Om Part B

CXI
OPERATIONS MANUAL
PART – B
Corendon Airlines Europe

Level 3, Skyparks Business Centre,
Malta International Airport,
Triq Hal Far,
Luqa LQA 4000
INTENTIONALLY LEFT BLANK
Page: B-iii
OM-PART B
Rev Date: 24.10.2019
MANUAL INFORMATION
Rev No: 4.0
APPROVAL PAGE
Page: B-iv
OM-PART B
Rev Date: 30.12.2020
MANUAL INFORMATION
Rev No: 4.4
CHANGES NOT REQUIRING PRIOR APPROVAL
The Nominated Person and Compliance Monitoring Manager certify that this revision, being a
revision of content not requiring prior approval by the Authority, is made in accordance with the
procedure stipulated in OPERATIONS MANUAL PART B, and that all changes in this revision do not
invalidate the approval granted by the Authority in the table above. Prior to distribution, the
Nominated Person has ensured that the Authority has been notified of this revision and that there
is no objection to the changes.
Revision Number: Capt. Gaston Debono Mr. Ibrahim Serdar Hosgel

OM-B Rev 4.4 Nominated Person Flight Operations Compliance Monitoring Manager (OPS)
Signature: Signature:
Revision Date: -
30th December 2020
Effective Date: - Date: - 30th December 2020 Date: - 30th December 2020
Upon Approval
Page: B-v
OM-PART B
Rev Date: 10.10.2020
MANUAL INFORMATION
Rev No: 4.3
TABLE OF CONTENTS
APPROVAL PAGE ........................................................................................................................... III

TABLE OF CONTENTS .................................................................................................................... V
RECORD OF REVISIONS .............................................................................................................. VI
REVISION HIGHLIGHTS .............................................................................................................VII
LIST OF EFFECTIVE PAGES ......................................................................................................... X
DISTRIBUTION LIST.....................................................................................................................XII
TERMS AND DEFINITIONS ....................................................................................................... XIII
ABBREVIATIONS ......................................................................................................................... XIX
SYSTEM OF AMENDMENT AND REVISION ...................................................................... XXIII
CHAPTER 0 GENERAL INFORMATION AND UNITS OF MEASUREMENT

CHAPTER 1 LIMITATIONS
CHAPTER 2 NORMAL PROCEDURES
CHAPTER 3 NON-NORMAL AND EMERGENCY PROCEDURES
CHAPTER 4 PERFORMANCE
CHAPTER 5 FLIGHT PLANNING
CHAPTER 6 MASS AND BALANCE
CHAPTER 7 LOADING
CHAPTER 8 CONFIGURATION DEVIATION LIST (CDL)
CHAPTER 9 MINIMUM EQUIPMENT LIST (MEL)
CHAPTER 10 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN
CHAPTER 11 EMERGENCY EVACUATION PROCEDURES
CHAPTER 12 AEROPLANE SYSTEMS
Page: B-vi
OM-PART B
Rev Date: 30.12.2020
MANUAL INFORMATION
Rev No: 4.4
RECORD OF REVISIONS
Revision
Rev. No Edited/Amended Sections
Date
0.0 First Edition 01.02.2017
Sections 2.2; 2.3; 2.12; 2.20 – Introduction of EFF
1.0 application in EFB 01.09.2017
Section 2.21.1–Low Visibility Procedures
Chapter 4 – Introduction of ‘All Engine Climb
Gradient’ in OPT
1.1 Section 2.3; Chapter 6 – Introduction of Weight & 01.03.2018
Balance Module in OPT
Section 2.8 and 10.2 – EFB Acceptance Comments
Section 0.1.1; 1.3; 1.5; 1.6.1 – Introduction of 9H-
1.2 31.05.2018
TJA in the fleet and removal of Ops Specs Table
Manual Information Chapter – Revision of ‘System
1.3 22.07.2018
of Amendment and Revision’
Section 2.12 – Cruise Procedure due Aircraft
1.4 22.10.2018
Tracking Contingency Procedure
Chapter 0, 1, 2, 3, 4, 10 and 11 updated due to
introduction of additional aircraft in fleet;
2.0 31.01.2019
Compliance Audits, Procedures Update and
Inspector Comments
2.1 Chapter 4.6 (Short Field Package) inserted 20.05.2019
Chapter 1, 2, and 5 updated due ETOPS approval;
Chapter 2 Start-up Procedure, LVO, Carbon
3.0 15.07.2019
Brakes and UPRT update;
Chapter 3 updated TMCAD comment
4.0 Chapter 2 updated for CAT IIIA approval 24.10.2019
Chapter 0, 1, 4 and 10 update for change in Aircraft
4.1 05.02.2020
Registrations and Safety Card
Chapter 0, 1, 2, 4 and 6 update for change in Aircraft
4.2 15.06.2020
Registrations and update due TMCAD audit
Chapter 0, 2, 4, 9, 10, 12 updated for addition of
4.3 CPDLC, Landing Enroute, MFC Procedure, Life 10.10.2020
raft, AMBU and number of ELTs
Chapter 0, 1, 2, 4, 6; 10 and 12 update for change in
Aircraft Registrations, Removal of duplicate
4.4 30.12.2020
information (in EFB Manual) from Chapter 4; Flight
Kit amendment; Cockpit Oxygen System
RETAIN THIS SHEET UNTIL NEW ISSUE

Page: B-vii
OM-PART B
Rev Date: 20.05.2019
MANUAL INFORMATION
Rev No: 2.1
REVISION HIGHLIGHTS
Revision Number : 0.0

Revision Date : 01.02.2017
First Edition

Sections 2.2; 2.3; 2.12; 2.20 – Introduction of EFF application in EFB
Section 2.21.1.- Low Visibility Procedures LVTO & CAT II

Chapter 4 – Introduction of ‘All Engine Climb Gradient’ in OPT
Section 2.3; Chapter 6 – Introduction of ‘Weight & Balance’ Module in OPT
Section 2.8 – EFB Acceptance Comments

Chapter 0 – Introduction of 9H-TJA in the fleet
Chapter 1 – Introduction of 9H-TJA in the fleet and removal of Ops Specs Table in Section 1.3

Manual Information Chapter – Revision of ‘System of Amendment and Revision’ (TMCAD – Clint);
Page renumbering

Chapter 2 – Section 2.12 Cruise Procedure – Aircraft Tracking Contingency Procedure

Chapter 0 – Introduction of 9H-TJB, 9H-TJC and 9H-MAX in the fleet
Chapter 1 – Introduction of 9H-TJB, 9H-TJC and 9H-MAX in the fleet
Chapter 2 – Introduction of 9H-TJB, 9H-TJC and 9H-MAX in the fleet and Inspector comments
Chapter 3 – Inspector comments
Chapter 4 – Introduction of 9H-TJB, 9H-TJC and 9H-MAX in the fleet plus Compliance Audits
Chapter 10 – Introduction of 9H-TJB, 9H-TJC and 9H-MAX in the fleet;
Chapter 10 – Revision of Safety Card
Chapter 11 – Emergency Evacuation Procedures Update
Chapter 4 – Section 4.6 Write-up on Short Field Package available on 9H-TJB inserted;
Page Renumbering
Page: B-viii
OM-PART B
Rev Date: 10.10.2020
MANUAL INFORMATION
Rev No: 4.3

Chapter 1 – Section 1.3 (Type of Operation) – ETOPS Application
Chapter 2 – Section 2.4 – Start-up Procedure – NOTE added
Chapter 2 – Section 2.7 – (Before Taxi) – ETOPS Procedure
Chapter 2 – Section 2.8.1 – (Taxi) – Carbon Brakes
Chapter 2 – Section 2.12. – (Cruise) ETOPS Procedure
Chapter 2 – Section 2.21.1 – LVO Procedures updated in line with CAT.OP.MPA.305
Chapter 2 – Section 2.21.13 – Supplementary ETOPS Procedure;
Chapter 2 – Section 2.21.14 – Supplementary Upset Prevention and Recovery Training;
Chapter 3 – Section 3.3 – Pilot Incapacitation - Medical Emergency;
Chapter 5 – Flight Planning – ETOPS Requirements;
Chapter 10 – Section 10.2.5 – Safety Card

Chapter 0 – Definitions
Chapter 2 – Section 2.21.1 – LVO Procedures updated for CAT IIIA

Chapter 0 – Removal of 9H-TJG and Introduction of 9H-TJD in the fleet
Chapter 1 – Removal of 9H-TJG and Introduction of 9H-TJD in the fleet
Chapter 4 – Removal of 9H-TJG, Introduction of 9H-TJD in the fleet and revision of Runway
Condition Assessment Table
Chapter 10 – Revision of Safety Card

Chapter 0 – Introduction of 9H-CXA and 9H-CXB in the fleet
Chapter 2 – Section 2.21.3 – ‘Prior Commencement of De /Anti-icing Procedure’ PA added
Chapter 6 – Revision as a result of TMCAD Audit Finding

Manual Information – Pg. iii; iv; v; vi; viii; ix
Chapter 0 – Approval Page; Table of Contents; Page renumbering
Chapter 2 – Section 2.21.11.1 – CPDLC Procedures added and Page Renumbering
Chapter 4 – Section 4.4.2 – Landing Enroute
Chapter 9 – MFC Procedure
Chapter 10 – Section 10.2.2 – Emergency Equipment Layout
Chapter 10 – Section 10.2.3 – Emergency Equipment (10.2.3.12 – Liferafts; 10.2.3.17 – AMBU) added;
Page renumbering
Chapter 12 – Section 12.8 – Revision of ELT numbers on the aircraft
Page: B-ix
OM-PART B
Rev Date: 30.12.2020
MANUAL INFORMATION
Rev No: 4.4

Manual Information – Pgs. iv; vi; ix; x; xi; Page renumbering
Chapter 0 – Pg. 8 – Introduction of 9H-CXC in the fleet
Chapter 1 – Pgs. 34; 35 – Introduction of 9H-CXC in the fleet; PCN write-up
Chapter 4 – Pg. 213; 215 - 219; 221 – Removal of duplicate information found in EFB Manual;
Introduction of 9H-CXC in the fleet; Page renumbering
Chapter 6 – Pg. 227 Flight Kit
Chapter 10 – Pg. 244 - 247; 267 Cockpit Oxygen System; Smoke Goggles; Page renumbering
Page: B-x
OM-PART B
Rev Date: 30.12.2020
MANUAL INFORMATION
Rev No: 4.4
LIST OF EFFECTIVE PAGES
Page Rev No Revision Date

OM-B-i TITLE PAGE
OM-B-ii TITLE PAGE
OM-B-iii 4.0 24.10.2019
OM-B-iv 4.4 30.12.2020
OM-B-v 4.3 10.10.2020
OM-B-vi 4.4 30.12.2020
OM-B-vii 2.1 20.05.2019
OM-B-viii 4.3 10.10.2020
OM-B-ix 4.4 30.12.2020
OM-B-x 4.4 30.12.2020
OM-B-xi 4.4 30.12.2020
OM-B-xii 0.0 01.02.2017
OM-B-xiii 4.0 24.10.2019
OM-B-xiv 0.0 01.02.2017
OM-B-xv 0.0 01.02.2017
OM-B-xvi 0.0 01.02.2017
OM-B-xvii 0.0 01.02.2017
OM-B-xviii 0.0 01.02.2017
OM-B-xix 0.0 01.02.2017
OM-B-xx 0.0 01.02.2017
OM-B-xxi 0.0 01.02.2017
OM-B-xxii 0.0 01.02.2017
OM-B-xxiii 1.3 22.07.2018
OM-B-xxiv 1.3 22.07.2018
OM-B-xxv 1.3 22.07.2018
OM-B-xxvi 1.3 22.07.2018
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OM-PART B
Rev Date: 30.12.2020
MANUAL INFORMATION
Rev No: 4.4
Page Rev No Revision Date Page Rev No Revision Date

OM-B-1 to B-6 4.4 30.12.2020 OM-B-138 4.2 15.06.2020
OM-B-7 0.0 01.02.2017 OM-B-139 to B-141 0.0 01.02.2017
OM-B-8 4.4 30.12.2020 OM-B-142 2.0 31.01.2019
OM-B-9 to B-10 2.0 31.01.2019 OM-B-143 0.0 01.02.2017
OM-B-11 to B-32 0.0 01.02.2017 OM-B-144 2.0 31.01.2019
OM-B-33 3.0 15.07.2019 OM-B-145 to B-152 0.0 01.02.2017
OM-B-34 to B-35 4.4 30.12.2020 OM-B-153 4.3 10.10.2020
OM-B-36 to B-38 0.0 01.02.2017 OM-B-154 4.4 30.12.2020
OM-B-39 to B-40 4.1 05.02.2020 OM-B-155 to B-158 0.0 01.02.2017
OM-B-41 0.0 01.02.2017 OM-B-159 to B-164 3.0 15.07.2019
OM-B-42 2.0 31.01.2019 OM-B-165 to B-197 0.0 01.02.2017
OM-B-43 0.0 01.02.2017 OM-B-198 3.0 15.07.2019
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OM-B-48 0.0 01.02.2017 OM-B-208 2.0 31.01.2019
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OM-B-54 to B-59 2.0 31.01.2019 OM-B-214 0.0 01.02.2017
OM-B-60 to B-66 0.0 01.02.2017 OM-B-215 to B-219 4.4 30.12.2020
OM-B-67 1.0 01.09.2017 OM-B-220 2.0 31.01.2019
OM-B-68 0.0 01.02.2017 OM-B-221 4.4 30.12.2020
OM-B-69 2.0 31.01.2019 OM-B-222 to B-224 2.1 20.05.2019
OM-B-70 to B-74 0.0 01.02.2017 OM-B-225 to B-226 3.0 15.07.2019
OM-B-75 2.0 31.01.2019 OM-B-227 4.4 30.12.2020
OM-B-76 0.0 01.02.2017 OM-B-228 to B-230 4.2 15.06.2020
OM-B-77 3.0 15.07.2019 OM-B-231 to B-238 0.0 01.02.2017
OM-B-78 0.0 01.02.2017 OM-B-239 to B-240 4.3 10.10.2020
OM-B-79 to B-81 2.0 31.01.2019 OM-B-241 to B-242 1.1 01.03.2018
OM-B-82 0.0 01.02.2017 OM-B-243 4.3 10.10.2020
OM-B-83 2.0 31.01.2019 OM-B-244 to B-247 4.4 30.12.2020
OM-B-84 to B-85 3.0 15.07.2019 OM-B-248 to B-264 0.0 01.02.2017
OM-B-86 to B-90 2.0 31.01.2019 OM-B-265 2.0 31.01.2019
OM-B-91 0.0 01.02.2017 OM-B-266 0.0 01.02.2017
OM-B-92 2.0 31.01.2019 OM-B-267 4.4 30.12.2020
OM-B-93 1.4 22.10.2018 OM-B-268 0.0 01.02.2017
OM-B-94 to B-95 3.0 15.07.2019 OM-B-269 to B-270 2.0 31.01.2019
OM-B-96 0.0 01.02.2017 OM-B-271 to B-274 0.0 01.02.2017
OM-B-97 2.0 31.01.2019 OM-B-275 to B-278 4.3 10.10.2020
OM-B-98 0.0 01.02.2017 OM-B-279 to B-280 0.0 01.02.2017
OM-B-99 2.0 31.01.2019 OM-B-281 4.3 10.10.2020
OM-B-100 to B-110 0.0 01.02.2017 OM-B-282 0.0 01.02.2017
OM-B-111 4.0 24.10.2019 OM-B-283 to B-284 2.0 31.01.2019
OM-B-112 0.0 01.02.2017 OM-B-285 4.1 05.02.2020
OM-B-113 2.0 31.01.2019 OM-B-286 to B-289 0.0 01.02.2017
OM-B-114 to B-125 0.0 01.02.2017 OM-B-290 to B-298 2.0 31.01.2019
OM-B-126 1.0 01.09.2017 OM-B-299 0.0 01.02.2017
OM-B-127 to B-133 4.0 24.10.2019 OM-B-300 4.4 30.12.2020
OM-B-134 to B-137 0.0 01.02.2017 OM-B-301 to B-302 0.0 01.02.2017
Page: B-xii
OM-PART B
Rev Date: 01.02.2017
MANUAL INFORMATION
Rev No: 0.0
DISTRIBUTION LIST
Transport Malta CAD (Digital)

Accountable Manager (Digital)
Department Managers (Digital)
All Pilots (Digital)
Documentation Department (Original)
Digital Library (Digital)
Aeroplanes (Digital)
This document is available in the digital library on the company network and EFB. For additional
information, please consult the Documentation Department.
Page: B-xiii
OM-PART B
Rev Date: 24.10.2019
MANUAL INFORMATION
Rev No: 4.0
TERMS AND DEFINITIONS

For the purpose of this Operations Manual Part B, the following definitions shall apply. For
additional definitions, refer to Operations Manual Part A – Chapter 0:
Aerodrome operating minima: The limits of usability of an aerodrome for either take-off or landing,
usually expressed in terms of runway visual range or visibility, decision altitude/height (DA/H) and
cloud conditions.
Aeroplane: An engine-driven fixed-wing aircraft heavier than air that is supported in flight by the
dynamic reaction of the air against its wings.
Aeroplane Operating Matters (AOM): The AOM is part of the operations manual describing in detail
the characteristics and operation of the aeroplane and its systems.
Air Traffic Control Unit (ATC): A generic term meaning variously, area control centre, approach
control office or aerodrome control tower.
Air Traffic Service Unit (ATSU): The main function of the Air Traffic Service Unit (ATSU) is to
provide the flight crew and the aircraft systems with the means of managing the data link information
exchange between the aircraft and the Air Traffic Service (ATS) centres.
Aircraft: A machine that can derive support in the atmosphere from the reactions of the air other than
the reactions of the air against the earth’s surface.
Aircraft equipment: Articles, other than stores and spare parts of a removable nature, for use on board
an aircraft during flight, including first aid and survival equipment.
Aircraft type: All aircraft of the same basic design including all modifications there to except those
modifications which result in a change of handling or flight characteristics or crew complement.
Air Operator Certificate (AOC): A certificate authorizing an operator to carry out specified
commercial air transport operations.
Alternate aerodrome: An aerodrome designated by an operator for a particular flight, other than the
destination aerodrome, and to which an aircraft may proceed when it becomes impossible or
inadvisable to proceed to or land at the aerodrome of intended landing. Alternate aerodromes include
the following:
Take-off alternate: An alternate aerodrome at which an aircraft can land should this become
necessary shortly after take-off and it is not possible to use the aerodrome of departure.
En-route alternate: An aerodrome at which an aircraft would be able to land after experiencing an
abnormal or emergency condition whilst en-route.
Destination alternate: An alternate aerodrome to which an aircraft may proceed should it become
impossible or inadvisable to land at the aerodrome of intended landing.
Note: The Aerodrome from which a flight departs may also be an en-route or a destination alternate
aerodrome for that flight.
Anti-icing: In the case of ground procedures, means a procedure that provides protection against the
formation of frost or ice and accumulation of snow on treated surfaces of the aircraft for a limited
period of time (hold-over time).
Approved: Documented by the Transport Malta CAD as suitable for the purpose intended.
Authority: The component authority responsible for the safety regulation of civil aviation in the state
of the applicant or operator.
Page: B-xiv
OM-PART B
Rev Date: 01.02.2017
MANUAL INFORMATION
Rev No: 0.0
Cabin crew member: An appropriately qualified crew member, other than a flight crew or technical
crew member, who is assigned by an operator to perform duties related to the safety of passengers and
flight during operations.
Cargo: In relation to Commercial Air Transportation, any property, including animals and mail, carried
by an aircraft other than stores and accompanied baggage.
Category I (CAT I) approach operation: A precision instrument approach and landing operation
using an instrument landing system (ILS), microwave landing system (MLS), GLS (ground-based
augmented global navigation satellite system (GNSS/GBAS) landing system), precision approach
radar (PAR) or GNSS using a satellite-based augmentation system (SBAS) with a decision height (DH)
not lower than 200 ft and with a runway visual range (RVR) not less than 550 m for aeroplanes and
500 m for helicopters.
Category II (CAT II) operation: A precision instrument approach and landing operation using ILS
or MLS with:
(a) DH below 200 ft but not lower than 100 ft; and
(b) RVR of not less than 300 m.
Category IIIA (CAT IIIA) operation: A precision instrument approach and landing operation using
ILS or MLS with:
(a) DH lower than 100 ft; and
(b) RVR not less than 200 m.
Child/Children: Persons who are of an age of two years and above but who are less than 12 years of
age.
Circling: The visual phase of an instrument approach to bring an aircraft into position for landing on
a runway that is not suitably located for a straight-in approach.
Commander: The pilot designated by the operator to be in command of the aircraft.
Congested area: In relation to a city, town or settlement, any area which is substantially used for
residential, commercial or recreational purposes.
Contaminated runway: A runway of which more than 25% of the runway surface area within the
required length and width being used is covered by the following:
a) surface water more than 3 mm (0.125 in) deep, or by slush, or loose snow, equivalent to more
than 3 mm (0.125 in) of water;
b) snow which has been compressed into a solid mass which resists further compression and will
hold together or break into lumps if picked up (compacted snow); or
c) ice, including wet ice.
Contingency fuel: The fuel required to compensate for unforeseen factors that could have an influence
on the fuel consumption to the destination aerodrome.
Continuous descent final approach (CDFA): A technique, consistent with stabilized approach
procedures, for flying the final-approach segment of a non-precision instrument approach procedure as
a continuous descent, without level-off, from an altitude/height at or above the final approach fix
altitude/height to a point approximately 15 m (50 ft) above the landing runway threshold or the point
where the flare manoeuvre shall begin for the type of aircraft flown.
Converted meteorological visibility (CMV): A value, equivalent to an RVR, which is derived from
the reported meteorological visibility.
Page: B-xv
OM-PART B
Rev Date: 01.02.2017
MANUAL INFORMATION
Rev No: 0.0
Co-pilot: A member of the flight crew acting in any piloting capacity, other than as pilot-in-command
or commander. In this manual, the terms “co-pilot” and “first officer” have the same meaning.
Crew member: A person assigned by an operator to perform duties on board an aircraft.
Critical phases of flight: In the case of aeroplanes means the taxi, take-off run, the take-off flight path,
the final approach, the missed approach, the landing including the landing roll, and any other phases
of flight as determined by the pilot-in-command or commander.
Dangerous goods: Articles or substances which are capable of posing a risk to health, safety, property
or the environment and which are shown in the list of dangerous goods in the Technical Instructions
or which are classified according to those Instructions.
De-icing: In the case of ground procedures, means a procedure by which frost, ice, snow or slush is
removed from an aircraft in order to provide uncontaminated surfaces.
Dry operating mass: The total mass of the aircraft ready for a specific type of operation, excluding
usable fuel and traffic load.
Dry runway: A runway which is neither wet nor contaminated, and includes those paved runways
which have been specially prepared with grooves or porous pavement and maintained to retain
‘effectively dry’ braking action even when moisture is present.
Emergency locator transmitter: Generic term describing equipment that broadcasts distinctive
signals on designated frequencies and, depending on application, may be activated by impact or may
be manually activated.
En-route alternate (ERA) aerodrome: An adequate aerodrome along the route, which may be
required at the planning stage.
First Officer: Co-pilot. See also co-pilot.
Flight control system: In the context of low visibility operations means a system that includes an
automatic landing system and/or a hybrid landing system.
Flight Recorder: Any type of recorder installed in the aircraft for the purpose of complementing
accident/incident investigation. General aviation operation - An aircraft operation other than a
commercial air transport operation or an aerial work operation.
Flight Time: The total time from the movement that an aircraft first moves under its own or external
power for the purpose of taking off until the movement it comes to rest at the end of the flight.
Fuel ERA aerodrome: An ERA aerodrome selected for the purpose of reducing contingency fuel.
GBAS landing system (GLS): An approach landing system using ground based augmented global
navigation satellite system (GNSS/GBAS) information to provide guidance to the aircraft based on its
lateral and vertical GNSS position. It uses geometric altitude reference for its final approach slope.
Instrument Meteorological Conditions (IMC): conditions that normally require pilots to fly
primarily by reference to instruments, and therefore under Instrument Flight Rules (IFR), rather than
by Visual Flight Rules (VFR). Typically, this means flying in cloud, bad weather or at night.
Landing decision point (LDP): The point used in determining landing performance from which, an
engine failure having been recognised at this point, the landing may be safely continued or a balked
landing initiated.
Page: B-xvi
OM-PART B
Rev Date: 01.02.2017
MANUAL INFORMATION
Rev No: 0.0
Landing distance available (LDA): The length of the runway which is declared available by the State
of the aerodrome and suitable for the ground run of an aeroplane landing.
Low visibility procedures (LVP): Procedures applied at an aerodrome for the purpose of ensuring
safe operations during lower than Standard Category I, other than Standard Category II, Category II
and III approaches and low visibility take-off s.
Low visibility take-off (LVTO): A take-off with an RVR lower than 400 m but not less than 75 m.
Maximum operational passenger seating configuration (MOPSC): The maximum passenger
seating capacity of an individual aircraft, excluding crew seats, established for operational purposes
and specified in the operations manual. Taking as a baseline the maximum passenger seating
configuration established during the certification process conducted for the type certificate (TC),
supplemental type certificate (STC) or change to the TC or STC as relevant to the individual aircraft,
the MOPSC may establish an equal or lower number of seats, depending on the operational constraints.
Maximum structural landing mass: The maximum permissible total aeroplane mass upon landing
under normal circumstances.
Maximum zero fuel mass: The maximum permissible mass of an aeroplane with no usable fuel. The
mass of the fuel contained in particular tanks should be included in the zero fuel mass when it is
explicitly mentioned in the aircraft flight manual.
Minimum Equipment List (MEL): A list (including a preamble) which provides for the operation of
aircraft, under specified conditions, with particular instruments, items of equipment or functions
inoperative at the commencement of flight. This list is prepared by the operator for his own particular
aircraft taking account of their aircraft definition and the relevant operational and maintenance
conditions in accordance with a procedure approved by the Authority.
Master Minimum Equipment List (MMEL): Master list (including a preamble) appropriate to an
aircraft type which determines those instruments, items of equipment or functions that, while
maintaining the level of safety intended in the applicable airworthiness certification specifications, may
temporarily be inoperative either due to the inherent redundancy of the design, and/or due to specified
operational and maintenance procedures, conditions and limitations, and in accordance with the
applicable procedures for Continued Airworthiness.
Maximum certificated take-off mass: The maximum total weight of the aircraft and its contents at
which the aircraft may take off anywhere in the world, in the most favourable circumstances in
accordance with the certificate of airworthiness in force in respect of the aircraft
Night: The period between the end of evening civil twilight and the beginning of morning civil twilight
or such other period between sunset and sunrise as may be prescribed by the appropriate authority, as
defined by the Member State.
Non-precision approach (NPA) operation: An instrument approach with a minimum descent height
(MDH), or DH when flying a CDFA technique, not lower than 250 ft and an RVR/CMV of not less
than 750 m.
Operator: A person, organization or enterprise engaged in an aircraft operation.
Passenger: A person other than a crew member traveling or about to travel on an aircraft.
Performance Class A aeroplane: Multi-engined aeroplanes powered by turbo-propeller engines with
an MOPSC of more than nine or a maximum take-off mass exceeding 5 700 kg, and all multi-engined
turbo-jet powered aeroplanes.
Page: B-xvii
OM-PART B
Rev Date: 01.02.2017
MANUAL INFORMATION
Rev No: 0.0
Pilot-in-Command: The pilot designated as being in command and charged with the safe conduct of
the flight. For the purpose of commercial air transport operations, the ‘pilot-in-command’ shall be
termed the ‘commander’.
Precision Approach: An instrument approach using Instrument Landing System, Microwave Landing
System or Precision Approach Radar for guidance in both azimuth and elevation
Public interest site (PIS): A site used exclusively for operations in the public interest.
Runway visual range (RVR): The range over which the pilot of an aircraft on the centre line of a
runway can see the runway surface markings or the lights delineating the runway or identifying its
centre line.
Separate runways: Runways at the same aerodrome that are separate landing surfaces. These runways
may overlay or cross in such a way that if one of the runways is blocked, it will not prevent the planned
type of operations on the other runway. Each runway shall have a separate approach procedure based
on a separate navigation aid.
Special VFR flight: A VFR flight cleared by air traffic control to operate within a control zone in
meteorological conditions below VMC.
Stabilized approach (SAp): An approach that is flown in a controlled and appropriate manner in terms
of configuration, energy and control of the flight path from a pre-determined point or altitude/height
down to a point 50 ft above the threshold or the point where the flare manoeuvre is initiated if higher.
State of Registry: The State on whose register the aircraft is entered.
State of the Operator: The State in which the operator has his principal place of business or, if he has
no such place of business, his permanent residence.
Take-off alternate aerodrome: An alternate aerodrome at which an aircraft can land should this
become necessary shortly after take-off and if it is not possible to use the aerodrome of departure.
Take-off decision point (TDP): The point used in determining take-off performance from which, an
engine failure having been recognised at this point, either a rejected take-off may be made or a take-
off safely continued.
Take-off distance available (TODA): In the case of aeroplanes means the length of the take-off run
available plus the length of the clearway, if provided.
Take-off flight path: The vertical and horizontal path, with the critical engine inoperative, from a
specified point in the take-off for aeroplanes to 1500 ft above the surface.
Take-off mass: The mass including everything and everyone carried at the commencement of the take-
off run for aeroplanes.
Take-off run available (TORA): The length of runway that is declared available by the State of the
aerodrome and suitable for the ground run of an aeroplane taking off.
Traffic Load (TL): The total mass of passengers, baggage, cargo and carry-on specialist equipment,
including any ballast.
Transport Malta CAD: The Civil Aviation Directorate within Transport Malta.
V1: The maximum speed in the take-off at which the pilot must take the first action to stop the
aeroplane within the accelerate-stop distance. V1 also means the minimum speed in the take-off,
Page: B-xviii
OM-PART B
Rev Date: 01.02.2017
MANUAL INFORMATION
Rev No: 0.0
following a failure of the critical engine at VEF, at which the pilot can continue the take-off and achieve
the required height above the take-off surface within the take-off distance.
VEF: The speed at which the critical engine is assumed to fail during take-off.
Visual approach: An approach when either part or all of an instrument approach procedure is not
completed and the approach is executed with visual reference to the terrain.
Wet runway: A runway of which the surface is covered with water, or equivalent, less than specified
by the ‘contaminated runway’ definition or when there is sufficient moisture on the runway surface to
cause it to appear reflective, but without significant areas of standing water.
Editorial Note:
In this Operations Manual, the following terms shall have the meaning outlined below:
“Shall” or an action verb in the imperative sense means that the application of rule or procedure or
provision is mandatory.
“Should” means that the application of a procedure or provision is recommended.
“May” means that the application of a procedure or provision is optional.
WARNING: An operating procedure, technique, etc., that may result in personal injury or loss of
life if not carefully followed.
CAUTION: An operating procedure, technique, etc., that may result in damage to equipment if not
carefully followed.
NOTE: An operating procedure, technique, etc., considered essential to emphasize. Information
contained in notes may also be safety related.
Page: B-xix
OM-PART B
Rev Date: 01.02.2017
MANUAL INFORMATION
Rev No: 0.0
ABBREVIATIONS
ABP Able Bodied Person
A/C Aircraft
ACAS Airborne Collision Avoidance System
ACARS Aircraft Communications Addressing and Reporting System
ADIRU Air Data Inertial Reference Unit
AFDS Autopilot Flight Director System
AFE Above Field Elevation
AFM Airplane Flight Manual
AGL Above Ground Level
AIP Aeronautical Information Publication
ALS Approach Lighting System
AOC Air Operator Certificate
AOM Aeroplane Operating Manual
APU Auxiliary Power Unit
APV Approach Procedure with Vertical Guidance
ATA Actual Time of Arrival
ATC Air Traffic Control
ATIS Automatic Terminal Information Service
ATSU Air Traffic Service Unit
A/P Auto Pilot
A/T Auto Throttle
B737 Boeing 737
C Captain/Commander
CA Cabin Attendant
CAD Civil Aviation Directorate
CAT I Category I
CAT II Category II
CAT III Category III
CAT IIIA Category IIIA
CC Cabin Crew
CCM Cabin Crew Manual
CDFA Continuous Descent Final Approach
CDL Configuration Deviation List
CDU Control Display Unit
CFIT Controlled Flight Into Terrain
CG Centre of Gravity
CRM Crew Resource Management
CTOT Calculated Take-Off Time
DA Decision Altitude
DA/H Decision Altitude/Height
DDG Dispatch Deviation Guide
DH Decision Height
DME Distance Measuring Equipment
DOI Dry Operating Index
DOW Dry Operating Weight
EASA European Aviation Safety Agency
EFB Electronic Flight Bag
Page: B-xx
OM-PART B
Rev Date: 01.02.2017
MANUAL INFORMATION
Rev No: 0.0
EGT Exhaust Gas Temperature

ELT Emergency Locator Transmitter
ETA Estimated Time of Arrival
ETOPS Extended Range Operations with Two-Engine Aero planes
EU European Union
FAA Federal Aviation Administration
FAF Final Approach Fix
FCOM Flight Crew Operations Manual
FCTM Flight Crew Training Manual
F/D Flight Director
FDR Flight Data Recorder
FL Flight Level
FMA Flight Mode Annunciations
FMCS Flight Management Computer System
FMS Flight Management System
FOD Foreign Object Damage
FOE Flight Operations Engineer
FOO Flight Operations Officer
fpm feet per minute
ft Feet
F/O First Officer
g gram
GNSS Global Navigation Satellite System
GPS Global Positioning System
GPWS Ground Proximity Warning System
GS Ground Speed
GW Gross Weight
HF High Frequency
hpa hectopascals
HIL Hold Item List
IAS Indicated Air Speed
ICAO International Civil Aviation Organization
IF Intermediate Fix
IFR Instrument Flight Rules
IGS Instrument Guidance System
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
in inches
IRS Inertial Reference System
ISA International Standard Atmosphere
kg kilograms
km kilometres
kt knots
LCN Local Communications Network
LDA Landing Distance Available
LNAV Lateral Navigation
LOC Localiser
Page: B-xxi
OM-PART B
Rev Date: 01.02.2017
MANUAL INFORMATION
Rev No: 0.0
LPV Localizer Performance with Vertical guidance

LVO Low Visibility Operation
LVTO Low Visibility Take-off
m meters
MAAS Maximum Allowable Airspeed
MAPt Missed Approach Point
MCP Mode Control Panel
MDA Minimum Descent Altitude
MDH Minimum Descent Height
MEA Minimum En-Route Altitude
MEL Minimum Equipment List
METAR Meteorological Aerodrome Report
MHz Megahertz
MID Midpoint
mm millimetres
MMEL Master Minimum Equipment List
MNPS Minimum Navigation Performance Specification
MORA Minimum Off-Route Altitude
MSA Minimum Safe Altitude
MSL Mean Sea Level
MUH Minimum Use Height
NADP Noise Abatement Departure Procedure
N/A Not Applicable
NM Nautical Miles
NOTAM Notice to Airmen
NOTOC Notification to Captain
NPA Non-Precision Approach
N1 Gas Generator Speed
N2 Second Stage Turbine Speed
OAT Outside Air Temperature
OCC Operation Control Centre
OFP Operational Flight Plan
OM Operations Manual
PBE Protective Breathing Equipment
PCN Pavement Classification Number
PF Pilot Flying
PFD Primary Flight Display
PIC Pilot-In-Command
PM Pilot Monitoring
PTT Push to Talk
QDM Magnetic Heading (zero wind)
QDR Magnetic Bearing
QFE Atmospheric Pressure at Aerodrome Elevation / Runway Threshold
QNH Atmospheric Pressure at Nautical Height
QRH Quick Reference Handbook
RA Resolution Advisory
Page: B-xxii
OM-PART B
Rev Date: 01.02.2017
MANUAL INFORMATION
Rev No: 0.0
RNAV Area Navigation

RNP Required Navigation Performance
RTO Rejected Take-off
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minima
RWY Runway
SAp Stabilised Approach
SDF Step-Down Fix
SID Standard Instrument Departure
SOP Standard Operating Procedures
SRA Surveillance Radar Approach
STA Scheduled Time of Arrival
STAR Standard Terminal Arrival Route
STD Scheduled Time of Departure
TA Traffic Advisory
TACAN Tactical Air Navigation Aid
TAT True Air Temperature
TAWS Terrain Awareness Warning System
TCAS Traffic Alert and Collision Avoidance System
TO Take-off
TOC Top of Climb
TOD Take-off Distance
TODA Take-off Distance Available
TORA Take-off Run Available
ULD Unit Load Device
UM Unaccompanied Minors
VA Volcanic Ash
VDF VHF Direction Finder
VDP Visual Descent Point
VFR Visual Flight Rules
VHF Very High Frequency
VIS Visibility
VMC Visual Meteorological Conditions
VMO Maximum Operating Speed
VNAV Vertical Navigation
VOR VHF Omnidirectional Radio Range
V1 Take-off Decision Speed
V2 Take-off Safety Speed
VR The speed at which the aircraft is rotated to lift off from the runway.
V/S Vertical Speed
WPT Way-point
WX Weather
ZFM Zero Fuel Mass
Page: B-xxiii
OM-PART B
Rev Date: 22.07.2018
MANUAL INFORMATION
Rev No: 1.3
SYSTEM OF AMENDMENT AND REVISION

See also Documentation Procedure for more details.
This document has been prepared by the Flight Operations Department with the coordination of the
departments concerned, and it has been reviewed by the Compliance Department and approved by the
Accountable Manager and Transport Malta CAD.
The Flight Operations Department is responsible for the contents of the OM Part B. Compliance,
Documentation, Engineering, SMS, Training, Ground Operations and all other Department Managers
concerned are also responsible for this manual and are to propose amendments and revisions. When
necessary, they shall prepare and/or supply manpower for the preparation of draft documentation
outlining their proposals.
The Documentation Department has final responsibility for making amendments to, revisions of and
the distribution of the manuals and other documents. Any suggestion for improvement of the manual
and advice that any contents may be obsolete will be assessed. Errors and/or discrepancies within the
Operations Manual or between the manuals and other regulations shall be reported to the Flight
Operations and/or the Documentation Department immediately.
There are 2 types of revisions applied to Operations Manual: -
- Changes that do not require prior approval of CAD;
- Changes that require prior approval of CAD.
Changes that do not require prior approval of CAD shall be presented to CAD for their knowledge
and CAD shall acknowledge receipt and/or any remarks within 10 days of submission. An
APPROVAL PAGE shall NOT be submitted to CAD for their signature. Such revisions will be
numbered as follows: - 0.1; 0.2; 0.3; 1.1; 1.2; 1.3; 2.1; 2.2; 2.3; 3.1; 3.2; etc. etc.
Changes that do not require prior approval of CAD are identified via following criteria:
 If the revision is in format of the document only (changes in paper size, font, company logo, etc.);
 If the revision is for error correction (correction of typing errors, clarification of
misunderstandings, etc.);
 If the revision is only informative and does not affect any approved procedures, capabilities or
privileges of the company (added explanations, pictures, updated graphs, etc.);
 If the revision is dictated by the CAD, caused by a CAD issued regulation or the changed procedure
has already been approved by the CAD;
 Handwritten amendments are permitted only in situations requiring immediate action in the
interest of safety with approval of related nominated persons, Compliance and SMS Managers.
Compliance Department is responsible for giving the decision whether a change shall or shall not
require prior approval of CAD prior to implementation.
For changes that require prior approval by CAD an APPROVAL PAGE shall be submitted to CAD
for their signature. Such revisions will be numbered as follows: - 0.0; 1.0; 2.0; 3.0 etc. etc.
A non-exhaustive checklist of items that require prior approval from CAD is contained in CAD Form
0091. This Form shall be submitted with the manual amendment and includes items such as:
(a) alternative means of compliance;

(b) procedures regarding items to be notified to the competent authority;
(c) cabin crew:
Page: B-xxiv
OM-PART B
Rev Date: 22.07.2018
MANUAL INFORMATION
Rev No: 1.3
(1) conduct of the training, examination and checking required by Annex V (Part-CC) to
Commission Regulation (EU) No 1178/2011 and issue of cabin crew attestations;
(2) procedures for cabin crew to operate on four aircraft types;
(3) training programmes, including syllabi;
(d) leasing agreements;
(e) non-commercial operations by AOC holders;
(f) specific approvals in accordance with Annex V (Part-SPA);
(g) dangerous goods training programmes;
(h) flight crew:
(1) alternative training and qualification programmes (ATQPs);
(2) procedures for flight crew to operate on more than one type or variant;
(3) training and checking programmes, including syllabi and use of flight simulation training
devices (FSTDs);
(i) fuel policy;
(j) mass and balance:
(1) standard masses for load items other than standard masses for passengers and checked
baggage;
(k) minimum equipment list (MEL):
(1) MEL;
(2) operating other than in accordance with the MEL, but within the constraints of the master
minimum equipment list (MMEL);
(3) rectification interval extension (RIE) procedures;
(l) minimum flight altitudes:
(1) the method for establishing minimum flight altitudes;
(2) descent procedures to fly below specified minimum altitudes;
(m) performance:
(1) increased bank angles at take-off;
(2) short landing operations;
(3) steep approach operations;
(n) isolated aerodrome: using an isolated aerodrome as destination aerodrome for operations with
aeroplanes;
(o) approach flight technique:
(1) all approaches not flown as stabilised approaches for a particular approach to a particular
runway;
(2) non-precision approaches not flown with the continuous descent final approach (CDFA)
technique for each particular approach/runway combination;
(p) maximum distance from an adequate aerodrome for two-engined aeroplanes without an extended
range operation with two-engined aeroplanes (ETOPS) approval;
(q) aircraft categories:
(1) Applying a lower landing mass than the maximum certified landing mass for determining the
indicated airspeed at threshold (VAT).
Page: B-xxv
OM-PART B
Rev Date: 22.07.2018
MANUAL INFORMATION
Rev No: 1.3
The OM is revised / amended by following steps below:
1) Demands for revision / amendment are received by the Flight Operations or the Compliance
Department in following ways;
 Directives from the Accountable Manager or the Transport Malta CAD;
 A Proposal by any Corendon Airlines Europe personnel using any means, via e-mail, verbally.
2) The Flight Operations Department prepares the draft revision of the OM. In order to identify
changes, additions or deletions; a vertical line shall be used to outline revised or newly published
paragraphs on the pages. In addition, an introduction ("Revision Letter") will be provided
identifying the revised pages and briefly describing the reason for their revision. Personnel are
required to carefully take note of the changes. Handwritten amendments and revisions are not
permitted except in situations requiring immediate amendment or revision in the interests of safety.
The Revised OM must include the following information:
 Edited/amended page(s)/chapters and revision dates in section “Record of Revisions”
 Description of the revision with the section number(s) in section “Revision Highlights”
 Revision date and numbers of each chapter and pages in section “List of Effective Pages”
The revision number, revision date and page number are included in the header of each page (see
Page Layout and Numbering System below).
The statement of “Intentionally Left Blank” is put on each blank page except for the cover page.
3) The Compliance Department reviews the draft document and ensures that all the departments to
be affected due to the revision are informed.
4) Draft revision is presented to the Accountable Manager and then the Transport Malta CAD.
5) When a draft revision is approved by the Transport Malta CAD, the Documentation Department
replaces the digital and hard copies of the OM in the related areas defined in “Distribution List”
section of this manual.
Page Layout and Numbering System:

Header
Manual Code-Page Number
OM PART B Page: B-xxv

AEROPLANE TYPE 737-800 Rev. Date: 19 Feb 2013
OPERATING MATTERS Rev. No: 08
Company Logo Manual Name Revision Number & Date

Page: B-xxvi
OM-PART B
Rev Date: 22.07.2018
MANUAL INFORMATION
Rev No: 1.3
Table of Contents:
In the Table of Contents, the heading level is limited with Level 3.
Example Table of Contents:
Heading Level Page Number
List of Effective Pages:
Pages may also be republished without revision bars due to slight changes in the flow of the document.
Overview of Documents:
Even the document has no revision; the Operations Manuals and other flight operations documents
should be overviewed each year. If the document is not up to date and needs revision, the steps for
revision described above will be followed.
Monitoring of Documents in use:
For monitoring of documents in use, the Documentation Department shall perform product audits and
verify:
 Documents are available at the distributed location,
 Physically in good condition,
 Legible,
 Complete,
 Easily accessible,
 Up to date,
 Digital library is update
Note: The Flight Operations Department is also responsible of monitoring the documents for their own
use and informs the Documentation Department about any issue concerning the items listed above.
OM PART B Page: B-1
AEROPLANE TYPE B737-800 & MAX-8 Rev Date: 30.11.2020

OPERATING MATTERS Rev No: 4.4
TABLE OF CONTENTS
TABLE OF CONTENTS ..................................................................................................................... 1
0. GENERAL INFORMATION AND UNITS OF MEASUREMENT ...................................... 7
0.1 GENERAL INFORMATION................................................................................................. 7
0.1.1 Data Summary of Corendon Airlines Europe’s Fleet ..................................................... 8
0.1.2 Aircraft Dimensions ........................................................................................................ 9
0.2 UNITS OF MEASUREMENT ............................................................................................. 11
0.2.1 Units Conversion Table ................................................................................................. 11
0.2.2 Reference Tables (Ref. Jeppesen Manuals) .................................................................. 12
1. LIMITATIONS ......................................................................................................................... 31
1.1 CERTIFICATION STATUS ............................................................................................... 31
1.2 PASSENGER SEATING CONFIGURATION .................................................................. 32
1.3 TYPES OF OPERATION .................................................................................................... 33
1.3.1 AREA OF OPERATION .............................................................................................. 33
1.4 CREW COMPOSITION ...................................................................................................... 34
1.5 OPERATIONAL LIMITS .................................................................................................... 34
1.5.1 Pavement Classification Number (PCN) Limitation ..................................................... 34
1.6 MASS AND CENTRE OF GRAVITY ................................................................................ 35
1.6.1 Weight Limitations ........................................................................................................ 35
1.6.2 Centre of Gravity (CG) ................................................................................................. 35
1.7 SPEED LIMITATIONS ........................................................................................................ 36
1.7.1 Maximum Operating Limit Speed (VMO/MMO) ........................................................ 36
1.7.2 Turbulence Penetration Airspeed .................................................................................. 37
1.7.3 One Hour Range with One Engine Inoperative ............................................................ 37
1.8 FLIGHT ENVELOPES ........................................................................................................ 38
1.9 WIND LIMITS ...................................................................................................................... 39
1.9.1 Tailwind Limits ............................................................................................................. 39
1.9.2 Crosswind Limits .......................................................................................................... 39
1.9.3 Wind Speeds for Ground Operation .............................................................................. 40
1.9.4 Low Visibility Procedures ............................................................................................. 40
1.10 PERFORMANCE LIMITATIONS FOR APPLICABLE CONFIGURATIONS ........... 41
1.11 LIMITATIONS ON WET OR CONTAMINATED RUNWAYS ..................................... 41
1.12 AIRFRAME CONTAMINATION ...................................................................................... 41
1.13 SYSTEM LIMITATIONS .................................................................................................... 42
1.13.1 Fuel System Limitations................................................................................................ 42
1.13.2 Engine Limitations ........................................................................................................ 43
1.13.3 Anti-Ice System Limitations ......................................................................................... 45
1.13.4 Cabin Pressurization Limitations .................................................................................. 46
1.13.5 APU Limitations ........................................................................................................... 46
1.13.6 GPWS Limitations ........................................................................................................ 46
1.13.7 Autopilot/Flight Director Limitations ........................................................................... 47
OM PART B Page: B-2

1.13.8 Communications............................................................................................................ 47
1.13.9 TCAS Limitations ......................................................................................................... 47
1.13.10 CDL Limitations ........................................................................................................ 47
1.13.11 Flight Controls Limitations ........................................................................................ 48
1.13.12 Landing Gear Limitation............................................................................................ 48
1.13.13 Flight Management, Navigation Limitations ............................................................. 48
1.13.14 Weather Radar Limitations ........................................................................................ 48
2. NORMAL PROCEDURES ...................................................................................................... 49
2.1 INTRODUCTION ................................................................................................................. 49
2.1.1 Normal Procedures Philosophy and Assumptions ........................................................ 50
2.1.2 Configuration Check ..................................................................................................... 50
2.1.3 General Crew Duties and Task Sharing ........................................................................ 52
2.1.4 Control Display Unit (CDU) Procedures ...................................................................... 60
2.1.5 MCP Procedures ............................................................................................................ 60
2.1.6 Autopilot Flight Director System (AFDS) Procedures ................................................. 61
2.1.7 Procedures for the use of the Normal Checklists .......................................................... 62
2.1.8 Callouts.......................................................................................................................... 63
2.2 FLIGHT CREW CHECK-IN AND AIRPLANE ACCEPTANCE .................................. 67
2.3 PRE-FLIGHT PROCEDURE .............................................................................................. 69
2.4 BEFORE START PROCEDURE ........................................................................................ 76
2.5 PUSH-BACK OR TOWING PROCEDURE ...................................................................... 78
2.6 ENGINE START PROCEDURE ......................................................................................... 79
2.7 BEFORE TAXI PROCEDURE ........................................................................................... 81
2.8 TAXI PROCEDURE ............................................................................................................. 83
2.8.1 Taxiing and Carbon Brake Life ..................................................................................... 84
2.9 BEFORE TAKE-OFF PROCEDURE ................................................................................. 86
2.10 TAKE-OFF PROCEDURE .................................................................................................. 88
2.11 CLIMB PROCEDURE ......................................................................................................... 92
2.12 CRUISE PROCEDURE ........................................................................................................ 93
2.12.1 Fuel Crossfeed Valve Check ......................................................................................... 95
2.13 DESCENT PROCEDURE .................................................................................................... 96
2.14 APPROACH PROCEDURE .............................................................................................. 101
2.15 LANDING PROCEDURE .................................................................................................. 106
2.15.1 Landing Procedure – ILS ............................................................................................ 106
2.15.2 Landing Procedure - Non-ILS Approach .................................................................... 112
2.15.3 Circling Approach ....................................................................................................... 118
2.16 GO AROUND AND MISSED APPROACH PROCEDURE .......................................... 120
2.17 LANDING ROLL PROCEDURE...................................................................................... 121
2.18 AFTER LANDING PROCEDURE ................................................................................... 122
2.19 SHUTDOWN PROCEDURE ............................................................................................. 123
2.20 SECURE PROCEDURE..................................................................................................... 125
OM PART B Page: B-3

2.21 SUPPLEMENTARY PROCEDURES ............................................................................... 127

2.21.1 Low Visibility Procedures ........................................................................................... 127
2.21.2 RNAV (GPS) / RNAV (GNSS) Approach ................................................................. 134
2.21.3 Passenger Announcements .......................................................................................... 137
2.21.4 Briefing Procedures ..................................................................................................... 139
2.21.5 Use of Exterior Lights ................................................................................................. 142
2.21.6 Automatic and Manual Flight Procedures ................................................................... 143
2.21.7 Turbulent Air Penetration Procedure .......................................................................... 146
2.21.8 Weather Radar and Terrain Display Policy ................................................................. 147
2.21.9 Signals Between Cabin Crew and Flight Crew ........................................................... 148
2.21.10 Noise Abatement Procedures ................................................................................... 149
2.21.11 Radiotelephone Communications ............................................................................ 150
2.21.12 Navigation Position, Performance and Accuracy .................................................... 155
2.21.13 ETOPS Supplementary Procedures ......................................................................... 159
2.21.14 Upset Prevention and Recovery Training (UPRT) .................................................. 160
3 NON-NORMAL AND EMERGENCY PROCEDURES ..................................................... 165
3.1 INTRODUCTION ............................................................................................................... 165
3.1.1 Non-Normal Situation Management ........................................................................... 165
3.1.2 Work Load Management ............................................................................................. 168
3.1.3 Non-Normal Checklist Procedures .............................................................................. 169
3.1.4 Emergency Signals Between Flight Crew and Cabin Crew ........................................ 174
3.1.5 Emergency Passenger Announcements ....................................................................... 175
3.2 NON-NORMAL MANEOUVERS ..................................................................................... 178
3.2.1 Rejected take-off ......................................................................................................... 178
3.2.2 Engine Failure After V1 .............................................................................................. 180
3.2.3 Engine Fire After V1 ................................................................................................... 182
3.2.4 Any Failure After V1 .................................................................................................. 184
3.2.5 Special Visual Fire Circuit .......................................................................................... 185
3.2.6 Emergency Descent ..................................................................................................... 187
3.2.7 Any Failure at Cruise (Required Checklist) ................................................................ 188
3.2.8 Engine Fault on Final Approach (VMC)..................................................................... 189
3.2.9 Engine Fault on Final Approach (IMC) ...................................................................... 190
3.2.10 Any Failure Requiring Checklist on Final Approach .................................................. 191
3.2.11 One Engine ILS Approach .......................................................................................... 192
3.2.12 Single Engine Non-Precision Approach ..................................................................... 193
3.2.13 Single Engine Circling Approach ............................................................................... 194
3.2.14 Single Engine Go Around ........................................................................................... 195
3.2.15 Engine Failure During Go-Around ............................................................................. 196
3.2.16 Engine Fire or Severe Damage During Go-Around .................................................... 197
3.3 PILOT INCAPACITATION .............................................................................................. 198
3.4 FIRE AND SMOKE DRILLS ............................................................................................ 200
3.5 UNPRESSURISED AND PARTIALLY PRESSURISED FLIGHT .............................. 201
3.5.1 Unpressurised Flights .................................................................................................. 201
3.5.2 Partially Pressurised Flight.......................................................................................... 202
3.6 OVERWEIGHT LANDING............................................................................................... 203
3.7 EXCEEDENCE OF COSMIC RADIATION LIMITS.................................................... 205
3.8 THUNDERSTORMS AND LIGHTNING STRIKES ...................................................... 206
OM PART B Page: B-4

3.8.1 Thunderstorm Warnings .............................................................................................. 206

3.8.2 Procedure and Flying Techniques ............................................................................... 206
3.8.3 Lightning ..................................................................................................................... 208
3.8.4 Static Electricity .......................................................................................................... 208
3.8.5 Use of Weather Radar ................................................................................................. 209
3.8.6 Storm Avoidance Distances for Aircraft Equipped with Weather Radar ................... 209
3.8.7 Use of Weather Radar - Guidance for Pilots ............................................................... 210
3.9 DISTRESS COMMINUCATIONS AND ALERTING ATC .......................................... 211
3.10 ENGINE FAILURE ............................................................................................................ 211
3.11 SYSTEM FAILURES ......................................................................................................... 211
3.12 GUIDENCE FOR DIVERSION IN THE CASE OF SERIOUS TECHNICAL FAILURE
211
3.13 GROUND PROXIMITY WARNING ............................................................................... 211
3.14 TCAS WARNING ............................................................................................................... 211
3.15 WIND SHEAR ..................................................................................................................... 211
3.16 EMERGENCY LANDING / DITCHING ......................................................................... 212
3.17 MEDICAL EMERGENCY ................................................................................................ 212
4. PERFORMANCE ................................................................................................................... 213
4.1 GENERAL ........................................................................................................................... 213
4.2 TAKE-OFF PERFORMANCE DATA .............................................................................. 214
4.2.1 Loss of Runway Length due to Alignment ................................................................. 216
4.3 ENROUTE ........................................................................................................................... 217
4.4 LANDING ............................................................................................................................ 218
4.4.1 Landing Dispatch ........................................................................................................ 218
4.4.2 Landing Enroute .......................................................................................................... 218
4.5 SPECIAL OPERATIONS .................................................................................................. 220
4.6 SHORT FIELD PACKAGE (SFP) .................................................................................... 221
5. FLIGHT PLANNING ............................................................................................................. 225
6. MASS AND BALANCE ......................................................................................................... 227
6.1 GENERAL ........................................................................................................................... 227
6.2 MASS AND BALANCE DATA ......................................................................................... 227
6.3 MASS AND BALANCE DOCUMENTATION ................................................................ 228
7. LOADING ................................................................................................................................ 231
7.1 AIRCRAFT LOADING AND NETTING ......................................................................... 231
7.2 BULK LOAD / LASHING .................................................................................................. 234
7.3 LOADING OF HUMAN REMAINS ................................................................................. 234
7.4 CATERING LOADING PROCEDURES ......................................................................... 235
8. CONFIGURATION DEVIATION LIST (CDL).................................................................. 237
9. MINIMUM EQUIPMENT LIST (MEL) .............................................................................. 239
OM PART B Page: B-5

10. SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN .................... 241

10.1 SURVIVAL EQUIPMENT................................................................................................. 241
10.2 EMERGENCY EQUIPMENT ........................................................................................... 241
10.2.1 Emergency Equipment List ......................................................................................... 241
10.2.2 Emergency Equipment Layout .................................................................................... 242
10.2.3 Emergency Equipment ................................................................................................ 244
10.2.4 Emergency Equipment Check ..................................................................................... 284
10.2.5 Safety Cards ................................................................................................................ 285
10.3 OXYGEN AND DECOMPRESSION................................................................................ 287
11. EMERGENCY EVACUATION PROCEDURES ............................................................... 290
11.1 EMERGENCY PREPARATION ...................................................................................... 290
11.1.1 Cabin Preparation ........................................................................................................ 290
11.1.2 Galley Preparation ....................................................................................................... 290
11.1.3 Passenger Preparation ................................................................................................. 291
11.1.4 Able Bodied Person (ABP) ......................................................................................... 291
11.1.5 Emergency Commands ............................................................................................... 293
11.2 EVACUATION PROCEDURE ......................................................................................... 295
12. AEROPLANE SYSTEMS ...................................................................................................... 299
12.1 SPARE ELECTRICAL FUSES ......................................................................................... 299
12.2 LIGHTING SYSTEMS ....................................................................................................... 299
12.3 ANTI-ICE AND RAIN SYSTEMS .................................................................................... 299
12.4 ALTITUDE ALERTING SYSTEM .................................................................................. 299
12.5 TERRAIN AWARENESS WARNING SYSTEM (TAWS/GPWS) ............................... 299
12.6 AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS/TCAS) ............................ 299
12.7 AIRBORNE WEATHER DETECTING EQUIPMENT ................................................. 299
12.8 EMERGENCY LOCATOR TRANSMITTER (ELT) ..................................................... 300
12.9 COCKPIT VOICE RECORDER ...................................................................................... 300
12.10 FLIGHT DATA RECORDER (FDR)......................................................................... 300
12.11 DATA LINK RECORDING ........................................................................................ 301
12.12 TRANSPONDER .......................................................................................................... 301
12.13 HEADSET ..................................................................................................................... 301
12.14 INTERPHONE AND PUBLIC ADDRESS SYSTEM .............................................. 301
12.15 AUDIO SELECTOR PANEL...................................................................................... 301
12.16 SEATS, SEAT SAFETY BELTS, RESTRAINT SYSTEMS AND CHILD
RESTRAINT DEVICES ............................................................................................................. 301
12.17 INTERNAL DOORS AND CURTAINS .................................................................... 301
12.18 MARKING OF BREAK-IN POINTS......................................................................... 302
12.19 IFR RELATED EQUIPMENT ................................................................................... 302
OM PART B Page: B-6

INTENTIONALLY LEFT
BLANK
OM PART B Page: B-7

0. GENERAL INFORMATION AND UNITS OF MEASUREMENT
0.1 GENERAL INFORMATION
This Operations Manual Part B is intended to be used as a quick reference guide for the Airplane Flight
Manual (AFM), the Boeing 737 Flight Crew Operations Manual (FCOM), and the Quick Reference
Handbook (QRH).
The purpose of this manual is to;

a) Provide the Flight Crew with the necessary operating procedures and information required for the
safe and efficient operation of Boeing 737 aircraft during all anticipated airline operations.
b) Serve as a comprehensive reference guide for use during transition training for the Boeing 737
aircraft.
c) Serve as a review guide for recurrent training and proficiency checks.
d) Establish standardised procedures and practices to enhance the operational philosophy and policy
of Corendon Airlines Europe applicable to the operation of Boeing aircraft.
OM PART B Page: B-8
AEROPLANE TYPE B737-800 Rev Date: 30.12.2020

0.1.1 Data Summary of Corendon Airlines Europe’s Fleet
Date of Engine Seating

Manufacturer Type/ Model Registration MSN MTOW
Manufacture Type Installed
Boeing 737 - 800 Apr 2006 CFM56-7B 189Y 9H-TJA 34409 79,015kg
Boeing 737 - 800 Feb 2007 CFM56-7B 189Y 9H-TJB 35093 79,015kg
Boeing 737 - 800 Feb 2011 CFM56-7B 189Y 9H-TJC 38012 79,015kg
Boeing 737 - 800 Oct 2007 CFM56-7B 189Y 9H-TJD 35077 77,000kg
Boeing 737 - 800 Sep 2014 CFM56-7B 189Y 9H-CXA 42804 79,015kg
Boeing 737 - 800 Jul 2014 CFM56-7B 189Y 9H-CXB 42799 79,015kg
Boeing 737 - 800 Feb 2013 CFM56-7B 189Y 9H-CXC 39434 78,999kg
Boeing 737 – MAX - 8 Apr 2019 LEAP 1B 189Y 9H-MAX 60227 82,190kg
NOTE: Until further notice, any references for the Boeing 737 – MAX – 8 aircraft in this manual, are
NOT APPLICABLE
 All aircraft are equipped with winglets.

 All aircraft are equipped with Carbon Brakes.
 9H-TJA; 9H-TJB; 9H-TJC; 9H-TJD; 9H-CXA; 9H-CXB; 9H-CXC are equipped with CFM56-7B engine with 26/24%/22%
derates.
 9H-MAX aircraft is equipped with LEAP 1B engine with 27/10%/20% derates
 9H-TJB is equipped with SFP2
 9H-CXA; 9H-CXB; 9H-CXC are equipped with SFP1
OM PART B Page: B-9

0.1.2 Aircraft Dimensions
0.1.2.1 Principal Dimensions
737-800
with
Winglets
737-8
OM PART B Page: B-10

0.1.2.2 Turning Radius


0.2 UNITS OF MEASUREMENT
The following table shall be used to make conversion calculations.
0.2.1 Units Conversion Table
METRIC  US US  METRIC
1 mm = 0.0394 in 1 in = 25.4 mm
1 m = 3.281 ft 1 ft = 0.3048 m
LENGTH 1 m = 1.094 yd 1 yd = 0.914 m
1 km = 0.540 NM 1 NM = 1.852 km
1 km = 0.6215 Statute mile 1 statute mile = 1.609 km
1 m/s = 3.281 ft/s 1 ft/s = 0.3048 m/s
SPEED
1 km/h = 0.54 kt 1 kt = 1.852 km/h = 0.514 m/s
1 N = 0.2248 lb 1 lb = 4.448 N
FORCE
1 daN = 2.248 lb 1 lb = 0.44483 daN
1 g = 0.353 oz 1 oz = 28.35 g
WEIGHT 1 kg = 2.2046 lb 1 lb = 0.4536 kg
1 ton = 2,204.6 lb 1 lb = 0.0004536 ton
1 bar = 14.505 psi 1 psi = 6892 Pa = 0.0689 bar
PRESSURE 1 mbar = 1 hPa = 0.0145 psi 1 psi = 68.92 hPa = 68.92 mbar
1 mbar = 0.02953 in Hg 1 in Hg = 33.864 hPa
1 L = 0.2642 us GALLONS 1 us GALLON = 3.785 L
VOLUME 1 M = 264.2 us GALLONS 1 us GALLON = 0.003785 M
1 L = 1.0567 us QUART 1 us QUART = 0.94635 L
MOMENTUM 1 m.daN = 88.5 lb.in 1 lb.in = 0.0113 m.daN
C = 5/9 (F - 32) F = (C *1.8) + 32

TEMPERATURE
C = 5/9 (F + 40) - 40 F = 9/5(C + 40) – 40

0.2.2 Reference Tables (Ref. Jeppesen Manuals)
ALTIMETER SETTING (FLIGHT LEVEL TABLE):


METRIC MULTIPLES AND SUB-MULTIPLES:


WIND COMPONENT TABLES:



PRESSURE ALTITUDE:



CONVERSIONS :

CONVERSIONS:

CONVERSIONS:

CONVERSIONS:

CONVERSIONS:

CONVERSIONS:

CONVERSIONS:

CONVERSIONS:

CONVERSIONS:

CONVERSIONS:

CONVERSIONS:

ALTIMETER/PRESSURE/TEMPERATURE CORRECTIONS:

1. LIMITATIONS
This chapter is intended to be used as a quick reference guide for operating limitations as defined by
the Airplane Flight Manual (AFM) and the Boeing 737 Flight Crew Operations Manual (FCOM) and
the limititations described in this chapter are in compliance with the Boeing documents and the
limititations established by the State of Registry.
Also refer to FCOM – Limitations chapter.
1.1 CERTIFICATION STATUS
All Corendon Airlines Europe’s aircraft are certificated in the Transport Category in accordance with
Joint Aviation Requirements.
The Transport Malta CAD authorises the operation of Corendon Airlines Europe, and its fleet, under
the following certificates:
 AOC (including Operations Specifications)
 Certificate of Registration
 Certificate of Airworthiness
 Noise Certificate
 The Aircraft Radio System Licence
All certificates are available and accessible on each aircraft in the documents folder and / or EFB.

1.2 PASSENGER SEATING CONFIGURATION
The maximum number of passengers is: 189Y

This is the standard configuration for Corendon Airlines Europe operations but it may be changed for
wetlease operations depending on the requirements of the lessor.
The maximum number of infants is: 19 (max. 28*)

* The maximum number may be increased with the provision of additional infant belts and life vests.
The maximum permissible number of passengers and infants which can be carried may be restricted
by the MEL and regulatory restrictions, e.g. the number of seat belts and life jackets (when required)
on board may restrict the total which can be carried.
For the details of passenger handling instructions, refer to OM-Part A Chapter 8.2.

1.3 TYPES OF OPERATION
The Transport Malta CAD have approved the use of the aircraft of Corendon Airlines Europe in the
following types of flight operations, day and night, where the appropriate/required instruments and
equipment, required by the airworthiness and/or operating regulations, have been installed and
approved in accordance with the applicable Transport Malta CAD Regulations:
 Carriage of passengers
 Carriage of cargo
 Visual flight (VFR)
 Instrument flight (IFR)
 Flight in Icing Conditions
 Night Flight
 Extended Over-Water Operation (Operation over water at a horizontal distance of more than 50
nautical miles (NM) from the nearest shoreline)
NOTE: The aircraft shall ONLY be operated on overwater flights at a maximum distance of 400 NM
from land suitable for making an emergency landing if the aircraft complies with the ditching
provisions prescribed in the applicable airworthiness code.
Special Authorisation/Approval (Ref. Approved AOC):
Refer to latest OPERATIONS SPECIFICATIONS document issued by TMCAD.
• Performance Based Navigation (RNP 1/RNAV 1, RNAV 5, RNAV 10, RNP APCH);
• Reduced Vertical Separation Minima (RVSM);
• Minimum Navigation Performance Specifications (MNPS);
• Extended range operations (ETOPS):
Aircraft Type B 737-800

Registration Marks 9H-TJC
Serial Number 38012
ETOPS Approval 120 minutes
Engine 1 type & Serial No CFM56-7B / 804723
Engine 2 type & Serial No CFM56-7B / 804735
APU type and Serial No Honeywell-131-9B / P8846
1.3.1 AREA OF OPERATION
Corendon Airlines Europe is authorized to operate in the following ICAO Air Navigation Regions:
NAT; EUR; MID; AFI; and SAM between Latitude 80 degrees North and 60 degrees South;

1.4 CREW COMPOSITION

The Minimum number of flight crew required is as follows:
Min. Min.
Cockpit Crew Cabin Crew
2 4
For detailed crew composition procedures, refer to OM-Part A Chapter 4.
1.5 OPERATIONAL LIMITS
Runway slope +/- 2%

Maximum Take-off and 15 kt – 9H-TJA; 9H-TJB; 9H-TJC; 9H-CXA;
Landing Tailwind Component 9H-CXB; 9H-CXC; 9H-MAX;
Maximum Take-off and
10 kt – 9H-TJD;
Landing Tailwind Component
Maximum Operating Altitude 41,000 feet
Maximum Take-off and
8,400 feet
Landing Altitude
82 degrees North and 82 degrees South, except for
the region between 80 degrees West and 130
Maximum flight operating
degrees West longitude, the maximum flight
LATITUDE:
operating latitude is 70 degrees North, and the
9H-TJA; 9H-TJB; 9H-TJC;
region between 120 degrees East and 160 degrees
9H-TJD;
East longitude, the maximum flight operating
latitude is 60 degrees South.
82 degrees North and 82 degrees South, except for
Maximum flight operating
the region between 80 degrees West and 170
LATITUDE:
degrees West longitude, the maximum flight
9H-CXA; 9H-CXB; 9H-CXC;
operating latitude is 73 degrees North, and the
region between 120 degrees East and 160 degrees
East longitude, the maximum flight operating
(B737-8 (MAX)
latitude is 60 degrees South.
1.5.1 Pavement Classification Number (PCN) Limitation

Pavement Classification Number (PCN) is an ICAO standard expressed as a number that states the
load-carrying capacity of a pavement structure of an airport for unrestricted operations.
Aircraft Classification Number (ACN) is a number that expresses the relative effect of an individual
aircraft at a given configuration on a pavement structure for a specified standard subgrade strength.
PCN is used in combination with the ACN to ensure that the pavement structure is not subjected to
excessive wear and tear, thus prolonging its usable life. The ACN shall be lower than the PCN.
The lowest PCN for an empty B737 aircraft is 22. Corendon Airlines Europe shall not operate into
airports with a PCN lower than 30 except for ferry and technical flights. If the PCN of 30 at a particular
airport imposes performance restrictions on the operation, Corendon Airlines Europe shall request the
local Airport Authority and obtain a ‘waiver’ or ‘Pavement Strength Concession’ before operating to
this airport.

1.6 MASS AND CENTRE OF GRAVITY
1.6.1 Weight Limitations

Terms:
Maximum Landing Weight (MLW): Maximum weight for landing as limited by aircraft strength and
airworthiness requirements.
Maximum Take-off Weight (MTOW): Maximum weight at brake release as limited by aircraft
strength and airworthiness requirements.
Maximum Taxi Weight (MTW): Maximum weight for ground maneuver as limited by aircraft
strength and airworthiness requirements. (It includes weight of taxi and runup fuel.)
Maximum Zero Fuel Weight (MZFW): Maximum weight allowed before usable fuel must be loaded
in the aircraft as limited by strength and airworthiness requirements.
AIRCRAFT MTW MTOW MLW MZFW

MSN
REG. (KG) (KG) (KG) (KG)
9H-TJA 34409 79,242 79,015 66,360 62,731
9H-TJB 35093 79,242 79,015 66,360 62,731
9H-TJC 38012 79,242 79,015 66,224 62,731
9H-TJD 35077 77,227 77,000 65,317 61,688
9H-CXA 42804 79,242 79,015 66,360 62,731
9H-CXB 42799 79,242 79,015 66,360 62,731
9H-CXC 39434 79,225 78,999 66,360 62,731
9H-MAX 60227 82,190 68,174
1.6.2 Centre of Gravity (CG)

In order to determine the centre of gravity of an empty aeroplane, it must be accurately weighed to
determine the position of its balance point measured in inches aft of a fixed reference line located
forward of the airplane nose. This line is called the Reference Datum Line. Selection of the Reference
Datum Line is arbitrary, but it does provide a standard point from which the movement of the centre-
of-gravity along the longitudinal axis can be measured.
The Centres of Gravity of each (empty) aircraft are calculated and tabulated with the variations
resulting from the use of different crew and pantry configurations shown in the DOW/DOI tables.
These tables are available in the EFB in digital format.

1.7 SPEED LIMITATIONS
1.7.1 Maximum Operating Limit Speed (VMO/MMO)

The maximum operating limit speed shall not be deliberately exceeded in any regime of flight.
Notes:
1) All instrument markings and placards in the airplane are shown as indicated (IAS, M) values and
are not corrected for instrument error. VMO is indicated by the red arc on the airspeed indicator or
by the upper barber pole on the speed tape.
2) VA is defined as the speed above which manoeuvres involving the full application of rudder,
ailerons or elevator, or manoeuvres involving angles of attack near the stall, should be avoided.

1.7.2 Turbulence Penetration Airspeed
PHASE OF FLIGHT AIRSPEED

CLIMB 280 knots or .76 Mach
Use FMC recommended thrust
settings. If the FMC is inoperative,
refer to the Unreliable Airspeed
CRUISE page in the Performance–Inflight
section of the QRH for approximate
N1 settings that maintain near
optimum penetration airspeed.
.76 Mach / 280 / 250 knots. If severe
turbulence is encountered at
altitudes below 15,000 feet and the
DESCENT airplane gross weight is less than the
maximum landing weight, the
aeroplane may be slowed to 250
knots in the clean configuration.
Note: If an approach must be made into an area of severe turbulence, delay flap extension as long as
possible. The aeroplane can withstand higher gust loads in the clean configuration.
1.7.3 One Hour Range with One Engine Inoperative

For selection of a take-off alternate and all engine operation alternate, the following distance is to be
used for one hour flight time in still air with one engine inoperative:
280 KIAS: 386 NM
Reference: Boeing Flight Planning and Performance Manuals
Note: These values are for standard Corendon Airlines Europe Operation flight plan values. The range
may vary due to selected airspeed.

1.8 FLIGHT ENVELOPES


1.9 WIND LIMITS
1.9.1 Tailwind Limits

For TO/Landing Tailwind limits refer to ‘Operational Limits’ Section 1.5.
1.9.2 Crosswind Limits
Braking Coefficent Take-off & Landing

Braking Max. X-Wind Max. X-Wind
Snowtam
Action Component Component (kts)
/ Code ICAO Russian
Good (kts) for Narrow RWY
T/O LND T/O LND
Dry 6 - - - 34 40*** 20 20
Good 5 95 0.40 or above 0.42 or above 25 40*** 20 20
Medium/Good 4 94 0.36 - 0.39 0.41 - 0.40 20 35*** 13 13kts

Medium 3 93 0.30 – 0.35 0.39 – 0.37 15 25*** 13 13
Medium/Poor 2 92 0.26 – 0.29 0.36 – 0.35 13 17 8 8
N/A for Corendon Airlines Europe
Poor 1 91 0.25 or less 0.34 or less
operations.
Note for Landing:
Reduce crosswind guidelines by 5 knots on wet or contaminated runways whenever asymmetric

reverse thrust is used.
*Winds measured at 33 feet (10 m) tower height and apply for runways 148 feet (45m) or greater in
width.
** Landing on untreated ice or snow should only be attempted when no melting is present.
*** Sideslip only (zero crab) landings are not recommended with crosswind components in excess
of 17 knots at flaps 15, 20 knots at flaps 30, or 23 knots at flaps 40. This recommendation ensures
adequate ground clearance and is based on maintaining adequate control margin.
Note: Reduce sideslip only (zero crab) landing crosswinds by 2 knots for airplanes with winglets.

If Breaking Action is not reported, use below Table as reference for Runway Condition Assessment.
Ref: https://www.faa.gov/about/initiatives/talpa/media/TALPA-Airport-RCAM.pdf
1.9.3 Wind Speeds for Ground Operation

Do not operate the entry or cargo doors in wind over 40 knots.
Do not keep doors open when wind gusts exceed 65 knots. Strong winds can cause damage to the
structure of an aeroplane.
1.9.4 Low Visibility Procedures

For Low Visibility Procedures wind limitations refer to Low Visibility Procedures Section 2.21.1

1.10 PERFORMANCE LIMITATIONS FOR APPLICABLE CONFIGURATIONS

Please refer to Chapter 4 - Performance of this manual.
1.11 LIMITATIONS ON WET OR CONTAMINATED RUNWAYS

The following information applies to take-offs on wet or contaminated runways:
 For wet runways, reduced thrust (fixed derate, assumed temperature method, or both) is allowed
provided a suitable take-off performance calculation is made to account for the increased stopping
distance required on a wet surface
 For runways contaminated by slush, snow, standing water, or ice, reduced thrust (fixed derate) is
allowed provided a suitable take-off performance calculation is made to account for the runway
surface condition. The use of reduced thrust using the assumed temperature method, whether
alone, or in combination with a fixed derate, is not allowed
 V1 may be reduced to minimum V1 to provide an increased stopping margin, provided that the
field length required for a continued take-off from the minimum V1, and obstacle clearance, meet
the regulatory requirements. The determination of such a minimum V1 may require a real-time
performance calculation tool or other performance information supplied by dispatch. EFB
applications enable flight crew to make the necessary adjustments.
 Take-offs are not recommended when slush, wet snow, or standing water depth is more than 1/2
inch (13 mm) or dry snow depth is more than 4 inches (102 mm).
Type of Contamination T/O Landing

Standing Water 12.5 mm 12.5 mm
Slush or Wet Snow 12.5 mm 12.5 mm
Dry Snow 102 mm 75 mm
For detailed information, please refer to Chapter 4 of this manual - Performance.
1.12 AIRFRAME CONTAMINATION

It is permitted to take-off with light coatings of frost, up to 1/8 inch (3 mm) thick, on the lower wing
surfaces due to cold fuel, however, all leading edge devices, all control surfaces, tab surfaces, upper
wing surfaces and control surface balance panel cavities must be free of snow, ice and frost.
If the frost on the lower surface is greater than 1/8 inch (3 mm) in thickness, all snow, ice and frost on
the wings must be removed using appropriate deicing/anti-icing procedures.
Thin hoarfrost is acceptable on the upper surface of the fuselage provided all vents and ports are clear.
Thin hoarfrost is a uniform white deposit of fine crystalline texture, which usually occurs on exposed
surfaces on a cold and cloudless night, and which is thin enough to distinguish surface features
underneath, such as paint lines, markings or lettering.
For detailed information, please refer to OM-Part A Chapter 8.2.4 and Boeing FCOM.

1.13 SYSTEM LIMITATIONS
1.13.1 Fuel System Limitations

Intentional dry running of a centre tank fuel pump (low pressure light illuminated) is prohibited.
Usable Fuel Tank Quantities:

Max. Weight Max. Weight
Tank B737-800 B737-8 (MAX)
Pounds Kilograms Pounds Kilograms
No.1 or No.2 9,144 4,147 9,038 4,099
Centre 30,522 13,843 30,345 13,764
For fuel tank location and capacities (usable fuel at level attitude with density of 0.8029) refer to FCOM
Fuel System.
Fuel Loading:
Fuel Density: 0.7549 to 0.8507 KG/liter
Fuel tanks may be loaded individually, simultaneously, or in any sequence. The main tanks must be
loaded equally with the desired fuel quantity or until full. The Main wing tanks must be scheduled to
be full if the centre wing tank contains more than 1,000 pounds (453 kilograms) of fuel. With 1,000
pounds (453 kilograms) or less fuel in the centre tank, partial main wing tank fuel may be loaded
provided the effects of balance have been considered. Fuel must always be used in accordance with
the Fuel Usage procedures (shown below).
During refuelling, HF radios shall not be operated.
Ground Transfer of Fuel:

Transferring fuel with passengers onboard is prohibited, unless the fuel quantity in the tank from which
fuel is being taken is maintained at or above 2,000 pounds/900 kilograms.
Lateral Fuel Imbalance: The lateral fuel imbalance between main wing tanks must be scheduled to
be zero. Random fuel imbalance between main wing tanks for taxi, take-off, flight, or landing must not
exceed 1,000 pounds (453 kilograms).
Fuel Usage: With no centre tank fuel, use main tank-to-engine fuel feed with all operable main tank
boost pumps on, centre tank boost pumps off and the cross feed valve closed [1].
With centre tank fuel, use centre tank fuel for all operations with all operable boost pumps on and the
cross feed valve closed [1] until centre tank fuel is depleted (however, a maximum of 1,000 pounds
(453 kilograms) may be retained in the centre wing tank provided the effects of balance have been
considered). Then continue the flight using the main tank-to-engine fuel feed with all operable main
tank boost pumps on and the cross feed valve closed [1].
[1] The cross feed valve is open for minimum fuel operation, and may be opened to correct fuel
imbalance.

The centre tank fuel pumps must be OFF for takeoff if centre tank fuel is less than 2,300 kilograms
with the airplane readied for initial taxi.
Both centre tank fuel pump switches must be selected OFF when centre tank fuel quantity reaches
approximately 500 kilograms during climb and cruise or 1,400 kilograms during descent and landing.
The fuel pumps must be positioned OFF at the first indication of fuel pump low pressure.
The centre tank pumps may be positioned ON again when established in cruise flight if the centre tank
contains more than 500 kilograms of fuel. Both centre tank pump switches must be positioned OFF if
the centre tank is empty.
The centre tank fuel quantity indication system must be operative to dispatch with centre tank mission
fuel.
NOTE: The CONFIG indicator will annunciate if centre tank fuel exceeds 800 kilograms and the centre
tank fuel pump switches are OFF. Do not accomplish the CONFIG non-normal procedure
prior to or during takeoff with less than 2,300 kilograms of centre tank fuel or during descent
and landing with less than 1,400 kilograms of centre tank fuel.
Fuel Temperature:
The maximum tank fuel temperature is 49°C (120°F).
Tank fuel temperature prior to take-off and inflight must not be less than -43°C (-45°F) or 3°C (5°F)
above the fuel freezing point temperature, whichever is higher. The use of Fuel System Icing Inhibitor
additives does not change the minimum fuel tank temperature limit.
Minimum Fuel Quantity in Main Tanks (for electric motor-driven hydraulic pumps operation)
The minimum fuel required for the operation of the electric motor-driven hydraulic pumps on the
ground is 760 Kgs in the related main tank.
1.13.2 Engine Limitations

Engine Thrust:
N1 values for take-off, maximum continuous and go-around thrust ratings are provided in FMC.
Operation at reduced take-off thrust based on an assumed temperature higher than the actual ambient
temperature is permissible if the aeroplane meets all the applicable performance requirements at the
planned take-off weight and reduced thrust setting. The amount of thrust reduction must not exceed 25
percent of the full rated or derated take-off thrust. The use of assumed temperature reduced thrust
procedures is not allowed when the runway is contaminated with standing water, ice, slush, or snow.
Reduced thrust is allowed on a wet runway if a suitable performance calculation is made to account for
the increased stopping distance on a wet surface. Assumed temperature reduced take-off thrust is not
permitted with anti-skid inoperative.
The assumed temperature method for reduced thrust take-offs may not be used in conjunction with a
Maximum Take-off thrust that is implemented in the FMCS as a bump rating.
Engine Instrument Markings:
 Maximum limits are marked by a red line
 Cautionary range is marked by an amber arc.
 Normal operating range is marked by a white arc.
 Minimum limits are marked by a red line

Engine RPM:
The maximum operational limits are:
B737-800:
N1 - Low Pressure Compressor Rotor 104.0% (continuous)
N2 - High Pressure Compressor Rotor 105.0% (continuous)
B737-8(MAX):
N1 - Low Pressure Compressor Rotor 104.3%
N2 - High Pressure Compressor Rotor 117.5%
Engine EGT:
B737-800 B737-8(MAX)
Temperature Temperature
Operating Condition Time Limit Time Limit
Limits Limits
Take-off 950oC 5 Minutes* 1038oC 5 Minutes*
Maximum Continuous 925oC No Limit 1013oC No Limit
Starting 725oC No Limit 753oC No Limit
*10 minutes allowed in the event of the loss of thrust on one engine during take-off for airplanes
authorized to use Ten Minute Take-off Thrust performance data under the Authorized Alternate
Performance in AFMDPI Section of the basic AFM.
Engine Oil System:
- Minimum oil pressure is:
 13 psi (B737-800)
 17.4 psi (B737-8(MAX))
If engine oil pressure is in the yellow band with take-off thrust set, do not take-off.
- Maximum oil temperature limit for continuous operation is 140°C.
- Maximum oil temperature is 155°C. Operation between 140°C and 155°C is limited to:
 45 minutes (B737-800)
 15 minutes (B737-8 (MAX))
- Min oil quantity is 75% per engine (16 quarts / 15 liters) (Exceptional cases: Min 60% (13 quarts
/ 12 liters)
Engine Ignition:
Engine Ignition must be on for take-off, landing, operation in heavy rain and anti-ice operation.
ENGINE START switches must be positioned to FLT in severe turbulence. Refer to relevant
supplemantary procedures in the B737 FCOM.
Reverse Thrust:
Use for ground operation only. Intentional selection of reverse thrust in flight is prohibited.

1.13.3 Anti-Ice System Limitations
1.13.3.1 Engine Anti-Ice System

The engine anti-ice system must be ON during all ground and flight operations when Icing Conditions
exist or are anticipated, except during climb and cruise when the temperature is below -40°C SAT.
Engine anti-ice must be ON prior to and during descent in all Icing Conditions, including temperatures
below -40°C SAT.
NOTE: Icing Conditions exist when the OAT on the ground and for take-off, or TAT inflight is 10°C
or below, and visible moisture in any form is present (such as clouds, fog with visibility of
one mile or less, rain, snow, sleet and ice crystals).
Icing conditions also exist when the OAT on the ground and for take-off is 10°C or below when
operating on ramps, taxiways or runways where surface snow, ice, standing water, or slush may be
ingested by the engines or freeze on engines or nacelles.
Delaying the use of engine anti-ice until ice buildup is visible from the cockpit may result in severe
engine damage.
1.13.3.2 Wing Thermal Anti-Ice System (Ground Operation)

Do not use wing anti-ice as a substitute for ground de-icing/anti-icing and inspection procedures which
are necessary to comply with operating rules.
Do not operate wing anti-ice on the ground when the OAT is above 10°C (50°F).
Use wing anti-ice during all ground operations between engine start and take-off when icing conditions
exist or are anticipated, unless the airplane is, or will be protected by the application of Type II or Type
IV fluid in compliance with an approved ground de-icing program.
When making a no engine bleed take-off or landing with the APU operating, The WING ANTI-ICE
switch must remain OFF until the engine BLEED air switches are repositioned to ON and the
ISOLATION VALVE switch is repositioned to AUTO.

1.13.4 Cabin Pressurization Limitations

System Safety Relief Differential Pressure: Maximum 9.10 psi
Maximum allowable cabin pressure differential for take-off and landing is 0.125 psi (236 feet below
airport pressure altitude).
1.13.5 APU Limitations

 Do not use APU, in flight, for both bleed and electrical load above 10,000 feet.
 Do not use APU bleed above 17,000 feet.
 APU (electrical load) operation max. altitude is 41,000 feet.
Non–AFM Operational Information:

Note: The following items are not AFM limitations, but are provided for flight crew information.
APU bleed valve must be closed when:
 ground air connected and isolation valve open
 engine no. 1 bleed valve open
 isolation and engine no. 2 bleed valves open.
APU bleed valve may be open during engine start, but avoid engine power above idle.
After three consecutive aborted start attempts, a fifteen minute cooling period is required.
1.13.6 GPWS Limitations

Do not use the terrain display for navigation.
The use of look-ahead terrain alerting and terrain display functions are prohibited within 15 nm of take-
off, approach or landing at an airport or runway not contained in the GPWS terrain database.
Look-ahead terrain alerting and terrain display functions must be inhibited by selecting the TERR
INHIBIT switch to INHIBIT if the FMS is operating in IRS NAV ONLY.
For take-off and if FMS position updating is not accomplished, verify actual runway position by
ensuring that, with the 5 or 10 nm range selected on the EFIS control panel, the aircraft symbol is
displayed at the appropriate point on the runway symbol.
The use of look-ahead terrain alerting and terrain display functions are prohibited during QFE
operations.

1.13.7 Autopilot/Flight Director Limitations
 For single channel operation during approach, the autopilot shall not remain engaged below the
Minimum Use Height (MUH).
 MUH (feet AGL): 158 (B737-800)
 MUH (feet AGL): 50 (B737-8 (MAX))
 The autopilot must not be engaged below a minimum engage altitude of:
 1,000 feet AGL after take-off (B737-800)
 400 feet AGL after take-off (B737-8 (MAX))
 Use of aileron trim with the autopilot engaged is prohibited.
Automatic Landing:
 When conducting an autoland, the maximum wind speeds allowed by Corendon Airlines Europe
are:
 Headwind 25 knots
 Tailwind 10 knots
 Crosswind 20 knots
 The maximum and minimum permitted glideslope angles are 3.25 degrees and 2.5 degrees
respectively.
 Autoland capability may only be used with flaps 30 and 40 and where both engines are operative.
 Autoland capability may only be used to runways at or below 8,400 ft pressure altitude.
1.13.8 Communications
Flights predicated on the use of the following frequencies (MHz) are prohibited: 29.490, 29.489.
Aircraft Communications Addressing and Reporting System (ACARS):

The ACARS is limited to the transmission and receipt of messages that will not create an unsafe
condition if the message is improperly received, such as the following conditions:
 the message or parts of the message are delayed or not received,
 the message is delivered to the wrong recipient, or
 the message content may be frequently corrupted.
However, Pre-Departure Clearance, Digital Automatic Terminal Information Service, Oceanic
Clearances, Weight and Balance and Take-off Data messages can be transmitted and received over
ACARS if they are verified per approved operational procedures.
1.13.9 TCAS Limitations

Pilots are authorised to deviate from their current ATC clearance to the extent necessary to comply
with a TCAS II resolution advisory.
1.13.10 CDL Limitations

When an operation is scheduled with certain secondary airframe and engine parts missing, the
aeroplane must be operated in accordance with the limitations specified in the basic AFM as amended
by the CDL Appendix.

1.13.11 Flight Controls Limitations

Max flap extension altitude is 20,000 ft.
Holding in icing conditions with flaps extended is prohibited.
In flight, do not extend the SPEED BRAKE lever beyond the FLIGHT DETENT.
Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch,
roll, or yaw (e.g. large side slip angles) as they may result in structural failure at any speed, including
below VA.
Flaps 15 normal landings are prohibited. A Flaps 15 landing may be performed when required by a
non-normal procedure.
Do not deploy the speed brakes in flight at radio altitudes less than 1,000 feet.
Alternate flap duty cycle:
 When extending or retracting flaps with the ALTERNATE FLAPS position switch, allow 15
seconds after releasing the ALTERNATE FLAPS position switch before moving the switch again
to avoid damage to the alternate flap motor clutch
 After a complete extend/retract cycle, i.e., 0 to 15 and back to 0, allow 5 minutes cooling before
attempting another extension.
Maximum 230 kts shall be used during alternate flap extension.
1.13.12 Landing Gear Limitation

Operation with assumed temperature reduced take-off thrust is not permitted with anti-skid 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.
Do not apply brakes until after touchdown.
1.13.13 Flight Management, Navigation Limitations

Air Data Inertial Reference Unit (ADIRU):
ADIRU alignment must not be attempted at latitudes greater than 78 degrees 15 minutes.
QFE Selection:
The use of VNAV or LNAV with the altimeters referenced to QFE is prohibited.
QFE operations are prohibited if the option for QFE altitude reference selection is not installed in the
Flight Management System (FMS).
The use of Look-Ahead terrain alerting and terrain display functions with the altimeters referenced to
QFE is prohibited.
1.13.14 Weather Radar Limitations

Do not operate the weather radar in a hangar or within 50 feet of a fuel spill.
Note: The hangar restrictions do not apply to the weather radar test mode.

2. NORMAL PROCEDURES
2.1 INTRODUCTION
Corendon Airlines Europe uses the Boeing 737 QRH and FCOM as a reference checklist for normal
and abnormal procedures. Every pilot is issued with a digital copy and each aircraft has one hardcopy.
These are updated by the Documentation Department.
This chapter is designed to cover all normal procedures for the B737-800 and B737-8 (MAX).
Normal procedures are supplemented by Internal Coordination Sheets (Memos).
Operational safety requires all pilots to follow the normal procedures. Personal additions or omissions
are absolutely forbidden. A pilot should inform his/her colleagues of any deviations.
The PIC shall, in an emergency situation that requires an immediate decision and action, take any
action s/he considers necessary under the circumstances. In such cases s/he may deviate from the rules,
operational procedures and methods described in this manual in the interest of safety.
If any conflict arises between the terms of this manual, Operations Manual Part-A and the Boeing
FCOM/QRH, then the most restrictive manual will take precedence.
If there are areas that you disapprove of, or suggestions you would like to make, then please contact
the Flight Operations Department.
WARNING!: The in-flight simulation of emergencies while passengers and/or

cargo are being transported on board the aircraft is prohibited.

2.1.1 Normal Procedures Philosophy and Assumptions

Normal procedures confirm that for each phase of flight:
 the condition of the aeroplane is satisfactory,
 the configuration of the flight deck is correct.
Normal procedures are followed on each flight.
Normal procedures are used by trained flight crew members and assume:
 that all systems operate normally,
 the full use of all automated systems (LNAV, VNAV, autoland, autopilot, and autothrottle). This
does not preclude the possibility of manual flight for pilot proficiency where allowed.
Normal procedures also assume coordination with the ground crew before:
 hydraulic system pressurization, or
 flight control surface movement, or
 aeroplane movement.
Normal procedures do not include steps for flight deck lighting and crew comfort items.
Normal procedures are implemented by memory and scan flow. The panel illustration in this chapter
shows the scan flow. The scan flow sequence may be changed as needed.
2.1.2 Configuration Check

It is the responsibility of crew members to verify correct system response. Before engine start, use
system lights to verify each system's condition or configuration. After engine start, the master caution
system alerts the crew to warnings or cautions out of the normal field of view.
If an incorrect configuration or response has been made:

 verify that the system controls are set correctly
 check the respective circuit breaker as required. Maintenance must first determine that it is safe to
reset a tripped circuit breaker on the ground
 test the respective system light as needed
Before engine start, use the individual system lights to verify the status of a system. If an individual
system light indicates an inappropriate condition:
 check the Dispatch Deviations Guide, or the operator equivalent, to decide whether the condition
has a dispatch effect
 decide whether maintenance is required
If, during, or after, engine start, a red warning or amber caution light illuminates:
 do the relevant non-normal checklist (NNC)
 on the ground, check the Dispatch Deviations Guide or the operator equivalent
If, during recall, an amber caution illuminates and then extinguishes after a master caution reset:
 check the Dispatch Deviations Guide or the operator equivalent
 the relevant non-normal checklist is not needed

Master Caution Reset Procedure:
The Master Caution system alerts the crew members to warning lights out of the normal field of view.
Any time a MASTER CAUTION light illuminates on the ground, or in flight, crew member resetting
the system must announce “Master caution __ check and reset” the other pilot must response
“CHECK”.
Pilot monitoring (First Officer on the ground) should;

a) Investigate and identify the reason for master caution,
b) Verify that the system controls are set correctly
c) Use the individual system lights to verify the system status
d) Take all necessary measures.
e) After resetting the system, complete all necessary actions

2.1.3 General Crew Duties and Task Sharing

One pilot must be at the controls at all times and must be aware of his primary responsibility to maintain
situational awareness of the aeroplane position and configuration. S/he may be given additional
responsibilities as the situation dictates (i.e. monitoring ATC), but must not get distracted from this
primary responsibility, for example, during approach briefing set up, paper work, passenger
announcement, etc.
When it is intended to land the aeroplane in a non-normal configuration, the Commander SHOULD
take control of the aeroplane (PF). This control change should be made upon Commander’s request at
a safe altitude, and once the configuration of the aeroplane has been stabilised. During training
however, the First Officer may maintain PF status at the request of the instructor.
Preflight and postflight crew duties are divided between the Captain and First Officer. The Phase of
flight duties are divided between the Pilot Flying (PF) and the Pilot Monitoring (PM).
Each crew member is responsible for operating the controls and switches in their area of responsibility:
 The phase 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 postflight 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:
 flight path and airspeed control
 airplane configuration
 navigation
The general PM phase of flight responsibilities are:
 checklist reading
 communication
 tasks asked for by the PF
 monitoring flight path, airspeed, aeroplane configuration, and navigation
Taxiing of an aeroplane is done by Captain, First Officer monitors taxiing.
The normal procedures allocate tasks by reference to crew position (C, F/O, PF, or PM):
 in the procedure title, or
 in the far right column, or
 in the column heading of a table
The mode control panel is the PF’s responsibility. When flying manually, the PF directs the PM to
make the required changes on the mode control panel.
The Captain has the final authority for all tasks directed and carried out.
Crew Teamwork:
a) The whole flight crew is a team.
b) Close cooperation between the cockpit and the cabin is essential at all times.
c) The primary task of the cabin crew is to ensure safety and service for the passengers.
d) Non-flight related requests from the flight deck should be considered accordingly.
e) The Captain prior to each rotation must brief the cabin crew.

Transfer of Aeroplane Control:

NOTE: Leaving aircraft control seat below 10,000 ft (AFE/AAL) for the purpose of transferring
duties to another pilot flight crew member is prohibited.
Before the transfer of aeroplane control, the “YOU HAVE CONTROLS” callout must be made by
the flight crew member who has the control of the aeroplane at that time and the “I HAVE
CONTROLS” callout must be made by the other flight crew member who has just taken the controls.
Before the transfer of aeroplane control the PF shall inform the PM of the flight condition (VNAV,
LNAV, HDG, SPEED, CLIMB and DESCENT etc.)
a) The PF shall handover controls to the PM when, doing paperwork, stowing charts, preparing for
approach and briefings or for any other reason which would interfere with his/her duties as PF.
b) During take-off, the Captain shall handover the controls to First Officer after pressing the TO/GA
switch and calling “N1 TO/GA” on the FMA, and callling “YOU HAVE CONTROLS”, if the
First Officer is PF.
c) The Captain shall take over the controls from First Officer not later than “80 KNOTS” callout
during landing roll, if the First Officer is PF.
Delegation of Pilot Flying (PF):
The Captain shall decide who will be the PF or PM on the first flight of the day, at the end of preflight
briefing in the dispatch office.
NOTE: Take-off and landing shall be performed by the Captain if the runway length is less than
7,000 feet (2,100 meters).
Deviations from Standard Procedure:
a) Deviations from standard procedure may occasionally be necessary.
b) In such cases, all flight crew members must be aware of the deviation from normal standards.
c) A deviation from standard is limited only by the necessity of the condition or situation.
d) The Captain retains the final authority for the direction and performance of all actions.
Transfer of Radio Communication:
The responsibility of the transfer of the radio communication should be carried out by calling “OFF
NUMBER ONE” and verified by calling “I HAVE NUMBER ONE”. Returning to communication
should be “BACK TO NUMBER ONE”. Flight crew should inform each other about flight conditions
and radio frequency change(s). If there is no change(s) “NO CHANGE” should be called.
Scan Flows and Areas of Responsibility:
The scan flow and areas of responsibility diagrams shown below are representative and may not match
the configuration(s) of your aeroplane.
The scan flow diagram provides general guidance on the order each flight crew member should follow
when carrying out the preflight and postflight procedures. Specific guidance on the items to be checked
are detailed in the amplified Normal Procedures. For example, preflight procedure details are in the
Preflight Procedure - Captain and Preflight Procedure - First Officer.

Preflight and Postflight Scan Flow:

B737-800:

B737-8 (MAX):

Areas of Responsibility – Captain as Pilot Flying:
B737-800:

B737-8 (MAX):

Areas of Responsibility – First Officer as Pilot Flying:
B737-800:

B737-8 (MAX):

2.1.4 Control Display Unit (CDU) Procedures

Before taxi, first officer shall make CDU entries/changes and the entries/changes shall be verified by
the Captain.
Where possible, CDU entries should be made before taxi or when the aircraft has stopped. During taxi,
all CDU changes and route modifications shall be carried out by the First Officer. The Commander
must verify the entries before they are executed.
In flight, the PM shall make the CDU entries. The PF may also make simple CDU entries during cruise.
During high workload times, for example departure or arrival, try to reduce the need for CDU entries.
Do this by using the MCP heading, altitude, and speed control modes. The MCP can be easier to use
than entering complex route modifications into the CDU.
2.1.5 MCP Procedures

During flight preparation MCP operation should be performed by PF. During taxi, all MCP changes
shall be carried out by F/O and by PM during manual flight. All MCP changes performed have to be
verified on the FMA (including automatic FMA changes such as RETARD, ARM, FMC SPEED
VNAV PATH etc.) and announced verbally by the crew member making the change and the other
flight crew member should verify it by stating “CHECKED”.
Manual Flight:
The PF should inform the PM when s/he disengages the autopilot(s) and/or the autothrottle by stating
“AUTOPILOT and/or AUTOTHROTTLE DISENGAGED”.
The PF will instruct the PM to make all MCP changes by calling “SET FL/ALT…”, “SET SPEED…”,
“SET HDG…” etc. The PM should inform the PF after making MCP changes by stating “HDG…SET”,
“FL/ALT…SET”, “SPEED…SET” etc. Thereafter the PF should verify this change by stating
“CHECKED”.
Automatic Flight:
The PF should call “AUTOPILOT A/B ENGAGED COMMAND” when the autopilot is engaged. All
MCP changes/entries should be carried out by the PF and should be called out as “HEADING…SET”,
“FL/ALT…SET” or “SPEED…SET” etc. The PM should verify this change by calling “CHECKED”.
The PF may ask the PM for making MCP changes during automatic flights due to WX or other reasons.
The PF should inform the PM when s/he engages the A/T as well. It is recommended to use the A/P
and A/T together in flight (if applicable except single engine operation).

2.1.6 Autopilot Flight Director System (AFDS) Procedures

The crew must always monitor:
 aeroplane 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 for the:
 autopilot,
 flight director,
 autothrottle.
During LNAV and VNAV operations, verify all changes to the aeroplane’s:
 course,
 vertical path,
 thrust,
 speed.
Announcing changes on the FMA and thrust mode display when they occur is a good CRM practice.

2.1.7 Procedures for the use of the Normal Checklists

Normal checklists are organised according to the phase of flight and are used to verify that certain
critical procedural steps have been accomplished. Only procedural steps that, if omitted, would have a
direct and adverse impact on normal operations are included.
The checklists used by flight crew are prepared in accordance with the last revision of the QRH. They
are available in the cockpit of each aeroplane as paper copy and also in digital format on EFBs and on
the company digital library. QRH revisions which require significant change in current Corendon
Airlines Europe checklists should be incorporated with immediate effect after the revision has been
received.
The position of a control, or indication, is visually verified and stated in response to a checklist
challenge. When a disagreement between the response and checklist answer occurs, it is mandatory
that the checklist be discontinued until the disagreement has been resolved.
a) The normal checklist is organised according to the phase of flight
b) The normal checklist is used to verify that critical steps have been completed.
c) The normal checklists are used after carrying out all of the respective procedural steps.
d) The following table shows which pilot calls for the checklist and which pilot reads the checklist.
Both pilots visually verify that each item is correctly configured or that the required step has been
completed. The column on the right shows which pilot gives the response.
CHECKLIST CALL READ VERIFY RESPOND
PREFLIGHT Captain First Officer Both Area of responsibility
BEFORE START Captain First Officer Both Area of responsibility
BEFORE TAXI Captain First Officer Both Area of responsibility
BEFORE TAKE-OFF Captain First Officer Both Area of responsibility
AFTER TAKE-OFF PF PM Both PM
CRUISE PF PM Both Area of responsibility
DESCENT PF PM Both Area of responsibility
APPROACH PF PM Both Area of responsibility
LANDING PF PM Both PF
SHUTDOWN Captain First Officer Both Area of responsibility
SECURE Captain First Officer Both Area of responsibility
a) If the aeroplane has not been configured as is required:
1) Stop the checklist,
2) Complete the relevant procedural steps,
3) Continue the checklist.
b) If it becomes apparent that an entire procedure has not been carried out:
1) Stop the checklist,
2) Complete the entire procedure,
3) Re-do checklist from the start.
Try to complete the checklists before or after periods of high workload.
The crew may need to stop a checklist for a short time to perform other tasks. If interruption is short
continue the checklist with the next step. After longer interruptions, the checklist should be read again
from the beginning. If a pilot is not sure at which point checklist was stopped it should be read again
from the beginning.
After the completion of any checklist, the pilot reading the checklist calls, “___CHECKLIST
COMPLETE”.

2.1.8 Callouts
Both crew members should be aware of altitude, aeroplane position and situation.
Avoid nonessential conversation during critical phases of flight, particularly during taxi, take-off,
approach and landing. Unnecessary conversation reduces crew efficiency and alertness and is not
recommended when below 10,000 feet MSL / FL100. At high altitude airports, adjust this altitude
upwards, as required.
Callouts are provided in the interests of good Crew Resource Management.
The Pilot Monitoring (PM) makes callouts based on instrument indications or observations for the
appropriate condition. The Pilot Flying (PF) should verify the condition/location from the flight
instruments and acknowledge. If the PM does not make the required callout, the PF should make it.
The PM calls out significant deviations from command airspeed or flight path. Either pilot should call
out any abnormal indications of the flight instruments (flags, loss of deviation pointers, etc.).
One of the basic fundamentals of Crew Resource Management is that each crew member must be able
to supplement or act as a back-up for the other crew member. Proper adherence to recommended
callouts is an essential element of a well-managed flight deck. These callouts provide both crew
members with the neccessary information about aircraft systems as well as the participation of the other
crew member. The absence of a callout at the appropriate time may indicate the malfunction of an
aircraft system or indication, or indicate the possibility of incapacitation of the other pilot.
The PF should acknowledge all GPWS voice callouts except altitude callouts during approach while
below 500 feet AFE. The recommended callout of “CONTINUE” or “GO-AROUND” at minimums is
not considered an altitude callout and should always be made. If the automatic electronic voice callout
is not heard by the flight crew, the PM should make the callout. No callout is necessary from the PM
if the GPWS voice callout has been acknowledged by the PF.
2.1.8.1 Standard Callouts Usage
Standard callouts are used to:

 Give a command (i.e., task delegation) or transfer information,
 Acknowledge a command or an information transfer,
 Give a response or ask a question (i.e. feedback),
 Call out a change of indication (e.g. a mode transition or reversion) or,
 Identify a specific event (e.g. crossing an altitude or a flight level).
 Identify exceedances.
The use of standard callouts is of paramount importance for the optimum use of automation (i.e, for
awareness of the arming, or engagement, of modes by calling FMA changes, target selections, FMS
entries, etc.).

When the pilot’s (PF) intention is clearly transmitted to the other pilot (PM), the standard callout will
also;
 Facilitate the cross-check of the FMA and PFD/ND, as applicable,
 Facilitate the cross-check and backup between both pilots.
Standard callouts should be defined for cockpit crew/cabin crew communications in both:
 Normal conditions (departure and arrival) and,
 Abnormal or emergency situations (cabin depressurization, on-ground emergency/evacuation,
crew incapacitation, forced landing or ditching, etc.).
The following generic standard calls shall be used to express a command or response:
CHECK:
A command for the other pilot to check an item that has not been SET correctly. Example;
“CHECK ALTITUDE’’
‘’CHECK SPEED’’
CHECKED:
A confirmation that an item has been checked. Example;
‘’SPEED CHECKED’’
Note that the use of the words “Checked”’ and “Check” are often confused; the convention is that:
- “Checked” is confirmation that an item has been checked by the other crew member and
- “Check” is a command to check an item.
SET:
A command for the other pilot to set a target value or a configuration. Example;
“SET GO-AROUND ALTITUDE …”
“SET QNH…”
“SET FL…”
“SET HDG…”
“SET FLAPS …”
ON/OFF:
ON or OFF following the name of a system is either:
A command for the other pilot to select/deselect the related system or,
‘’ENGINE ANTI-ICE ON’’
“CENTRE TANK FUEL PUMPS OFF”
A response confirming the status of the system.
‘’ENGINE ANTI-ICE ON’’
“CENTRE TANK FUEL PUMPS OFF”

Standard Phraseology:
A partial list of standard words and phrases follows:
Thrust:
• “SET TAKE-OFF THRUST”
• “SET GO-AROUND THRUST”
• “SET MAXIMUM CONTINUOUS THRUST”
• “SET CLIMB THRUST”
• “SET CRUISE THRUST”
Flap Settings:
• “FLAPS UP”
• “FLAPS ONE”
• “FLAPS FIVE”
• “FLAPS TEN”
• “FLAPS FIFTEEN”
• “FLAPS TWENTY-FIVE”
• “FLAPS THIRTY”
• “FLAPS FORTY”
Airspeed:
• “SET _____ KNOTS”
• “SET VREF PLUS (additive)”
• “SET FLAPS _____ SPEED”

2.1.8.2 FMA Usage
 The PF will call out only changes which are boxed for 10 seconds on FMA, including
A/THROTTLE.
 The PM shall confirm the stated change on the FMA and respond with a “CHECKED”.
It is important not to enter into a race to call FMA changes as this has a negative effect on good CRM.
If the PF has not called the FMA changes when box disappears, the PM should then make the CALL
and PF must acknowledge.
FMA must be read from Left to Right.
Engaged or Arm modes on the FMA shall be called verbally.
Example 1: ATC: Turn Right Heading 350 degrees

PF: Sets Heading 350, Selects HDG-SEL, says “HDG 350 SET” and after seeing the “HDG SEL”
engaged on the FMA, calls “HDG SEL”.
PM says “CHECKED”
Example 2: ATC: Turn Right Heading 250 degrees, Climb FL 250

PF: Sets Heading 250, Selects HDG-SEL; Sets Altitude 25,000, Selects VNAV on MCP; and says
“HDG 250 SET, FL 250 SET” and calls out the changes on the FMA.
PM says “CHECKED”
When a direct route is commanded on the CDU LEG’s page, the PF should call;
“….. ON TOP’’
“….. ON TOP, CONFIRM’’ PM,
‘’EXECUTE’’ PF,
ALTITUDE/FLIGHT LEVEL CALLS:

Only Altitude callout, “1,000 FEET TO LEVEL OFF “ shall be called out by the PM, 1,000 ft prior to
target altitude on MCP. And call must be acknowledged by the PF as “CHECKED”.
2.1.8.3 Company Callouts

Company callouts are stated in the relevant procedures in Chapter 2 and Chapter 3 of this manual.

2.2 FLIGHT CREW CHECK-IN AND AIRPLANE ACCEPTANCE
The Commander must ensure that the crew designated for the flight is available for duty, and if any
crew member is missing s/he shall notify the company immediately (during duty hours The Crew
Planning Department, at other times, The OCC Department) so that a replacement may be quickly
provided to prevent a departure delay.
It is the responsibility of the OCC Department to provide the flight crew with the following necessary
documentation and information:
 Flight schedule including the notification of any differences between planned and scheduled hours
 Passenger, cargo and travel agent information
 Aircraft information (parking position, if not on the ground ETA, registration etc.)
 Catering information
 Handling information
 Aerodrome Information (operational hours, operational minimums, LCN, PCN values, fire
categories, runway analysis information, aerodrome category etc.)
 ATC CTOT information
 Hold Item information reported by the maintenance department shall be provided together with
specific information on any consequential effect on the Flight Plan as detailed in the relevant Hold
Item(s) List.
 Flight planning criteria, advice re tankering, flight level, flight speed, determined enroute alternate
aerodrome(s), minimum fuel requirement, re-cleared flight planning and special operational issues
and other related and necessary information.
 En-route aerodrome(s) weather information
 Prognostic chart and wind chart information
 NOTAM Information
After receiving the above information, the Commander shall calculate the fuel required and inform the
First Officer and Flight Dispatcher (FD) in OCC.
OCC publishes the digital flight documents via EFF application in EFB and the pre-flight report section
of the EFF is the Dispatch Release in digital format. OCC monitors the up-date status of the crew
IPADs. Both Flight Crew are responsible to keep the EFF application up-to-date. Flight Crew signs
and sends the flight documents in digital format through the EFF or with wet signature in case of EFF
mulfunction. OCC shall deliver the flight documents in paper format if there is any mulfunction of EFF
function. The below procedures are applicable for Dispatch Release and flight documents when flight
documents are delivered as hard copy.
The ''Dispatch Release'', which is the part of every intended flight is prepared by the duty FD and
summarises the completed flight planning tasks. It is signed by the PIC and shall include the name of
duty FD who prepared it.
Copies of the Company Additional Flight Information Form, Operational Flight Plan(s), NOTAM
bulletins, weather reports, wind charts and prognostic charts are delivered to the flight crew and,
together, make up the Flight Documentation Trip File.
Other related documents which can be useful for flight operation have to be placed in the flight
envelope.
If operating from an airport other than ANTALYA, The OCC Department will provide the flight crew
with all the above specified documents and information through the handling company.
It is the responsibility of the OCC Department to provide the flight crew with the above specified
documents and information

The Commander and First Officer shall complete their briefing using the information provided and
participate in a full crew briefing with the cabin crew. The information discussed shall include the
following:
 Crew composition (number, certification, operational or administrative instructions, memos etc.),
 Aeroplane (registration, position, technical status),
 Passenger (total, transit, special i.e. UM, handicapped etc.),
 Time (STD/STA, slot, flight time, taxi time, excepted delays),
 Weather condition (climb, cruise, descend, destination, expected turbulence),
 Cockpit door policy (normal procedural, predetermined CODE, door lock failure),
 Security procedures (class level, any special procedure),
 Non-normal procedures (unruly passenger(s), hijack, bomb threat, evacuation, emergency descent
etc.).
The OCC Department should be notified immediately of any restrictions to the flight including any
factor, which could delay departure.
Once the crew briefing has been completed, the crew should expedite their custom procedures, if
applicable, and be at the airplane no later than 1 hour before the STD.
The Commander shall assign task sharing for the first sector of the day prior to aircraft acceptance.
NOTE: A Take-off or landing shall be carried out by the Captain where the runway length is
less than 7,000 feet (2,100 meters).
Each of the flight crew shall read the Datalog to determine the technical status of the aircraft, giving
consideration to any possible restriction which may be imposed by MEL ITEMS or the HIL. The flight
crew must verify that the aircraft is in a satisfactory condition for flight. If the aeroplane has arrived
from a previous flight, it may be useful to discuss its technical condition with the inbound Flight Crew.
After acceptance of the aircraft, the First Officer shall give the TRIP INFO to the Handling Ramp
Agent and proceed to the cockpit to check operational capabilities of his/her EFB (mount
mechanism/functionality etc.), the availability and validity of the mandatory documents of his/her EFB
and that necessary documents or copies thereof are carried on board (Cockpit Mandatory Documents
Checklist). If it does not meet the operational requirements, then s/he shall follow the procedures in
OM-A 8.9.2 ‘EFB Procedures’ and in EFB Manual. Then s/he shall accomplish the Preliminary
Preflight Procedure.
The Commander shall accomplish the exterior inspection unless s/he delegates responsibility to a
suitably qualified and authorised member of staff. Then s/he shall proceed to the cockpit to check
operational capabilities of his/her EFB (mount mechanism/functionality etc.), the availability and
validity of the mandatory documents of his/her EFB and that necessary documents or copies thereof
are carried on board (Cockpit Mandatory Documents Checklist). If it does not meet the operational
requirements, then s/he shall follow the procedures in OM-A 8.9.2 ‘EFB Procedures’ and in EFB
Manual. Than s/he shall accomplish the Preliminary Preflight Procedure.
The Commander shall supervise the preflight preparations of the First Officer, Cabin Crew and Ground
Crew.

2.3 PRE-FLIGHT PROCEDURE
Prior to the first flight of the day, or after a crew change, or after an aircraft has been left unattended
by flight crew for any period of time, all of the items specified in the Exterior Inspection, Preliminary
Preflight Procedure and Preflight and Before Start Checklists shall be accomplished.
Normally a full IRS alignment shall be required for every flight. The availability of the onboard
navigation equipment necessary for the route to be flown must be confirmed. The onboard navigation
database must be appropriate for the region of intended operation and must include the navigation aids,
waypoints, and coded terminal airspace procedures for the departure, arrival and alternate airfields.
Note: In gusty wind the IRS’s of the B737-800 / 8 (MAX) may be left in NAV position as motion from
the wind may prevent the IRS’s from accomplishing full alignment.
Captain First Officer

Confirm the technical status of the airplane.
Determine whether any defect would affect
operations on the intended route or type of
approach.
Perform the Exterior Inspection (refer to B737
FCOM) (NOTE 1) Perform the Preliminary Preflight Procedure
Perform security check according to Aircraft (refer to B737 FCOM).
Security Search Form.
Accomplish the Flight Deck Door Access
System Test during first flight of the day. (Refer
to B737 FCOM – Supplementary Procedures).
Check the EFB mount device & charging mechanism, charge level (minimum 80% before the first leg)
and update status of each EFB in accordance with the EFB Manual.
Mount the EFBs to the mount mechanism correctly.
If there is any inoperative EFB elements, hardware or software malfunction refer to MEL and DDG.
Switch on the EFB panel kill switch.
Note: Kill switch is only used to manually remove electrical power feeding from the aircraft
electrical system to the EFBs in case of abnormal operations. In normal operations, EFB power
supply system is automatically powered off once the aircraft is de-energised.
Check the aeroplane/company mandatory
documents (refer to OM Part A 8.1.12).
Confirm with the First Officer that the EFB,
aeroplane/company mandatory documents are
checked.
Check the Emergency Equipment in accordance
with the Cockpit Emergency Equipment
Checklist.
Fill / Sign / Send the PRE-FLIGHT report in the Assist the Commander to Fill the PRE-FLIGHT
EFF application of the EFB. report in the EFF application of the EFB.

NOTE 1:
The Exterior Inspection shall not be commenced until the technical status of the aeroplane has been
confirmed.
The purpose of the exterior inspection is to ensure that the critical surfaces of the aircraft are damage
free and clear of frost, slush, snow and ice (refer to OM Part A Chapter 8.2.4).
A yellow high visibility vest must be worn when performing exterior inspection.
During the exterior inspection, pay particular attention to the following:

 Safety pins have been removed and the chocks are in place - if not, inform ground staff;
 Availability, accessibility and serviceability of the restraint systems and emergency equipment in
all cargo compartments;
 Pitot and static ports are not damaged or obstructed;
 Flight controls are not locked or disabled;
 Frost, snow or ice is not present on critical surfaces;
 Aircraft structure or structural components are not damaged.
If, during an exterior inspection, leaking blue lavatory fluid is noticed, the Maintenance Department
must be notified to avoid blue ice damage during flight.
At night or in low visibility conditions, select the logo, position, wing and wheel well lights ON for the
Exterior Inspection. Electrical hydraulic pumps should only be turned on upon receiving a hydraulic
clearance. Electrical hydraulic pumps may only be switched on if the area is clear and refueling is not
being carried out. On completion of the exterior inspection, on his return to the flight deck, The Captain
shall turn off the wheel well light and electrical hydraulic pumps.
The Commander shall ensure that the fuel on board is in accordance with the fuel previously ordered.
CAUTION: The minimum fuel required for the operation of the electric motor-driven hydraulic pumps
on the ground is 760 Kgs in the related main tank.
In addition to the exterior inspection, the position of the aeroplane doors and exterior door annunciator
lights on the forward overhead panel shall be checked to ensure that they are in agreement.
If the flight crew delegates the exterior inspection to a licensed maintenance crew member, the flight
crew shall be notified that the inspection has been completed. If any defect or abnormality is observed,
the flight crew shall be informed.
Any defect or abnormality shall be discussed by all flight crew members. The company technician shall
be informed immediately and, if necessary, the MEL shall be checked for dispatch guidance in respect
of item deferral.


Advise the First Officer that the “Exterior Ensure that the navigation data-base is
Inspection has been completed” and inform current, compatible and appropriate for the
him/her of any abnormalities observed. intended operation.
Turn ON APU Bleed after a 1 minute period
Adjust cockpit lighting as desired. (if possible) from starting the APU.
If flying from daylight to darkness, adjust lights to (If there is no refuelling in progress and/or its
full bright and dim progressively during the flight usage is resticted)
with onset of darkness. Set air conditioning panel for two pack
operation.
Obtain ATIS and departure information and
inform the Captain.
Obtain ATIS and departure information from the
First Officer.
Set QNH on the altimeter and STBY altimeter and
Set QNH on the altimeter and crosscheck.
crosscheck.
Verify the entries.
Start the CDU Preflight Procedure.
CDU Preflight Procedure:

Start the CDU Preflight Procedure anytime after the 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 have been completed prior to the Before Start Checklist
is actioned.
The First Officer normally makes the initial CDU entries on the ground. The Captain 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 discretion.


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 (Database activation is
accomplished by pushing the proper date
range prompt to copy that date into the
scratchpad. The scratchpad date may then be
transferred to the ACTIVE database line. The
previous active date moves down to the
inactive date line).
POS INIT page:
Verify that the time is correct.
Enter the present position on the SET IRS
POS line. Use the most accurate latitude and
longitude.
Navigation
Data.........................................Set
ROUTE page:
Enter the ORIGIN.
Enter the FLIGHT NUMBER.
Enter the route.
Activate and execute the route.
DEPARTURES page:
Select the runway and departure routing.
Execute the runway and departure routing.
ARRIVALS page:
Select the type of approach, transition (if
required) and arrival routing (STAR)
according to expected runway in use for
destination airport.
Check the waypoints sequence and modify as
needed.
Execute the entries
LEGS page (see NOTE 2):
Verify or enter the correct RNP for the
departure.
Verify that the route is correct on the RTE
pages. Check the LEGS pages as needed to
ensure compliance with the flight plan.
NOTE 2: Enter all winds with a difference by 10 degrees and 10 knots to LEGS page. Failure to enter
enroute winds can result in flight plan time and fuel burn errors.

Performance Data ...................................Set

PERF INIT page:
CAUTION: Do not enter the ZFW into the
GW boxes. The FMC will calculate
performance data with significant errors.
Enter the cruise CG as 20.
Verify that the FUEL on the CDU, the
dispatch papers and the fuel quantity
indicators agree.
Verify that the fuel is sufficient for flight.
Enter the expected ZFW on the OFP.
Enter the Minimum Diversion Fuel stated in
the OFP (RESERVES) by rounding it up. For
example 2253 kg should be entered as 2.3.
Enter the CI as specified in the OFP.
Enter the expected Cruise Altitude for the
route specified on the OFP.
Enter the forecast cruise wind (short flights).
Enter the TOC OAT / ISA DEV.
Check that the related Transition Altitude
shows. If not, enter it manually. (Changes
automatically after selecting a departure
procedure with a different transition altitude.
Verify that the gross weight (GW) on the
CDU and the dispatch papers agree.
Thrust mode display: Verify that dashes are
shown.
N1 LIMIT page:
Enter the outside air temperature.
Thrust mode display: Verify that TO shows.
TAKE-OFF REF page:
If applicable;
Make data entries on page 2/2 before page
1/2.
Verify or enter an acceleration height.
Verify or enter an engine out acceleration
height.
Verify or enter a thrust reduction altitude.
Verify that the CDU preflight is complete.
(NOTE 3)
CLIMB page:
Make all necessary entries for the climb
performance including speed restrictions.
Set a speed restriction of 250 knots below
10,000 ft / FL 100 as a company procedure.
DESCENT page:
Make all necessary entries for the descent
performance including speed restrictions.
(NOTE 4)

NOTE 3: Enter the acceleration height and thrust reduction height to the TAKE-OFF REF page 2/2
according to the published NADP of the departure airport. If it is not specified, set both acceleration
height and thrust reduction height as 1,500 ft AFE.
NOTE 4: Set 280 knots target speed on DESCENT page.
Preflight Procedures:

Call “PREFLIGHT PROCEDURE”.
Perform the “PREFLIGHT PROCEDURE” (refer to B737 FCOM).
Call “PREFLIGHT CHECKLIST”.
Do the “PREFLIGHT CHECKLIST”.
ATC Clearance:

Refer to airport briefing charts and request
ATC clearance accordingly (if available) after
informing the Captain.
Write down the whole ATC clearance
Listen the relevant ATC while the ATC clearance
received by the relevant ATC unit in the OFP
is being received and follow the entries/changes
and read it back completely.
that has been made by the First Officer.
Inform the Captain of the ATC clearance
received.
Crosscheck all entries/changes that has been made
Make necessary entries/changes accordingly.
by the First Officer.
Set the initial altitude that has been received
in the altitude window on MCP. Enter the
squawk code (if received) in the Transponder
panel.
RTO, Taxi and Departure Briefing:

Do the RTO and taxi briefing.
(Refer to 2.21.4 Briefing Procedures)
Follow the RTO and taxi briefing.
(When convenient, advice the Cabin Chief if the
taxi time will be shorter than normal)
Pilot Flying Pilot Monitoring
Do the departure briefing.
Follow the departure briefing.
(Refer to 2.21.4 Briefing Procedures)


When Load and Trim Sheet is received:
Check that the data and calculations in the Load and
Trim Sheet are correct:
- Correct flight number, date, aircraft registration,
configuration, dry operating wt & index, etc.;
- Compare the load sheet ZFW with the Operational
Flight Plan ZFW;
- Compare the fuel on board with the load sheet
Take-off Fuel. Verify that the calculations in the Load and Trim
Accept the load sheet if the weight and balance data Sheet are correct through the Weight & Balance
are confirmed correct. OPT application and cross-check with Captain.
If Load and Trim Sheet is prepared through the Weight and Balance OPT application:
Prepare the Load and Trim Sheet on his iPad Prepare the Load and Trim Sheet on his iPad
Compare the results obtained from both iPads. If
results agree:
- Note the results in the Load Report Form.
- Fills the ‘Document Acceptance’ Section of the
Load Report Form.
Declare actual ZFW on the Load and Trim Sheet and
enter it into the CDU. (NOTE 5)
Note the actual ZFW on TOLD card.
Calculate the take-off weight on the TOLD card
(ZFW+TOF) and declare it to the Captain.
Crosscheck take-off weight with F/O.
Declare the MACTOW (CG) and enter it into the CDU.
Verify that a trim value is shown.
Note the MACTOW on the TOLD card.
On the EFB-OPT application, select the aircraft registration then enter the data required for the take-off
performance calculation and calculate the take-off performance by using possible fixed derate, assumed
temperature method, or both.
(See the EFB Take-off Performance Module in EFB Manual).
Have the take-off performance outputs which
calculated in the EFB and decide whether a TO thrust
(full), fixed derate, assumed temperature method, or
both to be used for the take-off if it has not already been
decided. (NOTE 5)
Enter the required take-off performance data into the
CDU as follows;
N1 PAGE:
- Fixed derate (as needed)
- Assumed temperature (as needed)
- Climb thrust (NOTE 6).
TAKE-OFF REF PAGE:
- Take off flap setting
- CG
- Take-off V Speeds
Set Stab trim.
Set V2 speed on the MCP.
Note the take-off flap setting, STAB trim setting and
take-off “V” speeds in to the TOLD card. (perform
a crosscheck between EFB output and CDU entries)

NOTE 5: The Captain must complete the Final Performance Data entries after receiving Load Sheet
and before calling the Before Start Procedure/Checklist. EFB entries are performed by both flight crew.
All CDU/EFB entries, stab trim setting and Take-off Speeds Calculation must be checked and verified
by both flight crew.
NOTE 6: After entering the derate/assumed temperature values in the CDU, Corendon Airlines Europe
policy requires the use of the highest climb thrust other than which is calculated by the FMC. The crew
should manually select the highest climb thrust (CLB).
2.4 BEFORE START PROCEDURE
Start the Before Start Procedure after all papers are on board.
Call “BEFORE START PROCEDURE”.............................................................................................C
Flight deck door ................................................................................................. Closed and locked F/O
Verify that the CAB DOOR UNLOCKED/ LOCK FAIL light is extinguished.
CDU display ...........................................................................................................................Set C, F/O
Normally the PF selects the TAKE-OFF REF page.
Normally the PM selects the LEGS page.
N1 bugs ..............................................................................................................................Check C, F/O
Verify that the N1 reference bugs are correct.
IAS bugs ..........................................................................................................................................Set C
MCP ................................................................................................................................................Set C
IAS/MACH selector – Set V2
Initial heading – Set
Initial altitude – Set
Departure briefing ........................................................................................................... Complete PF
Taxi briefing .................................................................................................................... Complete C
As part of the take-off briefing for the first flight of the day and following a change of either flight
crew member, cabin altitude warning indications and memory item procedures must be briefed on
aircraft in which the CABIN ALTITUDE and TAKE-OFF CONFIG lights are not installed, or are
installed but not activated. The briefing must contain the following information:
Whenever the intermittent warning horn sounds in flight at a flight altitude above 10,000 feet
MSL:
1. Immediately, don oxygen masks and set regulators to 100%.
2. Establish crew communications.
3. Do the CABIN ALTITUDE WARNING or Rapid Depressurization non-normal checklist.
Both pilots must verify on the overhead Cabin Altitude Panel that the cabin altitude is stabilized
at or below 10,000 feet before removing oxygen masks.
Exterior doors ............................................................................................................. Verify closed F/O
Flight deck windows....................................................................................... Closed and locked C, F/O

Fuel panel ................................................................................................................................... Set F/O

If the centre tank fuel quantity is more than 2300 kilograms:
LEFT and RIGHT CENTRE FUEL PUMPS switches – ON
Verify that the LOW PRESSURE lights illuminate momentarily and then extinguish.
If the centre tank fuel quantity is less than 2300 kilograms:
LEFT and RIGHT CENTRE FUEL PUMPS switches – OFF
Do not accomplish the CONFIG non-normal checklist with less than 2300 kilograms in
the centre tank prior to take-off.
AFT and FORWARD FUEL PUMPS switches – ON

Verify that the LOW PRESSURE lights are extinguished.
Hydraulic panel ............................................................................................................................Set F/O
If pushback is needed,
WARNING: Do not pressurize hydraulic system A. Unwanted tow bar movement
can occur.
System A HYDRAULIC PUMP switches – OFF
Verify that the system A pump LOW PRESSURE lights are illuminated.
System B electric HYDRAULIC PUMP switch – ON
Verify that the system B electric pump LOW PRESSURE light is extinguished.
Verify that the brake pressure is 2,800 psi minimum.
Verify that the system B pressure is 2,800 psi minimum.
If pushback is not needed,
Electric HYDRAULIC PUMP switches – ON
Verify that the electric pump LOW PRESSURE lights are extinguished.
Verify that the brake pressure is 2,800 psi minimum.
Verify that the system A and B pressures are 2,800 psi minimum.
Trim .................................................................................................................................................Set C
Check stab and rudder trim for freedom of movement.
Stabilizer trim – ___ UNITS
Set the trim for take-off.
Verify that the trim is in the green band.
Aileron trim – 0 units
Rudder trim – 0 units
Obtain Start clearance from ground crew............................................................................................C
Confirm that the ground checks are completed, all doors and hatches are closed properly; verify
that the nose gear steering lockout pin is installed if pushback is needed.
Obtain start up clearance from ATC...................................................................................................F/O
NOTE: Start-up Clearance and Push-back Clearance may be required to be obtained from
different ATC frequencies, depending on the airport concerned
ANTI COLLISION light switch .................................................................................................ON F/O

Call “BEFORE START CHECKLIST.”…………………………………...………………………….C
Do the BEFORE START checklist………………………………………………………………….F/O

2.5 PUSH-BACK OR TOWING PROCEDURE
The Engine Start procedure may be carried out during pushback or towing.
If push back clearance is required to be obtained from ATC;

Obtain a push back clearance..................................................................................................F/O
If push back clearance required to be obtained from ground crew;

Obtain a push back clearance.................................................................................................C
(Inform the ground crew that start up clearance has been obtained.)
CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or towing. This can
damage the nose gear or the tow bar.
CAUTION: Do not use aeroplane’s brakes during pushback or towing. This can damage the nose gear
or the tow bar.
Transponder ................................................................................................. XPNDR/ALT ON....... F/O

(Select an active transponder setting, but not a TCAS mode.)
When pushback or towing is complete:

Set the parking brake when instructed ......................................................................................C
Verify that the tow bar is disconnected .....................................................................................C
Verify that the nose gear steering lockout pin is removed ........................................................C
System A HYDRAULIC PUMPS switches ...............................................................................ON F/O


2.6 ENGINE START PROCEDURE

(For Starting with Ground Air Source or Engine Crossbleed Start, refer to B737 FCOM Supplementary
Procedures. If an Engine Crossbleed Start procedure is going to be performed, second engine shall be
started only after completion of the pushback).
For engine start procedure in adverse weather, refer to B737 FCOM Supplementary Procedures.
Consideration should be given to delaying engine start until clear of the bridge or ramp area to avoid
FOD ingestion and unnecessary engine running time (approximately 30 seconds is recommended).
Verify that Start up clearance has been received from the ATC by F/O and the “Before Start Checklist”
has been completed.................................................................................................................................C
Push the MFD ENG switch to display the secondary engine indications................................................ F/O
Air conditioning PACK switches.............................................................................................. OFF F/O
Start sequence ..................................................................................................................... Announce C
Call “START ___ ENGINE”................................................................................................................ C
ENGINE START switch ..........................................................................................................GRD F/O
Push the CHR …………………….....................................................................................................F/O
Verify that the N2 RPM increases................................................................................................ C, F/O
When N1 rotation is seen and N2 is at 25%, or (if 25% N2 is not possible), at

B737-800
maximum motoring and a minimum of 20% N2
After MOTORING indication blanks, N1 rotation is seen, and N2 is at 25%, or (if 25% N2
B737-MAX 8
is not possible), at 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 C
(B737-MAX 8) Note: During the TCMA/EOS test, fuel flow indication will be zero and the ENG VALVE
CLOSED light will illuminate bright blue until the test is complete.
Note the time (when the engine start lever moved to IDLE detent)...................................................F/O
Monitor fuel flow and EGT indications........................................................................................ C, F/O
At 56% N2 (737-800); 63% N2 (737-8 MAX), verify that the ENGINE START switch moves to OFF.
If not, move the ENGINE START switch to OFF............................................................................... F/O
Verify that the START VALVE OPEN alert extinguishes when the ENGINE START switch moves to
OFF.................................................................................................................................................... F/O
Call “STARTER CUTOUT.”............................................................................................................ F/O
Monitor N1, N2, EGT, fuel flow and oil pressure for normal indications while the engine accelerates
to a stable idle............................................................................................................................... C, F/O
After the engine is stable at idle, start the other engine.
Note: The engine is stable at idle when the EGT start limit redline is no longer shown.

Normal starter duty cycle:

 Multiple consecutive start attempts are permitted. Each start attempt is limited to
 2 minutes (B737-800) of starter usage
 2 minutes (B737-8 (MAX)) of starter usage
 A minimum of 10 seconds is needed between start attempts.
Extended engine motoring:

 Starter usage is limited to 15 minutes (B737-800) / 5 minutes (B737-8 (MAX)) for the first two
extended engine motorings. A minimum of 2 minutes (B737-800) / 5 minutes (B737-8 (MAX))
is needed between each attempt.
 For the third and subsequent extended engine motorings, starter usage is limited to 5 minutes
B737-800) / 10 minutes (B737-8 (MAX)). A minimum of 10 minutes is needed between each
attempt (B737-800).
Normal engine start considerations:

 do not move an engine start lever to idle detent early or a hot start may result
 keep a hand on the engine start lever while monitoring RPM, EGT and fuel flow until stable
 if fuel is shutoff accidentally (by closing the engine start lever) do not reopen the engine start lever
in an attempt to restart the engine
 failure of the ENGINE START switch to stay in GRD until the starter cutout RPM can cause a hot
start. Do not re–engage the ENGINE START switch until engine RPM is below 20% N2.
Complete the ABORTED ENGINE START checklist for one or more of the following aborted start
conditions:
 N1 or N2 does not increase, or increases very slowly, after EGT increase
 there is no oil pressure indication by the time that the engine is stable at idle
 EGT does not increase within 10 seconds (737-800), 15 seconds (737-8 MAX), of the engine start
lever being moved to IDLE
 EGT quickly approaches or exceeds the start limit

2.7 BEFORE TAXI PROCEDURE
Following a satisfactory start, with both engines stabilised, inform the ground crew by interphone to
disconnect their headset and wait for a hand signal. Once the hand signal has been seen and the nose
wheel steering pin has been sighted, carry out the Before Taxi procedure as follows:
Call “BEFORE TAXI PROCEDURE”, “SET FLAPS ___”................................................................C

Flap lever ............................................................................................................... Set take-off flaps F/O
Verify FMC flaps setting (TAKE-OFF REF page) and Flap Position Indicator are both correct and that
the LE FLAPS EXT green light is illuminated.
Check TR-1, TR-2, TR-3 indications and leave DC meter selector on TR-3 position. Check GEN-1,
GEN-2 indications and leave AC meter selector on GEN-2 position…………...…...……………..F/O
Note: Generators will show 0 volts and 0 amps if for any reason the generator relays were
disconnected. Operation should be normal when both Generators are placed on bus.
GENERATOR 1 and 2 switches ................................................................................................ ON F/O
PROBE HEAT switches .............................................................................................................ON F/O
ENGINE START switches ....................................................................................................CONT F/O
ENGINE ANTI–ICE switches..........................................................................................As needed F/O
WING ANTI–ICE switch ................................................................................................As needed F/O
PACK switches ..................................................................................................................... AUTO F/O
ISOLATION VALVE switch ............................................................................................... AUTO F/O
APU BLEED air switch............................................................................................................ OFF F/O
Engine start levers ............................................................................................................IDLE detent C
Verify that the ground equipment is clear..................................................................................... C, F/O
Flight controls ........................................................................................................................... Check C
Push the MFD SYS switch to display the flight control surface position indications on the lower
display unit, if desired.
Make slow and deliberate inputs, one direction at a time.
Move the control wheel and the control column to full travel in both directions and verify:
 freedom of movement
 that the controls return to centre
 correct flight control movement if the flight control surface position indications are
displayed on the lower display unit.

Hold the nose wheel steering wheel during the rudder check to prevent nose wheel movement.
Move the rudder pedals to full travel in both directions and verify:
 freedom of movement
 that the rudder pedals return to centre
 correct flight control movement if the flight control surface position indications are displayed on
the lower display unit.
Blank the lower display unit.............................................................................................................. F/O
Recall .................................................................................................................................Check C, F/O

Verify that all system annunciator panel lights illuminate and then extinguish.
Update changes to the taxi briefing, as needed........................................................................... C or PF
Call “BEFORE TAXI CHECKLIST.”.................................................................................................. C
Do the BEFORE TAXI checklist...................................................................................................... F/O
APU switch .................................................................................................................................. OFF C
Note: Captain may switch the APU switch OFF any time after the completion of the “Before Taxi
Checklist”.
NOTE: For extended range (ETOPS) operations the APU switch shall remain ON.
CAUTION: DO NOT START TAXIING UNTIL BEFORE TAXI CHECKLIST HAS BEEN
COMPLETED AND BOTH PILOTS HAVE CHECKED THAT THEIR AREA IS CLEAR.
Good taxi technique requires an awareness of the proximity to obstacles, the possibility of thrust
causing damage to equipment or injury to personnel and a consideration of passenger comfort. Thrust
should always be increased evenly on both engines to initiate taxi. Break-away thrust at high gross
weights could be damaging to objects behind airplane. Limit breakaway thrust is Max. 40% N1.
When required to load or modify the FMC due to a revised clearance being issued, use caution and
maintain proper outside vigilance to ensure safe taxiing. The First Officer should make the required
entries. When convenient, The Commander shall verify that entries have been correctly made.
If ATC clearance is received, or a change to the previous clearance is received during taxi, the First
Officer will enter the changes into the CDU, make MCP changes/entries and set the transponder after
having written them on the OFP. Then s/he confirms the changes / entries with the Commander. If no
transponder code is assigned, set appropriate standard code (2000).
Prior to Taxi:
 Consider NOTAMS and the current ATIS for any taxiway or runway closures, construction
activity, or other airport risks that could affect the taxi route.
 Both pilots must verify that the correct aeroplane position has been entered in the FMC.
 Both EFB holders must be aligned and the EFB airport moving map shows correct placement.
 Brief the applicable items from airport diagrams and related charts to include the location of hold
short lines and hot spots.
 Ensure both crew members understand the expected taxi route.

2.8 TAXI PROCEDURE

After the “All Clear” signal has been given by
the ground staff and the Nose Gear Steering
Lockout Pin has been displayed, ensure that both
sides of the airplane are clear of obstructions.
Check area is clear and advise Captain of any
Check area is clear and call “CLEAR LEFT”.
hazards. Call “CLEAR RIGHT”.
Keep the airport chart(s) selected on the EFB in Keep the airport chart(s) selected on the EFB in
view. view
Switch iPad to ‘Flight Mode’. Switch iPad to ‘Flight Mode’.
Call “REQUEST TAXI CLEARANCE”
Receive and write down the taxi clearance.
(Use FMC scratpad if necessary).
Use standard phraseology.
Read back all clearances.
If a different taxi route is received other than
previously briefed, perform a new taxi briefing
before commencing taxi.
Release PARKING BRAKE, select RUNWAY
TURNOFF and TAXI lights ON and commence Assist the captain if necessary and ensure that the
taxi according to the taxi clearance. aeroplane is being taxied according to the taxi
Limit break-away thrust as much as possible. clearance received.
Allow time for the aeroplane to response before Make sure that the right side of the aeroplane is
increasing thrust further. (NOTE 1) clear of obstructions at all times during taxi.
Use TAXI light to indicate movement of the Progressively follow taxi position on the airport
airplane. chart(s). If any doubt inform the captain.
Switch TAXI light OFF when stopped.
NOTE 1: Normal taxi speed is approximately 20 knots, adjusted for the prevailing conditions. On long
straight taxi ways, speeds up to 30 knots are acceptable, however at speeds greater than 20 knots caution
must be exercised when using the nose wheel steering wheel to avoid over controlling. When
approaching a turn, speed should be slowed to a speed appropriate to the conditions. On a dry surface,
use approximately 10 knots for turn angles greater than those typically required for high speed runway
turnoffs. The First Officer should call “GROUNDSPEED” if the groundspeed is more than 30 knots.
Use of reverse thrust is not recommended during taxiing. Momentary use of idle reserve thrust may be
necessary on slippery surfaces for aeroplane control while taxiing.

During Taxi:
 If unfamiliar with the airport, consider requesting a FOLLOW ME vehicle or progressive taxi
instructions.
 In low visibility conditions, call out all pertinent signs to verify position.
 Read back all clearances. If any crewmember is in doubt regarding the clearance, verify taxi
routing with the assigned clearance or request clarification. Stop the aircraft if the clearance is in
doubt.
 If ground/obstruction clearance is in doubt, stop the aeroplane and verify clearance or obtain a
wing-walker.
 Avoid distractions during critical taxi phases; plan ahead for checklist accomplishment and
company communications.
 Consider delaying checklist accomplishment until stopped during low visibility operations.
 Do not allow ATC or anyone else to rush you.
 Verify that the runway is clear (both directions) and that clearance has been received prior to
entering a runway
 Be constantly aware of the equipment, structures, and following aircraft when the engines are
being operated above idle thrust.
 At night use all appropriate aeroplane lighting.
 When entering any active runway, ensure that the exterior lights specified in the FCOM are
illuminated.
 Differential braking and braking whilst turning should be avoided.
 Avoid following other aircraft too closely.
 Taxiing out for flight with one engine operating, is not permitted.
 Taxiing during adverse weather conditions requires awareness of the condition of the surface.
2.8.1 Taxiing and Carbon Brake Life

Carbon brakes are now standard equipment on the Boeing aircraft. The use of these brakes provides a
substantial reduction in airplane operating empty weight. However, in-service experience has generally
shown lower brake life than originally expected. Improvements in carbon brake life can be achieved
through better understanding of the operational factors affecting carbon brake life.
Dynamometer tests have confirmed that the severity of brake application has less of an effect on the
life of carbon brakes than the cumulative number of brake applications. For carbon brakes, brake
wear is primarily dependent upon the number of brake applications. For example, one firm brake
application causes less wear than several light applications. It is therefore not surprising that the
majority of carbon brake wear occurs during taxi to and from the ramp where frequent brake
applications are typically required. Continuous light applications of the brakes to keep the airplane
from accelerating over a long period of time (riding the brakes) to maintain a constant taxi speed
produces more wear than proper brake application. During taxi, proper braking involves a steady
application of the brakes to decelerate the airplane. Release the brakes as lower speed is achieved. After
the airplane accelerates, repeat the braking sequence.
The Boeing recommended taxi braking technique is as follows:
“Avoid “riding” the brakes to control taxi speed as brake heat build-up could become excessive. If taxi
speed is too high, reduce speed with a steady brake application and then release the brakes to allow

them to cool. Continuous braking should be avoided. Allow for decreased braking effectiveness on
slick surfaces.”
Recommendations
1. Anticipate traffic conditions to minimize taxi braking requirements.
2. Avoid the use of excessive thrust during taxi accelerations and/or during sustained taxi runs.
3. Anticipate engine spool-up and spool-down characteristics to avoid overshooting the desired
taxi speed.
4. Minimize brake applications by planning ahead, "riding" the brakes during taxi.
These above recommendations are intended as general taxi guidelines only: SAFETY AND
PASSENGER COMFORT SHOULD REMAIN THE PRIMARY CONSIDERATION.

2.9 BEFORE TAKE-OFF PROCEDURE
Wait until line up clearance has been received before starting the Before Take-off Checklist. It should
always be read by the First Officer and responded to by the Commander. Again, the items should be
actioned first and then the checklist read-challenge and response. Review the thrust setting, and V
speeds before take-off, if there is any change.
Unnecessary conversations shall not take place in the Flight Deck from the start of "Before Start
Checklist” until FL 100. It is the responsibility of the Commander to ensure that the aircraft is
manoeuvred safely while taxiing and to maintain a proper vigilance at all times.
During taxi, any passenger announcements shall only be made if the Commander is sure that the aircraft
is either stopped with brakes set, or taxiing at a low speed on a straight taxiway. If an unsafe condition
occurs the announcement shall be immediately stopped.
Before entering the departure runway, both pilots shall ensure that EFB holders are alligned correctly
and EFB panel kill switches are ON and iPads are in ‘Flight Mode’.
Engine warm up requirement:

 verify an increase in engine oil temperature before take-off.
Engine warm up recommendations:
 run the engines for at least 2 minutes (B737-800) / 3 minutes (B737-8 MAX).
 if the aircraft has been on the ground for more than 6 hours, try to extend warm up time to 10
minutes.
 use a thrust setting normally used for taxi operations.


If ATC clearance is not available prior taxi,
request ATC clearance when leaving the
congested area.
When ATC clearance has been received;
Verify that ATC clearance has been received.
 Set the CDU (if it has not been set),
CABIN CREW TAKE  Set radio frequencies,
 Set MCP for initial climb altitude,
OFF POSITION  Set transponder Code.
Verify that the cabin is secure. If not, delay the take-off
(Do not accept a take-off clearance if the Cabin Chief has not declared that the cabin is secure).
The pilot who will perform the take-off updates changes to the take-off briefing in case of a
clearance change.
Before entering the departure runway, verify that the runway and runway entry point are correct.
When cleared on to the active runway, Rwy Enter
position fixed Inboard landing lights ON,
A/T ARM
select taxi light OFF (except at night), ARM LNA
the Autothrottle and LNAV (if LNAV will be FIXED LANDING ON + RETRACTABLE
used for departure), call “BEFORE TAKE- (ONLY NIGHT
OFF PROCEDURE”. TAXI OFF ( NOT AT NIGHT)
Do the “BEFORE TAKE-OFF PROCEDURE”:
Set the transponder mode selector to TA/RA.
Position strobe lights ON when entering the active
runway.
Align the aeroplane with the runway.
Verify that the aeroplane heading agrees with the assigned runway heading.
Call "BEFORE TAKE-OFF CHECKLIST”.
Respond the checklist items.
(NOTE 1) (NOTE 2)
The Captain will respond to the“Flaps” Do the "BEFORE TAKE-OFF CHECKLIST” .
challenge with the:
- FMC Flaps setting,
- Flap Position indicator reading, and
- FLAPS EXT indications;
for example “5, 5, Green Light.”
When "Cleared for Take-off", commence
take-off. (NOTE 3) (NOTE 4)
NOTE 1: During taxi it is recommended to set the weather radar approx. 5 degrees nose up tilt and if
departing into adverse weather, the departure and arrival area should be scanned for Cb activity,
precipitation etc., and if necessary request that ATC provide a different routing.
NOTE 2: In reply to the “flaps” challenge, check that the indicated position of the flaps agrees with
the lever position and the flap position setting in the CDU TAKE-OFF REF PAGE. Respond “____
green light, ____ selected”.
NOTE 3: Evaluate weather ahead and ensure Wake Separation from preceding aircraft.
:
NOTE 4: PF will monitor Weather Radar and PM should monitor Terrain Mode in adverse weather.

At other times both pilots should monitor Terrain up to 10,000 feet or MSA, whichever is higher.
V

2.10 TAKE-OFF PROCEDURE
The following procedures are written with the Captain as the Pilot Flying. The Commander may
delegate the Pilot Flying role to the First Officer. The Captain, however, retains final authority for all
actions directed and performed. Regardless of whether the Captain or First Officer is performing the
take-off, the Captain will carry out the REJECT (Rejected Take Off).
The First Officer should, however be prepared to immediately take over the controls from the Captain
in the event of incapacitation. From the start of the take-off roll to the enroute climb configuration, it
is essential that the activities of the PF should be closely monitored and any deviation from proper
procedure has to be questioned.
Similarly, any calls made must be routinely acknowledged and any lack of such acknowledgment must
be immediately questioned. The commander and First Officer shall monitor flight instruments and be
aware of the V1 and V2 speeds during the take-off roll.
If the Captain or First Officer observes a condition or a situation that may affect the safety of flight, it
will be immediately called out. The take-off will be rejected immediately in the event of an engine
failure, engine fire, unsafe configuration, predictive windshear (if installed), if the airplane is unsafe or
unable to fly or any other situation adversely affecting the safety of flight.
Immediate Turn after Take-off: If Obstacle clearance, noise abatement, or departure procedures
require an immediate turn after take-off, initiate the turn at minimum 400 feet AGL and maintain V2 +
15 to V2 + 25 knots with take-off flaps.


Ensure that the aeroplane is aligned with the runway.
Verify that the brakes are released.
Advance the thrust levers to approximately Observe that all engine indications are normal. Call
40% N1. Allow the engines to stabilise. out any abnormal indication.
Verify symmetrical acceleration and ensure N1 thrust is obtained by referencing target N1 on FMC
Take-off page.
If the Commander is PF: If F/O is PM:
Press TO/GA switch , call “N1 TO/GA” on the Verify N1 reading is at target N1 value, and call
FMA and call “SET TAKE OFF THRUST”. "TAKE OFF THRUST SET".
If Commander is PM:
Press TO/GA switch and call “N1 TO/GA” on If F/O is PF:
the FMA, and call “YOU HAVE Call “I HAVE CONTROLS”, “SET TAKE OFF
CONTROLS”, then verify N1 reading is at THRUST”.
target N1 value, and call "TAKE OFF (NOTE 1)
THRUST SET". (NOTE 1)
After take-off thrust is set, the captain’s hand must be on the thrust levers until V1.
Monitor airspeed. Maintain light forward Monitor airspeed and call out any abnormal
pressure on the control column. indications.
Call “80 KNOTS”.
Verify 80 knots and call “CHECKED”.
Call “V1”.
Verify V1 speed.
At VR, call “ROTATE.”
Monitor airspeed and vertical speed.
At VR, rotate toward 15° pitch attitude.
After liftoff, follow F/D commands.
Establish a positive rate of climb.
Verify a positive rate of climb on the altimeter and
call “POSITIVE RATE.”
Verify a positive rate of climb on the altimeter
and call “GEAR UP.”
Set the landing gear lever to UP.
At 400 ft RA, call “FOUR HUNDRED”.
Call for a roll mode as needed (if it has not
already been set).
Select or verify the roll mode.
At thrust reduction height, call
“ONE THOUSAND FIVE HUNDRED FEET”
(Thrust reduction height is 1,500 ft if it is not
specified.)
If it is other than 1,500 ft, call “-------FEET”.
Call “N1” .
Push the N1 switch.
(Set Climb thrust by pushing N1 switch if it is not
previously set on TAKE-OFF REF page 2/2 during
CDU Preflight.)
Verify that climb thrust is set.


At acceleration height, call “SET SPEED UP”
for flaps up manoeuvring speed.
(1,500 ft if it is not specified.)
(NOTE 2)
Set the flaps up manoeuvring speed.
Verify acceleration.
Call “FLAPS ___” according to the flap
retraction schedule.
Checks that the speed is above the applicable
minimum flap retraction speed. Calls “SPEED
CHECKED” and sets the FLAP lever as directed.
Monitor flaps and slats retraction.
Call “FLAPS UP NO LIGHTS” after flaps and slats
retraction is complete.
After receiving “FLAPS UP NO LIGHTS”
callout, call “SELECT VNAV” or “SELECT
LVL CHG” as appropriate.
Push the VNAV switch, or
Push the LVL CHG switch.
Engage the autopilot when above the minimum
altitude for autopilot engagement as needed.
Call “AFTER TAKE-OFF CHECKLIST”
Set or verify engine bleeds and air conditioning
packs are operating.
Set the engine start switches as needed.
Set the AUTO BRAKE select switch to OFF.
Set the landing gear lever to OFF (B737-800).
Verify the landing gear lever in UP position (B737-8
(MAX)).
Do the “AFTER TAKE-OFF” checklist.
NOTE 1: The Commander will start stopwatch elapsed time mode (ET) before pressing TO/GA button
to record flight time. At the same time the First Officer will start the chronometer to determine duration
of Max. T/O thrust usage. PM will visually check that the A/T has achieved required correct take-off
thrust. If not, then it should be manually set by PM.
If GPS not installed, or if installed but GPS updating is not available, and departing from any position
that is not co-incident with this landing threshold, runway TO SHIFT must be entered to ensure that
the aircraft symbol on the EFIS Map updates to the actual aircraft position when TO/GA is pressed.
Failure to do this incurs a map shift.
Monitor the engine instruments during the take-off. Call out any abnormal indications.
Adjust take-off thrust before 60 knots as needed. During strong headwinds, if the thrust levers do not
advance to the planned take-off thrust, manually advance the thrust levers before 60 knots.
NOTE 2: Since the minimum flap retraction altitude is 400 AFE, flap retraction may be started by
400ft AFE if Flaps 15 or Flaps 25 setting has been used for take off due to field limitation. Caution
must be excercised in order not to deviate from relevant Noise Abatement Departure Procedures.

Take-off Flap Retraction Speed Schedule:
Take-off At Speed Select

Flaps (display) Flaps
V2 + 15 15
“15” 5
25
“5” 1
“1” UP
V2 + 15 5
15 or 10 “5” 1
“1” UP
V2 + 15 1
5
“1” UP
1 “1” UP
Limit bank angle to 15° until reaching V2 + 15
After Take-Off:
No communication with the Company will be made below FL 100 or TOC if cruise altitude is below
FL 100.
Until auto-pilot engagement, the PF will instruct the PM to make MCP, FMC and NAV Radio
selection.
When PF flies manually, PM should not use PTT on the control wheel. That may destabilize inputs
given by PF.

2.11 CLIMB PROCEDURE

Complete the After Take-off Checklist before starting the Climb and Cruise Procedure.
FL100: lights off (logo at night If the centre tank fuel pump switches were OFF for
and all rwy turnoff landing) plus take-off and the centre tank contains more than 500
ATTENDED BUTTON kilograms, set both centre tank fuel pump switches
ON above 10,000 feet or after the pitch attitude has
been reduced to begin acceleration to a climb speed
FL200: fasten belt auto of 250 knots or greater.
During climb, set both centre tank fuel pump
switches OFF when centre tank fuel quantity
reaches approximately 500 kilograms.
At 10,000 ft or FL100 Call “FL 100 or 10,000 ft.”
Call “LIGHTS OFF, recycle FASTEN BELT
switch”. (NOTE 1)
Set RUNWAY TURNOFF, LANDING light and
LOGO light switches to OFF and press ATTEND
switch once.
At transition altitude, call “TRANSITION
ALTITUDE”. Set altimeter to STD.
Set altimeter to STD, and call “ ALTIMETER
STANDARD, Reading ____feet”.
Call “ ALTIMETER STANDARD, Reading -------
feet”.
At FL200, call “FL 200”
Call “FASTEN BELT AUTO” if weather
permits.
Set the FASTEN BELT switch AUTO.
Intermediate LEVELOFF due to traffic (if prolonged level flight expected);
Enter Assigned Level on climb page.
CDU will turn to CRZ page.
Check data and select PROG page.
Do not cruise with climb speed for prolonged
time.
Use CRZ CLIMB for further.
CAUTION: Do not allow the shoulder harness straps to retract quickly. Buckles can pull or
damage circuit breakers.
NOTE 1: Normally the captain calls the OCC to pass the ETA on VHF 2 above 10,000 ft / FL 100 if
the conditions permit (when in Antalya). No communication with Company will be made below FL
100 unless an emergency dictates. If turbulence is expected, the FASTEN SEAT BELT sign should
remain ON and the Cabin Staff advised. If cabin service is not to be initiated, advise the Cabin staff
accordingly with an estimate of when the turbulence may subside. If moderate or greater turbulence,
advice cabin crew to remain seated. If severe turbulence is encountered, use the Severe Turbulence
procedure listed in the Supplementary Procedures section of the FCOM.

2.12 CRUISE PROCEDURE

When established in a level attitude at cruise, if
the centre tank contains more than 500
kilograms and the centre tank fuel pump
switches are OFF, set the centre tank fuel pump
switches ON again.
Set both centre tank fuel pump switches OFF
when the center tank contains approximately
500 kilograms.
Once the aircraft has reached the planned cruise
level;
PF shall complete the following checks:
- Check that the annunciations shown on the
FMA are correct and that CRZ is indicated.
- Check that the altitude shown on the
altimeters, MCP, CDU and Pressurisation
panel agree and are correct.
- Check the cabin pressure and temperature.
CRUISE CHECKLIST - PERFORM
PF shall make the following cruise briefing to
PM:
- Weather on route and at enroute alternate,
- Enroute alternates,
- Facilities at enroute alternate,
- Cruise speed and altitude,
- Step climb point,
- Fuel monitoring procedures,
- Use of headsets,
Controlled rest procedures for heavy crew
operations.
Verify the RNP as needed.
Normally the PF selects the PROGRESS /
Normally the PM selects the LEGS page.
CRUISE page.
Maintain ECON cruise speed unless ATC and/or
other condition(s) require(s) otherwise.
Select the Enroute charts in view on the EFB. Select the Enroute charts in view on the EFB.
Monitor 121.500 on VHF 2.
Aircraft Tracking: Refer to OM-A 8.3.2.3 Aircraft Tracking Contingency Procedures if:
 Transponder (ADS-B) Failure - In-Flight;
 HF Failure - In-Flight;
 Crew is informed for the requirement of the “4D/30 Manual Positon Report via HF”
procedure.
Depending on the language spoken, Captain or First Officer may do the Passenger announcement.
Refer to Chapter 2.21.3 – Passenger Announcement Procedures.
Fill in the Aeroplane Datalog. Assist the Commander to fill the In-Flight pages
(Refer to OM Part A) in the EFF application of the EFB.
NOTE 1: All paperwork shall be done in Cruise. The flight crew should ensure that INFLIGHT
sections at EFF application is filled properly.

Pilot Flying Pilot Monitoring (F/O)

Below listed areas on the OFP shall be filled;
- CTOT (if reported),
- Clearances,
- RVSM (hourly), MNPS, RNP10 checks if applicable,
- Signatures of the flight crew,
- Off chocks time, take off time,
- ATA, ETA and Actual Remaining Fuel for each WPT,
- Crew names and Notes on the last page of the OFP.
For details, refer to OM Part A.
In addition to the list above;
- Fuel checks (hourly)
- Engine Out Cruise speed, altitude and N1(hourly)
- Any deviation from the planned route, altitude(s) and
speed(s) and
- If different squawk code(s) have been received in flight,
these shall also be recorded on the OFP
ATIS/Weather information of the enroute alternate airports
shall be obtained by VHF 2 or by the relevant ATC if no
weather broadcast service is available and shall be written
on the relevant form that OCC provides.
9H-TJC
During an ETOPS flight, an operational check of the Fuel
Crossfeed Valve shall be performed (refer to OM-B
2.12.1).
During ETOPS flight, perform Navigation Accuracy cross-
check to identify possible navigation errors.
After passing the ETOPS exit point, set APU switch to
OFF.
NOTE 2: If necessary, during the cruise, a pilot may leave the flight deck but the time spent outside
should be kept to a minimum. Before leaving , s/he shall conduct a briefing to the other
flight crew(s) as followings:
 inform the other pilot with regards to:- Fuel system status; Any abnormalities regarding
aircraft systems; Navigation information; Automation status; ATC instructions, etc.
 hand him/her the controls and communications.
 call the CC/CA via interphone to arrange that the cabin curtain is closed and the galley
entrance secured with a trolley.
If one flight crew needs to leave the cockpit. After the flight crew returns to the cockpit, the
remaining flight crew will brief the returning flight crew of any changes.
The SCCM/CA will notify the flight deck via interphone that the forward galley has been secured
before inviting her/him out. One CA has to wait in the flight deck until the absent flight crew member
returns. During night flights, the galley lights shall be switched off before the flight deck door is
opened. The pilot remaining in the flight deck shall remain in his seat, that is, close to the controls with
his/her seat belt fastened. Until the return of the absent pilot, the remaining pilot must ensure that s/he
gives full attention to flying the aircraft and handling communication as required. Any other tasks, e.g.
fuel checks and flight plan entries, must wait until both pilots are again on station.
NOTE 3: Fastening of shoulder harnesses is not mandatory in cruise.


Good cockpit discipline must be maintained at all times to ensure safe and efficient operations. For
flight safety, cockpit crew shall adhere to proper navigation, communication and cruise procedures.
Step Climb Cruise shall be accomplished when;
 optimum cruise altitude reaches to intended/planned cruise altitude; or
 the maximum altitude reaches 1,000 feet above the altitude intended to be climbed.
For a guidance (Maximum altitude, Optimum altitude, Step climb, Low fuel temperature, Cruise
performance economy, Engine inoperative Cruise/Drift down), refer to the B737 FCTM.
2.12.1 Fuel Crossfeed Valve Check

During the last hour of cruise, do the following steps:
Crossfeed selector .......................................................................................................................... Open
Verify that the VALVE OPEN light illuminates bright, then dim.
Crossfeed selector .......................................................................................................................... Close
Verify that the VALVE OPEN light illuminates bright, then extinguishes.

2.13 DESCENT PROCEDURE
Start the Descent Procedure and complete the approach briefing before reaching the top of descent
point.
Prior to commencing descent, both pilots shall ensure that EFB holders are alligned correctly and EFB
panel kill switches are ON.
The applicable charts for the arrival will be selected on the EFB and will include STARS, noise
abatement, approach and taxi charts. For airports where no STAR or profile exists, area charts or low
en-route charts will be available in determining MSA's and terrain relief. When the temperature is
lower than ISA, true altitude will be lower than indicated altitude. Altimeter errors become significantly
larger when the surface temperature approaches minus 10° C or less and also become greater with
increasing height above the altimeter reference source. For Cold Temperature Altitude Corrections
criteria, refer to FCOM Supplementary Procedures / Cold Weather Operations.
If turbulence is expected during the descent, the Cabin Crew shall be advised.
Although the flight crew normally programme the FMC for the expected approach, they should be
aware that they must proceed with the arrival cleared unless further clearance is received.
Prior to descent, the Captain and First Officer have to check terrain and applicable minimum altitudes
relative to the descent path.
The altitude allocated by ATC to an aircraft in controlled airspace should provide for adequate terrain
clearance. Nevertheless, such instructions do not relieve the pilot of his responsibility to ensure that he
maintains a safe altitude at all times. The crew should activate terrain mode below FL100/10,000 ft or
MSA, whichever is higher. Pilots are reminded to remain alert to terrain hazards and are instructed that
if they consider it essential in the interests of safety they may refuse an ATC clearance and request an
alternative. Prior to descent, the Captain and First Officer have to check terrain and applicable
minimum altitudes relative to the descent path.
P-RNAV NOTE: In the event of loss of P-RNAV capability, the flight crew should invoke contingency
procedures and navigate using an alternative means of navigation which may include the use of an
inertial system. The alternative means need not be an RNAV system.
In the event of communications failure, the flight crew should continue with the RNAV procedure in
accordance with the published lost communication procedure.


Prior to commencing descent, the Captain normally makes contact with the relevant Handling
Company at the destination airport (if it is in range) to pass/receive information about ETA, transit
passengers, passenger requests (wheel chair, UM, MAAS etc.) and other operational requirements
such as a fire truck, fuelling, cleaning etc. after confirming with the cabin crew what is required.
Unless an emergency dictates, no communication with the OCC shall be made below FL 100 or
10,000 ft.
Both pilots shall have the relevant plates in view on the EFB(s).
Prior to descent and after receiving ATIS/  ATIS/Weather information of the destination
weather information; airport and the destination alternate airport(s)
 Give the controls to PM. shall be obtained by VHF 2 or by the relevant
Note: Within 1-hour flight time to ATC if no ATIS available. Make sure that
destination, approach preparation may be the PF is convenient to have the ATC
completed by PF before having communication.
ATIS/weather information.  Obtain destination and destination
 Set/Check the CDU entries, modify as alternate(s) ATIS/Weather information and
needed. RWY(s) in use for arrivals when within
 Make sure that the waypoints, navaids etc. range.
with altitude constraints and speed  Write the Destination ATIS/weather
restrictions in the CDU LEGS page for the information on the TOLD card and
arrival route, approach and the missed destination alternate(s) weather
approach route are same with the ones information/ATIS on the OFP with METAR
published on the arrival and approach plates coded format.
on the EFB.  Leave the ATIS frequency and Handling
 Set the RADIO/BARO minimums as needed Frequency tuned ACTIVE and STBY
for the approach, respectively on VHF2.
 Set or verify the navigation radios and  Pass the ATIS/weather information obtained
courses for the approach. to the Captain.
 Set markers volume as needed.  Have the controls from the Captain when
 Calculate the landing weight and landing instructed.
performance; calculate the required landing  Participate in approach briefing, cross-check
distance (EFB). Cross-check with the results and confirm all the settings.
obtained by Pilot Monitoring.  Set the RADIO/BARO minimums as needed
 Set the AUTO BRAKE select switch as for the approach,
needed. (NOTE 1)  Set markers volume as needed.
 Set the required flap setting for landing and  Calculate the landing weight and landing
enter VREF on the APPROACH REF page. performance, calculate the required landing
(NOTE 2) distance (EFB). Cross-check with the results
 Set and call airspeed bugs settings. (NOTE 2) obtained by Pilot Flying.
 Set STBY Altimeter to destination airport’s  Confirm and cross-check the flap and
QNH and select the Approach Mode Selector AUTOBRAKE settings.
to APP on the Standby Attitude Indicator if  Verify that VREF entered on the
the intended approach to be used is an ILS APPROACH REF page is correct.
approach. (NOTE 2)


 Enter a 25 NM circle in the fix page from the  Confirm and set airspeed bugs after having
navaid or the waypoint or the airport reference them calculated.
point whichever is used for MSA.  Verify that the destination airport elevation
 Enter the necessary inputs to DESCENT is set in the Landing Altitude window on the
FORECAST page. Cabin Pressurisation Panel.
Do the approach briefing. (NOTE 3)
After the approach briefing is completed, take
controls from PM. Recall and review the system annunciator lights.
Recall and review the system annunciator lights.
Call “DESCENT CHECKLIST”. (NOTE 4)
Do the DESCENT CHECKLIST.
Set both centre tank fuel pump switches OFF
when centre tank fuel quantity reaches
approximately 1,400 kilograms.
Do not accomplish the CONFIG non-normal
checklist.
Commence a descent 20 NM before TOD for a
smoother transition.
Use LNAV, VNAV PATH.
(NOTE 5)
Be aware of short cuts by radar. Check the Air Conditioning and pressurization
(NOTE 6) when the descent has been initiated.
FL200 call “FL200”.
Call “FASTEN BELT ON”. FL200:
(Fasten belt shall be switched on not later than 1) Fasten belt o
FL200) 2) Low Vis APU ON
Select FASTEN BELT switch ON.
10000ft/FL100: If it is already been selected on, then it should be
recycled (by selecting it OFF and ON again)
CABIN CREW LANDING
POSITION Start the APU (NOTE 7).
At FL 100 / 10,000 ft call “10,000 ft”.
Crosscheck FL 100 (10,000'), and call “LIGHTS
ON, recycle FASTEN BELT switch.
Set RUNWAY TURNOFF, FIXED LANDING
FL100 and LOGO light (night) switches ON and select
FASTEN BELT switch OFF then ON again.
1) Lights ON
(Fixed Landing +Turnoff + logo Confirm NAV AIDS identified and ANP is
“only night” within RNP for appropriate arrival approach.
2) Fasten Belt RECYCLE
:

NOTE 1: Use of the autobrake system is recommended whenever the runway is limited, when using
higher than normal approach speeds, landing on slippery runways, or landing in a crosswind.
For normal operation of the autobrake system select a deceleration setting.
Settings include:
 MAX: Used when minimum stopping distance is required. Deceleration rate is less than that
produced by full manual braking
 3: Should be used for wet or slippery runways or when landing rollout distance is limited. If
adequate rollout distance is available, autobrake setting 2 may be appropriate
 1 or 2: These settings provide a moderate deceleration suitable for all routine operations.
NOTE 2: Flaps 15, 30 or 40 are the normal landing flap settings.

If conditions permit, landing should be made with flaps 30 for fuel conservation and Noise Abatement.
Flaps 40 should only be used for CAT II / IIIA or if required for landing distance performance
requirements such as when landing with:
– Braking action reported less than good,
– Tailwind,
– Wet / contaminated runway, or
– Runway length less than 7000 feet.
Flaps 15 to be used when called for by QRH procedure and also may be required at high density altitude
airports when climb limited maximum landing weight is exceeded for landing flaps 30 or 40.
The airspeed pointers will be set automatically unless FMC is inoperative. If so, refer to associated
FCOM Supplementary Procedure (Chapter SP Section 10).
NOTE 3: Take-off and landing shall be performed by the Captain if the runway length is less
than 7,000 feet (2,100 meters).
Approach Briefing shall cover the following aspects:

 Review the ATIS information,
 Arrival Procedure (Name of STAR and expected further clearance),
 Type of approach and runway in use,
 NAV radio frequencies,
 Inbound courses,
 Initial approach fix, establish altitude/ descent point,
 Final altitude (OM etc.),
 Expected point to reach visual references,
 Visual Descent Point (VDP) and MDA on non-ILS approach,
 Decision Altitude (BARO) on an ILS approach for manual landing,
 Decision Height (RADIO ALTIMETER) on an ILS approach for Autoland,
 Runway condition and landing distance calculation,
 Autobrake selection (if needed),
 Missed approach procedure and initial climb altitude,
 Fuel remaining and extra fuel at destination,
 Holding available at destination before diversion to alternate airport,
 Weather condition at alternate airports,
 Engine failure procedure in case of 1 engine climb gradient does not meet the requirements of the
missed app gradient,
 Special aspects (e.g. use of reverse thrust, taxi procedure after landing, anti-skid inoperative,
during LVO respective checks and briefings using the table checklist on flight deck etc.),
 Any other identified THREAT.

NOTE 4: If expecting a P-RNAV arrival then FMC waypoints must match exactly the waypoints on
the chart. This includes confirmation of the waypoint sequence, reasonableness of track angles and
distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which
are fly-over. If required by the procedure, a check will need to be made to confirm that updating will
exclude a particular navigation aid. A procedure shall not be used if doubt exists as to the validity of
the procedure in the navigation database. Manual entry of any waypoint invalidates P-RNAV. A check
must be made of RNP accuracy from FMS prior to commencing the approach. Any degradation in
RNAV capabilities or if there is any loss of integrity of a navigation check, then ATC must immediately
be informed and conventional navigation procedures must be followed.
NOTE 5: When you start descent, LNAV and VNAV PATH are the best options. Use DES NOW
prompt to commence the descent on the CDU DESCENT page or ALT INTV on the MCP if applicable.
The next best pitch mode is LVL CHG for radar vectoring with HDG SEL .Use V/S when a reduced
rate of descent is desired or for altitude changes of 1,000 feet or less. Below 3,000 ft AFE a maximum
of 2,000 ft/min. should be used to avoid CFIT situations.
During descent, the minimum descent rate should not be less than 1,000 fpm.
NOTE 6: If speed brakes are required in descent, it is required that the PF keep his hand on the lever
while in use.
NOTE 7: If LVO is expected at the destination.


2.14 APPROACH PROCEDURE
Before commencing an approach to land, the commander shall be satisfied that, according to the
information available to him/her, the weather at the aerodrome and the condition of the runway
intended to be used should not prevent a safe approach, landing or missed approach, having regard to
the performance information contained in the operations manual.
Navigation accuracy shall be checked prior to the approach (RNP).
The B737 is classified as a category C airplane for straight in approaches and two engine circling
approaches. For single engine circling approaches use category D minima.
The Approach Procedure is normally started at transition level.
Complete the Approach Procedure before:
 the initial approach fix, or
 the start of radar vectors to the final approach course, or
 the start of a visual approach

At Transition Level or when cleared to an altitude,
set altimeter to QNH and call “QNH passing
feet”. (NOTE 1)
Call “QNH ___ passing ___ feet”
Call “APPROACH CHECKLIST”.
Do the APPROACH CHECKLIST.
Update changes to the arrival and approach, as needed. Update changes to the RNP, as needed.
Update the approach briefing as needed. (NOTE 2)
Set the holding pattern on the CDU if requested
If it is required to enter a holding pattern, ask PM by the PF
to set it in the CDU.
Ensure that it has been crosschecked before
Set up NAVAIDS and courses according to EXECUTED.
planned hold, slow airplane to holding speed or
ATC required speed. (NOTE 3) Inform PF of time available to hold from Hold
Page on CDU. (NOTE 3)
Select DESCENT or PROG page and constantly
Maintain LEGS page and update the changes.
monitor the track distance until GS capture.
It is recommended to maintain closest waypoint
Do not completely abandon Enroute navigation
be selected on top of LEGS. Have closest way
procedures even if ATC is providing radar vectors
point on top to update track distance to
to initial or final approach fix.
touchdown.

NOTE 1: When cleared to an altitude above transition level, do not forget to set the altimeters back to
STD if a level off is needed or requested by the ATC before reaching transition level.
NOTE 2: If the runway in use or STAR/Type of Approach has been changed by the ATC, these
measures shall be applied;
If the runway in use has been changed, both pilots shall ensure that the landing weight and
landing performance are checked for the new runway, and the landing distance available is
greater than the landing distance required.
PF shall continue to fly the airplane with the autopilot and shall use the MCP for radar vectors as
needed.
PM shall hand the ATC communication over, have the relevant maps, charts and plates ready to be
used/followed and shall update the following as needed;
 RADIO/BARO minimums,
 Navigation radios and courses for the approach,
 AUTO BRAKE select switch,
 Required flap setting for landing,
 VREF on the APPROACH REF page,
 CDU entries if time permits;
Make sure that the waypoints, navaids etc. with altitude constraints and speed restrictions in the
CDU legs page for the arrival route and the missed approach route are same with the ones
published on the arrival and approach charts.
Once the set up procedure is completed, the updates and modifications shall be verified and a new
briefing shall be performed.
NOTE 3: During a holding, the airplane should be flown with LNAV and the PF will have his/her ND
on MAP mode or CTR MAP mode. The PM will be on raw data and monitoring the instruments,
checking time or DME when appropriate. Make sure that the weather is suitable for the intended
holding pattern/altitude.
Holding in icing conditions with flaps extended is prohibited.

ND Set-up:
Type of Approach Pilot Flying Pilot Monitoring
ILS CAT I MAP MAP
ILS CAT II/IIIA MAP MAP
LOC/LOC DME MAP MAP
VOR/VOR DME MAP MAP
NDB/NDB DME CTR MAP CTR MAP
RNAV (GNSS) MAP MAP
SRA MAP MAP
Navigation Display set-up must be completed by;

(1) The Initial Approach Fix (IAF), or
(2) The start of radar vectors to the final approach course, or
(3) The start of a visual approach
Autopilot Disengagement During Approach:

a) On an ILS CAT-I and all Non-ILS approaches Autopilot shall be disengaged at 1,000 ft AFE if
weather permits.
b) On a NPA and/or visual approaches, F/Ds shall be switched OFF, missed approach altitude shall
be set on MCP and F/Ds shall be switched ON again after autopilot disengagement.
c) Autopilot must be disengaged manually after touchdown on an Autoland.
d) The autopilot must be disengaged when intercepting landing profile on circle to land approaches.
F/D NPA:
F/D OFF
SET MINIMA ACCORDING VNAV OR V/
AFTER A/P DISENGAGE -> F/D ON
NPA MINIMA SET
VNAV: 300ft BELOW

MISSED APP
:
ALTITUDE
V/S: 300ft ABOVE

MINIMA


General Requirements for Commencement and Continuation of Approach:

 Crew Qualification: Before commencing an approach, the flight crew shall ensure they have the
appropriate qualification and certificate (CAT I, CAT II, CAT IIIA, Aerodrome Comepetence etc.)
for that type of approach and landing
 Onboard Equipment: The flight crew shall check that the onboard equipment of the aeroplane is in
accordance with MEL before commencement and continuation of approach.
 Ground Based Equipment: The flight crew shall check that the ground and aerodrome based
equipment, described in this section, are available and functional before commencement and
continuation of approach.
 Operating Minima: The flight crew shall not commence and continue an approach if the actual
meteriological conditions are below the applicable operating minima as described in the following
section:
The commander, or the pilot to whom conduct of the flight has been delegated, may commence an
instrument approach regardless of the reported RVR/VIS,
If the reported RVR/VIS is less than the applicable minimum the approach shall not be continued:
 below 1,000 ft above the aerodrome; or
 into the final approach segment in the case where the DA/H or MDA/H is more than 1,000 ft above
the aerodrome.
Where the RVR is not available, RVR values may be derived by converting the reported visibility. If,
after passing 1,000 ft above the aerodrome, the reported RVR/VIS falls below the applicable minimum,
the approach may be continued to DA/H or MDA/H.
The approach may be continued below DA/H or MDA/H, and the landing completed, provided that the
visual reference adequate for the type of approach operation and for the intended runway is established
at the DA/H or MDA/H and is maintained.
The touchdown zone RVR shall always be the essential factor which determines whether an approach
may be flown and a landing made. In adition, if reported and relevant, the midpoint and stopend RVR
must also be taken into account. The minimum RVR value for the midpoint shall be 125 m and 75 m
for the stopend.

After commencement of the approach, a go-around or a missed approach should be conducted when:
 Confusion exists or crew coordination is lost.
 There is uncertainty about situational awareness.
 Checklists are being conducted late or the crew task overloaded.
 Any malfunction threatens the successful completion of the approach.
 The approach becomes unsuitable in altitude, airspeed, glide path, course or configuration.
 Unexpected wind shear is encountered.
 EGPWS alert.
Note: If a terrain caution occurs when flying under daylight VMC, and positive visual
verification is made that no obstacle or terrain hazard exists, the alert may be regarded
as cautionary and the approach may be continued.
 TCAS alert.
 ATC changes will result in a rush or unstable approach.
 Inadequate visual cues at DH or MDA.
 If a navigation radio or flight instrument failure occurs which affects the ability to safely complete
the approach in instrument conditions
 On ILS final approach, in instrument conditions, and either the localiser and/or glide slope
indicator shows full deflection
 The navigation instruments show significant disagreement and visual contact with the runway has
not been made
 On a radar approach and radio communication is lost.
 If an approach becomes unstabile below 1,000feet above airport elevation in IMC or below 500
feet above airport elevation in VMC an immediate go-around is required.

2.15 LANDING PROCEDURE

2.15.1 Landing Procedure – ILS

Initially
 When under radar vectors
• HDG SEL
• Pitch mode (as needed)
 If enroute to a fix
• LNAV or other roll mode
• VNAV or other pitch mode
Verify that the cabin is secure.
Within 14-16 NM to touchdown, reduce speed to
FLAPS UP MANEOUVERING SPEED.
Checks that the speed is below the applicable
Call “FLAPS ___” according to the flap extension maximum flap extension speed. Calls “SPEED
schedule. (NOTE 1) CHECKED” and sets the FLAP lever as directed.
Monitor flaps and slats extension.
When on the localiser intercept heading:
• verify that the ILS is tuned and identified
• verify that the localiser and glide slope pointers are shown. (NOTE 2)
Verify that the heading is appropriate to ensure localiser capture.
Use LNAV or HDG SEL to intercept the final
approach course as needed.
WARNING: When using LNAV to intercept the final approach course, LNAV might parallel
the localiser without capturing it.
The aircraft may then descend on the glide slope without the localiser having been captured.
After having been cleared for localiser
interception, select APP mode on EFIS panel
mode selector.
Arm the VOR/LOC mode. (NOTE 2)
Check on the FMA and Call “VOR/LOC
ARMED”.
Verify that VOR/LOC is armed and call
“CHECKED”.
When the localiser is alive, call “LOCALISER
ALIVE”
Verify that localiser is alive and call
“CHECKED”.
When the VOR/LOC has been captured, call
“VOR/LOC CAPTURED”
Verify that the VOR/LOC captured and call
“CHECKED”.
Set the runway heading (Final approach course
heading).
Call “RUNWAY HEADING SET”.
After having cleared for the approach, arm the
APP mode.


Check on the FMA and Call “GLIDE SLOPE
ARMED”.
Verify that the runway heading (Final approach
course heading) is set.
Verify that glide slope is armed and call
“CHECKED”.
When the glide slope is alive, call “GLIDE
SLOPE ALIVE”
Verify that glide slope is alive and call
“CHECKED”.
On glide slope capture, call “GLIDE SLOPE
CAPTURED”.
Verify that glide slope has been captured and call
“CHECKED”.
Set the missed approach altitude on the MCP.
Call “MISSED APPROACH ALTITUDE SET”.
Set INIT REF page.
Verify that the missed approach altitude has been
set on MCP and call “CHECKED”.
At 2,000 ft AFE:
Call “GEAR DOWN”.
Call “FLAPS 15”.
Set the SPEED BRAKE LEVER to ARM. Checks that the speed is below the maximum
(Captain). landing gear extension speed and below the
Call “LANDING CHECKLIST”. applicable maximum flap 15 extension speed.
Verify that the SPEED BRAKE ARMED light is Calls “SPEED CHECKED”.
illuminated.
Note: 2,000 ft AFE is the minimum for landing
gear extension in Corendon Airlines Europe.
Set the landing gear lever to DN.
Verify that the 3 green landing gear indicator
lights are illuminated.
Set the flap lever to 15.
Set the engine start switches to CONT.
Do the LANDING CHECKLIST.
Checks that speed is below the applicable
Call “FLAPS___” as needed for landing. maximum flap extension speed. Calls “SPEED
(NOTE 3) CHECKED” and sets the FLAP lever as directed.
Monitor flaps extension.
Call “COMPLETE THE LANDING
CHECKLIST”
Complete the LANDING CHECKLIST.
Verify that landing clearance is received or a late
landing clearance is expected.
Monitor the approach.


At 1,000 ft AFE, call “ONE THOUSAND”
(NOTE 4)
Call “CHECKED”
At 500 ft AFE, call “FIVE HUNDRED”
(NOTE 4)
Call;
“CHECKED”
“ALL LIGHTS ON”
At 100 ft above the minimum, call “HUNDRED
ABOVE”
Call;
“CONTINUE” in VMC
“LOOKING OUT” in IMC
At minimum, call “MINIMUM”
Call “CONTINUE” if visual references
established.
Call “GO AROUND” if visual references not
established. (NOTE 5)
NOTE 1: Flap Extension Schedule:

Current
At Speedtape Command Speed for
Flap Select Flaps
“Display” Selected Flaps
Position
UP “UP” 1 “1”
1 “1” 5 “5”
5 “5” 15 “15”
(VREF30 or VREF40) +
15 “15” 30 or 40
wind additives

NOTE 2: When cleared for an approach, PF shall select APP mode on EFIS panel mode selector and
shall check both localisers ACTIVE, shall check localiser indication at the desired side via ND then
arm VOR/LOC on the MCP. The PM will remain in MAP mode. It is both pilots responsibility to check
GS and LOC indications continuously.
APP mode should not be selected until:

 the ILS is tuned and identified
 the aeroplane is on an inbound intercept heading
 both localiser and glide slope pointers appear on the attitude display in the proper position
 track distance to runway is less than 18 NM and out of 8 degrees than LOC course
 clearance for the approach has been received.
The glide slope may be captured before the localiser in some aircraft. The glide slope may be captured
from either above or below. To avoid unwanted glide slope capture, LOC mode shall be selected
initially, followed by the APP mode once the localiser has been captured.
NOTE 3: Conditions permitting, landing should be made with flaps 30 for fuel conservation and Noise
Abatement. Flaps 40 should only be used for CAT II/IIIA or if required for landing distance
performance requirements.
NOTE 4:
IMC: Approaches must be fully stabilised, at the final approach speed and in the final landing
configuration when leaving 1,000 ft AGL or the outer marker whichever is the later.
VMC: Approaches must be fully stabilised at the final approach speed and in the final landing
configuration at 500 ft AGL.
The approach must be fully stabilised when the aircraft is tracking on the approach path (i.e. LOC and
GP for ILS approach) with the required configuration, attitude, speed and corresponding power.
Vertical speed shall be max. 1,000 fpm below 1,000 feet AGL.
Deceleration to the final approach speed shall be started in good time, so that stabilisation is achieved
no later than when passing 1,000 feet/AGL or the OM whichever is later. In gusty wind, special
attention is required to maintain proper speed control. During all approaches, it is mandatory to use the
radio facilities for the runway, including ILS when available, even when visual contact has been made
during an approach in good weather conditions.
Course and Glidepath Deviations vs. Terrain Clearance:
On-course alignment shall be accomplished as soon as is possible after the final interception. When
making certain types of approach, e.g. circling, necessitate turns below 1,000 feet/AGL, special
attention shall be paid to the bank angle of the aircraft.
Approach Path Deviations:
Once fully established on the ILS, and below platform altitude, the glide path shall be followed as
accurately as possible. Although a maximum of 1 dot fly-up is acceptable at the beginning of the final
approach, the deviation must be zero upon reaching the DA/DH.
An ILS final approach shall not be commenced or shall be discontinued if the LOC shows full-scale
deflection.
An NDB/VOR final descent shall only be started if the received QDM/QDR is within +/- 5 degrees of
the published inbound track.

Stabilised Approach Requirements:

During the final approach and landing phase, it is essential that the activities of the PF are closely
monitored and any deviations from proper procedures shall be questioned. Similarly, any calls made
must be routinely acknowledged and any lack of such acknowledgment must be questioned
immediately.
a) The maintenance of a stable speed, descent rate, and vertical/lateral flight path in the landing
configuration is commonly referred to as the stabilised approach concept.
b) Any significant deviation from the planned flight path, airspeed, or descent rate should be
announced. The decision to execute a go-around is no indication of poor performance.
c) Do not attempt to land from an unstable and rush approach
d) ENGINES MUST BE SPOOLED UP AND APPROACHES SHOULD BE STABILISED BY;
1) 1,000 feet above airport elevation in IMC
2) 500 feet above airport elevation in VMC.
When an aircraft is landing in a non-normal configuration, it may be necassary to prepare and configure
the aircraft so that it is stabilised prior to reaching than the above limiting altitudes.
Stabilised Approach Procedure:

An approach is stabilised when all the following criteria are met:
a) The aircraft is on the correct flight path, only small changes in heading/pitch are required to
maintain the correct flight path.
b) The aircraft speed is not more than VREF + 20 knots and not less than VREF
c) The aircraft is in the correct landing configuration
d) Sink rate is not greater than 1,000 fpm
e) Thrust setting is appropriate and stable N1 for the aircraft configuration
f) All briefings and checklists have been completed
g) ILS approaches should be flown within one dot of the Glide Slope and Localiser
h) During a circling approach, the wings should be level on final by the point where the aircraft
reaches 300 feet above airport elevation.
i) Unique approach procedures or abnormal conditions which necessitate a deviation from the above
elements of the stabilised approach require a special briefing.
If an approach becomes unstable below 1,000 feet AGL in IMC or below 500 feet AGL in VMC,
an immediate go around is required.

NOTE 5:
Visual References for Instrument Approach Operations:
NPA, APV and CAT I Operations:
At DH or MDH, at least one of the visual references specified below should be distinctly visible and
identifiable to the pilot:
 elements of the approach lighting system;
 the threshold;
 the threshold markings;
 the threshold lights;
 the threshold identification lights;
 the visual glide slope indicator;
 the touchdown zone or touchdown zone markings;
 the touchdown zone lights;
 runway edge lights; or
 other visual references specified in this operations manual.
CAT I: The minimum visual segment to control the aeroplane consists of centreline lights/barrettes of
the ALS and either one crossbar of the ALS or the threshold lights of the landing runway.
FOR LOW VISIBILITY CAT II/IIIA PROCEDURES REFER TO SECTION: 2.21.1


2.15.2 Landing Procedure - Non-ILS Approach
Non-ILS approaches are defined as:

 RNAV approach - an instrument approach procedure that relies on the aeroplane’s area
navigation equipment for navigational guidance. The FMS on Boeing airplanes is FAA-certified
RNAV equipment that provides lateral and vertical guidance referenced from an FMS position.
The FMS uses multiple sensors (as installed) for position updating to include GPS, DME-DME,
VOR-DME, LOC-GPS, and IRS.
 RNAV visual approach - a visual approach that relies on the aeroplane’s navigation equipment
to align the aircraft with a visual final. The approach is selected in the FMC and flown in the same
way as an RNAV approach until reaching the visual segment.
 GPS approach - an approach designed for use by aircraft using stand-alone GPS receivers as the
primary means of navigation guidance.
However, Boeing aeroplanes using FMS as the primary means of navigational guidance, have been
approved by the FAA to fly GPS approaches provided an RNP of 0.3 or smaller is used.
Note: A manual FMC entry of 0.3 RNP is required if not automatically provided.
 VOR approach
 NDB approach
 LOC, LOC-BC, LDA, SDF, IGS, TACAN, or similar approaches.
Non-ILS approaches are normally flown using VNAV or V/S pitch modes. The use of LVL CHG is
not recommended after the FAF. Recommended roll modes are provided in the applicable FCOM
procedure.
Corendon Airlines Europe shall use Continuous Descent Final Approach (CDFA) methods at all non-
precision approaches unless otherwise approved by the Authority for a particular approach to a
particular runway.
Notwithstanding, another approach flight technique may be used for a particular approach/runway
combination if approved by the competent authority. In such cases, the applicable minimum runway
visual range (RVR):
 shall be increased by 400 m for Category C and D aeroplanes; or
 for aerodromes where there is a public interest to maintain current operations and the CDFA
technique cannot be applied, shall be established and regularly reviewed by the competent authority
taking into account the operator’s experience, training programme and flight crew qualification.

Continuous Descent Final Approach (CDFA):

Controlled-Flight-Into-Terrain (CFIT) is a major causal category of accident and hull loss in commercial
aviation. Most CFIT accidents occur in the final approach segment of non-precision approaches; the use of
stabilised-approach criteria on a continuous descent with a constant, predetermined vertical path is seen as a
major improvement in safety during the conduct of such approaches. Operators should ensure that the following
techniques are adopted as widely as possible, for all approaches.
The elimination of level flight segments at Minimum Descent Altitude (MDA) close to the ground during
approaches, and the avoidance of major changes in attitude and power / thrust close to the runway which can
destabilise approaches, are seen as ways to reduce operational risks significantly.
The term Continuous Descent Final Approach (CDFA) has been selected to cover a technique for any type of
non-precision approach.
The advantages of CDFA are:
(a) The technique enhances safe approach operations by the utilisation of standard operating practices;
(b) The profile reduces the probability of infringement of obstacle-clearance along the final approach segment
and allows the use of MDA as DA;
(c) The technique is similar to that used when flying an ILS approach, including when executing the missed
approach and the associated go-around manoeuvre;
(d) The aeroplane attitude may enable better acquisition of visual cues;
(e) The technique may reduce pilot workload;
(f) The Approach profile is fuel efficient;
(g) The Approach profile affords reduced noise levels;
(h) The technique affords procedural integration with APV approach operations;
(i) When used and the approach is flown in a stabilised manner is the safest approach technique for all
approach operations.
Continuous Descent Final Approach:- A specific technique for flying the final approach segment of a non-
precision instrument approach procedure as a continuous descent, without level- off, from an altitude/height at
or above the final approach fix altitude/height to a point approximately 15m (50 ft) above the landing runway
threshold or the point where the flare manoeuvre should begin for the type of aircraft flown.
An approach is only suitable for application of CDFA technique when it is flown along a predetermined vertical
slope (see sub- paragraph (a) below) which follows a designated or nominal vertical profile (see sub-paragraphs
(i) and (ii) below):
(a) Predetermined Approach Slope: Either the designated or nominal vertical profile of an approach.
(i) Designated Vertical Profile: A continuous vertical approach profile which forms part of the
approach procedure design. APV is considered to be an approach with a designated vertical profile.
(ii) Nominal Vertical Profile: A vertical profile not forming part of the approach procedure design, but
which can be flown as a continuous descent.
Note: The nominal vertical profile information may be published or displayed on the approach chart to the pilot
by depicting the nominal slope or range / distance vs height.
Approaches with a nominal vertical profile are considered to be:
(i) NDB, NDB/DME;
(ii) VOR, VOR/DME;
(iii) LLZ, LLZ/DME;
(iv) VDF, SRA or
(v) RNAV/LNAV.
In order to achieve a CDFA profile, following methods shall be used by Corendon Airlines Europe;
 Instrument Approach Using VNAV
 Instrument Approach Using V/S
Use of VNAV provides several methods for obtaining an appropriate path, to include published glide paths, and
where necessary, a pilot constructed path. V/S may be used as an alternate method for making non-ILS
approaches.

Instrument Approach using VNAV:

Use the autopilot during the approach to give:
 autopilot alerts and mode fail indications
 more accurate course and glide path tracking
 lower RNP limits.
This procedure is not authorized using QFE.
Approach Preparations for using VNAV

Select the approach procedure from the arrivals page of the FMC. Tune and identify the appropriate
navaids. Do not manually build the approach or add waypoints to the procedure. If additional waypoint
references are desired, use the FIX page. To enable proper LNAV waypoint sequencing, select a
straight-in intercept course to the FAF when being radar vectored to final approach.
Verify/enter the appropriate RNP and set the DA(H) or MDA(H) using the baro minimums selector. If
required to use MDA(H) for the approach minimum altitude, the barometric minimums selector should
be set at MDA + 50 feet to ensure that if a missed approach is initiated, descent below the MDA(H)
does not occur during the missed approach.
For more information refer to B737 FCTM and FCOM.

Initially
 If on radar vectors
• HDG SEL
Verify that the cabin is secure.
Call “FLAPS ___” according to the flap maximum flap extension speed. Calls “SPEED
extension schedule. CHECKED” and sets the FLAP lever as directed.
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 approach use LNAV or VOR/LOC.
Verify that the VNAV glide path angle is shown
on the final approach segment of the LEGS page.
When on the final approach course intercept heading for LOC, LOC-BC, SDF or LDA approaches:
 verify that the localiser is tuned and identified
 verify that the LOC pointer is shown.
Select LNAV or arm the VOR/LOC mode.
WARNING: When using LNAV to intercept the localiser, LNAV might parallel the localiser
without capturing it. The aeroplane may then descend on the VNAV path
without the localiser having been captured.


Verify that LNAV is engaged or that VOR/LOC is captured.
Approximately 2 NM before the final approach
fix and after:
ALT HOLD or,
VNAV PTH or,
VNAV ALT or
is annunciated: Approximately 2 NM before the final approach
fix, call “APPROACHING FINAL.”
 verify that the autopilot is engaged
 set DA(H) or MDA(H) on the MCP
 select or verify VNAV
 select or verify speed intervention, as
needed.
Checks that the speed is below the maximum
Call:
landing gear extension speed and below the
 “GEAR DOWN”
applicable maximum flap 15 extension speed.
 “FLAPS 15.” Calls “SPEED CHECKED”.
Verify that the green landing gear indicator lights
are illuminated.
Set the speed brake lever to ARM.
Verify that the SPEED BRAKE ARMED light is
illuminated.
Beginning the final approach descent, call maximum flap extension speed. Calls “SPEED
“FLAPS…….” as needed for landing. CHECKED” and sets the FLAP lever as directed.
Call “LANDING CHECKLIST.” Do the LANDING checklist.

When at least 300 feet below the missed
approach altitude, set the missed approach
altitude on the MCP.
At the final approach fix, verify the crossing altitude and crosscheck the altimeters.
If suitable visual reference is established at
DA(H), MDA(H) or the missed approach point,
disengage the autopilot in accordance with
regulatory requirements, and disengage the
autothrottle at the same time.
Maintain the glide path to landing.

Instrument Approach using V/S:
Approach Preparations for using V/S:

Select the approach procedure from the arrivals page of the FMC. Tune and identify appropriate
navaids. If additional waypoint references are desired, use the FIX page. To enable proper LNAV
waypoint sequencing, select a straight-in intercept course to the FAF when being radar vectored to
final approach.
Verify/enter the appropriate RNP and set the MDA(H) using the baro minimums selector. If required
to use MDA(H) for the approach minimum altitude, the barometric minimums selector should be set
at MDA + 50 feet to ensure that if a missed approach is initiated, descent below the MDA(H) does not
occur during the missed approach.
For more information refer to B737 FCTM and FCOM.

Initially
 If on radar vectors
• HDG SEL
Call “FLAPS ___” according to the flap extension Set the flap lever as directed.
schedule. Monitor flaps and slats extension.
Note: Use of the autopilot is recommended until a suitable visual reference has been established.
Note: If required to remain at or above MDA(H) during the missed approach, the missed approach
must be initiated at least 50 feet above MDA(H).
Recommended roll modes:
 RNAV, GPS, TACAN, LOC-BC, VOR or NDB approach: LNAV or HDG SEL.
 LOC, SDF or LDA approach: VOR/LOC or LNAV.
Note: When using LNAV to intercept a localiser, LNAV might parallel the localiser without capturing
it. Use HDG SEL to intercept the final approach course, if needed.
Ensure appropriate navaids (VOR, LOC or NDB) are tuned and identified before commencing the
approach.


Use LNAV or other roll mode to intercept the final
Approximately 2 NM before the final approach fix Approximately 2 NM before the final approach
set the MDA(H) on the MCP. fix, call “APPROACHING FINAL.”
Call: Verify that the green landing gear indicator
• “GEAR DOWN” lights are illuminated.
• “FLAPS 15.” Set the flap lever to 15.
illuminated.
Before descent to MDA(H):

Set the flap lever as directed.
Call "FLAPS ___" as required for landing.
MCP altitude .......................................................................................................................................Set

Set the first intermediate altitude constraint or MDA(H). When the current constraint is
assured, the next constraint may be set before ALT HOLD is engaged to achieve continuous
descent path.
If constraints or MDA(H) do not end in zero zero, for example, 1,820, set MCP ALTITUDE
window to the closest 100 foot increment above the constraint or MDA(H).
At descent point:
Desired V/S .........................................................................................................................................Set
Set desired V/S to descend to MDA(H). Use a V/S that results in no level flight segment at MDA(H).
Verify V/S mode annunciates.

Call "LANDING CHECKLIST." Do the LANDING checklist.
Approximately 300 feet above MDA(H):

MCP altitude ................................................................................ Set missed approach altitude
At MDA(H)/missed approach point:
If a suitable visual reference is not established, execute the missed approach.
After a suitable visual reference is established:
A/P disengage switch............................................................................................... Push
Disengage the autopilot in accordance with regulatory requirements.
A/T disengage switch .............................................................................................. Push
Disengage the autothrottle when disengaging the autopilot.

2.15.3 Circling Approach
Note: Use of the autopilot is recommended until intercepting the landing profile.
If it is necessary to carry out a missed approach at any point during a circling approach, an initial
climbing turn toward the landing runway shall be made in order to intercept the missed approach
course.
Configuration at MDA(H):
 Gear down
 Flaps 15 (landing flaps optional)
 Arm speedbrake
MCP altitude selector ......................................................................................................................... Set
If the MDA(H) does not end in zero zero, for example, 1,820, set MCP ALTITUDE window to
the closest 100 foot increment above the MDA(H).
Accomplish an instrument approach, establish a suitable visual reference and level off at MCP
altitude.
Verify ALT HLD mode annunciates.
MCP altitude selector .................................................................................Set missed approach altitude
HDG SEL switch .............................................................................................................................Push
Verify HDG SEL mode annunciates.
Before turning base or initiating the turn to base:

 Landing flaps (if not previously selected)
 Do the LANDING checklist.
Intercepting the landing profile:

Autopilot disengage switch ..................................................................................................Push
Autothrottle disengage switch ..............................................................................................Push


2.16 GO AROUND AND MISSED APPROACH PROCEDURE

An immediate go-around is required;
a) If a navigation radio or flight instrument failure occurs which affects the ability to safely complete
the approach in instrument conditions
b) When on ILS final approach, in IMC, and either the localiser and/or glide slope indicator shows
full deflection
c) When the navigation instruments show significant disagreement and visual contact with the
runway has not been made
d) When on a radar approach and radio communication is lost
e) If an approach becomes unstable below 1,000 feet above airport elevation in IMC or below 500
feet above airport elevation in VMC.
A deviation from proper procedures or any lack of acknowledgment should be questioned as it might
be indicative of incapacitation. The other pilot must execute GO-AROUND.
If visual contact (see above for criteria to be applied) has not been made by MDA/DA or DH, a GO-
AROUND must be initiated.

At the same time:
Position the FLAP lever to 15 and monitor flap
• push the TO/GA switch
retraction.
• call “FLAPS 15.”
Verify:
• the rotation to go–around attitude
• that the thrust increases.
Verify that the thrust is sufficient for the go-
around or adjust as needed.
Verify a positive rate of climb on the altimeter
Verify a positive rate of climb on the altimeter and
and call “POSITIVE RATE.”
call “GEAR UP.”
Set the landing gear lever to UP.
Verify that the missed approach altitude is set.
If the airspeed is within the amber band, limit
bank angle to 15°.
Above 400 feet radio altitude, select appropriate
Observe mode annunciation.
roll mode and verify proper mode annunciation.
Verify that the missed approach route is tracked.
At acceleration height, call “FLAPS ___”
Set the FLAP lever as directed.
according to the flap retraction schedule.
Monitor flaps and slats retraction.
(1,500 ft AFE if it is not specified.)
After flaps are set to the planned flap setting and
at or above the flap maneuvering speed, select
LVL CHG.
VNAV may be selected if the flaps are up.
Verify that climb thrust is set.
Verify that the missed approach altitude is captured.
Set the landing gear lever to OFF after landing
gear retraction is complete.
Set the engine start switches as needed.
Call “AFTER TAKE-OFF CHECKLIST.” Do the AFTER TAKE-OFF checklist.

2.17 LANDING ROLL PROCEDURE

After an autoland, disengage the autopilot.
Control the airplane manually. (Captain)
Verify that the thrust levers are closed. Verify that the SPEED BRAKE lever is UP.
Verify that the SPEED BRAKE lever is UP. Call “SPEED BRAKES UP.”
Without delay, fly the nose wheel smoothly onto If the SPEED BRAKE lever is not UP, call
the runway. “SPEED BRAKES NOT UP.”
Monitor the rollout progress.
Monitor Braking Action.
Verify correct Autobrake operation or manual
When Auto Brake disarm light illuminates;
braking as needed.
CALL “AUTO BRAKE DISARM”
Verify that the forward thrust levers are closed.
When both REV indications are green, call
Without delay, move the reverse thrust levers to "REVERSERS NORMAL."
the interlocks and hold light pressure until the If there is no REV indication(s) or the
interlocks release. indication(s) stays amber, call "NO REVERSER
ENGINE NUMBER 1", or "NO REVERSER
ENGINE NUMBER 2", or "NO REVERSERS."
Apply reverse thrust as needed.
Call “80 KNOTS”.
Take over the controls.
Call “I HAVE CONTROLS” (If F/O is PF).
Call “YOU HAVE CONTROLS”.
Start movement of the reverse thrust levers to be
at the reverse idle detent before taxi speed.
(After having the controls)
After selecting reverse idle, move the reverse
thrust levers full down.
Before reaching taxi speed, disarm the autobrake.
Use manual braking as required. (30 knots GS).
Call “AFTER LANDING PROCEDURE”; if a
long taxi or backtrack on the landing runway is
required.
After obtaining taxi clearance and when the
Captain calls “AFTER LANDING
PROCEDURE”, do the “AFTER LANDING
PROCEDURE”.

2.18 AFTER LANDING PROCEDURE

Non-essential tasks, such as completing log books and stowing charts shall not be carried out during
taxi. Both pilots must be vigilant for possible hazards during taxi.
Normal taxi speed is approximately 20 knots, adjusted for conditions. On long straight taxi routes,
speeds up to 30 knots are acceptable, however at speeds greater than 20 knots use caution when using
the nose wheel steering wheel to avoid over controlling. When approaching a turn, speed should be
slowed to an appropriate speed for conditions. On a dry surface, use approximately 10 knots for turn
angles greater than those typically required for high speed runway turnoffs.
Engine cooldown recommendations:

 run the engines for at least 3 minutes
 use a thrust setting normally used for taxi operations
 routine cooldown times less than 3 minutes are not recommended.

Set the exterior lights as needed. Set STROBE lights to OFF.
Set the transponder mode selector as needed.
At airports equipped to track airplanes on the
ground, select an active transponder setting, but
not a TCAS mode.
Set the weather radar to OFF.
Set the ENGINE START switches to OFF if not
in icing conditions.
Set the PROBE HEAT switches to OFF/AUTO.
Set the AUTO BRAKE select switch to OFF.
Set the flap lever to UP.
(If landing is completed in icing condition, leave
at Flaps 15)
Start the APU, as needed.
Note: Do not taxi onto the stand if the Visual Docking System is not operating or a marshaller is not
present. If the Visual Docking System becomes unserviceable while approaching the stand, stop
immediately. Request hand signals. Adjust speed to avoid the necessity to use more than idle
thrust immediately prior to reaching the parking position. The possibility of FOD or HUMAN
INGESTION will be reduced if more than idle thrust is not required in the final stages of moving
onto the stand.

2.19 SHUTDOWN PROCEDURE
Start the Shutdown Procedure after taxi has been completed.

Set the parking brake.
Verify that the parking brake warning light is
illuminated.
Set Electrical power. (NOTE 1)
Engine start levers............................CUTOFF
(NOTE 2)
If towing is needed. (NOTE 3)
FASTEN BELTS switch ........................... OFF
ANTI COLLISION light switch................ OFF
(Below 20% N2)
FUEL PUMP switches............................... OFF
(NOTE 4)
CAB/UTIL power switch ............................ON
IFE/PASS SEAT power switch ...................ON
GALLEY power switch .............................OFF
(if installed)
WING ANTI–ICE switch ......................... OFF
ENGINE ANTI–ICE switches................... OFF
ENGINE START switches...................... OFF
(If left ON for icing conditions)
Hydraulic panel ............................................Set
ENGINE HYDRAULIC PUMPS switches- ON
ELECTRIC HYDRAULIC PUMPS switches-
OFF
If APU is running:
APU BLEED air switch ..............................ON
Air conditioning PACK switches .......... AUTO
ISOLATION VALVE switch ................ OPEN
Engine BLEED air switches.........................ON
Exterior lights switches ................... As needed
FLIGHT DIRECTOR switches .................OFF
Transponder mode selector .....................STBY
After the wheel chocks are in place:
Parking brake – Release
(To avoid unexpected aircraft movement, ensure
chocks are in place or leave the parking brake
set).
APU switch ...................................... As needed
(NOTE 4)
Call “SHUTDOWN CHECKLIST.” Do the “SHUTDOWN CHECKLIST”.

NOTE 1: If APU power is needed:

Verify that the APU GENERATOR OFF BUS light is illuminated.
APU GENERATOR bus switches – ON
Verify that the SOURCE OFF lights are extinguished.
If external power is needed and/or available:
Verify that the GRD POWER AVAILABLE light is illuminated.
GRD POWER switch – ON
Verify that the SOURCE OFF lights are extinguished.
NOTE 2: Operate the engines at or near idle thrust for a minimum of three minutes before shutdown
to thermally stabilise the engines and reduce undercowl soak-back temperatures. Taxi thrust
can be considered idle thrust for this purpose.
If idle reverse thrust or no reverse thrust is used during the landing rollout, the three minute period can
begin when thrust is reduced to idle for landing.
Routine cooldown times of less than three minutes before engine shutdown can cause engine
degradation.
NOTE 3: If towing is needed:

Establish communication with ground handling personnel....................................................C
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.
Verify that the nose gear steering lockout pin is installed, or, if the nose gear steering lockout pin is not
used.........................................................................................................................................................C
System A HYDRAULIC PUMP switches – OFF
Verify that the system A pump LOW PRESSURE lights are illuminated.
CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or towing. This can
CAUTION: Do not use airplane brakes to stop the airplane during pushback or towing. This can
Set or release the parking brake as directed by ground handling personnel...............................C or F/O
NOTE 4: If extended APU operation is needed on the ground and the aeroplane busses are powered
by AC electrical power, position an AC powered fuel pump ON. This will extend the service
life of the APU fuel control unit.
If fuel is loaded in the centre tank, position the left centre tank fuel pump switch ON to prevent a fuel
imbalance before take-off.
CAUTION: Centre tank fuel pump switches should be positioned ON only if the fuel quantity in the
centre tank exceeds 453 kgs.
CAUTION: Do not operate the centre tank fuel pumps with the flight deck unattended.
Whenever there are passengers on board, the flight crew shall not leave the aircraft unattended with
the APU running.
At the end of the flight duty, do not leave the aircraft with the APU running unless it has been handed
over to the ground personnel who have been authorised by the Company.

2.20 SECURE PROCEDURE

Pass the Landing and On Block times to the F/O
Note the Landing and On Block times in The
OFP.
Calculate the flight and block times and cross
check with the Captain.
Make sure that the calculations are correct and
record the times in the Datalog accordingly.
Ensure that the Datalog has been filled in
Ensure that the Operational Flight Plan has been
accordance with the guidance in OM Part A
filled properly, refer to OM Part A 8.1.10
8.1.11 Aircraft Technical Log (Datalog).
Operational Flight Plan (OFP).
(NOTE 1)
Cross check the OFP has been filled properly.
Ensure that the other flight records have been
compiled in an envelope and delivered to the
Ground Operations Department (refer to OM
Part A 2.1.3.1 Flight Records).
Cross check the all flight records are compiled in
an envelope and delivered to the Ground
Operations Department.
IRS mode selectors .................................... OFF
EMERGENCY EXIT LIGHTS switch...... OFF
WINDOW HEAT switches ....................... OFF
Air conditioning PACK switches............... OFF
Call “SECURE CHECKLIST.”
Do the SECURE checklist.
NOTE 1: Pilots shall fill the Low Visibility Approach Report Form if a simulated or actual CAT II /
IIIA approach and manual / autoland has been performed. If any failure observed, make
sure that the OCC has been informed.
CAUTION: To avoid the possibility of shoulder harness snapping back and pulling or damaging
circuit brakers hold both straps before releasing and then allow straps to retract slowly to
the stowed position.

Before leaving the aircraft;

Assist the Commander to Fill the POST-
Fill / Sign / Send the POST-FLIGHT report in the
FLIGHT report in the EFF application of the
EFF application of the EFB.
EFB.
Set the MCP;
COURSE: 000
HEADING: 000
IAS/MACH: 100
ALTITUDE: 10,100
Set IDENT page on CDU. Set IDENT page on CDU.
Set “FLT” on Audio Control Panel. Set “FLT” on Audio Control Panel.
Dim all lights. Dim all lights.
Set “2,000” and STBY on transponder.
Do not leave any belongings behind. Do not leave any belongings behind.
The Captain may leave the flight deck to brief the
Captain taking over the aircraft for the next sector.
Do not leave the flight deck until the last
passenger has left the aircraft unless released by
the Captain.
Give the Flight Envelope (if available) to the
Supervisor or store it in the aeroplane
LIBRARY.
Ensure that documents are stowed properly.
If it is noticed that there is any missing document / equipment – inform OCC.
Note: The flight crew shall ensure that POST FLIGHT report in the EFF application is filled, signed
and sent properly

2.21 SUPPLEMENTARY PROCEDURES
2.21.1 Low Visibility Procedures
2.21.1.1 General Requirements

a) LVO operations are allowed only, if:
 The runway to be used is authorised for such operations. For CAT IIIA approaches, the airfield
must be "CAT III active". Jeppesen CAT IIIA approach charts imply that the runway meets all
specific requirements and performance factors for CAT IIIA operations. NOTAMS shall also
be considered.
 Both pilots carry the relevant ratings on their licences and fulfill the training requirements as
stated in Corendon Airlines Europe OM Part D Training Manual;
 Airborne equipment is in compliance with the relevant system limitations (FCOM Vol. II,
Chapter 1), and with the list of "Airborne Equipment Required for ILS Approaches” (CAT II /
CAT IIIA Checklist);
o The maximum and minimum glideslope angles are 3.25 degrees and 2.5 degrees
respectively.
o Autoland capability may only be used with flaps 40 and both engines operative.
o Autoland capability may only be used on runways at or below 8,400 ft pressure altitude.
 Maintenance personnel have not downgraded the airplane capability. The aircraft must have
CAT IIIA status. Any deficiency that renders the aircraft non-CAT IIIA normally renders it
also non-CAT II. Refer to the HIL to ascertain the status of the aircraft.
 The criteria for the discontinuation of a CAT II and CAT IIIA approach are given in Corendon
Airlines Europe OM Part A Chapter 8. A high degree of attention is required during all low
visibility taxi operations.
b) For all CAT II and CAT IIIA operations, the operating procedures should ensure that all height
calls below 200 feet are based on the use of the radio altimeter and the right seat pilot continues to
monitor the aircraft instruments until the landing has been completed.
c) In the development of operating procedures for fail-passive CAT IIIA operations, attention should
be paid to the flight deck procedures for final approach.
d) In particular, procedures should be laid down for the Operation of the flight control system, and
the requirements to be made of crew in the event of malfunction/degradation. Account should be
taken of possible:
 SYSTEM FAILURES and,
 Required response to System failure warnings and,
 With special emphasis on occurrences below the DH.
e) Radio heights are to be called by the right seat pilot if the auto callout system is unserviceable.
f) LVO policy;
 On each instrument approach the Commander shall ensure that all requirements for the
approach are met.
 The Left seat pilot shall conduct all LVTO.
 The Left seat pilot shall conduct all CAT II and CAT IIIA approaches in Corendon Airlines
Europe.
 The primary mode of operation for CAT II / CAT IIIA is automatic flight to touchdown.
 The First Officers or Right seat pilots are allowed to conduct only CAT-I approaches with the
company limitation respectively at the discretion of the Commander.

g) Normal Sequence of Actions for LVO;

 Perform normal descent approach procedures.
 Brief the entire approach including radio setup and missed approach procedures as soon as the
landing runway has been determined.
 Set DH on the EFIS control panels.
 Use standard callouts for the descent and start of approach.
 Establish flap and gear configuration and stabilise the aircraft at the appropriate speeds in
accordance with the standard ILS approach flight pattern.
 Complete the Landing Checklist as soon as landing configuration has been established so that
full attention can be given to monitoring the ILS approach.
 The instrument scan has to include the Flight Mode Annunciation (FMA) and the correct
sequence of the modes must be observed.
h) The duties of the Commander:
 Check DESTINATION weather;
Crosswınd: Max 15 kts
Tailwind: Max 10 kts
Headwind: Max 25 kts
Braking action: GOOD
Turbulence: Not more than “LIGHT TO MODERATE”
Precipitation: Not more than “MODERATE”
Note: These restrictions apply to autoland training practice as well.
 Check ALTERNATE weather;
 Check crew qualification currency;
 Check status of airfield facilities (ILS, Runway Lighting, RVR);
 Check aircraft systems status;
 Review applicable minimums, approach and GA procedures;
 Review ATC callouts;
 Review distribution of tasks;
 Review procedures in the case of malfunction;
 Check seat positions;
 Conduct a suitable approach briefing;
 Crosscheck all instruments and adjust scan pattern until approaching 100 feet above the DA(H)
/ RA;
 Primary duty after passing through the 100 feet above the DA (H) / RA is to obtain VISUAL
REFERENCES whilst approaching minimums;
 If a suitable visual reference is established commander will call “CONTINUE”;
 If a suitable visual reference is NOT established commander will call “GO-AROUND”.
i) Right Seat Pilot Duties;
 Make all standard call-outs if auto callout is not available;
 Cross-check all instruments;
 Call attention to any flight path deviation, flags or malfunction;
 If the approach cannot be continued, assist in the execution of the missed approach;
 Pay particular attention to rotation, thrust, positive rate of climb, airspeed, Gear / Flap
retraction, and the missed approach procedure.

j) Commencement and Continuation of Approach;

 The commander or the pilot to whom conduct of the flight has been delegated may commence
an instrument approach regardless of the reported RVR/VIS;
 If the reported RVR/VIS is less than the applicable minimum, the approach shall not be
continued below 1,000 ft above the aerodrome;
 If after passing 1,000 ft above the aerodrome, the reported RVR/VIS falls below the applicable
minimum, the approach may be continued to DA/H or MDA/H;
 The approach may be continued below DA/H or MDA/H and the landing may be completed
provided that the visual reference adequate for the type of approach operation and for the
intended runway is established at the DA/H or MDA/H and is maintained;
 The touchdown zone RVR shall always be controlling. If reported and relevant (see Note
below), the midpoint and stopend RVR shall also be controlling. The minimum RVR value for
the midpoint shall be 125 m or the RVR required for the touchdown zone if less, and 75 m for
the stopend.
Note: ‘Relevant’ in this context means that part of the runway used during the high-speed phase of the
landing down to a speed of approximately 60 kt.
k) A Missed Approach must be initiated if;
 Any of the required elements of the airborne or ground systems become inoperative;
 Prior to touchdown, the Commander determines that an automatic / manual landing (CAT II)
automatic landing (CAT IIIA) cannot safely be accomplished in the touchdown zone;
 In conditions where it in necessary to cancel the approach or landing either flight crew member
will call “GO-AROUND”;
 A Go-around will be executed without hesitation if the “GO-AROUND” call has been made.
For details, please refer to OM Part A Chapter 8.4.
2.21.1.2 LVO Take-off Requirements

RVR (m)
Requirements <150
<500 <400 <250 <200
>125
RWY edge lights X X X X X
Plainly visible RWY centreline marking X X
Low visibility operation in progress
X X X X X
Captain performs the take-off
RWY centreline lights X X X
90 m visual segment from cockpit at
X X
start of T/O run
RWY not contaminated X X
MAX crosswind comp.10kt X X
RVR values along required FAR TKOF
X X
field length not less than the required
Auto Brake Sys. RTO X X
FD On RWY edge lights high intensity
X
(spacing max 60m)
RWY centreline lights high intensity
X
spacing max.15m
Take-off alternate X X X X X
If any of these requirements cannot be complied with the relevant higher minimum shall be applied.

2.21.1.3 Limitations
- Maximum allowable wind speeds, when conducting a dual channel Cat II or Cat III landing
predicated on autoland operations, are:
 Headwind 25 knots
 Crosswind 20 knots
 Tailwind 15 knots.
- Maximum and minimum glideslope angles for autoland are 3.25° and 2.5° respectively.
- Autoland capability may only be used with flaps 40 and both engines operative.
- Autoland capability may only be used to runways at or below 8,400 ft pressure altitude
2.21.1.4 ILS CAT II / CAT IIIA Approach
Following callouts must be made by the PM on observing any of the following deviations during CAT
II / CAT IIIA approaches;
Parameter If Deviation Exceeds Call Required
IAS +10 Knots / -5 Knots “SPEED”
Rate of Descent Above 1,000 ft/min “SINK RATE”
More than +10° nose UP
Pitch Altitude “PITCH”
More than 0° nose DOWN
Bank Angle More than 7° “BANK”
LOCALIZER 0.3 Dot “LOCALIZER”
GLIDE SLOPE 1 Dot “GLIDE SLOPE”

When on localiser intercept heading:
• verify that the ILS is tuned and identified
• verify that the localiser and glide slope pointers are shown.
Arm APP mode on EFIS panel mode selector.
Engage the second autopilot. (NOTE 1)
Note: Monitor glideslope, ensure that it will not
be captured before the localiser capture.
Check on the FMA and Call “VOR/LOC” and
“G/S ARMED”.
Verify that VOR/LOC and G/S armed and call
“CHECKED”
WARNING: When using LNAV to intercept the final approach course, LNAV might parallel
the localiser without capturing it.
The aircraft may then descend on the glide slope without the localiser having been captured.
Verify that the heading is appropriate to ensure
localiser capture.
When the localiser is alive, call “LOCALISER
ALIVE”
Verify that localiser is alive and call “CHECKED”.
When the VOR/LOC has been captured, call
“VOR/LOC CAPTURED”.
Select APP mode on EFIS panel mode selector.


Verify that the VOR/LOC captured and call
“CHECKED”.
Set the runway heading.
Call “RUNWAY HEADING SET”.
Verify that the runway heading is set.
When the glide slope is alive, call “GLIDE
SLOPE ALIVE”
Verify that glide slope is alive and call
“CHECKED”.
On glide slope capture, call “GLIDE SLOPE
CAPTURED”.
Select APP mode on EFIS panel mode selector.
(NOTE 2).
Verify that glide slope has been captured and call
“CHECKED”.
Checks that the speed is below the maximum
Set the missed approach altitude on the MCP.
landing gear extension speed and below the
Call “MISSED APPROACH ALTITUDE SET”.
applicable maximum flap 15 extension speed.
Call “GEAR DOWN, SET FLAPS 15”
Calls “SPEED CHECKED”.
Set INIT REF page.
Verify that the 3 green landing gear indicator
lights are illuminated.
Verify that the missed approach altitude is set.
illuminated.
Call “FLAPS___” as needed for landing. maximum flap extension speed. Calls “SPEED
(NOTE 3) CHECKED” and sets the FLAP lever as
directed. Monitor flaps extension.
Call “LANDING CHECKLIST”.
Complete the LANDING CHECKLIST.
Verify that landing clearance is received or a late
landing clearance is expected.
At 1,500 ft RA;
Call “SYSTEM TEST”
(Test of the ILS deviation monitor system is
performed and the G/S or LOC display turns
amber and flashes)
Call “CHECKED”
At the final approach fix (LOM, MKR, DME), verify the crossing altitude.
At 1,000 ft RA;
Call “ONE THOUSAND”
Call “TWO CHANNELS FLARE ARMED”
(NOTE 4)
Call “CHECKED”
At 500 ft RA, verify the AFDS status.


At 360 ft (Approx) RA;
Call “STABILIZER TRIM”. (NOTE 5)
Call “CHECKED”.
At 100 ft above the minimum (RA), call
“HUNDRED ABOVE”
Monitor the flight and the engine instruments.
Call “LOOKING OUT” for visual references in
IMC.
At minimum, call “MINIMUM”.
For Fail Passive (CAT IIIA) Operation, watch
out for autopilot disengagement during the
approach after passing the DH. (NOTE 6)
Call “GO AROUND” if visual references not
Inform ATC.
established. (NOTE 7)
Call “LANDING” if visual references established.
Call “NO FLARE” if FLARE has not been
engaged.
Call “NO RETARD” if RETARD has not been
engaged. (NOTE 8)
Disengage the Autopilots after touch down.
Pilot Incapacitation below 1,000ft. (NOTE 9)
Disengage the Autotthrottles. (NOTE 8)
NOTE 1: Only one A/P can be engaged at a time unless the approach (APP) mode has been engaged.
Approach mode allows both A/Ps to be engaged at the same time. Dual A/P operation
provides control through landing flare and touchdown or an automatic go–around.
Shortly after capturing LOC or G/S and below 1,500 feet RA:
 the second A/P couples with the flight controls;
 test of the ILS deviation monitor system is performed and the G/S or LOC display
turns amber and flashes;
 FLARE armed is annunciated;
 the 1 CH / SINGLE CH annunciation extinguishes.
The second A/P must be engaged in CMD by 800 feet RA to execute a dual channel A/P approach.
Otherwise, CMD engagement of the second A/P is inhibited.
NOTE 2: PM shall switch APP MODE in the EFIS panel to prevent unwanted LOC drift or OFFSET
approach.
NOTE 3: Only Flaps 40 should be used for CAT II /CAT IIIA approaches.
NOTE 4: During a dual A/P ILS approach, FLARE (armed) is displayed after LOC and G/S capture
and below 1,500 feet RA.
1 CH / SINGLE CH annunciation extinguishes when second autopilot engages and FLARE armed is
annunciated.
During a dual autopilot approach and after the FLARE ARM annunciation, any attempted manual
override of the autopilots will result in an autopilot disconnect.
NOTE 5: The stabilizer is automatically trimmed an additional amount nose up. If the A/Ps
subsequently disengage, forward control column force may be required to hold the desired
pitch attitude.
If FLARE is not armed by approximately 350 feet RA, both A/Ps automatically disengage.

NOTE 6: During Fail Passive (CAT IIIA) operation, in the event of a failure of the automatic flight
guidance system below DH, normal crew action shall be a missed approach procedure unless
circumstances indicate that the safest action is to continue the landing. Such circumstances include the
height at which the failure occurs, the actual visual references, and other malfunctions. Since there is
no AUTOLAND Warning Light, the Pilot Monitoring shall watch out for autopilot
disengagement during the approach after passing the DH.
NOTE 7: Visual References for CAT II / CAT IIIA operations:
A segment of at least 3 consecutive lights being the;
 centreline of the approach lights or
 touchdown zone lights or
 runway centreline lights or
 runway edge lights or
 a combination of these is attained and can be maintained.
The minimum visual segment to control the aeroplane consists of 3 centreline lights/barrettes of the
ALS and as a lateral element of the ground pattern either one crossbar of the ALS or the threshold
lights or a barrette of the touchdown zone lighting of the landing runway.
NOTE 8:
The A/P flare manoeuvre starts at approximately 50 feet RA and is completed at touchdown:
 FLARE engaged is annunciated and F/D command bars retract.
 the A/T begins retarding thrust at approximately 27 feet RA so as to reach idle at touchdown.
A/T FMA annunciates RETARD.
 the A/T automatically disengages approximately 2 seconds after touchdown.
 the A/P must be manually disengaged after touchdown. Landing rollout is executed manually
after disengaging the A/P.
NOTE 9: Pilot Incapacitation Below 1,000ft
Should the Pilot Flying (PF) become incapacitated below 1,000 ft, the Pilot Monitoring (PM) is
encouraged to continue with the Autoland.
2.21.1.5 RECORDING OF CAT II / CAT IIIA APPROACHES
All CAT II /CAT IIIA approaches (actual or practice) are recorded in the Data Log and Low Visibility
Approach Report Form.
2.21.1.6 APPROACH CHART SUPPLIER
The supplier of the approach charts for Corendon Airlines Europe is through Jeppesen FD Pro
Application in use in the EFB or paper Jeppesen Charts if EFB malfunctions. It is understood that
Aerodrome Charts for those runways equipped for LVO operations that are available through this
Jeppesen FD Pro Application (or paper Jeppesen Charts if EFB malfunctions), are all eligible runways
that can be used by the crew for such LVO Operations.
2.21.1.7 OTHER RISKS ASSOCIATED WITH LVO
2.21.1.7.1 Runway Excursions – These can be mitigated through:
 The use of fail passive system.
 Imposing limits on minimum runway length. The Boeing Performance tool (OPT) in the
EFB automatically increases the landing distance requirements when the AUTOLAND
option is selected. Crew are to ensure the selection of this AUTOLAND option during LVO.
 Avoiding contaminated runways. The crew shall avoid CAT III when the braking action is
below 'GOOD' status. Refer to OM-B 2.21.1.1 (h).
2.21.1.7.2 Runway Incursions – These are mitigated through proper LVP chart briefing and
identification of hot spots. Refer to OM-A 8.3.20.
2.21.1.7.3 Icing Conditions – Icing is mitigated through the use of anti-ice. Refer to OM-B 1.13.3.

2.21.2 RNAV (GPS) / RNAV (GNSS) Approach
See also OM Part A for more information about RNAV (GPS) / RNAV (GNSS) Approach.
For RNAV (GPS) and RNAV (GNSS) procedures, use the Landing Procedure - Instrument Approach
using VNAV in Normal Procedures.
An RNAV(GNSS) approach covers three possible types of approach procedure:
Identified on the IAC chart

Non-precision approach LNAV-MDA/MDH
by the minima line
APV Baro VNAV approach LNAV/VNAV - DA/DH
by the minima line
APV SBAS approach *LPV - DA/DH
by the minima line
* Boeing airplanes are not equipped to utilize LPV minimums.
When published on the same RNAV(GNSS) chart, these three final approaches have an initial and
intermediate approach, as well as a common missed approach.
a) Non-precision Aproach - RNAV(GNSS) LNAV
RNAV(GNSS) LNAV approaches are not associated with a vertical track in space.
 Lateral guidance is by means of the RNAV/GNSS system and is based on GNSS positioning
 Vertical flight management is exactly the same as for non-precision approaches (VOR/DME,
NDB, etc.), using either the V/S (vertical speed) or the (baro) VNAV function.
b) APV BaroVNAV – RNAV(GNSS) LNAV/VNAV
 Lateral guidance is by means of the RNAV/GNSS system and is based on GNSS positioning
 Vertical guidance uses the (baro) VNAV function
c) APV SBAS – RNAV(GNSS) LPV*
 Lateral and vertical guidance use the RNAV/GNSS system and are based on GNSS positioning
using the GPS signal and the SBAS.
* Boeing airplanes are not equipped to utilize LPV minimums.
Cold Temperature Corrections:

On the RNAV(GNSS) approach charts for which there is an APV BaroVNAV approach (presence of
LNAV/VNAV minima), a minimum temperature use is published.
As a general rule, pilots should not use the FMS (Baro)VNAV function when the temperature is below
the temperature limit published on the approach chart.
NOTE: Boeing airplanes have uncompensated Baro-VNAV systems and are prohibited from using
LNAV/VNAV minima on approach charts when operating outside of published temperature
restriction limits.
The associated non-precision approach (LNAV) can be performed but management of the vertical
plane should use another flight technique such as Instrument Approach using Vertical Speed (V/S).
Pilots should then apply the cold temperature corrections necessary to all published minimum
altitudes/heights. This includes:
a) the altitudes/heights for the initial and intermediate segment(s);
b) the MDA/H, DA/H; and
c) subsequent missed approach altitudes/heights.

Lateral or Vertical Route Modifications:

RNAV(RNP) procedures must be flown as published in the navigation database. Pilot defined routes
and lateral or vertical route modifications are not allowed.
VTK and XTK Information:

The crew must refer to the FMC PROGRESS page for XTK and VTK information during the approach.
Progress page 4/4 displays essential Required Navigation Performance (RNP) information.
The items displayed include waypoint identifier, RNP and ANP values, course, distance, glide path,
cross track error, speeds, altitudes and vertical deviation.
Excessive Cross-track Error:

An excessive cross-track error does not result in a crew alert for airplanes without Navigation
Performance Scales (NPS).
During RNP approach operation, anytime the deviation exceeds the limit the crew should execute a
missed approach unless suitable visual reference is already established. In the event of a missed
approach, the crew may consider requesting an alternate clearance.
ANP Alerts:
If UNABLE REQD NAV PERF - RNP alert occurs during RNP approach operation, the crew should
execute a missed approach unless suitable visual reference is already established. In the event of a
missed approach, the crew may consider requesting an alternate non-RNP clearance.
Autopilot Use:
During RNAV approaches using VNAV, VNAV PTH is required for any leg segment with a coded
glide path angle. These procedures show only LNAV/VNAV approach minima and do not allow use
of LNAV only. Use of the flight director alone may not provide sufficient guidance to maintain the
path accurately.

RNAV Abnormal Procedures:

If there is any doubt about the accuracy and safety of the flight, the crew must commence a climb to
MSA.
 Fly the airplane
 LNAV and if possible A/P and F/D must be used, CDI, MAP mode must be monitored.
 Cross track error should be maintained within 0.5 NM, the maximum shall not be more than 1.0
NM
 In case of FMC FAILURE, EGPWS WARNING or XTK ERROR above 1NM, P-RNAV must be
cancelled and during RNAV RNP0.3 approaches beyond FAF, a missed approach should be
executed.
 If the ANP is above 1 or 0.3 “UNABLE REQD NAV PERF – RNP” warning will come. In this
situation P-RNAV must be cancelled or a missed approach shall be flown in RNAV RNP
approaches.
 For P-RNAV, in case of A/P and/or LNAV failure, the route must be maintained within ±1 NM
with the magenta route on the ND (MAP), and if this is not possible, conventional navigation must
be executed.
 If a climb above MSA is necessary, it must be executed in the shortest time.
 In case of a failure during descent in IMC the pilots must switch to conventional navigation if
possible. If not, a missed approach must be executed.
 In all non-normal situations, ATC must be contacted as soon as possible.
 Abnormal procedures to address Cautions and associated with RNAV RNP procedures are
described in the FCOMs.
 In the event of communications failure, the flight crew should continue with the procedure in
accordance with published lost communication procedures.
 The flight crew should notify ATC of any problem with the RNAV system that results in the loss
of the approach capability.
Terrain Clearances:
 Using RNAV in a TMA does not change the terrain clearance responsibility.
 The terrain clearance other than radar vectoring is the pilot’s responsibility.
 The “direct to” given by ATC is not a radar vectoring.
 The pilot must make sure the minimum altitude restriction and terrain clearance is maintained. If
not s/he should reject the clearance.
 If the pilots cannot fulfill the necessity of the RNAV route, they must inform ATC (including the
reason and failures) with their intention in the shortest time.
 For communications failure, the published lost com procedures shall be executed.

2.21.3 Passenger Announcements
BEFORE ENGINE START (IF ANY DELAY EXPECTED):

 Ladies and Gentlemen,
 Good morning / afternoon / evening from the flight deck, my name is………. I am the Captain
on this Corendon Airlines Europe flight to……………..
 Welcome aboard.
 Unfortunately I have to advise you that our departure will be delayed due to:
 Minor technical reasons. “We want to ensure that all systems are CHECKED before we
depart”
 Unfavorable weather conditions: “At the moment, there is ………….over the airport”
 The need to de-ice the aircraft
 The late arrival of transit passengers
 Passengers delayed at passport control
 A check-in error
BEFORE TAKE-OFF:
 Good morning/afternoon/evening, my name is Captain………………..
 On behalf of Corendon Airlines Europe, I would like to welcome you aboard. We will be
departing in a few minutes.
 Once we are in the cruise I will come back to you with more information. In the meantime, I
wish all of you a very pleasant flight.
 Thank you for your kind attention.
CRUISE:
 Once again, this is your Captain / First Officer speaking
 As I said earlier I can now give you some more detail about our flight this
morning/afternoon/evening.
 We have now reached our cruising altitude of …. Feet or, if you prefer,………. /meters
 Our cruising speed will be …....miles per hour or………… kilometers per hour
 The outside temperature at this altitude is minus …… degrees celsius
 Our route today will take us over the following countries:
 …. /….. /….. /and …….
 If we are not delayed, en route, we expect to land ahead of/ on schedule at …… local time. The
local time at ……… is now ……
 The weather conditions at our destination are expected to be …….
 Sunny / Cloudy
 Dry / with rain/snow
 Windy / calm
 With fog / mist
 …. and the temperature …… Degrees Celsius
 On behalf of Corendon Airlines Europe and your Travel agency, We would like to thank you
all for joining us this morning / this afternoon / today / this evening.
 Please enjoy our hospitality and have a pleasant flight.

APPROACHING ADVERSE WEATHER ENROUTE:

 This is the Captain
 Now we are approaching an area of Light / Moderate Turbulence
 Please return to your seats and fasten your seat belts taking particular care of children.
 However, The Cabin crew will continue their service
 The Cabin crew will stop serving you until further notice
 Thank you for your cooperation.
IF A DELAY IS EXPECTED BEFORE LANDING:

 This is the Captain.
 We have been advised to expect a delay due to:
 The requirements of Air Traffic Control ( e.g. Heavy traffic/Radar separation)
 Weather conditions ( e.g. Thunderstorm Activity) over the airfield
 Runway closure for snow removal
 Blocked runway
 We will enter a holding pattern until Air Traffic Control allows us to continue with our
approach. We have been advised that we can expect to hold for approximately XX minutes
 That should result in a delay of only XX minutes to our scheduled landing time.
CHANGING DESTINATION:
 This is the Captain,
 As a result of ………
 Unfavorable weather/runway conditions
 Runway Closure
 Snow clearance
 Blocked runway after an accident
 We will not be able to land at………. And we are now proceeding to …………Airport
 We expect to arrive in …… minutes.
 Further information will be given after the landing.
 Thank you.
PRIOR COMMENCEMENT OF DE / ANTI-ICING PROCEDURE

 Once again, this is your Captain / First Officer speaking.
 As a consequense of the prevailing weather conditions, it is necessary to clean the aircraft from
any contamination that has accumulated on the aircraft prior to our take-off. You will shortly
see some trucks moving around and spraying the aircraft with fluid in order to clean the aircraft.
This procedure will only take a couple of minutes and we shall be able to depart shortly.

2.21.4 Briefing Procedures
2.21.4.1 Departure Briefing Procedure
The departure briefing should be accomplished as soon as practicable so that it does not interfere with
the final departure preparations.
The Flight crew should pay particular attention to briefings ensuring that the aircraft has been
appropriately set up in accordance with the briefing, that the crew are mentally prepared and aware of
the prevailing conditions.
The Pilot Flying shall ensure the following before commencing the briefing:
 the navigation radios and MCP are set,
 the waypoints, navaids etc. with altitude constraints and speed restrictions in the CDU (TAKE-
OFF REF page, LEGS page and DEPARTURES page) for the departure route are the same as
those published on the SID charts.
1. Captain will include a REJECTED TAKE-OFF BRIEFING (RTO).

The Captain has sole responsibility for the decision to reject the take-off. If the decision is made to
reject the take-off, the captain must clearly announce “REJECT” then immediately start the rejected
take-off manoeuvres and assume control of the airplane. The RTO Briefing should include the basis
for making a decision and taking action prior to 80 knots and above 80 knots until V1.
Example of an RTO briefing:

Prior to 80 knots, if any non-normal situation observed or,
Above 80 knots until V1 only if;
 Fire/fire warning,
 Engine failure,
 Predictive Windshear and,
 If the airplane is unsafe or unable to fly, I will abort the take-off.
2. Captain will complete the ENGINE OUT BRIEFING and SPECIAL VISUAL FIRE CIRCUIT
BRIEFING (if applicable).
Check Engine out Performance Climb Gradient and compare with the Minimum Climb Gradient on
SID.
Check if necessary to follow TURN Procedure.
If it is not necessary do not brief the TURN Procedure.
Example engine out briefing:
After V1 until reaching 400 feet AGL, no crew action required, except with positive rate, gear will be
selected up and cancelling fire warning.
At or above 1,000 feet AGL we will clean the airplane up while climbing to……. Feet.
Once the airplane is in clean configuration, we will declare an emergency and request “Heading to…
/to maintain …… feet/or hold over at …...VOR/NDB” (according to the engine out procedure).
After having the relevant checklists completed, we will request to return back to the departure
aerodrome to land or we will request to divert to the take-off alternate aerodrome (specified in the OFP)

3. DEPARTURE BRIEFING shall be completed by PF at parking position.

a) If Clearance is received Prior to Taxi (CPT) the briefing of the assigned SID will be completed
before engine start.
b) If Clearance Prior to Taxi is not available, expected SID briefing for departure will be completed
before engine start.
c) If the departure is different than that expected, or briefed, flight crew must revise the briefing before
entering the active runway.
The departure briefing shall include;
 Validity of the charts to be used,
 Departure Runway and Name of SID,
 Assigned, initial climb altitude/level,
 MSA,
 Departure frequency, when to make contact with, and to which station, to report.
 If RADAR and/or PRNAV required for the intended / cleared SID,
 Transponder code,
 Weather and Runway conditions,
 The use of engine and/or wing anti-ice,
 NOTAMs,
 NADP,
 LVTO (if applicable),
 Technical status of the aircraft (flap, autobrakes, stopping distance),
 MEL or any other situation where it is necessary to review or define crew responsibilities,
 Use of Automation,
 Taxi briefing,
 Flight deck jump seat occupant safety briefing (refer to Jumpseat Secure Checklist).
During the departure briefing, crosschecks should be made of the navigation radios and MCP (F/Ds,
courses, heading, bank angle, ALTITUDE window etc.), the waypoints, navaids etc. with altitude
constraints and speed restrictions in the CDU (TAKE-OFF REF page, LEGS page and DEPARTURES
page) to ensure that the departure route are same as those published in the SID charts.

2.21.4.2 Approach Briefing
An approach briefing shall be completed before commencing descent. The approach should be planned,
set up and briefed as soon as the ATIS/weather information has been received. PF should brief the PM
of his intentions in conducting the approach. Both pilots should review the approach procedure. All
pertinent approach information, including minimums and missed approach procedures, should be
reviewed and alternate courses of action considered.
The approach briefing shall include at least the following:

 Weather and Runway conditions,
 Technical status of the aircraft (flap, autobrakes, stopping distance),
 MEL or any other situation where it is necessary to review or define crew responsibilities
 NOTAMS at destination and alternate, as applicable,
 FUEL (expected remaining fuel, minimum diversion fuel)
 Name of the STAR /TRANSITION, RWY IN USE , type of approach and the validity of the charts
to be used,
 If RADAR and/or PRNAV required for the STAR/TRANSITION,
 Clearance point or IAF and associated holding procedure,
 Navigation and communication frequencies to be used,
 What shall be reported upon a frequency change (e.g. from ARR to APP)
 Minimum safe sector altitudes for that airport (Enter a 25 NM circle in the fix page from the
NAVAID used for MSA),
 Approach procedure including courses and heading,
 Vertical profile including all minimum altitudes, crossing altitudes and approach minimums,
 Speed restrictions,
 Determination of the Missed Approach Point (MAP) and the missed approach procedure,
 Landing distance required for current conditions compared to landing distance available,
 Landing Flaps and AUTO/MANUAL braking,
 Other related crew actions such as tuning of radios, setting of course information, or other special
requirements,
 Engine out procedure if applicable,
 Taxi routing to parking,
 Ground frequency if it is required to change without being instructed by ATC,
 Any appropriate information related to a non-normal procedure,
 Management of AFDS.
 Low Visibility Procedures (if applicable)
During the approach briefing, crosschecks should be made of the navigation radios and MCP, the
waypoints, navaids etc. with altitude constraints and speed restrictions in the CDU (DESCENT, LEGS
page and ARRIVALS page) to ensure that the arrival route is the same as that published in the
STAR/TRANSITIONS/APPROACH charts.

2.21.5 Use of Exterior Lights
LIGHTS CONDITION
Shall be selected ON when lined up the runway. They
will remain ON until passing FL100/10,000 ft, select
the landing lights ON again descending through
FIXED LANDING LIGHTS
FL100/10,000 ft and leave them ON until the runway is
vacated. For backtracking leave fixed landing lights
ON.
Shall be switched ON at 500 ft AFE during approach
RETRACTABLE LANDING LIGHTS
and when cleared for Take-off at night.
Shall be selected ON when cleared to taxi/line up. Shall
be switched OFF when passing FL100/10,000 ft in the
RUNWAY TURN OFF LIGHTS climb. During descent passing FL100/10,000 ft select
the runway turn-off lights ON until entering the parking
area.
Shall be selected ON, when taxi clearance has been
received. When instructed or required to hold position
TAXI LIGHT the taxi light will be turned OFF until commencement
of taxi. Taxi light shall be selected OFF when cleared to
line-up except at night.
LOGO LIGHT Shall be used at night below FL100/10,000 ft.
Shall be used at night below FL100/10,000 ft and any
WING LIGHT time in icing conditions to see if any ice built up on
wings.
POSITION LIGHTS Shall be selected ON during all phases of flight.
Shall be selected ON when cleared to enter the active
runway, and shall remain ON until the active runway
has been vacated. Switch the lights ON during taxi,
STROBE LIGHTS when entering a runway to cross and switch them OFF
after the runway has been cleared. During low visibility
approach in cloud, if reflection of the strobe lights cause
a distraction it is recommended to switch them OFF.
At night or in low visibility during transit, select them
WHEEL WELL LIGHTS ON in preparation for the walk around. On return to the
cockpit after completing the walk around the wheel well
shall be switched OFF.
Shall be selected ON after receiving start-up clearance
ANTI-COLLISION LIGHT
until engine shut down and N2 has fallen below 20%.

2.21.6 Automatic and Manual Flight Procedures
Autoflight systems can enhance operational capability, improve safety, and reduce workload.
Automatic approach and landing, Category III operations, and fuel-efficient flight profiles are
examples of some of the enhanced operational capabilities provided by autoflight systems. Maximum
and minimum speed protection are among the features that can improve safety while LNAV, VNAV,
and instrument approaches using VNAV are some of the reduced workload features. Varied levels of
automation are available. The pilot decides what level of automation to use to achieve these goals by
selecting the level that provides the best increase in safety and reduced workload.
Note: When the autopilot is in use, the PF makes AFDS mode selections. The PM may select new
altitudes, but must ensure the PF is aware of any changes. Both pilots must monitor AFDS mode
annunciations and the current FMC flight plan.
Automatic systems give excellent results in the vast majority of situations.
Deviations from the expected performance of a system are normally due to an incomplete
understanding of their operation by the flight crew. When the automatic systems do not perform as
expected, the pilot should reduce the level of automation until proper control of path and performance
is achieved. For example, if the pilot failed to select the exit holding feature when cleared for the
approach, the airplane will turn outbound in the holding pattern instead of initiating the approach. At
this point, the pilot may select HDG SEL and continue the approach while using other automated
features. A second example, if the airplane levels off unexpectedly during climb or descent with VNAV
engaged, LVL CHG may be selected to continue the climb or descent until the FMC can be
programmed.
Early intervention prevents unsatisfactory airplane performance or a degraded flight path. Reducing
the level of automation as far as manual flight may be necessary to ensure proper control of the airplane
is maintained. The pilot should attempt to restore higher levels of automation only after airplane control
has been ensured. For example, if an immediate level-off in climb or descent is required, it may not be
possible to comply quickly enough using the AFDS. The PF should disengage the autopilot and level
off the airplane manually at the desired altitude. After level off, set the desired altitude in the MCP,
select an appropriate pitch mode and re-engage the autopilot.
For detailed information on Automatic Flight mode operations, refer to FCOM Supplemantary
Procedures.

Autopilot Use:
Crew members must coordinate their actions so that the aircraft is operated safely and efficiently.
Autopilot engagement should only be attempted when the aircraft is in trim, F/D commands (if the F/D
is on) are essentially satisfied and the aircraft flight path is under control. The autopilot is not certified
or designed to correct a significant out of trim condition or to recover the aircraft from an abnormal
flight condition and/or unusual attitude.
 The autopilot should be used within its system limitations (Refer to Chapter 1).
 Minimum height for autopilot engagement is 1,000 feet AGL (B737-800) / 400 feet AGL (B737-
8 (MAX)) as company limitation.
 For a circling approach, autopilot use is recommended until intercepting the landing profile.
 For a single channel approach, disengage the autopilot and disconnect the autothrottle no later than
the minimum use height for single autopilot operation.
 For a dual channel approach, if an autoland was accomplished, disengage the autopilot after
touchdown. Control the aeroplane manually.
For autopilot engagement and disengagement criteria, refer to FCOM Automatic Flight.
Autothrottle Use:
 Autothrottle use is recommended during take-off and climb in either automatic or manual flight.
During all other phases of flight, autothrottle use is recommended only when the autopilot is
engaged in CMD.
 During engine out operations, Boeing recommends that the autothrottle is disconnected and that
the throttle of the inoperative engine be kept in the CLOSE position. This will help the crew to
recognise which is the inoperative engine and will reduce the number of unanticipated thrust
changes.
Note: The autothrottle logic on some aircraft allows the autothrottle to be physically engaged
during engine out operations.
 Disengage the autothrottle before descending below MDA(H) or DA(H).
 Disengagement of the autothrottle is not recommended during all phases of flight unless a
procedure dictates otherwise.
 Disengagement of the autothrottle is an automatic feature during an autoland. (For details, refer to
FCOM).

Manual Flight:
The PM should make AFDS mode selections at the request of the PF.
The PF should call “AUTOPILOT A/B ENGAGED COMMAND” when the autopilot is engaged. The
PF should inform the PM when s/he disengages the autopilot(s) and/or the autothrottle by stating
“AUTOPILOT and/or AUTOTHROTTLE DISENGAGED”.
The PF will instruct the PM to make all MCP changes by calling “SET FL/ALT…”, “SET SPEED…”,
“SET HDG…” etc. The PM should inform the PF after making MCP changes by stating “HDG…SET”,
“FL/ALT…SET”, “SPEED…SET” etc. Thereafter the PF should verify this change by stating
“CHECKED”.
Ensure the proper flight director modes are selected for the desired maneuver. If the flight director
commands are not to be followed, the flight director should be turned off.
 Conditions permitting pilots may fly the aircraft manually.

 Manual flight is allowed only below FL 100.
 Use of Autothrottle is recommended. Disengage the Autothrottle before descending below
MDA(H) or DA(H).
 If a manual flight is planned below FL 100, obtain permission from the Captain during the
Approach Briefing.
 Manual flight is not recommended in the case of:
(1) Crew fatigue
(2) High work load
(3) Marginal weather
(4) Operating in busy terminal areas/airports

2.21.7 Turbulent Air Penetration Procedure

During flight in light to moderate turbulence, the autopilot and/or autothrottle may remain engaged
unless the performance of the aircraft is unsatisfactory.
Increased thrust lever activity can be expected when encountering wind, temperature changes and large
pressure changes. Periodic and short term airspeed excursions of 10 to 15 knots and vertical speed
changes less than 500 ft per minute can be expected.
Passenger signs ...................................................................................................................................ON

Advise the passengers to fasten their seat belts prior to entering areas of reported or anticipated
turbulence. Instruct the flight attendants to check that all passenger seat belts have been fastened. Do
not forget to switch OFF again when clear of the area.
Severe Turbulence:
Flight in SEVERE Turbulence should be avoided if at all possible. In short term period airspeed
excursions of more than 15 knots and vertical speed changes more than 500 ft per minute can be
expected.
Yaw Damper ......................................................................................................................................ON

Autothrottle..............................................................................................................................Disengage
AUTOPILOT ..................................................................................................................................CWS
A/P status annunciators display CWS for pitch and roll.
Note: If sustained trimming occurs, disengage the autopilot.
ENGINE START switches ...............................................................................................................FLT
Thrust .................................................................................................................................................Set
Set thrust as needed for the phase of flight. Change thrust setting only if needed to modify an
unacceptable speed trend.
PHASE OF
AIRSPEED
FLIGHT
CLIMB 280 knots or .76 Mach
Use FMC recommended thrust settings. If the FMC is inoperative, refer to
the Unreliable Airspeed page in the Performance–Inflight section of the
CRUISE
QRH for approximate N1 settings that maintain near optimum penetration
airspeed.
.76 Mach/280/250 knots
If severe turbulence is encountered at altitudes below 15,000 feet and the
DESCENT
airplane gross weight is less than the maximum landing weight, the airplane
may be slowed to 250 knots in the clean configuration.
Note: If an approach must be made into an area of severe turbulence, delay flap extension as long as
possible. The airplane can withstand higher gust loads in the clean configuration.

2.21.8 Weather Radar and Terrain Display Policy
a) Whenever there exists the possibility to encounter adverse weather near the intended flight path,
the pilots should monitor the weather radar display.
b) Radar display will normally be adjusted having data for a range of 80 NM.
c) Use gain control always in AUTO.
d) Display intensity maximum should be selected at all times.
e) PF will arrange the scale to observe indication.
f) PM will select one higher the scale then the PF
g) To adjust the pitch attitude of radar is the responsibility of Captain.
Detailed information about weather radar use and guidance is described in Chapter 3 of this manual.
Weather radar limitations are described in Chapter 1 of this manual.
For a weather radar system information, refer to FCOM.
Terrain Policy
a) When there is terrain, or are obstacles, near the intended flight path, the PM should monitor the
terrain display.
b) Use the terrain display when in proximity to terrain/obstacle
c) During night or IMC operations in non-radar environments for departure and approach.
d) Having the terrain display at other times may be useful for terrain and situational awareness.
For a detailed information, refer to FCOM.


2.21.9 Signals Between Cabin Crew and Flight Crew
The standard method for the flight crew to request the attention of the cabin crew during flight is the
use of the ATTEND button on the forward overhead panel. With one chime from the cockpit, the
nearest available cabin crew member will call the cockpit through the Service Interphone System.
If a cabin crew member wishes to get the attention of the flight crew they may call the cockpit with the
PILOT call button. If flight crew hears the PILOT call chime, the Pilot Monitoring should select SERV
INT/CABIN/SVC on the AUDIO CONTROL PANEL and speak with the cabin crew. If the flight crew
do not reply to the first chime within one minute, the cabin crew will push the chime button a second
time, if the flight crew still do not answer this chime within another minute, then the cabin crew member
will enter the code into the flight deck access system (FDAS). During this time the Pilot Flying will
take the ATC communications.
The PIC shall notify the cabin crew:

 When to prepare for take-off; via announcing "CABIN CREW TAKE-OFF POSITION";
 When the flight is in the descent phase; via switching on the "FASTEN SEAT BELT" signs;
 When to prepare for landing; via announcing "CABIN CREW LANDING POSITION" at
10,000 ft.
The cabin must be secured prior to take-off and landing. This shall be confirmed by way of a call from
SCCM to the Flight Crew stating “CABIN SECURE”.
The cabin crew shall be informed in advance about the expected taxi time or approach time to ensure
a smooth operation.
The SCCM is responsible for coordinating communication between the cabin and flight deck. He / she
shall inform the PIC after and/or during;
 cabin readiness prior to the first A/C movement (safety and security checks implemented),
 cabin readiness prior to take-off and landing,
 turbulence (cabin observations),
 medical situations and use of first aid or medical kits,
 CC injury and/or incapacitation,
 passenger injury,
 abnormal and suspicious situations,
 unruly passenger,
 fire, smoke toxic fumes in the cabin,
 failure of any emergency and safety system and equipment.
The emergency signals to be used between flight crew and cabin crew are described in the Chapter 3.1.

2.21.10 Noise Abatement Procedures
Departure:
To ascertain the Noise Abatement Departure Procedure in use at the departure airport, refer to the
relevant aerodrome Jeppesen SID or Airport briefing charts. If it is not specified, refer to the Jeppesen
Airway Manual for the relevant region / Air Traffic Control / State Rule and Procedures of the relevant
country.
Arrival:
To ascertain the Noise Abatement Arrival Procedure in use at the destination airport, refer to the
relevant aerodrome Jeppesen STAR/TRANSITION or Airport briefing charts. If it is not specified,
refer to the Jeppesen Airway Manual for the relevant region / Air Traffic Control / State Rule and
Procedures of the relevant country.

2.21.11 Radiotelephone Communications
ATC and Pilot Relations:

a) Although the respective authorities set international standards and regulations, the quality and
operating conditions of ATC service can vary significantly from country to country.
b) Corendon Airlines Europe pilots’ shall always:
1) Communicate in English with ATC,
2) Keep to standard phraseology and rules,
3) Be calm and polite, avoid being rushed,
4) Avoid unnecessary discussions with controllers,
5) Keep a sharp look out.
Pilots should use standard procedures and should seek confirmation or clarification if they are in doubt
about the contents of an ATC clearance. Particular attention should be paid to the importance of
standard phraseology, the possibility of call sign confusion and the need to listen to read backs
carefully:
 Positively confirm instructions with ATC if any doubt exists between flight crew members.
 If in doubt about an ATC instruction, do not use read back for confirmation.
 Avoid use of the cockpit speaker especially during times of high RTF loading.
 Do not clip transmissions.
 Confirm unexpected instructions for any particular stage of flight.
 Advise ATC if it is suspected that another aircraft has misinterpreted an instruction. ATC may
be unaware of this fact.
 Exercise particular caution when members of the Flight Crew are involved in other tasks, and
may not be actively monitoring the RTF.
 At critical stages of flight actively monitor ATC instructions and compliance with them.
 Use full RTF call sign at all times.
 Use correct RTF procedures and discipline at all times.
 Guard frequency (121.5 MHz) must be monitored at all times.
Pilots are reminded of the necessity for great vigilance in the matter of cleared levels. Particular
attention should be paid to:
 SID’s – Make sure you know the maximum SID altitude/flight level before departure.
 Ensure that there is no doubt about the altitude/flight level to which you have been cleared.
 Make adequate preparation so that the cleared altitude/flight level is maintained.
 Ensure cross-monitoring takes priority over logging clearances.
 Report immediately to ATC if a cleared altitude/flight level is inadvertently exceeded.
 Report the cleared flight level on first contact with ATC, unless specifically requested not to do
so by ATC.
Note: The use of the term ‘Flight Level’ shall not be used when reporting the cleared flight level on
first contact with ATC.

At least two flight crew members shall monitor and confirm ATC clearances to ensure a mutual
understanding of accepted clearances. The pilots must read back ATC instructions/information when
any part of an ATC clearance is involved, i.e.
 Airways clearance
 Climb/Descent clearance, particularly in areas of high terrain
 Radar headings
 Route or waypoint changes
 Frequency changes
 VOR Radials
 Clearance for Approach
 Take-off and landing clearance
 Taxi instructions, including hold short instructions
 Altimeter pressure settings
 SSR mode/code
After the PNF reads back any ATC clearance, the PF should acknowledge the clearance received.
Position Reporting:
Transmission of Position Reports:
a) On routes defined by designated significant points, position reports shall be made by the crew
when over, or as soon as possible after passing, each designated compulsory reporting point,
except as provided in items (c) and (d) shown below. Additional reports over other points may be
requested by the appropriate ATC unit.
b) On routes not defined by designated significant points, position reports shall be made by the crew
as soon as possible after the first half hour of flight and at hourly intervals thereafter, except as
provided in item (c) shown below. Additional reports at shorter intervals of time may be requested
by the appropriate ATC unit.
c) Under conditions specified by the appropriate ATC authority, flights may be exempted from the
requirement to make position reports at each designated compulsory reporting point or interval. In
applying this, account should be taken of the meteorological requirement for the making and
reporting of routine aircraft observations.
d) The position reports required by items (a) and (b) shall be made to the ATC unit serving the
airspace in which the aircraft is operated. In addition, when so prescribed by the appropriate ATC
authority in aeronautical information publications or requested by the appropriate ATC unit, the
last position report before passing from one FIR or control area to an adjacent FIR or control area
shall be made to the ATC unit serving the airspace about to be entered.
e) If a position report is not received at the expected time, subsequent control shall not be based on
the assumption that the estimated time is accurate. Immediate action shall be taken to obtain the
report if it is likely to have any bearing on the control of other aircraft.

Contents of Voice Position Reports:

a) The position reports required by items 1(a) and 1(b) shall contain the following pieces of
information, except that elements (iv), (v) and (vi) may be omitted from position reports
transmitted by radiotelephony, when so prescribed by regional air navigation agreements:
 aircraft identification;
 position;
 time;
 flight level or altitude, including passing level and cleared level if not maintaining the
cleared level;
 next position and time over;
 ensuing significant point.
Element (iv), flight level or altitude, shall, however, be included in the initial call after changing
to a new radio frequency.
b) When assigned a speed to maintain, the flight crew shall include this speed in their position reports.
The assigned speed shall also be advised on first contact with an ATC unit after a frequency
change, whether or not a full position report is required.
Note: Omission of element (iv) may be possible when flight level or altitude, as appropriate,
derived from pressure-altitude information can be made continuously available to
controllers in labels associated with the position indication of aircraft and when adequate
procedures have been developed to guarantee the safe and efficient use of this altitude
information.
Radiotelephony procedures for air-ground voice communication channel changeover:

When so prescribed by the appropriate ATC authority, the initial call to an ATC unit after a change of
air-ground voice communication channel shall contain the following elements:
 designation of the station being called;
 call sign and, for aircraft in the heavy wake turbulence category, the word “Heavy”;
 level, including passing and cleared levels if not maintaining the cleared level;
 speed, if assigned by ATC; and
 additional elements, as required by the appropriate ATC authority.

2.21.11.1 Controller-Pilot Data Link Communications (CPDLC)
CPDLC is a means of communication by which pilots and ATC can communicate with each other over
a datalink system. Communication is established through Datalink Messages over dedicated VHF
channels. CPDLC in Europe is to be performed via ATN VDL Mode 2 standard (ICAO Aeronautical
Telecommunication Network - VHF Data Link ). All IFR General Air Traffic flights above FL285
within the airspace defined in the regulation are subjected to the use of CPDLC. (see CPDLC available
zones below)
Basic CPDLC procedures is as below:

 When entering a new airspace
o Voice contact First.
o If ATC wants you to login to CPDLC, Log on to CPDLC and continue communication
over there.
 When pilot makes a request
o ATC should respond to any request in 2 minutes.
o If no answer, you may resend or continue over Voice
 When ATC makes a request
o Pilot also should answer any message over CPDLC in 2 minutes.
 You may shift to voice communication anytime.
 CPDLC does not mean that pilot will switch off voice communication.
Detailed descriptions are available in CPDLC Training document.


Fleet Status:
All Corendon Fleet meets the datalink equipment requirements as per the Commission Regulation (EC)
No 29/2009. This is declared as item J1 in the flight plans.
There are 2 types of CPDLC models in our fleet.

Mode 1 Mode 2
Dedicated System Built in System
(Installed on pedestal) (Accessible via current MCDUs)
Honeywell: - 9H-TJA; 9H-TJD
Spectralux Model: - 9H-TJB; 9H-TJC Rockwell Collins: - 9H-CXA; 9H-CXB;
9H-CXC;
System is commanded via an independent unit CPDLC messages are commanded via the
installed on the pedestal. A separate ATC light glows MENU in MCDU. MENU structure is a bit
on the glare shield panel and chime is heard when a different in 9H-TJA. Detailed descriptions
message is received from ATC. are available in Flight Management,
Detailed descriptions are available in the CPDLC Navigation Chapter 11 ATC Data Link
Training document. Section 34 and CPDLC Training document.

2.21.12 Navigation Position, Performance and Accuracy
The flight crew shall be responsible to continuously monitor and verify aircraft’s present position and
s/he shall ensure that;
 Actual Navigation Performance (ANP) is not exceeding Required Navigation Performance
(RNP);
 the RNP is relavant for each phase of flight (specified below); and
 the navigation accuracy is checked prior to an approach and after prolonged in-flight operation.
Navigation Position:
The FMC determines present position from the IRS, GPS, and navigation radios.
The FMC uses its calculated present position to generate lateral steering commands along the active
leg to the active waypoint.
When the FMC Source Select Switch is positioned to NORMAL, the left FMC becomes primary,
however, data from both FMCs is combined to determine a composite position and velocity for
guidance and map displays.
FMC Position Update
FMC Position Update:
On the ground, the FMC calculates present position based on GPS data. If GPS data is not available,
the FMC calculates present position based on IRS data.
If GPS UPDATE is OFF, the FMC updates position to the take-off runway threshold when a TO/GA
switch is pushed. When making an intersection take-off, the intersection data must be entered on the
TAKE-OFF REF page. If GPS UPDATE is ON, the TO/GA update is inhibited. GPS UPDATE is on
the NAV OPTIONS page.
In flight, the FMC position is continually updated from the GPS, navigation radios, and IRS. Updating
priority is based on the availability of valid data from the supporting systems.
FMC position updates from navigation sensor positions are used in the following priority order:
• GPS
• two or more DME stations
• one VOR with a collocated DME
• one localizer and collocated DME
• one localizer.
The station identifiers and frequencies of the selected radio navigation aids are displayed on the NAV
STATUS page 1/2.
FMC logic selects the GPS position as the primary update to the FMC position. If all GPS data becomes
unavailable, the FMC reverts to radio or IRS updating.
The dual frequency–scanning DME radios are automatically tuned by the FMC.
The stations to be tuned are selected based upon the best available signals (in terms of geometry and
strength) for updating the FMC position, unless a specific station is required by the flight plan. Radio
position is determined by the intersection of two DME arcs.

If the DME radios fail, or if suitable DME stations are not available, FMC navigation is based on IRS
position information only. The two VHF Nav radios are used by the FMC for localizer updating during
an ILS approach and by the crew for navigation monitoring.
Note: The FMC is designed to automatically reject unreliable navaid data during FMC position
updating. However, in certain conditions, navaids which are in error may satisfy the
reasonableness criteria and provide the FMC with an inaccurate radio position. One of the most
vulnerable times is when a radio position update occurs just after take-off. This is usually
manifested in an abrupt heading correction after engaging LNAV. The position shift can be
seen on the map which will shift the desired track and runway symbol to a position significantly
different from that displayed during ground roll.
Note: If the flight crew observes either of these indications, the FMC should be carefully monitored.
When adequate radio updating is not available, navigation display map mode may display a shift error.
This error results in the displayed position of the airplane, route, waypoints, and navigation aids shifted
from their actual positions.
An across track, undetected map shift may result in the airplane flying a ground track that is offset
from the desired track. An along track, undetected map shift may result in the flight crew initiating
altitude changes earlier or later than desired.
In either case, an undetected map shift may compromise terrain or traffic separation.
Map shift errors can be detected by comparing the position of the airplane on the navigation display
map mode with data from the ILS, VOR, DME, and ADF systems.
Navigation Performance:
The FMC uses data from the navigation systems to accurately calculate the position of the airplane.
The current FMC position is shown on line 1 of the POS REF page 2/3.
The FMC position is derived from a mathematical combination of the positions determined by the IRS,
radio, and GPS systems. It represents the FMC’s estimate of the actual position of the airplane.
Its accuracy varies according to the accuracy of the other position determining systems.
Note: If the GPS position update is excessive, GPS updating is suspended until the GPS position can
be determined to be reasonable.
Actual Navigation Performance (ANP):

ANP is the FMC’s estimate of the quality of its position determination. It is shown on POS SHIFT
page 3/3 and on RTE LEGS pages. ANP represents the estimated maximum position error with 95%
probability. That is, the FMC is 95% certain that the airplane’s actual position lies within a circle with
a radius of the ANP value around the FMC position. The lower the ANP value, the more confident the
FMC is of its position estimate.

Required Navigation Performance (RNP):

The FMC supplies a default required navigation performance (RNP) value for oceanic, en route,
terminal, and approach environments. RNP can also be supplied by the Navigation Database or may
be entered by the crew (if the desired RNP is different than the default RNP value(s)). Actual navigation
performance (ANP) should not exceed RNP.
Environment Default RNP Time to Alert

Oceanic 12.0 NM 60 sec.
En route 2.0 NM 30 sec.
Terminal 1.0 NM 10 sec.
0.5 NM or 0.3 NM
Approach 10 sec.
(Refer to FCOM)
If ANP exceeds the displayed RNP value, the UNABLE REQD NAV PERF–RNP message will be
displayed on the CDU scratchpad after the designated time to alert has elapsed. An additional amber
UNABLE REQD NAV PERF–RNP will be displayed on the MAP. The amber FMC lights located on
the forward instrument panel will also illuminate with the annunciation of this message. RNP is shown
on the POS SHIFT, RNP PROGRESS 4/4 and the RTE LEGS pages.
If this occurs during RNP operations other than approach, the crew shall verify position, confirm
updating is enabled, and consider requesting an alternate clearance. This may mean changing to a non-
RNP procedure or route or changing to a procedure or route with a RNP higher than the displayed ANP
value.
If the alert occurs during RNP approach operation, the crew may change to a non-RNP procedure. If
unable, the crew shall execute a missed approach unless suitable visual reference is already established.
In the event of a missed approach, the crew may consider requesting an alternate non-RNP clearance.
FMC Navigation Check:

If the VERIFY POSITION message, UNABLE REQD NAV PERF – RNP message, or both GPS-L
INVALID and GPS-R INVALID messages are shown in the scratch pad, or course deviation is
suspected, do the following as necessary to ensure navigation accuracy:
Actual position .................................................................. Determine and compare with FMC position

Determine actual airplane position using raw data from VHF navigation or ADF radios.
If radio navaids are unavailable:

FMC position ......................................................................... Compare with the IRS position
Use the POS SHIFT page of the FMC CDU. If the two IRS positions are in agreement
and the FMC position is significantly different, the FMC position is probably unreliable.
The POS SHIFT page may be used to shift FMC position to one of the IRS positions.
This is accomplished by line selecting the IRS or radio position and then pressing the
EXEC Key.
Actual position ................................................ Confirm with ATC radar or visual reference points.
Navigate using most accurate information available (continue to monitor FMC position using
VOR/ADF raw data displays on non–flying pilot's navigation display).
CAUTION: Navigating in LNAV mode with an unreliable FMC position may result in significant
navigation errors.

Navigate by conventional VOR/ADF procedures, radar vectors from ATC, dead reckoning from last
known position, and/or use of visual references.
Inhibiting VOR/DME Use for Position Updating:

Note: This procedure inhibits the use of VOR/DME information for FMC position updating. Use DEL
key to remove a VOR/DME from inhibit status.
PROG page .................................................................................................................................... Select

Observe NAV STATUS prompt displayed.
NAV STATUS page ..................................................................................................................... Select
NAV OPTIONS page...................................................................................Select (NEXT/PREV page)

Observe dash prompts for VOR/DME INHIBIT. Enter desired VOR/DME identifier (a
previous entry may be overwritten but will no longer be inhibited).
Inhibiting GPS Updating:

Note: For terminal operations, if the airspace, FMC database and charts are not referenced to the WGS-
84 datum, inhibit GPS updates unless other appropriate procedures are used.
PROG page ....................................................................................................................................Select

Observe NAV STATUS prompt displayed.
NAV STATUS page ......................................................................................................................Select
NAV OPTIONS page...................................................................................Select (NEXT/PREV page)
GPS UPDATE ................................................................................................................................. OFF


2.21.13 ETOPS Supplementary Procedures
2.21.13.1 Flight Preparation

The Commander shall ensure that in addition to the Normal Procedures:
 Operational flight Plan and other associated documentation are in accordance with ETOPS
requirements;
 Crew are qualified for ETOPS operations;
 Aircraft is released for ETOPS operations
2.21.13.2 Pre-Flight Procedures

As part of the Pre-Flight procedure, crew has to check the serviceability of the SELCAL through HF
Communications via Stockholm Radio.
Aircraft Registration SELCAL Code

9H‐TJC HP‐RS
The Stockholm Radio list of monitored frequencies and the latest Propagation Forecast Chart is
available by selecting the PUBS Section of the Jeppesen, followed by selecting any of the REGIONS,
then selecting GENERAL AIRWAY MANUAL and then ENROUTE DATA – GENERAL.
NOTE: For en-route monitoring purposes, the HF Communication System shall be used

2.21.14 Upset Prevention and Recovery Training (UPRT)
Loss of Control In-Flight (LOC-I) has been identified as one of the major threats to air safety. Upset
Prevention and Recovery Training (UPRT) has been introduced to update current training to mitigate
LOC-I.
Guidance material on UPRT can be obtained from the following documents:
 Airplane Upset Prevention and Recovery Training Aid (AUPRTA)
 ICAO Doc 10011 - Manual on Aeroplane Upset Prevention and Recovery Training,
 IATA Guidance Material and Best Practices for the Implementation of Upset Prevention and
Recovery Training,
 FAA Advisory Circular 120-111 on Upset Prevention and Recovery Training
 European Union Aviation Safety Agency (EASA) ED Decision 2019/005/R
 Boeing 737Flight Crew Operations Manual
The goal of this Upset Prevention and Recovery Training is to increase the ability of pilots to
recognize and avoid situations that can lead to airplane upsets and to improve their ability to recover
control of an airplane that diverges from a crew's desired airplane state.
Flight crew engagement combats complacency through active monitoring. Therefore, active
monitoring is the critical element to ensure awareness and avoidance of undesired airplane states and
provides the strongest countermeasure against startle. Situationally aware flight crews are those who
actively monitor their flight. As such, they are able to assess the energy, arrest any flight path
divergence and recover to a stabilized flight path before an extreme upset ever occurs. An engaged
crew is in the best position to cope with undesired airplane states.
The aim of the training is to:

 Acquire the knowledge to recognize and avoid upset situations
 Learn to take appropriate and timely measures to prevent further divergence
 Understand basic airplane aerodynamics
 Learn airplane manoeuvring techniques throughout the airplane operational flight envelope to
perform recoveries from upsets.
DEFINITION OF AIRPLANE UPSET
Historically, an upset was defined as unintentionally exceeding one or more of the following
conditions:
• Pitch attitude greater than 25 degrees nose up
• Pitch attitude greater than 10 degrees nose down
• Bank angle greater than 45 degrees
• Less than above parameters but flying at an airspeed inappropriate for the conditions.
An upset condition is now considered any time an airplane is diverting from the intended airplane state.
An airplane upset can involve pitch and/or roll angle deviations as well as inappropriate airspeeds for
the conditions.
An airplane upset is not a common occurrence. There are a variety of reasons why upsets occur,
including:
 Environmentally-induced
 Systems-induced.
 Pilot-induced

Threat and Error Management in the context of UPRT
Upset recovery techniques can be refined into either:

 Nose high
 Nose low.
The following actions represent a logical progression for recovering the airplane. The sequence of
actions is for guidance only and represents a series of options to be considered and used dependent on
the situation. Not all actions can be needed once recovery is under way. If needed, use minimal pitch
trim during initial recovery. Consider careful use of rudder to aid roll control.
NOTE: Use of rudder should be considered only if roll control is ineffective and the airplane is not
stalled.
These actions assume that the airplane is not stalled. A stalled condition can exist at any attitude and
can be recognized by continuous stick shaker accompanied by one or more of the following:
 Buffet that can be heavy at times
 Lack of pitch authority or roll control
 Inability to stop a descent.
If the airplane is stalled, first recover from the stall by applying and maintaining nose down elevator
until stall recovery is complete and stick shaker stops.

Nose High Recovery

NOSE HIGH RECOVERY TEMPLATE
Recognise and confirm the situation. Callout “Nose High”
DISENGAGE AUTOPILOT
(A large out of trim condition could be encountered when the A/P is
disconnected)
DISENGAGE AUTOTHROTTLE Call out attitude,
APPLY as much nose-down elevator as required to obtain a nose- airspeed and
down pitch rate altitude throughout
the recovery.
Apply appropriate nose down stabilizer trim*
Verify all needed
REDUCE THRUST
actions have been
ROLL – Adjust bank angle to obtain a nose down pitch rate* done and call out
COMPLETE THE RECOVERY: any continued
 When approaching the horizon, roll to wings level deviation.
 Check airspeed and adjust thrust
 Establish pitch attitude.
(Avoid the secondary stall due premature recovery or excessive g)
WARNING: *Excessive use of pitch trim or rudder may aggravate the upset situation, result
in loss of control, or result in high structural loads.
Either Pilot: Recognize and confirm the developing situation. Announce: "Nose High"
Explanation: A critical element in recognition and confirmation is to clearly understand the airplane
energy state and the rate at which it is changing because this will have an effect on how the recovery
is handled. This is done by referring to pitch attitude and/or flight path vector, airspeed and airspeed
trend, altitude and vertical speed from the ADI. This is because the FD system could be providing
incorrect guidance.
A/P Disengage (if required)
A/THROTTLE Disengage (if required)
Explanation: The A/P and/or A/THROTTLE must be disconnected if they are not arresting the
divergence. However, if the A/P and/or A/THROTTLE are responding correctly to arrest the
divergence, it may be appropriate to keep the current level of automation.
A large out of trim condition could be encountered when the A/P is disconnected.
PITCH: Apply as much nose-down pitch control and incremental trim input(s) as required to
obtain a nose-down pitch rate.
Explanation: This may require as much as full nose-down pitch control input. Incremental nose down
trim inputs may improve elevator control effectiveness and reduce high pitch control forces. Excessive
use of pitch down trim can make the recovery phase of the upset more difficult.
THRUST/POWER: Reduce (as required)
Explanation: For airplanes with underwing mounted engines, increasing thrust may reduce the
effectiveness of nose down pitch control. It may be necessary to limit or reduce thrust to the point
where control of the pitch is achieved.
ROLL: Adjust (as required) not to exceed 60 degrees

Explanation: If the previous pitch and thrust inputs have been unsuccessful, banking the airplane to
allow the nose to drop toward the horizon will be necessary.
The bank angle applied should be the least possible to start the nose down and never exceed
approximately 60 degrees. If the bank angle is already greater than 60 degrees, it should be reduced to
an amount less than 60 degrees. The least difficult piloting task is with wings level or near level. Use
of bank increases the piloting workload in an already high workload condition of flight. Although the
rolling manoeuvre changes the pitch rate into a turning manoeuvre, sideslip build up is a large risk at
low airspeeds and high AOA. If full pitch and roll control are ineffective, rudder input may be required
to induce a bank angle for recovery.
Only a small amount of rudder input is needed. Too much rudder applied too quickly or held too long
may result in loss of lateral and directional control and cause structural damage.
Complete the recovery:
Explanation: When approaching the horizon, roll to wings level while avoiding a stall due to
premature recovery at low speed or excessive g-loading at high speed.
This may require use of pitch trim to manage control forces during large airspeed changes.
Confirm desired airspeed and adjust thrust to establish the required flight path
Nose Low Recovery

NOSE LOW RECOVERY TEMPLATE
Recognise and confirm the situation. Callout “Nose Low”
DISENGAGE AUTOPILOT
(A large out of trim condition could be encountered when the A/P
is disconnected)
Call out attitude,
DISENGAGE AUTOTHROTTLE
airspeed and
RECOVERY from stall if required altitude throughout
ROLL in the shortest direction to wings level. If bank angle is the recovery.
more than 90 degrees, unload and roll. *
Verify all needed
(It may be necessary to reduce the g-loading by applying forward actions have been
control pressure to improve roll effectiveness) done and call out
COMPLETE THE RECOVERY: any continued
 Apply nose up elevator deviation.
 Apply nose up trim, if needed*
 Adjust thrust and drag, if needed.
(Avoid the secondary stall due premature recovery or excessive g)
WARNING: * Excessive use of pitch trim or rudder may aggravate the upset situation
or may result in high structural loads.
Either Pilot: Recognize and confirm the developing situation. Announce: "Nose Low"
Explanation: A critical element in recognition and confirmation is to clearly understand the airplane
energy state and the rate at which it is changing because this will have an effect on how the recovery
is handled. This is done by referring to pitch attitude and/or flight path vector, airspeed and airspeed
trend, altitude and vertical speed from the ADI. This is because the FD system could be providing
incorrect guidance.

A/P Disengage (if required)

A/THROTTLE Disengage (if required)
Explanation: The A/P and/or A/THROTTLE must be disconnected if they are not arresting the
divergence. However, if the A/P and/or A/THROTTLE are responding correctly to arrest the
divergence, it may be appropriate to keep the current level of automation.
A large out of trim condition could be encountered when the A/P is disconnected.
Recover from Stall (if required)

Explanation: Even in a nose low situation, the airplane may be stalled and it would be necessary to
recover from a stall first.
Roll, in the shortest direction to wings level.

Explanation: In general, a nose low, high-angle-of-bank requires prompt action, because decreasing
altitude is rapidly being exchanged for increasing airspeed. The consequence of the increasing airspeed
is rapid g-load build up from the original 1-g trimmed condition.
It is important to reduce g-loading while attempting to roll to wings level because it increases the roll
effectiveness while decreasing the asymmetric loads on the airplane.
Decreasing the g-load will be achieved by applying forward pitch control toward 1-g. This is counter-
intuitive while in a dive condition, even though it is of critical importance. If roll control is
ineffective after unloading, rudder input may be required to reduce bank angle for recovery.
Only a small amount of rudder input is needed. Too much rudder applied too quickly or held too long
may result in loss of lateral and directional control and cause structural damage.
Complete the recovery:

Explanation: Apply nose up elevator to recover to level flight while avoiding a stall due to premature
recovery at low speed or excessive g-loading at high speed.
This may require use of pitch trim to manage control forces during large airspeed changes.
Confirm desired airspeed and adjust thrust and/or speed brakes to establish the required flight path.

3 NON-NORMAL AND EMERGENCY PROCEDURES
3.1 INTRODUCTION
Refer to the Boeing FCTM Chapter 8 for Non-normal Operations and situation guidelines.
Refer to the Boeing QRH for Non-normal checklist instructions.
3.1.1 Non-Normal Situation Management
The flight crew member who first recognises a Non-Normal situation must warn the other flight crew.
Warnings must be always taken seriously and crew should avoid personal conflict. Always remember,
the situation is more important than personal thoughts.
In a Non-Normal situation, the Commander may give the controls to the First Officer until the
necessary actions (QRH, Abnormal procedure, communication, planning…) have been completed ,
and must take the controls back after the required action has been completed.
The PF will continue to fly the aircraft until the Commander says otherwise. In a Normal or an
Emergency situation no matter what, the priority order is that one of the flight crew must fly the aircraft.
In order to reduce workload, the PF will communicate with ATC unit whilst the PM is carrying out
Non-Normal Checklist procedures. Automation will always be used when the emergency situation
allows. The only exceptions are when a Stall warning, GPWS PULL UP warning, Pull-up,
windshear warning are given or when a Rejected take off is made. Except in those situations, there
is always enough time to put the aircraft on the right flight path and in the correct configuration.
Following upon an illumination of a warning light, (master caution-recall), the sounding of an aural
warning horn or any message on showing on the scratch pad, the system will not be reset without the
confirmation of both flight crew members. However, the reset action must be made timely, in order
not to distract the attention of the PF.
When requested by the Commander or the PF, Memory (until dashed line) items shall be initiated
without reference to the checklist. Actions such as, recognition of a failure, or the shutting down of an
engine must take place under the positive control of both flight crew members. Once the Memory items
have been completed, the related checklist must be read again and managed by the Flight Crew.
Configuration and switch positions must be operated by the PM and confirmed by the PF.
The descent-approach sections of the emergency checklists must be followed and completed before the
IAF.
W (Weather), R (Radio setting), R (Review) C (Checklist), items must be completed before starting
any approach.
In an Emergency or an Abnormal situation, the Deferred items in the Landing Checklist shall be
requested by the PF at a suitable point and must be read and answered by the PM.

In the event of a loss of cabin pressure, the use of fire extinguisher, smoke or fumes, or a leak of
poisonous or harmful gas in the cockpit, the oxygen masks and smoke goggles should be put on and
crew communication must be established immediately. Initially, the oxygen regulator must be set to
100% but the regulator may be switched to NORMAL once the situation is under control.
During flight, a circuit breaker may be reset at the commander’s discretion after the elapse of the circuit
breaker cooling period (approximately 2 minutes). The circuit breaker should be left in the out position
if the circuit breaker pops out again. The circuit breakers of the fuel system shall not be reset by the
flight crew. On the ground, circuit breakers shall only be reset with confirmation from the technical
crew.
Any Emergency or distress situation shall be declared as soon as possible, in order to reduce the
response times of the ground search and rescue teams, or fire crews who will deal with the emergency.
In an Emergency situation, the transponder code allocated by ATC will be retained unless otherwise
advised by ATC. However, if the flight crew has communication problems, the crew must set code
7700 on the transponder.
The orders given to the PM must be in a logical sequence. If the PM is asked to listen to the ATIS,
execute the referring Checklist, to set the radio frequencies etc. all at the same time, is likely to cause
confusion and distract the PM, which could lead the PM to make incorrect or poor decisions.
In certain situations the flight crew must land the aircraft at the nearest suitable airport. These situations
include, but are not limited to:
 the non–normal checklist includes the item “Plan to land at the nearest suitable airport”
 fire or smoke continues
 only one AC power source remains (engine or APU generator)
 only one hydraulic system remains (the standby system is considered a hydraulic system)
 any other situation determined by the flight crew to have a significantly adverse effect on the safety
of continued flight.

If a Non-normal situation occurs, the following steps must be executed:

 Keep the aircraft under control;
While the Pilot Monitoring (PM) is carrying out the Non-Normal checklist items, the Pilot Flying
(PF) must fly the aircraft. In addition, in order to reduce the workload of the flight crew, the
maximum appropriate use of automation, is recommended. (do not exceed any QRH limitation)
 Identify the Non-normal situation;
The situation must be analysed properly before taking action. The flight crew member who
identifies the fault must make the call out clearly and correctly.
 Create time for yourself as directed below:
o Delay taking action when time is available (Such as taking off and making a final approach);
and/or
o By holding, or requesting radar vectors.
 Analyse the situation:
The Non-Normal Checklist should be executed only once the failure or fault has been positively
identified.
o Be sure to evaluate and revise all appropriate options.
o In making a decision, take into consideration all limitations and restrictions - such as, current
weather, the efficiency of the crew, distance to the airport and any other factor which might
affect the flight.
o When identifying the failure or the fault, make full use of all available resources including
the flight crew, cabin crew, ATC and company maintenance crew if possible.
o Before making a decision, evaluate all possible options and make a back-up plan.
o Make sure that all actions are taken in the correct sequence in order to maintain the safety of
the flight until the aircraft landed and made a full stop.
 Use sound judgement to identify the appropriate thing to do in accordance with the situation
and then take the correct action.
Events Requiring a Maintenance Inspection:

CHAPTER 5 of the Airplane Maintenance Manual refers to such events as “CONDITIONAL
INSPECTIONS”.
These include, but are not limited to;

a) Hard Landing
b) Severe turbulence
c) Overspeed (landing gear, flaps/slat or MMO/VMO)
d) High energy stop
e) Lightning strike
f) Extreme dust
g) Tail strike
h) Overweight landing

3.1.2 Work Load Management

a) In order to reduce workload and make the most effective use of the crew resources, work should
be shared out in accordance with the procedure identified for the related abnormal/emergency
situation.
b) Any orders given must be clear and understood and fully complied with before further orders are
given.
c) The PF must allow sufficient time for the identification of a problem and its being brought under
positive control. If available, in order to reduce the workload of the PF, the AP and A/T must be
used.
d) In order to avoid confusion, reports made to the PF must be clear, brief, understandable, and
effective. These will allow an abnormal situation to be corrected in an efficient, effective and rapid
way.
e) Create a problem sharing model with the rest of the crew.
f) In order to understand and evaluate the options maintain communication with the flight crew and
the cabin crew.
g) The problem sharing model positively involves the crew in dealing with a well identified problem
and is likely to produce beneficial results.
h) Follow recommended and other accepted procedures.
i) Before taking action, be sure to that the problem has been correctly identified and is properly
understood, be aware of the reasons for the existence of the problem and the likely consequences
of any action to be taken. Remember to review the actions taken, and the results, in order to
determine whether further correction or action is necessary.
j) Try to avoid taking an irreversible action unless necessary (Be sure to obtain confirmation and a
cross check before taking any such action).
k) Evaluate the landing requirements.
l) If the Non Normal Checklist directs the crew to land at the nearest suitable airport, or if the
situation is clearly defined in the QRH (Introduction of the Checklist and Non Normal Checklist)
the crew must divert to the nearest suitable airport. If the Non Normal Checklist (or any related
checklist) does not instruct the crew to divert to the nearest suitable airport, the Commander will
evaluate the situation, taking into account the flight safety regulations, in deciding whether or not
to continue to the destination airport.

3.1.3 Non-Normal Checklist Procedures

a) The non-normal checklists chapter contains the checklists used by the flight crew to manage non–
normal situations. The checklists are grouped in sections which match the system description
chapters in FCOM Volume 2.
b) Most checklists correspond to a light, alert or other indication. In most cases, the MASTER
CAUTION and system annunciator lights also illuminate to indicate the non-normal condition.
These lights, alerts and other indications are the cues to select and follow the associated checklist.
c) Checklist without a Master Caution and System Annunciator light (such as DITCHING) are
referred to as unannunciated checklists. All Unannunciated checklists are found in the first section
of the Non-Normal Checklists chapter. Some Unannunciated checklists also appear in the relevant
system section (such as ENGINE FUEL LEAK in the Fuel section).
d) A condition statement is provided in all non-normal checklists. The condition statement briefly
describes the condition which caused the Master Caution to illuminate. Unannunciated checklists
also have condition statements to help in understanding the reason for the checklist.
e) Checklists can have both recall and reference items. Recall items are critical actions that must be
performed from memory. Reference items are actions to be performed while reading the checklist.
f) In the Table of Contents for each Non-Normal checklist section, the titles of those checklists
containing memory items are printed in bold type.
g) Some amplified information is included in brackets [ ] in the printed non-normal checklist when
the reason for the inclusion of an item may not be obvious.
NON-NORMAL CHECKLIST OPERATION:

a) Non-normal checklists start with steps to correct the situation or condition.
b) Information for planning the rest of the flight is included.
c) When special items are needed to configure the aircraft for landing, the items are deferred to the
Approach and Landing Checklist.
d) Flight patterns for some non-normal situations are located in the Manoeuvres chapter and show
the sequence of configuration changes.
e) While every attempt is made to provide needed Non-Normal checklists, it is not possible to
develop checklists for all conceivable situations, especially those involving multiple failures.
f) In certain unrelated multiple failure situations, the flight crew may have to combine elements of
more than one checklist or exercise judgment to determine the safest course of action.
g) The captain must assess the situation and use sound judgment to determine the safest course of
action.
h) Checklists prescribing an engine shutdown must be evaluated by the captain to determine whether
an actual shutdown or operation at reduced thrust is the safest course of action.
i) Consideration must be given to probable effects if the engine is operated at the minimum needed
thrust.
j) There is no abnormal checklist associated with the loss of an engine indication or with an automatic
display of the secondary engine indications. Operate the engine normally unless a limit is
exceeded.

NON-NORMAL CHECKLIST PROCEDURES ASSUME;

a) During engine start and prior to take-off, that the relevant non-normal checklist is done if an
abnormal condition is identified. Upon completion of the checklist determine whether Minimum
Equipment List relief is available.
b) System controls are in the normal configuration for the phase of flight before the start of the Non-
Normal checklist.
c) Aural alerts are silenced and the system reset by the flight crew as soon as the cause of the alert
has been recognised.
d) The EMERGENCY position of the oxygen regulator is used when required to supply positive
pressure to the masks and goggles in order to evacuate contaminants.
e) The 100% position of the oxygen regulator is used when positive pressure is not required, but the
air in the flight deck is contaminated.
f) The NORMAL position of the oxygen regulator is used for prolonged use and the situation allows.
g) Normal boom MIC Operation is restored when the use of oxygen is no longer required. The
indicator lights should be tested to verify suspected faults.
h) The reset of a tripped circuit breaker in flight by the flight deck crew is not recommended unless
a non-normal checklist specifically directs it. However, a tripped circuit breaker may be reset once,
after a short cooling period (approximately 2 minutes), if in the judgment of the captain, the
situation resulting from the circuit breaker trip has a significant adverse effect on safety.
i) The reset of a tripped circuit breaker on the ground by the flight crew should only be accomplished
after maintenance has determined that it is safe to do so.
j) Flight crew cycling (pulling and resetting) of a circuit breaker to clear a non-normal condition is
not recommended unless directed by a non-normal checklist.
After engine start and prior to take-off, illumination of the Master Caution annunciator lights
or red and Amber caution lights require completion of the appropriate non-normal checklist.
a) In certain cases, the amber system monitor lights illuminate during the master caution light recall
to inform the flight crew of the failure of one element in a redundant system.
b) If system operation is maintained by a second element, the amber system monitor light will be
extinguished when the master Caution light is reset. In these situations, the amber caution light
alerts the flight crew to the fact that normal system operation will be affected if another element
failure occurs.
c) If an amber caution light illuminates during recall, but extinguishes on master caution reset;
Completion of the non-normal checklist is not required.
When a non-normal condition is identified, the crew completes the appropriate non-normal
checklist.

There are some situations, where the crew must always LAND AT THE NEAREST SUITABLE
AIRPORT. These situations include, but are not limited to situations where;
a) The Non-Normal checklist has the words "Plan to land at the nearest suitable airport"
b) CABIN SMOKES OR FIRE persists. It should be stressed that for persistent smoke or a fire that
cannot be positively confirmed to be completely extinguished, the earliest possible descent,
landing, and passenger evacuation should be accomplished.
c) One MAIN AC POWER source remaining (such as engine or APU generator)
d) One HYDRAULIC System remaining (the standby System is considered a hydraulic System)
e) Any other Situation determined by the crew to present a SIGNIFICANTLY ADVERSE EFFECT
ON SAFETY if the flight is continued.
NON-NORMAL CHECKLIST USE:

 Non-Normal checklist use starts only when the flight path and configuration of the aircraft have
been correctly established. Only a few situations require an immediate response such as:
o Stall warning,
o Ground proximity PULL UP,
o WINDSHEAR warnings and,
o Rejected take-off.
 Usually, time is available to assess the situation before corrective action has to be initiated.
 All actions must then be carried out under the supervision of the Captain in a deliberate and
systematic manner. Flight path control should never be compromised.
 When a non-normal situation occurs, at the direction of the pilot flying, both crewmembers
systematically and without delay should complete all recall items in their areas of responsibility.
 The pilot flying (PF) calls for the checklist when:
o The flight path is under control
o The aircraft is not at a critical stage of flight (such as take-off or landing)
o All recall items have been completed.
 The pilot monitoring reads aloud:
o the checklist title
o as much of the condition statement as is required to confirm that the correct checklist has
been selected
o as much of the objective statement (if applicable) as required to enable the crew to
understand the expected result of following the steps detailed in the checklist.
 The pilot flying does not need to repeat this information but must acknowledge that the information
was heard and understood.
 For checklists with memory items, the pilot monitoring first verifies that each memory item has
been completed. The checklist is normally read aloud during this verification. The pilot flying does
not need to respond except for any item that is not in agreement with the checklist. The item
numbers do not need to be read.

 Non-memory items are called reference items. The pilot monitoring reads aloud the reference
items, including:
o the precaution (if any)
o the response or action
o any amplifying information.
 The pilot flying does not need to repeat this information but must acknowledge that the information
was heard and understood. The item numbers do not need to be read.
 The word “Confirm” is added to checklist items when both crewmembers must verbally agree
before action is taken. During an inflight non-normal situation, verbal confirmation is required for:
o an engine thrust lever
o an engine start lever
o an engine, APU or cargo fire switch
o a generator drive disconnect switch
o an IRS mode selector, when only one IRS is failed
o a flight control switch
This does not apply to the Loss of Thrust on Both Engines checklist.
 With the aircraft is stationary on the ground:

o The Captain and the First Officer take action based on preflight and postflight areas of
responsibility
o during an evacuation, the first officer sets the flap lever to 40.
 With the aircraft in flight or in motion on the ground:
o the pilot flying and the pilot monitoring take action based on each crewmember’s Areas of
Responsibility.
 After moving the controls, the crewmember taking the action also states the checklist response.
 The pilot flying may also direct reference checklists to be done by memory if no hazard is created
by such action, or if the situation does not allow reference to the checklist.
 Checklists include an Inoperative Items table only when the condition of those items needs to be
known when planning the rest of the flight. The inoperative items, including the consequences (if
any), are read aloud by the pilot monitoring. The pilot flying does not need to repeat this
information but must acknowledge that the information was heard and understood.
 After completion of the non–normal checklist, normal procedures are used to configure the aircraft
for each phase of flight.
 When there are no deferred items, the DESCENT, APPROACH and LANDING normal checklists
are used to verify that the configuration is correct for each phase of flight.
 When there are deferred items, the non-normal checklist will include the item “Checklist Complete
Except Deferred Items.” The pilot flying is to be made aware when there are deferred items. These
items are included in the Deferred Items section of the checklist and may be delayed until the usual
point during descent, approach or landing.
 The deferred items are read aloud by the pilot monitoring. The pilot flying or the pilot monitoring
takes action based on each crewmember’s area of responsibility. After moving the control, the
crewmember taking the action also states the response.

 When there are deferred items, the Deferred Items section of the non-normal checklist will include
the Descent, Approach and Landing normal checklists. These checklists should be used instead of
the usual DESCENT, APPROACH and LANDING normal checklists. If a normal checklist item
is changed as a result of the non-normal situation, the changed response is printed in bold type.
The pilot flying or the pilot monitoring responds to the deferred normal checklist items based on
each crewmember’s area of responsibility. However, during the deferred Landing normal
checklist, the pilot flying responds to all deferred normal checklist items.
 Each checklist has a checklist complete symbol at the end. The following symbol indicates that
the checklist is complete:
The checklist complete symbol can also be in the body of the checklist. This only occurs when a
checklist divides into two or more paths. Each path can have a checklist complete symbol at the
end. The flight crew does not need to continue reading the checklist after the checklist complete
symbol.
 After completion of each non–normal checklist, the pilot monitoring states “___ CHECKLIST
COMPLETE.”
 Additional information at the end of the checklist is not required to be read.
 The flight crew must be aware that checklists cannot be created for all conceivable situations and
are not intended to replace good judgment. In some situations, at the captains’ discretion, deviation
from a checklist may be needed.

Use
3.1.4 Emergency Signals Between Flight Crew and Cabin Crew

In any emergency situation there are two methods available for the flight crew to signal to the cabin
crew an emergency situation:
 by use of the PA system with the call 3 x ‘CABIN CHIEF TO COCKPIT’;
 3 chimes of the ATTEND button.
With receipt of either of these two signals, the Senior Cabin Crew Member shall immediately proceed
to the cockpit to address the Commander.
COMMANDS to be given by COCKPIT:
PILOT INCAPACITATION:
3 x ‘CABIN CHIEF TO COCKPIT’ by PA or 3 chimes;
DECOMPRESSION:
3 x "CABIN CREW EMERGENCY DESCENT"
3 x "EMERGENCY DESCENT COMPLETED, MASKS OFF"
PREPARED EMERGENCY:
3 x "CABIN CHIEF TO COCKPIT" or 3 chimes
3 x "BRACE FOR IMPACT" (approx. 30 sec.)
3 x "ATTENTION CREW ON STATION" (if circumstances permit / This command alerts the cabin
crew to wait for further commands to come from the cockpit.)
3 x "EVACUATE"
If not necessary; 2 x "CANCEL ALERT"
UNPREPARED EMERGENCY:
3 x "BRACE FOR IMPACT" (approx. 30 sec.)
3 x "ATTENTION CREW ON STATION" (if circumstances permit / This command alerts the cabin
crew to wait for further commands to come from the cockpit.)
3 x "EVACUATE"
If not necessary; 2 x "CANCEL ALERT"
EMERGENCY ON GROUND:
3 x "CABIN CHIEF TO COCKPIT" or 3 chimes

3.1.5 Emergency Passenger Announcements
Distress Calls to the Cabin:

 Attention crew on station (if circumstances permit after landing)
 Evacuate
 Cancel Alert
Hijacking:
 Ladies and Gentlemen, may I have your attention please.
 This is the Captain
 I have to inform you that a hijacking is in progress.
 This announcement is being made with the consent of the hijackers.
 Now please remain seated, keep calm and follow the Cabin Attendants instructions carefully
 Now we are proceeding to …… airport.
 Please do not make any attempt to disarm the hijackers.
 Please do not take any other unnecessary action.
 The use of firearms in the passenger cabin might endanger life.
 Thank you for your cooperation and understanding.
Bomb Scare:
a) Parking Position
 Ladies and Gentlemen may I have your attention please.
 This is the captain
 We have received a security threat against this flight.
 Security personnel request all passengers to collect all belongings and leave the aircraft.
 Passengers are requested to proceed directly to transit hall, We apologise for the inconvenience
and will make every effort to ensure a minimum delay.
 Thank you for your cooperation and patience.
b) Taxiing
 Ladies and Gentlemen may I have your attention please. This is the captain speaking.
 We have received a security threat against this flight
 Our policy is to always take every precaution in the interests of safety.
 We request that you remain calm and please give your full attention the flight attendants for
further instructions.
 We apologise for the inconvenience and will make every effort to ensure a minimum delay.
 Thank you for your cooperation and patience

c) In-Flight
 Ladies and Gentlemen, may I have you attention please.
 This is the captain speaking.
 We have been advised of a possible security threat to this flight. We are going to land at ……..
airport.
 We believe that we are dealing with a hoax and there is no problem with this aircraft.
 However, our company policy is always taking every precaution in the interests of safety, which
includes landing in situations such as this.
 Flight attendants prepare the cabin for landing.
 Upon arrival at …… airport I will provide you with more information.
 Thank you for your cooperation and patience.
Doctor Wanted:
 Ladies and gentlemen, may I have your attention please?
 This is the Captain!
 One of our passengers is not feeling unwell
 Any doctor, medical or paramedic persons on board are kindly requested to make contact with the
cabin crew.
 I would appreciate your cooperation.
Aborted Take-Off:
 Ladies and gentlemen; may I have your attention please! This is your captain!
 We are sorry that we have aborted the take-off due to: ……..
 Engine failure
 Engine fire
 Instrument failure
 Severe noise
 Blown tire
 (Any other reason)
 We would appreciate your patience and understanding.

Immediate Landing After Take-Off:

 Ladies and gentlemen, may I have your attention please
 We are very sorry that, we have to divert and land at…….. airport because of ……
 Engine failure
 Engine fire
 Instrument failure
 Bird strike
 Hydraulic loss
 Pressurization problem
 A passenger suffering from heart attack
 Decompression
 Smoke in the cabin
 Landing gear failure
 (Any other reason)
 We would appreciate your patience and understanding.
Emergency Landing to Enroute Alternate Airport:
 Ladies and gentlemen,
 May I have your attention please
 I should inform you that we are going to make an emergency landing at …… airport.
 Air Traffic Control Centre is informed about our situation.
 Now, please remain seated and follow the cabin attendant's instructions carefully.
 Thank you.
De-Pressurization:
 Ladies and gentlemen; may I have your attention please!
 We are sorry that we have just experienced ……..
 Loss of Pressurization
 Rupture
 Cracked window
 Bird strike
 Pressurization system failure
 Decompression in the cabin
 and we are descending to a lower flight level.
 There is no need to be anxious. Stay calm and obey the instructions given by your cabin crew.
 Thank you.
After level off;
 Ladies and gentlemen; this is the Captain!
 You may take off your mask.
 Keep your mask on
 Thank you!

3.2 NON-NORMAL MANEOUVERS

3.2.1 Rejected take-off

For autobrake RTO operation, refer to FCOM.
The decision to stop must be made prior to V1.

‘V1 MEANS GO’
In practice, this means that the V1 call must have been completed by the time the aircraft actually
reaches V1. Otherwise, the call will be completed above V1, which could lead to the decision being
taken to perform a RTO at a speed above V1.
The STOP/GO decision regime is divided into two areas:
LOW SPEED REGIME – Prior to 80 knots, the take-off should be rejected for any of the following:
 activation of the master caution system
 system failure(s)
 unusual noise or vibration
 tire failure
 abnormally slow acceleration 11 items
 take-off configuration warning
 fire or fire warning
 engine failure
 predictive windshear (as installed)
 if a side window opens
 if the airplane is unsafe or unable to fly.
HIGH SPEED REGIME – Above 80 knots and prior to V1, the take-off should be rejected for any
of the following:
 fire or fire warning
 engine failure 5 items
 obvious pilot incapacitation
 predictive windshear (as installed)
 if the airplane is unsafe or unable to fly.
Consider the following when the aeroplane is stopped:
 The possibility of wheel fuse plugs melting
 The need to clear the runway
 Requirement for remote parking
 Wind direction in case of fire
 Alerting Fire Equipment
 Not setting the parking brake unless passenger evacuation is necessary
 Advising the ground crew of the hot brake hazard
 Advising passengers of the need to remain seated or evacuate
 Completion of Non-normal checklist (if appropriate) for conditions which caused the RTO.

3.2.2 Engine Failure After V1

AEROPLANE TYPE B737-800 & MAX-8 Rev. Date 01.02.2017

NOTE:
1. If an engine fails before the landing gear has been retracted, maintain 13 deg. nose up attitude until
gear is up, then follow F/D commands. The PF shall push the TOGA switch a second time to ensure
full thrust.
2. At 400ft the Pilot Monitoring will identify (by indicating “Engine number 1/2, fail/fire/severe
damage) the actual problem by checking the engine instruments and inform the Pilot Flying prior to
Flap Retraction Altitude.
3. Limit the bank angle to 15 deg if the speed is below V2 + 15 Kt.
4. Flaps up speeds are shown by Up Speed.
5. When notifying ATC the phrase ‘PanPan, PanPan, PanPan’ should be used.
6. When an engine shutdown is required, the PF verbally confirms the correct engine with the PM then
the PM disconnects the A/T and slowly retards the thrust lever of the engine that will be shutdown.
 All recall items shall be CONFIRMED by PF.
7. Attempt an engine restart.
8. If returning to land – “Additional Go-around Thrust”, as part of the One-Engine Inoperative Landing
Checklist will be set as company standard.

3.2.3 Engine Fire After V1


NOTE:
1. When notifying ATC the phrase ‘Mayday, Mayday, Mayday’ should be used.
2. Coordinate activation of the engine fire warning switch as follows:
 PM places a hand on and verbally identifies the engine fire switch for the engine on fire.
 PF verbally confirms that the PM has identified the correct engine
 PF directs the PM to pull the engine fire warning switch.
3. If returning to land – “Additional Go-around Thrust”, as part of the One-Engine Inoperative Landing
Checklist will be set as company standard.

3.2.4 Any Failure After V1


3.2.5 Special Visual Fire Circuit


NOTE: Changed at 2500ft and 5000m

1. This procedure should only be completed if the following 3 conditions are met:
 Cloud base should be above 1,500` AFE / Visibility more than 5,000m.
 Both pilots should be current on SVFC on simulator.
 Procedure should be thoroughly briefed by the PF prior to departure.
2. FIRE DRILL – must be carried out without delay.
3. The turn to base leg should be commenced when 30 seconds have elapsed from passing abeam
landing threshold.
4. If the Commander is PM he shall take control of the airplane after completing FIRE DRILL and PA
announcement or whenever found appropriate for landing. However during simulator flights the
Commander will not take the control for training purposes and F/O will continue the flight.
5. If the fire is extinguished; there is no need to stop on the runway. Do Not delay informing the cabin
crew.
6. If take-off was commenced with flaps 1, the pattern will be flown without flap change. When with
the abeam runway threshold flaps will extended to 5. If take-off flaps are more than 5 flaps (10, 15
and 25) will retracted to 5 without any changes to the fire drill pattern and standard procedures will
be followed.

3.2.6 Emergency Descent


3.2.7 Any Failure at Cruise (Required Checklist)


3.2.8 Engine Fault on Final Approach (VMC)


3.2.9 Engine Fault on Final Approach (IMC)


3.2.10 Any Failure Requiring Checklist on Final Approach


3.2.11 One Engine ILS Approach


3.2.12 Single Engine Non-Precision Approach


3.2.13 Single Engine Circling Approach


3.2.14 Single Engine Go Around


3.2.15 Engine Failure During Go-Around


3.2.16 Engine Fire or Severe Damage During Go-Around


3.3 PILOT INCAPACITATION
Also refer to OM Part A for guidance in how to deal with pilot incapacitation.
Pilot incapacitation occurs frequently in comparison to other routinely trained non-normal situations.
It has occurred to persons in all age groups and during all phases of flight. Incapacitation takes many
forms ranging from sudden death to subtle or partial loss of mental or physical performance. Subtle
incapacitation is the most dangerous as it may be difficult to detect. Subtle incapacitation occurs
frequently. Incapacitation effects can range from a loss of function to unconsciousness or death.
Routine adherence to the standard operating procedures and profiles can assist in the detection of a
problem.
The key to the early recognition of pilot incapacitation is the regular use of the Crew Resource
Management (CRM) concept during flight operation. Proper crew interaction involves checks and
crosschecks using verbal communication.
Should a crew member not respond to any verbal call, or significantly deviate from Standard Operation
Procedures (SOP), incapacitation should be suspected.
INCAPACITATION can be assumed in the event that a crew member fails to respond to a Second
Verbal call.
The other pilot shall take over the controls.
a) Incapacitation During Take-off Roll

1) If the PF does not respond to “80 KNOTS” callout, the PM shall call again at “100 KNOTS”.
2) If no response is made to the second call,the PM shall conclude that the PF is incapacitated.
3) The PM shall announce “I HAVE THE CONTROLS” and call “REJECT”. Please be sure that
actual speed is less than the V1 at the time of REJECT.
b) Incapacitation in flight
1) Determine whether a pilot is incapacitated upon recognition of the symptoms described in OM
Part A.
2) Take over control of the aeroplane by announcing “I HAVE CONTROLS”.
3) Engage the autopilot (on your side) (if within limits).
4) Declare a MEDICAL EMERGENCY.
Corendon Airlines Europe ….
MAYDAYx 3 MEDICAL EMERGENCY.
Planning to land into ……….
Request medical assistance (doctor/ambulance) after the landing
5) Call “Cabin Chief to Cockpit” on PA and let her/him to take care of the incapacicated pilot.
If possible, have the incapacitated flight crew member removed from his seat to prevent
obstruction of the flight controls, switches, levers etc. Consider removing the incapacitated flight
crew member to a cabin crew seat or passenger seat - whichever is appropriate.
6) Ask the Cabin Chief to make an announcement for a doctor or a medical person in the cabin.
7) A Cabin Crew member shall position in the flightdeck in order to monitor the well-being of the
other crew member.

8) Arrange a landing as soon as is practicable after considering all pertinent factors.

9) Never change your seat in the cockpit.
10) Prepare for landing (cockpit / cabin) without delay, but do not press for a rushed approach:
 Check the weather at the airport where it is intended to land.
 Request radar vectoring as applicable.
 Select ROUTE page and change the destination.
 Select DEP/ARR page select landing runway and execute.
 Select LEGS page.
 Find the first way point after discontinuity and select it.
 Set the first page of LEGS and then execute.
 Select INIT APP REF page.
 Check ILS frequency and Set NAV radios on both sides.
 INBOUND course and set INBOUND courses.
 Set the RADIO/BARO minimums as needed for the approach.
 Calculate the landing weight and landing performance, have the required landing distance
calculated.
 Ensure that the landing distance available is greater than the landing distance required.
 Set the AUTO BRAKE select switch to MAX.
 Set the required flap setting for landing and enter VREF on the APPROACH REF page.
 Check VREF for landing flap and set VREF.
 Do not rush and arrange your descent.
 Perform the descent, approach and landing checklists earlier than normal.
(if it is considered likely to be helpful, request assistance from other crew members or “capable”
persons)
 Configure the airplane for landing as early as possible.
 Request that medical assistance be ready at the position where it is planned to stop and if
possible clear the runway via the high-speed taxiway,but do not taxi to the gate.
 AIR STAIRS not available on Corendon Airlines Europe airplanes. Request stairs for medical
personnel.
 Once stopped after the landing, shut down the engines and complete the checklists.
Note: In such cases, The Flight Operations Department must be informed of the full facts and
circumstances immediately .

3.4 FIRE AND SMOKE DRILLS
It is very important for Flight Crew are to keep in mind that if FIRE, SMOKE or FUMES are
uncontrollable and / or the source cannot be determined and visually confirmed to be
extinguished, the airplane should be on the ground within 18mins in order to maintain structural
integrity. This might necessitate an emergency descend or even during extended overwater
operations ditching the aircraft.
Please refer to the relevant QRH Non-Normal Checklists and Chapter 3.2 Non-Normal Maneouvres.

3.5 UNPRESSURISED AND PARTIALLY PRESSURISED FLIGHT
Also refer to the relevant Boeing 737 QRH Non-Normal Checklists.
In the event that a flight is to be operated either with partial pressurization or unpressurised, the
following information is given as guidance for the Commander.
3.5.1 Unpressurised Flights

Permission to carry passengers on unpressurised flights must be obtained from the Flight Operations
Manager or Chief Pilot. Aircraft altitude must not exceed 10,000 ft. Commanders should be aware of
the problems of operating unpressurised aircraft and should pay special attention to rates of climb and
descent. ATC should be informed that the aircraft is unpressurised and may need special procedures
such as speed reductions, limited changes of altitude and holding procedures in order to limit the cabin
rate of change. A very careful check of en-route safety altitudes is necessary, and due consideration
given to reduced climb and descent gradients.
General:
1) Civil Aviation Ferry Flight permission will be obtained by the Technical Department.
2) The technical department will release the aircraft, after placing a suitable note in the Aircraft
Logbook.
3) OCC will draw up the flight plan in combination with Euro Control. Such flights may only be
planned to be operated during daylight hours. OCC will place all relevant information on the flight
plan and will provide details of the available destination/alternate stations. The flight will be planned
at 280KIAS for climb, cruise and descent.
4) Cabin Differential Pressure will be programmed as 0 (zero).
5) At FL100 the Cabin ALT HORN CUTOUT SWITCH will be reset.
6) If possible, the flight will not be planned above FL140. If it is necessary due to terrain, the Technical
Department will take action before the flight to prevent the passenger oxygen masks dropping above
FL140 cabin pressure. Notwithstanding the technical action taken, at FL140 PASS OXY light will
illuminate even though the masks wil not drop. This light will illuminate until engine shutdown. If
flight above FL100 is necessary, one pilot will use a mask at any time the cabin altitude is above
FL100 and both pilots will remain in the cockpit at all times the cabin altitude is above 10,000 ft.
While above FL140, both pilots will use their oxygen masks.
7) APU usage will be the same as company procedure but the APU bleed will not be used for
pressurization.
8) Before the flight, ensure that the oxygen masks have been cleaned and confirmed to be operational.

BEFORE TAXI:
Engine Bleed Air Switch ON
Left Pack Switch (for cockpit heating) ON
Right Pack Switch OFF
Isolation Valve CLOSE
APU Bleed Air Switch OFF
Cabin Rate Selector INDEX
Cabin Alt Indicator Destination Minus 200’
Pressurization Mode Selector MANUAL
Outflow Valve %25 OPEN
Flight/Ground Switch GRD
CLIMB AND DESCENT:

1) When climbing and descending, keep the gradient low. Plan ahead for this and descend early using
V/S mode. Inform ATC if necessary.
2) Take care with the cabin altitude, as it will climb/descend together with the aircrafts’ altitude.
CRUISE:
1) Fly at or below FL100.
2) If flight below FL100 is not possible due MEA, it will be necessary to use oxygen masks as
prescribed above.
3) If deviation from the flight plan becomes necessary due to weather or other factors, maintain
awareness of high terrain by reference to GRID MORA from the Jeppesen charts.
NOTE: Although setting the Cabin Altitude Indicator and Cabin Rate Selector is redundant in Manual
Mode, it is done simply as a reference. Standby pressurisation mode should not be used, even
if available.
3.5.2 Partially Pressurised Flight

If, for technical reasons, full cabin pressurisation is not available, Commanders should ensure that the
normal limits of cabin altitude are not exceeded. Under no circumstances should cabin altitude exceed
10,000 ft when passengers are on board. Care should be exercised in operating the aircraft so that
normal cabin rates of climb and descent are not exceeded.
ATC should be warned that special procedures such as reduced rates of climb/descent, reduced speed,
holdings, etc, may be necessary in order to avoid excessive discomfort to passengers. Special points to
note would be route weather and safety altitudes, reduced climb and descent gradients.

3.6 OVERWEIGHT LANDING
Overweight landings may be safely made by using normal landing procedures and techniques. There
are no adverse handling characteristics associated with overweight landings.
Landing distance is normally less than take-off distance for flaps 30 or 40 landings at all gross weights.
However, wet or slippery runway field length requirements should be checked in the landing distance
charts in the PI chapter of the QRH. Brake energy limits will not be exceeded for flaps 30 or 40 landings
at all gross weights.
Note: The use of flaps 30, rather than flaps 40, is recommended to provide an increased margin to flap
placard speed.
If stopping distance is a concern, reduce the landing weight as much as possible. At the discretion of
the Captain, the landing weight may be reduced by holding at low altitude in a high drag configuration
(gear down) to achieve maximum fuel burn-off.
Analysis has determined that, when landing at high gross weights at speeds associated with non-normal
procedures requiring flaps set at 15 or less, maximum effort stops may exceed the brake energy limits.
The gross weights at which this may occur are well above maximum landing weights. In such cases
maximise the use of the available runway for stopping.
Observe flap placard speeds during flap extension and on final approach. In the holding and approach
patterns, manoeuvres should be flown at the normal manoeuvre speeds. During flap extension, airspeed
can be reduced by as much as 20 knots below normal manoeuvre speeds before extending to the next
flap position. These lower speeds result in larger margins to the flap placards, while still providing
normal bank angle manoeuvring capability, but do not allow for a 15° overshoot margin in all cases.
Use the longest available runway, and consider wind and slope effects. When possible avoid landing
in tailwinds, on runways with a negative slope, or which have a lower than normal braking condition.
Do not carry excess airspeed on final. This is especially important when landing during an engine
inoperative or other non-normal condition. At weights above the maximum landing weight, the final
approach maximum wind additive may be limited by the flap placards and load relief system.
Fly a normal profile. Ensure that a higher than normal rate of descent does not develop. Do not hold
the airplane off waiting for a smooth landing. Fly the aircraft onto the runway at the normal touchdown
point. If a long landing is likely to occur, go-around. After touchdown, immediately apply maximum
reverse thrust using all of the available runway for stopping to minimise brake temperatures. Do not
attempt to make an early runway turnoff.
Autobrake stopping distance guidance is contained in the Performance Inflight section of the QRH. If
adequate stopping distance is available based upon approach speed, runway conditions, and runway
length, the recommended autobrake setting should be used.

Overweight Autoland Policy:

Overweight autolands are not recommended. The autopilots on Boeing aircraft are not certified for
automatic landings above maximum landing weight. At higher than normal speeds and weights, the
performance of these systems may not be satisfactory and has not been thoroughly tested. An automatic
approach may be attempted, however the pilot should disengage the autopilot prior to flare height and
accomplish a manual landing.
In an emergency, should the Captain determine that an overweight autoland is the safest course of
action, the approach and landing should be closely monitored and the following factors considered:
 touchdown may be beyond the normal touchdown zone; allow for additional landing distance
 touchdown at higher than normal sink rates may result in exceeding structural limits
 plan for a go-around or manual landing if autoland performance is unsatisfactory; automatic go-
arounds can be initiated until just prior to touchdown, and can be continued even if the airplane
touches down after initiation of the go-around.

3.7 EXCEEDENCE OF COSMIC RADIATION LIMITS
Refer to OM-Part A Chapter 8.3.17 Cosmic Radiation.


3.8 THUNDERSTORMS AND LIGHTNING STRIKES

3.8.1 Thunderstorm Warnings
Meteorological Offices issue warnings, in the form of SIGMET messages, of "active thunderstorm
areas" when thunderstorms are, or are expected to be, sufficiently widespread to make their avoidance
by the aircraft difficult, e.g., a line of thunderstorms associated with a front or squall line or extensive
high level thunderstorms. In addition, Commanders are required to send a special air report (AIREP
SPECIAL) when conditions are encountered which are likely to affect the safety of aircraft. Such a
report, of itself, would be basis of a SIGMET warning.
Meteorological Offices do not issue SIGMET messages in relation to isolated thunderstorm activity
(unless prompted by an AIREP SPECIAL) and the absence of SIGMET warnings does not therefore
necessarily indicate the absence of thunderstorms.
3.8.2 Procedure and Flying Techniques

If it is found that it is not possible either by visual means, or by the use of radar, to avoid flying through
or near to a thunderstorm, the following procedures and techniques, evolved from research and
operational experience, are recommended:
a) Approaching the thunderstorm area:

1. Ensure that the seat belts and harnesses of each crewmember have been firmly fastened and that
any loose articles have been secured. Switch on the seat belt signs and make sure that all passengers
are securely strapped in and that loose equipment (e.g., cabin trolleys and galley containers) is
firmly secured. Pilots (particularly of long bodied aircraft) should remember that the effect of
turbulence is normally worse in the rear of the aircraft than on the flight deck.
2. The Commander should fly the aircraft and the First Officer monitor the flight instruments
continuously.
3. Select a height for penetration bearing in mind the importance of ensuring adequate terrain
clearance. Investigation has shown that although in some thunderstorms there is a little turbulence
at lower levels, in others there is a great deal. Height is not necessarily a guide to the degree of
turbulence.
4. Pilots must be familiar with the Severe Weather Operating Procedures as contained in OM-A
Chapter 8 and FCOM Supplementary Procedures – ‘Adverse Weather’.
5. Set all power to give the recommended speed for flight in turbulence (see the Flight Manual),
adjust the trim and note its position so that any excessive changes due to Auto-pilot or Mach trim
can be quickly assessed.
6. Check all flight instruments and their power supply.
7. Ensure that the pitot heaters are switched on and their functionality checked.
8. Check the operation of all anti-icing equipment and operate all these systems in accordance with
the manufacturer or operator’s instructions. In the absence of specific instructions, ensure that all
anti-icing systems are on.
9. Turn off any radio equipment made useless by static.
10. Turn the cockpit lighting fully on to minimise the blinding effect of lightning flashes. If
practicable, wear dark glasses.
11. Follow the manufacturer or operator’s recommendations on the use of the autopilot.
12. Continue monitoring the weather radar in order to ascertain which is the safest path.
13. Be prepared for turbulence, rain, hail, snow, icing, lightning and static discharge.
14. Avoid flying over the top of a thunderstorm. Over-flying small convective cells close to large
storms should also be avoided, particularly if they are on the upwind side of the large storm,
because they may grow very quickly.

Increasing altitude will decrease the buffet margin and up-currents may force the aircraft into buffet.
b) Within the Storm Area:

1. One pilot should fly the aircraft regardless of all else
2. Concentrate on maintaining a constant pitch attitude appropriate to climb, cruise or descent, by
reference to the attitude indicators, carefully avoiding harsh or excessive control movements. Do
not be misled by conflicting indications on other instruments. Do not allow large attitude excursions
in the rolling plane to persist because these may result in nose down pitch changes.
3. Maintain the original heading; it is usually the quickest way out. Do not attempt any turns.
4. Do not correct for altitude gained or lost through up and down draughts unless absolutely necessary.
5. Maintain the trim settings and avoid changing the throttle settings except when necessary to restore
margins from stall warning or high-speed buffet. The target pitch attitude should not be changed
unless the mean IAS differs from the recommended penetration speed by more than 20 knots.
6. If trim variations due to the autopilot (auto-trim) are large the autopilot should be disengaged.
7. If negative “g” is experienced, temporary warnings (e.g., low oil pressure) may occur. These should
be treated with caution.
8. On no account climb in an attempt to get over the top of the storm.
c) Special Consideration When Flying in a Terminal Control Area (TMA):

1. Because of the constraints on airspeed and flight path and the increased workload of the crew when
flying in a TMA, pilots should consider making a diversion from, or delaying entry into a TMA if
a storm encounter seems probable.
2. If the Captain decides that improved flight conditions could be obtained by holding for a period of
time or by changing heading, flight level or airspeed, he should advise ATC immediately of his
intentions giving, when possible, an estimate of the duration of the hold, the amount of divergence
from track anticipated, etc. as appropriate.
3. ATC will pass weather information and give guidance on avoiding areas of significant storm activity
whenever possible and maximum use should be made of this service. However, it should be noted
that many ATC radar systems now in use, or coming into use, are specifically designed to reduce or
exclude returns from “weather” and in these cases little or nor assistance can be given by ATC.
It is recommended that any guidance given by ATC should be used in conjunction with the aircraft’s
own weather radar, in order to guard against possible inaccuracies in the ground radar’s
interpretation of the relative severity of different parts of a storm area. Any discrepancies should be
reported to ATC.

d) Take-off and Landing:

1. The take-off, initial climb, final approach and landing phases of flight present the flight deck crew
with additional threats because of the aircraft’s proximity to the ground and the maintainance of a
safe flight path in these phases can be very difficult.
2. Because of the unpredictable nature of turbulence, windshear and local pressure variations in the
lower levels of thunderstorms, and the difficulty of dealing with high terrain, the maintenance of a
safe flight path in these phases can be very difficult.
3. The best advice that can be given to pilots is to avoid taking-off and landing during thunderstorm
activity overhead the airport and that the arrival, departure and go-around paths must be clear of
thunderstorm radar returns. This will help to mitigate the risks of Runway Excursions, Loss of
Control In Flight and Unstabilised Approaches, as well as to enhance overall safety and passenger
comfort. When there is thunderstorm activity over or near the airport, take-off should be delayed or,
when approaching to land, consideration should be given to holding in an unaffected area or making
a divertion to a suitable alternate.
3.8.3 Lightning
Lightning can occur in clouds, between two clouds, or between a cloud and the ground. Investigations
have shown that most recorded lightning strikes occur at levels where the temperature is between + 10
degrees C and - 10 degrees C, i.e., within about 5,000 feet on either side of the freezing level. The risk
also exists outside this band, particularly in the higher levels.
The brilliant flash, the smell of burning and the accompanying explosive noise may be alarming and
distracting to the pilots of an aircraft struck by lightning. The report on a serious accident in which a
large transport aircraft was destroyed stated that it was due to a lightning strike which caused ignition
of vapour in the region of the fuel tank vents. However, fatal accidents due to lightning strikes have
fortunately been very few in number and most aircraft receive only superficial damage when struck.
The disconcerting effects of lightning and lightning strikes, especially in the turbulent conditions of a
storm, only add to the difficulties unless pilots are fully prepared. Cockpit lighting should be fully
turned on to minimise the blinding effect.
In multi crew aircraft it is good practice for one pilot to monitor the flight instruments continuously.
The effect of lightning strikes on both direct reading magnetic compasses and magnetically slaved
compasses is mentioned below.
3.8.4 Static Electricity

This phenomenon will generally first be noticed as noise on the radio, particularly on HF but to a very
much less extent on VHF. As the static electricity charge increases in severity, the noise will increase
and in extreme cases a visible discharge, known as St Elmos fire will be seen on some parts of the
aircraft, particularly around the edges of windscreens. Static electricity is not only associated with
thunderstorms but such conditions are particularly favourable to its creation.
An understanding of the effect of static electricity on radio equipment is important. It is detrimental to

the performance of equipment but has little or no effect upon VHF and UHF. On HF static may cause
the signal/noise ratio to be such that communications are impossible. In such conditions a navigational
aid such as Non-directional Beacons (NDBI must be used with extreme caution due to the fluctuating
or erroneous indications that occur.

3.8.5 Use of Weather Radar

Pilots should be in no doubt about the functions of airborne weather radar. It is provided to enable them
to avoid thunderstorms and not to assist them in penetrating areas or storm activity.
It should be noted that, the significance of an echo of given intensity usually increases with altitude.
This is because the liquid water content of the cloud normally decreases with altitude though the
intensity of the turbulence may remain constant. Echo intensities may also be misleading because of
the attenuation resulting from heavy rain. This may lead to serious underestimation of the severity of
the rainfall in a large storm, an incorrect assumption of where the heaviest rainfall in a large storm is,
and an incorrect assumption of where the heaviest rainfall is likely to be encountered. As a result of
attenuation, the echo from that part of an area of rain furthest from the radar will be weaker than it
should be, the actual position of the maximum rainfall at the far edge of the storm area will be further
away than indicated on the radar display, sometimes by distances up to several miles.
It should also be noted that in spite of recent research and operational experience, it still seems
impossible to use radar to detect with certainty areas where large hailstones exist, because clouds
containing rain or hail can produce identical radar pictures. Some operators have claimed success in
avoiding hail by keeping well clear of cloud echoes that have scalloped edges of pointed or hooked
fingers attached, but the best advice is to give radar echoes a wide berth, as when detouring storms
visually.
The high rate of growth of thunderstorms and the danger of flying over or near to the tops both of the
main storm and the small convective cell close to it must also be remembered when using weather
radar for storm avoidance Some guidance on the distances by which thunderstorms should be avoided
is given in the table.
Where weather information is available from ATC radar, it should be used to supplement the aircraft’s
weather radar.
3.8.6 Storm Avoidance Distances for Aircraft Equipped with Weather Radar
1. In flight over storm clouds, always maintain at least 5,000 feet vertical separation from the cloud
tops. But note the difficulty of estimating this separation
2. If the aircraft radar system is inoperative, avoid by 10 miles any storm that by visual inspection is
tall, growing rapidly, or has an anvil top.
3. Intermittently monitor long range on radar to avoid getting into situations where no alternative
remains but the penetration of hazardous areas
4. Avoid flying under a cumulonimbus overhang. If such flight cannot be avoided, tilt antenna full up
occasionally to determine the possibility that hail exists in or is falling from the overhang.
5. In light of incidents in the industry, one option of command should be reemphasised. If you are in
a terminal area with thunderstorms present and you are unable to obtain a clearance in sufficient
time to make a detour around a severe thunderstorm, which in your judgment threatens the safe
completion of the flight, it is appropriate to declare an emergency and advise ATC that you are
turning to a heading which will take you clear of the storm.
It is most important that this decision to make a detour on an emergency basis be made early enough
to provide adequate time to safely avoid the storm The very fact of having to declare an emergency
points up the seriousness of this action and highlights the need for early planning to avoid having to
make this decision.

3.8.7 Use of Weather Radar - Guidance for Pilots

Flight Echo Characteristics
Altitude Gradient of
Shape Intensity Rate of Change
(1,000s of ft) Intensity
Avoid by 10
Avoid by 10 miles Avoid by 5
Avoid by 5 miles miles echoes
echoes with hook miles echoes
echoes with sharp showing rapid
0-20 fingers, scalloped with strong
edges or strong change of shape,
edges or other gradients or
intensities height or
protrusions intensities
intensity
20-25 Avoid all echoes by 10 miles
25-30 Avoid all echoes by 15 miles
Above 30 Avoid all echoes by 20 miles
NOTE: If storm clouds have to be overflown, always maintain at least 5,000 ft vertical separation from
the cloud tops.

3.9 DISTRESS COMMINUCATIONS AND ALERTING ATC

Refer to OM-Part A Chapter 12.
3.10 ENGINE FAILURE
Please refer to FCTM for guidance, refer to Boeing 737 QRH for non-normal checklists and refer to
OM-B – Chapter 3.2 for company procedures.
3.11 SYSTEM FAILURES

Refer to the B737 QRH.
3.12 GUIDENCE FOR DIVERSION IN THE CASE OF SERIOUS TECHNICAL FAILURE

There are some situations where the flight crew must land at the nearest suitable airport. These
situations include, but are not limited to, conditions where:
 the non–normal checklist includes the item “Plan to land at the nearest suitable airport.”
 fire or smoke continues
 only one AC power source remains (engine or APU generator)
 only one hydraulic system remains (the standby system is considered a hydraulic system)
 any other situation determined by the flight crew to have a significant adverse effect on safety if
the flight is continued.
3.13 GROUND PROXIMITY WARNING

Refer to OM-Part A Chapter 8.3.5, B737 FCOM and QRH for related non-normal procedures and
manoeuvres.
3.14 TCAS WARNING

Refer to OM-Part A Chapter 8.3.6, B737 FCOM and QRH for related non-normal procedures and
manoeuvres.
3.15 WIND SHEAR

The following procedure is to be immediately followed whenever the threat of ground contact exists.
Either of the following conditions is regarded as presenting the potential for ground contact:
 Activation of the “PULL UP” or “WIINDSHEAR” warning.
 Inadvertent windshear encounter or other situations resulting in unacceptable flight path
deviations.
NOTE: In general, unacceptable flight path deviations may be recognised through uncontrolled
changes from normal steady state flight conditions below 1,000 feet AGE in excess of any of
the following:
 15 knots indicated airspeed
 500 Ft/min. vertical speed
 5 degrees pitch attitude
 1 dot displacement from the glideslope
 Unusual thrust lever position for a significant period of time.
Please refer to OM-Part A Chapter 8.3.8.6, B737 FCOM and QRH for related non-normal procedures
and manoeuvres.

3.16 EMERGENCY LANDING / DITCHING

Please refer to the QRH for related non-normal procedures and manoeuvres.
3.17 MEDICAL EMERGENCY

a) Evaluate the medical condition and, if the passenger appears to be seriously ill or have a life
threatening condition, accomplish following;
1) Seek the assistance of a doctor, nurse, or paramedic among the passengers.
2) Consider making an unscheduled landing at the nearest suitable airport.
3) The volunteer doctor or health professional might recommend a landing. Contact ATC and
obtain suitable advice before diverting.
4) If unable, consider available options and proceed accordingly.
5) Call for ambulance and/or medical assistance as appropriate the meet the aircraft.
b) Describe the patient's condition. If available, the following information is helpful to the
medical personnel who will meet the aircraft:
1) Sex and approximate age;
2) Seat location;
3) Nature of problem;
4) Prior history, if any;
5) Is the patient conscious?
6) Is there a doctor on board?
7) Is oxygen, or any medication being administered?
8) If there is bleeding, is it controlled?
c) ADVICE, ATC
 Budapest control,
 This is CXI 234,
 We are declaring a MEDICAL EMERGENCY,
 One of our passengers is not feeling well
 There is a doctor (or other medically qualified person) on board
 There is neither a doctor nor other medically qualified person on board
 We are diverting to Budapest to land.
 We request an ambulance and doctor to be available after landing. Please standby for further
information.

4. PERFORMANCE
4.1 GENERAL
The Flight Operations Engineer (FOE) is responsible for preparing performance data for the use of the
crew. The sources of performance data are the AFM, FCOM, QRH, Flight Planning and the
Performance Manuals released by Aircraft Manufacturer. The Flight Operations Engineer uses
additional tools such as Boeing Performance Software (BPS) and OPT (Boeing OnBoard Performance
Tool) to prepare performance analysis for use by the flight deck crew.
Performance data provided by aircraft manufacturer meets the requirements of EASA OPS Subpart C
CAT.POL.A.
As part of the Corendon Airlines Europe EFB system, the OPT application enables the flight crew to
perform take-off and landing analysis on board in real time conditions. For Cruise performance
calculations, the FCOM and QRH performance dispatch and performance enroute sections provide the
required data. These sections also cover performance calculations for use in the case of emergency.
Should a strange result be produced by the OPT, the crew should consult the FCOM/QRH documents
or make contact with OCC to receive manual performance calculations.
Note: Performance Class A aeroplanes are multi-engined aeroplanes powered by turbo-propeller

engines with an MOPSC of more than nine or a maximum take-off mass exceeding 5,700 kg,
and all multi-engined turbo-jet powered aeroplanes. The Boeing 737-800s and 737-8 (MAX)s
are Performance Class A aeroplanes.
REFER TO EFB MANUAL FOR DESCRIPTION OF BOEING ON-BOARD

PERFORMANCE TOOL

4.2 TAKE-OFF PERFORMANCE DATA
Take-off calculations are made by the crew by use of the OPT programme installed in PED’s carried
on board. OPT makes the calculation using Policy definition, Airport database and DDG databases.
The crew should ensure that the PEDs have been uploaded with the latest version of OPT, Policy,
Airport and DDG databases during the flight briefing. Where the PED has not been updated, they
should evaluate the situation and act in accordance with the contingency procedures stated in the EFB
Manual.
Airport Database:
The airport database consists of Airport lists which includes runway length information, obstacle
information and turn procedures. The primary source data of the airport information is the state AIPs
and the navdata provider’s airport data sheets. It is updated at monthly intervals. If there is a NOTAM
change in the airport, OCC advices FOE to make any necessary revision. Airport data has to be
converted onto a special format to be capable of being run in OPT. It is sent via email to the crew for
transfer to the OPT to update the database.
Evaluation of Obstacle Data:

The net take-off flight path is determined in such a way that the aeroplane clears all obstacles by a
vertical distance of at least 35 ft or by a horizontal distance of at least 90m plus 0.125 × D, where D is
the horizontal distance the aeroplane has travelled from the end of the take-off distance available
(TODA) or the end of the take-off distance if a turn is scheduled before the end of the TODA. For
aeroplanes with a wingspan of less than 60m, a horizontal obstacle clearance of half the aeroplane
wingspan plus 60m, plus 0.125 × D may be used.
Track changes are not allowed up to the point at which the net take-off flight path has achieved a height
equal to one half the wingspan but not less than 50 ft above the elevation of the end of the TORA.
Thereafter, up to a height of 400 ft it is assumed that the aeroplane will be banked by no more than
15°. Above 400 ft height, bank angles greater than 15°, but not more than 25° may be scheduled. For
banked turns obstacle data is modified taking into consideration the decreasing gradient. In such cases,
the flight crew is informed during the flight briefing.
Policy Database:
The interface and performance databases are set at the Policy Database. This may be changed when a
performance database is updated by the manufacurer or OPT interface requires to be amended to reflect
the experiences and feed back from crews. It is send via email to the crew for transfer to OPT to update
the database.
DDG Database:
The DDG database covers the MEL and CDL corrections for performance calculations. It may be
revised when the MEL/CDL revision is published.
Distribution of the Databases:

When a revision of any part of the OPT database is required, the FOE makes the necessary changes
through the Boeing website and creates a database in zipped format and sends to the EFBs to be
downloaded after pilot’s acceptance (refer to EFB Update Procedures in EFB Manual). If this system
fails the database is sent via email to the crew for transfer to the OPT to update the database. With the
opening of the attachement via the OPT app, the database is transferred to the OPT. The latest versions
of the databases can be checked from the note in the flight release forms.

Takeoff Performance
While it is a requirement to clear the obstacles with one engine inoperative, Jeppesen SID charts
provide guidance of minimum climb gradients to meet the departure procedure based on ALL engines
operating. In order to calculate the required vertical speed to meet the Jeppesen SID charts departure
procedure, “gradient-to-rate” Tables in Jeppesen Charts assists crew to calculate minimum vertical
speed to perform the required climb.
Unless otherwise stated on the chart, the procedure design gradient (PDG) is 3.3 percent.
For 3.3 climb gradient, minimum required vertical speeds are as below:
Ground Speed (knots) 140 150 160 180 200 250 300
Vertical Speed (feet per minute) 468 501 535 602 668 835 1003
If required climb gradient is higher than 3.3, it is mentioned on the departure chart as below:
In order to check if the aircraft can meet this requirement, Boeing OPT “TKO All Engine” module
gives the minimum and average gradient in accordance with Aircraft Configuration, Environmental
Conditions and Selected Procedure requirements.
REFER TO EFB MANUAL FOR DESCRIPTION OF ‘BOEING ON-BOARD

PERFORMANCE TOOL’ for ‘TKO DISPATCH’ and ‘TKO ALL ENGINE’
MODULES

4.2.1 Loss of Runway Length due to Alignment
The length of the runway that is declared for the calculation of take-off distance available (TODA),
accelerate-stop distance available (ASDA) and take-off run available (TORA) does not account for
line-up of the aeroplane in the direction of take-off on the runway in use. This alignment distance
depends on the aeroplane geometry and access possibility to the runway in use. Accountability is
usually required for a 90°-taxiway entry to the runway and 180°-turnaround on the runway. There are
two distances to be considered:
 the minimum distance of the main wheels from the start of the runway for determining TODA
and TORA, and
 the minimum distance of the most forward wheel(s) from the start of the runway for determining
ASDA.
OPT considers all requirements for lineup distances.
For each aircraft, the following Line-up Allowance in the OPT (default value of Boeing B737-800 /
B737-MAX) are used:
Line-up Allowance
Line-up angle Stop Distance (m) Go Distance (m)
90 26.2 10.7
180 35.1 19.5

4.3 ENROUTE
For enroute performance calculations, required performance data in means of fuel consumption / time
/ distance are supplied via flight plans. See Section Flight Planning of this manual.
In an emergency situation, the Performance Inflight Chapters of the FCOM & QRH documents supply
the following tables for Crew calculation.
All Engine:
 Long Range Cruise Maximum Operating Altitude
 Long Range Cruise Control
 Long Range Cruise Enroute Fuel and Time - Low Altitudes
 Long Range Cruise Enroute Fuel and Time - High Altitudes
 Long Range Cruise Wind-Altitude Trade
 Descent
 Holding
 Non-Normal Configuration Landing Distance
 Recommended Brake Cooling Schedule
Engine Inoperative:
 Initial Max Continuous %N1
 Max Continuous %N1
 Driftdown Speed/Level Off Altitude
 Driftdown/LRC Cruise Range Capability
 Long Range Cruise Altitude Capability
 Long Range Cruise Control
 Long Range Cruise Diversion Fuel and Time
 Holding
 Gear Down Landing Rate of Climb Available
Addtional data for Gear down and GearDown/Engine Inoperative conditions are supplied in the same
sections of the FCOM & QRH.

4.4 LANDING
Landing performance analysis is made in 2 steps. There are 2 modules in OPT for this calculation,
Landing Dispach and Landing Enroute.
REFER TO EFB MANUAL FOR DESCRIPTION OF ‘BOEING ON-BOARD

PERFORMANCE TOOL’ for ‘LDG DISPATCH’ and ‘LDG ENROUTE’
MODULES
4.4.1 Landing Dispatch

This is in accordance with the Performance Dispatch section of the FCOM. The flight crew should
ensure that the planned landing weight does not exceed the allowed landing weight.
To dispatch an aeroplane, it shall be assumed that:

1. the aeroplane will land on the most favourable runway, in still air; and
2. the aeroplane will land on the runway most likely to be assigned, considering the probable wind
speed and direction, the ground handling characteristics of the aeroplane and other conditions such
as landing aids and terrain.
During the evaluation, consideration should be given to anticipated conditions and circumstances. The
expected wind, or ATC and noise abatement procedures, may indicate the use of a different runway.
These factors may result in a lower landing mass than that permitted under (a), in which case dispatch
should be based on this lesser mass.
To dispatch to a destination aerodrome with a single runway, where landing depends upon a specified
wind component, the aeroplane may be dispatched with two alternate aerodromes.
OPT outputs maximum landing weight based on a full stop landing from 50 ft above the threshold
which should be accomplished with a full stop within 60% of the landing distance available (LDA);
taking into account:
1. the elevation of the aerodrome;
2. not more than 50% of the headwind component or not less than 150% of the tailwind component;
3. the runway slope in the direction of landing if greater than ±2%;
4. For wet conditions, LDA is at least 115% of the required landing distance, determined for DRY
conditions;
5. For contaminated runways, the appropriate runway surface condition should be choosen.
For steep approach operations, the landing distance data is factored and based on a screen height of
less than 60 ft, but not less than 35 ft,
For short landing operations, the Flight Operations Department may take into account additional
factors, beyond these assumptions, in order to increase flight safety.
4.4.2 Landing Enroute

The second step for calculation of Landing Performance is the use of the Landing Enroute module.
This module makes calcualtions in accordance with the perfomance Enroute-Advisory Data found in
the FCOM & QRH.
Before commencing an approach to land at the destination aerodrome, the commander shall check that
a landing can be made with the actual landing weight by using the OPT Landing Enroute module. The
Commander should determine appropriate autobrake setting for the landing.

These distances are calculated on the basis of the following assumptions:

 Aircraft passes runway threshold at 50 ft;
 Air Distance to touchdown is 1,000 ft;
 Distances for all conditions (dry and non dry) are increased by 15%.
These distances reflect the actual stopping distances for that runway. The crew should make the
necessary judgment in selecting the most appropriate autobrake setting to achieve a safe landing.
The crew may use the following chart to evaluate the condition of the runway.

4.5 SPECIAL OPERATIONS
Narrow Runways:
When the runway is narrow (30 mt) the FOE makes additional calculations where there are any
restrictions on V1 policy. OCC has been instructed to provide the crew with all additional
information available.
Approval of operations with increased bank angles:

Corendon Airlines Europe is NOT approved for bank angles greater than 15° up to a height of 400
ft. Above 400 ft height bank angles greater than 15°, but not more than 25° may be scheduled.

4.6 SHORT FIELD PACKAGE (SFP)
Short Field Package (SFP) is a feature (configuration) that is only available as a factory option on
some on the 737-800 (with or without winglets). This Short Field Package configuration is designed
to improve take-off and landing performance.
NOTE: Corendon Airlines Europe is NOT APPROVED for Short Landing Operations
The Short Field Package consists of four basic components:
It is comprised of four basic components:

• Increased Spoiler Deflection SFP 1 and SFP 2
• Winglet Credit for Takeoff Speeds SFP 1 and SFP 2
• Sealed Leading Edge Slats SFP 1 and SFP 2
• Two-Position Tailskid (SFP2) SFP 2 only
and is available on:
Registration SFP Incorporation
9H-TJB SFP 2
9H-CXA; 9H-CXB; 9H-CXC SFP 1
Details:

The Idle Thrust Delay feature reduces approach idle transition delay time from 5 seconds to 2 seconds.
This shortens the landing distance requirements.
The increased deflection of flight spoilers is from ~30 deg to ~60 deg and only occurs on the ground
when used as speed brakes. The deflection of the inboard ground spoilers is increased from ~52 deg to
~60 deg. These changes improve the stopping distance for landing and rejected take-off.
The winglet credit for take-off speeds refers to including the effect of the winglet in the calculation
of the take-off speeds. This was not done for the basic winglet certification.
The sealed leading edge slats provide higher lift at low speeds. This results in shorter take-off field
length requirements for a given weight.
The two-position tailskid is an option that when extended for landing provides aft body protection
allowing lower approach speeds.
The two-position tail skid, when operative, allows for up to a 7 knot reduction in approach speed at
Flaps 30 and a 3 knot reduction at Flaps 40, relative to airplanes with the fixed position tail skid.
The two-position tail skid provides protection for the aft fuselage structure in case over-rotation occurs.
For take-off, the protection is the same as that provided by the existing fixed position tail skid.
Because of its location on the aft body, the current fixed position tail skid does not provide protection
during landing.
The two-position tail skid extends automatically during landing to provide protection, and then retracts
during all other phases of flight with no crew action.
Forward and aft fairings provide an aerodynamic contour when the tail skid is retracted.

Short Field Package MEL Considerations

The airplane is capable of MEL dispatch with the tail skid locked in the takeoff (retracted) or landing
(extended) position. MEL relief is provided by item 32-22.
FCOM Performance Calculations

In the FCOM PI/PD, Boeing added "FMC Model 737-800W.2" to the Table of Contents to indicate
to the pilot the performance that should be used when the FMC Model ID on the IDENT page says
737-800W.2. (for two-position tail skid)

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5. FLIGHT PLANNING
Cruise speed, Max Continuous N1, Driftdown Speed/Level off Height Altitude capability, fuel and
time, Rate of Climb and Holding information, Flight Crew Oxygen Requirements in case of normal
and emergency conditions, such as Engine Inoperative and Gear Down conditions, may be found in
the Perforamance Dispatch and Performance Inflight Chapters of the FCOM & QRH.
Corendon Airlines Europe has been approved to conduct ETOPS operation on the 9H-TJC (B738)
aircraft for the route Banjul (BJL) (Gambia) – Natal (NAT) (Brazil) – Banjul (BJL) (Gambia) which
is based on 120-minutes diversion time and One-Engine-Inoperative speed of 280 KIAS (394 TAS) –
772 NM. (NOTE: Special Crew Training is required for ETOPS Operation)
For all other routes and other aircraft, the One-Engine-Inoperative maximum endurance is 1 hour and
maximum distance is considered to be 386 nautical miles at 280 KIAS for the purposes of flight
planning.
Determination of the quantities of fuel is described in OM Part A Chapter 8.1.7.
Fuel Degradation Process

Performance engineering department reports fuel consumption values to OCC department based on
FDM reports. Also Performance Engineering Department reports fuel consumption or weight data to
OCC after each C and D check and OCC contact with flight planning Supplier Company Jeppesen
performance department for changing degradation and weight values in operational flight plans. Refer
to OCC Procedures Manual for more information.
Oxygen system capacity of A/C:
ETOPS Operations
Refer to OM-A Section 8.5. An ETOPS Training Guide is also available in the EFB.

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6. MASS AND BALANCE

6.1 GENERAL
During any phase of an operation, the loading, mass and centre of gravity (CG) of the aircraft shall
comply with the limitations specified in the load and trim sheets.
The initial mass and CG of the aircraft is determined by weighing. New aircraft that have been weighed
at the factory may be put into operation without reweighing if the mass and balance records have been
adjusted for any alterations or modifications made to the aircraft. Aircraft transferred from one EU
operator to another EU operator do not have to be weighed prior to use by the receiving operator, unless
more than 4 years have elapsed since the last weighing.
The mass and centre of gravity (CG) position of an aircraft should be revised whenever the cumulative
changes to the dry operating mass exceed ±0.5 % of the maximum landing mass or the cumulative
change in CG position exceeds 0.5 % of the mean aerodynamic chord. This may be done by weighing
the aircraft or by calculation.
Detailed data, charts and information on mass and balance and weighing are found in the relevant
Chapters of the Boeing AFM, FCOM, EFB Manual, AHM 560, Weight & Balance Manual and in this
Manual.
6.2 MASS AND BALANCE DATA
After receiving the initial mass and CG values of each aircraft in the fleet, the FOE prepares the Airport
Handling Manual (AHM560) where all aircraft mass and balance data is recorded for the use of
handling companies.
AHM560 contains all the data required to calculate the mass and balance of the aircraft, and it includes
information such as limitations, company procedures and the DOW/DOI tables.
Dry Operating Weight and Index Calculation:
The DOW is the total mass of an aeroplane readied for a specific type of operation excluding all usable
fuel and traffic load. This mass includes items such as:
i. Crew and crew baggage,
ii. Catering and removable passenger service equipment,
iii. Portable water and lavatory chemicals,
iv. Fly Away Kit (if loaded permanently).
The DOI is the calculated value of the CG for the corresponding DOW value. The CG of an empty
aeroplane is found by accurate weighing to determine the balance point. This point is then defined by
labelling it in inches aft of a fixed reference line located forward of the airplane nose. This line is called
the Reference Datum Line. Selection of the Reference Datum Line is arbitrary, but it does provide a
standard point from which movement of the CG along the longitudinal axis can be measured. Then this
CG value is formatted in order to ease the calculations and published as DOI.
Revision of the AHM560:
There may be reason to revise the AHM-560 manual:
 The addition of new aircraft to the fleet
 Weighing of aircraft
 Change in the empty weight or CG of an aircraft (if it exceeds limitations)
 Revision of the Mass and Balance Documents
 Change in payload data (standard pax/crew/pantry weight etc.)
Any modifications which result in changed values to the Mass and/or CG of an aircraft should be
recorded by the Flight Operations Engineer who will ensure that a revised version of the AHM560 is
distributed by the Ground Operation Department to the ground service providers.

6.3 MASS AND BALANCE DOCUMENTATION

Mass and balance documentation, specifying the load and its distribution must be prepared before each
flight. The mass and balance documentation enables the commander/supervisor to determine that the
load and its distribution is such that the mass and balance limits of the aircraft are not exceeded.
Instructions and data for the calculation of the mass and balance include the following:
a. calculation system (load and trim sheets)
b. information and instructions for the completion of the mass and balance documentation, whether
produced manually or by computer
c. limiting masses and centres of gravity for the types, variants or individual aircraft used by the
operator; (load and trim sheets)
d. dry operating mass and corresponding centre of gravity or index (DOW/DOI tables)
e. Actual passenger/baggage/fuel information
f. Passenger Weights used at Corendon Airlines Europe Operations can be made available by the
Ground Operations Department.
The Load and Trim Sheet is the primary basis for making load and trim calculations. Corendon Airlines
Europe have load and trim data that is specific to each aircraft. They have been approved by the
Transport Malta CAD.
The Ground Operations Department stores the latest version of the load sheets and distributes them to
the aircraft.
Refer to sample of digital version of Load and Trim Sheet later on.
Corendon Airlines Europe uses manual Loadsheets if the Handling Agent cannot provide a digitalized
Load and Trim sheet. In this case, Load and Trim calculations shall be performed by the crew through
the WEIGHT & BALANCE OPT application of the EFBs. (Refer to EFB OPT Section for a
description of this application). The results of the calculations are reproduced in the Load Report
Form, (see Sample below) and signed by the Commander of the flight.
Corendon Airlines Europe also prepares a digital version of load and trim sheet (DLTS) and distributes
it to the handling companies. They may use this system during load and trim sheet preparation. Most
of the ground service providers have their own digitalized compute system.
If third party software is used for Corendon Airlines Europe Operations by a handling agency, the
Flight Operations Engineer must monitor the reliability and efficiency of that software. A sample check
will be carried out at least every six months.
The efficiency of Digital Load Sheets prepared by third parties:

After each revision of the AHM-560, Corendon Airlines Europe prepares an updated version of the
DLTS, which, after it has been subjected to internal tests, is released to the handling agencies.
Whenever there has been an addition to the fleet or where there has been a critical change made to the
calculation system, The Flight Operations Engineer will request that those handling companies, using
software other than DLTS, provide test load sheets.
In addition, The Quality Department takes samples of documentation, such as flight envelopes and load
sheets, to carry out product audits in order to verify that the results of the digital load sheets being
produced, meet the requirements of the AHM-560 manual.

Completion of Mass and Balance Documentation:

During operations, the flight deck crew (manual format) or handling company personnel (digital
format) prepare the load and trim sheet. Both the person preparing, and the pilot accepting, shall sign
the load and trim sheet. One copy of the load sheet is returned to the ground handling company and
one copy is retained in the flight folder.
The Captain should make a final review of the load sheet before signing it.
If there is last minute change of no more than 500 KG load and/or 5 passengers after the load and trim
sheet has been prepared, the Captain should note this change in the LMC section of the load sheet and
be sure that this change does not result in a limitation being exceeded.
Load Report Form


Sample of Digital Load and Trim Sheet


7. LOADING
7.1 AIRCRAFT LOADING AND NETTING
 The embarkation, disembarkation and loading of Corendon Airlines Europe aircraft is conducted by
a representative of the Company or by a subcontracted handling company under the supervision of
the Commander.
 The Commander has full responsibility for the proper loading of the aeroplane and shall check the
loading and sign the Load Report and NOTOC form before departure.
 All Corendon Airlines Europe operations operate as bulk loading. Cargo nets and latches should be
checked for any damage. Damage should be reported to the Captain or Maintenance Staff.
 Baggage must not be loaded above the “MAX. LOADING HEIGHT” line as this allows sufficient
room for the cargo fire system to operate correctly. This requires a minimum clearance of 2 inches
(5cm) between the loaded baggage and the ceiling. Loaded items must be constrained within the
aircraft holds utilising the nets.
 Where any baggage is loaded within a hold, all nets, within all compartments of that hold, must be
secured.
 When the aircraft hold is planned to remain empty, the Ground Agents must ensure that sufficient
netting points are secured to prevent loose netting causing damage, and that the netting is clear of
the hold doorways. Any staff member who witnesses an arrival where the hold has not been netted
in accordance with this policy should advise the operating crew, and if it is possible take photos and
send them to Ground Operations Department.
Safety on the ramp:

On the ramp, in order to maintain the safety of passengers, staff, crew, aeroplanes and load, the
following precautions shall be taken:
 No unauthorised persons shall enter the ramp;
 Smoking and the use of open fire is strictly prohibited;
 Ramp surfaces shall be frequently checked to prevent accidents caused by slipping/skidding on oil,
ice or snow;
 Ramp personnel and crew shall wear ear protection as applicable;
 All personnel, while on the ramp, shall wear high visibility clothing;
 Ground staff members should be on the look-out for loose objects and / or debris and be ready to
remove such items from the ramp.
Ground staff shall ensure that the security zones around the engines of the aeroplane are observed.
When the signal for engine start are given the zones must be free of personnel and equipment.

Cargo Doors:

Live Animals:
a) The transportation of animals in the cargo compartment of the aircraft is generally permitted under
following conditions:
i. Live animals shall only be loaded in the prescribed compartments. Live animal shipments shall
generally be treated as wet freight.
ii. The cages shall always be tied- down or lashed in order to avoid any kind of movement during
loading and flight.
iii. The cages shall not be loaded directly in front of air ventilation outlets or in contact with the
outer compartment walls.
iv. The cages shall be stowed in such a way that there is enough distance between other cages and
loads to guarantee a sufficient oxygen supply.
v. Compartment lights shall usually be switched off.
vi. The corresponding compartment door shall be closed as late as possible. At the destination, or
transit station, the compartment door shall be opened promptly (this procedure also applies to
technical landings).
b) The authorisation of Corendon Airlines Europe SITA to carry an animal must be obtained prior to
flight. In exceptional cases, the duty station manager can give this permission.
Loading Possibilities:
FORWARD AFT
REMARKS
COMPARTMENT COMPARTMENT
1 2 3 4
YES - - YES ALL 737 TYPES 1, 2
Remarks:
1) Lower compartments used for transportation of livestock shall not be filled by more than 2/3 of
volume in order to guarantee a sufficient air supply.
2) A maximum of 2 pets may be transported in the passenger cabin of an aircraft and maximum of 4
AVI may be transported in cargo holds.
3) The temperature in a compartment depends on its initial temperature and the subsequent flight time,
and once ascertained is valid for the whole compartment, except the door area where temperatures
are slightly lower.

7.2 BULK LOAD / LASHING
a) The Following standard lashing procedure is required for heavy items from 150 kg to 700 kg:
i. 4 tie – down rings
ii. 4 lashing ropes or straps
iii. 1 security lashing rope
b) 2 lashing ropes/ straps must be used to prevent longitudinal movement of the load. The security
rope is necessary to prevent vertical movement of the load - lashing ropes, 7 straps.
c) Heavy pieces exceeding 150 kg must be authorised by Corendon Airlines Europe SITA. In all
cases the specific aircraft maximum floor load running load must be observed and if necessary the
heavy piece must be loaded on wooden planks.
d) ULD operations are not applicable to Corendon Airlines Europe flights.
7.3 LOADING OF HUMAN REMAINS
Human Remains in Coffins (HUM):

a) The corpse must be in a hermetically sealed in metal casket (zinc, lead, bronze). The casket must
be put into a strong wooden coffin which must be wrapped up in Hessian. All necessary documents
must be fixed on top of the coffin. The coffin must be loaded in a horizontal position.
b) It is not allowed to load a coffin close to edible materials (EAT) or food for human consumption
(PES/PEM/PEF) . Human remains in coffins should not be loaded in close proximity to animals
(AVI) or live human organs/fresh human blood The crew has to be informed and a remark has to
be made on the load sheet (e.g. HUM1/250)

7.4 CATERING LOADING PROCEDURES
Safety Procedures:
 Aircraft catering vehicles must be designed in accordance with aircraft ground support equipment–
basic IATA AHM, IATA IGOM safety requirements.
 Catering vehicle drivers must be properly trained about safety procedures.
 Catering vehicle must not move towards the aircraft until the aircraft has come to complete stop,
chocks positioned, engines shut down, the aircraft coned and the anti-collision beacons switched
off.
 On approach and positioning of a catering vehicle, the vehicle should be positioned to the service
doors R1 and/or R2 where available.
 The service doors can be opened safely from inside of the aircraft. Crew members and maintanence
staff are responsible for door operations.
 Before removing catering vehicle from any aircraft cabin service door, the driver must advise the
cabin crew.
 Elevating devices must not be driven in the elevated position.
 Extension platforms or bridges should be engaged and locked in place.
 The guard rails need to be extended till the door frame (both sides) to avoid any FOD getting sucked
into the APU inlet.
 If cabin crew are on board during the catering load process, they shall take necessary precautions to
prevent loose catering items from being blown into the APU and/or outside onto the apron (E.g.
warn catere about carrying loose light weight items such as plastic bags, bottles etc.) Cabin crew
shall also take the same preventions inside the galley areas.
 During fueling with passengers on board catering is not allowed.
 Catering vehicle movements must be guided by an agent using standard IATA signals, and/or
assisted by means of a rear-view video or mirror.
 Catering vehicle must not be driven or parked under the aircraft fuselage and/or wing.
 Catering uplift without vehicle must be done at Pax door before or after Pax embarking.
Security:
 Security check of catering loaded on the aircraft is under the responsibility of Cabin Crew.
 Supervision and packaging of catering products at the production point are under the responsibility
of the catering supplier.
 The processing and handling of stores, as well as their being loaded onto aircraft, shall be carried
out by properly recruited and trained staff.
 Catering stores shall be loaded on the aircraft in trolleys. Trolleys containing the catering materials
and sales products to be taken in to the aircraft must definitely be closed with Security Seals at the
preparation point by the supplier company.
 While catering and sales trolleys are being loaded onto the aircraft, Cabin Crew checks to ensure
that security seals are existing and in good condition. Trolleys that haven’t been sealed or trolleys
that have tampered seals shall be returned to the Caterer.

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8. CONFIGURATION DEVIATION LIST (CDL)

When an aircraft is scheduled to operate with certain secondary airframe and engine parts missing, it
may only do so in accordance with the limitations specified in the basic AFM, as amended by the
Configuration Deviation List (CDL) Appendix and Dispatch Deviation Guide.
The effects of any performance limitation are taken into account when performance calculations are
made using the OPT application in the EFB.
If neither the CDL nor the Dispatch Deviation Guide (DDG) make specific provision in relation to a
defective component or system, then such items shall be considered as mandatory components for
aircraft dispatch.
Items which are included in the CDL or Dispatch Deviation Guide are those that allow an aircraft to
be dispatched without immediate repair. Guidance as to how many sectors may be flown in a given
condition, or the time limit for repair will appear in the documentation.

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9. MINIMUM EQUIPMENT LIST (MEL)

Corendon Airlines Europe publishes its own type related MEL (Minimum Equipment List) which is
based on, but not less restrictive than, the MMEL (Master Minimum Equipment List).
Specific Instruction on the use of the MEL is available in the preamble section of the MEL itself. Please
refer to the MEL for information detailing a relief or restriction resulting from the unserviceability of
an aircraft part or system.
The MEL also includes the dispatch requirements for systems that require specific approval for use in
operations, e.g., RNAV, LVO RVSM and ETOPS.
MEL limitations should be applied in accordance with the related DDG references.
MFC Procedures and Application

Flight Crew may be authorized to perform and release to service Maintenance (M) items that are indicated
with ‘MFC’ (Maintenance Flight Crew Procedures) in the applicable Corendon Airlines Europe MEL.
Authorization shall be given in coordination with Technical, Quality and Flight Crew Training Managers
provided that the flight crew:
1. Has been trained in accordance with Maintenance Flight Crew Procedures Training and has been
satisfactorily assessed by Corendon Airlines Europe EASA approved Part-145 organization:
 In the scope and limitations of the maintenance authorization,
 In the set-up and use of the relevant maintenance data/documents,
 In the performance of each MFC task to be authorized. Note that this task training is performed
on-aircraft.
This training may be combined with other training, such as MEL-training and/or pre-flight check training.
2. Validity of the Flight Crew Maintenance Authorization is for two (2) years and can be extended for one
(1) year each time under the same conditions that apply for initial authorization, except that recurrent
training requirement is determined by Corendon Airlines Europe Part-145 and / or Flight Crew
Training Manager
3. Flight Crew Training Department keeps records of all related training and assessments, for each
authorized captain, until a minimum of three (3) years after the expiry of the authorization.
4. Authorized Flight Crew for MFC are listed in CA-QLT-LPA Form.
In case a release to service of an aircraft with Flight Crew MFC Authorization is required:
 Pilot in command shall contact directly with Corendon MCC;
 Corendon MCC member on duty shall define and advise step by step necessary maintenance
work that is required to be performed and share referenced Maintenance documents, if
required;
 Pilot in Command should perform required tasks and record MEL item into Aircraft Log book
and Hold Item List in accordance with. CAME requirements.
Criteria for Dispatch:

The Commander has the final authority in deciding whether an aircraft may be considered safe to carry
out a particular flight operation. S/he is entitled to require that any item be repaired, notwithstanding
the provisions of the MEL. The commander may request requirements above the minimum listed in
the MEL, whenever in his judgment such added equipment is essential to the safety of a particular
flight under the special conditions prevailing at the time. However, he shall never accept lower
requirements. When required, the MEL takes into account the effect of multiple inoperative items.
However, it is unlikely that all possible combinations of this nature have been accounted for. Therefore,

when operating with multiple inoperative items, the inter-relationships between those items and the
effect on the aircraft operation and crew workload must be considered.
The MEL cannot take into account all multiple defects. Therefore, before an aircraft is dispatched with
multiple MEL items inoperative, it must be assured that any interface or inter-relationship between the
inoperative items will not result in a reduced level of safety and/or an undue increase in crew workload.
Where there are multiple defects in related items, it is essential that good judgment is exercised taking
account of the whole circumstances including climatic and en-route conditions.
The Commander may commence flight with an inoperative item where it is clear from the MEL
remarks column that maintenance action (M) is not required. If he chooses to proceed, and there is no
appropriate maintenance support available at the airport, he must make an entry in the Hold Item List
of the technical log detailing the defect. The Commander shall also ensure that any applicable
operational procedure (O) included in the MEL is made known to and followed by the crew members
and other relevant personnel.

10. SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN

10.1 SURVIVAL EQUIPMENT
Corendon Airlines Europe operates flights over areas where search and rescue would not be difficult
to initiate. Accordingly, a list of survival equipment is not included here. Emergency equipment is
described in the following sections.
If operations are undertaken across areas in which search and rescue would be especially difficult,
Corendon Airlines Europe shall supply extra survival equipment to the aircraft and brief the crews on
its use. The extra equipment to be carried shall be supplied by the Technical Department.
10.2 EMERGENCY EQUIPMENT
10.2.1 Emergency Equipment List

The on board emergency equipment is carried on board in accordance with the prescribed Emergency
Equipment Layout specific to that type and model of aircraft.
The following equipment, which is also covered in the MEL shall be on board during operations:
 PROTECTIVE BREATHING EQUIPMENT (PBE)

 BCF HALON FIRE EXTINGUISHER
 WATER FIRE EXTINGUISHER
 EMERGENCY MEDICAL KIT (MED)
 FIRST AID KIT (FAK)
 UNIVERSAL PRECAUTION KIT
 DEMO KIT (DMK)
 PORTABLE OXYGEN BOTTLE
 SPARE OXYGEN MASK
 SPARE ADULT LIFE VEST
 SPARE INFANT LIFE VEST
 CREW LIFE VEST
 INFANT BELTS
 EXTENTION BELTS
 SPARE BELT
 SMOKE GOGGLES
 ESCAPE ROPE
 CRASH AXE (AXE)
 MEGAPHONE (MEG)
 MANUAL RELEASE TOOL (MRT)
 FLASH LIGHT
 EMERGENCY LOCATOR TRANSMITTER (ELT)
 HEAT RESISTANT GLOVES
 SMOKE AND FIRE KIT (SFK)
Detailed information may be found in the FCOM – System Descriptions.


In addition to the above equipment, a Lipo Safety bag (fireproof bag designed to stop and contain a
fire in a Portable Electron Device {PED}) is provided in the flight deck.
To isolate the iPad from the environment,

Corendon Airlines provides Lipo Bags in the
cockpit.
Lipo Bag is a fireproof bag, designed to stop and
contain the fire caused by incorrectly or poorly
functioning batteries, especially during charging.
Lipo Bags are located near the smoke google

receptacle in the cockpit
10.2.2 Emergency Equipment Layout

The individual items of emergency equipment are positioned in the cabin and cockpit in accordance
with the Emergency Equipment Layout. The layout is prepared and updated by the Engineering
Department and installed in the cabin.
A sample of the emergency equipment layout is shown below for each aeroplane type. The most
recently updated layout is available in each aeroplane and in the company digital library.

Emergency Equipment Layout (SAMPLE):
REFER TO AIRCRAFT DOCUMENTATION FILE IN EFB FOR ACTUAL EMERGENCY EQUIPMENT LAYOUT
1

10.2.3 Emergency Equipment
10.2.3.1 Oxygen System

Two independent oxygen systems are installed on the aeroplane:
 One for the passengers and cabin crew,
 One for the flight deck.
10.2.3.1.1 Cockpit Oxygen System

The FCOM Systems Description section provides full details of the various configurations found in
different aircraft.
The PIC and FO seats are equipped with quick donning masks and smoke goggles.
The OBS1 seat is equipped only with a Quick Donning Mask. There is no Quick Donning Mask
provided for OBS 2.
All masks have breathing regulators and microphone.
TYPE 1 TYPE 2
1. Flow indicator 1. Flow Indicator
2. Reset - Test Switch 2. Reset - Test Switch
3. Mask Release Lever 3. Regulator and Inflation Lever (Hidden)
Regulator
Normal / 100% Selector
Switch
Mask
Emergency / Test Stowage Doors
Knob
Oxygen flow is controlled by a regulator mounted on Oxygen flow is controlled by a regulator
the oxygen mask. By pushing the NORMAL / 100% that is mounted on the oxygen mask. The
control lever, the regulator is adjusted from the air / regulator may be adjusted to supply
oxygen mixture to 100% oxygen. By rotating the NORMAL, 100% or EMERGENCY
EMERGENCY / TEST selector, the regulator is oxygen by rotating the regulator selector.
adjusted to supply oxygen under pressure.

Explanation of System:
* Test / Reset Switch:
The test is performed while the mask is stowed.
 Move Test / Reset switch down,
 Oxygen is available when the yellow marker is visible in the flow indicator.
* Normal / 100% Switch:
Normal: air and oxygen mixture on demand depending on cabin altitude.
100%: supplies 100% oxygen on demand.
* Emergency Knob:
Test: To be performed while mask is stowed.
 Move Test / Reset switch down and press emergency knob at the same time.
Emergency: Turn the emergency knob in the direction of the arrow, a continuous flow of 100% oxygen
is supplied.
Donning the Mask Type 1 (without Smoke Goggles):

To don the oxygen mask accomplish the following:
1) Grasp the regulator by the red inflation levers with the thumb and forefinger with the hand
nearest the stowage box.
2) Squeeze the inflation levers while pulling the mask from the box.
3) Pull the mask across in front of you, toward the center of the airplane (to ensure ample hose
extension) while rolling the mask face-up.
4) Lean slightly toward the center of the airplane and bring the mask toward your face so that the
lower portion of the mask contacts your chin first. Roll the top of the mask toward your
forehead so the harness goes over and behind your head.
5) Release the inflation levers so the harness holds the mask in place.
MASK DONNING

Donning the Mask Type 1 (with Smoke Goggles):

1. Grasp the regulator by the red inflation levers with the thumb and forefinger with the hand
nearest the stowage box.
2. Squeeze the inflation levers while pulling the mask from the box.
3. Pull the mask across in front of you, toward the center of the airplane (to ensure ample hose
extension) while rolling the mask face-up.
4. Lean slightly toward the center of the airplane and bring the mask toward your face so that the
lower portion of the mask contacts your chin first. Roll the top of the mask toward your
forehead so the harness goes over and behind your head.
5. Release the inflation levers so the harness holds the mask in place.
MASK DONNING

Donning the Mask Type 2 (with Smoke Goggles)

1) Grasp the regulator with the hand nearest the stowage box.
2) Pull upward to expose the entire regulator and mask assembly.
3) Squeeze the inflation lever while pulling the mask across in front of you, toward the center of
the airplane (to ensure ample hose extension) and while rolling the mask face-up.
4) Lean slightly toward the center of the airplane and place your face into the mask so the chin
contacts the lower part of the mask first, then roll the top of the mask toward your forehead so
the harness goes over and behind your head.
5) Release the inflation lever so the harness holds the mask in place.
MASK DONNING

10.2.3.1.2 Passenger and Cabin Attendant Oxygen

The passenger oxygen system is provided by a chemical oxygen generator system. A number of
passenger service units (PSU) are located throughout the cabin with each unit containing a single
oxygen generator which provides oxygen to four masks.
Oxygen flows from a PSU generator when any mask hanging from it is pulled. An in-line flow indicator
confirms that oxygen is flowing to each mask.
The masks automatically drop from the PSU if cabin altitude exceeds approx. 14,000 feet.
The passenger masks can be manually deployed from the flight deck. Oxygen flows for approx. 12
minutes and cannot be shut off. If the masks fail to drop from a PSU, the cover of the oxygen
compartment can be opened manually by releasing the door latch. The latch can be opened by inserting
a hair pin or a thin rod into the hole of the compartment cover.
Each cabin attendant station and the lavatories are equipped with 2 masks and a generator and operate
in the same way as the passenger oxygen system.
WARNING:
Do not attempt to re-stow the masks.
Do not use PSU oxygen system as a method of dealing with smoke in the cabin or to treat a
medical emergency.
Passenger PSU Oxygen Masks
Passenger PSU Oxygen Generator


10.2.3.2 Portable Oxygen Bottle (POX)

Portable oxygen bottles are stowed at various locations in the passenger cabin. The bottles are used
with a disposable oxygen mask (OXM) for first aid purposes or as walk-around units.
Bottles may have a capacity of 120 litres or 310 litres. However, the method of use of either type of
bottle is the same.
The oxygen bottles have 2 outlets: Hi and Lo.
120 lt bottle supply:

Hi outlet 4 lts of oxygen/min, lasting for 30 mins.
Lo outlet 2 lts of oxygen/min, lasting for 60mins.
The oxygen flows for 20mins when both outlets are used.
310 lt bottle supply:

Hi outlet 4 lts of oxygen/min, lasting for 75 mins.
Lo outlet 2 lts of oxygen/min, lasting for 155mins.
The oxygen flows for 52 mins when both outlets are used.

Preflight Check:
 Fixed and secured in its mounting.
 The ON/OFF valve is OFF.
 Pressure is in the RED range (min.1,500 PSI-max.2,000 PSI)
 Safety strap available.
 Outlet valve dust covers are closed.
 Valid usage date.
 2 sterile O₂ Masks available for each bottle.
Operation:
 Use the safety strap and take extreme care while transporting portable oxygen bottle,
 Remove the mask from the plastic bag and attach it to the required outlet,
 Slowly rotate the ON-OFF valve fully in a counter – clockwise direction,
 Place the mask over the nose and mouth of the person,
 Once oxygen has been administered, first remove the mask from the person and then turn off oxygen
flow.
 Oxygen bottles are only to be used for emergency and first aid purposes.

10.2.3.3 Protective Breathing Equipment (PBE)

Smoke hoods are installed adjacent to the halon extinguishers or adjacent to each cabin crew station.
The smoke hoods are to be used when fighting fire. They supply oxygen and protect the crew from
smoke.
TYPE 1 PBE:
Manufacturer: Dragger
Specifications:
 Safeguards the wearer from smoke and harmful gases while managing in-flight fire.
 Has 1 oxygen cylinder which holds 36 litres of oxygen. The cylinder has a rupture protection in
case of over pressurization.
 Once the PBE is activated, the cylinder releases oxygen and supplies 20 mins of respiratory
protection.
Preflight Check:
 Seals unbroken.
 Undamaged packaging.
 Valid expiry date.
 Yellow indicator is not broken. (behind plastic viewing window)

TYPE 1 PBE USAGE:
Remove the Smoke Hood from its

stowage case, remove locking clamp to
open the box.
Tear red strip off to open the vacuum bag

and pull out the smoke hood.
Lift up the Smoke Hood and lower it down

over your head as shown in the diagram.
Pull oxygen lanyard to start flow.
Tie straps around your hips.


TYPE 2 PBE:
Manufacturer: Essex
Specifications:
 It protects the wearer from smoke and harmful gases while s/he deals with an in-flight fire.
 Protects the wearers’ head and face from melting or dripping plastics.
 The PBE is fabricated from a tear resistant combination of materials and the inner surface has an
anti-fog coating.
 The PBE has 2 oxygen cylinders which hold a minimum of 36 litres of oxygen. These cylinders
have rupture protection in case of over pressurisation.
 Once the PBE has been activated, one cylinder releases oxygen rapidly whereas the second bottle
discharges oxygen slowly.
 Both cylinders will completely discharge in 8-10 minutes however; enough oxygen will remain
for 15min of respiratory protection.
 An audible hissing sound and inflation of the PBE within 2 min. indicates that the PBE is
operating properly.
Preflight Check
 Fixed and secured in its internal mounted stowage case.
 2 tamper seals undamaged.

TYPE 2 PBE USAGE:
Remove the PBE from its stowage

case and tear open the pouch as shown in the
diagram.
Securely grasp each oxygen cylinder with thumbs

pointing to the thin end of each bottle. Sharply
snap the oxygen cylinders away from each other.
The PBE should be donned within 15sec after the
hissing sound has been heard.
Hold the PBE at waist level, place both hands
inside the neck seal and stretch it open by
spreading the hands apart.
Lift up the PBE and lower it down over your head

as shown in the diagram. Full PBE inflation takes
about 2-3mins. The PBE must be removed within
5sec if the PBE collapses around the face at any
time or if the red EOSI light flashes while the
green light is still on.
An EOSI (End of Service Indicator) is located

slightly below eye level on the left inner side of
the PBE.
Once the generator is activated, the green light on
the EOSI lights up. When the PBE stops
operating, a red light will flash while the green
light is still on.
*EOSI is a secondary indicator for monitoring
the oxygen EOSI flow.*
An interphone, megaphone or PA can be used
while wearing the PBE.
The skirt of the PBE should be pulled down and
the phone unit pressed firmly against the hood
film in front of the mouth as shown in the
diagram. Persons wearing the PBE can
communicate by unaided voice with others
wearing hoods at a distance of at least 4m away.

TYPE 3 PBE:
Manufacturer: Scott
Specifications:
 Protects the wearer from smoke and harmful gases while dealing with an in-flight fire.
 Has 1 oxygen cylinder which holds 36 litres of oxygen. The cylinder has rupture protection in
case of over pressurisation.
 Once the PBE is activated, the cylinder releases oxygen and supplies 15 minutes of respiratory
protection.
Preflight Check:
 Seal is unbroken.
 The humidity indicator behind the plastic viewing window is blue. If the indicator has changed
in colour to pink, the hood cannot be used.
Humidity Indicator

TYPE 3 PBE USAGE:
A single latch labelled “lift” is provided at the

top edge of the case. Lift the latch to open the
case.
Tear red strip off to open the vacuum bag and

pull out the smoke hood.
Pull the ring marked “PULL TO

ACTİVATE”. Removal of the pin allows a
spring loaded plunger to strike a primer cap
on the oxygen generator, initiating gas flow
which will be heard by the user.
The pin cannot be reinserted.
Hold the device by the open end of the hood

with the life support pack away. Grasp the
neck seal with thumbs facing inwards.
Bend forward from the waist and Insert chin

into hole and pull hood across face and over
head.
While standing upright pull hood down until

headband firmly engages forehead.

Matters to pay Attention to when using Protective Breathing Equipment:

 All sharp objects should be removed (ear rings, hair pins, etc) before putting the hood on. Make
sure that hair and shirt collars do not interfere with the neck seal.
 Eyeglasses may be worn while donning the equipment. However, do not fix dislodged eyeglasses
by inserting hands into the hood.
 If the hood is donned backwards do not remove it. Rotate the hood until it is properly positioned.
 Do not pass along an activated hood to another person once it has already been doned.
 If either of the following conditions exist, remove the hood immediately :
1) The sound of the generator is inaudible after donning.
2) The hood does not inflate within 2-3mins or collapses.
 Leave the area of emergency before removing the hood. Insert both hands under the neck seal,
beneath the chin. Lift the hood up and out to clear the face. Shake hair to remove residual oxygen
that may remain in your hair.
 Store the used hood well away from the other emergency equipment. The CC will fill in the
Cabin Log Book and the used hood will be handed over to the Technicians.

10.2.3.4 Fire Extinguishers

Fire extinguishers are located throughout the passenger cabin and flight deck. All Corendon Airlines
Europe aeroplanes are equipped with the same type of extinguishers. Each class of fire calls for
specialised action. Using the wrong extinguisher may do more harm than good. For the safety of the
flight and your own protection, you should know these basic types, how to use them, and why.
There are three common Classes of Fire:
CLASS OF FIRES EXTINGUISHER TYPE

CLASS A - COMBUSTIBLE MATERIALS TYPE A - Water (H2O)
paper, wood, fabric, rubber, certain plastic etc., where Saturates material and prevents
quenching by water is effective. rekindling
CLASS B - FLAMMABLE LIQUIDS TYPE B - Halon/Clean Agent
Gasoline, oils, greases, solvents, paints, burning liquids, (2-BTP)
cooking fats etc., where smothering action is required.
CLASS C - LIVE ELECTRICAL TYPE C - Halon/Clean Agent
Fires started by short circuit or faulty wiring in electrical, (2-BTP)
electronic equipment or fires in motors, switches, galley
equipment etc., where a nonconducting extinguisher
agent is required.
NOTE: Whenever possible, electrical equipment should
be de-ennergized before attacking a class C fire
WARNING:
The use of the wrong extinguisher on a fire could do more harm than good.
If water is used on flammable liquids the fire will spread. Water used on a live electrical fire could
cause severe shock or death.
WARNING:
The concentrated agent, or the by- products created by the heat of the fire, are toxic when inhaled.
WARNING:
If the fire extinguisher is to be discharged in the flight deck area, all flight crew members must wear
oxygen masks and use 100% oxygen with emergency selected.

HALON ( CO₂ ) EXTINGUISHER:

Halon fire extinguishers contain a liquefied gas agent under pressure. The extinguisher pressure
indicator shows three pressure ranges:
 acceptable
 recharge
 overcharge
A safety pin or usage tab prevents accidental trigger movement. When released, the liquefied gas agent
vaporizes and extinguishes the fire.
The extinguisher is effective on all types of fire, but is used primarily on electrical, fuel, and grease
fires.
CLEAN AGENT (2-BTP) EXTINGUISHER:

Clean agent fire extinguishers contain a liquefied 2-BTP gas agent under pressure.
WARNING:
If a fire extinguisher is to be discharged in the flight deck area, all flight crew members must wear
oxygen masks and use 100% oxygen with emergency selected.
WARNING:
For electrical fires, remove the power source as soon as possible. Avoid discharged directly on
persons due to possibility of suffocating effects.
A fire extinguisher must not be discharged from a point too close to a fire as the discharge may itself
cause the fire to spread. As with any fire, keep away from the fuel source. Avoid breathing vapours,
fumes and heated smoke as much as possible.
HALON / Clean Agent (2BTP) Extinguisher:

 Cylinder is red in colour.
 Duration 7-10 seconds.
 Contains gas in a liquid state.
 Removes oxygen to extinguish a fire.
 Primarily used on B and C but can be used on all types of fire.

Pre-flight Check:
 Fixed and secured in its mounting and the correct quantity of extinguishers available.
 Indicator in the green area.
 Seal unbroken.
 Security pin in place.
Method of use:
 Remove the extinguisher from its mounting.
 Hold the halon extinguisher upright and pull the security pin.
 From a distance of 1.5 – 2m from the fire, press the handle and spray in a circular motion towards
the centre of the fire.
 Store any used smoke hood well away from the other emergency equipment. The CC will fill in
the Cabin Log Book and the used hood will be handed over to the Technicians.
No. of required Halon/Clean Agent (2-BTP) exitinguishers in our Aircraft

Number of Number of
Passenger Seats extinguishers
7-30 1
31-60 2
61-200 3
201-300 4

Water Fire Extinguisher (H₂0):

Water fire extinguishers contain a solution of water mixed with antifreeze. Water fire extinguishers are
to be used on fabric or paper fires only. They are not to be used on electrical or grease fires.
WARNING:
An antifreeze compound has been added to the water which makes it unfit for drinking. Do not use this
type of extinguisher on electrical or grease type fires.
WATER FIRE EXTINGUISHER:

 Cylinder is grey-blue in colour.
 Duration 35-40 seconds.
 Is water based with glycol antifreeze added
 Only for use on type A fires.
 CO₂ cartridge may be changed in-flight.
Pre-flight Check:
 Fixed and secured in its mounting and the correct quantity of extinguishers available.
 Check that the safety wire on the handle is intact.
CO₂ cartridge inside handle
Method of use:
 Remove the extinguisher from its mounting.
 Hold the bottle upright and turn the handle in a
clockwise direction to the fully open position. The
wire will snap and the CO₂ cartridge will discharge.
 At a distance of 1.5 – 2m from the fire, press the
trigger and sweep the fire in a side-to-side motion.
 Store any used smoke hood well away from the other
emergency equipment. The CC will fill in the Cabin
Log Book and the used hood will be handed over to
the Technicians.
To change a CO₂ cartridge in-flight:

 Unscrew the top of the cylinder
 Refill the cylinder with water
 Replace the top
 Unscrew the handle
 Replace the CO₂ cylinder
 Reinstall handle; the extinguisher is now ready to use.

Lavatory Fire Extinguisher:

An extinguisher which fires automatically is located under the lavatory sink in each lavatory. The
extinguisher discharges Halon Gas through two (2) heat activated nozzles that will automatically
discharge when temperature exceeds 76ºC. One nozzle discharges under the sink while the other
discharges into the waste bin. On later model aircraft both nozzles discharge into the waste bin.
The colour of both nozzles, when serviceable, is black, changing to an aluminium colour
after discharge.
Pre-flight Check:
 Nozzles are black.

Lavatory Temperature Indicator Placard:

A temperature indicator placard is located on the inside of the access door below each sink.
White dots on the placard will turn black when exposed to high temperatures. If an indicator has turned
black, or a nozzle tip has changed colour, it should be assumed that the extinguisher has discharged.
An inspection for fire damage should be made, the extinguisher replaced, and the temperature indicator
placard replaced before the next flight.
Description:
 Resembles a sticker/decal.
 A series of white dots that change when they sense heat.
 Aids in determining.
Pre-flight Check:
 Fixed and secure in place.
 All dots are white in colour.

10.2.3.5 Smoke Detector

TYPE 1:
A smoke detector has been placed on the ceiling of each lavatory. When smoke is detected, it
automatically sounds an alarm and a red warning light switches on.
Preflight Check:
 Fixed and secure in place.
 Green power light is on
Resetting the smoke detector:
 Place a pointy object (pen) into the circuit breaker and push.
 Keep pushing for 1-2 mins until the alarm sound is no longer heard.
TYPE 2 :
If smoke is detected in the lavatory, an alarm is heard and the location of the fire is indicated on the
FWD CC panel. The ‘fault’ button illuminates if the system fails.
 The ‘smoke detect’ button on the FWD CC panel will flash red,
 A horn will be heard in the cabin, resetting the smoke detector push to Interrupt horn button
 Press the ‘Test’ button located on the FWD CA Panel,

 The amber coloured lights above each lavatory door will illuminate,
 The amber coloured lights on the master call panels will illuminate,
 The ‘smoke detect’ button on the FWD CA panel will flash red,
 A horn will be heard in the cabin,
 To end the test, press the ‘reset’ button on the FWD CA Panel

TYPE 3:
Status Incator Light:
Illuminated green. When the smoke has
been detected illuminates red colour.
Horn Cancel Switch:

Place a pointy object (pen) into the circuit
breaker and push 30 sec until the alarm
sound is no longer heard.
* The test buttons on smoke detectors are

for Maintanance use only.
A Smoke Detector Monitor is available only on the B737 MAX 8 Sky Interior Aft Attendant Panel.

10.2.3.6 Megaphone (MEG)

A megaphone is used in an emergency if the PA system is inoperative or insufficient for
communication, and is used for giving instructions to passengers both inside and outside the aircraft.
Two megaphones are available in each aircraft, one in the forward and the other in the aft section.
Duration: 24 hrs non-stop usage.
Pre-flight Check:
 Each megaphone must be fixed and secured in its mounting and the correct number (2) available.
 A click is heard when trigger is squeezed or button is pressed.
1
2
10.2.3.7 Crash Axe (AXE)

The crash axe is used for opening closed panels, obstructed entrances / exits and to separate wiring.
The handle is isolated against a 24,000V electric current.
Pre-flight Check:

10.2.3.8 Smoke Goggles (GOG) (As applicable)

The smoke goggles protect the eyes of the flight crew from smoke and fumes.
The goggles can also be used together with the quick donning mask (in the flight deck). In such cases,
the mask should be put on before the goggles.
If there is no other acceptable equipment available, for example PBE, the smoke goggles may be used
by the cabin crew for protection from smoke when used in combination with an O₂ bottle.
This alternative use shall not be used when fire-fighting.
The smoke goggles are located in the flight deck.
10.2.3.9 Gloves (GLV)

2 pairs of gloves are located at the forward and aft passenger cabin.
Gloves are used when fire-fighting to protect from heat.

10.2.3.10 Emergency Locator Transmitter (ELT)

The ELT in a B737-800 aircraft is mounted in the aft cabin ceiling. CA’s do not perform a pre-flight
check for the ELT on this aircraft.
TYPE 1 (ELTA and TYPE 2 (KANNAD)
Specifications:
 2 modes – automatic and manual
 Lithium battery- battery life 5 yrs.
 Freguency 60 Hz (-20 C - +55C)
 406, 243 or 121.5 MHz
 “Back-up” antenna
 Used on land and in water
Automatic mode:
The distress signal is sent when the internal Accelerometer detects an impact. The indicator light and
aural indicator (6 sec. Buzzer) indicate the ELT is working.
Manual Operation:
 Remove ELT from brackets.
 Release whip antenna
 Observe light indicator and hear buzzer.
 If the light indicator is not observed and buzzer is not heard, place the switch in the ON position
and release back-up antenna.

TYPE 3
Type A: Specifications:
 Manufacturer Techtest Limited
 2 modes – Turned OFF and ON manual
 Transmission time – 50 hours
 Frequency – 406; 243; or 121.5 MHz
Usage:
 Turn the antenna upright.
 The PLB is switched to ON by pulling the lanyard or sliding the ‘test-on-off’ switch down until
the switch clicks into the ‘on’ position.
 The beacon will transmit frequencies until the unit is switched off.
Pre-flight Check:

TYPE 4 Honeywell – (9H-TJC):

Specifications:
 2 modes – XMT (manual) and ARM (automatic)
 Transmission time – 50 hours
 Frequency – 406; 243; or 121.5 MHz
For automatic deployment in water:
Open the quick release latches of the stowage bracket and remove the ELT
Disconnect the emergency strap (A)
Hold emergency release handle tightly and pull (B)
Hold the ELT and tilt upwards. This lets the straps release. (C)
Remove the ELT from the mounting system (D)
Break the tape holding the cord wound on the lanyard card and pull clear of the ELT
Put the ELT in the water. Tie the cord tight to a suitable tethering point of the escape slide
Make sure that the position switch is set to ARM
After approximately 10 seconds, the flashing LED light will be visible at the transparent bushing cover
located on top of the transmitter cover.
After approximately 5 minutes, the antenna will automatically deploy to the upright position.
NOTE: Effective transmission of the emergency signals does not occur until the antenna is in the
upright position.
For manual deployment on land:
Manually set position switch to XMT
WARNING: HOLD EMERGENCY LOCATOR TRANSMITTER SO THAT ANTENNA IS
POSITIONED AWAY FROM ALL PERSONNEL AND OBSTRUCTIONS DURING
ANTENNA DEPLOYMENT.
Preflight Check:
- Fixed and secure in its mounting.

10.2.3.11 Life Vests (LV)

Life vests are personal flotation devices for the use of passengers and crew. One life vest is provided
for each passenger seat and crew seat.
With the exception of those specially provided for the use of infants, life vests must never be inflated
inside the aircraft.
Red life vests are for the crew.
Yellow life vests are for passengers.
Children between 02-12 years of age are to be given adult/child life vests.
Demonstration vests are not to be used in an emergency.
ALV - Adult Life Vest

ILV - Infant Life Vest
CLV - Crew Life Vest
TYPE 1
1 mouth inflation tube
Light
Water activated battery
Waist strap
1 red inflation toggle
TYPE 2
Light
2 mouth inflation tubes
2 red inflation toggles
Waist strap

The method of use of both Type 1 and 2 live vests is the same. However, Type 1 has one inflation
toggle and 1 mouth inflation tube, while Type 2 has two of each.
Pre-flight Check:
 Ensure proper location under seats
 Ensure proper location and quantity of extra life vests.
Usage:

Using Adult Life Vest for Children between 02-12 yrs:


Infant Life Vest (ILV):

Infant life vests are for babies between 0-2 years of age.
Pre-flight Check:
 Ensure the proper location and quantity of life vests.
Usage:

10.2.3.12 Liferafts
Some aircraft maybe equipped with liferafts for water survival, if

installed they will be stowed in the ceiling stowages located throughout
the 737 cabin.
WEIGHT: 45.2 kg
PACK SIZE = 127.0 x 58.42 x 17.78 cm
Liferaft Specifications
Note: The capacity of the liferaft is 56 persons, with an overload capacity of 84 persons. Crew should therefore
monitor the number of passengers in each liferaft and distribute evenly when possible.

Packed Liferaft
Description
1. The life raft is designed to provide a reliable and safe life raft flotation system, in the event of an
emergency water ditching. The life raft incorporates means for manual deployment and inflation.
2. The life raft is composed of two structurally joined pneumatically independent tube assemblies. A
non-inflatable fabric floor is suspended between the top and bottom tubes. The floor incorporates a
manually inflatable deck float (at the centre for added buoyancy. Each tube assembly has its own
individual inflation aspirator and buoyancy chamber
3. A flexible, double-braided polyester/Kevlar ethylene propylene rubber lined hose assembly
interconnects the reservoir and valve assembly with the aspirators. The hose assembly is equipped
with aluminium swivel end fittings.
4. The aspirators are comprised of an inlet housing section, which contains a nozzle array, and a
cylindrical diffuser/mixing tube. The inlet housing is equipped with one-way flappers in the ambient
air inlet, which act as an aid to the check valve which is attached to the inlet fitting. The expansion
of high pressure stored gas through the nozzle array creates a vacuum in the aspirators, causing the
flappers to open and ambient air to rush into the inflatable. Thus, inflation time is rapid, and reservoir
size is minimized. The aspirators are mounted on the inflatable by clamping them into a moulded
urethane rubber flange. A worm drive clamp retains the aspirator in the moulded flange. The worm
drive clamps are covered with electrical tape to prevent the clamps from chafing the inflatable.
5. Manual inflate/deflate valves are located in both the upper and lower tubes and both deck floats.
A manual inflation pump and adapter are stored in the survival kit. The inflate/deflate valves are
spring loaded poppet types which are automatically opened or closed by the attachment or removal
of the valve adapter on the pump. To increase the air pressure in a tube, push the pump adapter into
the inflate/deflate valve and squeeze the pump until the desired pressure has been obtained.
6. A heaving ring and line assembly is provided as a rescue aid which may be hand thrown to persons
in the water who are unable to reach the life raft. The heaving line incorporates a length of nylon
cord. One end of the line is tied off to a webbing loop on the high strength patch cemented on the
life raft.
7. The sea anchor, stowed in a fabric pouch, which attaches to the life line on the side of the life raft,
is connected by a steel cable to a high strength patch cemented to the inflatable. The sea anchor is a
cone shaped cloth bag with a cord bridle attached to the cable and is used to control the drift rate
and orientation of the life raft with respect to the wind.

8. A mooring line attached to the inflation lanyard on the life raft prevents the life raft from drifting
away from survivors. The other end of the mooring line is attached inside the aircraft fuselage by a
snap hook.
9. A floating knife is provided to cut the mooring line. It is located in a pocket on the life raft tube.
10. Flotation handles located on the perimeter of the tube serve as life lines for survivors to grasp from
the water. The flotation handles are constructed of 2.54 cm wide white webbing attached to the
inflatable at intervals by means of fabric patch.
11. Boarding handles and boarding ladder (Fig 1) are located at each end of the inflatable. They are
constructed of 2.54 and 5.08 cm wide webbing and enable survivors to climb aboard the life raft
from the water.
12. Two locator lights provide aid in locating the life raft at night. The lights are operated by water
activated batteries stored in pockets, one on the top side of the life raft and the other on the underside
of the life raft.
13. A survival kit is installed inside the carrying case with the folded life raft assembly. Survival kits
include among other items, first aid equipment, a repair kit, signalling devices, and a hand pump.
14. A lightweight canopy packed in the survival kit container provides protection against environmental
conditions. Metal canopy masts are provided to support the canopy. To install, snap canopy masts
in holders around the inside perimeter of the life raft, spread the canopy over the canopy masts and
snap into place.
15. The carrying case has a pressure gauge viewing window to permit monitoring of the gas charge
pressure of the reservoir and valve assembly and a pocket for stowing the mooring line.
Operation of Liferaft
NOTE: Due to weight and size of the packed unit, it will require removal by 2 persons and ABP’s should
be utilised.
1. To deploy the liferaft, first remove the liferaft pack from its stowage. The carrying case is provided
with handles at each end to assist with the relocation of the liferaft to the exit.
2. The inflation handle is located under the inflation handle pocket, which is located at the front end
of the carrying case. Unsnap the handle pocket and uncoil mooring line which is attached to the
inflation lanyard. Attach the snap hook, which is attached to the mooring line, to the inside of the
aircraft fuselage. Then, with one hand holding the inflation handle, drop the liferaft into the water.
NOTE: Liferaft is reversible.
3. With the liferaft prepared for launch, including the survival kit, allow unit to drift a few feet away
from aircraft, and with the mooring line taut, jerk the handle to initiate inflation. Inflation of the life
raft in the water may occur on either side of the inflatable since both sides are identical. The lanyard
opens the life raft carrying case and activates the reservoir discharge valve allowing compressed gas
to flow through high pressure flexible hoses to aspirators on each flotation tube. Liferaft will inflate
in approximately 15 seconds.
4. Passengers may begin boarding the life raft immediately after full round out (full shape) of the
buoyancy tubes. If the liferaft is close to the aircraft passengers may step into the liferaft and then
drop to their knees, if it is not possible passengers should be instructed to swim to the liferaft and
board, utilising ABP’s to assist.
5. Use the heaving line to rescue survivors unable to get themselves to the liferaft.
6. Instructions for boarding and accessory locations for canopy installation are stencilled on the
buoyancy tubes and floor.
7. Crew members should be distributed evenly between the liferafts. Once crew members are inside
the liferafts they should resume control of the situation.

8. If the liferaft is still attached to the aircraft once all survivors are on board, the knife should be used
to cut the mooring line at the closest point to the aircraft. Line will automatically break if the aircraft
begins to sink. Crew must pay attention to movement of the aircraft as it can create dangerous
currents.
Survival Kit
The liferaft pack contains a survival kit which includes the following items:
1. Water Package – Drinking water and additional purification tablets.

2. Eye dressing kit – For eye injuries
3. First Aid Kit – With basic care items, crew should also have removed FAK from aircraft during
Evacuation
4. Canopy Rods – To erect canopy for liferaft, used to protect from the elements
5. Signal Mirror, Whistle, Sponge and Knife – Mirror can be seen for miles using sunlight
reflection, whistle to attract attention of survivors still in water or to other liferafts, sponge to
keep interior of raft dry. Knife to cut mooring line and for other uses (always use with caution).
6. Survival Manual –survival techniques in water and signalling instructions.
7. Day/Night Flare – Use only when you see or hear a rescue ship or plane. Follow instructions on
the flare. Do not waste. Be careful of damage to the liferaft, ignite over the water.
8. Sea Sickness Tablets – For any survivors suffering motion sickness.
9. Repair Kit -Patches to repair any damage to liferaft.
10. Water Activated Flashlight – Additional to the Flashlights removed from the aircraft, should be
used last.
11. Liferaft manual – Instructions for the liferaft
NOTE:
WHEN RESCUE IS IMMINENT
Don’t consider yourself rescued until you are actually aboard a rescue craft
Keep your life vest on
Don’t stand up, stay seated in the raft.
Don’t try to reach the rescue craft unless advised, the will come to you

10.2.3.13 Flash Light (FLA)
There are flash lights on board mounted at each CA station. In an emergency, they have to be carried
along by the cabin crew.
Battery duration is 4 hrs.
Pre-flight Check:
 Fixed in its mounting.
 LED-signal flashing every 3-4seconds. If the flash intervals exceed 10seconds the battery must
be changed.
 Never remove a flash light to check if it is working.
Method of use:
 Remove the flashlight from its mounting.
 The light will illuminate automatically.
 To switch off the flash light, put it back into its mounting.
Don’t forget! The flash light is to be used only in an emergency!
Light

10.2.3.14 Demo Kit (DMK)

Demo Kits contain the necessary devices that must be shown to passengers during the safety briefing.
There are 2 demo kits available in each aircraft.
The cylinders of the life vests inside the kits are removed. For this reason these life vests are not to be
used in an emergency.
Pre-flight Check:
 The contents of the kit are checked.(one of each; adult life vest, seat belt, safety card and oxygen
mask)

10.2.3.15 First Aid Kits (F.A.K.)

An operator shall not operate an aircraft unless it is equipped with first-aid kits, readily accessible for
use. Each of our aircraft have two kits on board. One placed in the forward section of the cabin and
the other in the aft section. SCCM check the contents of kits periodically.
Number of Number of
Pre-flight Check: passenger seats first-aid kits
installed required
0-100 1
 Valid expiry date 101-200 2
201-300 3
 Seal unbroken
301-400 4
10.2.3.16 Emergency Medical Kit (MED)

One Medical Kit is located in the forward or aft section of each aircraft. Cabin crew are not permitted
to open the kit, therefore only a doctor showing proof of identity may do so.
Preflight Check:
 The seal and expiry date on the kit is checked.
Usage:
SCCM shall;
 fill in an Inflight Accident / Medical Incident Form and send it to the CCD;
 fill in the Usage follow-up form and seal the kit again;
 report the item used on the CFR so it can be refreshed by the CCD;
 fill in the Cabin Log Book.
10.2.3.17 Ambu Bag Pre-flight Check (AMBU)

Each aircraft has 1 Ambu Bag available near the Medical Kit. This is a manual resuscitator, a hand-
held device used during CPR to provide ventilation to victims who are not breathing or not breathing
adequately.
Availability of the Ambu Bag is checked before each flight during the emergency and safety equipment
check.
AMBU Bag Contents

 Ambu devices – Adult CPR
 Mouth Guard – CHD and INF CPR
 Face Mask – For First Aider
 Goggle - For First Aider
 A CPR checklist
Pre-flight Check
 Located in its correct place
 Seal unbroken.

10.2.3.18 Infant Belts

An infant is a child under the age of two years. They should be seated on the parent’s lap and fastened
with an infant belt during take off and landing. Infants shall never be fastened while in their bassinet
or together with an adult sharing the same seat belt.
The number of infant belts and infant life vests available in our aircraft equals 10% of the number of
passenger seats available.
Method of use of Infant belts :
The adult seat belt is passed through the loop of the infant belt and then fastened. The infant belt is
placed around the baby’s waist and fastened.
Infant belt
Adult seat belt
10.2.3.19 Extention Belts
Passengers over the age of 12 are referred to as Adults. The cabin crew will provide Extention Belts to
those adult passenger who are unable to fasten their seat belt due to their physical characteristics.
Method of use of Extention belts :

Each end of the passenger seat belt is fitted into the corresponding end of the extention belt and the
extention belt is tightened to fit.

10.2.3.20 Seat Belt and Life Vest Quantity in Aircraft
Aircraft Passenger Standard Max. no. to be carried with the

Type Seats Infant Belt Infant Life Vest addition of extra belts and LV’s
B737 800 /
189 20 20 28
8 (MAX)
Aircraft Passenger Adult Life Spares Extension

Type Seats Vests Seat Belt Adult Life Vest Belt
B737 800 /
189 189 5 sets 10 10
8(MAX)
10.2.3.21 Smoke and Fire Kit
Each aircraft has 1 Smoke and Fire Kit. The kit contains disposable masks for passengers for protection
from smoke in the cabin. 1 fire blanket is also available in the kit.
Preflight Check:
 Located in its correct place

 Seal undameged. If the seal is found broken or missing, the SCCM shall be informed
immediately and a new seal shall be attached to the kit.
10.2.3.22 MRT – Manual Release Tool
This tool is used to manually release emergency oxygen compartment lids on the service units during
or following a depressurization.
Usage:
The pin part is used to open passenger service unit lids while the hook side is used to release the lids
of the units in the lavatories, galleys and above cabin crew seats.
Preflight Check:
Min. 1 MRT located under each FWD and AFT Cabin Crew stations.

10.2.4 Emergency Equipment Check
10.2.4.1 Cabin Emergency Equipment Check:

The cabin emergency equipment check is to be performed on the first sector of each flight by the CA’s,
immediately after the security checks have been completed. This check shall be performed in
accordance with the Cabin Emergency Equipment Location Chart which are found under each CA
jump seat. The relevant check list must be used during the checks. Equipment found in the wrong place,
but otherwise usable, must be stowed at the assigned location. Equipment that is out-of-date, defective
or damaged must be reported to the CC immediately and the CC shall inform the Technician and PIC.
The CC is responsible for ensuring the punctuality of the cabin emergency equipment check.
CA’s shall verbally confirm with the CC that the cabin emergency equipment checks have been
performed. The CC shall then inform the Captain that all necessary cabin checks have been completed
and boarding shall commence with the Captain’s permission.
10.2.4.2 Cockpit Emergency Equipment Check:

The cockpit emergency equipment check shall be performed by the First Officer during pre-flight in
accordance with the Cockpit Emergency Equipment Location Chart. Equipment that is out-of-date,
defective or damaged must be reported to the Technician.

10.2.5 Safety Cards
10.2.5.1 Passenger Safety Card

The passenger safety instruction card contains instructions about the use of seat belts, oxygen masks
and life vests, location of exits, the brace position that is advised to be taken in an emergency landing,
directions on how to leave the aircraft in the case of smoke in the cabin (path lights), smoking
restrictions and use of electronic devices.
A safety instruction card must be placed in each passenger seat pocket.
A minimum of 50 spare cards should be available in the aircraft.
Safety Card (Sample)


10.2.5.2 Over Wing Emergency Exit Passenger Briefing Card
It is a requirement that passengers seated in the Over-wing Emergency Exit Row are:
(a) given briefings and demonstrations relating to safety in a form that facilitates the application
of the procedures applicable in the event of an emergency; and
(b) provided with a safety briefing card on which picture-type instructions indicate the operation
of emergency equipment and exits likely to be used by them.
Overwing Emergency Exit Instruction Card (Sample)


10.3 OXYGEN AND DECOMPRESSION

Oxygen Supply:
Oxygen is normally supplied to passengers and crew in flight, by pressurising the cabin to an
approximate altitude of 8,000 feet. The air inside the cabin and flight deck is therefore at a pressure
nearly equal to the normal pressure in which humans live, regardless of the lower pressure of the
outside air which contains approximately one fifth of the oxygen at sea level.
In the case of a decompression, oxygen for crew and passengers is supplied by the oxygen system
inside the PSU and portable oxygen bottles. When cabin altitude reaches 14,000 feet the oxygen masks
deploy automatically.
Portable Oxygen Dispensing Units (Bottle and Mask):

MAINTENANCE (M)
1) Until it can be removed from the airplane at the next available maintenance base, stow out of
service units in a location where they will not be used by mistake and remove or obscure locator
placards for the inoperative units.
2) Ensure that the required distribution of serviceable units is maintained throughout the airplane.
OPERATIONS (O)
The total pressure and the required number of Serviceable Portable Oxygen Bottles must be calculated
as shown in the table below:
Total Pressure of
Actual Number of Serviceable Portable
Serviceable Portable
Passengers Oxygen Bottles* Number
Oxygen Bottles
0-49 520 psi 1
50-99 1,040 psi 1
100-149 1,560 psi 2
150-199 2,000 psi 2
*Serviceable Portable Oxygen Bottle means Portable Oxygen Bottle pressure is more than 150 psi
(>150 psi) and each bottle has two serviceable dispensing unit and has two masks.
Oxygen Requirements:
See all details in OM Part A Chapter 8.8.
Oxygen Requirements may be calculated in accordance with the following charts in an emergency.

Time of Useful Consciousness at Various Altitides:

Time of Useful Consciousness (TUC)
Symptoms of Depressurisation:
Engineering techniques used in the construction of aeroplanes such as wedge doors, multiple wedge
windows and fuselage skin rip stoppers make it unlikely that an involuntary loss of pressurisation will
occur.
The effects of depressurisation depend upon several factors:
 Total cabin volume
 Size of hole in the pressure hull
 Pressure differential
 The flight altitude
Depressurisation may result from:
 a system failure,
 bird strike and
 structural damage.
Decompression may be SLOW or RAPID (explosive)
In the cabin, the most important indication of a decompression will be the dropping down of the fixed
oxygen masks.
Slow Decompression:
Slow decompression can happen due to leaks at doors, emergency windows, valves etc.
The Characteristics are loud “hissing” or “whistling” noise heard from the area in question.
A noticeable decrease of cabin pressure follows and can be felt in the eardrums.
CA duties: inform cockpit crew and reseat passengers if necessary.

Rapid Decompression:
The time required for the cabin and external pressures to equalise during a decompression depends
primarily on the extent of the breach or leak in the pressure hull. If the breach is large enough to allow
a rapid loss of pressure, this will result in certain physical phenomena.
An initial explosive noise is heard and within seconds,
 The PSU-panels open and oxygen masks become visible,
 A rapid movement of cabin air towards the breach occurs,
 A noticeable sudden decrease in cabin air temperature causes fog in the cabin.
Physiological changes:
 Rapid chest expansion.
 Cheek and lip flutter and pain in the ears and sinuses.
 Noticeable feeling of abdominal fullness.
 Possible difficulty in speach.
The passenger masks of the fixed O₂ system are automatically released when cabin altitude exceeds
14,000 feet. (see CCM Chapter 3.5 – Oxygen and Decompression)
Chemical oxygen generators also produce heat when activated. This can cause fire.
Also, the chemical reaction taking place inside the generators causes a fowl smell to spread throughout
the cabin.
What to do when masks drop:

 Fasten up at your designated station and put on O₂. mask.
 If you are in the cabin grasp the nearest free O₂ mask and, if possible, sit down and fasten seat-belt.
 Shout call-out to passengers:
 “Press mask on nose and mouth!”
 If possible make a Decompression announcement(see.Cabin Crew Announcemet Book)
It is possible to make a PA announcement while the mask is donned.
Remain seated with seat-belt fastened until the captain announces “ Emergency Descent Completed,
Masks Off”, meaning that the aircraft has descended to a level making it safe to breathe normally
(10,000 feet). It may take further time for the aircraft to level off completely due to weather conditions,
air traffic or geographical reasons.
After the captains command, cabin crew members are to unfasten their seats, take the nearest O₂ bottle
and administer O₂ to passengers who need it.

11. EMERGENCY EVACUATION PROCEDURES
Evacuation can be either expected or unexpected, on both land and water. Always expect several
impacts and be sure to wait until the aircraft has come to a complete stop before opening your harness.
The main rule is that all passengers shall be evacuated before the crew leaves the aeroplane. However,
if the lives of crew members are endangered they shall leave the aircraft. When an emergency
evacuation is performed in an isolated area, each CA shall take along with them safety equipment
located at the respective station (megaphone, ELT, F.A.K., MED and flash light).
Evacuations might be performed in the following situations:

1) Without any preparation (for example during boarding).
2) Without specific, but after routine preparation (after passenger briefing).
3) After specific preparation (problems developed in flight, which require an evacuation.)
11.1 EMERGENCY PREPARATION

The Captain will announce a prepared emergency situation with 3X "CABIN CHIEF TO
COCKPIT"command or with 3 chimes. The Senior Cabin Crew Member (SCCM) will immediately
proceed to the flight deck for a TITS briefing with the Captain.
T - Type (of emergency)
I - Intension
T - Time (to prepare)
S - Special instructions
While the SCCM and Captain perform the TITS briefing, all other cabin crew members (CC) will start
securing the galleys and lavatories.
11.1.1 Cabin Preparation

 Cabin lights bright
 Hand luggage stowed away.
 Overhead bins closed.
 Evacuation routes clear of obstacles.
11.1.2 Galley Preparation

 Galley compartments close and locked.
 Curtains open and secure or if possible removed and stored in an overhead bin.
 Trolleys locked and secure.
 Electrical items off and circuit breakers pulled.

11.1.3 Passenger Preparation

 Make an emergency announcement and perform the required demonstration. The SCCM reads the
announcement and two CCs perform the demonstration.
 Remind passengers of the no smoking and PED regulations.
 Seat backrests must be upright, armrests down,
 Tables folded,
 Window shades open.
 Seat belts fastened
 Infants fastened on the parent’s lap and the parent shown the brace position.
 High heeled shoes taken off
 Sharp, pointed jewellery/objects removed.
 Jackets / coats worn.
 Seat family members together. All Special Categories of Passenger (SCP) briefings completed.
 Passengers wear their life vest (ditching) but inflate them as they leave the aircraft.
 Only infant life vests are inflated for crash landing and ditching.
 Instruct Able Bodied Person(s) ABPs.
11.1.4 Able Bodied Person (ABP)
ABP should be selected from amongst the passengers during boarding. Deadheading crew, military
personnel, law enforcement officers are to be preferred, if there are any on board. Otherwise,
passengers who understand your mother tongue, who are travelling alone, who are healthy and willing
to assist should be chosen as ABPs.
Each CC shall select at least 2 ABPs for crash landing and 1 ABP for ditching. ABPs are to be reseated
and briefed after the emergency demonstration has been performed. They shall be briefed as defined
below.
11.1.4.1 ABP Duties At Main Doors (Crash Landing)
ABP 1:
ABP 1 is the person to open the emergency exit if a CC becomes incapacitated.
 The CC shall explain the "EVACUATE" command, give instructions on how to open the
emergency exit, what to do if the exit cannot be opened, use of the manual inflation handle if the
slide does not inflate. The CC shall ask ABP 1 to repeat everything to make sure that it is clearly
understood. ABP 1 is the first person to jump after the CC opens the exit for an evacuation.
 ABP 1 is to keep the other passengers away from the emergency exit as the CC opens it.
 ABP 1 shall be instructed to help the other passengers leaving the aircraft and direct them to a safe
distance.
 If the slide does not inflate or the door cannot be opened for other reasons, ABP 1 shall direct
passengers to nearest exit.

ABP 2:
ABP 2 is the person to keep the other passengers away from the emergency exits until they are open.
They are the 2nd person to jump.
 ABP 2 is to keep the other passengers away from the emergency exit as the CC or ABP 1 opens
it.
 ABP 2 shall be instructed to help the other passengers leaving the aircraft and direct them to a safe
distance.
 If the slide does not inflate or the door cannot be opened for other reasons, ABP 1 shall direct
passengers to the nearest exit.
11.1.4.2 ABP Duties at Over Wing Exits (Ditching)

ABP 1, 2 and 3:
ABP 1 and 2 are the persons to open the over wing emergency exit. They will leave the aircraft after
doing so. The CC will be seated at the aisle seat and during evacuation will stand on the seat to direct
passengers to the exits. In this way, the evacuation route will be clear to perform a safe evacuation.
Passengers occupying the seats the CC’s will use will be reseated at the aft galley station (ABP 3).
 The CC shall explain to ABP 1 and 2 the "EVACUATE" command, give instructions on how the
emergency exit is opened and ask them to repeat it to make sure that it is clearly understood.
 The CC is to keep the other passengers away from the evacuation route as the ABP’s open
emergency exits.
 Both ABP’s shall be instructed to help the other passengers leaving the aircraft and direct them to
a safe distance.
 If the over wing exits cannot be opened for other reasons, the CC shall direct passengers to the
nearest exit.
ABP 3:
 Will assist the SCCM or CA1 to redirect those passengers attempting to exit the aircraft through
the doors, to the OW exits.
 The SCCM may open the FWD exits after checking outside conditions. In this case the ABP 3 in
the FWD section will block the galley entrance until it is safe to evacuate. If the SCCM becomes
incapacitated, ABP 3 will redirect all passengers to the OW exits. The AFT main doors are not to
be used for ditching. CC1 and ABP 3 will redirect all passengers to the OW exits.

11.1.5 Emergency Commands

11.1.5.1 Prepared Emergency Commands
CPT: 3 x CABIN CHIEF TO COCKPIT or 3 chimes
CPT: 3 x BRACE FOR IMPACT (approx. 30 sec)
CC: BRACE POSITION X ….
CPT: 3 x ATTENTION CREW ON STATION (if circumstances permit after landing)
CPT: 3 x EVACUATE or 2 x CANCEL ALERT
11.1.5.2 The "ATTENTION CREW ON STATION" Command

This command is given by the cockpit as early as cockpit activities allow. It alerts the cabin crew to
wait for further commands from the cockpit.
Due to the probable high level of activity in the flight deck there may be a relatively long delay before
further commands are issued, for example, “EVACUATE” or “CANCEL ALERT”, after the aircraft
comes to a stop. Such conditions should not lead to hasty actions by cabin crew. During this alert phase,
if the aircraft has stopped, CC’s shall unfasten seat belts, check door slide mode, check outside
conditions through window, revise emergency door operation and take the most suitable position for
evacuation at assigned station. The situation inside and outside the cabin shall be observed very
carefully. If life threatening situations arise i.e.:
 Fire / Thick smoke
 Structural damage to the Aircraft
 Ditching
CC’s shall act on their own initiative to immediately start evacuation.
11.1.5.3 Unprepared Emergency Commands

CPT: 3 x BRACE FOR IMPACT (approx. 30 sec)
CC: BRACE POSITION X ….
CPT: 3 x ATTENTION CREW ON STATION (if circumstances permit after landing)
CPT: 3 x EVACUATE or 2 x CANCEL ALERT
11.1.5.4 Evacuation Commands

CPT: 3 x EVACUATE
CC: (landing)
Emergency! Seat Belts Off, Leave Everythıng, Get Out!
CC: (ditching)
Emergency! Put On Your Life Vest, Seat Belts Off, Leave Everythıng, Get Out!
(Prepared emergency - Emergency! Seat Belts Off, Leave Everythıng, Get Out!)

11.1.5.5 Commands to be Given at Exits

CC: (at doors / land)
Jump And Slide, Hurry!
CC: (at doors / ditching)
Inflate Your Life Vest, Jump, Hurry!
CC: (OW / ditching)
Leg-Body-Leg, Inflate Your Life Vest Outside, Stay on the Wing, Hurry!
11.1.5.6 Unusable Exit Command

Exit Blocked, Use Other Exit!
11.1.5.7 Dried-up Exit Command

Come this way, Hurry!

11.2 EVACUATION PROCEDURE

CPT: 3 X EVACUATE.
CC: Open Emergency exit (put on life vest first – unprepared ditching)
Equipment: PA, MEG, FLA (use if possible)
CC: Start crowd control
CC: Call passengers to dried up exit
CC: Use assist space and handle to evacuate passengers while shouting correct call-out.
CC: Check cabin for remaining passengers.
CC: Leave aircraft with emergency equipment. MEG, F.A.K, MED (FLA, ELT)
All Crew: Gather the passengers in a safe area.
For the instructions on preparation for emergency evacuation including crew coordination and
emergency station assignment, evacuation procedures, description of the duties of all members of the
crew for the rapid evacuation of an aeroplane in the handling of the passengers in event of a forced
landing, ditching or other emergency refer to the Boeing AFM Section 2 Emergency Procedures.
For the operation of Emergency Equipment see Boeing FCOM Chapter SP Section 1, Airplane
General; Emergency Equipment; Doors, Windows.
The signal to alert cabin crew members to an emergency is:
1- FROM FLIGHT CREW TO CABIN CREW (by PA)
Emergency Notification:
3 X “CABIN CHIEF TO COCKPIT” or 3 Chimes
When the call comes from the flight crew; to prepare the cabin for evacuation, the ‘Senior Cabin Crew
Member’ will immediately proceed to the flight deck for a TITS briefing with the Captain.
T – Type (of emergency)
I – Intentions
T – Time (to prepare)
S – Special Instructions
While the SCCM and Captain perform the TITS briefing, all other CC’s will start securing the galleys
and lavatories.
Emergency Preparations Includes;

 Cabin Preparation
 Galley Preparation
 Passenger Preparation
 Personnel Preparations
Cabin Crew applies the Emergency Cabin Preparation Check-list.

The Cabin Crew follows the Emergency Cabin Preparation Check-list.
SCCM will brief the cabin crew and watches shall be adjusted to the correct time.
CC’s take the Demonstration position.
SCCM makes an emergency announcement.
Select, reseat and brief the ABP’s after the announcement and demonstration.

Secure the cabin, galley and lavatories. Make personal preparations.

CC’s give the cabin ready report to the SCCM and take their seats at the assigned station.
SCCM performs the final cabin check and gives ‘Cabin Secure Report’ to the Captain.
The preparations must be completed within the appropriate time span.
2- FROM COCKPIT CREW TO CABIN CREW (by PA)
30 Sec. before landing

3 X ‘BRACE FOR IMPACT’
With this Command:

 Passengers take brace position.
 Cabin Crew takes Brace position.
Cabin Crew shouts BRACE POSITION! BRACE POSITION! X ……..


3- FROM COCKPIT CREW TO CABIN CREW (by PA)
After Landing when the aircraft and engines come to a complete stop;
3 X ATTENTION CREW ON STATION
If Evacuation is necessary;
3 X EVACUATE or 3 Chimes
4- FROM CABIN CREW TO PASSENGERS
Command to initiate Evacuation

CC: (crash landing – prepared and unprepared)
EMERGENCY! SEAT BELTS OFF, LEAVE EVERYTHING, GET OUT!
CC: (ditching – prepared)

EMERGENCY! SEAT BELTS OFF, LEAVE EVERYTHING, GET OUT!
(ditching – unprepared)
EMERGENCY! PUT ON YOUR LIFE VEST, SEAT BELTS OFF, LEAVE EVERYTHING, GET OUT!
Commands to be given by CC’s at exits:
AT DOORS / crash landing

Jump and Slide, Hurry!
*Door with low angled slides
Run, Hurry!
*Door with high angled slides
Sit and Slide, Hurry!
AT DOORS / Ditching
Inflate Your Life Vest, Jump, Hurry!
OVERWING EXITS / ditching

Leg-Body-Leg, Inflate Your Life Vest Outside, Hurry!
Unusable Exit command

Exit Blocked, Use Other Exit!
Dried-up exit command

Come this way, Hurry!
If no Evacuation necessary, Commander:

2 X CANCEL ALERT

Command Chain:
Evacuation is initiated by the COMMANDER or F/O.
Where there has been no initiation from the flight crew but an evacuation is necessary:
The Senior Cabin Crew Member must attempt to contact the flight crew after the engines stop and the
aircraft has come to a complete stop.
If contact with the flight crew is not possible, the Senior Cabin Crew Member evaluates the situation
inside and outside the aircraft and initiates the evacuation.
Where there has been no initiation from the front part of the aircraft but evacuation is necessary.
Other cabin crewmembers evaluate the situation inside and outside of the aircraft and open responsible
exits and evacuate the passengers.
After passenger evacuation CC’s check cabin for remaining passengers.
The Senior Cabin Crew Member proceeds to the cockpit to help the flight deck crew.
The cabin crew takes MEG, ELT, FAK, MED, (FLA) when they evacuate the aircraft.
All Crew gather the passengers in a safe area.


12. AEROPLANE SYSTEMS
A detailed description of the aeroplane systems, related controls and indications and operating
instructions is found in the FCOM Systems Description Chapter. Restrictions and Limitations
applicable to each system is contained in the MEL. A Specification sheet is kept in the Engineering
Department to show that the installed systems mentioned here meet EASA standards.
12.1 SPARE ELECTRICAL FUSES

Corendon Airlines Europe aircraft carry spare electrical fuses, of the required specification required
for complete circuit protection, to enable replacement of those fuses that are permitted to be replaced
in flight.
The number of spare fuses that are required to be carried are:

 10% of the number of fuses of each rating; or
 three fuses for each rating,
whichever is greater
12.2 LIGHTING SYSTEMS

Detailed information on the Lighting System is found in the FCOM – System Description – 1 –
Airplane General.
Information relating to the emergency lighting and marking and Fasten Seat Belts, No Smoking Lights
are also found in the section dealing with Lighting Systems.
12.3 ANTI-ICE AND RAIN SYSTEMS

Equipment for operation in icing conditions and rain including windshield proteciton is referenced at
FCOM – System Description – 3 – Anti-Ice, Rain.
12.4 ALTITUDE ALERTING SYSTEM

The Altitude Alerting system has both aural and visual alerts. The FCOM – System Description – 15
– Warning Systems contains details about the system.
12.5 TERRAIN AWARENESS WARNING SYSTEM (TAWS/GPWS)

The Corendon Airlines Europe fleet is equipped with EGPWS equipment. The database of the system
is revised in 3-4 months intervals at which point a new database is released by the the manufacturer.
The FCOM – System Description – 15 – Warning Systems contains details about the system.
12.6 AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS/TCAS)

The Corendon Airlines Europe fleet is equipped with the TCAS 7.1 system. Detailed information is
found in the FCOM – Systems Description – 15 – Warning Systems – TCAS.
12.7 AIRBORNE WEATHER DETECTING EQUIPMENT

Detailed information on the information for Weather Radar Equipment used on the Corendon Airlines
Europe fleet is found in the FCOM – System Description – 11 – Flight Management, Navigation.

12.8 EMERGENCY LOCATOR TRANSMITTER (ELT)

The ELT is coded in accordance with a code provided by the Transport Malta CAD. The current status
of the units in the fleet is as shown below. Detailed information may be found in the FCOM – System
Description – 1 – Airplane General.
PORTABLE /
AEROPLANE FIXED
SURVIVAL
9H-TJA 1 1
9H-TJB 1 1
9H-TJC 2 1
9H-TJD 1 1
9H-CXA 1 1
9H-CXB 1 1
9H-CXC 1 1
12.9 COCKPIT VOICE RECORDER
The cockpit voice recorder uses four independent channels to record flight deck audio for 120 minutes.
Recordings older than 120 minutes are automatically erased. One channel records flight deck area
conversations using the area microphone. The other channels record individual ACP output (headset)
audio and transmissions for the pilots and observer.
Detailed information is found in the FCOM – System Description – 5 – Communications.
It is the commander’s responsibility to ensure that the CVR is not intentionally switched off, unless
required to preserve CVR data after an accident or serious incident.
12.10 FLIGHT DATA RECORDER (FDR)

The Digital Flight Data Recorder (DFDR) provides a permanent record of operational and systems
information including time, heading, altitude, airspeed, acceleration, attitude, engine thrust, and flight
control surface position. The recorder is a solid state device and complies with the requirements of the
Federal Aviation Administration and European Aviation Safety Agency for data sampling rates and
the number and type of parameters sampled.
Operational and systems information are automatically recorded whenever the flight recorder is
powered.
The DFDR has the following features:
 It continuously records the most recent flight data, saving the most current data for the last 25
hours of operation.
 The DFDR is housed in a sealed container located behind an access door in the far aft cabin
ceiling.
 It is corrosion, fire and impact resistant and capable of surviving deep sea pressure to 13,451 feet
(4,100 m).
 The locator beacon is operative for 30 days.
 It has a receptacle for downloading and copying data for analysis.
Detailed information is available in the FCOM – System Description – 10 Flight Instrument, Displays.
It is the commander’s responsibility to ensure that the FDR is never intentionally switched off.

12.11 DATA LINK RECORDING

The Corendon Airlines Europe fleet is equipped with CPDLC equipment to establish Datalink
connection with ATC in EASA airspace. Detailed data maybe found in the user manuals for this
system.
12.12 TRANSPONDER
Two ATC transponders are installed and controlled by a single control panel. The ATC transponder
system transmits a coded radio signal when interrogated by ATC ground radar. An altitude reporting
capability is provided.
Transmissions are automatically enabled when the air/ground system indicates air mode.
TCAS is also controlled from the transponder panel.
Transponders may also transmit information, such as flight number, airspeed or groundspeed, magnetic
heading, altitude, GPS position, etc., depending on the level of enhancement. At some airports, airport
equipment monitors airplane position on the ground when the transponder is active (mode selector not
in STANDBY or OFF). TCAS modes should not be used on the ground for ground tracking. If installed,
the Automatic Dependent Surveillance-Broadcast (ADS-B) data is downlinked to ATC and may be
used for airplane tracking. The left GPS provides data to Transponder 1 containing ADS-B position
information and the right GPS provides ADS-B position data to Transponder 2.
Detailed information is available in the FCOM – System Description – 11 – Flight Management,

Navigation.
12.13 HEADSET
Each crew station has a headset or headphone jack. The Captain and First Officer have speakers on the
ceiling above their seats. There is no speaker at the observer station. Headset volume is controlled by
the receiver switches. Speaker volume is controlled by the receiver switches and also the speaker
switch.
Detailed information is available in the FCOM – System Description-5 – Communications pages.
12.14 INTERPHONE AND PUBLIC ADDRESS SYSTEM

Detailed information is available in the FCOM – System Description – 5 – Communications.
12.15 AUDIO SELECTOR PANEL

Each Aircraft is equipped with audio slector panels at crew member stations.
Detailed information is available in the FCOM – System Description – 5 – Communications.
12.16 SEATS, SEAT SAFETY BELTS, RESTRAINT SYSTEMS AND CHILD RESTRAINT
DEVICES
Each seat is equipped with safety belts. Substitute / replacement belts for adults and childs are also
stored in the cabin. Refer to OM Part A Chapter 8.3.11 and OM Part B Chapter 10 for details.
12.17 INTERNAL DOORS AND CURTAINS

There are curtains to seperate the cabin from the galley area. Refer to the Cabin Crew Manual for
details.

12.18 MARKING OF BREAK-IN POINTS

Each Aircraft is painted to show the break-in area as detailed below.
12.19 IFR RELATED EQUIPMENT

Details of the equipment related to IFR flight is found in the FCOM – System Description:
– Chapter 4 Automatic Flight;
– Chapter 5 Communications;
– Chapter 9 Flight controls;
– Chapter 10 Flight Instruments displays;
– Chapter 11 Flight Management, Navigation.

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CXI

Corendon Airlines Europe

CHANGES NOT REQUIRING PRIOR APPROVAL

Revision Number: Capt. Gaston Debono Mr. Ibrahim Serdar Hosgel

APPROVAL PAGE ........................................................................................................................... III

CHAPTER 0 GENERAL INFORMATION AND UNITS OF MEASUREMENT

RETAIN THIS SHEET UNTIL NEW ISSUE

Revision Number : 0.0

Revision Number : 1.0

Revision Number : 1.1

Revision Number : 1.2

Revision Number : 1.3

Revision Number : 1.4

Revision Number : 2.0

Revision Number : 3.0

Revision Number : 4.0

Revision Number : 4.1

Revision Number : 4.2

Revision Number : 4.3

Revision Number : 4.4

LIST OF EFFECTIVE PAGES

Page Rev No Revision Date

Page Rev No Revision Date Page Rev No Revision Date

Transport Malta CAD (Digital)

TERMS AND DEFINITIONS

EGT Exhaust Gas Temperature

LPV Localizer Performance with Vertical guidance

RNAV Area Navigation

SYSTEM OF AMENDMENT AND REVISION

(a) alternative means of compliance;

The OM is revised / amended by following steps below:

Page Layout and Numbering System:

Manual Code-Page Number

OM PART B Page: B-xxv

Company Logo Manual Name Revision Number & Date

Example Table of Contents:

Heading Level Page Number

List of Effective Pages:

AEROPLANE TYPE B737-800 & MAX-8 Rev Date: 30.11.2020

AEROPLANE TYPE B737-800 & MAX-8 Rev Date: 30.11.2020

AEROPLANE TYPE B737-800 & MAX-8 Rev Date: 30.11.2020

2.21 SUPPLEMENTARY PROCEDURES ............................................................................... 127

AEROPLANE TYPE B737-800 & MAX-8 Rev Date: 30.11.2020

3.8.1 Thunderstorm Warnings .............................................................................................. 206

AEROPLANE TYPE B737-800 & MAX-8 Rev Date: 30.11.2020

10. SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN .................... 241

AEROPLANE TYPE B737-800 & MAX-8 Rev Date: 30.11.2020

AEROPLANE TYPE B737-800 & MAX-8 Rev Date: 01.02.2017

0. GENERAL INFORMATION AND UNITS OF MEASUREMENT

0.1 GENERAL INFORMATION

The purpose of this manual is to;

AEROPLANE TYPE B737-800 Rev Date: 30.12.2020

0.1.1 Data Summary of Corendon Airlines Europe’s Fleet

Date of Engine Seating

 All aircraft are equipped with winglets.

AEROPLANE TYPE B737-800 & MAX-8 Rev Date: 31.01.2019

0.1.2 Aircraft Dimensions