Om Part B
Om Part B
Om Part B
OPERATIONS MANUAL
PART – B
APPROVAL PAGE
Page: B-iv
OM-PART B
Rev Date: 30.12.2020
MANUAL INFORMATION
Rev No: 4.4
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.
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
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
REVISION HIGHLIGHTS
DISTRIBUTION LIST
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
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
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:
(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
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.
Table of Contents:
In the Table of Contents, the heading level is limited with Level 3.
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
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
INTENTIONALLY LEFT
BLANK
OM PART B Page: B-7
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).
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
737-800
with
Winglets
737-8
OM PART B Page: B-10
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
PRESSURE ALTITUDE:
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ALTIMETER/PRESSURE/TEMPERATURE CORRECTIONS:
OM PART B Page: B-31
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.
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.
OM PART B Page: B-32
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.
OM PART B Page: B-33
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.
• 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):
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;
OM PART B Page: B-34
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.
OM PART B Page: B-35
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.
OM PART B Page: B-36
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.
Note: These values are for standard Corendon Airlines Europe Operation flight plan values. The range
may vary due to selected airspeed.
OM PART B Page: B-38
*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.
OM PART B Page: B-40
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
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.
OM PART B Page: B-42
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.
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.
OM PART B Page: B-43
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.
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 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.
OM PART B Page: B-45
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.
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.
OM PART B Page: B-46
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.
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.
OM PART B Page: B-47
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.
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).
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.
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.
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
OM PART B Page: B-51
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”.
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.
OM PART B Page: B-54
B737-8 (MAX):
OM PART B Page: B-56
B737-800:
OM PART B Page: B-57
B737-8 (MAX):
OM PART B Page: B-58
B737-800:
OM PART B Page: B-59
B737-8 (MAX):
OM PART B Page: B-60
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.
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).
OM PART B Page: B-61
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.
OM PART B Page: B-62
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.
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.
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.).
OM PART B Page: B-64
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”
OM PART B Page: B-65
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”
OM PART B Page: B-66
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.
When a direct route is commanded on the CDU LEG’s page, the PF should call;
“….. ON TOP’’
“….. ON TOP, CONFIRM’’ PM,
‘’EXECUTE’’ PF,
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
OM PART B Page: B-68
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.
OM PART B Page: B-69
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.
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.
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.
OM PART B Page: B-71
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.
OM PART B Page: B-73
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.
Preflight Procedures:
ATC Clearance:
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).
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
OM PART B Page: B-77
NOTE: Start-up Clearance and Push-back Clearance may be required to be obtained from
different ATC frequencies, depending on the airport concerned
The Engine Start procedure may be carried out during pushback or towing.
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
(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.
OM PART B Page: B-80
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
OM PART B Page: B-81
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:
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.
OM PART B Page: B-82
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.
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.
OM PART B Page: B-83
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.
OM PART B Page: B-84
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.
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.
OM PART B Page: B-86
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’.
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
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.
OM PART B Page: B-89
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.
OM PART B Page: B-91
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.
OM PART B Page: B-92
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.
OM PART B Page: B-93
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.
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.
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.
OM PART B Page: B-97
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 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.
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
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.
OM PART B Page: B-103
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
F/D NPA:
F/D OFF
SET MINIMA ACCORDING VNAV OR V/
AFTER A/P DISENGAGE -> F/D ON
ALTITUDE
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.
OM PART B Page: B-105
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.
OM PART B Page: B-106
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.
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.
OM PART B Page: B-110
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.
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.
OM PART B Page: B-113
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.
OM PART B Page: B-114
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.
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.
OM PART B Page: B-117
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.
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.
OM PART B Page: B-123
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.
OM PART B Page: B-125
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.
OM PART B Page: B-126
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”
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.
OM PART B Page: B-134
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.
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.
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.
OM PART B Page: B-136
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.
OM PART B Page: B-137
CHANGING DESTINATION:
Ladies and Gentlemen,
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.
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.
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)
OM PART B Page: B-140
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.
OM PART B Page: B-141
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.
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.
OM PART B Page: B-142
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%.
OM PART B Page: B-143
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.
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.
OM PART B Page: B-144
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).
OM PART B Page: B-145
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.
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.
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.
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.
OM PART B Page: B-147
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.
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 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.
OM PART B Page: B-149
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.
OM PART B Page: B-150
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.
OM PART B Page: B-151
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.
OM PART B Page: B-152
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.
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)
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.
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.
OM PART B Page: B-156
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.
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.
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.
OM PART B Page: B-158
Navigate by conventional VOR/ADF procedures, radar vectors from ATC, dead reckoning from last
known position, and/or use of visual references.
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
OM PART B Page: B-160
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.
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
OM PART B Page: B-161
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
OM PART B Page: B-163
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
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.
OM PART B Page: B-164
3.1 INTRODUCTION
Refer to the Boeing FCTM Chapter 8 for Non-normal Operations and situation guidelines.
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.
OM PART B Page: B-166
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.
OM PART B Page: B-167
Use sound judgement to identify the appropriate thing to do in accordance with the situation
and then take the correct action.
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.
OM PART B Page: B-171
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.
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.
OM PART B Page: B-172
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.
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.
OM PART B Page: B-174
Use
With receipt of either of these two signals, the Senior Cabin Crew Member shall immediately proceed
to the cockpit to address the Commander.
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
OM PART B Page: B-175
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
OM PART B Page: B-176
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.
OM PART B Page: B-177
De-Pressurization:
Ladies and gentlemen; may I have your attention please!
This is the Captain!
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!
OM PART B Page: B-178
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.
OM PART B Page: B-182
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.
OM PART B Page: B-184
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.
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.
OM PART B Page: B-199
Note: In such cases, The Flight Operations Department must be informed of the full facts and
circumstances immediately .
OM PART B Page: B-200
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.
OM PART B Page: B-201
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.
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.
OM PART B Page: B-202
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
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.
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.
OM PART B Page: B-203
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.
OM PART B Page: B-204
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.
OM PART B Page: B-205
Increasing altitude will decrease the buffet margin and up-currents may force the aircraft into buffet.
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.
3.8.6 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.
OM PART B Page: B-210
NOTE: If storm clouds have to be overflown, always maintain at least 5,000 ft vertical separation from
the cloud tops.
OM PART B Page: B-211
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.
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.
OM PART B Page: B-213
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.
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.
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.
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.
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.
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
OM PART B Page: B-217
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.
OM PART B Page: B-218
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.
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.
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.
OM PART B Page: B-219
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.
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
9H-TJB SFP 2
Details:
OM PART B Page: B-222
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.
OM PART B Page: B-223
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OM PART B Page: B-225
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.
ETOPS Operations
Refer to OM-A Section 8.5. An ETOPS Training Guide is also available in the EFB.
OM PART B Page: B-226
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OM PART B Page: B-227
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.
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.
OM PART B Page: B-229
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.
7. LOADING
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.
Cargo Doors:
OM PART B Page: B-233
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.
OM PART B Page: B-234
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.
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.
OM PART B Page: B-236
INTENTIONALLY LEFT
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OM PART B Page: B-237
INTENTIONALLY LEFT
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OM PART B Page: B-239
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.
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.
OM PART B Page: B-241
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.
The following equipment, which is also covered in the MEL shall be on board during operations:
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.
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.
OM PART B Page: B-243
REFER TO AIRCRAFT DOCUMENTATION FILE IN EFB FOR ACTUAL EMERGENCY EQUIPMENT LAYOUT
1
OM PART B Page: B-244
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.
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.
OM PART B Page: B-245
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.
MASK DONNING
OM PART B Page: B-246
MASK DONNING
OM PART B Page: B-247
MASK DONNING
OM PART B Page: B-248
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.
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.
OM PART B Page: B-251
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:
Fixed and secured in its mounting.
Seals unbroken.
Undamaged packaging.
Valid expiry date.
Yellow indicator is not broken. (behind plastic viewing window)
OM PART B Page: B-252
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.
Undamaged packaging.
Valid expiry date.
OM PART B Page: B-254
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:
Fixed and secured in its mounting.
Seal is unbroken.
Undamaged packaging.
Valid expiry date.
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
OM PART B Page: B-256
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.
OM PART B Page: B-259
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.
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.
Valid expiry date.
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.
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.
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.
Valid expiry date.
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.
Pre-flight Check:
Fixed and secured in its mounting.
Nozzles are black.
OM PART B Page: B-263
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.
OM PART B Page: B-264
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
TYPE 3:
Status Incator Light:
Illuminated green. When the smoke has
been detected illuminates red colour.
A Smoke Detector Monitor is available only on the B737 MAX 8 Sky Interior Aft Attendant Panel.
OM PART B Page: B-266
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.
Valid expiry date.
1
2
Pre-flight Check:
Fixed and secured in its mounting.
OM PART B Page: B-267
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.
OM PART B Page: B-269
TYPE 3
Type A: Specifications:
Manufacturer Techtest Limited
2 modes – Turned OFF and ON manual
Lithium battery- battery life 5 yrs.
Transmission time – 50 hours
Frequency – 406; 243; or 121.5 MHz
“Back-up” antenna
Used on land and in water
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:
Fixed and secured in its mounting.
OM PART B Page: B-270
TYPE 1
Light
Water activated battery
Waist strap
TYPE 2
Light
Waist strap
OM PART B Page: B-272
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:
OM PART B Page: B-273
10.2.3.12 Liferafts
WEIGHT: 45.2 kg
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.
OM PART B Page: B-276
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.
OM PART B Page: B-277
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.
OM PART B Page: B-278
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:
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
OM PART B Page: B-279
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
OM PART B Page: B-280
Pre-flight Check:
The contents of the kit are checked.(one of each; adult life vest, seat belt, safety card and oxygen
mask)
OM PART B Page: B-281
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
Pre-flight Check
Located in its correct place
Seal unbroken.
OM PART B Page: B-282
Infant belt
Adult seat belt
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.
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:
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.
OM PART B Page: B-284
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.
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.
OM PART B Page: B-288
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.
OM PART B Page: B-289
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.
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.
OM PART B Page: B-290
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).
While the SCCM and Captain perform the TITS briefing, all other cabin crew members (CC) will start
securing the galleys and lavatories.
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.
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.
OM PART B Page: B-292
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.
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.
OM PART B Page: B-293
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
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.
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.
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
(ditching – unprepared)
EMERGENCY! PUT ON YOUR LIFE VEST, SEAT BELTS OFF, LEAVE EVERYTHING, GET OUT!
AT DOORS / Ditching
Inflate Your Life Vest, Jump, Hurry!
Command Chain:
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.
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.
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.
12.12 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.
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.
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.