximum permissible wind limitation for landing printed on the
approach. This is typically shown by a circle around the airport, with
various quadrants marked off. Each quadrant will have a different wind
value. This wind limitation is given relative to the touchdown anemometer
values only. The values might be, for example: “15KT gusts 25KT” cross
wind quadrants, and “20KT gusts 30KT “ headwind quadrant.
9.8. MISSED APPROACHES

9.8.1. Radio Failure Following a Missed Approach:
9.8.1.1. FAA - There may be a note on the approach plate with special instructions
for loss of communications.
9.8.1.2. ICAO - In the UK (London and Manchester) there are special plates
describing the procedures to be used in the event of a radio failure
following a missed approach.
9.8.2. Missed Approaches with optional Procedures:
9.8.2.1. FAA - These do not exist.
9.8.2.2. ICAO - There are a few airports that appear to have optional missed
approach procedures. See Delhi, India, and Tehran, Iran. They have
multiple missed approach procedures, that seem to be at the pilot’s option.
e.g. turn right or turn left, turn here or turn there, etc.
9.9. MISCELLANEOUS
9.9.1. Jump seat Authority, Cockpit Door:
9.9.1.1. FAA - Access to the cockpit is highly restricted by the FAA. The rule was
established in its current form primarily in 1964 (along with 121.587
requiring the cockpit door to be closed and locked) ... right after the airline
high-jacking craze got going. 121.547 Admission to flight deck allows:
9.9.1.1.1. A crew member;
9.9.1.1.2. An FAA air carrier inspector, or an authorized representative of the NTSB;
9.9.1.1.3. An employee of the United States, a certificate holder, or an aeronautical
enterprise who has the permission of the pilot in command and whose duties
are such that admission to the flight deck is necessary or advantageous for
safe operations; or
9.9.1.1.4. Any person who has the permission of the pilot in command and is
specifically authorized by the certificate holder management and by the
Administrator.

9.9.1.2. ICAO - The Captain owns the jumpseat and controls who may or may not
sit there subject to each companies’ rules and regulations. SPANAIR; IATA;
SAS; Aeromexico; TAROM; Finnair; Virgin Express; Air New Zealand,
Quantas, Air Canada, Olympic Airways, ANN and many others all allow the
Captain to control the jump seat. Some airlines even allow passengers to
ride there and the jumpseat may be used as a passenger seat if the cabin
is oversold. Cockpit doors may remain open or unlocked.
9.9.2. Holding Short of the Runway (in low visability situations):
9.9.2.1. FAA - Use the painted CAT II “Hold Short” lines.
9.9.2.2. CANADA - Pilots must hold 200 feet short of the runway or they will be
violated
9.9.3. NEW INFORMATION TO ADD IN THE FUTURE
NOTE: (12/ 03/ 99) ICAO has come up (1997 or 98) with a new com-failure procedure. (See ICAO
Annex 2). It no longer is “follow current flight plan”, but: “:20 minutes after last compulsory
reporting point, fly FILED flight planned level”. RESEARCH THIS ASAP!!
9.9.4. Annex 2 Rules of the Air Chapter 3; 3.6.5 Communications
9.9.4.1. 3.6.5.2 Communication failure. If a communication failure precludes
compliance with 3.6.5.1, the aircraft shall comply with the communication
failure procedures of Annex 10, Volume II, and with such of the following
procedures as are appropriate. In addition, the aircraft, when forming part
of the aerodrome traffic at a controlled aerodrome, shall keep a watch for
such instructions as may be issued by visual signals.
9.9.4.2. 3.6.5.2.1 If in visual meteorological conditions, the aircraft shall:
9.9.4.2.1. continue to fly in visual meteorological conditions;
9.9.4.2.2. land at the nearest suitable aerodrome; and
9.9.4.2.3. report its arrival by the most expeditious means to the appropriate air traffic
control unit.
9.9.4.3. 3.6.5.2.2 If in instrument meteorological conditions or when conditions are
such that it does not appear feasible to complete the flight in accordance
with 3.6.5.2.1 (see Note 1), the aircraft shall:
9.9.4.3.1. unless otherwise prescribed on the basis of regional air navigation
agreement, maintain the last assigned speed and level, or minimum flight
altitude if higher, for a period of 20 minutes following the aircraft s failure to
report its position over a compulsory reporting point and thereafter adjust
level and speed in accordance with the filed flight plan;
9.9.4.3.2. Proceed according to the current flight plan route to the appropriate
designated navigation aid serving the destination aerodrome and, when
required to ensure compliance with c) below, hold over this aid until
commencement of descent;
9.9.4.3.3. commence descent from the navigation aid specified in b) at, or as close as
possible to, the expected approach time last received and acknowledged; or,
if no expected approach time has been received and acknowledged, at, or as
close as possible to, the estimated time of arrival resulting from the current
flight plan;
9.9.4.3.4. Complete a normal instrument approach procedure as specified for the
designated navigation aid; and land, if possible, within thirty minutes after
the estimated time of arrival specified in c) or the last acknowledged
expected approach time, whichever is later.
9.9.4.3.5. Note 1. As evidenced by the meteorological conditions prescribed therein,
3.6.5.2.1 relates to all controlled flights, whereas 3.6.5.2.2 relates only to
IFR flights.
9.9.4.3.6. Note 2. The provision of air traffic control service to other flights operating in
the airspace concerned will be based on the premise that an aircraft
experiencing communication failure will comply with the rules in 3.6.5.2

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Page 1 Created by Mampu

Page 1 Created by Mampu Rev July 2011

1.1.3.3.3. SIGMET, METAR and TAF abbreviations

1.1.3.3.4. Understand Significant Weather, Forecast and Recent Weather Codes

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1.1.3.3.6.3. INTER is used to indicate changes expected to occur frequently

1.1.3.3.6.4. FM is used in forecasts to indicate changes which are significantly

Page 5 Created by Mampu Rev July 2011

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Icing Type Contraction Description

1.1.3.3.10. RUNWAY STATE is quoted it will be shown by an additional eight-figure

Page 7 Created by Mampu Rev July 2011

1.1.3.3.11. Radar Weather Report (SD/ROB) contains information about precipitation

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1.1.3.3.12. SPECIAL REPORTS (SPECI), Aerodrome weather reports issued whenever

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Page 10 Created by Mampu Rev July 2011

Embedded cumulonimbus, less than 1/8 coverage,

Embedded cumulonimbus, 1/8 o 4/8 coverage, bases

Cumulonimbus, 5/8 to 8/8 coverage, bases below

An example of a severe squall line and the associated CB area.

Tropical Storm—The symbol to the left depicts tropical storms. Areas

A thunderstorm area (5/8 to 8/8 area coverage, bases below FL240,

An area of forecast moderate CAT with vertical extent from FL 280

An area of forecast severe CAT with vertical extent bases below FL

Moderate to severe turbulence, bases below 24,000 ft, and tops

Moderate turbulence from 35,000 ft to above upper limit of the

Volcanic Activity—The symbol designates the location of volcanic

A high Tropopause height of 46,000 ft MSL.

A low Tropopause height of 27,000 ft MSL.

A level of Tropopause height of 38,000 ft MSL.

1.1.3.5.4. Other weather symbols

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1.1.3.5.6. Pressure Altitudes Heights and Winds Charts

1.1.3.5.7. VOLMET VHF & HF

1.1.3.6. Review the Basic Standard Alternate Minima (planning phase)

1.1.4. Assess operational conditions affecting mission

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DURING DECOMPRESSION WITHOUT SUPPLEMENTAL OXYGEN,

1.1.7.3.8.6. Rapid Decompression / Emergency Descend

Normal/Abnormal Condition FLIGHT CREW COMMAND

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1.2.7.5.4. EXTINGUISHER TEST switch – Check

1.2.7.6. START APU switch (as needed)

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1.2.9.8.4.2. Mid-Lower Takeoff Analysis Format

Case 1. Takeoff at CGK FULL THRUST with following condition:

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1.2.9.8.5.1. Wind Correction

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REGULATED TAKEOFF WEIGHT CALC (KG)

* FLAPS 05 * AIR COND AUTO ANTI-ICE OFF JUANDA

20 640 629/46-52-59 629/47-52-59 629/47-52-59 629/47-52-59

* FLAPS 05 * AIR COND AUTO ANTI-ICE OFF JUANDA

20 640 629/46-52-59 629/47-52-59 629/47-52-59 629/47-52-59

* FLAPS 05 * AIR COND AUTO ANTI-ICE OFF JUANDA

20 640 629/46-52-59 629/47-52-59 629/47-52-59 629/47-52-59

* FLAPS 05 * AIR COND AUTO ANTI-ICE OFF JUANDA

20 640 629/46-52-59 629/47-52-59 629/47-52-59 629/47-52-59