Sop Rev.2

STANDARD OPERATION PROCEDURE
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ÍNDICE GENERAL
REGISTRO DE REVICIONES 3
LISTA DE PAGINAS EFECTIVAS 5
INDICE 7
SECCION 1 / GENERALIDADES Y LIMITACIONES 9
SECCION 2 / CHECKLIST - USO DEL EQUIPAMIENTO Y CALL-OUT 25
REVISION N°2 11 Junio de 2018

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INTENCIONALMENTE DEJADO EN BLANCO

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REGISTRO DE REVISIONES
REVISION FECHA DE PARTES INCORPORADA FECHA DE

VIGENCIA AFECTADAS INCORPORACION
0 1-MAY-2017 EDICION Cmte. P. CANEPA 1-MAY-2017

ORIGINAL
1 2-DIC-2017 REV.1 Cmte. A. BURELLO 2-DIC-2017
2 11-JUN-2018 REV.2 Cmte. A. BURELLO 11-JUN-2018

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INTENCIONALMENTE DEJADO EN BLANCO

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LISTA DE PÁGINAS EFECTIVAS
Seccion Pag. Rev. Fecha. Seccion Pag. Rev. Fecha.
TAPA 0 1-may-17 SECCION 2 32 0 1-may-17
Int. Blanco 0 1-may-17 SECCION 2 33 0 1-may-17
Ind Gral 1 0 1-may-17 SECCION 2 34 0 1-may-17
Int. Blanco 2 0 1-may-17 SECCION 2 35 0 1-may-17
Reg Rev. 3 0 1-may-17 SECCION 2 36 0 1-may-17
Int. Blanco 4 0 1-may-17 SECCION 2 37 0 1-may-17
SECCION 1 5 0 1-may-17 SECCION 2 38 0 1-may-17

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LISTA DE PÁGINAS EFECTIVAS

Seccion Pag. Rev. Fecha. Seccion Pag. Rev. Fecha.
SECCION 2 84 0 1-may-17

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INDICE GENERAL:
GENERALIDADES 9
LIMITACIONES OPERATIVAS 9
DIMENSIONES 10
DOORS AND WINDOWS 12
BODEGAS 12
ALTITUD 13
WIND 13
CABIN PRESS 14
AUTO PILOT 14
MAX AIRSPEED LIMITS AND FLIGHT CONTROLS 15
FUEL 16
LANDING GEAR 17
ELECTRICAL 17
HYDRAULICS 18
ENGINES 18
APU 20
NAV AND COMM 20
PNEUMATICS 21
ACC LIMITS 21
FIRE PROTECTION 21
PASS EVAC 22
WATER AND WASTE 22
LIGHTING MANAGEMENT 23/24

SECCION 2
NORMAL PROCEDURES 25
CONFIGURATION CHECKLIST 26
CREW DUTIES 26
NORMAL CHECKLIST 30
CDU PROCEDURES 35
TAKEOFF BRIEFING 51
APPROACH BRIEFING 71

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CRITERIO OPERATIVO
El procedimiento de operación estándar (SOP) de Andes Líneas Aéreas ha sido preparado para actuar como un
procedimiento de las tripulaciones de vuelo y ser conducido en concordancia con el manual de operaciones de
tripulación de vuelo de Boeing FCOM y para ser usado con referencia al manual de entrenamiento de tripulación
de vuelo de Boeing FCTM.
El propósito de este SOP es proporcionar orientación donde los FCOM no son específicos, definir
deberes y responsabilidades de la tripulación.
El manual se revisa periódicamente para la incorporación de los procedimientos pertinentes.
Los elementos de carácter más crítico se incorporarán, y se dará aviso a la tripulación. Los mismos se
distribuirán de manera oportuna.
Cualquier pregunta sobre el contenido o el uso de este SOP puede ser dirigida a la Jefatura de Linea.
La Sección 1 del presente manual contiene limitaciones extraídas del FCOM y restricciones relacionadas con la
política de operación de Andes Líneas Aéreas S.A., ambos aspectos deben ser estrictamente respetados por los
Tripulantes de Vuelo. Las siguientes secciones contienen procedimientos normales y anormales que los
Tripulantes de Vuelo deben aplicar en todos los vuelos, con el objeto de contribuir a la estandarización y por
ende a la seguridad en las operaciones de la empresa.
No obstante, lo descripto en el párrafo anterior, y dado que en el desarrollo de un vuelo pueden presentarse
situaciones que no han sido contempladas en el SOP; queda a criterio del comandante de aeronave apartarse
de los procedimientos aquí descriptos, a favor de contribuir a la seguridad, o mejor resolución de una situación
de emergencia o anormal.
Este apartamiento debe incluir indefectiblemente dos aspectos:

1. Que exista un motivo valedero para apartarse de lo estandarizado.
2. Que el Copiloto o PM esté enterado del cambio de procedimiento.
3. Deberá ser Informado a la Jefatura a la Brevedad.

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Sección 1:
GENERALIDADES
REGISTRO:
Los aviones que figuran en la siguiente tabla están cubiertos en el manual de operaciones de la tripulación de
vuelo (FCOM). La información de la tabla se utiliza para distinguir los datos peculiares de cada uno de ellos. El
operador y la autoridad suministran los números de registro de la aeronave. Número de serie y tabulación son
suministrados por Boeing.
AIRPLANE REGISTRY SERIAL TABULATION

ENGINE
NUMBER NUMBER NUMBER NUMBER
001 LV - GWL 30007 YC712 CFM56-7B27 W
002 LV - HHK 30567 YC713 CFM56-7B27 W
003 LV - HKZ 30882 YC023 CFM56-7B26 W
004 LV - HLK 30883 YC026 CFM56-7B26 SW
NOISE CERTIFICATION STATUS
Los niveles de ruido cumplen con la parte 36, el apéndice c, el punto 3 y el anexo 16 de la OACI, capítulo 3.
Nota: El certificado de ruido se encuentra en la documentación a bordo de la aeronave.
PESOS MAXIMOS DE OPERACIÓN EN KILOGRAMOS:
REG MODELO MTW MTOW MLW MZFW
LV-GWL B-737-800W 79242 79015 65317 61688
LV-HHK B-737-800W 79242 79015 65317 61688
LV-HKZ B-737-800W 79227 79000 65317 61688
LV-HLK B-737-800SW 79227 79000 65317 61688

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DIMENSIONES PRINCIPALES:

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DOORS AND WINDOWS
COMPARTIMIENTOS DE CARGA (BODEGAS)
Compartment 1 888 Kgs

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CARGO DOORS 
TYPE DIMENSIONS (m) DIMENSIONS (in)
Forward Cargo 0,89 x 1,22 35 x 48
Aft Cargo 0,84x 1,22 33 x 48
NOTE:
Do not operate cargo doors or let the cargo doors open with winds grater than 65 kt.
For cargo doors ops with winds grater than 40 kt, damage could occur  
ALTITUDE
Maximum operating altitude 41 000 ft

Maximum operating altitude for T/O and Landing 8400 ft (Runway slopes :+/-2%)
Maximum flight operating latitude: 82º North and 82º South, except for the region between 80º West and 130º West
longitude, the maximum flight operating latitude is 70º North, and the region between 120º East and160 º East
longitude, the maximum flight operating latitude is 60ºSouth.
installation of handle covers on the Over-wing exits must be verified prior to departure whenever passengers are
carried. ·
Photo-luminescent Floor Emergency Lighting must be charged in accordance with approved procedures.
Verify that an operational check of the flight deck door access system has been accomplished according to approved
procedures once each flight day.
WIND LIMITATIONS:
CAPACIDAD DE
COMPONETE BAJA
SECO MOJADO CANTAMINADO FRENADO
DE VIENTO VISIBILIDAD REDUCIDA
COSS 34 25 15 34 30
TAIL 10 10 0 5 0
HEAD 60 60 10 10 25

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CABIN PRESS
AIR CONDITIONING & PRESSURIZATION
Max cabin differential pressure (top of yellow band)………..…. 9.1 psi

Max cabin differential pressure for takeoff & landing………...... 0.125 psi
Automatic pressurization operation:
SELECTED FLT ALT DIFFERENTIAL PRESSURE LIMIT
At or below 28,000 feet 7.45 psi
28,000 feet to 37,000 feet 7.80 psi

Above 37,000 feet 8.35 psi
Use Cabin /Flight Altitude (CAB ALT)(FLT ALT) Placard to determine setting for cabin altitude when operating in
manual mode.
With engine bleed air switches ON, do not operate the air conditioning packs in HIGH for takeoff, approach or
landing.
Note: The tire protection Non-Normal procedures, take precedence over the statement regarding no air
conditioning pack in HIGH during takeoff, approach, or landing. The CARGO FIRE and SMOKE/FUMES REMOVAL
checklists require the Operating PACK switch (as) HIGH. Switch (as) need to be placed in HIGH in order to open
over board exhaust valve (OEV).
Window Heat
Window heat must be ON at least 10 minutes before takeoff.
AUTOPILOT
• Do not engage A/P for takeoff < 400 ft AGL
• The A/P must be disengaged before the airplane descends more than 50 ft below the MDA (Minimum
Descent Altitude) unless it is coupled to an ILS glide slope & localizer or in the go-around mode.
• No ailerons trim with A/P engaged
• The Minimum Use Height (MUH) for single channel autopilot operation is 158 ft AGL
• Maximum allowable wind speeds when landing weather minimums are predicated on Auto land operations:
WIND KNOTS
Headwind 25
Crosswind 20
Tailwind 10
Maximum and minimum glide slope angles for Auto land are 3.25º & 2.5º respectively.

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MAX AIRSPEED LIMITS & FLIGHT CONTROLS
• Speed brake may not be deployed in flight below 1000 ft radio altitude
• Holding in icing conditions with flaps extended is prohibited.
• Flaps 15 normal landings are prohibited. A Flap 15 landing may be performed when required by a non-normal
procedure.
VMO/MMO 340 KT/.82M

TURBULENCE 280 KIAS/.76M
MAX FLAP EXT ALT 20000 FEET
FLAPS 1 250KT
FLAPS 2 250KT
FLAPS 5 250KT
FLAPS 10 210KT
FLAPS 15 200KT
FLAPS 25 190KT
FLAPS 30 175KT
FLAPS 40 162KT
WARNING: Use of speed brake in excess of 320 kts could result in severe vibration, which in turn, could
cause extreme damage to the horizontal stabilizer.
Alternate Flap duty cycle in flight
• Flaps 0-15 …………………….. one cycle, 5 min. OFF

• Flaps greater than 15……….. one cycle, 25 min. OFF
Window heat inoperative (< 10000 ft)** …………………..250 Kt.

Max speed with Mach Trim inoperative…………..… 280 KIAS/.82
* Below 15000 ft, at less than Maximum Landing Weight, a speed of 250 Kt provides adequate buffet margin

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FUEL
Max Fuel temperature is + 49°C

Use of Wide Cut Fuels per Class B of GE Specification D50TF, JP-4 or Jet B is prohibited.
FUEL FREEZING POINT (°C)*

JET A1 (JP1) -47
JET A -40
JP-5 -46
JP-8 -47
*Inflight, the fuel temperature must be maintained +3°C above freezing point
TANKS MAXIMUM USABLE FUEL*

USG LITERS KG
Left + Right 2576 9752 7830
Center 4299 16273 13066
Non-measurable
N/A N/A N/A
usable fuel
TOTAL 6875 26025 20896
*Fuel density = 0.80
Max imbalance between L & R tanks ……………………………..…453 kg (1000 lbs.)
• Fuel cross-feed must be closed for Takeoff & Landing

• Main tanks 1 & 2 must be full if center tank contains more than 453 kg (1000 lbs.)
• Minimum operation fuel ………………..….……………………… 1600 kgs
Fuel Loading:
LANDING GEAR:
Max extension……………….….……………… 270 Kt / M.82

Max retraction …………………………………. 235 Kt
Max with gear extended………..…………….. 320 Kt / M.82
Max Tire Speed ………………….…………….. 225 MPH or 195 Kt

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Gear extension and retraction times:
• Normal retraction………………………………… 14 sec

• Normal extension………………………………… 17 sec
• Alternate extension……………………………….19 sec
• Parking brake holding time:

• Fully charged accumulator 3000 PSI ………… 8 hours
• Pre charge pressure…………………………..… 1000 psi
Tires Specifications:
(Main LDG) H44.5 x 16.5-21/28PR/225 (Nose Gear) 27 x 7.75-15-12PR
• Do not apply brakes until after touchdown

• Operation with assumed temperature reduced takeoff thrust is not permitted with antiskid inoperative.
• Towing operations without the use of a tow bar is restricted to tow vehicles that are designed and operated to
preclude damage to the airplane steering system or which provide a reliable and unmistakable warning when
damage to the steering system may have occurred.
ELECTRICAL
• AC Power system 115 V, 400 Hz, 3-phase
Voltage:
• Normal………………………………………………………….115 V
• Maximum……………………………………………….………120 V
• Minimum ……………………………………………………….110 V
Frequency:
• Normal………………………………………………………… 400 Hz
• Maximum……………………………………………………… 410 Hz
• Minimum ……………………………………………………… 390 Hz
Load limit
• IDGs + APU Generator + External Power………….……… 90 kVA
IDG:
• Max oil temperature………………………..………...………. 182°C
• mini oil pressure…….…………………………………….….. 165 psi
DC Power system (Voltage):

• Normal………………………………..……………….…....…... 26V
• Maximum…………………………………………….….….……30V
• Minimum ……………………………………………….…..……22V
Battery power
• Capacity………………………………..……………….…..…. 40Ah
• Voltage…………………………………………….….….…….. 24V

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Miscellaneous
• AC service outlets (cabin, cockpit, equipment rack)………. 115 V, 400hz, 1000w
• DC service outlet (cockpit)…………………………..……….. 28 V
HYDRAULICS
• Minimum range…………………………………………..... 2800 psi
• Normal range ……………………………………………… 3000 psi
• Maximum (relief valve setting)…………………………….3500 psi
• Pre charge pressure……………………………..…………1000 psi
• Minimum fuel for ground operation of electric pumps ….750 kg
Hydraulics quantity
• Refill level (Sys A)……………………………………………. 6.0 / 4.7 (RFL or 76%)
• Refill level (Sys B)……………………………………………. 8.5 / 6.9 (RFL or 76%)
• EIS ……………………………………………………………..100% / 88% (on ground only)
ENGINES:
Engines on the 737 Next-Generation series (600, 700, 800, 900) do not have circular inlets like most aircraft. The 737
Classic series featured CFM56 turbofan engines, which yielded significant gains in fuel economy and a reduction in
noise over the JT8D engines used on the -100 and -200, but also posed an engineering challenge given the low
ground clearance of the 737.
Boeing and engine supplier CFMI solved the problem by placing the engine ahead of (rather than below) the wing,
and by moving engine accessories to the sides (rather than the bottom) of the engine pod, giving the 737 a distinctive
non-circular air intake.
The wing also incorporated a number of changes for improved aerodynamics. The engines' accessory gearbox was
moved from the 6 o'clock position under the engine to the 4 o'clock position (from a front/forward looking aft
perspective). This side-mounted gearbox gives the engine a somewhat triangular rounded shape. Because the engine
is close to the ground, 737-300s and later models are more prone to engine foreign-object damage (FOD). The
improved CFM56-7 turbofan engine on the 737 Next Generation is 7% more fuel-efficient than the previous CFM56-3
in the 737 classics. The newest 737 variants, the 737 MAX family, are to feature CFM International LEAP-1B
engines with a 1.73 m fan diameter. These engines are expected to be 10-12% more efficient than the CFM56-7B
engines on the 737 Next Generation family
• Maximum & minimum limits are red while caution limits are amber
• Engine ignitions must be CONT for:
• Takeoff & landing
• Operation in moderate or heavy rain
• Anti-ice operation

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• Max N1.….….……………………………………104%
• Max N2.……………………………….………….105%
• Max startup EGT ………………………………..725°C
• Max T/O EGT.……………………………………950°C (5 min.)
• Max continuous EGT.……..…………….………925°C
• Min oil press.….………….……………….……..13 psi
• Min oil press during takeoff….………………… Above Yellow Arc
• Min oil quantity prior to engine start…..……… 3.2 USG / 60%
• Oil consumption………………………………… Maximum 0,5 l /hour
Max oil temperature:
• Maximum momentary.………………..………165°C
• Maximum for 15 min.…………………..……..160 -165°C
• Maximum continuous.……………………..….160°C
• ENG oil amber band………………………….. 45 min
Starter Duty Cycle: (FCOM NP.21.27)
• Normal Start ………………..……………. 2 min. ON & 10 sec. OFF

• Extended Engine Motoring ..…….…….15 min. ON & 2 min ,15min ON 2 min OFF, 5 min ON & 10 min OFF
• Maximum Starter Re-engage RPM ……20% N2
Reverse Thrust:
• For Landing or rejected takeoff only. Intentional use of reverse thrust in flight or during taxi prohibited.
Note: By 60 kts , reverses thrust must be in stow position (FCOM NP.21.46)
Engine Start limitations:
• Observe initial EGT rise + EGT within limits
ABORT STARTS
a) If EGT fails to rise within 10 sec. of selecting IDLE or EGT rising quickly or approaching limits
b) If no N1 rotation before the engine start lever is raised to IDLE
c) If no oil pressure by the time the engine is stabilized at idle.
d) If no increase in, a very slow increase in N1 or N2 after EGT indication.

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APU:
APU bleed valve may be open during engine start, but avoid engine power above Idle.
APU BLEED + ELECTRICAL load……….……………………………….. until 10000 ft
APU BLEED………………………………………………………………….. until 17000 ft
APU ELECTRICAL……………………………………………….………….. until 41000 ft .
(has always priority on Bleed Air). Minimum RPM for power delivery 95%
Normal Operation…………………………………….…………….………… 100 - 101 %
Overspeed Limit……………………………………………………………… 107%
Electrical Supply……………………………………………………………… 90 kVa.
NOTE: During the APU shutdown after APU EGT drops below 300 C, wait 40 seg BEFORE SWITCHING THE BATT
SW OFF
NAVIGATION & COMMUNICATION SYSTEM:
Air Data inertial Reference Unit (ADIRU):

• ADIRU alignment must not be attempted at latitudes greater than 78 degrees
15 minutes.
QFE Selection:
QFE operations are prohibited if the option for QFE altitude reference selection is
not installed in the Flight Management System (FMS).
Look-Ahead Terrain Alerting (GPWS):

• Do not use the terrain display for navigation.
• Do not use the look-ahead terrain alerting and terrain display functions.
• With 15 nm for takeoff, approach or landing a than airport not contained in the GPWS terrain data base
Note: Refer to Honeywell Document 060-4267-000 for airports and runways contained in the installed GPWS
terrain data base.
Non-AFM Operational information:

Note: The following items are not AFM limitations, but are provided for flight crew information.
• Does not operate the weather radar in a hangar or within 50 feet of any personnel or a fuel spill.
Note: The hangar and personnel restrictions do not apply to the weather radar test mode.
• During VOR approaches, one pilot must have raw data from the VOR associated with the approach displayed
in the HSI VOR mode no later than the FAF..
• Do not use LNAV & VNAV for QFE operation.
• Do not use terrain display for navigation.
• Use of terrain alerting & display functions are prohibited for QFE operation.
Use of terrain alerting & terrain display functions are prohibited within 15 NM & approaching to land at an airport not
contained in the GPWS terrain database.
Because of unacceptable Electro Magnetic Interference between Electronic Engine Control (EEC) and the VHF
Comm. No. 2 & No. 3 antenna, do not use VHF Comm. No. 2 & No. 3 on 120.000 MHz as primary means of
communications. If frequency 120.000 MHz is required, use Comm. No.1.
• VHF Power requirements …………..……………….…….… 28V DC

• HF Power requirements…………………………………...…. 115 V AC, 400 Hz, 3-phase

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PNEUMATICS:
• Minimum pressure for engine start ………………… 30 psi at Sea Level (-0,5 psi/1000 ft)
External Pneumatic Source:

• Maximum Pressure ………………….………………. 60 psi
• Maximum temperature ……………………………… 232°C
ACCELERATION LIMITS:
• Flaps UP ……………………….…………..…..….+2.5 g to - 1.0 g

• Flaps DOWN ….………………….………..…….. +2.5 g to - 1.0 g
FIRE PROTECTION:
• All Fire agents……………………………...…………. Halon Cargo Fire

• Protection duration…………………..…….…………. 195 minutes

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PASSENGER EVACUATION:
Main door emergency evacuation slide systems must be armed and engagement of each girt bar with the still fitting
verified, prior to taxi,T/O and landing whenever passengers are carried.
WATER & WASTE:
• Water tank capacity………………………… 235 lit. / 62.5 USG
El sistema de agua potable del aeroplano se suministra de un solo tanque situado detrás del compartimiento de
carga de AFT. El agua se suministra a las cocinas y lavamanos.

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LIGHTING MANAGEMENT
DAY:
R/W
A WHEEL
RETR FIXED TR TAXI LOGO POS WING
COLL WELL
OFF
Park - - - - - Stdy - - As required
Tx. out - - ON ON - Stdy On - -
Ln. up - - ON OFF - Strb & Stdy On - -
Clear for
ON ON ON OFF - Strb & Stdy On - -
T/O
Af.T/O OFF OFF ON - - Strb & Stdy On - -
10,000’ OFF OFF OFF - - As desired On - -
TOC OFF OFF OFF - - As desired On - -
TOD OFF OFF OFF - - As desired On - -
10,000’ OFF OFF ON - - Strb&Stdy On - -
C.land ON ON ON OFF - Strb&Stdy On - -
Tx. in OFF OFF ON ON - Stdy On - -
Docking - - OFF OFF - Stdy On - As required
THIS PROCEDURE CAN BE OVERSIGHTED DEPENDING ON LOCAL AUTHORITY TRAFFIC RULES OR UPON
CAPTAIN’S DISCRETION.

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NIGHT:
R/W A W
WHEEL
RETR FIXED TR TAXI LOGO POS CO IN
WELL
OFF LL G
Park - - - - ON Stdy - - As required
Tx. out - - ON ON ON Stdy On - -
Ln. up - - ON OFF ON Strb & Stdy On - -
Clear for
ON ON ON OFF ON Strb & Stdy On - -
T/O
Af.T/O OFF OFF ON - ON Strb & Stdy On - -
10,000’ OFF OFF OFF - OFF As desired On - -
TOC OFF OFF OFF - - As desired On - -
TOD OFF OFF OFF - - As desired On - -
10,000’ OFF OFF ON - ON Strb&Stdy On - -
C.land ON ON ON OFF ON Strb&Stdy On - -
Tx. in OFF OFF ON ON ON Stdy On - -
Docking - - OFF OFF ON Stdy On - As required
THIS PROCEDURE CAN BE OVERSIGHTED DEPENDING ON LOCAL AUTHORITY TRAFFIC RULES OR UPON
CAPTAIN’S DISCRETION.

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SECCION 2
This chapter provides:
• An introduction to the normal procedures philosophy and assumptions

• Step by step normal procedures
NORMAL PROCEDURED PHRASEOLOGY DEFINITIONS:
• "CHECK" call out means the pilot confirms/acknowledges an indication or action.

• "VERIFY" means to confirm either visually, orally or both that the intended task/status has been correctly
achieved. In the event of non-conformity with required status a call must be made immediately.(e.g. "FLAPS
1, NO GREEN LIGHT")
• "CROSS CHECK" call out means the pilot confirms what the other pilot has checked.
• The response "CHECKED" indicates that the call is valid and understood. lf a standard call or FMA call is
responded to by another standard call or FMA call, the response "CHECKED" is omitted.
• The response "CORRECTING" indicates that the deviation callout is valid and that crew member staking the
Appropriate action.
• "SET" command means to accomplish the specified action by simply rotating the appropriate selection knob.
• "ENGAGE" command means to PUSH the specified push button to engage guidance.
• "ARM" command means to arm a system or to push the specified button to arm guidance.
• "DESELECT" command means to PUSH the specified button to deselect a previously selected guidance. AII
valid commands must be auctioned and appropriately acknowledged.
• "Once each flight day" or "Once per flight day" indicate actions that must be accomplished each flight day,
not dependent on a crew change.
• "Following a flight crew change" indicates actions that must be accomplished each flight day and each time
the crew changes.
PHILOSOPHY AND ASSUMPTIONS:

Normal procedures verify for each phase of flight that:
• The airplane condition is satisfactory
• The flight deck configuration is correct
Normal procedures are done on each flight. Refer to the Supplementary Procedures (SP) chapter for procedures that
are done as needed, for example: the adverse weather procedures.
Normal procedures are used by a trained flight crew and assume:
All systems operate normally.
The full use of all automated features (LNAV, VNAV, Auto Land, Auto Pilot, and Auto Throttle).
Normal procedures also assume coordination with the ground crew before: Hydraulic system pressurization, or
Flight control surface movement, or airplane movement.
Normal procedures do not include steps for flight deck lighting and crew comfort items.
Normal procedures are done by memory and scan flow. The panel illustration on page 25 shows the scan flow. The
Scan flow sequence may be changed as needed.

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CONFIGURATION CHECK:
Its the crew member's responsibility to verify correct system response. Before engine start, use system lights to verify
each system's condition or configuration. Before engine start, use individual system lights to verify the system status.
lf an individual system light indicates an improper condition:
• Check the Minimum Equipment List (MEL) to decide if the condition has an effect on the operation of
the flight.
lf, during or after engine start, a red warning or amber caution light illuminates:
• Do the respective non-normal checklist (NNC)

• On the ground, check the MEL.
After engine start, the Fire Warning & Master Caution system alerts the crew to warnings or cautions away from the
normal field of view. lf there an incorrect configuration or response :
• Verify that the system controls are set correctly

• Check the respective circuit breaker as needed.
(Maintenance must first determine that it is safe to reset a tripped circuit breaker on the ground).
• Test the respective system light as needed.
lf, during recall, an amber caution illuminate sand then extinguishes after a master caution reset:
• check the MEL
• The respective non-normal checklist is not needed.
CREW DUTIES:
Preflight and Post-flight crew duties are divided between the captain and first officer. Phase off light duties are divided
between the Pilot Flying (PF) and the Pilot Monitoring (PM) Each crew member is responsible for moving the controls
and switches in their area of responsibility:
The phases of flight areas of responsibility for both normal and non-normal procedures are shown in the Area of
Responsibility illustrations in this section. Typical panel locations are shown
• The Preflight and Post-flight areas of responsibility are defined by the “Preflight Procedure”
-Captain" and "Preflight Procedure-First Officer."

The captain may direct actions outside of the crew member's area of responsibility.
The general PF phase of flight responsibilities are:

• Taxiing(Captain)
• Flight path and airspeed control
• Airplane configuration
• Navigation.

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The general PM phase of flight responsibilities are:
• Checklist reading
• Communications
• Tasks asked for by the PF
• Monitoring taxiing, flight path, airspeed, airplane configuration and navigation.
• Start levers and tire switches with the concurrence of the PF.

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Note:
The captain is always responsible for the start levers and the fire switches on the ground.
PF and PM duties may change during a flight. For example, the captain could be the PF during taxi but be the PM
during takeoff through landing. The Mode Control Panel (MCP) is the PF's responsibility. When flying manually, the PF
directs the PM to make the changes on the mode control panel. When selecting a value on the MCP, verify that there
specific value changes on the flight instruments, as applicable. The crew must verify manually selected or automatic
AFDS changes .
The Captain is responsible for task distribution during the flight & is the final authority for all tasks directed
and done. The crew must always monitor.
Communication Procedures:
VHF1 is used for ATC communication. VHF2 is used for OPERATION, ATIS or next FIR communication and VHF3 is
for 121.5 MHz
On ground all communication is done by First Officer.
The PM will handle ATC communication, record and read back all clearances received. Both pilots must monitor all
ATC clearances. Captain will handle all communications with ground personnel.
USE OF HEADSETS:
Head set and loud speaker

Head set will be use along with boom mic to monitor all conversation with ground agencies and ATC until top of
climb and also when operating in high density traffic areas. Loud speakers may be used during cruise until top of
descent, there after head set with boom mic should be used till engines are shutdown. All HF monitoring will be
carried-out on headsets including the Oceanic Clearances where both pilots are to be involved.
NORMAL CHECKLISTS:
Normal checklists are used after doing all respective procedural items. Both pilots visually verify that each item is in
the needed configuration or that the step is done. The pilot reading the checklist should wait for a positive response
and cross-check, the validity of the response before proceeding to the next item.
lf the airplane configuration does not agree with the needed configuration:
• Stop the checklist
• Complete the respective procedure steps
• Continue the checklist
lf it becomes apparent an entire procedure was not done:
• Stop the checklist
• Complete the entire procedure
• Do the checklist from the start

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Try to do checklists before or after high work load times. The crew may need to stop a checklist for a short time to do
other tasks. lf the interruption is short, continue the checklist with the next step. lf a pilot is not sure where the
checklist was stopped, do the checklist from the start. Also, if the checklist is stopped for a long time, do the checklist
from the start. After completion of each checklist, the pilot reading should confirm ¨XX checklist completed
lf an individual system light indicates an improper condition:
• Check the Minimum Equipment List (MEL) to decide if the condition has an effect on the operation of the
flight.
lf, during or after engine start, a red warning or amber caution light illuminates:
• Do the respective non-normal checklist (NNC)

• On the ground, check the MEL.
After engine start, the Fire Warning & Master Caution system alerts the crew to warnings or cautions away from the
normal field of view. lf there is an incorrect configuration or response:
• Verify that the system controls are set correctly
• Check the respective circuit breaker as needed.
(Maintenance must first determine that it is safe to reset a tripped circuit breaker on the ground).
• Test the respective system light as needed.
lf, during recall, an amber caution illuminate seen, then extinguishes after a master caution reset:
• Check the MEL
• The respective non-normal checklist is not needed.
CONTROL DISPLAY UNIT (CDU) PROCEDURES:

The other pilot must verify the entries before they are executed.
Before taxiing:
The Captain or First Officer may make CDU entries.
Make the CDU entries before taxi or when stopped, if possible.
lf CDU entries must be made during taxi, the PM makes the entries.
ln-flight:
• The PM usually makes the CDU entries.
• The PF may also make simple, CDU entries when the work load allows. The pilot making the entries
executes the change only after the other pilot verifies the entries.
• During high work load times, for example departure or arrival, try to reduce the need for CDU entries by
using the MCP heading, altitude, and speed control modes. The MCP can be easier to use than entering
complex route modifications into the CDU.
Note: The crew should avoid excessive CDU modifications below 10,000 feet AFE.
The following table depicts the recommended CDU pages:

PHASE OF FLIGHT PF’s CDU Page PM’s CDU Page
Takeoff TAKEOFF REF LEGS
Climb VNAV CLIMB LEGS/PROGRESS
Cruise VNAV CRUISE LEGS/PROGRESS
Descent/Approach VNAV DESCENT LEGS/PROGRESS
Holding HOLD LEGS/PROGRESS
Landing APPROACH REF/VNAVDES PROGRESS 2/LEGS
Secure IDENT IDENT
lf another page is selected far modification or reference, the crew should revert to these recommended
pages after its completion. Page duplication is not recommended.

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Autopilot Flight Director System (AFDS) Procedures:

The crew must always monitor:
• Airplane course
• Vertical path
• Speed
When selecting a value on the MCP , verify that the respective value changes on the flight instruments, as applicable.
·
The crew must verify manually selected or automatic AFDS changes . Use the FMA to verify mode changes far
the:
• Autopilot
• Flight director
• Auto throttle
During LNAV and VNAV operations, verify all changes to the airplanes:
• Course
• Vertical path
• Thrust
• Speed
Announcing changes on the FMA and thrust mode display when they occur is good CRM practice.
PRELIMINARY PREFLIGHT PROCEDURE:

(CAPTAIN and FIRST OFFICER)
The Preliminary Preflight Procedure assumes that the Electrical Power up Supplementary Procedure is complete.
Refer to Supplementary Electrical Power up Procedure (SP6.1), if needed. A full IRS alignment is recommended
before each flight.
IRS mode selectors................................. OFF, then NAV
• Verify that the ON OC lights illuminate then extinguish.

• Verify that the ALIGN lights are illuminated.
• The UNABLE REQD NAV PERF-RNP message may show until IRS alignment is complete.
Verify that the following are sufficient for flight:
• Oxygen pressure -(Refer Performance Dispatch)

• Hydraulic quantity-(Min76% &RF not displayed}
• Engine oil quantity-(Min13)
• Do the remaining actions after a crew change or maintenance action. Maintenance

Documents ............................................Check
• Check the DMI, Maintenance Logbook , aircraft flight log Book for A/C serviceability status.
• Aircraft Manuals & Documents.......... Check

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DOCUMENTS CHECKLIST: ( In paper or digital format )
1: Operations Manual (OM) 18: Check List /QRH

2: Flight Crew Operating Manual (FCOM 1 & 2) 19: Especif de Operaciones
3: Aircraft Flight Manual (AFM) 20: Licencia de Radioestacion
4: MEL/CDL 21: Manual de Merc Peligrosas
5: Weight and Balance Manual 22: Manual de Seguridad
6: Flight Plans (OFP and ATS) for each flight 23: MOE vol 1
7: Jeppesen Route Manuals 24: RVSM
8: RTOW Manual ( Dry & Wet) 25: RNAV-5
9: Standard Operating Procedure (SOP)
10: Cabin Log
11: RTV
12: ANEXO I & II
13: CDL
14: Certif de Aeronavegavilidad / calidad de Agua / Ruido
15: Certif Seguro
16: Certif Matricula
17: CESA
FLIGHT DECK ACCESS SYSTEM switch……………………………………… Guard closed
• Accomplish the Flight deck door access system test as per SP 1.1 once per Flight day.
• Emergency equipment……………………………………………………Check
items at each location may be checked in any sequence following a flight crew change.
TYPE OF EQUIPMENT QUANTITY LOCATION CHECK
Crash Axe 1 Bottom left corner near flight deck door Stowed
Stowed & Pressure in the
Fire Extinguisher 1 Behind the F/O seat green bland , Locking pin
& wire locked
Escape Ropes 2 Over Head Captain and F/O seats Secure & Stowed
Life Vest 4 Behind Captain and F/O seats Stowed
Fire Protector Gloves 1 Pair Captain side wall Stowed

Portable Breathing Coat Compartment or below 2nd
1 Stowed & Expiry date
Equipment Observers seat
Stowed & red light
Flash Lights 2 Below 2nd Observers seat flashing
Captain side wall, F/O side wall plus in
O2 Mask 4 Stowed
the back of the cockpit
• PSEU light……………………….……………………….... Verify extinguished

• GPS light……………………………………….……………Verify extinguished
• SERVICE INTER PHONE switch…………………………OFF
• ENGINE Panel………………………………………………Set
• Verify that the REVERSER lights are extinguished.
• Verify that the ENGINE CONTROL lights are extinguished.
• EEC switches………………………………………………..ON
• Oxygen panel………………………………………………..Set

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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.
• Verify pressure meets dispatch requirements.
• Landing gear indicator lights…………………………………..Verify illuminated (GREEN)

• ELT..…………………………………………………….………..ARMED
• Flight recorder switch…………………………………………..Guard closed
• STALL WARNING TEST switch ………………………………Push and hoÍd one at a time
• Verify that each control column vibrates when the respective switch is pushed.
Note: The stall warning test requires that AC transfer busses are powered for up to 4 minutes.
Note: With hydraulic power off, the leading edge flaps may drop enough to cause an asymmetry signal, resulting in a
failure of the stall warning system test. Should this occur, obtain a clearance to pressurize the hydraulic system, place
the "B" system electric pump ON and retract the flaps.
When flaps are retracted repeat the test. At the completion of the test, turn the "B" system electric pump "OFF"
• Circuit breakers (P6 panel)....................................................Check
• Verify the CB's are in.
Do not reset a tripped Circuit Breaker, unless specifically confirmed by Maintenance Personnel.
• Manual gear extension access door ………………………………Closed

• Circuit breakers (control stand, P18 panel )………………………Check
• Verify the CB's are in.
• Ensure Voice Recorder CB's on P18 panel are in.
• Parking brake…………………………………………………………Set
Verify Parking Brake light is illuminated & Brake Pressure is sufficient.
Set the parking brake as brake wear indicators will be checked during the exterior inspection.
With Wheel chocks confirmed in place, setting the Parking Brake may be delayed to facilitate Brake Cooling.
Note: The Captain or the First Officer may do the Exterior Inspection. The Crew Member who is not
proceeding for The Exterior Inspection will perform the Preflight CDU Procedures & the same will be verified
by the other Crew Member on his/her return from the exterior inspection.
CDU PREFLIGHT PROCEDURE:
Start the CDU Preflight Procedure after Preliminary Preflight Procedure. The initial Data and Navigation Data entries
must be completed before the flight instrument check during the Preflight Procedure. The Performance Data entries
must be completed before the Before Start Checklist.
The captain or first officer may make CDU entries. The other pilot must verify the entries.
• Enter data in all the Boxed items on the following CDU pages.
• Enter data in the dashed items or modify small font items that are listed in this procedure. Enter or modify
other items at pilot's direction.
• Failure to enter En-route winds can result in flight plan time and fuel bum errors.

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INITIAL DATA:
• initial Data......................................................................Set
IDENT page:
• Verify that the MODEL is correct.
• Verify that the ENG RATING is correct.
• Verify that the navigation data base ACTIVE date range is current. If not, refer MEL.
POS INIT page:
• Verify that the time is correct.

• Enter the Departure airport identifier in the REF AIRPORT line.
• Note the parking stand co-ordinates from the Jeppessen Chart & enter it on the SET IRS POS line. GPS
position may be down selected from POS REF page 2 and.selected on the SET IRS POS line if the co-
ordinates are correct.
POS REF page:
• Verify the correct co-ordinates are displayed .
NAVIGATION DATA:
• Navigation Data…………………………………….Set
ROUTE page:
• Enter ORIGIN & DESTINATION; Build the Route via Airways to Waypoints.
• Enter Flight Number (ANSXXX)
• Verify the route, and Activate and Execute.
DEPARTURES page:
• Select and execute R/W, SID, and TRANSITION (as applicable).

• Check LEGS Page for validation of Lateral Navigation, and Speed & Altitude Constraints as per the
Jeppessen Chart.
• Resolve any mismatch or discontinuity and Execute
PROG Page:
• Cross-check Distance to Go to Destination with the CFPL. Expect minor differences due to
inconsistency with SID / STAR.
LEGS Page:
• Verify or enter the correct RNP for Departure.

• Verify the Route is correct on the LEGS page, and in compliance with the Flight Plan.
FIX Page:
• Page1: If desired create 25NM Area around the MSA Fix serving the Departure Airport for situational
awareness and in the alternate departure airport.

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PERFORMANCE DATA:
PERF INIT page:
• Enter Cost índex: Domestic CI 35 - International long haul flights CI 0

• Enter Reserves: Fuel to Alternate + Hold Over Alternate.Domestic Alt + 45´ International Alt +30´
• Enter ZFW [Actual or Estimated].
• Enter PLAN fuel (as applicable, if refueling is not complete). Verify that the FUEL on the CDU, the dispatch papers,
and the fuel quantity indicators agree (if refueling is completed verify that the fuel is sufficient far Flight)
• Enter CRZ ALT.
• Enter CRZ WIND: Enter Average Cruise Wind Component from OFP (Operational Flight Plan). lf time permits, it is
recommended to enter the Winds on the RTE DATA Page far each Waypoint, rather than the average, to improve
FMC predictions.
• Enter the ISA Deviation or Top of Climb OAT.
• Enter or Verify Transition Altitude.
N1 LIMIT Page:
Insert assumed / derate temp / full power as per RTOW CHART / OPT (On board Performance Tool).
TAKE OFF REF page 2/2:
• Enter RWY Slope (optional entry) U/+ for Upslope & D/-for Down slope (Optional entry).
• Verify HDG displays RWY HDG far origin airport.
• Enter ENG OUT ACCEL HT
• Select RWY CONO (as applicable).
• Enter ALL ENG ACCEL HT
• Enter / Verify THR REDUCTION
TAKEOFF REF page1/2:
• Enter Flaps for Departure.
CLIMB Page:
• Verify CRZ ALT.

• Verify or Select ECON.
• SPD REST: 250/10000 (or more restrictive local requirements).Company Policy is 250Kts or less below
10000".
Note:
DXB has a speed restriction of 250kts below 8000", & any speed above 8000". However, as the company policy
restricts us up to 10000", pilots are required to fly 250kts below 10000".
In case of an ATC requirement to maintain high speed, do not exceed 300 Kts below 10,000". The Phrase "No Speed
Restriction" is not an ATC request to maintain High Speed.

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CRUISE Page:
• TGT SPD: ECON.

• Crew is instructed not to exceed 320K/0.80M in case of ATC requirement to maintain higher Mach.
• Verify OPT / MAX Altitud es.
• FMC values vary with OAT / ISA Deviation, and may not show correct values on Ground.
DESCENT Page:
• TGT SPD: ECON

• SPD REST:240/10000 or default speed
ROUTE DATA Page:
lf time permits, enter the forecast Waypoint Winds from the CFPL. The winds entered are propagated to all way points
after the one far which the winds are entered. Enter the Winds, if they vary by more than 10 Kts in speed or 1Oº in
direction from the previous entry.
lf time is a constraint, do not enter the winds on this page, and just enter the CRZ WIND line on the PERF INIT Page.
The RTE DATA Page can then be modified in Cruise. In this case, Way point estimates may be incorrect; however the
Destination Estimate will be correct.
PROG Page:
Verify FUEL at DEST with CFP. The Fuel at Destination must be at least equal to the Fuel to Alternate
+Fuel to Hold over Alternate + Contingency+ Any Additional fuel up lifted by the crew.
PERF INIT page:
• Select PERF INIT Page to Enter LOAD & TRIM SHEET DATA when available.
EXTERIOR INSPECTION:
Prior to exterior inspection:
• Ensure POSITION Light switch is set to STEADY.

• Always wear the High Visibility Vest in the Apron Area.
For Night inspections:
• Ensure the WING & LOGO light Switches are ON.

• Use a Flash light powerful enough to inspect the Rudder surfaces. [Do not use Emergency Flash lights]
Before each flight the captain, first officer, or maintenance crew must verify that the airplane is satisfactory for flight.
items at each location may be checked in any sequence.
Use the detailed inspection route below to check that:
• The surfaces and structures are clear, not damaged, no missing parts and there are no fluid leaks
• The tires are not to warm, not damaged, and there is no tread separation
• The gear struts are not fully compressed
• The engine inlets and tail pipes are clear, the access panels are secured, the exterior, including the bottom of the
nacelles, is not damaged, and the reversers are stowed
• The doors and access panels that are not in use are latched

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• The probes, vents, and static ports are clear and not damaged
• The skin area adjacent to the pitot probes and static ports is not wrinkled
• The antennas are not damaged
• The light lenses are clean and not damaged, Probes, sensors , ports, vents, and drains (as applicable)
Check doors and access panels (not in use)…………………………………Check and Latched
Nose
• RADOME .............,.......................................................................CHECK
• CONDUCTOR STRAPS-SECURE
• FORWARD E AND E DOOR .......................................................SECURE
Nose Wheel Well
• Tires and wheels …………………………………………………….Check

• Exterior light…………………………………………………………..Check
• Gear strut and doors …………:....................................................Check
• Nose wheel steering assembly …………………………………….Check
• Nose gear steering lock out pin …………………………………… As needed Gear pin
Forward Fuselage:
• Nose wheel spin brake (snubbers) ..............................................In place

Right Forward Fuselage:
• Probes, sensors, ports, vents, and drains (as applicable)………..Check

• Check Oxygen Pressure relief green disc ....................................In place
• Doors and access panels (not in use) ..........................................Latched
Right Wing Root, Pack, and Lower Fuselage:
• Ram air deflector door ………………………………………………. Extended

• Pack and pneumatic access doors ………………………………… Secure
• Probes, Sensors, ports, vents, and drains (as applicable)………..Check Exterior lights
• Leading edge flaps ……………………………………………………Check
Number 2 Engine:
• Exterior surfaces (including the bottom of the nacelles) ………….Check for damage.
• Access panels………………………………………………………….Latched
• Probes, sensors, ports, vents, and drains (as applicable)……….. Check
• Fan blades, probes, and spinner……………………………………. Check Thrust reverser Stowed
• Exhaust area and tail cone ............................................................Check
Right Wing and Leading Edge:
• Access panels …………………………………………………………Latched

• Leading edge flaps and slats ........................................................Check
• Fuel measuring sticks ……………………………………………….. Flush and secure
• Wing Surfaces ……………………………………………………….. Check
• Fuel tank vent …………………………………………………………Check

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Right Wing Tip and Trailing Edge:
• Position and strobe lights …………………………………………… Check

• Static discharge wicks ………………………………………………. Check
• Aileron and trailing edge flaps ……………………………………… Check
Right Main Gear:
• Tires, brakes and wheels …………………………………………….Check

• Verify that the wheel chocks are in place as needed.
• lf the parking brake is set, the brake wear indicator pins must extend Out of the guides.
• Gear strut, actuators, and doors ...................................................Check Hydraulic
• Lines..............................................................................................Secure
• Gear pin ........................................................................................As needed
Right Main Wheel Well:
• APU FIRE CONTROL handle ………………:...................,..............Up

• NGS operability indicator light ………………………………………..Check Verify that the light is green.
• Wheel well ………………………………………………………………Check
Right Aft Fuselage:
• Doors and access panels (not in use) …………………………………Latched

• Negative pressure relief door …………………………………………..Closed
• Out flow valve …………………,…………………………………………Check
• Probes, sensors, ports, vents, and drains(as applicable)……………Check
• APU air inlet……………………………………………………………….Open
Tail:
• Vertical stabilizer and rudder..........................................................Check

• Elevator feel probes ......................................................................Check
• Tail skid .........................................................................................Check
• Verify that the tail skid is not damaged.
• Horizontal stabilizer and elevator ..................................................Check
• Static discharge wicks....................................................................Check
• Strobe light……………………………………………………………..Check
• APU cooling Air inlet and exhaust. outlet.......................................Check
Left Aft Fuselage:
• Doors and access panels(not in use) ............................................Latched

• Probes, sensors, ports, vents, and drains (as applicable)..............Check
Left Main Gear:
• Tires, brakes and wheels...............................................................Check

• Verify that the wheel chocks are in place as needed. lf the Parking brake is set, the brake wear indicator pins
must extend out of the guides.
• Gear strut, actuators, and doors ...................................................Check
• Hydraulic lines…………………………………………………………Secure
• Gear pin ....................................................................................... As needed

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Left Main Wheel Well:
• Wheel well…………………………………………………….………..C . heck

• Engine fire bottle pressure ............................................................Check
Left Wing Tip and Trailing Edge:
• Aileron and trailing edge flaps ……………………………………….Check

• Static discharge wicks ...................................................................Check
• Position and strobe lights ..............................................................Check
Left Wing and Leading Edge:
• Fuel tank vent………………..,........................................................Check

• Wing Surfaces …………………………………………………………Check
• Fuel measuring sticks ………………………………………………..Flush and secure
• Leading edge flaps and slats ………………………………………..Check
• Access panels............................................................................... Latched
Number 1 Engine:
• Exhaust area and tail cone ............................................................Check

• Thrust reverser ..............................................................................Stowed
• Fan blades, probes, and spinner....................................................Check
• Probes, Sensors, ports, vents, and drains (as applicable).……….Check
• Access panels………………………………………………………….Latched
• Exterior surfaces (including the bottom of the nacelles) ………….Check for damage
Left Wing Root, Pack, and Lower Fuselage:
• Leading edge flaps ……………………………………………………… Check

• Probes, sensors, ports, vents, and drains (as applicable) ................ Check
• Exterior lights ………………………………………………..……………Check
• Pack and pneumatic access doors ……………………….…………… Secure
• Ram air deflector door………………………………………..…………..Extended

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PREFLIGHT PROCEDURE:
Accomplish the following procedures in their entirety on each originating trip or crew change, or following
maintenance action.
CAPTAIN FIRST OFFICER

“LIGHTS TEST”
Master LIGHTS TEST and DIM switch………….. TEST
The fire warning lights are not checked during this
test. Use individual test switches or push to test
features to check lights which do not illuminate Use scan flow to verify that all the system
during the light test. annunciator panel lights are illuminated.
Use scan flow to verify that all the system

annunciator panel lights are illuminated.
Master LIGHTS TEST and DIM switch…… As needed

EFIS Control Panel…………………………………… SET Flight control panel……………………….. Check
MINIMUMS reference selector. FLIGHT CONTROL switches..…………… Guard close
BARO MINIMUMS “verify that the flight control LOW PRESSURE lights
Set AFE + ENG OUT ACC HIGHT ass specified in are illuminated.
each engine out departure (if any)
FLIGHT SPOILER switch…………………………….. ON
BAROMETRIC ref selector…………………………. HPA “verify that the YAW DAMPER light is extinguished.
BAROMETRIC selector………………………… Set QNH Verify that the stand by hydraulic LOW PRESSURE
VOR/ADF switches…………………………… As needed light is extinguished.
Mode selector………………………………………… MAP Verify that the STBY RUD ON light is extinguished.
CENTER switch……………………………….. As needed
Range selector…………………………………As needed ALTERNATE FLAPS master switch……..Guard closed
TRAFFIC switch………………………………..As needed ALTERNATE FLAPS position switch…………….. OFF
WEATHER RADAR……………………………………OFF
“Verify that the:
“Verify that the weather radar indications are not
shown on the MAP” FEEL DIFF PRESS
MAP switches…………………………………. As needed SPEED TRIM FAIL
MACH TRIM FAIL
MODE CONTROL PANEL…………………………… SET AUTO SLAT FAIL
COURSE(S)……………….. Set first outbound radial or lights are extinguished”
first outbound track
FLIGHT DIRECTOR switch…………………………… ON
“Move the switch for the PF to ON first”

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Bank angle selector………………………….. As needed NAVIGATION panel…………………………………… SET
(unless otherwise mentioned)
Auto pilot DISENGAGES bar………………………… UP VHF NAV transfer switch……………………… NORMAL
Oxygen……………………………………… Test and set IRS transfer switch…………………………….. NORMAL
“perform the oxygen test and the oxygen mask FMC transfer switch…………………………… NORMAL
microphone test as described on pages B-58 And
B-59. DISPLAY panel……………………………………….. SET
Clock…………………………………………………… SET
TIME/DATE pushbutton - UTC TIME SOURSE selector………………………………….. AUTO
NOSE WHELL STEERING switch………. Guard closed CONTROL PANEL select switch…………….. NORMAL
Display select panel…………………………………. SET FUEL panel……………………………………………. SET
MAIN PANEL DISPLAY UNIT selector……… NORMAL “Verify that the ENG VALVE CLOSED light are
LOWER DISPLAY UNIT selector……………. NORMAL illuminated dim”
“Verify that the SPAR VALVE CLOSED light are
TAKEOFF CONFIG light (if installed and operative) illuminated dim”
“verify extinguished” “Verify that the FILTER BY PASS light are
CABIN ALTITUDE light (if installed and operative) extinguished”
“verify extinguished”
CROSS FEED selector…………………………. ..Closed
Disengage light TEST switch…………………Hold to 1 “Verify that the VALVE OPEN light extinguished”
“verify that the A/P light illuminated steady amber”
“verify that the A/T light illuminated steady amber” FUEL PUMPS switches………………………… OFF
“verify that the FMC light illuminated steady amber” “verify that the center tank fuel pump LOW
PRESSURE lights are extinguished”
Disengage light TEST switch…………………Hold to 2 “Verify that the main tank fuel pump LOW
“verify that the A/P light illuminated steady red” PRESSURE lights are illuminated”
“verify that the A/T light illuminated steady red”
“verify that the FMC light illuminated steady amber” ELECTRICAL PANEL………………………………… SET
STAB OUT OF TRIM light………… Verify extinguished BATTERY switch………………………….. Guard close
“The initial date and navigation data steps from the CAB/UTIL power switch……………………………… ON
CDU Preflight procedures and IRS alignment should IFE/PASS EAT power switch………………………… ON
be complete before checking the flight instruments” GALLEY power switch……………………………….. ON
STAND BY POWER switch………………. Guard close
“Verify that the STAND BY PWR OFF light is

extinguished”
“Verify that the BATT IS CHARGE light is
extinguished”
“Verify that the TR UNIT light is extinguished”
“Verify that the ELEC light is extinguished”
Generator drive DISCONNECT switches……. Guard

closed
“Verify that the DRIVE lights are illuminated”

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FLIGHT INSTRUMENTS…………………………. CHECK Generator drive DISCONNECT switches……… Guard
“Verify that the flight instrument indications are closed
correct” “Verify that the DRIVE lights are illuminated”
ALTIMETERS……………………………………. SET QNH
HEADINGS………………………………… Cross check BUS TRANSFER switch………………………….. Guard
“Verify that only these flags are shown: closed
• TCAS OFF “Verify that the TRANSFER BUS OFF lights are
• NOVSPD until V-speeds are selected extinguished”
• Expected RMI flags “verify that the SOURSE OFF lights are
“Verify that the flight mode annunciators are correct” extinguished”
• Auto throttle mode is blank “verify that the GEN OFF BUS lights are illuminated”
• Roll mode is blank “verify that the BATT IS CHARGE light is
• Pitch mode is blank extinguished”
• AFDS status is FD “verify that the TR UNIT light is extinguished”
“verify that the ELEC light is extinguished”
Select the map mode.
GENERATOR drive DISCONNECT switches….. Guard
STANDBY INSTRUMENTS……………………… CHECK closed
“verify that the DRIVE lights are illuminated”
Integrated Standby Flight Display( A2-AFM)…….. SET
“verify that the approach mode in blank BUS TRANSFER switch…………………. Guard closed
ALTIMETER………………………………………. Set QNH “verify that the TRANSFER BUS OFF light are
“verify that the flight instrument indications are extinguished”
correct “ “verify that the SOURSE OFF lights are
“verify that no flags or messages shown” extinguished”
STANDBY HORIZON (S2-AFL)……………………… SET “verify that the GEN OFF BUS lights are illuminated”
GYRO caging control……………. PULL, then release
APPROACH mode selector……………… As needed NOTE: The fire warning light flashes and the horn
“verify that the flight instrument indications are sounds on the APU ground control panel when this
correct” test is done with the APU running. This can be
mistaken by the ground personal as APU FIRE.
“verify that no flags are shown”
STANDBY ALTIMETER………………………… SET QNH
“verify that the flight instrument indictions are TEST switch………………………… Hold to OVHT/FIRE
correct” “verify that the FIRE warning bell sounds”
“verify that no flags are shown” “verify that the master FIRE WARNING lights are
STANDBY RMI………………………………………… SET illuminated”
“select either VOR or ADF “ “verify that the MASTER CAUTION lights are
SPEED BRAKE lever…………………… DOWN detent illuminated”
“verify that the OVHT/DET annunciator is
“verify that the SPEED BRAKE ARMED light is
illuminated”
extinguished”
“verify that the SPEED BRAKE NOT ARM light is
extinguished” MASTER FIRE WARNING light…………………… PUSH
“verify that the MASTER FIRE WARNING lights are
“verify that the SPEED BRAKE EXTENDED light is
extinguished”
extinguished”
“verify that the fire warning bell cancels”
REVERSE THRUST LEVERS……………………. DOWN “verify that the engine NO. 1/ NO. 2 and APU fire
FORWARD THRUST LEVERS………………… CLOSED switches stay illuminated”
FLAP LEVER………………………………………….. SET “verify that the ENG1 OVER HEAT and ENG2 OVER
HEAT lights stay illuminated”
“verify that the WHEEL WELL light stays illuminated
EXTINGUISHER TEST switch check repeat for test
position 2 .

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“Set the flap lever to agree with the flap position. EXTINGUISHER TEST switch……………….…. CHECK
TEST switch……… Position to 1 and Hold
PARKING BRAKE……………. SET (if not set earlier) “verify that the three extinguisher test lights are
“verify that the parking brake light is illuminated and illuminated”
brake pressure is sufficient”
TEST switch…………………………………… RELEASE
NOTE: “verify that the three extinguisher test lights are
Do not assume the the parking brake will prevent extinguished”
airplane movement as accumulator pressure may be Repeat for test position 2
insufficient.
ENGINE START LEVERS……………………… CUTOFF

STABILIZER TRIM CUTOUT switch…………. NORMAL
RADIO tuning panel……………………………. SET
WARNING: Do no key the HF radio while the airplane

in being fueled. Injury to personnel or fire can occur.
“verify that the off light is extinguished”

VHF COMM RADIOS…………………………………. SET
VHF NAV radios……………………… SET for departure
Audio control panel………………………………….. SET
WARNING: Do not put objects between the seat and APU switch (as needed)…………………………. START
the aisles stand. Injury can occur when the seat is NOTE: If extended APU operation is needed on the
adjusted. ground, position an AC operated fuel pump ON. If
SEAT……………………………………………… ADJUST fuel is loaded in the center tank, position the left
Use the hand hold above the forward window for center tank fuel pump switch ON to prevent a fuel
assistance when pulling the seat forward. imbalance before takeoff.
Do not use the glare shield as damage can occur. NOTE: Whenever the APU is operating and AC
electrical power is on the airplane busses, operate at
“verify appositive horizontal (fore and aft) seat lock” least one fuel boost pump to supply fuel under
pressure to the APU to extend the service life of the
RUDDER PEDALS……………………………… ADJUST APU fuel control unit.
“Adjust rudder pedals to allow full rudder pedal and
brake pedal movement”
“Seat belt and shoulder harness……………. ADJUST
“CALL”
“PREFLIGHT CHECKLIST”

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AIR CONDITIONING………………………………….. SET
AIR TEMPERATURE SOURSE selector… AS NEDEED
TRIM AIR switch………………………………………. ON
“verify that the ZONE TEMP lights are extinguished”
TEMPERATURE selectors………………… AS NEEDED

“verify that the RAM DOOR FULL OPEN lights are
illuminated”
RECIRCULATION FAN switch……………………. AUTO
AIR CONDITIONING PACK switch……. AUTO or HIGH
ISOLATION VALVE switch………………………… OPEN

ENGINE BLEED AIR switches……………………….. ON
APU BLEED AIR switch………………………………. ON
“verify that the DUAL BLEED light is illuminated”
“verify that the PACK lights are extinguished”
“verify that the WING-BODY OVER HEAT lights are
extinguished”
CABIN PRESSURIZATION PANEL…………………. SET

“verify that the AUTO FAIL light is extinguished”
“verify that the OFF SCHED DESCENT light is
extinguished”
FLIGHT ALTITUDE indicator……… SET CRUISE ALT

LANDING ALTITUDE indicator…… SET DESTINATION
FIELD ELEVATION
PRESSURIZATION MODE selector……………… AUTO

“verify that the ALTN light is extinguished”
“verify that the MANUAL light is extinguished”
LIGHTING PANEL…..………………………………… SET
LANDING light switches…………. RETRACT and OFF

RUNWAY TURNS OFF lights switches…………… OFF
TAXI light switch……………………………………… OFF
IGNITION switch……………………………………. L or R
“Select ignition R for the first flight and alternate
between L and R on subsequent start (from base use
R ignition)”
ENGINE START switches…………………………. AUTO
LIGHTING PANEL…………………………………….. SET
LOGO light switch………………………… AS NEEDED

POSITION light switch………………………… STEADY
ANTI-COLLISION light switch…………………….. OFF
WING ILLUMINATION switch…………….. AS NEEDED
WHELL WELL light………………………… AS NEEDED

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MODE CONTROL PANEL…………………………… SET
COURSE(S)……………….. Set first outbound radial or
first outbound track
FLIGHT DIRECTOR switch…………………………… ON
“Move the switch for the PF to ON first”
EFIS Control Panel…………………………………… SET

MINIMUMS reference selector.
BARO MINIMUMS
Set AFE + 1000” or specified engine out acceleration
altitude (if any)
BAROMETRIC ref selector…………………………. HPA
BAROMETRIC selector………………………… Set QNH
VOR/ADF switches…………………………… As needed
Mode selector………………………………………… MAP
CENTER switch……………………………….. As needed
Range selector…………………………………As needed
TRAFFIC switch………………………………..As needed
WEATHER RADAR……………………………………OFF
“Verify that the weather radar indications are not
shown on the MAP
MAP switches…………………………………. As needed
OXYGEN………………………………… TEST and SET

“perform the oxygen test and the oxygen mask
microphone test”
CLOCK…………………………………………………. SET
TIME/DATE push button……………………… UTC time
DISPLAY SELECT PANEL…………………………… SET

MAIN PAEL DISPLAY UNITS selector………. NORMAL
LOWER DISPLAY UNIT selector…………….. NORMAL
Disengage light TEST switch…………………Hold to 1
“verify that the A/P light illuminated steady amber”
“verify that the A/T light illuminated steady amber”
“verify that the FMC light illuminated steady amber”
Disengage light TEST switch…………………Hold to 2

“verify that the A/P light illuminated steady red”
“verify that the A/T light illuminated steady red”
“verify that the FMC light illuminated steady amber”
“The initial date and nav data steps from the CDU
preflight procedure and IRS alignment should be
complete before checking the flight instruments”
FLIGHT INSTRUMENTS…… CHECK

“verify that the flight instrument indications are
correct”
ALTIMETERS…………………………………… SET QNH
HEADINGS………………………………. CROSS-CHECK

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“verify that only these flags are shown”
• TCAS OFF
• NOV SPD until V-speeds are selected
• Expected RMI flags
“verify that the flight mode annunciators are correct”
• Auto throttle mode is blank
• Roll mode is blank
• Pitch mode is blank
• AFDS status is FD
GROUND PROXIMITY panel……………………. CHECK

FLAP INHIBIT switch………………… GUARD CLOSED
GEAT INHIBIT switch………………… GUARD CLOSED
TERRAIN INHIBIT switch…………… GUARD CLOSED
“Verify the the INOP light is extinguished”
LANDING GEAR panel………………………………. SET

LANDING LEAR LEVER……………………………… DN
“Verify that green landing gear light are illuminated”
“Verify the red landing gear light are extinguished”
AUTO BRAKE selector……………………………… RTO

“verify that the AUTO BRAKE DISARM light
illuminated 1/2 sec then extinguished”
ANTI SKID INOP light……….. VERIFY EXTINGUISHED
ENGINE DISPLAY CONTROL PANEL……………… SET

N1 SET selector……………………………………. AUTO
SPEED REFERENCE selector…………………… AUTO
FUEL FLOW switch………………………………… RATE
“Move the switch to RESET then RATE”
ENGINE INSTRUMENTS………………………… CHECK
“verify that the primary and secondary engine
indications show existing conditions”
“verify that no exceed conditions”
“verify that the hydraulic quantity indications do not
show RF”
MDF Cancel/Recall switch……………………….. PUSH
CARGO FIRE panel………………………………. CHECK

“this check is needed once per flight day or
following a flight crew change”
DETECTOR SELECT switches……………….. NORNAL

TEST switch………………………………………… PUSH
“verify that the fire warning bell sounds”
“verify that the master FIRE WARN lights are
illuminated”
MASTER FIRE WARN light……………………….. PUSH

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“verify that the master FIRE WARN light are
extinguished”
“verify that the fire WARNING BELL cancel”
“verify that the FWD and AFT lights stay illuminated”
“verify that the DETECTOR FAULT light stays
extinguished”
“verify that the green EXTINGUISHER test light stay
illuminated”
“verify that the DISCH light stays illuminated”
RADIO TUNING PANEL……………………………….

SET
VHF 1…………………….. DELIVERY/GROUND/TOWER

VHF 2…………………………………….. COMPANY/ATIS
VHF 3…………………………………………. 121.5/123.45
HF 1………………………………………… EN ROUTE HF 
HF 2………………………. COMPANY HF/ SECONDARY
“verify that the OFF light is extinguished”
WARNING:
Do not key the HF radio when the airplane is been
refueling. Injury to personal or fire can occur.
VHF NAV RADIOS…………….. SET FOR DEPARTURE

AUDIO control panel………………………………… SET
ADF RADIOS…………………………………………. SET
WEATHER RADAR panel…………………………… SET
TILT mode……………………………………. AS NEDEED
TRANSPONER PANEL…………………………….. TEST

“squak 2000 if no SSR code has been given ALT 1
and ATC 1 autopilot A will be used and 2 for B”
STABILIZER TRIM override switch…. GUARD CLOSE
WARNING:
Do not put objects between the seat and the aisle
stand. Injury can occur when the seat is adjusted”
SEAT………………………………………………. ADJUST
“adjust the seat for optimum eye reference”
“verify positive horizontal (fore and aft ) seat lock”
RUDDER pedals…………………………………. ADJUST

“adjust rudder pedals to allow full rudder pedal and
brake pedal movement”
SEAT BEALT AND SHOULDER HARNESS…. ADJUST
“PREFLIGHT PROCESURE COMPETE”

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PREFLIGHT CHECKLIST FIRST OFFICER:
CHECK LIST ITEM RESPONSE RESPONSE BY
OXYGEN TESTED 100% C and F/O

NAVIGATION TRANSFER AND
NORMAL AUTO F/O
DISPLAY SWITCHES
WINDOW HEAT ON F/O
PRESSURIZATION MODE
AUTO F/O
SELECTOR
FLIGHT INSTRUMENTS HDG ALTIMETER QNH________ C,F/O
PARKING BRAKE SET C
ENGINE START LEVERS CUTOFF C
TAXI AND TAKEOFF BRIEFING COMPLETED PF
“PREFLIGHT CHECK LIST COMPLETE F/O”
NOTE:
• Maximum difference between Captain & F/O altimeters is 50 feet (Sea level to 5000 feet)
& 60 feet (5001) to 10.000 feet)
• Maximum difference between primary altimeter & field elevation is 75 feet.
OXYGEN TEST PROCEDURE AFL/AFM
Crew oxygen pressure ………………………………………… Check

“Verify that the pressure is sufficient for dispatch”
Oxygen mask ……………………………………………………. Stowed and doors closed
RESET/TEST switch…………………………………………….. Push and hold
“Verify that the yellow cross shows momentarily in the flow indicator”
Regulator selector………………………………………………. Rotate to EMER
“Continue to hold the TEST/RESET switch down and push the EMERGENCY / Test selector for 5 seconds”
“verify that the yellow cross shown continuously in the flow indicator”
“verify that the crew oxygen pressure does not decrease more than 100 psi”
“If the oxygen cylinder valve is not in the full open position, pressure can:
• Decrease rapidly
• Decrease more than 100 psi
• Increases slowly back to normal.
Release the TEST/RESET switch and rotate the regulator selector to 100%.
“verify that the yellow does not show in the flow indicator”
NORMAL/100% switch…………………………………………. 100%

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OXYGEN MASK MICROPHONE TEST:
MASK/BOOM switch ………………………………………. MASK

FLT INT switch………………………………………………. PUSH
SPKR switch ………………………………………………… ON
TEST/RESET switch……………………………………….. PUSH & HOLD
EMEGENCY/test selector ………………………………… PUSH & HOLD
PUSH-TO-TALK switch……………………………………. INT
“Simultaneously push the PUSH-TO-TALK switch, the EMERGENCY/test selector and the RESET/TEST
switch”
“verify oxygen flow sound is heard through the flight deck speaker”
PUSH TO TALK switch…………………………………… RELEASE
EMERGENCY/TEST selector……………………………. RELEASE
TEST/RESET switch………………………………………. RELEASE
SPKR switch……………………………………………….. As needed MASK/BOOM
Switch……………………………………………………….. BOOM
TAKEOFF BRIEFING:
The pilot who will do the takeoff does the taxi and takeoff briefings.
Briefing assumes normal operating procedures are used. lt is not necessary to brief normal or standard takeoff
procedures. Lengthy, routine repetitions of the same points on each sector may be come counter productive. Briefings
should attract the attention of the PM.
• The PF's Take-off Briefing should cover the following: Technical status of the aircraft/MEL release/Previous
Snags. Significant Notams.
• Weather Conditions.
• Parking Stand, Expected Push back direction & Taxi Routing. Runway Length & Conditions.
• Flap Configuration.
• Thrust Setting.
• SID: Specific tuning of Nav aids, MCP selections, Transition Alt. Local ATC Requirements.
• Terrain Awareness: MSA, MOCA, MEA, GRID MORA.
• Lost Communication procedures.
• Any applicable Special Procedures. e.g.: Engine out departure procedure
• Any other situation where it is necessary to review or define crew responsibilities. (e.g.: No Engine Bleed
Takeoff and Landing)
Review of the following non-normal procedures must be carried out prior to first flight of the day far the crew.
The PF will review the procedure by memory and the PM will monitor the review by referring to the relevant QRH
NNC page:
• REJECTED TAKE OFF MANEUVER
• ENGINE FIRE OR ENGINE SEVERE DAMAGE OR SEPARATION
• PAX EVACUATION by read and do (seat oriented).
• CABIN ALTITUDE WARNING

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If desired, an standard briefing orientation follows, reviewing mains aspects of an aborted or after V1 failure take off
Once clear for take off, we will push TO-GA switch and annunciate N1 and TO-GA observing FMA.
Any evidence of malfunction or light between 0-80 kts, I will retard Trust Levers, check for RTO to work properly,
confirm Speed Brake is extended and apply Reversers if necessary.
Between 80-V1, same actions plus disconnect A-T.
Complete checklist , annunciate Cabin Crew stand by for instructions , annunciate tower and check for braking
cooling schedule and determine , if possible, to return to the apron area or evacuate the airplane due to impending
fire.
After V1, just check FMC recognize the engine failure, and at acceleration height , retract flaps on schedule , arm
selected altitude and press Level Change, set N1 to MCT , continue with memory items and required checklist and
contact tower for instructions. Annunciate to the Cabin Crew about NITS items when able.
STANDARD INSTRUCTIONS FOR TAKE-OFF:
During the takeoff roll, the PM is expected to monitor the Engine & Flight instruments , make standard calls and
announce significant deviations.
"STANDARD INSTRUCTIONS" means that any crew member noticing a malfunction / abnormality must announce the
same clearly and precisely & the PM silences the associated aural warning.
Depending the abnormality and the airspeed at that moment, the Captain decides, either to continue or to reject the
takeoff by announcing his/her intention as "CONTINUE " or "REJECT" respectively.
The decision & execution of the Reject Maneuver rests with the Captain. (The only exception being in capacitation of
the Captain.) The call V1 has precedence over any other call.
lf the Captain is the PM:
After the TO/ GA Switch is Pushed , the first officer/PIC must remove his/her hand from the thrust levers . The captain
places his hand on the thrust levers. This is done so as to enable The captain to REJECT the T/O without delay. The
Captain, brings his / her hand on the Control Wheel when V1 is announced . The absence of a standard call, and no
response to the PF's communication, could be construed as incapacitation.
As such , all the required actions must be accomplished by the PF. In case of an engine failure the PF will feel the
loss of engine thrust (yaw) earlier than the PM; and if the call "REJECT/CONTINUE " has not been made by the
captain, the PF should initiate the stopping actions, if below V1.
lf the Captain Calls "REJECT":
The other crew member on hearing the call and followed by a positive control input by the Captain towards achieving
stop, must remove his/her hand(s) and feet from the control column and the rudder pedals immediately and revert to
PM duties. The call "REJECT" by the Captain implies "I have controls". The Capt is now the PF & simultaneously
initiates the Reject take off maneuver.
IF the Captain Calls "CONTINUE":
The PF continues the takeoff.

lf the Captain decides to take control of the Airplane he/she does so after announcing "I HAVE CONTROL".
The other Pilot instantly responds "YOU HAVE CONTROL" & removes his/her hand & feet from all controls
immediately and reverts to PM duties. No action until 400feet AFE or aircraft flight pat his stabilized (whichever occurs
later), except PM identifies & silences Aural Warning(if any) selects the landing gear UP when commanded by the PF,
and Resets the Master Caution System after identifying the fault. Trim the A/C, engage A/P if available.

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RTO BRAKE COOLING CHART - TIME (Minutes):
• Add 3 minutes for each approximate taxi mile.

• For low speed RTO (<80 kts) at airport elevations below 1000 feet and OAT below 15º C no cooling time is required.
Otherwise, use cooling limits for 80 kts.
• Extrapolation may be used for airport elevations above 8000 feet.

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FLIGHT PATH CONTROL IS ESSENTIAL FLY THE AIRCRAFT FIRST.

All further actions will be carried out on PF's command. The radio altimeter read out helps in height
monitoring but is dependent on terrain contours in that area.

TECHLOG: When Fueling is complete:
• Verify previous sector snag entries, rectifications. Keep the fuel receipt.
• Verify fuel Up lifted.
• Enter any active MEL/CDL entries in the notes
section
• Sing aircraft acceptance with current UTC time.
ON receiving the trim sheet:

Read aloud all weights in Kgs.
“FLIGHT SECTOR”
“AIRPLANE REGISTRATION”
“ACTUAL ZFW”
PERF INIT page:
Enter Actual ZFW.
“TAKEOFF FUEL”
(FOB min 200 Kgs)
Cross check the fuel quantity on PERF INIT and fuel Cross check the fuel quantity on PERF INIT and fuel
Qty indicator Qty indicator
“ACTUAL TAKEOFF WEIGHT” Verify gross weight confirms with ATOW plus
Verify gross weight confirms with ATOW plus 200Kgs 300KGS.
LMC 05 pax or 500KGS baggage or cargo confirm
EXEC
“LANDING WEIGHT”
“MAC TOW”
Enter T/O CG, Confirm EXEC
“STAB TRIM”
Compare with T/O REF Page.
Set the STAB TRIM for takeoff
Verify in the Green Band. Verify the STAB TRIM is set correctly.

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BEFORE ENGINE START:

Sign the load and trim sheet with current UTC Verify the following documents are received:
Trim sheet. Fuel Receipt. General declaration (with
CIC)
IN case of NOTOC, copy location of dangerous
goods, applicable emergency drill and UN/ID No.
Brief Cabin chief regarding DG.
Airport, Runway, Flaps, Dry, Wet, Bleed
configuration, Limit weight at OAT wit QNH
correction, Assumed temp limit weight, T/O V Speeds
Select N1 Page
Select required take off trust rating/assumed temp as
calculated.
Note the applicable N1
IAS/MACH selector: Set V2 Request delivery for ATC clearance as applicable.
After CIC (cabin in charge) confirms all documents
on board PA “Check clear, close all doors and arm
slides”
When CIC comes in to confirm the door status, he/she sets FLT DECK ACESS SYST switch:
GUARD CLOSED
The cockpit from here on will remain sterile as least until 10,000” or crows altitude.
Confirm with ground crew “request clearance to
pressurize hydraulic system and status of nose gear
lock out pin”
“BEFORE START PROCEDURE”
Flt Deck door…………………. CLOSED AND LOCKED
“Verify LOCK FAIL light is extinguished”
CDU display Set: CDU display Set:
PF selects Take Off Ref Page 1/2. PM selects LEGS Page 1.
N1 Reference N1 Reference
BUGS………………………………….. Verify Correct T/O BUGS………………………………….. Verify Correct T/O
V SPEEDS……………………………………… Verify SET V SPEEDS……………………………………… Verify SET
MCP…………………………………………………..… SET
A/T ARM switch…………………………………….… ARM
IAS/MACH selector……………………………..… SET V2 Call out FMA Changes
ARM LNAV…………………………………… AS NEEDED
HDG…. SET R/W HEAGING
ALT………. SET first at or below alt constraint. If no
initial altitude specified, set departure sector MSA
Verify all the Captain actions.
EXTERIOR DOORS………….. CONFIRM CLOSED
RESPECTIVE FLIGHT DECK WINDOW……. CLOSED RESPECTIVE FLIGHT DECK WINDOW……. CLOSED
AND LOCKED AND LOCKED

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FUEL Panel…………………………………………….. SET
“If center tank fuel quantity exceeds 460 kilograms”
LEFT & RIGHT CENTER FUEL PUMPS switches….ON

“verify that the LOW PRESSURE lights illuminate
momentary and then extinguish”
“If the LOW PRESSURE light stays illuminated turn
off the CENTER FUEL PUMPS switch”
AFT and FORWARD FUEL PUMPS switches…….. ON
“verify that the LOW PRESSURE lights are

extinguished”
HYDRAULIC PANEL………………………………….. SET
“If push back is needed and the nose gear steering
lockout pin in not installed”
WARNING:
Do not pressurize hydraulic system A as unwanted
tow-bar movement can occur.
SYSTEM A HYD PUMP switches…………………… OFF
“verify SYS A pump LOW PRESSURE lights are
illuminated”
SYSTEM B HYD PUMP switches……………………. ON
“verify that the brake pressure is 2800 PSI minimum”
“verify that the system B pressure is 2800 PSI
minimum”
If push back is not needed, or if push back is needed

and the nose gear steering lockout pin is installed:
ELECTRIC HYDRAULIC PUMP switches………….. ON

(Minimum fuel quantity in the related main tank for
ground operation of the electric hydraulic pumps is
760Kgs)
“verify that the brake pressure is 2800 psi minimum”

“verify that the system A and B pressure is 2800 psi
minimum”
TRIM…………………………………………………….. SET
“Check each trim for freedom of movement”
“verify stab trim is set for takeoff”
“verify that the trim is in the green band”
AILERON TRIM: 0 UNITS
RUDDER TRIM: 0 UNITS
Obtain push back and start clearance from ATC, and
inform Captain.
ANTI-COLLISION LIGHT switch…………………….. ON
“BEFORE START CHECKLIST”

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“BEFORE START CHECKLIST” FIRST OFFICER”
CHECKLIST ITEM RESPONSE RESPONSE BY
FLIGHT DECK DOOR CLOSED AND LOCKED F/O
FUEL XX Kgs. PUMPS ON BOTH
PASSENGER SIGNS ON C
WINDOWS LOCKED LOCKED C, F/O
MCP V2, HDG, ALT XXX C
TAKEOFF SPEEDS V1, VR, V2 C
CDU PRE FLIGHT COMPLETED C
RUDDER AND AILERON TRIM FREE AND ZERO C
ANTI-COLLISION LIGHT ON C
PACKS OFF F/O
“BEFORE START CHECKLIST COMPLETE” FISRT OFFICER

Establish communication with ground handling
personnel “CONFIRM , AIRCRAFT CLEAR AND ALL
DOORS SECURED”
CAUTION:
Do not hold or turn the nose wheel steering wheel
during push back or towing. Do no apply brakes
during pushback or towing. This can damage nose
gear or the tow bar.
TRANSPONDER MODE selector………… AS NEEDED
Set or release the parking brake as directed by

ground handling personnel. SYSTEM A HYDRAULIC PUMPS switches………… ON
When push back or towing is complete. “verify that the system A pump LOW PRESSURE
“verify tow bar is disconnected” lights are extinguished”
“verify the nose gear steering lock out pin is “verify that the system A pressure is 2800 psi
removed” minimums”

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ENGINE START PROCEDURE:
The engines are normally started during push back or towing, unless local regulations do not permit either engine may
be started in sequence; however ENG 2 is preferred as entry doors are on the left side.

“verify from the ground crew that the engines are
clear to start and inform them of start sequence”
“ENGINE START PROCEDURE”
Select the secondary engine indications switch..ENG
L and R PACK………………………………………… OFF
“Start engine number two”
#2 Eng start switch………………………………….. GRD

“Time check”
“verify START VALVE OPEN alert indicates” “call START VALVE OPEN”
“verify N2 increases” “verify N2 increases”
When N1 rotation in noticed and N2 is at 25%, or (if

25% is not possible) as maximum motoring and a
minimum of 20% N2:
NOTE:
Maximum motoring occurs when N2 acceleration is
less than 1% in approximately 5 seconds.
ENGINE START LEVER………………….. IDLE DETENT

“Time check”
“Monitor fuel flow and EGT indications” “Monitor fuel flow and EGT indications”
“Check time 10 seconds”
At 56% N2:
“verify that the ENG START switch moves to AUTO/

OFF if not move the ENG START switch to AUTO/
OFF”
“verify that the START VALVE OPEN alert
extinguishes when the ENG START switch moves to
AUTO/OFF”
CALL “STARTER CUTOUT”

Monitor START VALVE OPEN alert extinguishes.
Hold the engine start lever while monitoring N1, N2,

EGT and fuel flow until stable.
After the Engine is stable. Start the other engine.
Ground idle parameter sat sea level approximate to:

N1= 20 / EGT= 420 / N2= 59 / FF= 0.3
Idle EGT MAT CARY FROM 330 to 520 depending on bleed configuration OAT

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Starter duty cycle:

• Do not exceed 2 minutes during each start at attempt.
• A minimum of 10 seconds is needed between start attempts.
Normal engine start considerations:

• Do not move an engine start lever to idle early or hot start can occur.
• If the Eng start lever is accidentally closed during start, do not reopen the engine start lever in an attempt
to restart the engine.
• Failure of the ENGINE START switches to stay in GRD until the starter cutout RMP can cause a hot start.
Do not re-engage the ENGINE START switch until RPM is below 20% N2.
Do the ABORTED ENGINE START checklist of one or more of the following conditions.
• The N1 or N2 does not increase or increases very slowly after EGT increases.
• The EGT does not increase by 10 second after the engine start over is moved to IDLE (WET START)
• N1 or N2 increase very slowly after the EGT increases (HUNG START)
• The EGT quickly nears or exceeds the start limit (HOT START)
• There is no oil pressure indication by the time the engine is stable at idle.
BEFORE TAXI PROCEDURES:

inform ground crew “BOTH ENGINE GOOD START,
REMOVE ALL GROUND CONNECTIONS AND SHOW
LOCKOUT PIN”
“BEFORE TAXI CHECKLIST”
WARNING:
If the nose gear steering lockout pin is not installed and hydraulic system A is pressurized , any change to
electrical or hydraulic power with the tow bar connected may cause unwanted tow bar movement.
GENERATOR 1 and 2 switches……………………… ON
PROBE HEAT switches…………………………….…. ON
WING ANTI-ICE switch………………….…. AS NEDEED
ENGINE ANTI-ICE switches………………. AS NEDEED
L and R PACK switches…………………………… AUTO
ISOLATION VALVE switch………………………… AUTO
APU BLEED switch………………………………….. OFF
APU switch……………………………..…… AS NEDEED
[confirm with Captain before selecting APU switch to
OFF]
MDF switch………………………………………….… SYS
“Verify Ground equipment is clear of the airplane”
“FLAPS” (as needed for takeoff) Set desired flaps
Cross check correct flap selection for takeoff.
“verify LE FLAPS EXT green light is illuminated”

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FLIGHT CONTROLS……………………………… CHECK

Make slow and deliberate inputs, one direction at a
time.
Move control wheel and the control column to full
travel in both directions and verify:
• Freedom of movement
• The controls return to center Follow the Captain o the rudder pedals through full
travel in both directions and verify:
Hold the nose wheel steering wheel firmly during the
rudder check to prevent nose wheel movement. • Freedom of movement
• The controls return to center
“RUDDER CHECK”
Move the rudder pedals to full travel in both

directions and verify:
• Freedom of movement
• The controls return to center
RECALL………………………………………….… CHECK RECALL………………………………………….… CHECK
“verify that the all system annunciator panel lights “verify that the all system annunciator panel lights
illuminate and then extinguish” illuminate and then extinguish”
“BEFORE TAXI CHECK LIST”
TAXI PROCEDURE:

Request Taxi clearance from ATC.
(All clearances should be written)
Do not release parking brakes until, “All clear” signal
is obtained from ground crew:
Acknowledge this clearance by warning to them. If

require use dome light at night.
confirm from wing tip to nose that the area is clear, confirm from wing tip to nose that the area is clear,
and no mo-coming traffic from his/her side: and no mo-coming traffic from his/her side:
“CHECK LEFT CLEAR” “CHECK RIGHT CLEAR”
“LIGHTS ON”
RUNWAY TURN OFF LIGHT switch………………… ON
TAXI LIGHT switch…………………………………….. ON
• Maintain a sterile cockpit.
• At least one head up at all times.
• PM must guide the PF throughout the taxi phase regarding.
Taxiways, turns, holding positions, etc. as per taxi clearance

• If in doubt about taxi clearance, stop the airplane and verify with ATC before proceeding.
If Crossing an active Runway
FIXED LANDING LIGHTS…………………………….. ON
STROBE LIGHTS………………………………………. ON
When clear of the active Runway STROBE light OFF

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Normal taxi speed is 20 knots, adjusted for runway surface conditions. On long straight taxi routes, speeds up to 30
knots are acceptable. Use the nose wheel steering with caution when taxing at speeds greater than 20 knots. Slow to
approximately 10 knots for turn angles greater than those required for high speed runway turn off.
High speed taxiing over long distances, combined with heavy gross weight can result in tire sidewall
overheating leading to tire bursts.
PILOT FLYING PILOT MONITORING

CENTER tank fuel pumps FAA directive (AXB/C)
CENTER TANK FUEL QTY……………………… CHECK

If Center tank fuel is less than 2300 Kgs, both center
tank fuel pumps switches bus be OFF for takeoff do
not accomplish CONFIG non-normal checklist
Before entering the runway
Notify the cabin crew.
PA “CABIN CREW TAKE-OFF STATIONS”
Set the terrain display as needed.
Set the weather radar display as needed.
Update the takeoff briefing, if required.
“BEFORE TAKEOFF CHECKLIST” Do the “BEFORE TAKEOFF CHECKLIST”
“BEFORE TAKEOFF CHECKLIST: PILOT MONITORING
CALL RESPONSE RESPOND BY
FLAPS XX-GREEN LIGHT PF, PM
STAB TRIM XX-UNITS C,
WX RADAR ON F/O
WHEN ENTER TO THE RUNWAY FIRST OFFICER PUT TO STROBE & STEADY LIGHT SWITCH
“HOLDING AT TAKEOFF CLEARENCE” PILOT MONITORING
WHEN CLEARED ENTER THE RUNWAY / CLEARED FOR TAKEOFF
TRANSPONDER TA/RA F/O
AUTO THROTTLE ARMED C
ENGINE START SWITCHES CONT F/O
TAKEOFF LIGHT ON BOTH
CABIN SECURE F/O
“BEFORE TAKEOFF CHECKLIST COMPLETED”

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BEFORE TAKEOFF PROCEDURE:

Cross check the correct runway identifier on the MAP mode of the ND at the runway hold short point. (range
5MN)
When cleared to enter the departure runway:
“WHEN CLEARED FOR TAKEOFF”

Verify the runway in clear (both directions) and clearance is received prior to entering a runway.
“NEVER CROSS AN ILLUMINATED RED STOP BAR”
A row of red, in-pavement lights when illuminated designates a runway hold short position.
WEATHER RADAR…………………………………….. ON STROBE LIGHT switch……………………………….. ON

Select an appropriate range for departure TERR switch…………………………… AS APPLICABLE
Select an appropriate range for departure.
TRANSPONDER MODE SELECTOR……………. TA/RA
Do not takeoff within 2 minutes of standing engines for thermal stabilization the engines. Verify an increase
in engine oil temperature before takeoff.

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TAKE-OFF PROCEDURE:

Clock elapsed Time………………………………….. RUN
“Verify Brakes are released”
Align Airplane with the Runway Center Line
Advance Thrust Levers to approximately 40% N1.

The exact initial setting is not as important as setting
symmetrical thrust. “STABILIZED 40% N1”
ADVANCE THRUST LEVER TO 40% N1
allow engine to stabilize
PUSH TO/GA switch “N1 / [Roll mode] / TOGA”
“Set Take-off Thrust”
If the thrust levers do not advance to the target Adjust Takeoff thrust 60kts, if required.
takeoff thrust bt 60kts, manually advance the thrust
levers. The thrust should be set within a tolerance of - 0% to
+ 1% N1 of the target N1.
When N1 stabilizes a target N1: “TAKEOFF THRUST

SET”
The commander of the flight will have control of the thrust levers. Both pilots verify that the correct takeoff
thrust is set.
Monitor air speed and maintain light forward Monitor air speed and engine instruments. Call out
pressure on the control column. any abnormal indications.
At 80kts.”EIGHTY KNOTS”
Verify 80kts “CHECK”

Above 80kts , relax the forward control column
pressure to the neutral position
If the accuracy of either primary air speed indication is in question, refer the standby air speed indicator /
ground speed indication. early recognition of a malfunction is important in making a sound decision.
Note: THR HOLD annunciates SAT 80KTS. This is the only FMA change which is not a call out
At V1 Call “VEE ONE”
At VR “ROTATE”
Rotate at an average of approx 2.5º - 3º per second

continuously to an initial pitch attitude of 15º. after
liftoff, follow FD commands.
Verify a positive climb on the altimeter
“POSITIVE RATE”
Verify a positive climb on the altimeter: “GEAR UP”
LANDING GEAR LEVER………….. UP

“Monitor gear retraction”
“verify the the landing gear indication lights are
extinguished”

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Optimum climb speed with takeoff flaps is V2+20 Any airspeed between V2+15 to V2+25 results in the same
takeoff profile.
Above 400’ RA Call for roll mode as required by ATC Selector verifies the roll mode on FMA
clearance.
Minimum height for initiating a turn is 400’ AFE.
Above 400’AGL , Auto pilot may be engaged.
• If pilot on the left seat is the PF, select auto pilot A

• If pilot on the right seat is the PF, select auto pilot B
When the cleared altitude is in close proximity to the acceleration altitude or transition altitude, more so, in
area of high density, adverse weather, night operation, it is recommended to engage the auto pilot, at the
earliest so that flight monitoring and situational awareness in better.
800’ AFE THR HOLD change to ARM
At Thrust reduction hight AFE Verify

“Verify climb thrust is set”
also see flap up maneuvering speed at 1000’ “Except
as required bt airport procedure
Verify positive speed trend and as a per flap Verify positive speed trend and select the flap lever
retraction schedule as commanded.
“Call FLAPS, when desired position reach” Monitor flap retraction calls “FLAPS”, when desired
position reached
TAKEOFF FLAP RETRACTION SPEED SCHEDULE:
Takeoff Flaps At Speed (display) Select Flaps

V2 + 15 (white bug) 15
15 5
25
5 1
1 UP
15 or 10 5 1
1 UP
5 1 UP
1 1 UP
Limit bank angle to 15º until reaching V2 + 15
• If airspeed less than V2 +15 (white bug), Limit bank angle to 15º.
• A max bank angle of 30º is permitted at V2 + 15, with takeoff flaps.
• The maneuvering speed provides margin to stick shaker for at least an inadvertent 15º overshoot beyond
the normal 25º bank angle.
• Full maneuvering capability or at least 40º of bank (25º of bank and 15º overshoot) is provided when the airplane
has accelerated to th recommended maneuver speed for the selected flap position.

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AFTER TAKE-OFF PROCEDURE

When flaps and slats are fully retracted.
“FLAP UP, NO LIGHTS & VNAV available”
“Verifies and select “VNAV” Monitor airplane acceleration to 250 kts or as
applicable according to SID.
• Climb constraint modifications immediately after takeoff should normally be accomplished on the MCP
• Modify the CDU when work load permits. (below FL100 CDU entries are done by PM under the command
of the PF, above FL100 CDU entries can be done either by PF of by the PM under the command of the PF
Set or verify ENG bleeds and packs are operating.
RETRACTABLE LANDING
LIGHT switches……………………………………….. OFF
TAXI LIGHT switches………………………………… OFF
WING LIGHT switch ……………………………….… OFF
WHELL WELL light switch…..……………………….OFF
ENGINE START switches…………. CONFIRM WITH
PF selector…………………………………………….. OFF
LANDING GEAR LEVER…………………………….. OFF
“AFTER TAKEOFF CHECKLIST”
“AFTER TAKEOFF CHECKLIST”
CHECKLISTE ITEM CALL OUT RESPONSE BY
ENGINE BLEED ON PM
PACKS AUTO PM
LANDING GEAR UP & OFF PM
FLAPS UP NO LIGHTS PM
ENG START SW AS REQD PM
“AFTER TAKEOFF CHECKLIST COMPLETE”
CAUTION: Do not allow the shoulders harnesses traps to retract quickly. Buckles can pull or damage circuit breakers.

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Airborne time can be calculated by subtracting the

elapse time from the current time.
Call company on VHF 2 and transmit (132.6)
• Chocks off time

• Cause of delay (if any)
• Airborne time
• Operational status ( normal otherwise)
• ETA destination
TOP OF CLIMB:

It is mandatory to keep a sterile cockpit till TOC.
No person should be called into the cockpit, except for duties required for safe conduct off flight.
When approaching a cleared flight level in RVSM airspace, aim to keep vertical speed within 500 to 1000 feet
per min. V/S main be selected, if required.
This prevents any potential TCAS resolution advisories.
At 1000’ to level off
“One thousand feet to level off”
Monitor level off Monitor level off
seat belt sing OFF ( flight time more than one hour )
Do not exceed M 0.80 in case of ATC requirement to maintain high speed
Call out ALL FMA changes

“FMC SPD / LNAV / VNAV PTH”
Fuel flow switch rate
check fuel burn in comparison to CFP

When stablished in a level flight attitude, if the center
tank contains useable fuel and center tank fuel pump
switches is OFF, set the center tank fuel pump
switches to ON again.
Set the affected center tank fuel pump switch to OFF

when a center tank fuel pump LOW PRESSURE light
illuminated.
Set both center tank fuel pump switches to OFF

when center tank fuel pump LOW PRESSURE lights
illuminated if the center tank is empty.
COURSES……………………………………….. Set radial COURSES……………………………………….. Set radial
or magnetic track for active leg from CFP/CDU or magnetic track for active leg from CFP/CDU
VHF 2 : 123.45
VHF 3 : 121.50

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WEATHER RADAR………………………... ADJUST TILT WEATHER RADAR………………………... ADJUST TILT
Perform full cockpit scan as per scan flow
RUDDER TRIM: refer to FCTM procedure.
Monitor engines and system page parameters

occasionally
Display the appropriate enrage chart as the flight
progress.
Keep ENG out alt, GRID MORA. nearest alternate
information updated.
• Enter the forecasts waypoint winds from the CFP, if
not already entered during CDU preflight procedure
• the winds entered are propagated to all waypoint
after the one for which the winds are entered.
• Enter the winds, if they vary more than 10 kts in
speed or 10º in direction the previous entry.
Calculate waypoint estimates on CFP Calculate waypoint estimates on CFP
Tally CFP with FMS for ETA. Tally CFP with FMS for ETA.
fuel remaining/fuel at destination fuel remaining/fuel at destination
CRUISE:
Cruise speed is computed by the FMC and displayed on the VNAV CRZ page. The default cruise mode is economy
(ECON) cruise.
ECON cruise is a variable speed schedule that is a function of gross weight, cruise altitude, cost index, and head wind
component. lt provides minimum operating cost based on the entered cost index. Entry of cost index "Zero" results in
maximum range cruise.
Head winds increase the ECON CRZ speed. Tail winds decrease ECON CRZ speed, but not below the zero wind
maximum range cruise airspeed.
LRC is a variable speed schedule providing fuel mileage 1% less than the maximum range Cruise. The FMC does not
apply wind corrections to LRC.
For cruise within 2,000 feet of optimum, long range cruise speed can be approximated by us ing 0.78 M.
Long range cruise also provides the best buffet marginal all cruise altitudes.

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Monitor weather. En-route alternates, ETOPS (if
applicable) alternates, destination, destinations
alternates. Keep weather information up to date,
especially in known marginal weather conditions.
Follow the route on the navigation chat, and note
compulsory met reporting waypoint on the CFP
Bookmark the appropriate emergency page
Be situational aware of the country begin over-flown to comply with the local ATC procedure (differences
from ICAO)
(If applicable) Altimeter reading must be noted for all
RVSM flight.
Engine reading is not required is the trip time is

shorter than 60 min, unless a non-normal parameter
was observed
ATA WAYPOINT:
• Monitor NC turn ((if applicable)).

• Set current track/radial on CRS windows.
• Keep HDG bug aligned to the Current Heading.
• Fuel Check (at least once every 30 minutes).
• Note the actual wind velocity, OAT, flight level, ground speed and ATA at the waypoint on the CFP.
• Verify Revised ETA for the next waypoint is within 2 minutes of the time transmitted to ATC. lf it is more than 2
minutes, give the revised ETA to ATC.
• When established on next track, make standard position reports.
DIRECT TO A WAYPOINT:
• Modify the LEGS Page accordingly.

• Select ABEAM Points on Legs Page (if installed) [May not be necessary on short legs.]
• Concur with the other pilot & execute.
• Announce "LNAV AVAILABLE".
• When LNAV captured, announce "LNAV".
• Set COURSES to the Active Magnetic Track/Radial.
• On the CFP, mark a straight line to that waypoint. Note down the track, distance and ETA to that Way point
from the Legs Page.
FUEL CHECK:
• A fuel check must be carried out all least once every 30 min. Note the Total Fuel Used by both engines.
Compare this total to the estimated burn-off on the CFP for that waypoint.
• lf the Total Fuel Used is less than the CFP burn-off, the difference is noted as plus [+] (extra fuel available);
and lf otherwise, it is minus [-] (less fuel available).

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FUEL LEAK CHECK:
Fuel used + Fuel remaining should be approximately equal to Fuel at Engine Start.
The actual fuel used can increase due to:

• Stronger headwind component or reduced tail wind component
• Fuel imbalance
• improperly trimmed airplane
• Excessive thrust lever adjustments. Higher ISA deviation than forecast.
• Lower cruise altitude than planned .
• Cruise altitude more than 2,000 feet above optimum altitude .
• Speed faster than planned or appreciably slower than LRC when long range cruise was planned This Check
must be performed along with every Fuel Check.
lf this check confirms a leak, the Engine Fuel Leak Non Normal Checklist applies.
ENGINE ANTI-ICE OPERATIONS IN-FLIGHT:
Engine anti-ice must be ON during all flight operations when icing condition exist or are anticipated, except during
climb and cruise when the SAT is below-40ºC .Activate Engine Anti-ice using the temperature and visible moisture
criteria as late activation of engine anti-ice may allow excessive ingestion of ice resulting in engine damage or failure.
Do not rely only on airframe visual icing cues before activating engine anti-ice. Engine anti-ice must be ON before and
during descent in icing conditions, including SAT below-40ºC .When operating in areas of possible icing, activate
engine anti-ice before entering icing conditions . Do not use engine anti-ice when TAT is above 10º deg C.
Note: If ice cristal icing is suspected, do the non-normal QRH check list asap
WING ANTI-ICE OPERATION-IN-FLIGHT:
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 the need to turn on wing anti- ice.
The primary method is to use anti ice, by allowing ice to accumulate before turning wing anti-ice on. This procedure
provides the cleanest airfoil surface, the least possible runback ice formation, and the least thrust and fuel penalty.
Normally it is not necessary to shed ice periodically unless extended flight through icing conditions is necessary (Eg:
Holding).
The secondary method is to use wing anti-ice before ice accumulation. Operate the wing anti-ice system as an anti-
ice only during extended operations in moderate or severe icing conditions, such as holding, Do not use wing anti-ice
when TAT is above 10 deg C.
CAUTION: Use of wing anti-ice above approximately FL350 may cause bleed trip off and possible loss of
cabin pressure .
DESCENT PREPARATION:
The Descent preparation should typically start at approximately 220NM before the T/D point & should be completed
before the airplane descends below the cruise altitude for the arrival.
On short sectors, (where Flying time is less than 60min), CRM and good crew co-ordination is absolutely essential.
The approach briefing on these flights may be conducted on ground before departure (time permitting) & update it
later as per the clearance received .Some sectors may require beginning the procedure while the airplane is still in a
climb. Specific mention about it must be made during the Pre-flight Departure Brief in such cases.

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Check navigation accuracy with raw data information Before the approach briefing.
[ a map shift can be checked, by selecting POS in the
EFIS control panel, which generates the raw data • Review airplane serviceability
radial from the selected] • Review the TAF and NOTAMS for destination and
alternates based on ETA
• Tag the appropriate lost communication procedure
• Note the highest grid MORA and MEA for descent
and diversion
• Normal Landing distance available should be
greater than the minimum FACTORED normal
landing distance.
VORs , an cross check it with the FMC generated
radial selected on the MCP
DESCENT PROCEDURE:

MASTER CAUTION…………………………….. RECALL MASTER CAUTION…………………………….. RECALL
“I HAVE VHF 1 “ “YOU HAVE VHF 1”
Obtain ATIS from VHF 2.

Note ATIS on CFP and select VHF 2 to company freq
Hand over control to the PM to carry out the descent
CDU procedure. “MY CONTROL , MY COMM”
“YOUR CONTROL, YOUR COMM”
Descent CDU procedure:
Arrival fix, App ref, Des forecast, Des page.
CDU DESCENT PROCEDURES:
DEP ARR PAGE:

Select the ARR prompt for destination.
Select the appropriate STAR>TRANSITION>APPROACH>TRANSITION in that order (as applicable)
LEGS PAGE:
Verify the LEGS page against the appropriate instrument approach chart for correctness in lateral course created with
regards to track and distance between waypoints including the missed approach path. (Cross check on the ND PLAN
MODE with appropriate range.) Check the SPD and ALT constrains areas desired.
Ensured that the airplane does not deviate from the ATC clearance. Verify or enter a RNP value for the type of Arrival/
Approach.
Resolve discontinuity ( if any ) and EXECUTE with the consent of the other crew member.
HOLD PAGE:
For the en-route, approach or miss approach holds, verify the speed, legs time / leg distance and altitude on the
HOLD page, verify correct depiction of hold on the navigation display.

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VNAV DES PAGE:

The preferred mode for descent is VNAV with ECON speed. Verify or enter the speed / altitude restriction as
240/10000’
If the FMC data is unavailable, use 0.78 M until it equals 280k down to 10000’ and then reduces to 240k below 10000’
Local ATC restrictions must be adhered to.
In case ATC requirement to maintain high speed in descent, crew are restricted to 0.80M / 320kts above 10000’ below
10000’ max speed is 300kts.
DES FORECAST PAGE:

Verify the correct Transition Level is entered. Enter Predicted Winds for flight levels as mentioned in the CFP Enter
TAION/OFF Altitudes . [(if applicable)] Enter the average ISA Deviation expected during the descent and QNH for
arrival airport.
PROG PAGE:
Check the estimated Fuel Quantity at Destination. Add this fuel to the ZFW to get the expected Landing Wt. OR
Subtract the Estimated Fuel Qty on Arrival at Destination from the Actual Fuel Qty. Then subtract this difference from
the Gross Wt on APPROACH REF Page to get the expected Landing Wt.
APPROACH REF PAGE:

Enter the expected Landing Wt over the current GROSS Wt. Verify this weight is below 66.3 TON.
Select the desired Flap Configuration for Landing and accordingly enter the FLAP / SPD blanks on R4.
The WIND CORR line displays +05 in small font, as the minimum additive to Vref to achieve app. May be required to
enter a figure higher than+05 for Wind Correction, to achieve a correct V App, especially for
VNAV Approaches, and to predict a more precise descent path .
LANDING FLAPS NOTES:

Landing weight. Wind velocity. Approach gradient. Runway length and condition must be taken into account when
selecting a landing flap position.
• Use flap 30 for Normal landings and for:

• Noise abatement and fuel economy
• Approach into conditions of expected or known wind shear
• Gusty weather conditions
• Use flap 40 to minimize landing speed and distance
• When landing distance available (beyond threshold) is less than 8000”
• When visibility is below 800 meters/low visibility procedures are in effect
• When braking is reported as MEDIUM
• For approaches with steeper approach gradients
• For any time at Captain discretions

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LANDING ALTITUDE indicator
verify Destination Elevation is set
MCP (BOTH):
COURSES………………………………. Set reqd Course
EFIS Control panel (BOTH):
Barometric Selector………………………. Present QNH
Minimums Ref Selector…………………………… BARO
Minimums selector………………………………….. SET
DA / MDA+50’
ISFD: AUTO BRAKES Selector…………. As directed by PF
Present QNH Recommended 1 or 2 for dry runway and 3 or MAX
Select APP MODE (if ILS Approach) for wet runway
AUTO BRAKES selector…………… As directed by PF
Recommended 1 or 2 for dry runway and 3 or MAX
for wet runway.
Navigation (BOTH)
Radios………………………………………. set for arrival
Marker Switches…………………………… As Required
Adjust Seat belt and Shoulder Harness. Adjust Seat belt and Shoulder Harness.
HEAD SEAT…………………………………………….. ON HEAD SEAT……………………………………………... ON
SPEAKER VOLUME……………………………. ADJUST SPEAKER VOLUME…………………………….. ADJUST
Call the CIC, and brief on the weather and time to
Landing. This brief implies that the cockpit
atmosphere from here on will remain sterile until
seat belt sing goes off after parking.
The CIC should convey to the Captain any
commercial requirements
If available, notify Company or handling agent on
VHF#2
Inform them of:
• Expected time of arrival

• serviceability status of A/C and APU
• Any other operation, Engineering or Commercial
requirement
• Request Parking stand Number
APPROACH BRIEFING:
Outstanding Points to be reviewed are:
• Status of airplane serviceability.

• NOTAMS, Applicable Company Advisories & FOBs
• Communication Failure Procedure (if different from ICAO)
• METAR/ATIS.
• Visibility/RVR-Check Minima-Surface Winds-Runway Condition-Wind shear advisory-Any affecting closures.
• Fuel Required for diversion to Alternate & Holding Fuel available.
• Destination Airport STAR: Airport Name-STAR Name-Chart Number-Chart dates-Elevation - Ali Notes (if
any)-MSA (applicable & highest MSA)Review the Route of the STAR along with all Speed and Altitude
Constraints. [The PM must select the PLAN mode on the NO with an appropriate range and cross check the
route of the STAR on the LEGS page as the PF briefs about it]. Instrument Approach Chart: Airport Name-
Expected Approach type and Runway-Chart number - communication frequencies - NavAid frequencies &

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• identifiers - Final Approach Course - MSA (applicable & highest MSA) -Transition Level-AII alt (if any) -
Highest charted obstacle and location - Visibility/RVR required - Check Crossing altitudes - Locator / Marker
beacons (if any) - Glide path Angle - DA / OH /MOA/ MDH - Visual Descent Point - Down gradation to next
applicable approach and minimums - determination of Missed Approach Point - Missed Approach Procedure -
Visual identification Aids.
• Landing & Stopping: Landing Distance Available-Runway condition - Landing Flaps Configuration - Visual
Slope indicators - Auto brake Setting - Reverse Thrust - Expected Runway turn off & first turn thereafter.
• Expected Taxi Routing, Parking stand and Parking Aid.
• Specific Company or Local Procedures. (if any)
• Any intended deviation from SOPs or from standard calls should be discussed during the briefing .
• Go-around Maneuver.
• Wind shear Recovery (Refer QRH Maneuvers)
• Approach to Stall Recovery (Refer QRH Maneuvers) Conduct concise briefing regardless of: How familiar the
destination airport and the approach is OR
• How often the crew members have flown together. Go-Around, Wind shear Recovery, Approach to Stall
Recovery may be reviewed only for the first sector of the day by that Crew. On subsequent sectors, the PF
may abbreviate the briefing as "Standard Briefing for Go-Around, Wind shear Recovery & Approach to Stall
Recovery”
Complete the approach briefing
“I have controls” “You have the controls”
“DESCENT CHECKLIST”
“DESCENT CHECKLIST”: PM
PRESSURIZATION LANDING ALT XXX PM
RECALL CHECKED PF / PM
AUTO BRAKES 1/2/3/MAX PF
LANDIGN DATA VREF XXX ; MINNUMUMS XXX PF / PM
APPROACH BRIEFING COMPLETED PF
“DESCENT CHECKLIST COMPLETE” PILOT MONITORING

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TOP OF DESCENT CALCULATION:
An ideal descent is to start at the calculated Top of Descent (T/D) using IDLE thrust, at ECON Speed / 280K, reduce
to 240 kts below 10000' and configure for final approach, without leveling off ,a any intermediate altitude and without
the use of Speed brakes.
[This does not preclude the crew to use the Speed brakes to correct for any erroneous calculations by the Crew/ FMC
or to comply with ATC requirements.]
Variations in ATC Clearances to the planned Descent is known to be experienced.
Eg: Radar Vectors, Traffic Delays, Shortened Approach Vectors etc. For such cases a calculation of the T/D must be
made by the pilot to account for a cross check to avoid being too high or low while following a VNAV Descent Path.
To cross check descent profile:
Rule of thumb: 3NM per 1000' of Altitude loss in Calm Winds at 280 Kts.
This distance increases in a Tail Wind & reduces in a Head Wind 1/4 th of the HWC or TWC is either reduced or
added respectively to the Distance required to Descent.
Add 8 NM for deceleration from 280K to Flaps UP Maneuvering Speed.

Example:
From FL360:
36x3 = 108 NM +8NM (Abeam approach)
36x3 = 108 NM +12 NM=120 NM (Straight in approach)
BEGINNING DESCENT:
VNAV PATH is the most economical descent mode.
VNAV speed intervention, LVL CHG or V/S are recommended for any immediate ATC speed change requirement in
high workload areas.
The Crew is authorized to use any AFDS Pitch /Roll modes as long as no violation in terms of ATC Clearance or
Aircraft Parameter excess takes place. Do not allow the ATC to pull the flight crew under any pressure. An ATC
request higher, may not be acceptable to the crew, and the ATC should be informed of the same.
A good cross check is to be approximately 10000 AFE at approximately 30 track miles, at 250 Kts IAS in
Still Air conditions.

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“Ask for Descent Clearance” Obtain Descent Clearance from ATC

Seat belt sing ON
Flight time less than 1 hour, seat belt sing should be
on at 10000 feet
Initiate descent
When center tank Qty reaches 1400kg:
Both CENTER PUMPS switches………………….. OFF
Do not accomplish the CONFIG on Normal Checklist
Approaching FL200:
Terrain Mode…………………………………. as required
WXR adjust Tilt
Monitor Descent on profile with regards to track
miles to touch down
Be situational aware of Grid MORAs and Terrain Clearances
Update Approach Preparation and Briefing as
required if ATC Clearance is different from expected /
entered procedure
Complete the Approach Procedure before:
• The initial Approach fix or

• The star of radar vectors to the final approach course, or
• The start of visual approach
DESCENDING THROUGH 10000 FEET Above MSL:
Reduce speed 250K or Below.

Fixed Landing Lights…………………………………. ON
Runway turnoff lights………………………………… ON
At Transition level:
Transition - QNH_______ hpa

ISFD: Set QNH PFD: Set QNH
PFD: Set QNH
“APPROACH CHECKLIST”
“APPROACH CHECKLIST”: PM
CHECKLIST ITEM: ALTIMETERS —— RESPONSE: QNH SET, passing xxx —— RESPONSE BY: PF / PM
“APPROACH CHECKLIST COMPLETE” PM

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USE OF DRAG DEVICES DURING DESCENT:
The Speed brakes may be used to correct the descent profile if the aircraft is arriving too fast or too high or both. The
pilot flying, as a good practice, should keep a hand on the speed brake lever when they are used in-flight.
Speed brake should either be used at FLIGHT DETENT or DOWN as rapid roll rates may be experienced in positions
in between. lt is prohibited to extend the Speed brake Lever beyond FLIGHT DETENT in flight.
A lever stop prevents the SPEED BRAKE lever from being moved beyond the FLIGHT DETENT when the airplane is
in the flight with the TE flaps up. The use of Speed brakes with the Flaps extended should be avoided as far as
possible.
With Flaps 15 or greater, the Speed brakes should be retracted.
Speed brakes should be retracted before reaching 1,000feet AFE.

Flaps are normally not used as drag devices for increasing the descent rate. lf greater descent rates are desired,
extend the speed brakes.
HOLDING:
Holding speeds in the FMC are based on minimum fuel consumption and are never less than flaps UP maneuvering
speed.
lf FMC data unavailable: Above FL250, use VREF 40+ 100Kts, and below FL250, use VREF40+ 70Kts. Do not enter
Speed in the SPD/TGT ALT line on the RTE HOLD Page as an unusually large holding pattern is depicted, and an
UNABLE HOLD AIRSPACE message is generated.
• Flaps1 consumes approximately 10% more fuel than Flaps UP.
• Maintain Flaps Up if holding in turbulence or existing / anticipated icing conditions.
• Holding in icing conditions with flaps extended is prohibited.
• Holding in a racetrack pattern increases the fuel consumption by approximately 5% than holding in straight
and level flight.
2.17 Maximum Holding IAS [ICAO]:
ALTITUDE SPEED
Below 14.000’ 230K
Above 14.000’ to 20.000’ MSL 240K
Above 20.000’ to 34.000’ MSL 265K
Above 34.000’ MSL .83 M
Decelerate to the Holding Speed at least 3 minutes before arriving over the holding fix. lf unable to comply
with the MAX Speed Restrictions, ATC must be advised. The preferred Roll mode far Holding is LNAV.
The depicted Hold on the MAP Display will not exceed the limits of the protected Airspace.

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[In extreme wind conditions or at holding speeds greater than FAA/ICAO limits, the defined holding pattern depicted
on the MAP display may be exceeded by the aircraft even in LNAV.]
Holding time when changing altitude through 14000' does not change automatically and must be changed
by appropriate selection as applicable.

Select HOLD Page on CDU. Select a range Enter EFC time on hold page. Re-check the reserves
compatible to monitor the track in the hold and entered on the PERF INIT. page and monitor the
position of other traffic on TCAS Holding time avail.
For diferents alternates the holding time AVAIL my be

obtained by charging the reserves [as reqd for those
alternates] on the PERF INIT page.
Keep the Crew and Pax updated of the delays when Inform company (if possible) monitor destination and
work load permits alternate weather. if forecast / METAR was marginal
Re-check the landing weight and corresponding Vref.
[Unexpected holding of long durations may change
the Vref due to the extra fuel burn]
When cleared out of the hold, select the > EXIT HOLD
Prompt on the HOLD page.

if EXIT HOLD is selected after the airplane leaves the
holding fix before the turn to the outbound is
finished then the airplane orbits back to the fix
Note: PROC HOLD: The Exit out of a Procedure Hold is automatic. lf required to remain in the Hold, a
new Hold should be inserted.
APPROACH:
360 degree turns (Orbits] during the final approach phase are prohibited.
Visual approach on Scheduled flights is not recommended unless it is the best course of action and all VFR/ VMC
requirements can be complied.
Accepting a Visual Approach implies that the IFR flight path stands cancelled from there on, & the flight will comply
with Visual Flight Rules.
Flap Extension Schedule:
CURRENT FLAP AT SPEED SELECTED COMMAND SPEED FOR SELECTED

POSITION DISPLAY FLAPS FLAPS
UP UP 1 1
1 5 5 5
5 15 15 15
VREF 30 OR VREF 40+Wind
15 30 OR 40 30 OR 40 additives
The use of Flaps 10 with the Gear Up is acceptable.

At 5 track miles to touch down select landing flaps, while observing maximum flap placard speed. Extension of
landing flaps at speeds in excess of flaps 15 speed may cause flap load relief activation and large thrust changes.

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ILS APPROACH:
Verify that the correct identifier is displayed for the NAV Aid in use. If not, check audio identifier
Confirm cabin and galleys are secured, information
received from CIC through interphone or physically
presence in the cockpit with loud voice “CABIN AND
GALLEYS SECURED FOR LANDING”
“FLAPS 1” Set the flap lever as directed
Call for flaps in accordance with the flap extension Monitor the flap extension
schedule
Set Flap 1 speed
When ATC confirms that vectors are for approach
positioning the CRS INTCAP may be selected.
“Select Course fix intercept and ILS Preparations”

The intercept heading: On the intercept heading:
“CABIN CREW AT LANDING STATIONS”.
Complete the ILS preparations Set Localizer Frequency
• Verify that the ILS is tuned and identified • Verify that the ILS is tuned and identified.
“Flaps 5” Select Flaps 5
set flaps 5 speed when cleared for LOC/APP • Verify that the LOC and G/S pointers are deflected
• Verify that the LOC and G/S pointers are deflected towards the correct side.
towards the correct side “VOR LOC G/S ARMED”
• Arm the APP mode “LNAV ARMED” (as installed)
• The glide slope will no be captured before the At the first positive inward motion of the localizer
localizer capture. pointer
“LOCALIZER ALIVE”
• When using LNAV to intercept the final approach course, LNAV might parallel the localizer without
capturing it. The airplane can then descend on the VNAV path with the localizer not captured.
• Use HDG SEL to Intercept the final approach course if needed
Verify that the localizer is captured “LOCALIZER CAPTURE, SINGLE CHANNEL”
Set R/W Heading
At 2500 AGL, Monitor Radio Altimeters On.

“RADIO ALTIMETER ALIVE”
“GEAR DOWN” All first positive motion of the glide slope pointer
“GLIDE SLOPE ALIVE”
LANDING GEAR LEVER…………………………. DOWN
PA all “TRIPULACION DE CABINA A SUS PUESTOS
PARA EL ATERRIZAJE”
“FLAPS 15” Select Flaps 15
Set flaps 15 speed ENG START switches……………………………… CONT
SPEED BRAKE LEVER…………………………. ARMED
“Verify that the SPEED ARMED light is illuminated
At Glide slope capture
“CALL GLIDE SLOPE CAPTURE”
Set Missed Approach Altitude “Verify or set Missed Approach Altitude”
“FLAPS 30 / 40 Select FLAPS 30 / 40

Set Vref + (additive)

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“LANDING CHECKLIST”
“Callout any significant deviations”
“LANDING CHECKLIST” PILOT MONITORING
ENGINE START SWITCHES CONT PM / PF
SPEED BRAKE ARMED PM / PF
LANDING GEAR DOWN PM / PF
FLAPS XXX GREEN LIGHT PM / PF
“LANDING CHECKLIST COMPLETE” PILOT MONITORING

At the final approach fix or OM, verify the altitude for Cross check at 4NM to touchdown to be approx 1200’
cross checking false G/S and QNH validation. If a AFE on a 3º glide approach
false G/S capture is suspected, performa missed
approach if required visual reference can not be
maintained.
A/C must be in Landing configuration and stabilized
by 1000 ft AFE in IMC / NIGHT and 500 ft AFE in VMC
At 1000’ AFE Callout: At 1000’ AFE Callout:
“CHECKED” “STABILIZED”
RETRACTABLE LDG LIGHTS switch………………. ON
if not stabilized, callout by “UN-STABILIZED-GO AROUND”
At 500’ callout At 500’ feet RA

CHECKED (incapacitation Chk) “STABLE, CONTINUE”
At 100’ above DH
“APPROACHING MINUMUMS”
“Verify the Auto callout or make the call”
“CONTINUE” (As applicable)
At Minimums
“MINIMUMS” (Auto callout)
If required visual reference is confirmed
“VISUAL, LANDING” or any reason to abort the
approach “GO AROUND - FLAPS 15º
FALSE GLIDE SLOPE CHECK:

• Cross check the final approach fix crossing altitude and VNAV path information before glide slope capture .
• A normal pitch attitude and descent rate should also be indicated on final approach after glide slope capture.
• An abnormal altitude range-distance relationship may exist. This can be identified by cross checking
distance to the runway with altitude or crosschecking the airplane position with waypoints indicated on
the navigation display. The altitude should be approximately 300 feet HAT per NM of distance to the
runway for a 3º glide slope.

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DELAYED ILS APPROACH:

When flying an ILS Approach in CAT I or better weather conditions, and no airplane system failure relating to the flight
control system, Oelayed approaches should be used to:
• Reduce noise and fuel consumption.
• Time savings.
• Flexibility to vary speed to suit ATC requirements .
The thrust required to descent on the glide slope may be near idle. Approaching 1000 feet AFE , select Landing Flaps,
allow the speed to bleed off to the final approach speed, and then adjust thrust to maintain
it.
NON-ILS INSTRUMENT APPROACHES:

The Non Precision Approach may be flown in V/S, LVL CHG, or any other pitch mode, provided the regulatory State
minimums are complied with.
VNAV may be used only for approaches in the data base that have one of the following features:
• A published GP angle on the LEGS page for the final approach segment.
• A RW XX way point coincident with the approach end of the runway.
• A missed approach way point before the approach end of the runway.
INSTRUMENT APPROACHES USING VNAV:

Verify that the correct identifier is displayed for the NAV Aid in use, if not , check audio identifier
Confirm Cabin and Galleys are secured, information

GALLEYS SECURED”
PA call “CABIN CREW AT LANDING POSITIONS”
Verify that the VNAV glide path angle is shown on the

final approach segment of the LEGS page.
Flap extension in an area of known turbulence
should be delayed as long as practical as the aircraft
can sustain higher gust loads in the clean
configuration.
“FLAPS 1” Set the Flap lever as directed
Call for flaps in accordance with the flap extension
schedule Monitor flap extension
Set Flaps 1 Speed
There commended roll modes for the final approach are:

• For an RNAV or GPS approach use LNAV
• For a LOC-BC, VOR or NDB approach use LNAV
• For a LOC, SDF or LDA approach use LNAV or VOR / LOC
When ATC confirms that the vectors are for approach Direct to CF / FAF
positioning, the CRS INTCPT may be selected Enter the course to runway on R6 execute with
“Select course fix intersept” consent.
Set localizer frequency on PF side.
Standby RMI……………….. VOR / ADF (as applicable)
When on the final approach course intercept the adding for LOC, LOC-BC, SDF or LDA approaches.
• Verify that the localizer is tuned and identified
• Verify that the LOC pointer is shown

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Set Flaps 5 Speed
Select LNAV or arm the VOR / LOC mode ND Mode selector…………………… VOR (as required)
When using LNAV to intercept the final approach course, LNAV might parallel the localizer without
capturing it. The airplane can then descend on the VNAV path with the localizer not captured
Verify that LNAV is engaged or that VOR / LOC is captured
Set Runway Heading
Approximately 2NM before the final approach fix and Call “APPROACHING GLIDE PATH”
after ALT or VNAV PTH is annunciated:
• Verify that the autopilot is engaged
• Set MDA + 50 on the MCP (rounded off to the next At 2500 AGL, Monitor radio altimeters On
higher 100 foot increment) “Radio Altimeters Alive”
• Selector verify speed intervention
• Select or verify VNAV
If the FAF is to close to the runway to permit a stabilize approach, consider establishing final approach
pitch

Approaching glide path, LANDING GEAR LEVER………………………………. DN
• GEAR DOWN “Verify that the green landing gear indicator lights
• FLAPS 15 are illuminated.
• Set Flaps 15 Speed Select Flaps 15
• Speed brake lever: ARMED verify that the SPEED ENGINE START switches…………………………. CONT
BRAKE ARMED light is illuminated
“Flaps 30 / 40 Select Flaps 30 / 40
“LANDING CHECKLIST” Accomplish the Landing Checklist
When at least 300 Feet below the Missed approach

altitude and after having passed FAF.
“Set Missed Approach Altitude” “Verify or Set Missed Approach Altitude”
Monitor the approach Monitor the approach and callout DME crossing
altitudes from make significant deviation callouts (if
any)
by 1000ft AFE in IMC / NIGHT and 500ft AFE in DAY
VMC. (if NOT Go Around must be carried out)
When cleared to Land
RETRACTABLE LDG LIGHT switches……………… ON
At 1000’ AFE. callout: At 1000’ AFE. callout:
If not stabilized, callout by any crew member “Un-stabilized-GO Around”
Continue the final approach descent using the

vertical deviation scale and pointer as reference
If suitable visual reference is established, latest by
the missed approach point:
• Disengage the autopilot
• Maintain the visual glide path to landing.

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At 500 feet RA:
At 500 callout “Verify 500 auto callout”’
“CHECKED” (Incapacitation Chk)
“STABLE”
If suitable visual reference is not established by MDA
+ 50 / Missed approach point, follow go around
procedures
“CONTINUE” (as applicable)
At Minimums:
“MINIMUMS”
If Required visual reference is confirmed,
“VISUAL LANDING” or any reason to abandon the
approach.
“Go Around - Flaps 15
INSTRUMENT APPROACH USING VERTICAL SPEED:

Verify that the correct identifier is displayed for the NAV Aid in use, if not , check audio identifier
Confirm Cabin and Galleys are secured, information

GALLEYS SECURED”
PA call “CABIN CREW AT LANDING POSITIONS”
Verify that the VNAV glide path angle is shown on the

final approach segment of the LEGS page.
Flap extension in an area of known turbulence
should be delayed as long as practical as the aircraft
can sustain higher gust loads in the clean
configuration.
“FLAPS 1” Set the Flap lever as directed
Call for flaps in accordance with the flap extension
schedule Monitor flap extension
Set Flaps 1 Speed
The recommended roll modes for the final approach are:

• For an RNAV or GPS approach use LNAV
• For a LOC-BC, VOR or NDB approach use LNAV
• For a LOC, SDF or LDA approach use LNAV or VOR / LOC
When ATC confirms that the vectors are for approach Direct to CF / FAF
positioning, the CRS INTCPT may be selected Enter the course to runway on R6 execute with
“Select course fix intersept” consent.
Set localizer frequency on PF side.
Standby RMI……………….. VOR / ADF (as applicable)
when on the final approach course intercept the adding for LOC, LOC-BC, SDF or LDA approaches.
• Verify that the localizer is tuned and identified
• Verify that the LOC pointer is shown
Set Flaps 5 Speed
Select LNAV or arm the VOR / LOC mode ND Mode selector…………………… VOR (as required)

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When using LNAV to intercept the final approach course, LNAV might parallel the localizer without
capturing it. The airplane can then descend on the VNAV path with the localizer not captured
Verify that LNAV is engaged to that VOR / LOC is captured
Set Runway Heading
Approximately 2NM before the final approach fix and Call “APPROACHING GLIDE PATH”
after ALT HOLD is annunciated:
• Verify that the autopilot is engaged
• Set the MDA + 50’ on the MCP At 2500 AGL, Monitor radio altimeters On
(rounded off to the next higher 100 foot increment) “Radio Altimeters Alive”
If the FAF is too close to the runway to permit a stabilize approach, consider establishing final approach
pitch mode and configuring for approach and landing earlier than specified in the FCOM procedure.
Approaching glide path, LANDING GEAR LEVER………………………………. DN

• GEAR DOWN “Verify that the green landing gear indicator lights
• FLAPS 15 are illuminated.
• Set Flaps 15 Speed Select Flaps 15
• Speed brake lever: ARMED verify that the SPEED ENGINE START switches…………………………. CONT
BRAKE ARMED light is illuminated
FLAPS 30 / 40 Select Flaps 30 / 40
Set desired V/S (from approach chart)
Reference V/S is approximately 700-900 Fpm, until
MDA or visual
“LANDING CHECKLIST” Accomplish the Landing Checklist
Monitor the approach Monitor the approach and callout DME crossing
altitudes from make significant deviation callouts (if
any)
When at least 300 Feet above the MDA + 50’ Verify or set missed approach altitude
Set missed approach altitude
Continue the final approach using the vertical
deviation scale and pointer (as reference if available)
If compliance with an altitude constraint is in
question, consider leveling off or reducing the rate of
descent to ensure a safe path
by 1000 ft AFE in IMC / NIGHT and 500 ft AFE in DAY
VMC
(if not Go Around must be carried out)
At 1000’ AFE “ONE THOUSAND”
RETRACTABLE LANDING LIGHT switches……….. ON
At 1000’ AFE. callout: At 1000’ AFE. callout:
If not stabilized, callout by any crew member “Un-stabilized-GO Around”
Continue the final approach descent using the
vertical deviation scale and poster as reference
If suitable visual reference is stablished. Latest by
the missed approach point:
• Disengage the autopilot
• Maintain the visual glide path to landing
• If suitable visual reference is not stablished by
MDA + 50 / Missed approach point, follow go
around procedures

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At “500” callout “CHECKED” At 500 feet RA:
“STABLE CONTINUE”
At 100’ above minimums
“APPROCHING MINIMUMS”
“CONTINUE” (as applicable)
At minimums
“MINIMUMS”
Ir required visual reference is confirmed “VISUAL ,
LANDING “ or any reason to abandon the approach”
“Go around Flaps 15”
STABILIZED APPROACH RECOMMENDATIONS:

Maintaining an stable speed, descent rate, and vertical / lateral flight path in landing configuration is preferred to as
the stabilized approach concept.
Any significant deviation from planned flight path, airspeed, or descent rate should be announced.
Ali approaches should be stabilized by 1,000feet AFE in IMC/NIGHT and by 500feet AFE in DAY VMC.
Do not attempt to land from an unstable approach.
An approach that becomes un-stabilized below 1,000feet AFE in IMC / NIGHT or below 500 feet AFE in DAY VMC
requires an immediate go-around.
ELEMENTS OF A STABILIZED APPROACH:
• An approach is considered stabilized when all of the following criteria are met
• The airplane is on the correct flight path.
• Only small changes in heading and pitch are required to maintain the correct flight path.
• The airplane speed is not more than VREF+ 20 knots indicated airspeed and not less than VREF.
• The airplane is in the correct landing configuration.
• Sink rate is no greater than1,000fpm; if an approach requires a sink rate greater than 1,000fpm, a
• special briefing should be conducted
Thrust setting is appropriate for the airplane configuration.
• AII briefings and checklists have been conducted.
• ILS approaches should be flown within one dot of the glide slope and localizer, or within the expanded
localizer scale.
During a circling approach, wings should be level on final when the airplane reaches 300 feet AFE.
Unique approach procedures or abnormal conditions requiring a deviation from the above elements of a stabilized
approach require a special briefing.
These conditions should be maintained throughout the rest of the approach for it to be considered a stabilized
approach. lf the above criteria cannot be established and maintained at and below 500feet AFE, initiate a go-around.
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 extended runway edges.
As the airplane crosses the runway threshold it should be,:

• Stabilized on target airspeed to within +10 knots until arresting descent rate at flare
• On a stabilized flight path using normal maneuvering
• Positioned to make a normal landing in the touchdown zone (the first 3,000 feet or first third of the runway,
whichever is less). initiate a go-around if the above criteria cannot be maintained.

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LANDING ROLL:

AT TOUCH DOWN
“Verify Thrust levers are closed”
“Verify speed brake lever is up” Verify speed brake lever is UP and call “SPEED
BRAKE UP”
If not, manually move speed brake lever to UP
without delay, fly the nose wheel smoothly on to the If speed brake lever is NOT UP call “SPEED BRAKE
runway NOT UP”
Monitor correct auto brake operation and
Monitor correct Auto brake operation and deceleration, if AUTO BRAKE DISARM LIGHT is
deceleration illuminated call
“AUTO BRAKE DISARMED”
If AUTO BRAKE DISARMS light is illuminated or
deceleration is not satisfactory apply manual brakes
with equal and constant pressure on both brakes
Monitor rollout progress Monitor rollout progress
Without delay, move the reverse thrust levers to the “REVERSERS GREEN”
inter locks and hold light pressure until the inter Monitor engine instruments and callout any non-
locks release normal parameters
Then apply reverse thrust as needed
By 60 Knots , start movement of the reverse thrust call “60 KNOTS”
levers to be at the reverse idle detent before taxi
speed
At taxi speed (less than 30kts) move the reverse
thrust levers fully down
At Taxi speed taxiways or rapid exit taxiways are
designated for vacating the runway up to 60kts
ground speed
Use of Nose wheel steering is not recommended
above 30kts and must be used with caution above
20kts
Auto brakes should be disarmed by reaching taxi

speed (20kts) and use manual brakes as needed
The recommended procedure to transition to manual
brakes in by applying a steady brake pedal force till
the AUTO BRAKE DISARM LIGHT illuminates
“MANUAL BRAKES”
Warning: After Reverse thrust levers are raised, a full stop landing must be made, lf an engine
remains in Reverse, safe flight is not possible.
Do not attempt to hold the nose wheels off the runway. Holding the nose up after touchdown for aerodynamic braking
is not an effective braking technique and may result in high nose gear sink rates upon brake application.
Maintain deceleration rate with constant or increasing brake pressure as required until airplane is stopped or desired
taxi speed is reached. ·

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Smoothly apply brake pedal force as in a normal stop, until the auto brake system disarms. Following disarming of the
auto brakes, smoothly release brake pedal pressure. Disarming the auto brakes before coming out of reverse thrust
provides a smooth transition to manual braking .
Do not use the nose wheel steering wheel until reaching taxi speed.
AFTER LANDING PROCEDURE:

Start the After Landing Procedure when the airplane is c/ear of the active runway and the captain positions
the speed brake /ever to the DOWN detent.
The Pilot Monitoring will start the after landing roll procedure only when both crew members have confirmed and
understood the taxi routing. Both pilots will maintain a lookout. When ground /obstruction clearance is in doubt, stop
the airplane and obtain a wing-walker or request far a Follow me.

The Captain moves or verifies that the SPEED Verify that the SPEED BRAKE lever is DOWN
BRAKE lever is DOWN
Set the transponder mode selector as required at
airports where ground tracking is not available,
select STANDBY. At airports equipped to track
airplanes on the ground, select an active
transponder setting, but not TCAS mode (ALT OFF)
FLAP LEVER……………………………………………. UP
STABILIZER TRIM……………………………. 5 DEGREE
BRAKE selector………………………………………. OFF
FD’s…………………………………………………….. OFF
WEATHER RADAR/TERR…………………………… OFF
LANDING LIGHTS……………………….. AS REQUIRED

TAXI LIGHT……………………………………………… ON
RWY LIGHT……………………………………………… ON
POSITION LIGHT switch……………………….. STEADY
ENGINE START switches…………………………… OFF
APU………………………………………………….. START
Delay APU start until close to the parking stand.
PROBE HEAT switches……………………………… OFF
WINDOWS HEAT switches…………….. AS REQUIRED
“AFTER LANDING ROLL PROCEDURE COMPLETE”

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SPEED BRAKE DOWN DETENT PF / PM
FLAPS UP (or as reqd, in icing conditions) PM
PROBE HEAT OFF PM
WX RADAR OFF PM
TCAS AS REQUIRED PM
APU START (as late as possible) PM
GEN TRASFER PM

Ensure sterile area is clear of all obstructions and parking guidance system is operational with correct
airplane type indicated, or marshaller is in view.
Reduce ground speed to 6-8 knots when entering the parking bay.
Turning into stand TAXI LIGHT switch…………………………………… OFF
“LIGHTS OFF” Runway turn-off and wing light switches may remain
ON if required
“LIGHTS OFF” “APU AVAILABLE”
Monitor parking aid Marshaller Monitor parking aid Marshaller
PARKING BRAKE…………………………………….. SET

Verify park brake light is illuminated
ELECTRICAL POWER……………………………….. SET If APU power is required
verify that the APU GENERATOR OFF BUS LGHTS
illuminated
APU GENERATOR BUS switches…………………… ON
Verify that the SOURSE OFF lights are extinguished
Operate the engine at or near idle thrust a minimum GRD POWER switch………………………………… ON
of three minutes before shutdown to thermally Verify that the SOURSE OFF lights are extinguished
stabilized the engines and reduce under cowl soak- MFD switch……………. ENG check at least 3 min on
back temperatures. Taxi thrust can be considered chronometer
ideal thrust for this purpose.
“CLEARED TO SHUTDOWN”
If idle reverse thrust to no reverse thrust is used
during the landing roll out, the three minute period
can being when thrust is reduced to idle for landing.
Routine cool down times of less three minutes
before engine shutdown can cause engine
degradation
ENGINE START LEVERS………………………. CUTOFF
PA CALL “CABIN CREW DISARM ALL SLIDES”

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When CIC confirms cabin doors manual
“cleared to open appropriate door”
FASTEN BELTS switch………………………………. OFF
After the wheel chocks are confirmed in place:
PARKING BRAKE……………………………… RELEASE
“PARKING BRAKE RELEASED”
ANTI COLLISION LIGHT switch……………………. OFF APU switch………………………………….. AS NEDEED
SHUTDOWN PROCEDURE:

FUEL PUMPS switches……………………………… OFF
Except main tank 1 pump switches ON for APU
operation
Do not use the center tank fuel pumps with the flight
deck unattended
CAB/UTIL POWER switch……………… AS REQUIRED
IFE/PASS SEAT POWER switch………. AS REQUIRED
WING ANTI ICE switch………………………………. OFF
ENG ANTI ICE switch………………………………… OFF
HYDRAULIC PANEL………………………………….. SET
ENG HYD PUMPS switches…………………………. ON
ELEC HYD PUPMS switches……………………….. OFF
RECIRCULATION FAN switches…………………. AUTO
PACK switches……………………………………… AUTO
INSOLATION VALVE switch……………………… OPEN
ENG BLEED AIR switches…………………………… ON
APU BLEED AIR switch…………………………….… ON
EXTERIOR LIGHT switches…………….… AS NEEDED
MINIMUMS selector………………………………. RESET
FLIGHT DIRECTOR switches………………………. OFF
IAS WINDOW…………………………………………… 100
ISFD approach mode selector…………………….. OFF
STAB TRIM…………………………… 5 UNITS NOSE UP
VHF nav receivers……………………… VOR frequency
TRASNPONDER……………………………………… 2000
“SHUTDOWN CHECKLIST”

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SHUTDOWN CHECKLIST FIRST OFFICER
FUEL PUMPS OFF F/O
HYDRAULIC PANEL SET F/O
FLAPS UP F/O
PARKING BRAKE REALESE C
ENGINE START LEVER CUTOFF C
APU BLEED ON F/O
SECURE PROCESURE:

“SECURE PROCEDURE” IRS MODE SELECTORS…………………………….. OFF
EMERGENCY EXIT LIGHTS switch. OFF (as required)
WINDOW HEAT switches…………………………… OFF
PACK switches………. OFF ( as required)
(emergency lights and pack switches OFF only after
all passengers have disembarked and the aircraft will
remain parked for more than 3 hours)
“SECURE CHECKLIST”
SECURE CHECKLIST: FIRST OFFICER
IRS OFF F/O
EMERGENCY EXIT LIGHTS AS REQUIRED F/O
WINDOW HEAT OFF F/O
PACKS AS REQUIRED F/O

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Call company (if available) and inform:
• Chocks on time
• Fuel remaining on board
• Serviceability status of the aircraft
Enter any defect observed during the flight and sing
the Tech log.
Fill the pilots report (if applicable)
Keep all flight documents in an envelope and place it

in the FOLDER
Master LIGHT TEST AND DIM switch……………… DIM Dim the CIRCUIT BREAKER lights , OVERHEAD
Dim the MAIN PANEL lights display units BACK PANEL light , MAIN PANEL light, display units,
GROUND light, AFDS FLOOD light to minimum. CENTER PEDESTAL FLOOD and PANEL lights to
minimum.
MAP light switch……………………………………… OFF MAP light switch……………………………………… OFF
CHART light switch…………………………………. OFF CHART light switch…………………………………. OFF
UTILITY light switch…………………………………. OFF UTILITY light switch…………………………………. OFF
If ground external electrical is connected :
Verify GRD POWER AVAILABLE light is illuminated

GRD POWER switch……………………………….… ON
Verify that the SOURSE OFF lights are extinguished
APU switch………………………………. OFF (as
required)
BEFORE LEAVING THE AIRPLANE:

Audio control panel: Audio control panel:
VHF 2 (company) and FLT receivers……………….. ON VHF 2 (company) and FLT receivers……………….. ON
SPEAKERS……………………………………………… ON SPEAKERS……………………………………………… ON
INTERPHONE switch (control column)………….. OFF INTERPHONE switch (control column)………….. OFF
All approaches charts, en-route charts and other All approaches charts, en-route charts and other
aircraft documents must be filed in sequence aircraft documents must be filed in sequence
Stow the sun-visor i its place Stow the sun-visor i its place
All trash, glasses and water bottles must be removed from the flight deck. Leave a clean and tidy flight deck
for next crew
write a note for the next crew informing them of
arrival delay (if any) and any advisories than may
enhance crew awareness clip this note on the
control column
DOME light switch…………………………………… OFF
FLIGHT DECL ACCESS SYSTEM switch…. verify OFF
Sing the cabin crew report
keep the GD immigration and customs papers.

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GO-AROUND:
Carry out a Mandatory Missed Approach for the following:
• A navigation radio or flight instrument failure occurs which affects the ability to safely complete the approach.
• The navigation instruments show significant disagreement.
• On ILS final approach and either the localizer or the glide slope indicator shows full deflection
• An RNP based approach and an alert message indicates that ANP exceeds RNP
• On a radar approach and radio communication is lost.
• An approach in IMC / NIGHT not stabilized by 1000 feet AFE or becomes unstable below1000 feet AFE
• An approach in DAY VMC not stabilized by 500 feetAFE or becomes unstable below 500 feet AFE
• On all instrument approaches, where suitable visual reference has not been established and maintained until
touchdown.
• ATC requires you to Go Around.
Note: lf the PF does not respond to two "UNSTABILIZED" all outs, and continues with the approach , the
PM will take over controls and carryout a missed approach.
Do not attempt to land on an unstable approach.

The decision to execute a go-around is not an indication of poor performance.
GO AROUND AFDS NOTES:
Go-Around (GA) mode is engaged by pushing either TO/ GA switch. An Autopilot go-around requires dual A/P
operation and is armed when FLARE armed is annunciated .
With the AfT Arm switch at ARM, the AfT go around mode is armed :
• When descending below 2000 feet RA.

• When above 2000feet RA with flaps not up or G/S captured. With or without the AFDS engaged.
Thrust required for a Go-around is usually less than maximum Go around thrust. Maximum G/A thrust, if
required, may be obtained by pushing the TOGA switch a second time, or by Moving the Thrust Levers
Forward.
• ROLL MODE: CURRENT GROUND TRACK

• ROLL FMA: BLANK
• PITCH MODE: TO/GA
• PITCH FMA: TO/GA
• IAS / MACH DISPLAY BLANK
With the first of either TOGA switch
• A/T (if armed) engages in GA and advances thrust to the reduced go-around N1 procedure 1000 to 2000 fpm rate
climb the A/T engaged mode annunciator on the FMA indicates GA
• Autopilot (if not engaged in LAND2 / LAND3) disengages.
• Pitch mode engages in TO/GA and the pitch engaged mode annunciator on the FMA indicates TO/GA
• F/D pitch commands 15º nose up until reaching programmed rate of climb. F/D pitch then commands target air
speed for each flap setting based on maximum takeoff weight.

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ROLL MODE LNAV IN LIEU OF TRACK HOLD:

When multiple arm modes such as LNAV and VOR /LOC are set, they will appear on the FMA side by side in white.
The roll go-around track hold mode will automatically transition to LNAV during a missed approach.
During an approach with LAND2 or LAND3 displayed, if TO/GA is pressed with LNAV arm annunciated on the FMA,
the AFDS commands track hold till 400 feet AFE. LNAV automatically engages above 400 feet
AFE.
During an approach without LAND2 or LAND3 displayed, if TO/ GA is pressed with LNAV arm annunciated on the
FMA, the AFDS commands track hold till 50 feet AFE. LNAV automatically engages above 50 feet AFE
RECOMMENDATIONS FOR GO-AROUND:
lf the Missed Approach is initiated fallowing a Dual Channel Autopilot approach, keep the Autopilot engaged. lf the Go
Around is done manually, it is advisable to engage the autopilot once the Flight Path is stabilized, FO commands are
essentially met, airplane is in trim and airplane is above 400' AGL.
Delay further flap retraction until initial maneuvering is complete and a safe altitude and speed are attained.
Do not select the Landing Gear up till the Altimeter indicates a positive climb and at leas! 50' RA to far from the
runway to avoid the possibility of touchdown after initiating the go around.
Command speed should not be increased until a safe altitude or the flap retraction altitude is attained.
GO AROUND PROCEDURE:

“GO AROUND , FLAPS 15” Verify or set Go Around Thrust
Simultaneously push the TO/GA switch Select Flaps 15
“SET GO AROUND THRUST” Inform ATC Missed approach R/W
Verify the rotation to Go-Around attitude Verify the rotation to Go-Around attitude
Monitor Flaps retraction
Verify that the thrust is sufficient for the Go-Around
or Adjust as required
Follow the FD guidance
Verify a positive climb on the altimeter and call

“POSITIVE RATE”
Verify a positive climb on the altimeter and call LANDING GEAR LEVER……………………………… UP
“GEAR UP”
If air speed is below the top of the amber band
Limit bank angle to 15º
400 Feet AFE
Verify LNAV or Select HDG SEL

(as needed by clearance)
Use of autopilot is recommended. (if A/P is selected
in CMD following a manual Go-Around, whiteout any
mode changes on the MCP, pitch mode will engage in Select appropriate NAV Frequencies
LVL CHG and HDG SEL and the speed window will
open at current speed)
Fly the vertical navigation in basic modes, till FMC is programed to avoid excessive head down movement
in terminal area.
Accelerate to flaps UP speed above 1000 AFE unless airport specific procedure requires otherwise

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If TO/GA pitch mode is continued, at minimum 1000’ SELECT FLAPS 5

AFE, or as requires by specific procedures: Monitor speed cursor and flap retraction for each
selection
“FLAPS 5”
Speed cursor will automatically move to Flaps 5
maneuvering
Speed for max take-off weight
“FLAPS 1” SELECT FLAPS 1
“FLAPS UP” SELECT FLAPS UP
FLAPS UP NO LIGHTS
After Flaps are retracted, select

LVL CHG or VNAV
Verify or set Climb Thrust Verify or set Climb Thrust
Verify that the missed Approach altitude is captured
“1000 feet to level off”
Verify that the missed approach altitude is captured
When Speed window opens call

“Speed window open”
_____ At alt capture, FD’s A/P will command to hold altitude and MCP IAS window will open at current speed
If altitude capture takes place while flaps are being retracted, the Speed window may open at an
intermediate speed, change monitoring the cursor / window is required.
Perform the after Take-off procedures:
ENG BLEED AIR switches…………………………… ON

PACK switches……………………………………… AUTO
ENG START switches………………….. AS REQUIRED
AUTO BRAKE selector……………………………… OFF
LANDING GEAR LEVER…………………………….. OFF
“AFTER TAKEOFF CHECKLIST” Accomplish the checklist
Perform the Descent and approach procedures

before

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STANDARD OPERATION PROCEDURE

LISTA DE PAGINAS EFECTIVAS 5

SECCION 1 / GENERALIDADES Y LIMITACIONES 9

SECCION 2 / CHECKLIST - USO DEL EQUIPAMIENTO Y CALL-OUT 25

REVISION N°2 11 Junio de 2018

INTENCIONALMENTE DEJADO EN BLANCO

REVISION N°2 11 Junio de 2018

REVISION FECHA DE PARTES INCORPORADA FECHA DE

0 1-MAY-2017 EDICION Cmte. P. CANEPA 1-MAY-2017

1 2-DIC-2017 REV.1 Cmte. A. BURELLO 2-DIC-2017

2 11-JUN-2018 REV.2 Cmte. A. BURELLO 11-JUN-2018

REVISION N°2 11 Junio de 2018

INTENCIONALMENTE DEJADO EN BLANCO

REVISION N°2 11 Junio de 2018

REVISION N°2 11 Junio de 2018

LISTA DE PÁGINAS EFECTIVAS

REVISION N°2 11 Junio de 2018

DOORS AND WINDOWS 12

MAX AIRSPEED LIMITS AND FLIGHT CONTROLS 15

NAV AND COMM 20

WATER AND WASTE 22

LIGHTING MANAGEMENT 23/24

REVISION N°2 11 Junio de 2018

El manual se revisa periódicamente para la incorporación de los procedimientos pertinentes.

Este apartamiento debe incluir indefectiblemente dos aspectos:

REVISION N°2 11 Junio de 2018

AIRPLANE REGISTRY SERIAL TABULATION

001 LV - GWL 30007 YC712 CFM56-7B27 W

002 LV - HHK 30567 YC713 CFM56-7B27 W

003 LV - HKZ 30882 YC023 CFM56-7B26 W

004 LV - HLK 30883 YC026 CFM56-7B26 SW

NOISE CERTIFICATION STATUS

PESOS MAXIMOS DE OPERACIÓN EN KILOGRAMOS:

REG MODELO MTW MTOW MLW MZFW

LV-GWL B-737-800W 79242 79015 65317 61688

LV-HHK B-737-800W 79242 79015 65317 61688

LV-HKZ B-737-800W 79227 79000 65317 61688

LV-HLK B-737-800SW 79227 79000 65317 61688

REVISION N°2 11 Junio de 2018

REVISION N°2 11 Junio de 2018

REVISION N°2 11 Junio de 2018

DOORS AND WINDOWS

COMPARTIMIENTOS DE CARGA (BODEGAS)

Compartment 1 888 Kgs

Compartment 2 2670 Kgs

Compartment 3 4086 Kgs

Compartment 4 736 Kgs

REVISION N°2 11 Junio de 2018

TYPE DIMENSIONS (m) DIMENSIONS (in)

Forward Cargo 0,89 x 1,22 35 x 48

Aft Cargo 0,84x 1,22 33 x 48

Maximum operating altitude 41 000 ft

REVISION N°2 11 Junio de 2018

Max cabin differential pressure (top of yellow band)………..…. 9.1 psi

SELECTED FLT ALT DIFFERENTIAL PRESSURE LIMIT

At or below 28,000 feet 7.45 psi

28,000 feet to 37,000 feet 7.80 psi

REVISION N°2 11 Junio de 2018

MAX AIRSPEED LIMITS & FLIGHT CONTROLS

VMO/MMO 340 KT/.82M

Alternate Flap duty cycle in flight

• Flaps 0-15 …………………….. one cycle, 5 min. OFF

Window heat inoperative (< 10000 ft)** …………………..250 Kt.