FBS 1 – B737-900

OBJECTIVE
• Familiar with flight deck panels.
• Improve scan flow.
• Introduce flight visual vision through cockpit window;
- visual reference such as height perception to ground,
- visual reference relative to runway, horizon, touchdown aim point or
runway end.

ALL PHASE OF FLIGHT WILL BE FLOWN MANUALLY (no A/T & no A/P), except for
the first 2 approaches that instructor will demo:
• DUAL AP ILS approach for Automatic go-around
• DUAL AP ILS approach for AUTOLAND

At the end of session trainee expected to have an appropriate understanding and able
to perform:
* Correct selection of system control (switch/ lever/ button)
* Basic manual (FD only) flying including correct trimming technique
* Identification/ familiarization with visual cues through cockpit window (especially
during takeoff and approach/ landing)
• Oxygen Masks selector / donning of masks etc

DISCUSSION HIGHLIGHT

1. Takeoff briefing will be done in briefing room

• PF BRIEFING
• CAPT BRIEFING

2. Simulator safety briefing

• Simulator KILL switches
• Simulator and building evacuation

3. Seat adjustment – for GA thrust setting & Visual segment

4. Engine Start Procedure review

5. Ground maneuver, taxi turn to aim main wheel on the center line turn

6. Takeoff rate of rotation. Smooth continuous rotation

7. Two engine go around - Discuss automatic go-around.

ROUTE OF FLIGHT (WMKK – WMKP)

ORIGIN Kuala Lumpur International Airport (WMKK)

RWY 32R

DESTINATION Penang Airport (WMKP)

ROUTE WMKK.AGOSA 1C.AGOSA.A457.VPG.WMKP

(ILS Z RWY 04)

DEPARTURE AGOSA 1C

FLIGHT NUMBER MALINDO 001

PERFORMANCE DATA - B737-900 (MTOW 83,914 kgs - MLW 71,350kgs)

GW 70,000kgs
FUEL 8,000kgs
ZFW 62,000kgs
RESERVE 2,500kgs
COST INDEX 29
CRZ ALT FL170
CRZ WIND 300°/10 (optional)
ISA DEV +15C
OAT 30C
TO FLAPS 15
DISTANCE 182nm
TO FLAPS 15
RTO-44C (N1-95.9%)
V1 136
VR 138
V2 144
CG 20.4% - 4.95

WEATHER
WMKK CALM 9999 FEW023 BKN040 30/25 Q1010
WMKP 020/17KT 4000 TSRA BKN010 24/23 Q1007 TEMPO 2000
ATC CLEARANCE
Malindo 001 is cleared to PENANG via the AGOSA 1C DEPARTURE, A457,
Flight Plan Route, FL 170, squawk 2011

EXERCISE SEQUENCE
• Aircraft will be positioned at Gate.
• First flight of the day (for crew) – Airplane on transit
• Aircraft will be Powered by GPU – APU servicing (Oil)
• Instructor to copy Blank FMS (for repeat sessions)

1. CHECK AFML / DMI (Airplane Flight Manual / Deferred Maintenance Log)

2. Airplane is powered by GPU – request clearance from maintenance to

start APU if using ground power – requires FIRE TEST prior to starting.

3. Prior to starting APU request clearance from ground engineer to conduct

fire test. (Cargo Fire Test may also be conducted at this time)

4. Check FLIGHT LIBRARY / EMERGENCY EQUIPMENT / FLIGHT DECK

DOOR ENTRY SYSTEM prior to starting Preliminary Preflight

5. Place IRS switches to NAV position (Observe DC lights followed by ALIGN

lights).

6. Preliminary Preflight (Rainbow Scan) – preferably by CAPTAIN (may be

conducted by either pilot)

The Preliminary Preflight (rainbow scan) is required for:

• first flight of the day (for the airplane);
• for Crew change (first flight for the crew);
• after Maintenance work;
• after a long transit (>4 hours).

However:
(1) Oxygen pressure,Oil quantity and Hydraulic quantity must be
checked for prior to every departure.

7. Obtain latest ATIS (to confirm departure runway / SID / OAT / QNH)

8. PM will conduct external inspection – common practice in MXD is that the

Captain will conduct this inspection for first flight of the day (to ensure no
damage to ariplane)

Prior to commencing Exterior Inspection:

• place POSITION LIGHTS to STEADY;
 • place WHEEL WELL LIGHTS to ON;
• set PARKING BRAKES and;
• turn on cockpit speakers with FLIGHT INTERPHONE receivers set
to 12 o’clock position.

9. PF – complete FMS-CDU set-up and (Preliminary Preflight).

Preferable to conduct FMS-CDU preflight first so that FMC is ready for
other crewmember to crosscheck entries on completion of his oir her
exterior inspection)

Prior to FMS-CDU preflight – check ATIS

After MINIMUM PREFLIGHT SEQUENCE for the FMS-CDU (in diagram

below), review ATIS again for any changes, runway in use and SID in use.
Complete FMS-CDU pre-flight set-up using this information.

Arrival STAR may be based on OFP – may require modification prior to

arrival at airport of intended landing.

Enter CLIMB and DESCENT speeds (CRUISE speed may also be

changed as necessary)

Finally, (after SID / STAR entries) – compare total distance on

PROGRESS page with that shown on OFP to ensure no ‘discontinuity’ or
route error/s exist. Reconcilation of total distance should be + 20nm. Also
check Fuel remaining at destination exceeds MINIMUM RESERVE fuel
(MSF).
 - Minimum required for preflight completion.
- The airplane inertial position is required for FMC preflight and flight
instrument operation.
- A route must be entered and activated. The minimum route information is
origin and destination airports and a route leg.
- Performance information requires the ‘planned’ airplane weight and
‘proposed’ cruising altitude.
- Review FCOM page include climb and descent speeds
- Compare total distance and fuel remaining with OFP.
- Additional entries are made on pages to refine the performance and route
calculations.
- If a required entry is missed, a prompt on the TAKEOFF page leads the
crew to the preflight page that is missing data.

10. PF advises PM (Captain) that FMS-CDU preflight completed. PM will

then proceed with cross-checking FMS-CDU entries.

11. RHS Pilot (FO) - Completes FO PREFLIGHT

12. LHS Pilot (CAPTAIN) - Completes CAPTAIN PREFLIGHT.

NOTE:
Captain to coordinate with FO for LIGHT TEST as well as
INSTRUMENT CHECK to allow FO to ‘follow through’
CAPTAIN calls for “PREFLIGHT CHECKLIST”

COORDINATION FOR BOARDING

Boarding request from SENIOR CABIN CREW (SCC)
REFUELLING
– Completed – SEAT BELT signs ON
– Not completed – advise SCC that refuelling is still in progress and SEAT
BELT signs will remain off & that SCC should carry OUT ‘REFUELLING
WITH PAX ON BOARD’ procedures (as per SEP manual 17.4).

BRIEFINGS
STANDARD BRIEFING (SOP manual 1.9 – to be conducted by CAPTAIN)
For the first sector of the day and following a change of either flight crew member, the
Captain shall perform the following STANDARD COMPANY TAKEOFF BRIEFING:
(Not required for transit flights)
(Note: - STANDARD COMPANY BRIEFINGin OM-A 8.3.14 differs slightly)

“Standard Company Procedures and Callouts. Monitor engine and flight instruments. If any
malfunction occurs, call out SYSTEM and CONDITION.
If malfunction occurs before V 1, and I decide to reject the takeoff, I will announce ‘STOP’,
simultaneously close Thrust Levers, disengage the Autothrottle, apply Maximum Braking
either manually or through RTO Autobrakes, manually deploy Speedbrakes and apply
Maximum Reverse thrust.
Monitor my actions and callout any omissions.
If a malfunction occurs at or after V 1, the takeoff will continue and there shall be no actions
below 400ft AGL.
For RHS sector, any malfunction occurs before V1, and I decide to Reject, I will do the
Reject and you will revert to support duties.
If a malfunction occurs at or after V 1, the takeoff will continue, and you will continue flying
the aircraft until I announce ‘I HAVE CONTROL’, at which point you shall hand over controls
and revert to support duties.”

T/O AND DEPARTURE BRIEFING (SOP manual completed by PF)

– Should include the following:
i. PAVE
ii. Special ENGINE OUT procedures (if any)
iii. Setting (and identification) of departure Nav aids (CRAMPS)
iv. Selection of appropriate ROLL & PITCH modes (example LNAV and
/ or VNAV)
 NOTE: FCOM NP 21.24 (SIM # 3 has lights installed – SIM #2 not installed)
As part of the takeoff 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 airplanes in which the CABIN
ALTITUDE and TAKEOFF 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 an
airplane 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.

DOCUMENTS
FUEL SHEET – CAPTAIN to cross-check Final Fuel figure with Operational
Flight Plan (OFP) & Gauges. When fuelling completed – place SEAT BELT signs
to ON

LOADSHEET & PTC

LOADSHEET & CDU PERFORMANCE INITIALIZATION
FON/TMB737NG/08/16 DEC 22 2017 (modified)
NOTE: - STAB TRIM not accurate until refueling completed

TAKEOFF DATA Completion on PRE-TAKEOFF CERTIFICATE (PTC)

Sometimes also called TAKEOFF & LANDING (TOL) CARD

The procedures shall as follows:

LOAD SHEET AND TRIM SHEET
1. Captain shall verify that the DATE, AIRCRAFT REGISTRATION, FLIGHT
NUMBER as shown on the Loadsheet is correct.
2. Captain shall then read-out the ZFW and the Co-pilot will enter the ZFW
value into the FMC (PERF INIT page) & FO will subsequently read out the
GW (TOW) shown.
3. Captain will have to crosscheck the GW read out by the FO corresponds
to the TOW in the Loadsheet. If difference between ACTUAL TOW and
PLANNED TOW is >500kgs – CAPTAIN must request for a new Load-
sheet (a difference of < 500kgs – may be listed as Last Minute Change
(LMC).
4. Captain shall then read out the number of Passengers and Crew and
FO will note this in the PTC.
 5. Captain shall then read out the CG (Mac Tow) and the Co-pilot will enter
CG into the TAKEOFF REF page
6. FO then reads out the corresponding STAB TRIM value.
7. Captain will ensure that the STAB TRIM read out by the FO from FMC
corresponds to that shown in the Loadsheet.

Followed by ………

PTC (TOL) CALCULATION

8. The Co-pilot shall compare the ACTUAL TOW (GW displayed in FMC)
with the PLANNED TOW in the PTC (TOL card).
9. If difference between ACTUAL TOW and PLANNED TOW is outside limits
– FO must conduct a re-calculation and prepare a new PTC
10. If no change/s to the PTC is necessary, FO shall announce “NO
CHANGE” and then hand over PTC together with RAM manual or FCOM
as the case may be, to the Captain for verification of his computations.
11. CAPTAIN shall verify
• CONDITIONS (DRY / WET / etc)
• WEIGHTS
• TO FLAP USED
• THRUST RATING and/or ASSUMED TEMPERATURE
• V SPEEDs,
12. CAPTAIN will then read out the ASSUMED TEMPERATURE (if any)
13. FO shall enter the Assumed Temperature (if any) into the FMS-CDU (THR
14. UST LIM page).
15. CAPTAIN will then read out the V SPEEDS
16. FO shall enter the speeds into FMS-CDU (TAKEOFF REF).
17. CAPTAIN confirms that the speeds are entered correctly and appropriately
displayed on the PFD.
18. CAPTAIN will then set A/T Switch to ARM and set V2 speed into SPEED
window on MCP. He should also verify that the desired ROLL and PITCH
modes as selected
19. CAPTAIN will then set STABILIZER TRIM for TO

NOTE
• Before taxi, the Captain or First Officer may make FMS-CDU entries. The other
pilot must verify the entries
• If CDU entries must be made during taxi, the FO makes the entries. The CAPT
must verify the entries before they are executed.
• In flight, the PM usually makes the CDU entries. The PF may also make simple,
CDU entries when the workload allows.
ATC
At approprite time (nearing completion of passenger boarding and completion of
cargo/baggage loading & refuelling - normally 5 to 10 minutes prior to closing of
cabin doors)
CAPTAIN will direct FO to request for ATC

FO reads back Clearance

CAPTAIN verifies:
! correct DESTINATION set in FMC RTE page 1;
! correct SID & AIRWAY selected in RTE page 2;
! Expected final cruising level is set on Pressurization Panel;
! correct TRANSPODER CODE is set, and;
! Appropriate (as briefed) PITCH & ROLL modes selected

Monitor boarding status

Boarding completion report by SCC

Ensure all documents / flight logs & papers on board

Advise SCC to close and arm all doors

“ALL DOORS CLOSE AND ARMED” advisement – Both pilots ensure all DOOR
lights annunciator lights (OVERHEAD panel) are extinguished.

PUSH BACK and ENGINE START (when all doors closed and armed)

PUSH BACK &/or START CLEARANCE (ATC)

- CAPTAIN directs FO to request from ATC for START AND/OR PUSH
BACK CLEARANCE

HYDRAULIC CLEARANCE (FO)

- When cleared for Start and/or push back, CAPTAIN requests from ground
crew for HYDRAULIC CLEARANCE

BEFORE START PROCEDURES

- Clearance to pressurize Hydraulics is the prompt for FO to proceed with the
BEFORE START procedures
(Captain may call for “BEFORE START PROCEDURE”)
- FO announces BEFORE START PROCEDURE completed.

CAPTAIN calls for “BEFORE START CHECKLIST”

Complete BEFORE START Checklist

CAPTAIN advises ground crew “CLEARED FOR PUSH BACK AND

START_____”

GROUND “BRAKES RELEASE, COMMENCING PUSH BACK - CLEARED TO

START ALL ENGINES”

CAPTAIN starts ELAPSED TIME and gives ground crew ‘off-chocks’ time
Ensure Brakes are released THEN
“BRAKES RELEASED, OFF CHOCKS xxxx

CAPTAIN calls for “ENGINE START PROCEDURE”

! cue for placing packs to OFF

ENGINE START PROCEDURE = Select both Air Conditioning PACKS to OFF

(ensure sufficient duct pressure – nominally > 30 psi)

CAPTAIN announces - (to ground) “STARTING 2” - GROUND“CLEAR 2”

CAPTAIN announces - (to FO) “START 2”

FO places No.2 Start Switch to GRD position.

• FO ensures No. 2 engine START VALVE OPEN LIGHT illuminates –

then announces “START VALVE OPEN” and starts chrono (timing for
start cycle)
• Both pilots monitor for N2 rotation
• Ground crew advises “N1 ROTATION”
• Both pilots monitor N1 rotation
• @25% N2 OT MAX MOTORING – CAPTAIN places START LEVER
to IDLE DETENT and starts time (Captain starts Chrono and time for
light up. Max 15 secs)
• Monitor Fuel flow. Nominal value should be - < 400
• Confirm ignition with an increase in EGT.
• @56% N2 – ensure START SWITCH releases to OFF position.
• FO ensures START SWITCH releases to OFF followed by START
VALVE OPEN LIGHT on center instrument panel extinguishing.
When light extinguished, FO then announces “STARTER CUTOUT”
• Both pilots note that the RED EGT limit indicator is removed and the
maximum EGT reached.
• When RED EGT limit indicator is removed and EGT ‘rolls back’,
announce ‘NUMBER 2 STABLE”
PROCEED WITH AND REPEAT ABOVE ACTIONS TO START NUMBER 1 ENGINE

Starter cycle :-
2 minutes ON ,
10 seconds OFF,
2 minutes ON,
10 seconds OFF & same for subsequent starts

Max motoring = < 1% N2 change in 5 seconds

25% or Max Motoring whichever first

Fuel Flow < 300kg / hr

START LIMITS
START EGT 725ºC – 10 seconds
INFLIGHT START 725ºC – 30 seconds
MAX CONT - 925ºC
MAX TAKEOFF - 950ºC
INFLIGHT START for 2 engs inop - 950ºC – 30 seconds

ENGINE STABILIED VALUES

N1 / EGT / N2 / FF = 20+ / 400+ / 60+ / 300+
EGT START LIMIT INDICATOR (red) OUT OF VIEW

BEFORE TAXI
After second engine is started and stablized – CAPTAIN calls for - “BEFORE
TAXI PROCEDURE”

FO proceeds with BEFORE TAXI PROCEDURE until MASTER CAUTION

RECALL.`
NOTE
If MASTER CAUTION light illuminates when pushed and remains illuminated
when released:
• Complete the respective non-normal checklist (NNC)
• Check the MEL
• Advise Ground crew of malfunction and intended action.

If MASTER CAUTION light illuminates when pushed and extinguishes when

released:
• Do not ‘release’ the ground crew
• Check the MEL (The respective non-normal checklist is not needed)
• Advise Ground crew of malfunction and intended action.
After MASTER CAUTION RECALL extinguishes “DISCONNECT ALL GROUND
EQUIPMENT HAND SIGNALS ON THE LEFT (RIGHT)”

When ground crew is clear of airplane, Complete rest of BEFORE TAXI

PROCEDURE
CAPTAIN calls for Flaps to be set to takeoff Flaps setting.
- “FLAPS 5 / 15”
- After GREEN L/E Flaps light is illuminated, CAPTAIN proceeds with
FLIGHT CONTROLS CHECK.

CAPTAIN - “BEFORE TAXI CHECKLIST”

TAXI-OUT
FO requests for TAXI CLEARANCE

When cleared to taxi – place TAXI LIGHT to ON and WHEEL WELL LIGHT to
OFF
Both pilots to have Taxi charts readily available for reference

TAXI OUT Aircraft will be positioned on taxiway – REPOSITION TO HOLDING

POINT
• TAXI SPEED
(OMA 8.2.7.10) Wet & Contaminated 10 knots
(OMA 8.3.16) Be cognizant of Cabin Crew activity – straight 30 kts max
– turns 10 to 12 kts – WET 10
• MXD POLICY – NO SINGLE ENGINE TAXI (OMA 8.3.16)
• BRAKES CHECK
• TRANSPONDER – ALT OFF if required otherwise STBY

DEPARTURE REVIEW (AAHA)

When clear of congested areas (apron) and traffic -

• MCP – AUTOTHROTTLE / SPEED / HEADING / ALTITUDE

• LNAV / VNAV
• THRUST SETTING
• AUTOBRAKES
• FLAPS SETTING
• SPEEDBRAKES DOWN
• STABILIZER TRIM SETTING
• CORRECT RUNWAY DISPLAYED ON ND
• SELECT WX / TERRAIN DISPLAY
CABIN SIGNAL – received

Advise tower – “MXD___READY FOR DEPARTURE”

Entering runway – call for “BEFORE TAKEOFF PROCEDURE”

FMS CDU SELECTION (SOP MANUAL 1.6)

BEFORE TAKEOFF
BEFORE TAKEOFF PROCEDURE

When cleared to enter active runway:

• PA to CC - “CABIN CREW BE SEATED FOR TAKEOFF”
• Ensure approach end no arrival traffic
• Ensure runway clear of traffic (all traffic vacated)
• Place STROBE LIGHTS and FIXED LANDING LIGHTS to ON – refer to
SOP Manual 1.17
• TRANSPONDER – TA/RA
• PF ND - WEATHER RADAR on
• PM ND - TERRAIN on (Optionally – WEATHER)

“BEFORE TAKEOFF CHECKLIST”

When lined up with runway and TAKEOFF clearance obtained – hand over
controls to FO if FO is PF announcing “YOU HAVE CONTROLS” and FO
acknowledges by announcing “I HAVE CONTROLS”
TAKEOFF PROCEDURE
• PF announces “TAKEOFF” – FO starts elapsed time
• PF sets approx 40% N1
• PM calls “STABILIZED”
• PF pushes TOGA annonuces “TOGA”
• PM observes N1 / TOGA annunciated on FMA and annouces “N1, TOGA”
• PF follows through with Thrust levers (until close to takeoff setting) and
commands “SET TAKEOF THRUST”
If FO is PF he will then relinquish controls of thrust levers to Captain.
• PM ensures Takeoff thrust is set and announces “TAKEOFF THRUST
SET”
If PM is Captain, he will take control of thrust levers (until V1)
• PM calls “80 KNOTS, THROTTLE HOLD”
• “V1 (autocall),
• “ROTATE”
• PM calls “POSITIVE RATE” (when VSI indicates climb, both Baro and
Radio latimeters registers increase)
• PF calls “GEARS UP”
• PM repeats the command “GEARS UP” and selects the gear lever to UP.
- Repeat commands before moving critical controls and surfaces

INITIAL CLIMB PROCEDURE

Repeat commands before moving critical controls and surfaces

After Gear retraction on passing 400 feet RA select HDG SEL – ensure HDG SEL
displayed n FMA

At 800 feet RA (or acceleration altitude)

– Push N1 switch - ensure CLB thrust set
– Push LVL CHG switch - and set speed to FLAPs UP speed (approx 210
knots)
– Retract Flaps on schedule
– On completion of Flaps retraction, call for “AFTER TAKEOFF
CHECKLIST” – procedure followed by checklist

PM carries out AFTER TAKEOFF PROCEDURE followed by checklist

AFTER TAKEOFF CHECKLIST

CLIMB PROCEDURE
- Every 5000 check pressurization and systems (SOP manual 2-13)
 - @ 10,000 feet – set LIGHTS / SEAT BELTS
- @ TRANS ALT – Set QNE
- High climb and descent rates could easily trigger TCAS TA or even RA alerts –
to preclude this, vertical rates should be reduced (using V/S Mode) to between
1,000 to 1,500 feet per minute when approaching level off (cleared) altitude

ATC INSTRUCTIONS ON VARIOUS ALTITUDE, SPEED & DIRECTIONS

• MCP modes usage:
HDG SEL - LNAV,
LVLCHG – VS & VNAV
• FMA callouts for every mode change

STOP CLIMB AT 7,000 feet

Various FMC/CDU Feature

• Estimate(s)
• ‘Direct to’

DESCENT PREPARATION – Autopilot may be engaged for descent

preparation

FMC – Set-up

CRAMPS – Course – Radios – Autobrakes – Minima – Pressurization – Speed

PAVE – Pilot - Airplane – Environment – Extras

Before TOD
- PF hands over controls – Reads FMA and announces “YOU HAVE
CONTROLS”
- PM takes over controls – Acknowledges by announcing “I HAVE
CONTROLS” and reads FMA

- Obtain Destination ATIS,

- Check STAR in use / Runway in use / Approach type
- Check Landing weight / Landing Flaps
- Check arrival fuel
- Advise ATC and company on technical problm and if assistance
required – if possible advise them of intentions
- If necessary – check fuel available for holding
- FMC – CDU modification for arrival
 - CRAMPS
- Approach Briefing (Include PAVE)
- Advise Tower & Company if Assistance required (need for EMERGENCY
EQUIPMENT to standby)

FMS-CDU modification / update

- Transition Level
- Forecast wind
- Average ISA/ QNH
- STAR
- APPROACH
- Holding (if any

CRAMPS
o C – COURSE
o R – RADIOS
o A – AUTOBRAKES
o M – MINIMA
o P – PRESSURIZATION
o S – SPEED

DESCENT PROCEDURE (SOP 2.14)

DESCENT CHECKLIST

During Descent
- Every 5000 check pressurization & systems
- @ TRANS LVL – set QNH
- @ 10,000 feet – LIGHTS / SEAT BELTS
- Decelerate to cross 10000 ft. at 250 knots using LVL CHG function
- Descend to 5000 ft
- Reduce to FLAPS UP speed (Vref40+70)
- Proceed holding if instructed
- When cleared for approach exit hold

APPROACH PROCEDURE
Set QNH
Crosscheck altimeters

APPROACH CHECKLIST
HOLDING
An understanding of the differences between PROC HLD and HOLD AT and
suggest the necessary setting/ type in conjuction of flight management
The differences between PROC HLD and HOLD AT and suggest the
necessary setting/ type in conjuction of flight management
In this session PROC HLD will be activated, to satisfy trainee
understanding that how the PROC HLD will automatically exit upon
completion of procedure turn.

• PROC HOLD (FCTM 4.24)– exits hold automatically

When a procedure holding pattern is selected from the navigation
database and the FMC shows PROC HOLD on the legs page, the
following is true when the PROC HOLD is the active leg:
• exiting the holding pattern is automatic; there is no need to select
EXIT HOLD
• if the crew desires to remain in holding a new holding pattern must
be entered.

• HOLD AT (FCTM 4.24) – need to exit hold

Recommended holding speeds can be approximated by using the
following guidance until more accurate speeds are obtained from the
QRH:
• flaps up maneuver speed approximates minimum fuel burn speed
and may be used at low altitudes
• above FL250, use VREF 40 + 100 knots to provide at least a 0.3 g
margin to initial buffet (full maneuver capability).

• HOLDING PATTERN – Expands when within 3 mins from the fix (ICAO
is 12nm / 3mins)
Need to reduce to holding speed
PANS-OPS – TABLE 2 - (210kts to 6000ft / 220 to FL140 / 240)
PANS-OPS 3 or 4 – TABLE 1 - (230 to FL140 / 240 to FL200 /
265 to FL340 / M0.83)
FAA – TABLE 3 – (200 to 6000 / 230 to FL140 / 265)
APPROACH PROFILES

ILS APPROACH
- Descend to 4000 ft using LVL CHG function
- Reduce to FLAPS UP speed (Vref40+70)
- Maintain Altitude (4000 feet) – ALT HOLD
- Ensure ILS frequency tuned with correct Inbound Course set
- ILS identified and correct sensing – the Arm APP mode to capture
LOCALIZER.
- When LOC capture (FMA) – set HDG bug to runway heading with 15 deg
bank angle selected
- 5nm to Glide Slope Capture – FLAPs 1 – reduce to Vref40+50
- Glide Slope Alive – FLAPs 5 – reduce speed to Vref40+30
- 1 ½ dots below glide slope - GEARS DOWN / FLAPS 15 – reduce to
Vref40+20
Extend Flaps to 15 AFTER all gears indicate down (3 greens)
Arm SPEEDBRAKES & set IGNITION switches to CONT position
- At G/S capture (FMA) – LANDING FLAPS (30 or 40) – reduce to target
speed +5 knots
- Set miss approach altitude (MCP)
- LANDING CHECKLIST

PA to CC – “CABIN CREW BE SEATED FOR LANDING”

LANDING PROCEDURE
MXD CALLOUTS – refer to SOP manual 1.14.

LANDING PROCEDURE - ILS RW 32L - AUTOLAND

LANDING CHECKLIST

TWO ENGINE (AUTOMATIC) GO-AROUND

On GA, push TOGA – “GA THRUST, FLAPS 15”.

DUAL CHANNEL (AUTOPILOTS)

If on 2 A/Ps, GA is automatic – once a pitch or a roll mode is selected, one
A/P disengages.
If disengaging Autopilots, be wary of the need to counteract the nose up
trim input during DUAL CHANNEL approach (below 400 feet AGL)

A/T remains engaged and GA thrust set will be sufficient for a ROC of
between 1000 to 2000 fpm so the thrust will be less than or equal to full GA
thrust. PM may announce “GA THRUST SET” once ROC reaches 1000 to
2000 fpm.

Speed window stays closed.

Speed will accelerate to higher than white bug (White bug is Vref40+20 based
on Max TO weight)
When ready to ‘clean up’ (MXD SOP, 1,500 feet) there is no need to ‘bug up’
or change modes. Just need to accelerate and retract Flaps.

Monitor speed window is blank that Command speed automatically

increases to the maneuver speed for the existing flap position (based on
Max TOW) if remaining in TOGA pitch mode - this function is lost if any
pitch mode is selected to replace TOGA, including ALT ACQ)

This speed function is available on A/P GA (2 A/Ps) as well as Manual GA (in

TOGA mode)

When Flaps are fully retracted, and at Flaps UP speed, select LVL CHG or
VNAV and ensure CLB thrust is referenced and set.

If LVL CHG is selected before Flaps are fully retracted,

• pitch mode changes to MCP SPD
• SPEED window opens
• Thrust reference changes from GA to CLB
• and we have to manually bug up to Flaps UP speed.

If ALT ACQ occurs before Flaps are fully retracted,

• pitch mode changes to MCP SPD
• SPEED window opens
• Thrust reference changes from GA to CLB
• and we have to manually bug up to Flaps UP speed.

When Flaps are fully retracted call

“AFTER TAKEOFF CHECKLIST”.

EXAMPLE
After initiating GA, first Autopilot that was engaged remains engaged
• At 400 feet, select HDG SEL or LNAV.
• When at acceleration altitude (standard 1,500 feet agl),
 1. Select Flaps to 5 (remember speed is above white bug Vref+20
which is higher than min man speed for Flap 15 – Vref40+20 ~
173kts for 79,015kgs).
When Flaps 5 is selected Speed bug will automatically increase
to Min Man speed for Flaps 5 (which is Vref40+30 = 183kts
based on Max Certified takeoff weight – 79,015kgs).
2. Passing Flaps 5 Min Man speed (Vref40+30 = 183kts) select
Flaps 1.
When Flaps 1 is selected, speed bug goes to Flaps 1 Min Man
Speed (Vref40+50 = 203kts).
3. Passing Flaps 1 Min Man speed (Vref40+50 = 203kts) select
Flaps UP.
When Flaps UP is selected, speed goes to Flaps UP Min Man
speed (Vref40+70 = 223kts).

• Speed window stays shut during this GA maneuver – until ALT HLD or
ALT ACQ (goes out of TOGA mode).

• When going out of TOGA mode, speed window opens and current
speed is maintained. This may happen with Flaps still extended. If
this happens – need to ‘bug up’ to Flaps UP min Man speed, ~ 223 kts
(or less, depending on current AUW)

• LOW ALTITUDE LEVEL OFF - If GA at low altitude and the airplane

captures altitude (goes out of TOGA mode immediately), then speed
window will open and power will reduce to maintain current speed – to
retract flaps, we need to manually ‘bug up’ to Flaps UP maneuvering
speed (based on current AUW)

TWO ENGINE (MANUAL) GO-AROUND – SINGLE CHANNEL

(REJECTED LANDING AT 100 Feet RA)

GO-AROUND/ MISSED APPROACH PROCEDURE

• Initiate go-around manually at 100 RA
• On GA, push TOGA – “GA THRUST, FLAPS 15”
• Increase thrust to near GA setting (~100% N1) while pushing TOGA

If on 1 A/P, GA results is A/P disengaging and GA must be manually flown.

Once on manual flight, A/T may be disconnected and manually set.
In this instance, PM must manually set approximate GA thrust (~100% N1).

Speed window stays closed.

Speed will accelerate to higher than white bug (White bug is Vref40+20 based
on Max TO weight)
When ready to ‘clean up’ (MXD SOP, 1,500 feet) there is no need to ‘bug up’
or change modes. Just need to accelerate and retract Flaps.

Monitor speed window is blank that Command speed automatically

increases to the maneuver speed for the existing flap position (based on
Max TOW) if remaining in TOGA pitch mode - this function is lost if any
pitch mode is selected to replace TOGA, including ALT ACQ)

If an A/P is engaged after 400 feet agl:

• pitch mode changes to MCP SPD
• SPEED window opens
• Thrust reference changes from GA to CLB
• and we have to manually bug up to Flaps UP speed.
.
If LVL CHG is selected before Flaps are fully retracted,
• pitch mode changes to MCP SPD
• SPEED window opens
• Thrust reference changes from GA to CLB
• and we have to manually bug up to Flaps UP speed.

If ALT ACQ occurs before Flaps are fully retracted,

• pitch mode changes to ALT ACQ followed by ALT HOLD
• SPEED window opens
• Thrust reference changes from GA to CLB
• and we have to manually bug up to Flaps UP speed.

When Flaps are fully retracted call

“AFTER TAKEOFF CHECKLIST”.

EXAMPLE
After initiating GA,
• At 400 feet, select HDG SEL or LNAV.
• When at acceleration altitude (standard 1,500 feet agl),
4. Select Flaps to 5 (remember speed is above white bug Vref+20
which is higher than min man speed for Flap 15 – Vref40+20 ~
173kts for 79,015kgs).
When Flaps 5 is selected Speed bug will automatically increase
to Min Man speed for Flaps 5 (which is Vref40+30 = 183kts
based on Max Certified takeoff weight – 79,015kgs).
5. Passing Flaps 5 Min Man speed (Vref40+30 = 183kts) select
Flaps 1.
When Flaps 1 is selected, speed bug goes to Flaps 1 Min Man
Speed (Vref40+50 = 203kts).
 6. Passing Flaps 1 Min Man speed (Vref40+50 = 203kts) select
Flaps UP.
When Flaps UP is selected, speed goes to Flaps UP Min Man
speed (Vref40+70 = 223kts).

• Speed window stays shut during this GA maneuver – until ALT HLD or
ALT ACQ (goes out of TOGA mode).

• If A/P is engaged before Flaps are fully retracted, it will engage in MCP
SPD mode and automatic speed increments will stop. Hence best to
retract Flaps fully first before engaging A/P

• When going out of TOGA mode, speed window opens and current
speed is maintained. This may happen with Flaps still extended. If
this happens – need to ‘bug up’ to Flaps UP min Man speed, ~ 223 kts
(or less, depending on current AUW)

• LOW ALTITUDE LEVEL OFF - If GA at low altitude and the airplane

captures altitude (goes out of TOGA mode immediately), then speed
window will open and power will reduce to maintain current speed – to
retract flaps, we need to manually ‘bug up’ to Flaps UP maneuvering
speed (based on current AUW)

AFTER TAKEOFF CHECKLIST

SECOND APPROACH (maintain Flaps up speed and 4,000 feet)

CLIMB AND CRUISE PROCEDURE

Update airport condition data (wx) and CDU modification for
(a) ILS RW 32L
(b) LOC RW32L or VOR RW14L or VOR RW32R

DESCENT PROCEDURE
Simple preparation, use BRIEFING STRIP, differences from previous approach type

DESCENT CHECKLIST

APPROACH PROCEDURE

APPROACH CHECKLIST

ILS RW32L or
NON – PRECISION APPROACH ( LOC RW 32L or VOR RWY 32R or VOR RW14L)
LANDING PROCEDURE
MXD CALLOUTS – refer to SOP manual 1.14.

LANDING PROCEDURE - ILS RW 32L - AUTOLAND

LANDING CHECKLIST

LANDING ROLL PROCEDURE

- On Speedbrake extension, call “SPEEDBRAKES UP”

- When ‘GREEN’ REV is displayed above N1 gauges, call “REVERSERS
NORMAL”
- Call “SIXTY KNOTS”
- Cancel reverse thrust to reach IDLE reverse by taxi speed.
- Cancel reversers

AFTER LANDING PROCEDURE (no checklist)

- When clear of ALL active runways
- START APU3 minutes prior to gate (Ammeter to BATT, Voltmeter to APU GEN)

PROCEDURE (no checklist - scan)

- PITOT HEAT OFF
- WING ANTI-ICE OFF
- EXTERIOR LIGHTS – CAPTAIN DISCRETION
- ENGINE START SWITCHES OFF
- STROBE LIGHTS OFF
- FD SWITCHES OFF
- MCP SPEED set to 100kts
- BANK ANGLE SELECTOR 15º
- SPEEDBRAKE DOWN
- FLAPS UP
- STAB TRIM set 4 UNITS
- TRANSPONDER STBY – as required
- WEATHER RADAR OFF
- START TIME FOR ENGINE COOLING - 3 MINUTES

SHUT DOWN PROCEDURE

- After parking
- “APU ON BUS” – FO places APU generators on line
- FO announces “READY FOR SHUTDOWN”
- Place both START LEVERS to CUTOFF
- Ensure engines winding down
 - When less than 10% N1- advise CC to disarm all doors
- Call for SHUTDOWN PROCEDURE
- Turn off SEAT BELT SIGNS after CC reports all doors disarmed.
- Call for SHUTDOWN CHECKLIST
SHUTDOWN CHECKLIST

SECURE PROCEDURE
SECURE CHECKLIST

ALT
X1000 CLB & CRZ and
DES proc.
10.0

7.5

DUAL MANUAL
AP AUTO ILS32L
T/O
5.0 ILS
32L
G/A
PRE-FLT & START with all necessary
panel/selection guidance SHUTDOWN
& SECURE

2.5

TIME
15 30 45 60 75 90 105 120 135
Mins.