B737 Standard Operating Procedure User Guide

STANDARD OPERATING PROCEDURE USER
GUIDE
JA/OPS/199
STANDARD OPERATING PROCEDURE
CHAPTER 0
TABLE OF CONTENTS
REV 16.0
15 JAN 2016
CHAPTER 0 STANDARD OPERATING PROCEDURE USER GUIDE

0.1
0.2
STANDARD OPERATING PROCEDURE ................................................................................... 3

0.1.1
Introduction ................................................................................................................... 3
0.1.2
Revision Cycle .............................................................................................................. 4
0.1.3
General Information ...................................................................................................... 4
0.1.4
Ground Operations ....................................................................................................... 6
0.1.5
Takeoff.......................................................................................................................... 9
0.1.6
Climb ............................................................................................................................ 9
0.1.7
Cruise ........................................................................................................................... 9
0.1.8
Approach .................................................................................................................... 10
0.1.9
Landing ....................................................................................................................... 13
NORMAL CHECKLIST READING GUIDE ................................................................................ 15

0.2.1
Introduction ................................................................................................................. 15
0.2.2
Key Points................................................................................................................... 15
0.2.3
Normal Checklist Samples .......................................................................................... 16
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TABLE OF CONTENTS
I N T E N T I O N A L L Y
L E F T
15 JAN 2016
B L A N K
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0.1 STANDARD OPERATING PROCEDURE

0.1.1
Introduction
Jet Airways B737 Standard Operating Procedures have been formulated in conjunction with Boeing
recommended procedures, FCOM, QRH, Flight Crew Training Manual, and Operations Manual Part A.
The term Standard Operating Procedures refers to the policies and procedures contained in these
documents.
In case of any discrepancy between the Standard Operating Procedures and the Operations Manual, the
Operations Manual Part A (OM-A) shall take precedence. Any discrepancy between these documents
must be brought to the notice of the Fleet Office.
The feedback from the first revision of the Standard Operating Procedures Guide was very encouraging
and it has gone a long way in streamlining procedures across the network. There are still some areas of
understanding that need clarification for both Captains and First Officers.
The second revision of the Standard Operating Procedures Guide is being issued with the primary intent
of introducing the newly updated Standard Operating Procedures, and clarifying the various grey areas
that have been noticed in day-to-day operations. Additionally, over a period of time certain actions have
crept into our operations, which are inconsistent with the published Standard Operating Procedures, and
have a negative impact on efficiency, safety and standardization. These actions have been addressed in
this guide.
A Checklist Reading Guide is also incorporated, to address Normal Checklists.
Standardization of procedures plays a vital role in enhancing flight safety. Consistent and unambiguous
procedures are essential to facilitate efficient training. It is detrimental for First officers/trainees to be
uncertain about the interpretation of procedures by the PIC/trainer. SOPs are intended to be followed by
all pilots without self-interpretation of the document. It is expected that, after the publishing of this guide,
most doubts and confusion on the interpretation of the Standard Operating Procedures would be
removed.
Complying with the Jet Airways B737 Standard Operating Procedures is mandatory for all pilots,
regardless of the variations existing in the previous aircraft type or organization. This is especially
essential for crew transitioning from other airlines. It is regarded highly imprudent for a pilot to deviate
from established procedures based on practices followed in former airline/s, as it negates the basic logic
of the term Standard.
It is mandatory to maintain area of responsibility and follow procedures as laid down in the SOP and OM
(A). Knowing the procedure and not following it intentionally is referred to as deviancy. Procedures are
designed considering a myriad factors by manufacturers Safety Pilots, human factors specialists, Test
pilots, ergonomic experts and so on. Deviancy erodes the safety built into these procedures and
increases the risk to operations. This risk may be either directly apparent or latent i.e. hidden.
The common practice of doing an action that goes against laid down procedures by terming it non
standard does not validate that action. This practice must stop.
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You are encouraged to follow the attached link to an NTSB video report that highlights the importance of
compliance to SOPs.
http://youtu.be/M4NL4m5cnhs
As professional crew, you are urged to use this document to take another step towards greater
compliance and thereby greater standardization.
As the name suggests, this document is simply a guide and shall not be incorporated either in Standard
Operating Procedures or OM-A. This document is not a supplement to the established Standard
Operating procedures; it only states best practices and clarifies certain grey areas.
In the Standard Operating Procedures the word captain refers to the area of responsibility of LHS and
the word First Officer is used to denote the area of responsibility of the RHS. All actions/callouts are
designed to be seat oriented, including during training flights where the trainer is the PIC. This does not
preclude the trainer from doing actions as necessary at any phase of flight to ensure safe operation of
the airplane.
0.1.2
Revision Cycle
The new SOP and the SOP user guide have been designed to have a common look and feel with other
company documents.
The FCOM Vol 1 will have an additional tab after the Normal Procedures tab termed as Standard
Operating Procedures. Henceforth this will be the reference material for Jet Airways 737 operation. The
Normal Procedures section will be no longer applicable.
Revision numbering has been aligned with OM (A) methodology for ease of use and tracking by crew.
The first edition will be numbered as Rev 16.0.16 indicates the year of publication. (.0) indicates the first
revision of the year. The second revision will be numbered as 16.1.
The SOP will be mandatorily revised in the beginning of every year and thus be numbered as 17.0. The
SOP User Guide will follow the same revision cycle.
All changes made in the SOP from the current revision onwards shall reflect in a different font color,
along with the sidebars, for easy identification of updated content.
0.1.3
General Information
Scan Vs Checklist : The Standard Operating Procedures are designed for use by trained flight
crewmembers. The procedure sequence follows a definitive panel scan pattern. Each crewmember
is assigned a flight deck area to initiate action in accordance with Standard Operating Procedures.
Each set of actions is initiated based on completion of preceding actions/conditions specified in
Standard Operating Procedures. These actions, for example the Before Taxi Procedure or scan, do
not require to be called for by the Captain.
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The Normal Checklists are used to verify that critical items have been done, after completing all
respective procedural items. Both pilots visually verify that each item is in the needed configuration
or that the respective step has been done while doing the checklist. No procedural items are
accomplished while reading the Normal Checklist. Unlike the Standard Operating Procedure scans,
the Normal Checklists are called for by the Captain/PF as applicable.
The table below clarifies when each procedure should commence. It is reiterated that the scan
actions should commence without awaiting the call from the Captain/PF as applicable.
Scan
Conditions for Commencement
Preflight Procedure
After Preliminary Preflight Procedure. Read Note 1 & 2
Before Start Procedure
After papers are on board. Read Note 3
Before Taxi procedure
Once both crew verify that engines are stable at idle. Read Note 4
Before Takeoff Procedure
Once cleared to enter the active runway.
After Takeoff scan
After flap retraction is complete. Read Note 5
After Landing Procedure
When clear of the active runway, after both pilots have confirmed the
taxi instructions and route. Read Note 6
Shutdown Procedure
After aircraft is parked.
Note 1 : The Initial and Navigation Data entries in the FMC must be complete before the flight
instrument check during the Preflight Procedure.
Note 2 : During refueling, the Preflight Procedure may be completed with the following precautions:
i)
Fasten Belts switch shall remain OFF.
ii)
Electrical circuits in the tanks area shall not be connected or disconnected. This implies
the Fuel Pump switches, and Position lights switch. The position of these switches shall
not be changed.
The following items are not part of the Preflight procedure, but have been listed as a caution:
i)
Weather Radar (WXR) shall remain OFF.
ii)
Aircraft HF transmissions must not be made.
iii)
Engine Start switches shall remain OFF.
iv)
Strobe lights shall remain off.
The APU is located outside the fuelling zone, hence there is no restriction for normal APU
starts during refueling.
Note 3 : As per Standard Operating Procedures, the Fuel Panel, Hydraulic panel, Anti Collision light
and Stabilizer trim are set after Pushback/Start Clearance is obtained.
Note 4 : Engine is verified to be stable at idle when the EGT Start Limit line is removed.
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Note 5 : The PM shall not confirm with the PF prior to switching off the Engine Start switches. The PM
shall position the Engine Start switches as required by the Adverse Weather section of the
Supplementary Procedures.
Note 6 : In case of a delay in obtaining taxi instructions, the Strobe lights, Transponder and Weather
Radar shall be set as per procedure when clear of the active runway.
It is clarified that the Standard Operating Procedures scan flow may be changed as needed, and the
captain may direct actions outside of the crewmembers area of responsibility. The captain is the final
authority for all tasks directed and done. It is essential that the captain use this discretion only
as and when the situation demands. Routine and unjustified deviations from the scan flow and
area of responsibility are undesirable and undermine the principles of standard operating procedures
and CRM.
Flight Crew Oxygen Requirements: All flight crew oxygen bottles are 114/115 cu.ft. for the B737
fleet.
The process of checking on the Flight Deck Video system when the CCIC passes the Cabin Secure
check is an unnecessary distraction and shall be stopped.
The complete call sign Jet Airways shall be used during RT transmissions at all times.
For all announcements on the PA system primarily intended for the passengers, the hand mike shall
be used with the speakers off. Ensure other crewmember is wearing headsets and monitoring RT.
Three consecutive chimes (222 pressed on the service attendant handset) is an indication of a cabin
emergency. Do not unlock the flight deck door. Verify the situation on the service interphone.
0.1.4
Ground Operations
Do not place any items on the glare shield. This causes damage to the inner pane of the windscreen.
Additionally it erodes the non reflective paint that is applied to the glare shield to prevent reflection on
the windscreen.
Parking brake position does not impact the brake cooling schedule significantly. During quick
turnaround flights, the parking brake shall be set as part of the preflight procedure, before
accomplishing the Preflight Checklist. Only in case of high energy braking, with temperatures
approaching caution zone, do not set parking brakes. Refer the brake cooling schedule.
In Preflight procedure, Lights Test is the area of responsibility of the captain for all panels.
After completing the preflight oxygen test, ensure the regulator selector is switched back to 100%.
Fire tests for engines, APU and cargo are needed once each flight day. These shall be completed for
the first flight of the day based on UTC (the first flight commencing after 00:00z), and need not be
done for subsequent flights. There is no need to do an APU fire test every time the APU is started
with ground power available, since it has been completed first flight of the day.
In case APU start has to be delayed during Preflight procedure due to airport restrictions, accomplish
the Preflight procedure except the APU start and Air conditioning panel. Complete the preflight
checklist. Complete the APU start section, Ground Conditioned Air use supplementary procedure
and Air conditioning panel section when ready to start APU.
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There is no requirement to perform additional system tests apart from those included in the Standard
Operating Procedures. Tests for weather radar system, takeoff configuration test switch, GPWS etc.
are not part of Standard Operating Procedures.
ATC clearance should be obtained when both pilots are monitoring RT. This mitigates the probability
of error.
During FMC CDU Preflight procedure, on the PERF INIT page, the Top of climb winds and
temperature deviation shall be entered from the OFP Nav Log, or the Top of climb temperature from
the OFP Wind Data and Component section. Enroute winds shall be updated on the RTE DATA
page. This is to ensure that the FMC can compute a correct T/C point and ETA.
Descent Forecast entries in the FMC may be done in flight if short of time during preflight.
Seat belts are to be worn before the Preflight checklist. Shoulder harnesses have to be worn before
commencement of taxi, and shall be on for all operations below 10000 AFE, including taxi in.
Departure briefings are to commence after Preflight Checklist, and shall be completed before the
Before Start Checklist. Briefings during taxi are a safety hazard and shall be avoided. Updates to the
briefing are needed for situations like runway change, revised departure instructions, weather etc.
after commencement of taxi. These updates are permitted during taxi.
Cabin crew get a minimum of 7 minutes to secure the cabin and galley. This time commences from
door closure. An effective brief should contain realistic projected time for taxi in order to allow the
crew to complete their tasks in an efficient manner to enhance meal quality and Guest experience.
eg, in Delhi, taxi time from door closure on apron 34 to RWY 28 is approximately 20 mins.
When accepting an aircraft in accordance with the MEL / CDL, the Airplane Technical log entry by
the commander shall be MEL / DDPG ACTIONS COMPLIED WITH. This entry has to be made on
each sector, even if the same crew is operating. On completion of the flight, if no new defects are
observed during the flight, on completion of the sector a statement NIL DEFECTS shall be entered
in the second DEFECTS REPORTED/OBSERVED box, not Nil except cf.
In case of no MEL/CDL and no defects are observed for a flight, the entry shall be NIL DEFECTS,
not sector nil.
Procedure for crosscheck of RTOW assumed temperature and speeds:

The first officer will calculate the assumed temperature and V-speed values and enter the same in
the FMC. The captain will then crosscheck the calculation, and ensure correct values are entered in
the FMC. This avoids error during FMC data entry. During the Before Taxi Checklist, when the
captain reads the Takeoff speeds, the first officer will crosscheck the same against the Takeoff Data
sheet, and ensure correct assumed temperature value is displayed on the Upper DU.
The call to cabin crew to arm doors will be made after all entry and service doors are closed.
When arming LNAV/VNAV during the Before Start procedure, the Captain shall call out LNAV/VNAV
armed.
Do not change position of any movable surfaces when the anti collision lights are off, unless
clearance is obtained from ground personnel. This includes flight control surfaces, stabilizer trim,
flaps, spoilers, retractable landing lights etc.
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The Stabilizer trim shall be set to the takeoff trim setting after the anti collision light is swiched ON.
During ground operations after pushback/engine start, all FMA callouts shall be by the first officer
The flap extension in the Before Taxi procedure shall be done as per scan flow. The practice of
extending flaps before the rest of the scan shall be stopped.
The Flight controls check in the Before Taxi Procedure is with the Captain. The First Officer need not
follow on the controls. The First Officer may however use this opportunity to gauge rudder pedal
reach and displacement and adjust the same as desired for optimum seating position.
Recall check will be done by both crew reviewing the system annunciator lights, as part of Before
Taxi and Descent procedures. The Recall check in the Before Taxi procedure is to be done as per
scan, and not before switching APU off.
In the Before Taxi procedure, verify an increase in Oil Temperature, and Oil Pressure above amber
band, before the Lower DU is blanked.
During a No Engine Bleed Takeoff, if anti-ice is not required for taxi, configure for a No Engine
Bleed Takeoff just after engine start. Accomplish the normal Before Taxi scan and checklist, and
then accomplish the No Engine Bleed Takeoff supplementary procedure, prior to commencement of
taxi.
However, during hot weather operations, the No Engine Bleed Takeoff supplementary procedure
should be delayed and accomplished just before takeoff, for better cabin cooling. After Takeoff,
bleeds may be reconfigured in the After Takeoff Procedure.
For an Unpressurized Takeoff, configure bleeds just before Takeoff, i.e. prior to the Before Takeoff
Procedure.
Taxi is an operation with many hazards existing around the airplane including hazard to ground
personnel, hazard to and from vehicular movement other aircraft, complicated taxi instructions, hot
spots etc. Increased involvement of the FO will mitigate these threats.
Lighting Panel is the area of responsibility of the FO. Lights shall be set by the FO as per SOP
without specific instructions from the Captain. When the aircraft is in motion, Taxi and Runway
Turnoff lights will be on as a minimum requirement, except when operating in low visibility conditions.
The Fixed and Retractable landing lights may be used as desired in any combination at captains
discretion. All lights will be switched off when turning into the bay.
Whenever maneuvering on any active runway, set lights strobe & steady. Crossing a non-active
runway does not require strobes. Additionally, this requirement is not applicable for a runway being
used as a designated taxiway, for example RWY 14 in Mumbai between TWY K1 up to TWYs N/N1
is used as TWY when RWY 09/27 is active. TCAS is not recommended while maneuvering on a nonactive runway due to nuisance traffic advisories.
In case on insufficient cooling during taxi, accomplish the Hot Weather Operation supplementary
procedure.
As per the Before Takeoff procedure, the first officer shall verify that the cabin is secure as part of
the scan. This implies reiteration of having received the Cabin secure check on the interphone. Use
of camera for this purpose is a distraction and therefore shall not be done.
Mobile phone usage during critical phases of flight is unacceptable. Its a willful violation of
regulations, and a hazard to flight safety.
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Takeoff
Both Communication Panels and both Navigation Panels are in the area of responsibility of the First
Officer on ground, and of the PM in flight.
The left and right Audio Control panels are in the independent area of responsibility of Captain and
First Officer respectively for all phases of flight.
For aircraft with the MFD C/R switch installed: The MFD Cancel/Recall switch shall be pushed during
Preflight procedure by the first officer, and during Descent procedure by the PM, to verify Autoland
advisory messages are not shown. This is especially essential during low visibility operations.
During taxi and in flight, standby instruments are joint area of responsibility. It is recommended that
any changes in these instruments be done by the PM.
During Takeoff roll, a light forward pressure is maintained on the control column upto 80kts. Above
80kts, relax the forward pressure to the neutral position. Excessive forward pressure is detrimental to
the airframe.
During Takeoff Roll, THR HLD is an FMA annunciation, and will be called out by the PM. The call
shall be acknowledged by the PF.
During crosswind takeoffs, excessive control wheel displacement during rotation and liftoff increases
spoiler displacement. Displacement above approximately 1.5 units on the Aileron Trim Indicator
causes spoiler deployment.
0.1.6
Climb
During climb, Fasten Belts Signs are switched off at 10000 feet AFE (Captains concurrence),
whereas lights are set at 10000 feet AFE or Transition Altitude, whichever is higher.
During climb, while completing the OFP navigation log, the PM has no requirement to crosscheck the
airborne time with the PF.
In flight, the Fasten Belts switch shall be moved in concurrence with the captain.
In flight, the Weather radar is PFs area of responsibility. On ground, the weather radar panel is the
First Officers area of responsibility. For weather radar panel with dual controls, the area of
responsibility is as LHS and RHS.
0.1.7
Cruise
Turbulence Air Penetration: For light to moderate turbulence, in case of speed fluctuations, speed
may be adjusted as desired to maintain a high/low speed margin. Otherwise, no change in airspeed
is required. Slowing to 280kts/0.76M is not required in climb, cruise and descent for light to moderate
turbulence. In case of severe turbulence, follow the Supplementary Procedure.
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Pilots are required to provide accurate turbulence reports to the ATC. For this purpose, pilots must
be aware of the Classification of Turbulence Intensity as per the OM. The frequency of turbulence is
reported as Occasional (less than 1/3 of the time), Intermittent (1/3 to 2/3) or Continuous (More than
2/3). Standard phraseology must be used when reporting turbulence. For example Intermittent Light
to Moderate Turbulence at FL350.
With the Fasten Belts sign ON for turbulence, hot beverage service is not allowed.
The enroute winds in the FMC are to be acquired from the OFP Nav Log. If the actual flight level
varies from the flight plan level, use the winds from the OFP Wind Data and Component section.
Paperwork shall be done as per area of responsibility. Captains are required to do the paperwork as
PM.
In cruise, the practice of constantly using landing lights for checking conditions for ANTI ICE
operations, reduces bulb life and increases light failures. Consider using the WING light for this
purpose.
The practice of signalling crossing traffic with the landing lights has the same impact and must be
stopped.
When cleared to proceed direct to a waypoint by ATC, there is no requirement to check the selection
on the PLAN mode or the MAP mode. Refer to Proceeding Direct to a Waypoint (overwrite)
Supplementary procedure. Both crew crosscheck that the correct Waypoint is selected on the FMC
CDU RTE LEGS page 1/XX, line 1L, before executing.
Approach briefing is conducted by the PF. There is no requirement to transfer controls to the PM
while briefing. The standard PF / PM tasks should be maintained while conducting the briefing.
0.1.8
Approach
The Callout RADIO ALTIMETER ALIVE is to be given at the first positive indication of the radio
altimeter during descent, even if the radio altimeter indication is subsequently removed upon passing
the elevated terrain.
Approach Callouts Captain as PF

Captain (PF)
First Officer (PM)

APPROACHING MINIMUMS
100 ft. above DA(H)

CHECK
MINIMUMS - APPROACH
LIGHTS / RED BARS /
THRESHOLD / RUNWAY
TOUCHDOWN ZONE OR
MINIMUMS - VISUAL
At DA(H) Suitable visual

reference established
CONTINUE
NO CONTACT

reference NOT established
GO AROUND
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Approach Callouts First Officer as PF (Supervised Landing)

Captain (PM)
100 ft. above DA(H)

reference established
First Officer (PF)
APPROACHING MINIMUMS
CHECK
MINIMUMS - STROBE
LIGHTS/APPROACH
LIGHTS/RED BARS OR
MINIMUMS - VISUAL
CONTINUE
VISUAL

reference NOT established
NO CONTACT - GO AROUND
GO AROUND
NOTES:
-
At DA(H), the PM will call visual cues as identified.
The callout CONTINUE by the Captain implies continuation to landing unless a decision is
made to go around. A separate LANDING callout is not needed.
In good visibility conditions where runway environment is clearly identified above the DA (H), the
PM may call VISUAL anytime after passing the final approach fix, and the PF may respond by
confirming and calling VISUAL. The captain shall make the decision call CONTINUE.
Thereafter, the standard callouts at 100 ft. above DA(H) and at DA(H) are not required.
During a visual approach, the above approach callouts are not applicable. Once a visual
approach is commenced, continuation to landing is assumed unless a decision is made to go
around.
During approach, after selection of landing flaps, verify the planned VREF agrees with actual VREF
on the FMC APPROACH REF page.
The Precautionary Callout SPEED, during approach phase, is to be given if speed is consistently
more than 10kts above or 5kts below VAPP. This callout is to be given only for these conditions,
unless approaching flap placard speed. Inaccurate precautionary callouts are a distraction and
nuisance.
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LNAV/VNAV are the recommended roll/pitch modes for VOR approaches. VORLOC/VNAV are the
recommended roll/pitch modes for Localizer only approaches.
The MAP mode display is recommended for all approaches. For a Localizer approach, monitor
approach progress by referencing the Localizer pointer and scale on the PFD. For a VOR approach,
monitor approach progress by selecting POS, and also displaying the VOR pointers on the MAP
display to verify your position relative to the MAP display. During a VOR approach, the PM should
switch to the VOR mode when on intercept heading, callout COURSE ALIVE as per standard
callouts, and revert to the MAP mode when established on final approach course. Alternatively the
callout COURSE ALIVE can be given when within 10 degrees of the final approach radial, as
identified by the VOR pointers, and also by the radial displayed by selecting POS on the MAP mode
display. In this case there is no requirement to switch to the VOR mode.
Refer to the Raw Data Monitoring Requirements section in the FCTM.
It is clarified that RNP/ RNP AR approaches use GNSS as the primary navigation system, and
require special training and qualification. However, using LNAV/VNAV for nav aid based non
precision approaches is not the same as flying an RNP approach, since the primary navigation is
based on external nav aids like a VOR/Localizer/NDB.
The FMA callouts VORLOC and GLIDESLOPE are not to be followed by captured.
A CDFA is an approach technique requiring a continuous descent, flown either with VNAV guidance
or based on manual calculation of the required rate of descent, without level-offs. The rate of descent
is selected and adjusted to achieve a continuous descent to a point approximately 50ft above landing
runway threshold or the point where the flare maneuver should begin for the type of aircraft flown.
This may be achieved by any of the modes at pilot discretion- VNAV, V/S (Autopilot or Flight
Directors), CWS or manual flight as long as the above criteria is satisfied. Its a misconception that
CDFA can only be flown using VNAV.
When carrying out a visual approach, the minimums will be set at 500 feet AFE. This will be the
reference altitude by which the approach must be stabilized. It is clarified that this value is not a
DA/MDA as in case if an instrument approach, but only a reference value for stabilization gate.
Delayed Flap Approach: If the approach is not being conducted in adverse weather conditions that
would make it difficult to achieve a stabilized approach, flap selection may be delayed, as clarified
below:
Normal Configuration: At Glide Slope Alive, Gear Down and Flaps 15. Landing Flaps selected at
Glideslope Capture.
Delayed Flap approach with Glide Slope interception less than 7 ILS DME: Gear Down and
Flaps 15 at pilot discretion, to be Flaps 15 speed at Glide Slope Capture. Landing flaps selection at
pilot discretion to be Stabilized by 1000 FT AFE.
Delayed Flap approach with Glide Slope interception more than 7 ILS DME: Gear Down, Flaps
15 and Landing Flaps selection at pilot discretion, to be stabilized by 1000 FT AFE.
The phraseology ILS Preps or VOR preps is no longer relevant. General guidelines are provided
in the Instrument Approach Preparation section of the Standard Operating Procedures. Refer to the
FCTM for detailed guidelines for Approach Preparations for various approaches. The PF shall call for
Approach Preparations. All actions are to be done as per area of responsibility. The PM will verify
all actions are complete, and call Approach Preparations Complete.
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When Auto Pilot is disengaged, Auto Throttle is recommended in the ARM mode instead of
disconnecting. The term Disengage in the SOP with reference to the Autothrottle implies the ARM
mode. For precision approaches, this is done by deselecting the Speed mode. For non-precision
approaches, recycle Flight Directors after disconnecting the Auto Pilot. The Auto Throttle may be
disconnected at pilot discretion, with due consideration that minimum speed protection and Auto
Throttle Go-around mode is no longer available. This does not preclude manual flying with Auto
Throttle disconnected for proficiency.
During a Go Around, all actions shall be carried out as per area of responsibility of PF and PM. This
is applicable when a First Officer is PF during STOL, and also during training flights. The PIC shall
take over controls at any stage if required.
Standby frequency for communication during final approach should be the approach radar frequency
if available. This reduces workload in event of a go around.
Cabin crew get a minimum of 7 minutes to secure the cabin and galley. An effective descent brief
should contain realistic projected time for landing in order to allow the crew to complete their tasks in
an efficient manner to enhance Guest experience. Restricting passenger movement, services and
use of electronic equipment for an extended period by securing the cabin too soon is an
inconvenience. The seatbelt signs are normally switched on at 15000 feet. In case of protracted ATC
congestion, this may be delayed till 10000 feet.
0.1.9
Landing
LDA beyond threshold and beyond glide slope is depicted on the Airport Diagram. For comparison
with the calculated ALD, the LDA beyond threshold shall be used.
ALD calculation with autobrakes OFF: Autobrake usage recommendations are available in the
Autobrake Selection section of Standard Operating Procedures, and should be followed. If manual
braking is desired (Autobrake Selected OFF), the ALD should be calculated based on anticipated
braking deceleration, which may be consistent with Autobrake setting 1,2 or 3. Use data for
Autobrake 1, 2 or 3 as anticipated. If planning reversers idle, do not apply reverser credit in the
calculation. Also for idle reversers usage, data will be based on Autobrake selection 1.
To cater for variation in manual braking, apply a margin of 1000 ft to the calculated Autobrake ALD.
The LDA must be more than this adjusted ALD value. During STOL, a 1000 ft margin is already
applied as per regulations, hence the additional 1000 ft margin is not required.
It is essential to be at taxi speed with sufficient runway length remaining as a margin to cater for
exigencies."
During landing roll or a reject takeoff, AUTO BRAKE DISARM callout will be given by the PM when
the amber light illuminates, and the same shall be acknowledged by the PF. The PF
acknowledgement CHECK implies that the PF has transitioned to manual braking.
Whenever Autobrakes are used, minimum thrust reverser position will be Detent No. 2. This
minimizes brake temperatures and tire and brake wear.
Supervised takeoff and landing is allowed with an MEL, as long as the MEL does not affect takeoff
and landing, in terms of additional workload, special procedures or techniques. The same shall be
appropriately judged by the captain. Certain MELs have provisions prohibiting STOL.
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GUIDE
JA/OPS/199
CHAPTER 0
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15 JAN 2016
Normally, the After Landing procedure is commenced when clear of the active runway, after both
pilots have confirmed the taxi instructions and route. During extended backtrack on active runway,
this procedure may be commenced during backtrack at captains discretion. In this case, the fixed
landing lights, strobe lights and TCAS will remain on till clear of the active runway.
If planning for reversers idle during landing roll, Auto Brakes should be placed OFF. Braking should
be commensurate with runway length available to ensure minimum runway occupancy time. The use
of idle reversers shall be restricted to dry runways.
During Landing Roll, the callout 60 Knots is based on airspeed, not groundspeed.
The three-minute engine cooling time after landing should be applied. When reversers above idle are
used, this time is started when the engines spool down to idle after the reverse thrust levers are
moved to reverse idle.
In the After Landing Procedure, only accomplish items listed in the Standard Operating Procedure.
Additional tasks, such as changing navigation frequencies or setting the stabilizer trim shall not be
carried out during this procedure.
As per Standard Operating Procedures, after landing, the APU generator is selected on busses
during the Shutdown Procedure, after the aircraft is parked and parking brakes are set. Once the
After Landing procedure is complete, the PM shall maintain a lookout for obstructions and
progressively follow taxi position on airport diagram. Diverting attention to the overhead panel to
move APU generator switched while the aircraft is being parked is undesirable.
Setting of Fasten Belts and Anti Collision switches after parking:

After all doors are disarmed, the Fasten Belts switch is positioned OFF. After verifying N1 is below
5%, the Anti Collision switch is positioned OFF. These actions are independent, meaning either of
the switches may be positioned OFF first subject to the relevant condition being satisfied.
The wheel chocks may be placed anytime after engines are shut down. Once ground personnel
signals wheel chocks in place, the Captain releases the Parking Brake. The positioning of Fasten
Belts switch is not dependent on the positioning of Parking Brake.
While parking, do not advise ATC ground frequency unless specifically instructed to report when
parked. Unnecessary transmissions add to RT clutter.
Headsets shall be worn till chocks on.
After shutdown cockpit lights are not to be dimmed. dimming of cockpit lights has no tangible
benefits. It only serves to increase the wear and tear on the lighting control knobs.
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GUIDE
JA/OPS/199
CHAPTER 0
NORMAL CHECKLIST READING GUIDE
REV 16.0
15 JAN 2016
0.2 NORMAL CHECKLIST READING GUIDE

0.2.1
Introduction
This guide explains the recommended method of using the Normal Checklist, with the intent of
standardization and disambiguation. This guide clarifies Call, Read, Verify, Respond and Area of
Responsibility concepts on which the Normal Checklist is based. The QRHs section on Checklist
Instructions gives guidelines for the use of Normal Checklist.
0.2.2
Key Points
Certain checklist items are marked by a hash (#). These items have been identified as being critical
by Jet Airways based on operational experience, and hence elicit a response from both pilots.
For checklists having response based on Area of responsibility, certain items are applicable to both
pilots, such as. Oxygen, Flight Instruments, Windows, CDU Preflight, Recall, Ground
Equipment, Landing Data. The Standard Operating Procedures direct actions from both pilots for
each of these items. These items therefore require a response from both pilots. These are not
marked by a hash (#).
Where response is required from both pilots, the pilot reading the checklist waits for the
response from the other pilot and then repeats the response.
Each checklist shall begin with the Checklist Title, and be complete by calling ____CHECKLIST
COMPLETE.
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GUIDE
JA/OPS/199
CHAPTER 0
REV 16.0
0.2.3
15 JAN 2016
Normal Checklist Samples
This section illustrates relevant checklists with correct responses, followed by a brief explanation of
points susceptible to misinterpretation. Values used are hypothetical.
PREFLIGHT < JPL >*
Response
Response
Captain
First officer
..................
Checked
................
Tested, One Hundred

percent
Tested, One Hundred

percent
NAV Transfer & Display switches . . . .
..................
NORMAL, AUTO
Window heat . . . . . . . . . . . . . . . . . . . .
..................
ON
Pressurization mode selector . . . . . . . .
..................
AUTO
Flight Instruments
HDG 045, Altimeter 1012

reading 30 feet
HDG 045, Altimeter

1012 reading 30 feet
Parking brake . . . . . . . . . . . . . . . . . . . .
Set
..................
Engine start levers . . . . . . . . . . . . . . . .
CUTOFF
..................
Read
Challenge
FO
CVR . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oxygen
READ NOTE 1
* Checklist called for by Captain

Note 1:
Response does not include left/right.
Note 2:
The challenge is Flight Instruments only. HDG___, Altimeter___ is part of response and is
not to be read. Altimeter crosscheck always involves both subscale setting and altimeter
reading, since they are both interdependent. Hence the response includes the QNH setting
and altimeter reading. The response is simplified to an extent to ensure clarity, instead of
Heading 045 degrees, Altimeter QNH 1012 hectopascal reading 30 feet which is
unnecessarily long. Altitude reading of zero and above is to be read as __feet, without the
prefix plus. Altitude reading below zero is read with the prefix minus.
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GUIDE
JA/OPS/199
CHAPTER 0
REV 16.0
15 JAN 2016
BEFORE START < JPL >*

Read
Challenge
FO
Response
Response
Captain
First officer
Fuel READ NOTE 1. . . . . . . . . . . . . . . . .
8400Kgs, Pumps ON
Passenger signs . . . . . . . . . . . . . . . .
ON
Windows READ NOTE 2. . . . . . . . . . . . .
Locked
Locked
MCP READ NOTE 3. . . . . . . . . . . . . . . . .
V2 147, HDG 271, Altitude

7000
...
Takeoff speeds READ NOTE 4. . . . . . . .
V1 144, Vr 145, V2 147
...
CDU preflight. . . . . . . . . . . . . . . . . .
Completed
Completed
# Rudder and aileron trim . . . . . . . . .
0 and 0
0 and 0
Taxi and T/O briefing . . . . . . . . . . . .
Completed READ NOTE 5
...
Anti-collision light . . . . . . . . . . . . . .
ON
Transponder . . . . . . . . . . . . . . . . . . .
On READ NOTE 6
Flight deck door . . . . . . . . . . . . . . . .
Closed and locked
# Response required from both the Captain and First Officer

Note 1:
Response includes only Pumps ON, not ALL Pumps On or Main Pumps ON.
Note 2:
Response does not include left/right.
Note 3:
Response items are not to be prompted. For example, prompt such as MCP... V2... heading...
altitude is incorrect. The correct prompt is MCP only. Also a response 147,271,7000 is
incomplete and therefore incorrect. Altitude setting is to be read without reference to feet or
Flight level, and regardless of the Transition Altitude. For example, Altitude Seven
Thousand is correct, while Altitude Seven Thousand Feet or Altitude Flight Level Seven
Zero is incorrect.
Note 4:
Response is by Captain only. A response 144, 145 & 147 is incorrect. The First Officer will
crosscheck FMC speeds against OFP Takeoff Data Sheet.
Note 5:
Response is by Pilot Flying only (the Pilot doing the take-off).
Note 6:
The response On refers to the status of the Transponder, and not the position of the
Transponder Mode Selector, which is set as per SOP.
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GUIDE
JA/OPS/199
CHAPTER 0
REV 16.0
15 JAN 2016
BEFORE TAXI < JPL >*

Read
FO
Challenge
Response
Response
Captain
First officer
Generators..
ON
Probe heat...
ON
Anti-ice
OFF / ON
Pack switches.
AUTO
Isolation valve.
AUTO
APU..
..
OFF / ON
Engine start switches.
..
Continuous
# Flaps..
5, Green light
5, Green light
# Stabilizer trim
4.5 Units
4.5 Units
Checked
Checked
Autobrake.....
...
RTO
Engine start levers
IDLE detent
..
Flight controls
Checked
..
# Speedbrake..............
DOWN detent
DOWN detent
Ground equipment READ NOTE 2.
Clear
Clear
# Recall
READ NOTE 1
..
# Response required from both the Captain and First Officer

Note 1:
Both crewmembers shall respond to the prompt RECALL. The action of checking Recall is
accomplished as part of the scan, and will not be repeated while reading the checklist.
Note 2:
Ground equipment: Response does not include left/right.
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GUIDE
JA/OPS/199
CHAPTER 0
REV 16.0
15 JAN 2016
BEFORE TAKEOFF < JPL >*

Read
Challenge
FO
Response
Response
Captain
First officer
Air conditioning
Bleeds ON / OFF
TCAS .
On READ NOTE 2
Checked
Obtained
Takeoff configuration
READ NOTE 3
Takeoff clearance ..
Note 1:
For Jet Airways operations, Captain is always PF on ground; hence the Before Takeoff
checklist is called for by the Captain and read by the First Officer, with response from the
Captain.
Note 2:
The response On refers to the status of the TCAS system, verified by TA ONLY displayed on
the ND. Also verify the position of the Transponder Mode Selector is set to TA/RA.
Note 3:
On airplanes not equipped with the Takeoff Configuration Warning Test switch, ensure that
the airplane is in the correct takeoff configuration before completing this checklist. The
checklist response still remains Takeoff configuration. . . . . . . . . Checked.
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GUIDE
JA/OPS/199
CHAPTER 0
REV 16.0
15 JAN 2016
AFTER TAKEOFF < JPL >*

Read
PM
Challenge
Response
Response
PF
PM
Engine bleeds ..
ON
Packs
AUTO
Engine Start Switches
..
OFF / Continuous
Landing gear ...
..
UP and OFF
Flaps.
..
Up, no lights
* Checklist called for by Pilot Flying

No ambiguity has been identified in this checklist.
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GUIDE
JA/OPS/199
CHAPTER 0
REV 16.0
15 JAN 2016
DESCENT < JPL >*
Read
Response
PF
Challenge
PM
READ NOTE 1
Response
PM
Checked
Checked
.....
......................
LAND ALT 50
Autobrake . . . . . . . . . . . . . . . . . .
......................
____
VREF ___ Minimums ___
VREF ___ Minimums ___
Approach briefing. . . . . . . . . . . .
Completed
......................
Passenger signs . . . . . . . . . . . .
......................
ON
Recall
Pressurization
Landing data
...........
READ NOTE 2
READ NOTE 2
......

Note 1:
As per Standard Operating Procedures, Recall is checked as part of the Descent Procedure
prior to top of descent. It will not be checked again while carrying out the checklist.
Note 2:
Response items are not to be prompted. For example, prompt such as Landing data Vref,
Minimums is incorrect.
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GUIDE
JA/OPS/199
CHAPTER 0
REV 16.0
15 JAN 2016
APPROACH < JPL >*
Read
PM
Response
Response
PF
PM
Challenge
Altimeters
READ NOTE 1
1012 Hectopascals, Altitude
......
crosschecked
Note 1:
At transition level, both pilots shall set respective altimeters to QNH. The Standby Altimeter
should be set by the PM. The PM shall callout Transition, Altimeters Set 1012 Hectopascals,
passing Altitude 5400 feet. The PF shall verify respective QNH and Altimeter reading and
callout Crosschecked. The PF will then ask for Approach Checklist.
LANDING < JPL >*
Read
PM
Challenge
Response
Response
PF
PM
Engine start switches .
Continuous
..
# Speedbrakes
Armed
Armed
# Landing gear
Down
Down
# Flaps
30, Green Lights
30, Green Lights
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GUIDE
JA/OPS/199
CHAPTER 0
REV 16.0
15 JAN 2016
SHUTDOWN < JPL >*

Read
Challenge
FO
Response
Response
Captain
First Officer
READ NOTE 1
Fuel pumps .....
...
(As configured)
Window Heat ..
...
OFF
Probe Heat ..
...
AUTO/OFF
Hydraulic panel READ NOTE 2 ..
...
Set
Flaps ........................
...
Up
Parking brake .....
Released / Set
.............
Engine start levers .....
CUT OFF
.............
Weather radar READ NOTE 3 .
...
OFF
Transponder
...
STBY
CVR READ NOTE 4 ..............
AUTO / PULLED
.............
Flight deck access power switch
...
OFF

Note 1:
Response is as per the position of fuel pump switches, and will be one of the following:- Off,
Number 1/2 Aft/Forward On, Center Left/Right On. For example Number 1 Forward on or
Center Left On. Any AC pump can be left on for APU operation. Crossfeed needs to be open
if using a pump from the right side of the manifold. All other pumps shall be OFF. Do not
operate the Centre Tank fuel pumps with the flight deck unattended.
Note 2:
The desired position of hydraulic pump switches is verified while accomplishing the checklist.
The response remains Set regardless of the switch configuration.
Note 3:
Response to the prompt Weather Radar is by First Officer.
Note 4:
Response to the prompt CVR is by Captain. On airplanes not fitted with VOICE RECORDER
switch, the Captain will pull out the CVR CB, and checklist response will be PULLED.
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GUIDE
JA/OPS/199
CHAPTER 0
REV 16.0
I N T E N T I O N A L L Y
L E F T
15 JAN 2016
B L A N K
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STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

CHAPTER 0 STANDARD OPERATING PROCEDURE USER GUIDE

STANDARD OPERATING PROCEDURE ................................................................................... 3

Revision Cycle .............................................................................................................. 4

General Information ...................................................................................................... 4

Ground Operations ....................................................................................................... 6

NORMAL CHECKLIST READING GUIDE ................................................................................ 15

Normal Checklist Samples .......................................................................................... 16

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

0.1 STANDARD OPERATING PROCEDURE

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

Conditions for Commencement

After Preliminary Preflight Procedure. Read Note 1 & 2

Before Start Procedure

After papers are on board. Read Note 3

Before Taxi procedure

Before Takeoff Procedure

Once cleared to enter the active runway.

After Takeoff scan

After flap retraction is complete. Read Note 5

After Landing Procedure

After aircraft is parked.

Fasten Belts switch shall remain OFF.

Weather Radar (WXR) shall remain OFF.

Aircraft HF transmissions must not be made.

Engine Start switches shall remain OFF.

Strobe lights shall remain off.

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

Procedure for crosscheck of RTOW assumed temperature and speeds:

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

Approach Callouts Captain as PF

First Officer (PM)

100 ft. above DA(H)

At DA(H) Suitable visual

At DA(H) Suitable visual

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

Approach Callouts First Officer as PF (Supervised Landing)

100 ft. above DA(H)

At DA(H) Suitable visual

First Officer (PF)

At DA(H) Suitable visual

At DA(H), the PM will call visual cues as identified.

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

STANDARD OPERATING PROCEDURE USER

STANDARD OPERATING PROCEDURE

VREF _ Minimums _

VREF _ Minimums _