Professional Documents
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PROCEDURES PREFACE
B 737 - 200
PREFACE
The B 737 - 200 Standard Operating Procedures (S.O.P) Is a brief standard procedures of
Batavia Air flight crew’s operation.
It is a supplement to the B 737- 200 AOM / AFM, and should be used as legal approved
manual, however should some of the procedures in this manual have a disagreement with
the AOM / AFM, it is because those procedures had been adjusted to suit the company's
needs, thus superseding the procedures written in the AOM / AFM.
For the procedures that had not been covered by this SO.P, please refer to the AOM vol. 1.
The target of this manual is to concur upon a safe and efficient operation, uniformly built to
maintain airmen's self disciplines, therefore this manual is an obligatory.
Any doubt, and, or, questions concerning this manual, may be submitted to the B737 - 200
Pilot Training Manager or Its Chief Pilot.
Director of Operations
Capt. F. C. Tumbelaka
TABLE OF CONTENT
General……………………………………………………………………………………… SOP 1 1
General………………..…………………………………………………………….. SOP 1 3
General………………………………………………………………………………. SOP 1 4
Secured………………………………………………………………………………. SOP 2 87
Takeoff………………………………………………………………………………. SOP 3 1
Briefing…………………………………………………………………………………………… SOP 5 1
INTRODUCTION
General
The Standard Operating Procedure B 737-200, In order to provide Batavia Aircrew with
more detailed instructions on specific company procedures and night techniques, this
flight Standard Book has been published. .
The structure of this supplement is based on additions to the standard Boeing Operations
Manual. After some general subjects, it follows Normal Procedures, covering a night from
start to finish thereafter, several non-normal night procedures are described. These
chapters are also meant to support standardization during simulator and flight training.
However, this document can never overrule AFM restrictions, Boeing Operation Manual
Bulletin, tile Dispatch Deviation Procedure, and does not intend to be in conflict with the
air laws of any country where Batavia flight arc operated.
Whenever FAA and CM rules are mentioned in the Operation Manual and AFM, the FAA
rules are to be observed
Cockpit Seating
It is Batavia policy to let the role of. Pilot - flying (PF) and pilot-not-flying (PNF) alternate
between Captain and Co-pilot as much as possible.
The assignment of cockpit duties (PF and PNF) is subject to Captain's discretion (SCD), and
should be done is advance of the actual flight (e.g. during flight preparation). Assignment of
PF duties to the Co-pilot should be with the intention that he fulfill these duties for at least a
whole sector.
When assigning PF and PNF duties for a flight, the Captain shall take the following into
account :
The Captain retains final authority and responsibility at all times, irrespective of duty
allocation. Should he wish to take over control, he will clearly state: "I HAVE CONTROL"
Should the PF wish to hand over control, he will clearly state: "YOU HAVE CONTROL"
In all cases, transfer of control shall be acknowledged.
Crew Coordination
Introduction
General
The main task of the PF is "to control aircraft flight path", with or without the use of the auto
flight system.
The main ask of the PNF is to monitor the performance of tile PF / aircraft combination and to
take care of tile A TC R/T communication.
All other duties will be shared between tile two pilots. Tile way in which these tasks are
divided depends mainly upon the following variables:
- Keep each other "in the loop". Announce all intentions und actions and acknowledge
(as applicable).
In other words 'COMMUNICATE (verbal and non verbal)
Deviation from standard procedures, or errors in judgment, is to be reported at once
to other pilot.
Standard warning call are:
‘bank” when the maximum maneuvering bank limit is exceeded
- During final stage of approach (inside OM or below 1,000 ft)
“ speed high/low” when the speed deviates more than +10/-5 kts from Final approach
speed (FAS)
“Sink rate” When the rate of descent exceeds 1,000 fpm
“…Dots high/low” When deviating 1 dot or more from ILS glide slope
- Monitor all automated functions for proper operating cross check their performance
by other means on a regular basis.
- Checklist reading must always be done aloud, whether it is a "challenge a response"
or "read-and-do" checklist.
Configuration changes
- Gear and flap selections shall be made by the PNF, upon command of the PF. Before
making any selection, the PNF will satisfy himself that operating limitations and flight
procedures allow the configuration change; if not, he will inform the PF.
1. Landing Gear - resulting indication will be announced by the PNF, e.g.: "Gear is
UP" (after take off or go - around)
2. Flaps - PNF will announce "Flaps are UP" after verifying indications.
Checklist usage
Normal checklists are used by the crew to ensure that airplane condition is acceptable for
flight and to operate the airplane and its systems properly during each phase of flight. The
following general rules apply:
Flight Techniques
The use of all available resources, such as autopilot and F/D is encouraged; the following
light modes can be distinguished:
- Automatic Flight: Autopilot ON, CWS or any other mode
- Manual Flight :" Autopilot not engaged, F/D ON or OFF
Task allocation
During automatic flight , the PF normally carries out selections and settings himself. The PNF
follows PF settings on his own F/D panel. During manual flight, the PNF will carry out
selections on command of the PF.
Auto-flight Monitoring
Tile APD ( Approach Progress Display ) and position of tile switches on tile flight shield panel
are normal references for the actual state of the A/P and F/D and shall be carefully monitored
by both pilots.
After any selection or setting tile resulting APD and / or changes in switches position of A/P
or F/D must be checked for correctness and be called out by tile pilot who made the
selection. Tile other pilot confirms with "CHECK".
All unwanted, abnormal or uI1expectecl APD, A/P and F/D switches position changes must
be called out by either pilot and be confirmed by the other pilot.
During automatic flight, the PF normally carries out shield selection and setting himself as
follow:
Change-over from ARMED (amber) to ENGAGED (green) mode of VOR/LOC and G/S:
PF : - announce “ Localizer Capture”
“Glide slope Capture”
Standard callouts
Standard callouts are normally accomplished by the PNF, the PF will verify the condition or
location from his instruments, and acknowledge.
If the PNF omits a required call, the PF shall make it.
Announcements
Most of the “inter-pilot communication (as related to operation of the airplane) will be in the
form of brief and to the point announcements, as follows:
Most announcement will be made by the pilot who task the action, or makes the observation,
as applicable; some of them can be made by either pilot. Most announcement will be
acknowledged by the other pilot with the word” CHECK”.
Standard Phraseology
To minimize confusion and misunderstanding, standard phraseology shall be used during all
phase of flight. All wording has been chosen as being exact, concise, easy to say and easy
to understand. Avoid jargon.
Configuration commands
Selection of flaps and gear are made by the PNF, upon the following commands of the PF:
Configuration Announcements
After completion of a configuration change, the resulting indication will be announced by the
PNF in the following manner
“ Gear is up”
“ Flaps are up”
Thrust settings
“SET THRUST”
“SET CLIMB THRUST”
“SET MAXIMUM CONTINUES THRUST”
“SET GO-AROUND THRUST”
`
PRE-FLIGHT PROCEDURES
The appropriate pre-flight procedures will be completed prior to each flight. The required
procedures are performed from memory. Checklist are to verify that critical items affecting
safety have been accomplished.
Any lights that are not illuminated during a system test will be checked by pressing-to-test the
affected light.
PREPARATION
The Captain is responsible for ensuring the Exterior Safety Inspection is performed prior to
each Flight.
Check flight control are unobstructed. Check doors and access panels (not use) properly
secure, ports and vents unobstructed and air craft free of damage or fluid leakage. Check
wheel chocks in place and ground locking pins removed. Check tire condition and gear struts
not fully compressed. See Boeing Manual Vol. 1 for expand check.
The items to be inspected at each section are separately detailed in the following aircraft
diagrams and the associated explanations.
C. PITOT / STATIC PROBES (Capt on top, Co-Pilot an Bottom) for damage, security,
and dust covers removed.
F. WHEEL WELL LIGHT (2), Switch on and lights and the nose gear inspection light are
operating,
NOSE GEAR LOCKING PIN Removed
NOSE GEAR VIEWER LENS clean
NOSE GEAR SHUBBERS installed
NOSE GEAR WHEEL HYDRAULIC COMPONENTS for leaks.
J. GEAR DOWN INDICATORS for red arrows on locking braces aligned and clean.
G. Right Pack Ram Air Deflection and Air Inlet Door for deflector condition.
I. Inboard Landing and Runway Turn-Off Lights for Operation and condition.
B. Brake wear indicator length remaining, Brake must be set for proper indication, and if
pins are Hub Cap installed.
C. Main gear Strut for minimum extension of approx. 4 fingers and check for leaks.
D. Landing Gear strut Doors and lower strut door seal for security.
E. Gear Down Indicator with the red marks on locking brace aligned and clean.
Main Landing Gear Locking Pin removed.
F. Wheel well Lights (2 floods lights and 2 landing gear inspection lights) for operation
System A hydraulic reservoir Indicator on reservoir above refill (FF), and no leaks.
System B Hydraulic Reservoir for security and leaks.
Standby Hydraulic Reservoir For security and Leaks.
Brake Accumulator Gauge for air pressure reading of 1000 psi minimum. For correct
indication system B pressure must be zero
B. BRAKE WEAR INDICATORS length remaining. Brake must be set for proper
indication, and if pin are flush with brake flange then contact maintenance.
RUB CAP installed.
C. MAIN GEAR STRUT for minimum extension of approximately 4 finger and check for
leaks.
D. LANDING GEAR DOOR AND SEAL STRUT DOOR and strut door seal for security.
E. GEAR DOWN INDICATORS with the red marks on looking brace aligned and clean.
MAIN LANDING GEAR LOOKING PIN removed.
I. LANDING GEAR ISOLATION VALVE are lock wired with handles Aft.
A. LEFT PACK RAM AIR DEFLECTRO AND AIR INLET DOOR for extended and air
inlet open
B. LEFT WING ILLUMINATION LIGHT for operation general condition.
C. INBOARD LANDING AND RUN – WAY TURN OFF LIGHTS for operation and
condition.
D. ALTERNATE STATIC PORT (unheated) for condition of static port.
E. FORWARD OUTFLOW VALVE opening is clear.
Throughout the External Inspection, the security of all doors shown in diagram below to be
checked.
The Captain and the First office will verify the maintenance status is acceptable for flight and
ensure agreement with authorized dispatch deviation.
Battery .................................................................................................................................On
Verify battery switch guard down, the DC voltmeter at BATT, at lease 23 V DC and ammeter
0 A.
Verify system A and B electric hydraulic pumps OFF and the hydraulic pump low
PRESSURE light are illuminated.
Position the FLAP lever to agree with the FLAPS position indicator.
Position the flap lever to agree with the flap position indicator
FLIGHT RECORDER..................................................................................................TESTED
Verify crew oxygen valve is OPEN, crew oxygen quantity meets minimum dispatch
requirement, passenger oxygen switch is guarded NORMAL and the PASS OXY ON
light is extinguished
The Cockpit Preparation Check is accomplished by both captain and Officer prior to
every engine Start. (Refer to panel scan diagram).
Mask – Adjust
Supply lever – ON
Normal / 100% - 100%
Verify oxygen available and satisfactory mike operation.
Both Pilots :
Use individual test switches or test feature to check appropriate light which do not.
Illuminate during light test.
Use scan flow to check all lights flashing or illuminating.
Position light test switches to BRIGHT – DIM as required.
Note :
On first flight of the day accomplished a TRANSFER CHECK.
Verify FUEL VALVE CLOSED light illuminated dim and FILTER BYPASS lights extinguished.
CROSSFEED selector – CLOSED
Verify VALVE OPEN light – Extinguished
Note : For the first flight of the day or at a crew change, verify fuel cross feed valve
operation.
CROSSFEED selector – OPEN
Verify VALVE OPEN light illuminate bright then dim.
CROSSFEED selector – CLOSED
Verify VALVE OPEN light illuminates bright then extinguished.
CUTION L: If a LOW PRESSURE light does not extinguished when the switch is turned
ON this may Indicate a locked fuel pump rotor. Place the switch to OFF to prevent
possible damage to the pump.
Guard – Down
NOT ARMED light – Extinguished
WINDOW HEAT.................................................................................................................. ON
ON 10 minutes before takeoff green lights illuminated (select ON prior to Line up)
Verify OVERHEAT lights – Extinguished
ON lights – Illuminated (except at high ambient temperatures)
HYDRAULICS........................................................................................................... NORMAL
Flight Director...................................................................................................................SET
AUTO PILOT.........................................................................................................disengaged
Clock................................................................................................................................... Set
Altimeter – Set
Adjust barometric indicator. Observe proper altitude and no flags.
RMI – Check
Position ADF / VOR selectors as required. Observe present hading and no
inappropriate flags
HIS – check
Observe indication zero and OFF flag not in view.
ADI – check
Observe proper attitude and no warning flags.
Do not press QTY TEST if the aircraft is being Fuelled. Will stop refuel
EPR – 1.0
EPR KNOB – SET (manual or auto)
N1 – ZERO
EGT – Normal
N2 – Zero
Fuel Flow – ZERO
Oil Pressure – Zero
Oil Temperature – NORMAL
Press the engine oil quantity test switch, both indicator move toward zero. Release
switch indicator return to original setting.
Antiskid .............................................................................................................................. ON
Seat................................................................................................................................Adjust
Adjust rudder pedals to permit full rudder pedal and brake application. The seat and
rudder pedals should be adjusted so that it is possible to apply maximum braking with
full rudder deflection. If rudder pedals are to be displaced, hold the nose wheel steering
wheel to prevent nose wheel turning. Do not turn adjusting crank rapidly when
approaching extremes of travel.
The Cockpit Preparation Check accomplished by both Captain and first Officer prior to every
engine Start. (Refer to panel scan Diagram).
Mask – Adjust
Supply lever – ON
Normal / 100% - 100%
Verify oxygen availability and satisfactory mike operation.
Altimeter – Set
Adjust barometric indicator. Observe proper altitude and no flag.
RMI – Check
Position ADF / VOR selector as required. Observe present heading and no
inappropriate flags
HIS – Check
Observe present heading and no flags.
ADI – check
Observe proper altitude and no warning flags
Pressing test switch for more than 2 seconds test all the GPWS visual and aural
Warnings.
After Captain & Co-pilot preparation accomplished PILOT FLYING (PF) must brief PLIOT
NON FLYING (Co-pilot briefing in brackets):
- If I (you) reject the take off , I (you) will call aborting, apply maximum braking, close
the thrust levers, and select reverse thrust. You (I) will ensure the speed brakes are
deployed.
- If the emergency occurs after V1, I will continued the take off (unless relieved) and
you will monitor my actions and the flight path.
5. Noise abatement.
For normal line operations it is acceptable to use the abridged take off briefing format.
This will be my / Your standard take off…….(then cover items (1) to (7) above)
The Captain calls “Before START CHECKLIST DOWN TO LINE” when before start scan
completed to rudder aileron trims.
The Firs officer reads the checklist and the captain respond and the Firs Officer reports “
BEFORE START CHECKLIST COMPLETED TO THE LINE”
External ASI bugs should be set at V1, VR and flap retraction speeds. The internal
Cursor bugs should be set at V2. The external (outer) bug set at flaps up
Maneuvering speed.
FLAPS – UP
MANEUVERING
SPEED
After completing paper work the Captain calls “BEFORE START CHECKLIST BELOW THE
LINE” when the TAKE OFF DATA are set and Prior to push and start the engine
This procedure is required when the airplane is to be pushed back or towed away from the
terminal or loading area.
Captain will established communication with Ground Crew and Pilot with the ATC
The pin should be install when staring engine while pushing back otherwise when pin not
available the engines will be started when pushback accomplished and “A hydraulic Electric
pump switched OFF before pushback tow bar connected.
Confirm if required “STEERING BYPASS PIN INSTALLED< ALL DOORS AND PANELS
CLOSED”’
When cleared for push back or tow out:
Captain position Anti Collision Light switch to ON, ensure hydraulic “A” pump OFF, Ground
Interconnect Closed
Note : do not start push back for B 737-200
After pushback/start-up approval has been obtained by the Co – pilot and the Captain
call for “Push Back & Start”
Doors ............................................................................................................................Closed
The minimum start pressure is 30 psi at sea level. Allow 0.5 psi reduction for each
1.000 ft above sea level.
Captain shall position anti collision light switch to ON to alert the Ground Crew and
Tower that the engines will be started and/ or aircraft shall be commencing
movement.
Checklist Procedures
Before start below Captain call for checklist when all doors F/O CAPT
the line are closed & start / pushback clearance
is received.
After start Captain call for checklist when the After F/O CAPT
Start scan is completed
Before Take-Off Captain call for checklist during taxi and F/O CAPT
when the situation permits.
After Take-Off PF call for checklist when flaps are up / PNF PNF
no light & the situation permits and to
be completed when passing transition
altitude or 10.000 ft AGL whichever is
higher.
Amplified Procedures
Pre-flight Procedures
The appropriate pre-flight procedures will be complete prior to each flight. The required
procedures are performed from memory. Checklist are used to verify that critical items,
affecting safety have been accomplished.
Any lights that are not illuminate during a system test will be checked by pressing-to-test the
affected light.
The pre-flight Procedures consist of as applicable, the preparation and the before start
checks.
Verify START VALVE OPEN light illuminate Verify START VALVE OPEN Light
Start timing. illuminate Star timing
Verify increase in N2 RPM
Verify oil pressure rising and respond Verify increase in oil pressure by max of 30
“CHECK” second and calls “OIL PRESSURE RISING”
when observed.
Verify increase in N1 RPM
At 35-40% N2 RPM check ENGINE START Verify proper duct pressure indication as
switch move to OFF; if not, position start the Engine Start switch moves to OFF and
switch to OFF report “STARTER CUTOUT, PRESSURE
N2 ± 36% RESTORED” After the START VALVE
OPEN light extinguished.
Monitor N1, N2, EGT, fuel flow and oil pressure for normal indication as the engine
accelerates and stabilizes at idle. Verify START VALVE OPERN light extinguished.
Standard day, sea level, approximate stabilize idle indication for JT8D:
- 15 - 17
• EPR - 1.06 - 1.07
• N1 RPM - 33% - 35%
• N2 RPM - 56 % - 59%
• EGT - 300-400°C - 380 °C
• Fuel flow - 1200 pph/550 kph - 1250 pph /567 kph
• OIL PRESS - 40-50 psi - 40 – 50 psi
• Advancing engine start lever to idle prematurely can cause s “HOT” start.
• Keep hand on engine start lever while observing RPM, EGT, and fuel flow until
stabilized
• If fuel is shut off inadvertently (by closing engine start lever) do not reopen engine
start lever in an attempt to restart engine.
• Failure of ENGINE START to hold in GRD until starter cut out RPM is reached can
result in a “HOT” start . do not re-engage ENGINE START switch until N2 RPM is
zero.
Note: Accomplish the Aborted Engine Start procedure for one or more of the following
condition.
PHASE of
FLIGHT or PILOT FLYING PILOT NOT FLYING
EVENT
Hold light forward pressure on the Advance thrust levers to takeoff EPR
control column. and calls “TAKEOFF THRUST SET”
Maintain directional control using
rudder pedals
PHASE of FLIGHT
or EVENT PILOT FLYING PILOT NOT FLYING
POSITVE LIFT- OFF Observe positive rate of climb and Verify and calls ”POSITIVE CLIMB”
With positive rate of Respond “GEAR UP” Select gear up – Vs = 500’ up
climb Monitor gear retraction.
- altimeter up
Takeoff/ Climb Maintain pitch Monitor engine instruments and
crosscheck flight progress.
Above 400 ft AGL, as Respond “CHECK” Calls “FOUR HUNDRED”
Applicable
At 1000 ft AGL (or Respond “SET CLIMB TRUSHT” Calls “ONE THOUSAND”
any other altitude
specified by Reduce attitude to acceleration
Authorities or Pitch (approximately 10° or 1000
Specific Takeoff FPM up).
Chart)
Verify speed and calls “FLAPS Verify speed V2 + 15 then select
ONE” or” FLAPS FIVE” flaps 1 or 5
V2 + 15 Æ Flaps 1
V2 +…../190 Æ Flap up
At 170/180 (if Takeoff Verify speed and respond “FLAPS Calls ‘ONE SEVENTY” or “ TWO
flaps ONE” EIGHTY”.
10/15)
Select Flaps 1
At 190/200 Verify speed and respond “FLAPS Calls “ONE SEVENTY” or “ONE
UP” EIGHTY”
At flaps up A/P engaged (engaged A/P after And when situation permit:
Minimum aircraft at proper trim) Accomplished and report “AFTER
Maneuvering TAKEOFF CHECKLIST HOLDING
Speed and flaps AT…………………”
Up No - light
Caution : To avoid the possibility of the shoulder harness buckles snapping back and
inadvertently puling circuit breakers, hold both straps before releasing and then
allow the straps to slowly retract to the stowed position.
Phase of flight OR
Event PILOT FLYING PILOT NOT FLYING
Once if cruising one Review One Engine Out Check AIRCOND and
hour or less, and Performance and PRESSURIZATION
every one hour if Depressurization procedures.
cruising more than
one hour RVSM comply check (if
applicable).
The PF will only execute APPROACH when the HIS localizer depict correct to the
intercept course, and the approach clearance is received.
The PF shall start configuring flaps 5 or flaps 100 when cleared for approach at initial
approach altitude before approaching initial approach fix (or approx. 5 nm to FAP)
NON – PRECISION (VOR – DME / LOC – DME /VOR /NDB) APPROACH PROCEDURES
Note: Non – precision autopilot approaches are NOT permitted below MINIMUM.
Prior to leaving the final Approach Fix, Set the altitude alert to the next higher
100 ft increment above MDA or Intermediate Altitude, for example MDA 1720,
set 1800.
The PF shall configure flaps 5 or flaps 10 when cleared for approach at initial
approach altitude before approaching initial approach fix (or approx. 5 nm to
FAF) or when parallel to inbound approach course.
Phase of Flight
Pilot Flying Pilot Not Flying
Or Event
Established on final Calls “FLAPS 30 / 40 , COMPLETE Verify speed, respond “ Speed
approach but NOT LANDING CHECKLIST”. check”
LOWER Than 1.000
ft AAL Verify flaps extension. Select Flaps 30 / 40
CIRCLING APPROACH
The approach category for circling approach is “D”. Pay special attention to the
location of high go around and other obstacles.
Briefing should cover determining the correct Go-Around procedure from any part of
the circuit.
The circling must be execute at or above the MDA and visual contact must be
maintained all times.
Complete THE LANDING CHECKLIST. The PNF sets the missed-approach heading
and missed-approach altitude.
VISUAL APPROACH
The approach may only be execute when full visual reference to the runway and
surrounding terrain can be maintained at all times.
Use all available NAV aids as backup to visual clues.
The description of the approach covers basically the situation where a circuit is
required. When circuit is amended he distance to go to touchdown and interception of
the visual glide path.
The PIC shall not cancel his IFR flight plan to make a visual approach and separation
therefore shall be provide between the aircraft cleared for a visual approach and
other arriving and departing aircraft.
The visual approach procedure may save some flying time but also introduces the
risk of an undershoot or landing at a work airport.
Moreover it may create terrain clearance hazards if continues good
separation/visibility is not assured.
Experience has shown that full use of available aids in the most effective means to
prevent an undershoot or a landing on the wrong runway or airport.
The PIC must be prepared for a go-around from any point of the visual approach.
VISUAL APPROACH
Phase Of Flight Pilot Flying Pilot Not Flying
Or Event
At abeam THR - Starting timing - start timing
35 sec ± 1 sec/kts win (normal)
25 sec ± 1 sec/kts win (short)
35 sec ± 1 sec/kts win (lowl)
After abeam THR Calls “GEAR DOWN, FLAPS 15, Select gear lever down.
• 25 sec (normal) LANDING CHECKLIST Verify speed, calls “speed Check”.
• 15 sec (short)
• 15 sec (low) Select Flaps 15.
Verify flaps / slats extension.
At 1.000 ft AGL, select landing flaps and decelerate to Final Approach speed (Vref + 5)
The landing roll procedure assumes the auto throttle and auto brakes are
selected for landing. Use rudder to maintain airplane on centerline. Displacing the
aileron into the wind assist directional controls.
Rudder pedal steering improves with a slight forward pressure on the control column.
The aileron and rudder are effective until approximately 60 knots. Thereafter apply
manual brakes consistent with the run way length remaining or to facilitate turnoff at a
convenient point and speed. Do not use nose steering wheel until reaching taxi
speed. After touchdown and during landing roll, the following procedures are
accomplished during normal deceleration.
At touchdown, rapidly raise the reverse Thrust Lever UP and move them aft to
interlock, then to number 2 detent. Modulate reverse thrust are required and
avoid exceeding engine limits. Conditions permitting, limit reverse thrust to 1.40
EPR for passenger comport.
If taxiing with one engine shut down, the crew should be aware of system
requirement, i.e., Hydraulic, brakes, and electrical.
MANUAL BRAKING
Upon application of reverse thrust, apply a smooth and steady brake pedal
pressure consistent with the remaining runway length available.
Do not attempt to modulate the braking by releasing and re-applying the brakes.
Do not release break pedal pressure until the airplane has decelerated to a safe
taxi speed.
GO – AROUND
GO – AROUND PROCEDURE
AT 1000 feet AAL Verify altitude and respond “SET Callout “ONE THAUSAND”.
CLIMB THRUST”.
Set climb thrust
CHECKLIST COMPLETED”.
Touching of the main gears on the runway is expected as it may take a few seconds
for the engines to spool-up to go-around thrust.
Do not call for ”gear up” until the critical phase has passed and a positive climb path
is achieved.
Note: The speed brake will automatically retract and auto brake will disarm as thrust
levers are advanced after a touchdown.
MANDATORY GO – AROUND
2. On all Non – precision and visual approach, the pilot not plying shall advise
the pilot flying to commence an immediate go-around if the aircraft path is
outside of the following parameters when the aircraft is at an altitude not less
than 200 feet above the aerodrome reference altitude.
After Landing
TAXI-IN PROCEDURE
This procedure is accomplished when clear of the active runway and when aircraft is at a
save taxi speed. Crew must be diverted from the primary task of safety taxiing the airplane.
Avoid all unnecessary activities and duties that can be accomplished at another time.
After reaching a save taxi speed, the captain will position the speed brake lever to the
DOWN DETENT position MANUALLY.
The captain will then command the First Officer to accomplish the AFTER LANDING
CHEKLIST when the situation permits.
The First Officer starts the chronograph stopwatch and monitors engine operation at or near
idle for three minutes prior to engine shutdown.
AS APPLICABLE:
Select the DC Voltmeter to BATT and AC Voltmeter to APU.
Start the APU by momentarily placing the APU start switch to ON, Note Chronograph.
APU starter engagement is observed on the DC ammeter as a full left deflection.
Select both APU generator switches when APU available light illuminates.
Verify APU GEN OFF BUS light extinguished.
If the APU start in unsuccessful, a restart attempt is initiated after a lapse of 30
seconds from the time the APU start switch is selected OFF.
WINDOW HEAT .................................................................................................. AS REQUIRED
PITOT HEAT ........................................................................................................................OFF
AIR COND & PRESSURIZATION.......................................................................SET, GROUND
Transponder – STBY
At the moment just before parking; on the Captains command, the first officer
announce “FLIGHT ATTENDENT DISARM SLIDE BARS AND CROSS
CHECK”.
The first officer reads and verifies that the after landing checklist was correctly
accomplished, when the situation permits.
Note: To avoid the possibility of the shoulder harness buckles snapping back and
inadvertently pulling circuit breakers, hold both straps before releasing and the allow
the straps to retract slowly to the stowed position.
Shutdown Procedure
After the airplane has come to a complete stop, the Captain and First Officer will
perform the following actions:
Captain sets the park brake and both verify that the parking Bake Warming
Light illuminates.
The Captain shall position BOTH start levers to the cut off detent position
while observing for position indication of decreasing fuel flow and EGT of engines.
Note: if possible, operate the engines at the idle for three minutes prior to shutdown
to thermally stabilize the engine hot section. Operating times at or near idle,
such as taxiing before shutdown, are applicable to this three-minutes period. If
operational requirements dictate, the engine may be shutdown with a one-
minutes cooling period. For timing purpose, idle thrust includes momentary
break-away thrust.
Select one fuel pump ON, use centre tank if fuel is sufficient when the APU is
running.
Use the left pack on odd dates and the right pack on even dates.
The captain selects anti-collision light switch to OFF position when both
engine N1 indication reads less than 5 %.
With the chocks confirmed in place, the captain may release the parking
brake, exercise caution on slopping parking terminal.
DOORS ..........................................................................................................OPENED
The Captain will command the Flight Attendants to open doors after parking
brake is released.
The First Officer reads the checklist and the Captain responds.
Secured
These checks are non – routine and are applicable to unscheduled off-line station
terminating flights.
The Captain calls for the SECURE Checklist. The First Officer READS and the
Captain ACTIONS and RESPONDS to the check.
The galley power switch is left ON during through flights, OFF on terminating flights.
Note: it is recommended that the APU be operated for one full minute with no
pneumatic load prior to shut down
BATTERY ...............................................................................................................OFF
Note: Delay Battery switch to OFF for approximately 20 second after APU
shutdown, for the APU door to drive to full close., This assures the
APU will start prior to the next flight.
BRIEFINGS
General
The Captain shall ensure a crew briefing is completed prior to every takeoff and
landing. The briefing shall be accomplished as soon as practicable so as not to
interfere with final takeoff or landing preparations.
Departure Briefing
Both crew members shall acknowledge that the operation of flight shall be in
accordance with the “COMPANY STANDARD PROCEDURES & CALLOUTS”, and
this refers to the operation if the airplane in accordance to the procedures describes
in the Operation Manual.
Additional, for the first sector, the Captain shall ensure the following company takeoff
briefing
Malfunction BEFORE V1, IDENTIFY. In case of rejected takeoff, I will call STOP and
simultaneously;
Close thrust levers.
Apply maximum manual braking.
Raise speed brake.
Maximum reverse thrust.
If speed brake not deploy, callout “SPEED BRAKE”.
Note the RTO speed for Brake Cooling Schedule.
Notify ATC when practicable, and standby for further instructions.
Malfunction Before V1, IDENTIFY. In case of rejected takeoff, you will call “STOP”
and you have control. I will revert to support duty and monitor your actions:
If speed brake is not deploy, I will callout “SPEEDBRAKE”
Note RTO speed for Brake Cooling Schedule.
Notify ATC when practicable, and standby for further Instructions.
Should you have any doubt on the safety of the flight, do not hesitate to bring
it to my attention immediately”
Malfunctions affecting the safety of the flight are generally associated with, but not
limited to, power plant failures, engine fire, and takeoff configuration warning. Rejecting
the takeoff solely for the amber Master Caution Light, once take off thrust has been set
and take off roll established is not recommended.
Where possible, ATC departure clearance should be copied and reviewed BEFORE the
pushback / engine start, or where situation permits during taxi.
Taxi duties:
Takeoff
When pilot incapacitation is recognized, PNF shall immediately take over controls.
The Pilot Flying briefs the pilot not Flying as to his intention for the approach, landing
and missed approach procedures, preferably before starting the descent. The items
covered must include but are not limited to the following items:
c. Landing Runway
d. Airport elevation
e. MSA,MEA/MORA/GRID MORA.
f. Transition level
Phase Captain Co – pilot
g. Holding pattern/entry/minimum holding altitude
h. Outbound and procedure turn heading
i. Inbound course
j. Minimum altitudes during approach
k. Minimums : altitude & visibility ( RVR should be used when reported)
l. Missed approach point
m. Missed approach procedure
n. Approach and missed approach navaids setup
7. LANDING DATA
a. Landing weight
b. Flap setting
c. Vref
d. Auto brakes setting
8. TAXI
9. ALTERNATE DIVERSION
a. Weather
b. Fuel requirements
At the end of the briefing, the Captain should stress the following:
“ Should you have any doubt on the safety of the flight, do not hesitate to bring it
to y attention immediately”
It is the responsibility of the flight crew to ensure safe conduct of flight. A go-around must be
executed if the aircraft is not stabilized and deemed unsafe at any time during the approach.
When pilot incapacitation is recognized, PNF shall immediately take over controls.
Parking
Ensure correct parking bay and Monitor appropriate bay
docking procedures and parking guidance
display.
Callout if docking speed
is excessive.
Post Landing: