B777-787 Sop

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ETHOPIAN AIRLINES ENTERPRISE
FLIGHT OPERATIONS January 2016
B777/787 STANDARD OPERATING PROCEDURES
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ETHIOPIAN AIRLINES FLIGHT OPERATIONS

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REVISION 02
JANUARY-2016
Ethiopian Airlines
Flight operations
P.O.BOX 1755
Addis Ababa
Ethiopia
Telephone: +251 11 517 8112

+251 11 517 8111
Fax: +251 11 6611474
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Manual control No:
Assigned to:
Date.
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Table of Content Page
CHAPTER 0 ADMINISTRATION AND CONTROL OF MANUAL......…………………………….……14
0.0. FORWARD .............................................................................................................. 14
0.1. INTRODUCTION ..................................................................................................... 14
0.2. SUPPLEMENT MANUAL ............................................................................................ 15
0.3. PERSONS AFFECTED ............................................................................................... 16
0.4. AMENDMENT AND REVISION .................................................................................. 16
0.4.1. MANUAL CONTROL ............................................................................................... 16
0.4.2. REVISION TRANSMISSION .................................................................................. 17
0.4.3. RECORD OF REVISION ......................................................................................... 17
0.4.4. REVISION HIGHLIGHTS ....................................................................................... 18
0.4.5. REVISION TRANSMITTAL SHEET .......................................................................... 18
0.4.6. AMENDMENT PROPOSAL FORM ............................................................................ 18
0.4.7. DISTRIBUTION .................................................................................................... 19
0.4.8. LIST OF EFFECTIVE PAGES................................................................................... 20
0.5. TERMS AND DEFINITIONS...................................................................................... 21
0.6. ABBREVIATION ...................................................................................................... 24
CHAPTER 1 GENERAL .................................................................................................. 26
1.1. INTRODUCTION ..................................................................................................... 26
1.2. RESPONSIBILITIES (Captain’s and First Officers) .................................................. 26
1.3. GENERAL CONDUCT ................................................................................................ 26
1.4. CREW REPORT TIME ............................................................................................... 26
1.5. CREW RESOURCE MANAGEMENT (CRM) .................................................................. 26
1.6. CONTROL DISPLAY UNIT (CDU) PROCEDURES ........................................................ 27
1.6.1. CDU DISPLAY SELECTION.................................................................................... 27
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1.7. CALLOUTS .............................................................................................................. 28
1.7.1. STANDARD CALLOUTS FOR CLIMB AND DESCENT ................................................ 28
1.7.2. STANDARD CALLOUTS FOR ILS APPROACH ......................................................... 29
1.7.3. STANDARD CALLOUTS FOR NON-ILS ................................................................... 30
1.7.4. STANDARD PHRASEOLOGY ................................................................................. 31
1.8. NORMAL PROCEDURES PHILOSOPHY AND ASSUMPTIONS ...................................... 33
1.9. CONFIGURATION CHECK......................................................................................... 33
1.10. CREW DUTY and DUTY SHARE POLICY .................................................................. 34
1.11. MULTI FUNCTION DISPLAY (MFD) PROCEDURES .................................................. 35
1.12. SYNOPTIC DISPLAY .............................................................................................. 35
1.13. GENERAL USE OF CHECKLIST ............................................................................. 36
1.13.1. NORMAL CHECKLIST OPERATION ...................................................................... 36
1.13.2. NON-NORMAL CHECKLIST OPERATION .............................................................. 36
1.13.3. ELECTRONIC CHECKLIST (ECL) OPERATION ...................................................... 37
1.13.4. ELECTRONIC CHECKLIST (ECL) PROCEDURE ...................................................... 38
1.14. GENERAL BRIEFINGS ............................................................................................ 38
1.14.1. DISPATCH BRIEFING......................................................................................... 38
1.15. ELECTRONIC FLIGHT BAG (EFB) ........................................................................... 39
1.15.1. AIRPORT MOVING MAP (AMP) ........................................................................... 39
1.15.2. TERMINAL CHARTS ............................................................................................ 40
1.15.3. AIRCRAFT PERFORMANCE ................................................................................. 40
1.15.4. EFB ABNORMALITIES ........................................................................................ 40
1.15.5. VIDEO................................................................................................................ 41
1.16. AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES.............................. 41
1.16.1 AUTOMATIC FLIGHT............................................................................................ 41
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1.16.2. RECOMMENDED PITCH AND ROLL MODES .......................................................... 42
1.16.3. MANUAL FLIGHT ................................................................................................ 43
1.16.4. AUTOTHROTTLE USE .......................................................................................... 43
1.17. WEATHER RADAR AND TERRAIN DISPLAY POLICY ............................................... 43
1.18. VERTICAL SITUATION DISPLAY (B787) ................................................................ 44
1.19. HEAD-UP DISPLAY HUD (B787) ............................................................................ 44
1.20. MAINTENANCE STATUS (AIRCRAFT ACCEPTANCE)................................................ 45
1.21. NON-ROUTINE REPORTS....................................................................................... 46
1.22. RECORDS TO BE MAINTAINED .............................................................................. 46
1.22.1 EVENTS REQUIRING MAINTENANCE INSPECTION .............................................. 46
1.23. AIRCRAFT LIBRARY CONTENTS ............................................................................ 47
1.24. GUIDELINE FOR USE OF CREW REST COMPARTMENT (CRC) .................................. 47
1.24.1 GENERAL RULES ................................................................................................. 47
1.24.2 CREW PROCEDURES ............................................................................................ 47
CHAPTER 2 NORMAL OPERATING PROCEDURES ............................................................ 48
2.1. PRE FLIGHT ............................................................................................................ 48
2.1.1 NOISE ABETEMENT ............................................................................................... 50
2.2. BEFORE START PROCEDURES ................................................................................. 52
2.3. AFTER OBTAINING START AND/OR PUSH BACK CLEARANCE .................................. 53
2.4. RUNWAY AND TAXIWAY INCURSION ..................................................................... 53
2.5. TAXI PROCEDURE .................................................................................................. 54
2.6. BEFORE TAKE OFF PROCEDURE .............................................................................. 55
2.7. TAKEOFF .....................................................................................................................56
2.7.1. LOW VISIBILITY TAKEOFF USING HUD (B787) .........................................................57
2.8. INITIAL CLIMB (Through 10,000 ft. AAL) ....................................................................58
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2.9. CLIMB .........................................................................................................................59
2.10. CRUISE .....................................................................................................................59
2.10.1. BOTH PILOTS .........................................................................................................59
2.10.2. CAPTAIN ................................................................................................................60
2.10.3. FIRST OFFICER ................................................................................................. 60
2.11. PRIOR TO TOP OF DESCENT, DESCENT, APPROACH AND LANDING ....................... 61
2.11.1. DESCENT AND APPROACH PROCEDURE ...................................................................62
2.11.2. LANDING PROCEDURE ILS ......................................................................................62
2.12. NON PRECISION APPROACH ......................................................................................63
2.13. APPROACH REQUIREMENTS RELATING TO RNP..........................................................67
2.14. CIRCLING APPROACH.................................................................................................67
2.15. VISUAL APPROACH ............................................................................................... 68
2.16. STABILIZED APPROACH RECOMMENDATIONS ...................................................... 68
2.17. MANEUVERING (INCLUDING RUNWAY CHANGES AND CIRCLING) ........................ 70
2.18. MISSED APPROACH/GO AROUND ........................................................................ 70
2.18.1. ALL ENGINES ..................................................................................................... 70
2.18.2. FOLLOWING A MANUAL INSTRUMENT OR VISUAL APPROACH ......................... 71
2.18.3. MANDATORY MISSED APPROACH ............................................................................71
2.19. LANDING ROLL PROCEDURE .......................................................................................72
2.20. AFTER LANDING PROCEDURE .....................................................................................73
2.21. SINGLE ENGINE TAXI IN ............................................................................................73
2.22. PARKING, SHUTDOWN AND SECURE ..........................................................................75
CHAPTER 3 NON-NORMAL PROCEDURES .................................................................. 76
3.1. NON-NORMAL SITUATION GUIDELINES.................................................................. 76
3.2. PRIORITY REQUEST IN TRAFFIC SEQUENCE FROM ATC .......................................... 76
3.3. ENGINE PROBLEMS AFTER V1 ......................................................................................78
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3.4. MISSED APPROACH / GO AROUND ONE ENGINE INOPERATIVE ....................................79
3.5. ENGINE INOPERATIVE CRUISE/DRIFTDOWN ...............................................................79
3.6. CABIN DEPRESSURIZATION & RAPID DESCENT ...........................................................80
3.6.1. BOTH PILOTS IN THE COCKPIT..................................................................................80
3.6.2. ONLY ONE PILOT IN THE COCKPIT ............................................................................81
3.7. REJECTED TAKEOFF .....................................................................................................82
3.8. PASSENGER EVACUATION ...........................................................................................84
CHAPTER 4 LOW VISIBILITY OPERATIONS ...................................................................85
4.1. INTRODUCTION ...........................................................................................................85
4.2. ETHIOPIAN AUTOLAND LIMITATIONS .........................................................................86
4.3. CAT II/III AIRCRAFT EQUIPMENT REQUIREMENTS FOR B777/787 ..............................87
CHAPTER 5 NON-NORMAL MANEUVERS ..............................................................................89
5.1. GROUND PROXIMITY WARNING (TERRAIN AVOIDANCE)..............................................89
5.1.1. UPSET RECOVERY .....................................................................................................89
5.1.2. APPROACH TO STALL RECOVERY ...............................................................................89
5.1.3. WINDSHEAR PREDICTIVE ........................................................................................89
5.1.4. TCAS (TRAFFIC ALERT AND COLLISION AVOIDANCE ................................................89
CHAPTER 6 ETOPS ....................................................................................................... 91
ATTACHMENT A ...................................................................................................................92
ATTACHMENT B ...................................................................................................................93
ATTACHMENT C ...................................................................................................................97
ATTACHMENT D...................................................................................................................98
A. PASSENGER ADDRESS GUIDLINE............................................................................... 98
GENERAL ....................................................................................................................... 98
PASSENGER ADDRESS.........................................................................................................98
PILOT ANNOUNCEMENT TEMPLATE ..................................................................................100
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CHAPTER 0 ADMINISTRATION AND CONTROL OF MANUAL
0.0 FORWORD
This Standard Operating Procedures (SOP) manual is issued by Flight Operations for guidance in
the operation of the B777/787 aircraft. It is intended to assist the flight crew in operating the aircraft
within the limitations of the approved Flight Manual (AFM).
All personnel are expected to exercise sound judgment and consistency in the application
of this SOP to the greatest extent possible.
The objective of SOP is to provide a smooth and coordinated cockpit management system that
promotes standardization and enhance safety.
Proper use of this manual requires thorough knowledge of airplane system and company policies.
Where a detailed explanation of a given step or policy is required, the detail can be found in the
other manuals that supplement this SOP. (Refer to Chapter 0.2)
This SOP is organized in seven chapters.
0. ADMINISTRATION AND CONTROL OF MANUAL

1. GENERAL
2. NORMAL OPERATING PROCEDURES
3. NON-NORMAL OPERATING PROCEDURES
4. LOW VISIBILITY APPROACH PROCEDURES
5. NON-NORMAL MANEUVERS
6. ETOPS STANDARD OPERATING PROCEDURES
All pilots shall follow SOP at all times. The Captain has the authority to deviate from SOP only when
unusual circumstances require him to do so in the interest of safety. All applicable personnel
shall be briefed whenever deviation from SOP is required.
Any suggestion in improving the contents of this manual so as to enrich the substance
contained in it is highly appreciated and recommended.
Strict adherence by the cockpit crew to the prescribed procedures in this B777/787
Standard Operating Procedure Manual will enhance the effort for coordinated performance in the
endeavor to establish professionalism.
0.1. INTRODUCTION
The legal basis for Ethiopian to provide and use an Operations Manual is defined in the rules
promulgated by the Civil Aviation Authority under ECARAS Chapter 8.
The content of this Standard Operating Procedures Manual complies with:
 Flight Operations Manual (FOM);

 The applicable regulations of the Authority;
 Applicable ICAO standards and recommended practices;
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 The required subparts of the Federal Aviation Regulation (FAR), EASA;

 Additional rules and regulations applied by States within which Ethiopian is authorized to
conduct flight operations; and
 The provisions of Ethiopian’s Operator Certificate (AOC) and Operations Specifications (OPS
SPECS), as issued and approved by the Authority.
0.2. SUPPLEMENT MANUAL
The B777/787 SOP is provided for the use and guidance of Flight Operations personnel. The content
shall ensure familiarity with applicable laws, regulations, rules, procedures, limitations and/or
restrictions pertinent to the performance of duties in areas and conditions where operations are
conducted.
The following manuals may supplement this manual as applicable:
 Approved Flight Manual (AFM);

 Flight Crew Operations Manual (FCOM);
 Quick Reference Handbook (QRH);
 Jeppesen Airway Manual;
 Flight Crew Training Manual (FCTM);
 Flight Operations Manual (FOM);
 IATA Dangerous Goods Regulation (DGR);
 Emergency Response Guide for A/C Incidents involving Dangerous goods;
 Security manual;
 Dispatch Policy and Procedures Manual;
 Flight Operations Training Program Manual (FOTPM);
 Cabin Crew Operations Manual (CCOM);
 Emergency Response Manual;
 Route Manual;
 Aviation Safety Program Manual;
 MEL/CDL;
 Airport analysis/OPT;
 PBN pilot training handbook for Ethiopian airlines flight crew;
 Flight Data Monitoring Manual
 Ground Handling Manual (For all cargo airplanes)
 North Atlantic Operations and Airspace Manual
 Airport Handling Manual
 PBN Training and Procedure Manual
 Flight Operation Quality Assurance Manual
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0.3. PERSONS AFFECTED
All chapters of this manual, either wholly or partially, are relevant to the flight crew. This manual
shall be distributed to all B777/787 flight crew and Flight/Simulator Instructors/Examiners
and will be made available to all in accordance with the distribution list.
This manual is distributed to flight crew via electronic means. Flight Crew shall receive their copy of
revision via update of their LAPTOP OR TABLET and must stay familiar with the revised content. A
copy of this manual is also available in the EFB for in flight use by the flight crew.
All flight crew must comply with the prescribed methods of operation, detailed procedures and
operating limitations contained in the appropriate Approved Flight Manual and Flight Crew
Operations Manual.
The Flight Operations Manual has priority over all other documents unless it is otherwise
stated in the manual.
This Manual applies to both female and male operations personnel although some references may
refer to one gender only. In all cases, reference to one gender shall also be deemed equally
applicable to both genders.
Any question about the content or use of this manual shall be directed to Dir. Flying Operations.
0.4. AMENDMENT AND REVISION
0.4.1. MANUAL CONTROL
Dir. Flying Operations after having received any amendment proposal using the form provided
below will present it to the Review Committee.
The Review Committee comprises of Vice President Flight Operations, Director Flying Operations,
Mgr.Training Standards & Facilities and respective Chief Pilot.
The approval process will be in accordance to the directives in the Management Policy Manual
(MPM). All amendments will be annotated to show the date of issue (and date of effect if different),
the amendment list number and the portion of the text which has been revised, as indicated
by the vertical margin lines adjacent to the changes.
Each amendment will be accompanied by a revised list of effective pages, with their date of issue
and by certificate of receipt/incorporation. An amendment list record will be maintained at the front
of each manual.
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0.4.2. REVISION TRANSMISSION

Dir. Flying Operations shall:
a) Transmit revisions to all manual holders. Acknowledgment of receiving and insertion

of revision by all Manual holders shall also be followed up and record kept by
Documentation office.
b) Temporary revision – Temporary revisions shall be issued pending final revisions per
the distribution list to all manual holders. Temporary revision record shall be filed
between the list of effective pages and contents of the affected chapter.
c) Emergency revision – This method is used for revisions that are urgent and need to
be immediately circulated pending revision or incorporation in the relevant section of
the manual. Emergency revisions shall be transmitted to all manual holders
electronically, by fax or by any other means of fast communication.
d) Identification and location of revisions – Temporary revisions printed on yellow

papers shall be issued pending final revisions. The temporary revision record shall be
filed between the list of effective pages and contents of the affected chapter. Current
revisions and copy revisions can be obtained from Documentation office.
0.4.3. RECORD OF REVISION

This manual shall be amended or revised as necessary to ensure that the information contained
herein is kept up to date. All such amendments or revisions shall be issued to all personnel that are
required to use this manual.
This revision reflects the most current information available to Flight Operations through the subject
revision date. The following revision highlights explain changes in this revision.
Pages containing revised technical material have revision bars associated with the changed text or
illustration. Editorial revisions (for example, spelling corrections) may have revision bars with no
associated highlight.
Retain this record in manual. Up on receipt of revision, insert revised pages in manual and enter the
revision number, revision date and filed date in the appropriate block.
Rev. No Revision Date Insertion date Inserted by Initial

Initial 21-02-2011
1 31-01-2014
2 21-01-2016
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0.4.4. REVISION HIGHLIGHTS

This is a complete Rev. No. 1 of the B777 and Initial A of the B787.The two separate B777 SOP Manual &
B787 SOP Manual are now joined together & are called B777/787 SOP.
0.4.5. REVISION TRANSMITTAL SHEET
Transmittal Chapter/ Effective Cancels, supersedes Insert Date Entered by

Number Section Date old effective date if any inserted (Name
&initial)
0.4.6. AMENDMENT PROPOSAL FORM
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0.4.7. DISTRIBUTION
Distribution of the B777/787 SOP can be accessed through individual logipad and shall be available per the
distribution list established below.
Manual Cont. No Issued to
1 Vice President Flight Operations

2 Director Flying Operations
3 Director Flight Training & Standards
4 Mgr. Training Standards & Facilities
5 Mgr. Recurrent & Transition Training
6 Chief Pilot B777/787
7 Simulator Instructors/Examiners
8 Flight Instructors/Examiners
9 Mgr. FOPs Performance & Technical Support
10 Flight Operations Documentation
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0.4.8. LIST OF EFFECTIVE PAGES

PAGE No. EFFECTIVE PAGE No. EFFECTIVE
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0.5. TERMS AND DEFINITIONS
When the following terms are used in this manual, they have the following meanings.
Shall– the procedure is mandatory, and must be carried out.
Should– the procedure is recommended.
May –the procedure is optional.
Note – an operating procedure, technique etc… is considered essential to be emphasized.
Caution – an operating procedure, technique etc… may result in damage to personnel or equipment
if not carefully carried out.
Warning – an operating procedure, technique etc. may result in personal injury or loss of life if not
carefully followed.
Accelerate stop distance available (ASDA) – The length of the takeoff run available plus the
length of stop way if provided.
Aerodrome – A defined area on land or water (including any buildings, installations and equipment)
intended to be used either wholly or in part for the arrival, departure or movement of aircraft.
Aerodrome Operating Minima – The limits of usability of an aerodrome either for takeoff or
landing, usually expressed in terms of visibility or runway visual range, decision altitude/height
(DA/DH) or minimum descent altitude/height (MDA/H) and cloud conditions.
Aircraft –any machine that can drive support in the atmosphere from the reactions of the air other
than the reactions of the air against the earth’s surface.
Aircraft Flight Manual – A manual associated with the certificate of airworthiness, containing
limitations within which the aircraft is considered to be airworthy, instructions and information
necessary to the flight crewmembers for the safe operations of the aircraft. (Flight Crew Operations
Manual, Approved Flight Manual, MEL/CDL, etc)
Air Operator Certificate (AOC) – A certificate authorizing an operator to carryout specified

commercial air transport operation.
Alert height (AH) – Alert height is a height above the runway, above which a Category III
approach must be discontinued and a missed approach initiated if a specified failure occurs.
Authority – Is the Ethiopian or any other Civil Aviation Authority.
Commercial air transport operation – An aircraft operation involving the transport of

passengers, cargo or mail for remuneration or hire.
Crewmember – A person assigned by an operator for duty on an aircraft during flight.
Cruising level – A level maintained during a significant portion of a flight.
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Dangerous Goods – Articles or substances, which are capable of posing significant risk to health,
safety or property when transported by air.
Decision altitude/height (DA/DH) – A specified altitude/height in the precision approach at

which a missed approach must be initiated if the required visual reference to continue the approach
has not been established.
NOTE: 1. Decision altitude (DA) is referenced to mean sea level (MSL) and decision height (DH) is
referenced to the threshold elevation.
NOTE: 2.The required visual reference means that the section of the visual aids or the approach
area which should have been in view for sufficient time for the pilot to have made an
assessment of the aircraft position and rate of change of positions in relation to the desired
flight path.
Destination alternate – an alternate aerodrome to which an aircraft may proceed should it

become impossible or inadvisable to land at the aerodrome of intended landing.
NOTE: The aerodrome from which an aircraft departs may also be an en-route or destination
alternate for that flight.
Enroute alternate – An aerodrome at which an aircraft would be able to land after experiencing an
abnormal or emergency condition while en-route.
Flight crewmember – a licensed pilot crewmember charged with duties essential to the operation
of an aircraft during flight.
Flight plan – Specified information provided to air traffic services units, relative to an
intended flight or portion of a flight.
Flight recorder – Any type of recorder installed in the aircraft for the purpose of complementing
accident/incident investigation.
Flight simulator –which provides an accurate representation of the flight deck of a particular
aircraft type to the extent that the mechanical, electrical, electronic, etc., aircraft systems control
functions, the normal environment of flight crew members, and the performance and flight
characteristics of that type of aircraft are realistically simulated.
Instrument meteorological conditions (IMC) – Meteorological condition expressed in terms of

visibility, distance from cloud and ceiling less than the minimum specified for visual meteorological
condition.
Landing distance available (LDA) - The length of the runway that is declared, available and
suitable for the ground run of an airplane landing.
Master minimum equipment list (MMEL) – A list established for a particular aircraft type by the
manufacturer with the approval of the State of manufacturer containing items one or more of which
is permitted to be unserviceable at the commencement of the flight. The MMEL may be associated
with special operating conditions, limitations or procedures.
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Minimum descent altitude/height (MDA/H) – A specified altitude /height in a non- precision or

circling approach, below which descent may not be made without visual reference.
Minimum Equipment List – A list that provides for the operation of an aircraft, subject to specified
conditions, with particular equipment inoperative, prepared by the operator and approved by the
state of registry in conformity with, or more restrictive than the MMEL established for the aircraft
type.
Night – The hours 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.
Obstacle clearance altitude/height (OCA/H) – The lowest altitude/height above the elevation
of the relevant runway threshold or above the aerodrome elevation as applicable used in
establishing compliance with appropriate obstacle clearance criteria.
Operational control – The exercise of authority over the initiation, continuation, diversion or
termination of a flight in the interest of safety regulatory and efficiency of the flight.
Operational Flight Plan (Computer Flight Plan) – The operator’s plan for the safe conduct of
the flight based on considerations of aircraft performance, other operating limitations and relevant
expected conditions on the route to be followed and the aerodrome concerned.
Operator -A person, organization or enterprise engaged in or offering to engage in an aircraft

operation.
Pilot-In-Command -The pilot responsible for the operation and safety or the aircraft during flight
time.
Pressure Altitude -An atmospheric pressure expressed in terms of altitude, which corresponds to
that pressure in the Standard Atmosphere.
Rating -An authorization entered on or associated with a license and forming a part thereof, stating
special conditions, privilege or limitations pertaining to such license.
Runway Visual Range (RVR) - The range over which the pilot of an aircraft on the center line of
runway can see the runway surface markings or the lights delineating the runway or identifying its
center line.
Safety Harness -Includes shoulder strap and a seat belt that may be used independently.
State of the Operator -The state in which the operator’s principal place of business is located or, if
there is no such place of business, the operator’s permanent residence.
State of Registry - The State on whose register the aircraft is entered.
Takeoff Alternate – An alternate aerodrome at which an airplane can land should this become
necessary shortly after takeoff and it is not possible to use the aerodrome of departure.
Take-Off Run Available (TORA) -The length or runway which is declared available and suitable
for the ground run of an airplane taking off. This in most cases corresponds to the physical length of
the runway.
Visual Meteorological Conditions (VMC) -Meteorological conditions expressed in terms of
visibility, distance from c loud and ceiling, equal to or better than specified minima.
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0.6. ABBREVIATION
AAL Above Airport Level FLT OPS Flight Operations
A/C Aircraft FMC Flight Management Computer
AGL Above Ground Level FMR Flight Movement Report
ALTN Alternate FRT Freight
AMSL Above Mean Sea Level ft Feet
AMP Airport Moving Map FWD Forward
App Approach GMT Greenwich Mean Time
ARR Arrival G/S Glide Slope
ATA Actual Time of Arrival GS Ground Speed
ATC Air Traffic Control GTOW Gross takeoff weight
ATD Actual Time of Departure HF High Frequency
ATO Actual Take-off HRS (Hrs.) Hours
ATS Air Traffic Services ILS Instrument Landing System
B/C Business Class IMC Instrument Meteorological condition
C/C Cabin Crew Inst. Instrument
CAPT Captain IOCC Integrated Operation Control center
CBT Computer Based Trainer KGS/Kgs Kilograms
CCOM Cabin Crew Operations Manual L/C/C Lead Cabin Crew
CEO Chief Executive Officer LAT Latitude
CFIT Controlled Flight Into Terrain LAV Lavatory
CFP Computer Flight Plan LDG (Ldg.) Landing
CRM Crew Resource Management LOC Localizer
Decl. Declaration Long. Longitude
Dist. Distance LW Landing Weight
DME Distance Measuring Equipment MAX Maximum
Dpt Department Mbs Millibars
E/C Economy Class MEL Minimum Equipment List
Eng Engine Min Minimum
Est. Estimated MOCC Maintenance Operations Control Center
ECAA Ethiopian Civil Aviation Authority MNVR Maneuver
ETA Estimated Time of Arrival NM Nautical Mile
ETAF Ethiopian Air Force NO. Number
ETD Estimated Time of Departure NOTAM Notice to Airmen
ETO Estimated Take-off OFP Operational Flight Plan
F/A Flight Attendant OPT Onboard Performance Tool
F/O First Officer PAX Passenger
F/P Flight Purser PIC Pilot-In-Command
FIR Flight Information Region PLD Payload
FL Flight Level POB Persons On Board
PRM Persons with Reduced Mobility
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Proc Procedure
PTS Pilot Training School
RA Resolution Advisor
Reg. Registration
RTE (Rte.) Route
RWY Runway
Sched. Scheduled
SDT Set-up Departure Time
SUPV. Supervisor
T/O Take-off
TA Traffic Advisor
TAS True Air Speed
TRK Track
TTL Total
UTC Co-ordinate Universal Time
VFR Visual Flight Rule
VHF Very High Frequency
VMC Visual Meteorological Condition
VOR VHF Omni directional Range
VP Vice President
WT/wt Weight
ZFW Zero Fuel Weight
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CHAPTER 1 GENERAL
1.1 INTRODUTION
The primary purpose of this SOP is to identify and describe the standard tasks and duties of the
flight crew for each phase. The procedures are to be used in conjunction with Flight Crew Operation
Manuals and the Flight Crew Training Manual.
The captain has the overall responsibility for all aspects of each flight. He will ensure adherence to
the established procedures at all times.
Each crewmember must devote all possible attention to the progress of flight, aircraft systems, look
out and monitoring of other crewmember’s actions. All configuration changes shall be accomplished
with an announcement of intention, a check on appropriate limitations and confirmation of
completion.
All flight crewmembers in the flight deck shall be aware of altitude, airplane position and situation.
Avoid casual and nonessential conversation during critical phases of flight, particularly during taxi,
takeoff, 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 upward as required. (Refer to FOM 2.5 (7.1)).
If required all normal and non-normal checklists ought to be read repeatedly from the checklist no
matter how few the items are. Under non-normal conditions, the recall items shall be done from
memory and only then the checklist has to be read.
This chapter gives:
a) An introduction to the normal procedures philosophy and assumptions.

b) Step by step normal procedures.
1.2. RESPONSIBILITIES (Captain’s and First Officers)
It shall be in accordance with FOM 1.5.

1.3. GENERAL CONDUCT
Appearance of the crew creates a favorable impression of the airline. It is the Captain’s responsibility
to ensure that the crews are uniformly dressed in accordance with FOM 1.6(7.3).
All flight crew members while coming for training & office visit shall wear formal or casual business
type of attire.
1.4. CREW REPORT TIME
It shall be in accordance with FOM 1.7(7.18). The captain has to make sure that all flying
crewmembers are in the aircraft 1hr before scheduled or revised time of departure and
45minutes for deadhead or simulator crew and they shall report to the captain.
1.5. CREW RESOURCE MANAGEMENT (CRM)

It is proven that the most effective way to maintain safety of a flight and resolve abnormal
situations is to combine the skills and experience of all available crewmembers in the decision
making process to determine the safest course of action.
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Error is inherent in all human beings. Therefore all available resource and effort must be drawn
before executing any deci si on . The captain shall make sure that everybody involved in the
operation is comfortable to suggest, comment or even criticize positively. On all augmented crew
flights if a non-normal/emergency situation arises, the relief captain must be called into the flight
deck and be advised of the situation as soon as possible. The final decision is always the
responsibility of the Pilot in Command. It is imperative that all crewmembers identify and
communicate any situation that appears unsafe and out of the ordinary.
Following CRM model can be used as a tool for operation.
Facts Gather facts for normal or non-normal conditions from all possible sources
Options Look for available options
Risk Analyze the risk in accomplishing task
Decide Decide based on the best option
Execute execute required action
Check Check and evaluate the result of your action
1.6. CONTROL DISPLAY UNIT (CDU) PROCEDURES
Before taxi, the Captain or First Officer may make CDU entries. The other pilot must verify the
entries. When possible, make CDU entries before taxi or when stopped. If CDU entries must be
made during taxi, the F/O makes the entries. The Captain must verify the entries before they are
executed. In flight, the PM usually makes the CDU entries. The PF may also make simple CDU
entries when the workload allows. The pilot making the entries executes the change only after the
other pilot verifies the entries.
During high workload times, for example departure or arrival, CDU entries must be minimized.
Comply 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.
1.6.1. CDU DISPLAY SELECTION
CDU display may be selected as follows based on the phase of flight.
PHASE OF FLIGHT PF PM
TAKEOFF TAKEOFF REF LEGS
INITIAL CLIMB CLB CLB/LEGS
CLIMB PROGRESS 2/CLB PROGRESS 1
CRUISE PROGRESS 2/CRZ PROGRESS 1
TOP OF DESCENT PROGRESS 2/DES PROGRESS 1/LEGS
DESCENT PROGRESS 2 /DES PROGRESS 1/LEGS
APPROACH PROGRESS 2 / LEGS PROGRESS 1/LEGS
LANDING PROGRESS 2/ APP. REF PROGRESS 1/LEGS
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1.7. CALLOUTS
Both crew members should be aware of altitude, airplane position and situation at all times. One of
the basic fundamentals of CRM is that each crewmember must be able to supplement or act as
backup for the other crewmember. Proper adherence to standard callouts is an essential element of
a well-managed flight deck. These callouts provide required information about aircraft systems and
about participation of the other crew member. The absence of standard callouts at the appropriate
time may indicate a malfunction of an aircraft system or indication, or indicate the possibility of
incapacitation of the other pilot.
Any mode selection made on mode control panel (MCP) should be notified by the PF & the PM will
announce all FMA changes and armed modes (e.g., LNAV, LOC or GS etc.). All FMA changes shall be
confirmed by the PF. All FMA calls must be crosschecked on the PFD. Callouts are to be based on
changes observed on the FMA not on actions performed on the MCP. During the initial take-off roll,
the PF advances the thrust levers to the take-off position the PM will confirm and call "THRUST
REF" and then "80Kts”, “HOLD" during normal operations. This allows the PF to scan outside the
aircraft for directional control.
The PF should verify the condition/location from the flight instruments and acknowledge. If the PM
does not make the required callout, the PF shall make it.
The Pilot Monitoring (PM) makes callouts based on instrument conditions or observations for the
appropriate condition. Announcing changes on the FMA and thrust mode display when they occur is
a good CRM practice.
The PM should be prepared to call out significant deviations from command airspeed or flight path.
Both the PF and PM should call out any abnormal indications of the flight instruments (flags, loss of
deviation pointers, etc.).
The PF should acknowledge all GPWS voice callouts during approach except altitude callouts
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 call out. No callout is necessary from the PM
if the GPWS voice callout has been acknowledged by the PF.
NOTE: If automatic callouts are not available, the PM may call out radio altitude at 100 feet, 50 feet
and 30 feet (or other values as required) to aid in developing an awareness of eye height
at touchdown.
1.7.1. STANDARD CALLOUTS FOR CLIMB & DESCENT
CONDITION / LOCATION CALLOUT

(Pilot Monitoring, unless noted)
Climb Approaching Transition Altitude “TRANSITION ALTITUDE, SET
STANDARD”
and Approaching Transition Level “TRANSITION
LEVEL,ALTIMETERS
Descent RESET_ ”(in or mb)
1000 ft. above/below assigned “1000 FT TO LEVEL OFF”
altitude/Flight level(IFR)
Descent 10,000 ft. MSL/FL100(Reduce “10,000 / FL100”
airspeed if required) (IFR and VFR)
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1.7.2. STANDARD CALLOUTS FOR ILS APPROACH
(Pilot Monitoring, unless

noted)
First positive inward motion of localizer pointer “LOCALIZER ALIVE”
First positive motion of Glide Slope pointer “GLIDE SLOPE ALIVE”
Final approach fix inbound OUTER

MARKER/FIX,_ FT”
500 ft. AFE (check autoland status annunciator, “500 FEET” (F/D or
if applicable) single autopilot
approach)
Autoland status “LAND 2
OR LAND 3 or NO
AUTOLAND”
100 ft. above DA(H) (fail passive airplanes) “APPROACHING
MINIMUMS”
Individual sequence flash lights visible “STROBE LIGHTS”
At AH (fail operational airplanes)-check autoland “ALERT HEIGHT”

status annunciator
At DA(H)- with individual approach light bars “MINIMUMS-APPROACH
visible LIGHTS/RED BARS”(if
installed)
At DA(H)- Suitable visual reference established PF: “CONTIUE”
,i.e. ,PM calls visual cues
At DA(H) -Suitable visual reference not PF: “GO AROUND”
established ,i.e. ,PM does not call any visual cues
or only strobe lights
At minimums callout- if no response from PF “I HAVE

CONTROL
”(state intentions)
Below DA(H)- Suitable visual reference “THRESHOLD/RUNWAY
established TOUCHDOWN ZONE
Below DA(H)- Suitable visual reference PF: “LANDING”
established
Below DA(H)- Suitable visual reference not PF: “GO AROUND”
established, i.e. ,PM does not call any visual cues
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1.7.3. STANDARD CALLOUTS FOR NON-ILS
(Pilot Monitoring, unless noted)
First positive inward motion of VOR “COURSE/LOCALIZER ALIVE”

or LOC course deviation indication
Final approach fix inbound “VOR/NDB/FIX”
500 ft. AFE “500 FEET”
100 ft. above DA(H) (fail passive “APPROACHING MINIMUMS”

airplanes)
Individual sequence flash lights “STROBE LIGHTS”

visible
At DA(H) or MDA(H)- with individual “MINIMUMS-APPROACH LIGHTS/RED

approach light bars visible BARS” (if installed)
At DA(H) or MDA(H)- Suitable visual PF: “CONTIUE”

reference established ,i.e. ,PM calls
visual cues
At DA(H) or MDA(H) -Suitable visual PF: “GO AROUND”

reference not established ,i.e. ,PM
does not call any visual cues or only
strobe lights
At minimums callout- if no response “I HAVE CONTROL ”(state intentions)

from PF on second call
Below DA(H) or MDA(H)- Suitable “THRESHOLD/RUNWAY TOUCHDOWN

visual reference established ZONE”
Below DA(H) or MDA(H)- Suitable PF: “LANDING”

visual reference established
Below DA(H) or MDA(H)- Suitable PF: “GO AROUND”

visual reference not established, i.e.
,PM does not call any visual cues
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1.7.4. STANDARD PHRASEOLOGY
A partial list of recommended words and phrases follows: Thrust:
“SET TAKEOFF THRUST”
“SET GOAROUND THRUST”

 “SET MAXIMUM CONTINUOUS THRUST”
 “SET CLIMB THRUST”
“SET CRUISE THRUST”
Flaps settings:
“FLAPS UP”
"FLAPS ONE” “FLAPS
 FIVE
“FLAPS FIFTEEN”
“FLAPS TWENTY”
“FLAPS TWENTY-FIVE”
 “FLAPS THIRTY”
Airspeed:
“80 KNOTS”
“V1”
“ROTATE”
“SET KNOTS”
“SET VREF PLUS(additives)”
“SET FLAPS_ SPEED”
To minimize confusion and enhance professionalism, use standard terminology at

all times
 CHECK (ED) / CROSS CHECK (ED)

 VERIFY
 TUNE
 SET
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
 SELECT
 ARM
 ENGAGE
 ON/OFF
 LANDING
 GO-AROUND
 I HAVE CONTROL
 YOU HAVE CONTROL … etc.
The following is a guide to deviations which would prompt a standard call:
Speed +10 KTS/−0 KTS “SPEED”
Altitude ±100 feet “ALTITUDE”
Heading ± 100 “Heading”
Pitch Attitude Any inappropriate pitch “PITCH”

Roll Attitude Over 30° Bank “BANK ANGLE”
Glide slope ½ Dot “GLIDESLOPE above or below”
Localizer ½ Dot “LOCALIZER L or R”

Vertical Speed >1000FPM “SINK RATE”
During approach*
*When depicted on the approach plate a higher than normal up to 1300 FPM descent rate may be
used provided crew and the particular aerodrome approach combinations have been approved.
Limitation will not apply during diversion.
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1.8. NORMAL PROCEDURES PHILOSOPHY AND ASSUMPTIONS

Normal procedures verify for each phase of flight that the airplane condition is satisfactory & the
flight deck configuration is correct.
Normal procedures are done on each flight. Refer to the Supplementary Procedures chapter for
procedures that are done as needed, for example, Packs off takeoff.
Normal procedures are used by a trained flight crew and assume:
a) all systems operate normally;

b) the full use of all automated features (LNAV, VNAV, auto land, autopilot, auto
throttle, etc.)
c) coordination with the ground crew before:
 Hydraulic system pressurization,

 flight control surface movement,
 airplane movement
Normal procedures do not include steps for flight deck lighting and crew comfort items.
The Cockpit Check procedures are performed from memory by each pilot according to area of
responsibility (FCOM Vol. 1). All procedural information is task oriented. The scan flow sequence
may be changed at the discretion of the Captain to suit operational requirements provided all pre-
flight requirements are completed prior to engine start. The Captain retains final authority for all
actions directed and performed.
1.9. CONFIGURATION CHECK

It is the crew member’s responsibility to verify correct system response. Before engine start, use
lights or indications to verify each system’s conditions or configuration.
If there is an incorrect configuration or response:

a) Verify that the system controls are set correctly.
b) Check the respective circuit breaker as required. (Maintenance must first determine that it is
safe to reset a tripped circuit breaker on the ground).For more information refer to
(FOM 3.7).
c) Check the respective system light as required.
Before engine start, review the EICAS alert messages and status display. If there are unexpected
messages:
a) Check the Minimum Equipment List (MEL) to decide if the condition has a dispatch effect.
b) Decide if maintenance is needed.
During or after engine start if there is an EICAS alert message, do the respective non-normal
checklist (NNC) on the ground. Check the MEL as required. Refer to FOM 2.4 (7.8.3, f).
After engine start, EICAS alert messages are the primary means of alerting the flight crew to
abnormal conditions or incorrect configurations. There is no need to check status messages. Any
message that has an adverse effect on safe continuation of the flight appears as an EICAS alert
message.
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1.10. CREW DUTY and DUTY SHARE POLICY
The captain shall be the PF when taking off and landing under the following situationst:
At special airports (category c)
During low visibility operations;
During heavy weight
Adverse weather conditions (contaminated runway, strong crosswind etc.)
 Emergency or abnormal situations
Preflight and post flight crew duties are divided between the Captain and First Officer. Phase of flight
duties are divided between the Pilot Flying (PF) and the Pilot Monitoring (PM).
To increase the experience of first officers, captains are encouraged to designate them as PF when
conditions are suitable.
Duty share policy shall be per FOM 1.10
Each crewmember is responsible for moving the controls and switches in their area of responsibility.
The Captain may direct actions outside of the crewmember's area of responsibility.
The general PF phase of flight responsibilities are:

 flight path and airspeed control
 airplane configuration
 navigation
 communications during non-normal situations
The general PM phase of flight responsibilities are:

 checklist reading
 communications
 tasks asked for by the PF
 monitoring of flight path, airspeed, airplane configuration and navigation
 callouts
Normal procedures indicate which crew member completes a step by crew position (CAPT, F/O, PF,
or PM):
The mode control panel is the PF’s responsibility. When flying manually, the PF directs the PM to
make the changes on the mode control panel.
The captain is the final authority for all tasks directed and done.
Crewmembers must remain at their assigned duty stations with seat belts fastened, unless their
absence is necessary for the performance of their duties in connection with the operation of the
aircraft, or their absence is essential in connection with their physiological needs.
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Whenever the PF has to leave his seat, he will hand over the aircraft by saying “You have control”
by stating the flight condition(LNAV, VNAV, HSEL, etc.) and PM shall acknowledge by saying “I
have control”.
The PF returning to his seat will take over control by saying “I have control”. In flight, minimum
required flight crew must not depart far from the flight deck as they cannot return quickly enough if
unexpected turbulence is encountered or an emergency situation arises.
In all flights conducted with multiple or double, at least one of the non- operating crew must
occupy a seat in the cockpit as an additional safety measure for take-off and landing.
1.11. MULTI FUNCTION DISPLAY (MFD) PROCEDURES
On B777 lower center MFD position is normally used for the display of the Electronic Checklist
function, synoptic displays and camera. Selection to another MFD position can be made at the
crew's discretion for convenience. This screen should normally be blank to reduce the display of
unnecessary information.
On B787 It is recommended to follow FCOM procedure. But flight crews are encouraged to select a
display during any phase of flight that they feel the most efficient way to get the desired
information. MFD selection of both ND on First Officer side can be availed for preflight actions on
the ground so that various MFD functions are available.
1.12. SYNOPTIC DISPLAY
Synoptic displays are provided as a means of assisting the flight crew in rapidly understanding the
status of the airplane systems. However, crews should not rely solely on the displays for
determining airplane status. The flight crew is encouraged to select a display at any time they feel it
is the most efficient way to obtain the desired information. Synoptic displays should only be used as
necessary to obtain the desired information and then turned off. The clarity and simplicity of
displayed information enable the flight crew to obtain necessary information from a brief scan.
NOTE: Crew procedures and actions are not dependent on the use of synoptic displays except as
directed (e.g., engine start) nor is reference to synoptic displays included as a component of
flight crew procedures.
If the flight crew elects to use synoptic displays in conjunction with accomplishment of procedures,
they must assure no distraction from the intended task results. This is particularly true when
accomplishing abnormal procedures. Under certain conditions, system faults can result in missing
synoptic information. Therefore, decisions regarding abnormal situations should be based on EICAS
messages and other flight deck effects and indications. In every case where an abnormal procedure
results in a need for memory items, they should be completed before selecting a synoptic display.
Accomplishment of necessary procedures should take priority over the use of synoptic displays.
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1.13. GENERAL USE OF CHECKLIST
1.13.1. NORMAL CHECKLIST OPERATION
Normal checklists are used to verify that certain critical procedural steps have been accomplished
(I.e. do and read method).
Normal checklist items are accomplished by the crewmembers using the CHALLENGE/RESPONSE
methods except the AFTER LANDING procedures, which are silent.
The pilot-in-command shall ensure that the flight crew utilizes checklists and complies with
operating procedures.
If airplane configuration does not agree with the needed configuration:
 stop the checklist

 complete the respective procedure step(s)
 continue the checklist
If it becomes apparent that an entire procedure was not done:
 stop the checklist

 do the entire procedure
 do the checklist from the start
If possible, checklists must be done before or after high workload times. If the checklist is
interrupted for a short time, continue the checklist with the next step. If a pilot is not sure where
the checklist was stopped or the interruption was long, do the checklist from the start.
1.13.2. NON-NORMAL CHECKLIST OPERATION
Non-normal checklists are provided to cope with or resolve non-normal situations on the ground or
in flight. A checklist can have both memory and reference items.
Condition and objective statements must be read. Some checklists have additional information to
provide data the crew may wish to consider. Additional information does not need to be read.
When non-normal situation occurs, at the direction of PF, both crewmembers do all memory items in
their areas of responsibility without delay.
The PF calls for the checklist when:
 Flight path is under control

 Airplane is not in critical phase of flight
 All memory items are completed
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During in flight non-normal situation, verbal confirmation is required for the actuation of critical
controls by saying “CONFIRM” before moving the controls:
 an auto throttle arm switch
 an engine thrust lever
 a fuel control switch
 an engine or APU fire switch or a cargo fire arm switch
 a generator drive disconnect switch
“CONFIRM” is added to the checklist item when both crewmembers must verbally agree before
action is taken. “This does not apply to the Dual Eng Fail/Stall checklist.”
At the discretion of the Captain, an action may be done by memory if no hazard is created by such
action, and if the situation does not allow reference to the checklist.
After completion of each non-normal checklist, the PM states “ CHECKLIST COMPLETE” and
review EICAS messages and cancel by confirming with PF.
1.13.3. ELECTRONIC CHECKLIST (ECL) OPERATION
NOTE: The touch sensitive screen of the ECL Cursor Control Device (CCD) is meant to be used with
the fingers only. Sharp objects such as pens can easily damage this surface. (Same
consideration should be given to all touch sensitive surfaces such as those found on the EFB
and other displays located throughout the aircraft).
Procedures contained in the ECL will take precedence over procedures contained in any
other format other than changes indicated by Flight Operations Bulletins.
Operation of the electronic checklist is the same as the printed normal checklist except:
 that there is no need to read or visually confirm items that are complete (green)
 BEFORE TAKEOFF and LANDING checklists, the PM announces “ CHECKLIST COMPLETE”, the
PF visually confirms that the CHECKLIST COMPLETE indication is shown and announces
“CHECKLIST COMPLETE”
 Closed loop (sensed) items change from white to green when the action is taken
 The pilot who is reading the checklist is responsible to check any open loop (not sensed) item
and verify that all closed loop items are green.
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1.13.4. ELECTRONIC CHECKLIST (ECL) PROCEDURE
If an ECL closed loop item does not complete as expected, confirm that the switch/control is
positioned correctly. This can occur when the contacts within the switch which provide switch
position to the ECL may be intermittent. This typically occurs with switches that are frequently used.
They must be correctly positioned for the line item to turn green. Failure of a switch contact to close
or open cannot complete an ECL closed loop line item. The affected contacts do not control the
system component or function associated with the switch. Switch contact faults can cause ECL line
item problems in both Normal and Non-normal checklists. If the system is functioning normally, or
is otherwise operating as expected, override the line item and continue with the checklist. The
failure of a line item to automatically complete is not indicative of an ECL fault. Therefore the ECL
should continue to be used for all checklists.
1.14. GENERAL BRIEFINGS
Briefing shall be accomplished at the gate before each departure as soon as practical so as not to
interfere with the final takeoff preparation, and during the last portion of the cruise (150NM to
50NM before TOD).
Before engine start and TOD, the PF normally conducts briefing. After every briefing, the PF shall
confirm that it is understood by asking the PM “Any question or suggestions?”
The briefing shall include jump seat/observer briefing as stated on FOM 2.5 (7.13) at least on:
a) Handling of seat and seat harness.
b) Emergency exits.
c) Position, handling and time of use of the oxygen masks.
d) Position and use of the life vests (if required).
e) Behavior in emergency cases
f) Not to touch any controls, switches, instruments or circuit breakers.
g) Sterile cockpit policy
Ethiopian Airlines standard briefing flow guide is used to accomplish a comprehensive briefing with
Threat and Error Management concept.
NOTE: Irrespective of who performs the briefing the decision to reject or to continue the takeoff
shall always be the sole responsibility of the Captain.
1.14.1. DISPATCH BRIEFING

All flights, which originate out of Addis Ababa, are to be dispatched by ETHIOPIAN flight dispatcher.
ETHIOPIAN personnel or the company’s designated handling agent performs all outstation
dispatches. Collecting all the necessary documents pertaining to the flight shall be the responsibility
of the flight crew.
All available payloads will be determined at the dispatch office. Any change in the environmental
conditions affecting the takeoff weight shall be consulted with the duty dispatcher and same
information will be relayed to load control through the dispatch office.
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The OPT is used, when available, on all takeoff performance calculations. Best optimization of
performance with the given atmospheric and physical conditions is achieved through selection of
optimum on the OPT :-the maximum available Assumed Temperature, flaps, improved climb and
C.G. The OPT gives the pilots this advantage of single point calculation.
NOTE: Use “FWD” C.G for all take off performance .
Wind component should not be used to determine takeoff performance. However tail wind shall be
considered because of its impact on takeoff performance.
Crew must check and note the engine out acceleration height used for actual performance
calculation during their preflight briefing.
1.15. ELECTRONIC FLIGHT BAG (EFB)
A number of manuals will be incorporated in the Class 3 EFB. Class 1 EFB (Either Tablet or Laptop)
back up is normally used to supplement crew with all company and A/C specific manuals. The
Jeppesen airway manual flight bag is standard one per aircraft on all operations, with class 3
EFB’s (if EFB is inoperative one Jeppesen airway manual flight bag per pilot is required). It is the
flight crew’s responsibility to carry current company supplied or approved Class 1EFB back up in
either a standard Laptop or Tablet.
NOTE: Crews must avoid fixation on the display or distraction from primary crew duties while using
any EFB application.
1.15.1. AIRPORT MOVING MAP (AMP)
The airport moving map display is intended to enhance crew positional awareness while planning
taxi routes and while taxiing. The system is not intended to replace normal taxi methods including
the use of direct visual observation of the taxiways, runways, airport signs and markings and other
airport traffic.
The scale is not adequate for steering or stopping guidance to the degree necessary to taxi an
airplane. The system accuracy and position tag, while sufficiently accurate to provide position
awareness, are also inadequate for steering or stopping guidance.
The Airport Moving Map is developed through satellite imagery and is updated periodically but
discrepancies may exist between the moving and airport chart. Therefore, prior to taxi, NOTAMS
and airport charts (using EFB airport charts or paper) should be consulted for the latest airport
status to include closed taxiways, runways, construction, etc. since these temporary conditions are
not shown on the airport map. The flight crew is expected to detect any significant difference in
displayed and actual aircraft position by cross-checking displayed position with outside visual
references (signage, geometry, etc,)
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Crews must use direct visual observation outside the flight deck as the primary taxi navigation
reference. Use the airport Heading-Up or North-Up map to provide enhanced positional awareness
by:
 Verifying taxi clearance and assisting in determining taxi plan (both pilots)
 Monitoring taxi progress and direction (both pilots)
 The First Officer should be prepared to alert and update the Captain while taxiing with
present position and upcoming turns and required stops particularly in low visibility conditions.
In flight, the airport North-Up (fixed) map may be used to aid in runway exit planning and
anticipating the taxi route to the gate or parking position.
NOTE: GPS position must be available to use Heading-Up map.

Please follow MEL guide line for action during a failed EFB display or Map failure. Paper chart back
up must always be readily available as a backup to the electronic approach plates and the AMP.
1.15.2. TERMINAL CHARTS
Electronic terminal charts may be used in place of paper charts. En-route charts are not available in
the EFB. Should the airplane be dispatched with one or both displays inoperative, the crew
shall comply with the provisions of the MEL regarding the use of, backup charts.
1.15.3. AIRCRAFT PERFORMANCE
An Onboard Performance Tool (OPT) is incorporated into the EFB. When all appropriate entries are
made, the aircraft performance application provides runway specific performance information
equivalent to AFM data or airline airport analysis. During approach preparation, the system can
provide advisory landing distance information.
The importance of a cross check between operating crew members is essential to the safe operation
of the flight.
Both crew members are required to perform independent Take-off/Landing performance calculations
and crosscheck the resulting calculated data. Any discrepancy shall be resolved prior to Take-
off/Landing
1.15.4. EFB ABNORMALITIES
When departing with both EFBs unserviceable or the OPT function in both EFBs unserviceable, the
laptop or tablet must be used.
When departing with one EFB unserviceable or with only one OPT function available, crews shall
exercise extra vigilance when reviewing and reconciling performance data from the operable EFB.
Although a remote possibility, the flight crew shall use all available aircraft documents/manuals to
calculate the most conservative performance data in the event there is a complete loss of the OPT
function.
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1.15.5. VIDEO
The video surveillance display is to be used by the crew to identify individuals requesting flight deck
entry or for other purposes such as observing flight deck and forward galley area prior to unlocking
the cockpit door.
1.16. AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES
The crew must always monitor:

 Airplane course
 Vertical path
 Speed
It is strongly recommended that the autopilot be engaged as early as possible, but not below 200ft
AAH, when operating in busy terminal areas, to allow the PM to assist more with monitoring duties.
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
 Auto-throttle
During LNAV and VNAV operations, verify all changes of:

 Course
 Vertical path
 thrust
 Speed
1.16.1 AUTOMATIC FLIGHT
Auto flight systems can enhance operational capability, improve safety, and reduce workload.
Automatic approach and landing, low visibility operations and fuel efficient flight profiles are
examples of some of the enhanced operational capabilities provided by Auto flight systems.
Maximum and minimum speed protections 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 in order
to achieve these goals by selecting the level that provides the best increase in safety and reduced
workload.
When the autopilot is in use, the PF makes AFDS mode selections making the PM aware of MCP
configuration change by calling out the change made. The PM may select new AFDS mode selections
at the PF's direction.
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PM will:
 make CDU changes and execute after confirmation with PF
 make all gear and flaps selection when called for by PF
 selects and identifies NAV AIDS as required
Both pilots shall monitor the auto flight system by:
 Cross-checking mode control panel status,
 observing the result of any mode changes,
 Supervising the resulting guidance and aircraft response.
When automatic systems do not perform as expected, the pilot should reduce the level of
automation until proper control of path and performance is achieved.
Early intervention prevents unsatisfactory aircraft 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
aircraft is maintained. The pilot should attempt to restore higher levels of automation only after
aircraft control is assured.
1.16.2. RECOMMENDED PITCH AND ROLL MODES
If the LEGS page and map display reflect the proper sequence and altitudes, LNAV and VNAV are
recommended. If LNAV is not used, use an appropriate roll mode. When VNAV is not used, the
following modes are recommended:
 FLCH has logic to allow shallow climbs and descents for small altitude changes. There is no need
to use V/S mode for passenger comfort.
 If unplanned speed or altitude restrictions are imposed during the arrival, the continued use of
VNAV may induce an excessive workload. If this occurs, use FLCH or V/S as appropriate.
 If VNAV is not used during Non-ILS approaches beyond the IAF, V/S is the alternate
recommended mode.
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1.16.3. MANUAL FLIGHT
The normal company operating procedure is to fully utilize the automatic system, which must be
closely monitored. However, manual flying following flight director commands below 10,000 ft. AAL
and visual approach, in good weather low traffic areas may also be used to maintain proficiency.
Whenever PF intends to disconnect the autopilot and/or auto-throttle in order to fly the aircraft
manually, the appropriate call “DISCONNECTING THE AUTOPILOT and/or AUTOTHROTTLE” shall be
made before doing so. The PM shall acknowledge.
PM will make all AFDS mode selections and FMC/CDU changes at the request of PF, and must obtain
confirmation from PF before executing any CDU changes. Heading, altitude and speed selections
associated with ATC clearance may be made without specific direction. However, the PF must be
advised whenever selections are made such as “HEADING _DEGREES SET.” PM will make all gear
and flaps selections when called for by PF.
The PF must be aware such changes are being made. This enhances overall safety by requiring that
both pilots are aware of all selections, while still allowing one pilot to concentrate on flight path
control.
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 selected off.
1.16.4. AUTOTHROTTLE USE
Auto-throttle use is recommended during all phases of flight. When in manual flight, auto-throttle
use is also recommended, however manual thrust control may be used to maintain pilot proficiency.
When Auto-throttles are planned to be disconnected V app speed corrections must include standard
Wind and Gust adjustments.
1.17. WEATHER RADAR AND TERRAIN DISPLAY POLICY

Whenever the possibility exists for adverse weather and terrain/obstacles near the intended flight
path, one pilot should monitor the weather radar display and the other pilot should monitor the
terrain display. The use of the weather and terrain display during night or IMC operations, on
departure and approach when in proximity to terrain/obstacles and at all times in non-radar
environments is recommended.
Range selection for the purpose of weather/terrain display must be reasonable in order to determine
possible threats for takeoff and landing. Optimal range would be 40NM or less.
On B787 display range of 20NM on PFD mini map can be used for terrain while weather displays on both
ND’s.
NOTE: It may be beneficial to show the terrain display at other times to enhance terrain/situational
awareness.
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1.18. Vertical Situation Display (B787)

The Vertical Situation Display (VSD) helps to prevent controlled flight into terrain, approach
and landing accidents. It is a supplementary display, intended to improve situational
awareness. Together with the lateral MAP, it creates a clear graphical picture of the
airplane’s horizontal and vertical position. In addition, it complements other safety features
such as the GPWS. The VSD can be used during all phases of flight, but the main benefit is
achieved during initial climb, descent, and approach. The VSD is not intended for use as a
primary reference, or as a precise terrain following tool.
During departure, the VSD allows crews to recognize possible terrain conflicts more readily,
before a GPWS alert is generated. This may be particularly useful if the airplane is held at
low altitude for a prolonged time. During climb and descent, the VSD allows crews to check
the vertical flight profile and monitor the vertical flight path vector. This leads to earlier
identification of altitude constraints that may not be met. VSD use is encouraged as much
as possible during all approaches because it assists in establishing the correct glide path. If
an approach procedure contains one or more step down fixes, the crew can determine that
the FMC path and the airplane current flight path angle will comply with the correct path
and clear all step down fixes at or above the published altitude. Dedicated decision gates at
1,000 ft. helps the crew to achieve a stabilized approach. During an instrument approach
using V/S, the crew can use the dashed vertical speed line to establish and monitor the
vertical path. This leads to earlier recognition of an unstable approach or an inappropriate
rate of descent. For visual approaches without a published vertical path (GP angle), a
3° reference vector is displayed. Crews can adjust the flight path angle to overlay the 3°
reference line to maintain a stable approach. To improve speed stability control, crews can
use the range-to- target speed symbol (green dot) to show where excess speed will be
dissipated along the vertical flight path vector. If excess speed is not an issue, the symbol
does not appear on the display.
1.19. Head-Up Display HUD (B787)
The Head-Up Display (HUD) is a display system that allows a pilot to maintain head-up,
eyes-out during all phases of flight while still monitoring performance and flight path
guidance information. HUD use is encouraged at all times as it enhances the crew
capability to monitor the airplane’s behavior and performance while maintaining visual
lookout. There are no restrictions on the use of the HUD. Using the HUD during approach
can enhance the accuracy of path control during the approach and the touchdown.
Although touchdown sink rates, lateral errors and along track errors can be decreased
through use of the head-up Flight Path Vector (FPV), landings are done by visual reference.
The FPV displayed on the HUD indicates airplane flight path. When control inputs are made
to airplane attitude or thrust, the rate that the airplane responds to these inputs varies
with conditions. The FPV shows the airplane response to the control inputs as they take
effect. Airplanes equipped with dual HUDs allow the PM full awareness of the airplane
performance and flight guidance information in the same format as the PF.
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This provides a quicker understanding of the actions taken by the PF which allows more
time for the remainder of the required crosschecks. This head-up, eyes-out monitoring
ability for both pilots is one of the main differences between airplanes equipped with dual
HUDs and those airplanes equipped with a single HUD. New HUD users may notice a
tendency to focus attention on one layer of information (e.g., the HUD symbology) at the
expense of the other (e.g., the outside environment). The following techniques will help
crews to gain the best use from the HUD:
 Adjust the brightness so the pilot can see the symbology on the HUD and can
see through it
 The PF looks through the HUD symbology to use normal
outside cues
 The PM uses a continual scan
technique
 Pilots will be less susceptible the more they use the HUD and practice the
attention shifting techniques.
The HUD may be used at any altitude. The horizon line on the HUD is only aligned with the
actual horizon at 0 ft. AGL. As altitude increases, a separation between the actual horizon
and the horizon line on the HUD is visible. This separation is due to the curvature of the
earth. At cruising altitudes, there can be a significant separation between the horizon line
on the HUD and the actual horizon. Techniques for using the HUD in various phases of
flight are described in the applicable chapters of FCOM.
NOTE: Even though head-up display operation needs approval from regulatory body, all
pilots are encouraged to use it as additional source during flight on our B787 aircraft
till Ethiopian secures approval from ECAA.
1.20. MAINTENANCE STATUS (AIRCRAFT ACCEPTANCE)

The captain and the first officer shall check maintenance logbook, cabin logbook,
daily/transit checks, and deferred items. Insure all required documents e.g. airworthiness,
insurance … etc. are up-to-date. The airworthiness of the A/C for acceptance of the flight
should be in accordance with the requirement of all regulatory requirements, the AFM and
MEL/CDL.
The captain and first officer are responsible in giving early warning through company
radio (either HF or VHF) to maintenance on the status of the aircraft that adversely affect
the next dispatch. Ethiopian is required to make a report to ECAA whenever defects
affecting airworthiness conditions are identified. This is normally processed in the
company safety management system. However pilots must with due diligence report all
of those items listed on FOM 3.12. All aircraft defects must be recorded using the
appropriate reporting references. Repeated remarks must be noted as such.
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1.21. NON-ROUTINE REPORTS

Captains are required to report non-routine events such as near miss, bird strike … etc.
using dedicated forms that are provided in the folder. All other events such as delays,
services, etc. shall be reported using the Captain’s Report Form. Mechanical status that
affects the next flight shall be reported through company radio the moment any problem is
detected before landing (Early Warning System). It shall also be entered in the
maintenance logbook.
1.22. RECORDS TO BE MAINTAINED

Except during cruise, paper work must be delayed to enhance safe and efficient flight
operation. At the end of each flight, F/Os are obliged to put back all Jeppesen charts in
their appropriate binders and Jeppesen briefcases. The captain must ensure its
implementation. All flight paper works and required documents must be placed in the
dispatch folder. When the flight terminates at Addis Ababa, the F/O has to hand over the
dispatch folder to Flight Control.
On transit stations both pilots shall check the flight folder for messages or any special
instruction concerning the flight.
1.22.1. EVENTS REQUIRING MAINTENANCE INSPECTION.
During ground or flight operations, events may occur which require a maintenance
inspection after flight. Many operators have procedures or policies providing guidance to
help the crew determine what events should be documented. In the absence of operator
specific procedures or policies use the following guidance to determine what events
require a maintenance inspection:
Hard landing
Severe turbulence
Over speed-flap/slat, MMO/VMO, landing gear, landing gear tires
High-energy stop(refer to the AMM for guidance)
Lightning strike
Overweight landing
Any event that the pilot feels a maintenance inspection could be needed. An
example of such event is an overly aggressive pitch up during a TCAS event or
a Terrain Avoidance maneuver that could cause structural damage.
NOTE: If in doubt, the best course is to report it.
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1.23. AIRCRAFT LIBRARY CONTENTS

LICENSES/CERTIFICATES, NAV-KIT CONTENT & FLIGHT FOLDER CONTENTS
It shall be in accordance with FOM 1.11(4.6-4.8) & FOM 2.4(7.2.1). On transit stations both pilots shall
check the flight folder for messages or any special instruction concerning the flight.
1.24. GUIDELINE FOR USE OF CREW REST COMPARTMENT (CRC)
1.24.1 GENERAL RULES
 The OFAR is not to be occupied during taxi, take-off, during climb to cruising level, after top
of decent and landing.
 Occupancy of the OFCR must not exceed 2 pilots, one per seat, during takeoff and landing
and 4 pilots, one per seat and one per bunk, during cruise. The placarded procedures shall
be followed properly.
 Food is not to be taken into nor consumed in the CRC.

 Drinks may be taken to the CRC only in re-sealable and non-spill able containers.
 The OFAR/OFCR must only be accessed by operating flight crew and cabin crew.
 The OFAR/OFCR must not be used for the stowage of catering equipment, aircraft stores
etc.
 Cabin Crew bags shall not be taken to the OFAR/OFCR. Flight crew may take their flight
bags to the OFCR as long as it can be stored in the provided receptacles.
 Seat Belts should be worn at all times when occupying the OFAR/OFCR bunks.
 Entrance door to the OFAR/OFCR shall remain closed and locked at all times except whilst
accessing and while the OFCR seats are occupied for takeoff and landing.
 Cabin Crew are responsible to pre-flight check all areas on the OFAR/OFCR for
security, availability and serviceability of emergency equipment.
1.24.2 CREW PROCEDURES
 When vacating the OFCR, the outgoing crew shall ensure that their used bedding is removed
and stowed, that there are no drinks left in the CRC and that the facility is ready for
occupation by the next crew member.
 Flight Crew may wear pajamas in the allocated compartment of the OFCR.
 Crew with Pajamas should not enter into passenger cabin.
 No intercom calls shall be made to the OFCR except in an emergency or to wake a resting
Flight Crew member. Resting crew should be woken at least 20 minutes prior
commencement of their flight deck duty.
 Privacy must be respected in the OFCR.
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CHAPTER 2 NORMAL OPERATING PROCEDURES
2.1. PRE FLIGHT
CAPTAIN FIRST OFFICER

Inspect maintenance logbook including cabin log, documents and ensure that the daily/transit check
is done and valid.
Perform pre-flight procedures as per FCOM Vol.1
Conduct cabin crew briefing in accordance with FOM 2.4(7.4).
Obtain latest T/off data from ATIS or ATC
Authorize passengers boarding in consultation with the SEATBELTS sign ON after confirming the
Ramp Coordinator and cabin crew. completion of fuelling.
Conduct takeoff briefing

Call for pre-flight checklist. Read pre-flight checklist.
After papers arrive, both the captain and first officer shall check ZFW and trim, make proper CDU
entry and cross check FMC T/off wt with load sheet T/off weight then sign. Complete performance
calculation and after cross checking each other transfer the result to the FMC , set MCP as required
and get ATC clearance.
Cross check ATC clearance with FMC and Computer Flight Plan and verify correct routing if there is
any discrepancy.
Set and cross check CDU, MCP (check V2 and arm LNAV VNAV as appropriate) and (set CDU for
noise abatement if required).
When all passengers are onboard and after obtaining the status of the cabin, the Captain authorizes
The Team Leader Cabin Services to close all entry doors.
Lock Cockpit Door.
Time permitting welcome passengers per the PA guideline in the attachment section.
NOTE 1: The Captain may relieve F/O from exterior preflight duty to reduce workload and ensure
onboard documents are checked thoroughly.
NOTE 2: Normally flight crew members shall brief the whole cabin crew but during extreme
conditions flight crew members shall allow time to give briefing to the team leader
cabin services before the first flight of the paired crew.
NOTE 3: The captain will initiate the briefing by determining on who shall be the PF. The takeoff
briefing shall be conducted using the takeoff briefing flow. Briefing shall be accomplished
at the gate before each departure as early as practical so as not to interfere with the
final takeoff preparation. Pay special attention for aircraft variant within the same type.
NOTE 4: Enter the actual ZFW in the FMC. Use GTOW from the FMC for T/OFF speed calculation in
the OPT and both pilots should confirm each entry into the OPT using EFB. If aircraft EFB
not available use OPT on your Logipad.Use EFB “COPY FMC DATA” to minimize error.
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NOTE 5: Acceleration height, takeoff speeds, and special engine out procedure must be
noted prior to takeoff. Enter acceleration height from the OPT in the FMC.
Accurate weight entry may be verified by cross checking OPT V-ref with that of
the FMC. Calculate the GTOW, V1, VR and V2 (Fixed de- rate and or assumed
temperature method as applicable.
If Logi pad i s to be u sed, both pilots should confirm OPT tail number and
cross check results. Do not shut down your Laptops until after takeoff, this will
keep your data in case of minor changes required for takeoff analysis.
NOTE 6: In the event both OPT fail dispatch must be contacted at the earliest possible
time and be given existing field data for compilation of a temporary airport
analysis that will be e-mailed to the station of concerned. Whereby this is
impossible the flight crew will use all available A/C documents/manuals to
calculate the most conservative performance data.
NOTE 7: Use default climb de-rates whenever possible to minimize engine hot section
damage.
NOTE 8: Use of Wing Light should be minimized. (It may be used on ground during
preflight and in flight if necessary for wing inspection.)
NOTE 9: Plan to close doors at least 10 minutes before schedule departure time.
NOTE 10: Full alignment of the IRS must be made for all flights at the start of the flight,
at transit stops with more than an hour of ground time and whenever deemed
necessary. Whether the A/C is equipped with GPS or not fast alignment should
be done before push back.
NOTE 11: Two rigid cargo barrier doors are used for access between the main deck cargo
compartment & the supernumerary area. The barriers help to prevent the smoke
from entering the supernumerary area if there is smoke in the main cargo
compartment. The doors are to remain closed during taxi, takeoff & landing.
NOTE 12: All ETHIOPIAN flights are non-smoking. Therefore, “NO SMOKING” Sign shall
be ON at all times.
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2.1.1 NOISE ABETEMENT

a) Noise abatement is a procedure imposed by airport authorities.
b) Crew shall not practice the procedure when not required
c) Noise abatement procedure increases fuel burn
NOTE: Refer to appropriate charts in the Jeppesen manual for local Noise Abatement
procedures at different airports.
NADP 1
Maintain positive rate of climb, Accelerate smoothly to en-

route climb speed. Retract flaps/slats on schedule
900m (3000ft)
Climb speed at V2 +20 to 40 km/h (V2+ 10 to 20kt)

Reduced power/thrust is maintained to 900m
(3000gsgfgsgsgsgssgsgsgsgsg (3000ft) Maintain with flaps/slats in the
Take-off configuration
240m (800ft) Power/thrust reduction initiated at 240m (800ft)
Take-off power /thrust, speed V2+20km/h (V2=10kt)
NADP 2
Transition smoothly to en-route climb speed
900m (3000ft)
Power/thrust is reduced during the

flap/slat retraction sequence at a point
that ensures satisfactory acceleration
performance
At 240m (800ft) and while maintaining a positive rate
of climb, body angle is reduced and flaps/slats are
retracted on schedule as the airplane is accelerated
240m (800ft) towards VZF
Take-off thrust, speed V2+20km/h (V2+10 to 20kt)
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NADP A
Flap retraction and accelerate

smoothly to en-route climb
900m (3000ft)
600m (200ft) Climb at V2+20 to 40km/h

(V2+10 to 20kt)
450m (1500ft)
reduce to climb power/thrust
300m (1000ft)
Take-off thrust V2+ 20 to 40 km/h
(V2+10 to 20 kt) NOT TO SCALE
Runway
NADP B
Accelerate smoothly to
en-route climb
900m (3000ft)
Climb at V2+20 to 40km/h
(V2+10 to 20kt)
Reduce power/thrust
600m (2000ft)
Retract flap on schedule
300m (1000ft) Accelerate to VZF
Take-off thrust V2+ 20 to 40 km/h

(V2+10 to 20 kt) NOT TO SCALE
Runway
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2.2. BEFORE START PROCEDURES

Receive the latest ATIS or T/O data.
Set Transponder code as required.
Have all pins removed and check visually. (Nose Gear Steering Pin Review EICAS messages.
will be removed after push back). Cancel if no messages
Verify all doors are closed. affecting the startup are
displayed.
Obtain hydraulic clearance and confirm tow bar is connected (if push Pressurize hydraulic system
back is required) from the ground crew before requesting startup and when instructed by the
push back clearance from ATC. captain.
Set Rudder and Aileron trim to ZERO, Stab Trim for T/O. (B787 Stab Trim only)
When start-up clearance is given by ATC call for BEFORE START Read the BEFORE START
Checklist. (preferably before commencing push back) Checklist.
NOTE 1: Before (push back or Engine start) whichever is earlier the Team Leader Cabin Services shall
inform the PIC “Cabin Secured” & right after all doors are closed and armed the Team Leader
Cabin Services must report to the PIC “Doors Armed” .
NOTE 2: It is mandatory to report any delay of more than 5 min with the reason, in addition to the
Captain’s report whether it is before or after door closure as follows:
 At home base through HOLLOWAY and IOCC radio.

 At outstation through handling frequency and HOLLOWAY.
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2.3. AFTER OBTAINING START AND/OR PUSH BACK CLEARANCE

Inform ground crew of ATC’s approval and/or Record block out time
instructions to push back and/or start. Advice ground Select Transponder mode selector as
crew when parking brake is released. Note Block out applicable. (Refer the NOTE below).
time.
B777 Call for engine start in sequence/ B787 Call for Perform engine start.
both engine start at the same time.
After pushback is completed set Parking Brake when Confirm parking brake is set.
advised by the ground crew.
Command for Takeoff flaps after engines are Select Takeoff flaps & carry out the
stabilized. appropriate before taxi Procedures.
Engine anti ice on if required.
After the removal of ground equipment is confirmed Confirm ground equipment removed and
release ground crew for hand signal. Check the Steering area clear.
Pin visually.
Check Flight Control for full travel and freedom of
movement.
Select EFB AIRPORT MAP on (B777) A/C & select ND range less than 5 for AIRPORT MAP display on
(B787)A/C.
Call for BEFORE TAXI checklist. Read the BEFORE TAXI checklist.
Command for taxi clearance. Obtain taxi clearance.
Before taxiing out get hand signals from the ground Check right side is clear of moving
crew. Get “Right Side Clear” confirmation from First vehicles and any obstruction. Then,
Officer. advise the Captain “Right Side is clear.”
NOTE 1: At Airports where ground tracking is not available, select Transponder to STBY. At
Airports equipped to track Airplanes on the ground & if the airport procedure requires
use of select an active Transponder to ALT OFF, XPDR, ALT ON as applicabe.
NOTE 2: If taxi route is through slush or standing water, in low temperatures, taxi with flaps up.
(Refer to FCOM Vol.1 for more information)
2.4. RUNWAY AND TAXIWAY INCURSION
Refer FOM 2.5 (7.23) for Runway/Taxiway Incursion/Excursion Prevention.
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2.5. TAXI PROCEDURE

Command TAXI light (day); TAXI TURN ON TAXI light (day), TAXI and RUNWAY TURNOFF lights
and RUNWAY TURNOFF lights (night).
(night) ON. For low vis. Use exterior
lights as appropriate.
Lookout for moving vehicles and obstacles along the intended taxi route. Pay due vigilance to
taxiway/RWY incursion. Select WX radar/Terrain ON and evaluate the departure area WX.
Monitor appropriate frequency and copy ATC clearance if not already obtained.
If there is a change or modification Make the necessary changes on FMC (preferably when the
in departure clearance, review T/O A/C is stationary or in straight taxi route), MCP, Navigational
briefing accordingly. Aids and Radio setups in consultation with the Captain.
Check on LEGS page for any route discontinuity. (If change has been made)
When the CABIN READY memo message appears and approaching holding point and/or closer to
takeoff time, the FO Alert the cabin crew “cabin crew be takeoff
seatedtime
for departure”.
NOTE 1: All clearances and weather information must be recorded on the Computerized Flight Plan.
NOTE 2: In case of unintentional Taxiway/RWY incursion/excursion ATC must be advised

immediately and assistance shall be requested as appropriate.
NOTE 3: All clearances and weather information must be recorded on the computer Flight Plan.
NOTE 4: Both pilots shall select EFB Airport map on B777 or range less than 5 NM on the ND for
B787 during taxi for positional awareness & the FO must closely monitor the taxi
progress with airport chart.
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2.6. BEFORE TAKE OFF PROCEDURE

Before entering the departure R/W, verify that the R/W and R/W entry point are correct.
Approaching for line up position, check both Check both sides of the runway and call ”RIGHT
sides of the runway and call ”LEFT CLEAR” CLEAR”
Put “ON” white anti-collision light. Transponder Set
TA/RA.
Make sure WXR /TERR ON, Transponder TA/RA and range on the ND is 40 NM or less.
Check TFC displayed and cross check ND traffic display for approach and departure area
Call BEFORE TAKEOFF CHECKLIST Check the CHECKLIST COMPLETE indication and
call “BEFORE TAKEOFF CHECKLIST COMPLETE”
Check the CHECKLIST COMPLETE indication and call “CHECKLIST COMPLETE”
Check proper R/W heading and marking**
Obtain T/O clearance when instructed by the Captain.
NOTE 1: One pilot should select WX and the other should be on TERRAIN. At Captain’s discretion
PF will select WX and PM TERRAIN.
NOTE 2: On B777 to avoid T/off configuration warning, assure main gear tracks are aligned before
departure.
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2.7. TAKEOFF
As part of the final flight deck preparation, review the TAKEOFF REF page to ensure the entries are
correct. Ensure V2 is set on the MCP and V1 on PFD. The map display on the HSI, R/W HDG, map
range and LEGS page sequence shall be consistent with the departure procedure.
A rolling takeoff is recommended.
PF PM
Check the T/O runway and path is clear of TRAFFIC and WX(X-check with the WX radar).
Check runway orientation and airplane heading are correct.
After lineup position & T/OFF clearance has been obtained “LANDING LIGHTS on”.
Smoothly advance the Thrust Levers to Verify T/O thrust is set before 80
approximately 55% N1 (B777) and 40% N1 knots.
(B787). Allow the engines to stabilize (do not
exceed 2 sec). Push TO/GA switch. During
strong headwind, if the thrust levers do not
advance to the planned T/O thrust by 80
knots, advance the thrust levers manually.
Verify that the correct Thrust is set.
Scan engine instruments and call out abnormal indications.
Verify and Acknowledge PM call outs. Call: - Takeoff thrust – set
- “Speed increasing”
- “80Kts”
-“Hold” when HOLD is annunciated.
- Verify automatic V1 callout or call “V1”
At VR rotate to approximately 15° pitch At VR call out “ROTATE”
attitude. After liftoff, follow F/D commands. Monitor airspeed and vertical speed.
Establish positive rate of climb.
NOTE 1: Engines must be stabilized before the activation of TO/GA to assure a smooth acceleration
of the engines.
- Once TO/GA is selected, the Captain must hold the thrust levers and ensure takeoff
thrust is set prior to 80 Knots.
- The decision to stop (reject) is the sole responsibility of the Capitan and must be made
prior to V1.
NOTE 2: After liftoff, use the attitude indicator as the primary pitch reference. The flight director, in
conjunction with indicated airspeed and other flight instruments is used to maintain the
proper vertical flight path.
-The flight director pitch command is not used for rotation.
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2.7.1. Low Visibility Takeoff Using HUD (B787)
During takeoff, normal procedures including callouts are used. Once the airplane is aligned with the
runway, verify display of the ground roll guidance cue on the HUD. Also, adjust the combiner
brightness to allow both runway markings and symbology to be viewed clearly. The PF performs the
takeoff roll by using visual cues and HUD symbology. The HUD guidance provides steering
commands to maintain the center line, however the runway markings and runway lighting are the
primary indication of centerline tracking. Initiate a smooth continuous rotation to place the airplane
pitch reference symbol over the target pitch line. Once the airplane pitch is stabilized, transition to
the flight path vector and guidance cue. When large dynamic control inputs are required such as
during takeoff rotation or go-around, turbulence and crosswinds often magnify the movement of the
flight path vector. Aggressive maneuvering can result in an overshoot of the flight path vector and
guidance cue. Whenever large dynamic control inputs are made, the pilot should continue the
normal flight instrument scan and not focus attention exclusively on the HUD symbology. Airplanes
equipped with dual HUDs allow either pilot to perform the takeoff while providing head-up, eyes-out
monitoring capability for the other pilot. The integration of the HUD into the flight deck design,
where EICAS is the primary means of displaying system indications and alerts, allows the PM to
include monitoring the HUD during the normal takeoff roll.
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2.8. INITIAL CLIMB (Through 10,000 ft. AAL)
PF PM
Maintain target pitch attitude and air speed Monitor instruments.
at V2 + 15 to 25kts.
Verify positive rate of climb on the altimeter Verify positive rate of climb on the altimeter and call
and call “GEAR UP.” “POSITIVE RATE.” Set the landing gear lever to UP
when commanded.
At o r above 400 feet AGL, call for the Select or verify the roll mode.
appropriate AFDS roll mode as needed. Verify VNAV engaged.
At or above 200* feet AGL , engage Verify A/P is engaged.
A/P (Guard control wheel until passing
MSA)
Verify that climb thrust is set.
At the acceleration height, verify Set the flap lever as directed.
acceleration and call “FLAPS _” on flap After flap retraction is complete:
speed schedule. Set ENGINE ANTI-ICE to AUTO if required
Call for the AFTER TAKEOFF Checklist Verify and call “AFTER TAKEOFF Checklist complete.”
Establish on the published airway as cleared Verify established on the published airway as cleared
by ATC or within 25 NM from the airport of by ATC or within 25 NM from the airport of departure.
departure.
NOTE 1: Do not retract landing gear until positive rate of climb is indicated on the altimeter.
NOTE 2: *Pilots are encouraged to delay Autopilot engagement after takeoff so that pilots will have
good opportunity to exercise their manual flying skills during good weather and light traffic
conditions.
NOTE 3: Do not fly off published airway unless approved by ATC.
NOTE 4: After takeoff checklist should read when conditions are met for a safe and stabilized climb.
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2.9. CLIMB
PF PM
Manage the operation using the AFDS Monitor compliance with clearance. Check MCP
and FMC CDU altitude section. Revise CDU entries as necessary
announcing changes and obtain PF confirmation
before executing.
Maintain 250Kts to 10,000 ft or as Monitor flight progress.

specified by ATC. When flying out of
high terrain airports at night and/or in
IMC, use max angle climb to minimum
safe altitude
At Transition Altitude, set and X-check altimeter to STD
Passing 10,000 ft AAL command to Call 10,000 ft AAL

switch off landing lights. Switch OFF landing lights.
Climb at ECON or turbulence At the captain’s command and when conditions

penetration speed. permit but not below 10,000 ft AAL select Seatbelts
sign to AUTO.
NOTE: Terrain selection on PM side is recommended below MSA (minimum safe altitude).
2.10. CRUISE
Optimum altitude is the altitude that gives the best fuel mileage for a given trip length, cost index
and gross weight.
Flight crew should as much as possible stay close to the speed and altitude schedule set in the
Computer flight plan. Any deviation may invalidate the economics of the operation.
The selected cruise altitude shall normally be the optimum altitude or if not possible within + 2000ft
of the optimum altitude. Flying 2000’ above generally has a higher fuel penalty.
Crew should properly assess the best course of action should there be a limited cruise altitude
selection options.
2.10.1. BOTH PILOTS
 Monitor level off.

 Record altimeters reading on CFP and check every hour for all flights in RVSM airspace.
 Review MEA, MORA, and diversion airfield along the route. Set up the EFB terminal charts
accordingly.
 Whenever a flight is operated over high terrain, especially those above 10,000ft, both pilots
must be aware of any escape route during the descent to avoid high ground as they undertake
the diversion, in the event of rapid depressurization, to a suitable airport in those mountainous
regions one pilot must select TERR.
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 Check destination, en-route alternate (for possible diversion) and destination alternate weather
periodically.
 Use the FIX and ALTN pages to the fullest extent by entering appropriate major airfields along
the route.
 Monitor FMC accuracy to Check position accuracy continuously monitor that appropriate RNP
is displayed in accordance to the airspace specification and that the predicted FMC ANP is less
than that of the RNP.
 Make Passenger Address (PA) in regard to:

- Flight progress and points of general interest.
- Delay, expected length of delay, arrival time.
- En-route and destination weather.
- Anticipated rough air and seat belts requirement.
- Alternate airport landing if diverted … etc. per the attachment PA
guideline.
Tune and broadcast IATA in flight broadcast frequency 126.9, monitor emergency frequency
121.5 and/or inter pilot air-to-air frequency 123.45 as appropriate.
NOTE: Both pilots must wear headsets during takeoff until the top of climb and from the start
of descent throughout approach and landing. At least one pilot must wear the headset
at all times. During cruise Captain’s Flight Deck Speaker may be used but the volume
shall be kept at the minimum usable level to avoid interference with normal crew
conversation within the flight deck. FO shall wear headset at all times during flight.
2.10.2. CAPTAIN
 Monitor the progress of the flight.

 Crosscheck paper works.
 Shall record and monitor time over way points and fuel status on CFP at least every 30mins, for the
purpose of identifying trends and for comparison to the CFP.
2.10.3. FIRST OFFICER

 Monitor the progress of the flight.
 Enter alternate airports/depressurization escape route on the inactive route.
 Make all appropriate radio calls and complete all essential paper works.
 Check and record time over waypoints and fuel status on the computer flight plan (Use abeam
points on direct routes).
 Advise captain any change of planned fuel, ETA/ETE (if more than 3 minutes ATC must also be
advised), etc. from the CFP.
 Advise block out/takeoff time, ETA destination, total persons on board and aircraft status if any
through company radio.
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 Call Holloway and report operation normal every two hours. Report FL, remaining fuel onboard
and revised ETA destination. Transmit your early warning on maintenance status of the aircraft
when required.
2.11. PRIOR TO TOP OF DESCENT, DESCENT, APPROACH AND LANDING
Prior to top of descent both pilots are required to get destination and alternate airport weather
(preselect QNH on PFD and set the stand by altimeter). Enter expected approach into the FMC (This
may be done by either pilot).
FMC accuracy must be confirmed prior to top of descent and terminal control area holding patterns.
(Verify RNP and POS)
In marginal destination weather conditions pilots must prepare for a possible diversion. Special
attention should be given for an airport they are not familiar with.
NOTE: Before the commencement of descent the captain shall inform cabin crew the top of
descent time to alert the commencement of sterile flight deck status.
APPROACH BRIEFING
Approach briefing must be done in as much as possible before the top of descent. Waiting for the
ATIS or aerodrome actual weather is the main reason why approach preparations are delayed and
workload increase becomes a threat to the crew. Therefore crew should strategically plan to avoid
last minute briefing that can very well extend to below 10000’ AAL.
The captain will initiate the briefing by determining on who shall be the PF and the type of
approach to be flown. Before starting briefing, PF will hand over the aircraft by saying “YOU HAVE
CONTROL” stating the flight condition (LNAV, VNAV, HDG SEL, etc...) and PM will acknowledge “I
HAVE CONTROL”. All the item listed on the T/off and approach briefing flow checklist have to be
covered in the approach briefing & should be completed before TOD.
NOTE 1: Decision altitude for all non-precision approaches will be the MDA+50ft.
NOTE 2: Recheck visibility minimums required against the actual aerodrome weather condition
before passing the final approach fix (FAF) or the outer marker (OM).
Note 3: Guard control wheel & thrust lever at all times leaving initial approach fix.
The B777-200LR is classified as category C for straight in approaches and category D for circling
approaches. The 777-300ER, 777F and B787 are classified as category D for both straight in and
circling approaches.
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2.11.1. DESCENT AND APPROACH PROCEDURE
PF PM
Review all EICAS alert messages Recall and review all EICAS alert
Review all operational notes messages
Recall and review all operational notes
Verify VREF on PFD Enter VREF on APPROACH REF page
Set NAV RAD page for the approach as required
Call for DESCENT checklist. Read and accomplish the DESCENT
checklist
Obtain descent clearance.
When cleared to descend, initiate descent by setting Advise ATC when leaving assigned cruise
MCP altitude and selecting the appropriate pitch mode. level whenever required.
Monitor the Automatic Flight is in compliance with the
profile.
Command for seatbelt sign on at TOD. Switch on SEATBELT sign.
At 10,000 ft AAL, LANDING LIGHTS on. Switch on LANDING LIGHTS.
At Trans Level set QNH; crosscheck altimeters and complete APPROACH checklist.
Command CABIN ALERT at 3000ft AGL or Initial FLAPS Confirm CABIN READY and announce
selection. “CABIN CREW BE SEATED FOR
LANDING”
2.11.2 LANDING PROCEDURE ILS
Call “FLAPS_ according to flaps speed schedule Set flaps as directed.

Verify ILS is tuned and identified, LOC and G/S pointers are shown and approach clearance
received.
Arm LOC mode and call out LOC. Call out “LOC armed”.
Call out ”LOC alive” & “LOC captured”.
Arm APP and call out APP. Call out “G/S armed”.
Call out “G/S alive” & “G/S captured”.
G/S alive, Call Landing Gear down, FLPS 20 and arm SPD Select Gear down FLPS 20 and verify SPD
Brake. brake is armed.
G/S capture, Call for landing FLPS and set SPD. Select landing FLAPS and verify SPD.
At G/S capture set missed approach altitude on MCP. Verify missed approach altitude is set.
Call “LANDING checklist” Check the CHECKLIST COMPLETE
Check the CHECKLIST COMPLETE indication and call indication and call “LANDING checklist
“CHECKLIST COMPLETE” complete”
At the Final Approach Fix or OUTER MARKER verify and call the crossing altitude
Verify the auto land status at 500ft RA.
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NOTE 1: During an ILS approach, when using LNAV to intercept the final approach Course,
LNAV might parallel the LOC without capturing it. The airplane can then descent
on the G/S with the LOC not captured. Use HDG SEL, HDG HOLD, TRK SEL or TRK
HLD to intercept the final approach course, as needed.
NOTE 2: For an ILS approach, Use low drag approach whenever possible. The recommended
Low Drag procedure is as follows:
 Select flaps 5 within 15 NM to the runway

 Intercept the glide slope with flaps 5.
 At 2000 ft. AGL lower the landing gear and set flaps to 20 and arm SPD brake.
 At 1500‟ set flaps 30.
NOTE 3: In case of HOLDING: Start reducing to holding airspeed three minutes or 12NM
before the holding fix. Report over the Initial Fix and entering the Hold. If arrival
time is affected and workload permitting, advice company through operation
frequency.
2.12. NON PRECISION APPROACH
RNAV, Localizer, VOR and NDB are the types of non-precision approaches. Use of the autopilot
and auto throttle reduces crew workload and allows more time for management and monitoring
of the approach. Automatic flight is the preferred method of flying non- precision approaches.
It is recommended that whenever feasible, non-precision approaches shall be flown using

Autopilot, F/D, A/T, LNAV and VNAV OR V/S modes.
In order to facilitate the use of automation, the approach plan and go around profile shall be
entered into the FMC/CDU by one of the following methods.
Reach initial approach fix at minimum clean speed to eliminate the use of high drag devices
such as speed brake.
Constant descent profile shall be used on the final segment of non-precision approaches.
RNAV: Such approaches are flown using the map.
Localizer: It’s tracked by use of LOC. The HSI ILS mode may be used to verify DME.
VOR: A dedicated VOR approach shall be used if listed on the ARRIVALS page.
If VOR or ILS approach on the ARRIVALS page, or the airport is not in the database, build
the approach as necessary to be used as reference.
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The aircraft must be configured early and speed reduced to the maneuvering speed appropriate
to the flaps and aircraft position in the approach. Normally the aircraft shall cross the IAF with
no more than flaps 5. FAF shall be crossed in the landing configuration and the applicable final
approach speed.
Should deviations reach ½ dot, LNAV must be abandoned and HDG SEL shall be used to
position the aircraft on the correct track. Shall deviation exceed 1 dot go around must be
executed unless visual contact has been established and a landing can be safely made. The
autopilot must be disconnected at or shortly after the OM if landing is intended. Autopilot may
remain engaged till landing clearance is obtained and the field is in sight or for go around.
Instrument Approach using VNAV, V/S or IAN (B787) Use the autopilot during
the approach to give:
 Autopilot alert and mode fail indications
 More accurate course and glide path tracking
 Lower RNP limits.
This procedure is not authorized using QFE.
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PF PM
The recommended roll modes for the final approach are:
 For a RNAV or GPS approach use LNAV
 For a VOR or NDB approach use LNAV
 For a LOC approach use LNAV or LOC

Verify that the VNAV glide path angle is
shown on the final approach segment of
the LEGS page.
When on the final approach course intercept heading for LOC approach:
 Verify that the localizer is tuned and identified
 Verify that the LOC pointer is shown
Arm the LNAV or LOC mode.

Use LNAV, HDG SEL or HDG
HOLD to intercept the final
approach course as needed.
Arm FAC for IAN on B787
Verify that the LNAV is engaged or that the localizer is captured.
Approximately 2 NM before the Call “APPROACHING GLIDE PATH.”

final approach fix and after ALT
HOLD, VNAV PTH or VNAV
ALT is annunciated:
 Arm GP for IAN on B787

 Verify that the autopilot is
engaged
 Set DA(H) or MDA(H) on
the MCP
 Select or verify VNAV
 Select or verify speed
intervention
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Approaching glide path, call: Set the landing gear lever DN.
set the flap lever to 20.
“GEAR DOWN”
“FLAPS 20”
Set SPEEDBRAKE lever to

ARMED.
Beginning the final approach Set the flap lever as directed.

descent, call “FLAPS ”
as needed for landing.
Call “LANDING CHECKLIST.” Do the landing checklist.
When at least 300 feet below Verify missed approach altitude is set.
the missed approach altitude for
VNAV or 300 feet above MDA
(H) for V/S approach, set the
missed approach altitude on the
MCP.
At final approach fix, verify the crossing altitude and crosscheck the altimeters.
Monitor the approach.
If suitable visual reference is

established at MDA (H), DA (H),
or the missed approach point,
disengage autopilot and
disconnect the auto-throttle.
Maintain the glide path to

landing.
NOTE: When using LNAV to intercept the localizer, LNAV might parallel the LOC without capturing it. The
Airplane can then descent on the VNAV with the localizer not captured.
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2.13. APPROACH REQUIREMENTS RELATING TO RNP
With appropriate operational approval, approaches requiring RNP alerting may be

conducted in accordance with the following provisions:
 AFM indicates that the airplane has been demonstrated for selected RNP
 at least one GPS or one DME is operational
 any additional GPS or DME requirements specified by Operations
specification or by the selected terminal area procedure must be satisfied
 when operating with the following RNP values, or smaller:
 no UNABLE RNP alert is displayed during the approach.
Approach Type RNP
NDB, NDB/DME 0.6 NM
VOR, VOR/DME 0.5 NM

RNAV 0.5 NM
RNAV (GPS)/(GNSS) 0.3 NM
2.14. CIRCLING APPROACH
Set and crosscheck the circling minimum.
Establish on inbound course (LOC, VOR or NDB) with gear down and flaps 20 °. When
conditions permit, flaps 20 with gear up may be used to reduce drag.
At MDA, press ALT HOLD.
Runway in sight, turn 45° left or right and set missed approach altitude.
When established on the heading, time 20 seconds and turn to downwind TRACK.
Abeam touchdown point, time 20 seconds and turn to runway heading.
Turning base, select landing flaps and complete landing checklist. Do not descend below MDA until
intercepting the visual profile.
Leaving MDA, disengage the autopilot.
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NOTE 1: Go Around for the following conditions:
a) Descending to MDA & after reaching to a MAP if there is no visual cue.

b) If visual reference lost at any time during the circling maneuver.
c) If the approach isn’t stabilized.
NOTE 2: If a missed approach is required at any time while circling, make a climbing
turn in the shortest direction toward the landing runway even if the turn is more
than 180° to intercept the missed approach course. Continue the turn until
established on an intercept heading to the missed approach course
corresponding to the instrument approach procedure just flown.
Maintain the go-around flap setting until close-in maneuvering is completed. This will ensure
the airplane will remain within the circling and missed approach obstruction clearance area.
Different patterns may be required to become established on the published missed approach
course. This depends on airplane position at the time the missed approach is started.
NOTE 3: Refer to FCTM for more information.
2.15. VISUAL APPROACH
Refer to FCTM.
2.16. STABILIZED APPROACH RECOMMENDATIONS
All approach shall be stabilized by 1000 feet above runway elevation. Stabilized approach is
when a stable speed, descent rate, and vertical/lateral flight path in landing configuration is
maintained with the rate of descent not greater than 1000 fpm, or if applicable, the
maximum rate of descent approved for the particular approach. Sustained engine thrust at
or near Idle is not consistent to the stable approach criteria. FOM 2.2(7.22).
NOTE 1: Do not attempt to land from unstable approach. A go-around must be executed
following an unstable approach. The decision to execute a go-around is no
indication of poor performance.
NOTE 2: AT 1000ft the pilot monitoring call STABILIZED or NOT STABILIZED according to
the parameters listed below.
All approaches shall be stabilized by 1,000 feet AFE for both instrument meteorological
conditions (IMC) and visual meteorological conditions (VMC).
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An approach is considered stabilized when all of the following criteria are met:
 The airplane is on the correct flight path.

 Speed brake isn’t be extended.
 Only small changes in heading and pitch are required to maintain the
correct flight path.
 The airplane speed is not more than VREF + 10 knots indicated airspeed and
not less than VREF.
 The airplane is in the correct landing configuration(flaps, landing gear).
 Sink rate is no greater than 1,000 fpm, if an approach requires a sink
rate greater than 1,000 fpm, a special briefing should be conducted.
 Thrust setting is appropriate for the airplane configuration.
 All briefings and checklists have been conducted.
 ILS approaches should be flown within one dot of the glide slope and
localizer, or within the expanded localizer scale.
 During a circling approach, wings should be level on final when airplane
reaches 300 feet AFE.
 Unique approach procedures or abnormal conditions requiring a deviation
from the above elements of a stabilized approach require a special briefing.
These conditions should be maintained throughout the rest of the approach for it to be considered a
s t a b i l i z e d approach.
At 100 feet HAT for all visual approaches, the airplane should be positioned so the flight deck is
within, and tracking to remain within, the lateral confines of the runway edges extended.
As the airplane crosses the runway threshold it should be:
 Stabilized on target airspeed to within + 10 knots until arresting descent rate

at flare.
 on a stabilized flight path using normal maneuvering
 Positioned to make a normal landing in the touchdown zone (the first
3,000 feet or first third of the runway, whichever is less).
 Initiate a go-around if the above criteria cannot be maintained.
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2.17. MANEUVERING (INCLUDING RUNWAY CHANGES AND CIRCLING)
When maneuvering below 500 feet, be cautious of the following:
 descent rate change to acquire glide path

 lateral displacement from the runway centerline
 tailwind or crosswind components
 runway length available.
2.18. MISSED APPROACH/GO AROUND
2.18.1. ALL ENGINES
Pilot Flying Pilot Monitoring
Following auto Approach
Leave the Autopilot engaged.

Position the flap lever to 20.
At the same time:

• push the GA switch
• call “FLAPS 20”
Verify:
• the rotation to go–around attitude
• that the thrust increases
Verify that the thrust is sufficient for the
go- around or adjust as needed.
Verify a positive rate of climb

Verify a positive rate of
on the altimeter and call “GEAR
climb on the altimeter and
UP.”
call “POSITIVE RATE.”
Set the landing gear lever to UP.
Above 400 feet radio Verify that the missed approach altitude is set.
altitude, select a roll mode.
Verify that the missed approach route is tracked.
At acceleration height, set

speed to the maneuvering Select CLB thrust.
speed for the planned flap
setting.
Call “CLIMBTHRUST.”
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Call “FLAPS ” according to Set the flap lever as directed.

the
flap retraction schedule.
After flap retraction to the

planned flap setting, select
FLCH or VNAV as needed.
Verify that climb thrust is set.
Verify that the missed approach altitude is captured.
Set the landing gear lever to OFF after

landing gear retraction is complete.
Call “AFTER Do the AFTER TAKEOFF checklist.

TAKEOFF
CHECKLIST.”
2.18.2. FOLLOWING A MANUAL INSTRUMENT OR VISUAL APPROACH
Use the same procedure as above except:
 Rotate manually to 150 Pitch attitude
 Select or verify go-around thrust
 Engage autopilot as needed.
2.18.3. MANDATORY MISSED APPROACH
On all instrument approaches, where suitable visual reference has not been
established and maintained, execute an immediate missed approach when:
 A navigation radio or flight instrument failure occurs which affects the

ability to safely complete the approach
 The navigation instruments show significant disagreement
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 On ILS final approach, either the localizer or the glide slope indicator
shows full deflection.
 On non ILS approach , if deviation exceeds 1 dot for VOR.

 On RNP based approach, an alert message indicates the ANP exceeds
the RNP.
 On radar approach, radio communication is lost.

 For airplanes with NPS, during RNP approach operation, anytime the NPS
deviation exceeds the limit or an amber deviation alert occurs and the crew is
unable to change to a non-RNP procedure.
 For airplanes without NPS, during RNP approach operation, anytime the XTK
exceeds 1.0 X RNP and the crew is unable to change to a non-RNP procedure
2.19. LANDING ROLL PROCEDURE
PF PM
Verify that the Speed brake Lever is UP. Call “SPEEDBRAKES UP” or
Without delay raise reverse thrust levers “SPEEDBRAKES NOT UP” if it is not UP
to the inter locks & hold light pressure Call “REVERSERS NORMAL” or” NO REVERSER
until the interlock release, then apply L/R ENGINE” or “NO REVERSERS” accordingly.
reverse thrust as needed.
Monitor the rollout progress
Verify Auto-brake operation
At 80 kts initiate reverse thrust levers Call “80kts” & “60kts”

movement to idle reverse by 60 kts.
Approaching taxi speed, disarm the Auto-brake by applying manual braking and use
manual braking as needed
Before turning of the runway disconnect A/P if used
NOTE 1: By 80Kts, initiate movement of reverse thrust levers to reach reverse idle reverse by
60 kts. Position levers out of reverse by taxi speed.
NOTE 2: After the reverse thrust levers are moved, a full stop landing must be made. If an
engine stays in reverse, safe flight is not possible.
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2.20. AFTER LANDING PROCEDURE
When clear of the active runway:-

The Captain stows the Speed brake lever below 30kts GS (to avoid FDM register high speed taxi)
and puts left Weather Radar/Terrain- OFF, Left F/D- OFF.
The first officer will do the following:-

Rudder Trim Zero unit
Transponder* Standby
Stab. Trim 4 units
Flaps - Retract
LANDING LIGHTS as needed (after confirming with the captain)
Strobe light OFF (after vacating the active runway)
Engine Ant-ice ON (if required)
Auto Brakes - OFF
Right Weather radar/Terrain OFF

Right F/D switches OFF
APU Start (after confirming with the Captain)
* At airports where ground tracking is not available, select STBY. At airports equipped to track
airplanes on the ground, select an active transponder setting, ALTOFF,ALT ON or XPDR as applicable.
2.21. SINGLE ENGINE TAXI IN
(Refer to FCTM App 2.4)
It is more important to observe the engine cool down period. Damage to the engine due to
insufficient cool down time outweighs the advantages gained from single engine taxi in.
Engine cool down time shall not be less than 3 minutes unless there is an abnormal condition
requiring immediate shut down. Allow timing error to ensure a minimum of 3 minutes cool down
period. It is recommended to do single engine taxi in procedure at airports where the taxi in time or
distance is long and/or is possible. Preferably the engine towards the majority of the turns should be
shut down to avoid excessive tire scrubbing.
 If reverse thrust higher than idle is used then a full cool down period starts after the
engines decelerate to idle reverse.
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 If no higher than idle reverse thrust has been used cool down period of the engines begins
at touchdown. Other factors like surface condition, weather, traffic congestion, etc. must
also be considered for this procedure. The following airports are considered safe for single
engine taxi in.
1. BKK
2. FCO
3. CAN
4. PEK
5. CDG
6. ADD (whenever face NORTH stand is assigned)
7. JED
8. DXB
9. JNB
10. LHR
The procedure may be accomplished at other destinations at the pilot’s discretion with all due
consideration to all safety aspects.
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2.22. PARKING, SHUTDOWN AND SECURE
NOTE: - External power should be “ON” before shutting down both engines if APU is not available.

Set parking brake and check Approaching the parking position check for APU running and Brake
for APU RUN/EXT PWR AVAIL Pressure normal (B777). Check for the EXT PWR AVAIL light and
lights. transfer power or use APU as required.
Fuel control switches, CUTOFF. BEACON OFF

SEATBELT sign OFF
HYDRAULIC panel SET
FUEL PUMPS OFF
Communicate with ground
crew and ensure that chocks
are in position before
releasing parking brakes.
EFB SET (close flight)

Call for the “SHUTDOWN” Read “SHUTDOWN” Checklist.
Checklist.
Pass Landing and Block-in time to company radio. Take the time from ACARS.
Call for the “SECURE” ADIRU/IRS OFF

Checklist on last leg. EMERG. LIGHTS OFF
PACKS OFF
BATTERY SW. OFF
EFB OFF
Dim all instrument, panel and display lights.
Read SECURE checklist
Check and Sign the aircraft Complete the aircraft Log Book & CFP.
Log Book & CFP.
Perform post flight & write a remark on maintenance log if any.
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CHAPTER 3 NON-NORMAL PROCEDURES
3.1. NON-NORMAL SITUATION GUIDELINES

During non-normal situations, the following guidelines apply.
1. NON-NORMAL RECOGNITION
The crewmember recognizing the non-normal situation must callout clearly & precisely.
2. AVIATE (FLY)
PF must maintain airplane control.
Maximum use of automation
3. NAVIGATE
Fly as cleared, special procedure, divert, hold or approach etc.

4. ANALIZE
Review all EICAS messages.

Accomplish the non-normal checklist only after the malfunction is positively identified.
5. ACTION
Do memory items (above 400ft) Configure Call appropriate non-normal checklist Workload
management
6. EVALUATE
If situation gets better or worse or there is significant new information
The need to land if time critical
Use other resources (ATC, Cabin crew, deadheading crew, pax. etc)
7. MANAGE
Diversion, weather, fuel, ATC, crew, pax, etc…
3.2. PRIORITY REQUEST IN TRAFFIC SEQUENCE FROM ATC
Appropriate reporting is the responsibility of the crew during conditions that present safety concern
for the flight. Ethiopian airlines standard communication procedure must be used by the crew as
follows:
a) To declare emergency with anticipated imminent danger precede distress message with
“MAY DAY” three times. Examples would be: -uncontrolled or source not located on board
fire, When the calculated usable fuel predicted to be available upon landing at the nearest
airport where a safe landing can be made is less than the planned final reserve fuel, dual
engine failure, Rapid decompression, Engine/APU fire that can’t be extinguished (To declare
fire is uncontrollable wait for 30 seconds after the second extinguisher bottle is used in
flight).
SOP Page 76
REV. 2
b) To declare urgency, precede the message with “PAN PAN” three times. E.g. Engine
Failure, Engine fire that can be extinguished, cargo fire, when a person gets
seriously injured or sick in flight etc.
There are some situations where the flight crew must land at the nearest suitable airport.
These situations include, but are not limited to, conditions where:
• The non–normal checklist includes the item “Plan to land at the nearest suitable airport.”
• Fire or smoke continues
• Only one AC power source remains (engine or APU generator)
• Only one hydraulic system remains (the standby system is considered a hydraulic system)
• Any other situation determined by the flight crew to have a significant adverse effect on
safety if the flight is continued.
It must be stressed that for smoke that continues or a fire that cannot be positively
confirmed t o be compl etel y exti nguished, the earliest possible descent, lan ding , and
evacuation must be done.
If a smoke, fire or fumes situation becomes uncontrollable, the flight crew should consider an
immediate landing. Immediate landing implies immediate diversion to a runway. However, in a
severe situation, the flight crew should consider an overweight landing, a tailwind landing,
an off-airport landing, or a ditching.
Checklists directing an engine shutdown must be evaluated by the captain to determine

whether an actual shutdown or operation at reduced thrust is the safest course of action.
Consideration must be given to the probable effects of running the engine at reduced thrust.
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REV. 2
3.3. ENGINE PROBLEMS AFTER V1
PF PM
Maintain directional control. Identify the failed engine.
Rotate and adjust attitude to maintain V2 to V2 + 15. Call “POSITIVE RATE” of climb.
At positive rate of climb on the altimeter call for Gear Up. Select Gear Up.
Engage A/P AT 200 feet AAL. Verify A/P is engaged.

AT 400ft call out for roll mode. Select or verify commanded Roll mode.
Verify type of malfunction Identify the failure and advise the
PF Failure, fire, severe damage etc
Declare PAN PAN ATC shall be
notified of engine Out escape route, on
condition of engine failure & Radar
assistance if required.
Complete required memory item(s)
Memory item(s) complete and above engine out Check and retract flaps when
acceleration height, retract flaps on schedule. commanded.
After flaps are retracted set speed to V-ref 30 + 80Kts, Read the appropriate non-normal
check CON and climb to MSA. Call appropriate NNC. checklist
(If needed to continue to take off alternate consider
VNAV ENG-OUT CLIMB)
Call for AFTER TAKEOFF Checklist. Read AFTER TAKEOFF Checklist.
Determine next course of action.
NOTE: The airplane shall be in trim and the flight director commands shall be satisfied
prior to autopilot engagement.
For FIRE ENGINE, SEVERE DAMAGE/SEP memory items shall be accomplished above
500ft.
In case of ENGINE FAILURE/FIRE OR SEVERE DAMAGE OR SEPARATION and the First
Officer is the PF it will be the Captain’s discretion to let the F/O continue flying. If the
captain decides to take over, he calls out “I HAVE CONTROL”. The first officer releases the
control slowly and calls out “YOU HAVE CONTROL.”
PF handles the thrust lever and auto-throttle arm switch at all times.
The Fuel Control Switch and the Engine Fire Switch of the non-operating engine will be
operated by the PM in confirmation with the PF.
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REV. 2
3.4. MISSED APPROACH / GO AROUND ONE ENGINE INOPERATIVE
Accomplish in the same manner as a normal missed approach except:
 Call for flaps 5.

 Ensure CON thrust is set after flaps are retracted.
3.5. ENGINE INOPERATIVE CRUISE/DRIFTDOWN
PF PM
Select ENG OUT on ACT CRZ page check speed and cruise altitude then Set ENG out CRZ ALT on
MCP. Execute in confirmation with PF.
If applicable turn 90 degree to clear the air way Declare urgency “PAN PAN” three times.
Check that MCT is maintained and VNAV engaged.
Fly parallel until you determine on the diversion Request clearance for the Drift down altitude
airport and receive clearance. and enter diversion route on the FMC.
Adjust the engine out cruise altitude in the MCP Execute the new cleared CRZ altitude on FMC.
window when ATC Clearance is obtained.
Descend in VNAV using the VNAV SPD and live Monitor the descent to target altitude.
engine at MCT.
Call for the appropriate checklist. Read appropriate checklist.
At the target altitude, maintain MCT and accelerate Monitor speed.

to the engine out LRC speed and maintain.
NOTE: In case of engine fire during cruise the recall item shall be accomplished immediately
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REV. 2
3.6. CABIN DEPRESSURIZATION & RAPID DESCENT

This maneuver is designed to bring the airplane down smoothly to safe altitude, in the
minimum time, with the least possible passenger discomfort. The procedure also assumes that
cabin occupants are in great danger.
3.6.1. BOTH PILOTS IN THE COCKPIT

At first indication of rapid loss of cabin pressure:
Don oxygen mask
Silence the siren.
Establish crew communication (CAPT. Speaking /FO speaking)
Verify cabin pressure is uncontrollable.
Declare rapid descent when:
- cabin altitude reaches 14,000feet or
- cabin is uncontrollable or
- rapid Decompression occurs (if differential
pressure is zero in ten seconds).Refer FOM 3.5
(5.2)
Push passenger O2 switch to ON and hold for one second.

Set a lower altitude in the altitude window. Declare “MAY DAY” three times and advise
ATC that you are making rapid descent.
As required, remain on track or HDG SEL,
Turn seatbelts sign ON
approximately 90° to the PF side, if condition permit.
Landing lights ON.
E.g. high terrain, prohibited area, traffic, WX etc.
Watch conflicting traffic both visually and
Select FLCH and confirm annunciation on the PFD.
by reference to TCAS.
Close Thrust Levers.
Extend speed brake smoothly. Set XPDR code 7700
Target speed is MMO/VMO ( If structural integrity is in
doubt maintain existing speed).
Announce to the cabin “ATTENTION, THIS IS THE
CAPTAIN PULL DOWN AND USE YOUR OXYGEN MASK.” Advice ATC descending altitude/flight level
(MORA or 10,000 feet whichever is higher)
Call every 5000 feet in descent.
Refine altitude window to MORA or 10,000ft
whichever is higher. Target speed MMO/VMO. If Read CABIN ALTITUDE checklist (silent
structural integrity is in doubt, maintain existing checklist). Call any omitted items or give
speed. thumps up if everything is done correctly.
Set QNH at transition level as appropriate.
When clear of the airway, fly parallel or follow ATC Try to obtain alternate airport weather.
instruction.
Lookout for traffic.
At 2000 feet to level off, maintain turbulence Call 2000 ft. to level off.
penetration speed. If structural i n t e g r i t y is in
doubt, maintain existing speed.
At 1000 ft. to level off, Speed Brake Lever smoothly Call 1000 ft. to level off.
to down detent.
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REV. 2
NOTE 1: When donning O2 mask, put your headset on the back of your neck for easy reach to put it
back on over the air hose. Speakers may also be put ON.
NOTE 2: At level off altitude set LRC or reduce to turbulence penetration speed. If structural
integrity is in doubt, maintain existing speed or lower speed as applicable and determine
next course of action.
NOTE 3: At level off, Oxygen masks may be removed if cabin altitude is at or below 13,000ft. for
the first 30 minutes between 10,000ft.& 13,000ft., however at or below 10,000ft remove
oxygen mask for the remainder of the flight .This should be done one at a time. F/O
removes mask first then after a while the Captain does.
NOTE 4: Close O2 mask left door and push reset to communicate with ATC without the oxygen mask.
NOTE 5: After level off at or below 14,000ft.advise passengers to remove the oxygen mask.
NOTE 6: The captain contacts the Team Leader Cabin Services through the interphone or calls her to
the flight deck to get a preliminary briefing on the situation in the cabin. For more
information refer FOM 3.6(7.2).
NOTE 7: Advise passengers of the existing situation and next course of action.
NOTE 8: Recheck the pressurization system and evaluate the situation.
NOTE 9: Refer to the Jeppesen Airway Manual for contingency procedures in different airspaces.
3.6.2. ONLY ONE PILOT IN THE COCKPIT

At first indication of rapid loss of cabin pressure:
 Don oxygen mask.
 Silence the siren.
 Verify Cabin pressure is uncontrollable.
 Passengers O2 switch - push and hold for one second.
 Turn seatbelts sign ON
 Set lower altitude in the altitude window.
 As required, remain on track or HDG SEL, approximately 90° to the PF side if conditions permit.
E.G. high terrain, prohibited area, traffic, WX etc.
 Select FLCH and confirm annunciation on the ADI.
 Close Thrust Levers.
 Extend speed brakes smoothly.
 Declare “MAY DAY” three times and advise ATC that you are making rapid descent.
 Announce to the cabin “ATTENTION, THIS IS THE CAPTAIN/FIRST OFFICER PULL DOWN AND
USE YOUR OXYGEN MASK.”
 Set XPDR code 7700
 Advice ATC descending altitude/flight level (MORA or 10,000 feet whichever is higher)
Refine MCP ALT window.
 Target speed MMO/VMO. If structural integrity is in doubt maintain existing speed.
 When clear of the airway, fly parallel.
 Set QNH at transition level.
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REV. 2
 At 2000 feet to level off, maintain turbulence penetration speed. If structural i n t e g r i t y is in

doubt, maintain existing speed.

 1000 ft. to level off, Speed Brake Lever smoothly to down detent.
 At level off altitude, set LRC or reduce to turbulence penetration speed. If structural
integrity is in doubt, maintain existing speed and determine next course of action.
 After level off Oxygen masks should not be removed until the other pilot comes to the flight deck.
 After level off at or below 14,000ft.advise passengers to remove the oxygen mask then make a
P.A. “CAPTAIN/FIRST OFFICER TO THE COCKPIT. “
 After the captain/first officer back to the cockpit” both pilots in the cockpit “procedures apply.
3.7. REJECTED TAKEOFF
During takeoff, the crewmember recognizing the malfunction will call out clearly and precisely. E.g.
“Engine Fire”, “Engine Failure,” Cargo Fire etc. The decision to reject a takeoff rests solely with the
captain. The captain must make the decision so that stopping action can begin by V1. If the decision
is to reject the takeoff the captain shall clearly announce, “REJECT”, commence the stopping
action, and assume control of the airplane. If the first officer is making the takeoff, he/she shall not
abandon control of the airplane until the captain calls out “REJECT “and makes a positive input on
the controls.
As mentioned in the B777/B787 QRH, at low speeds up to approximately 80kts, the airplane shall be
stopped if an event occurs that would be considered undesirable for continuing the takeoff or flight.
Examples include, Master Caution, unusual vibration, tire failure etc.
Above 80kts and before V1, the takeoff shall be rejected only for fire or fire warning, engine
failure, if the airplane is unsafe or unable to fly or predictive wind shear warning. The decision to
reject must be made prior to V1. Rejecting a takeoff near V1 has too often resulted in the
airplane stopping beyond the end of the runway.
After rejecting a takeoff and stopping the aircraft, if conditions permit clear the active runway and
callout for the appropriate checklist.
Keep in mind and advise the ground personnel not to approach the main wheels. Unless required,
do not keep the park brake set. Have chocks placed under the nose wheels as soon as possible.
NOTE: It takes up to 20 min for the energy to build to pick temperature. Check break cooling
schedule if a subsequent takeoff is to be made soon.
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REV. 2

Call “REJECT” Note speed.
Rapidly and simultaneously: Verify actions:
Close the trust levers (disengage the Verify thrust levers closed,
auto-throttle) Auto-throttle disconnected,
Apply maximum manual wheel brakes or Monitor RTO auto brake operation.
verify operation of RTO auto brakes. Monitor if maximum brake applied,
If RTO auto brakes is selected, monitor speed brake lever up and call ”SPEED BRAKE UP”
system performance and apply manual Verify reverse thrust applied.
brakes if the auto brakes disarm or Call out any omitted action items.
deceleration is not adequate. Apply Call speeds 80kts and 60kts during deceleration.
reverse thrust up to the maximum
amount consistent with conditions.
Verify the speed brakes are extended.
Continue maximum braking until certain
the airplane will stop on the runway.
Field length permitting initiate
movement of the reverse thrust idle
detent by taxi speed.
After park brake is set, announce Advise ATC the situation after A/C has come to a
“CABIN CREW AT YOUR STATIONS.” complete stop. “ET… STOPPING on the runway “
Call for appropriate checklist. Read the appropriate checklist.

Announce to cabin the reason for RTO
and next course of action. If no action is
required by the cabin crew advise
“resume normal operation”
NOTE: After an RTO comply with brake cooling requirements before attempting a subsequent
takeoff.
Consider the following:
• The possibility of wheel fuse plugs melting

• The need to clear the runway
• The requirement for remote parking
• Wind direction in case of fire
• Alerting fire equipment
• Advising the ground crew of the hot brake hazard
• Advising passengers of the need to remain seated or evacuate
• Completion of Non–Normal checklist (if appropriate) for conditions which caused the RTO
SOP Page 83
REV. 2
3.8. PASSENGER EVACUATION
Complete the appropriate non-normal checklist before executing passenger evacuation.

Stop the airplane, and announce “CABIN Notify ATC nature of emergency, location of airplane and
CREW AT YOUR STATION” request assistance.
Call for PASSENGER EVACUATION checklist. Read PASSENGER EVACUATION checklist.
Initiate passenger evacuation by

commanding, “EVACUATE, EVACUATE,
EVACUATE.” Notify available exits.
Assist evacuation.
NOTE: Duty positions during evacuation:
- Captain Forward cabin
- First officer Mid cabin
- DH or Augmented crew could assist passengers outside the aircraft
During engine or APU fire on ground stop the airplane on the runway and perform the recall procedures to
fight the fire. If the fire is still there immediately after the discharge of the second bottle evacuate
passengers through all doors for APU fire and through opposite side doors for the engine fire. If it is a cargo
fire stop the airplane on the runway and perform the recall items, if the fire is still there initiate evacuation
through all doors.
If engine fails immediately after takeoff perform the appropriate engine failure procedure and land at the
nearest suitable airport. Do not delay landing to consider engine restart. Restart can only be considered if
enough time is available and approach is delayed for any reason.
If engine fails during climb, cruise or decent and if in flight engine restart is successful and all parameters
are normal continue the flight to destination.
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CHAPTER 4 LOW VISIBILITY OPERATIONS

4.1. INTRODUCTION
The B777/B787 has been designed, equipped and certified for low visibility operations
(CATII/IIIA/IIIB).
LOW VISIBILITY TAKEOFF
The captain shall carry out all low visibility takeoffs.
Confirm that the aircraft is lined up on the runway centerline lights and not the edge lights. Check
that the number of centerline lights is consistent with the reported RVR.
Use centerline lights or markings for directional control during the takeoff roll and stopping after a
rejected takeoff. As speed increases, the streamlining effect of these improves, and directional
control becomes easier.
Takeoff shall be rejected if visual reference is lost below 80kts.
Use of assumed temperature or de-rate is authorized when low visibility procedures are in effect.
Takeoff minima stated in Jeppesen chart 10-9A/20-9A category C & D is applied for all low visibility
takeoffs.
Low visibility will be enforced when visibility drops below RVR 400m.
Minimum RVR for Takeoff on B777/787 is 150 meters, however RVR value on the Jeppesen
airport chart (X0-9)will have precedence if the minima is higher than 150 meters..
LOW VISIBILITY APPROACH

All low visibility approaches conducted must be fully automatic to touchdown with at least two
autopilots engaged. Low visibility approaches may only be carried out when both the Captain and
the Co-Pilot are qualified and current, aircraft equipment is capable of CAT II or III operation and
the intended runway of landing is certified for such operation.
Recommended operational procedures and guidelines are given in FOM2.19, FCTM, FCOM & All
Weather Operation Manual in conjunction with Ethiopian Airlines Company.
B777/B787 Alert Height (AH) is 200ft and a Decision Height (DH) of 20ft shall be used whenever
DH is required for CAT IIIB approaches.
Alert Height is called from memory and shall not be set.
DH and BARO settings

CAT II (RVR 300>550 ceiling 100ft<200ft)
Set BARO to landing runway CAT I minima Set RADIO to CAT II minima as per approach chart.
CAT IIIA (RVR 200>300 ceiling 50ft<100ft)

Set BARO to landing runway CAT I minima  Set RADIO to 50FT or approved CAT IIIA minima.
CAT IIIB (RVR 75 >200 ceiling NO DH or DH < 50ft)

Set BARO to landing runway CAT I minima, RADIO 20ft for CAT IIIB with DH,Set RADIO to 50FT or
SOP Page 85
REV. 2
approved CAT IIIA minima for CAT IIIB with NO DH. Leave the Minimum selector switch to RADIO and
reset/blank the display.
4.2. ETHIOPIAN AUTOLAND LIMITATIONS
B777 B787
Head wind 25Kts Head wind 25Kts

Tail wind 10Kts Tail wind 10Kts
Cross wind 15Kts * Cross wind 15Kts *
Max G/S angle 3.25 Max G/S angle 3.25
Min G/S angle 2.50 Min G/S angle 2.50
Flaps 20 or 30 (one or both engines Flaps 20, 25 or 30 (one or both engines

operating) operating)
The autopilot flight director system (AFDS) The autopilot flight director system (AFDS)
auto-land status annunciation must display auto-land status annunciation must display
LAND 2 or LAND 3. And the SLATS DRIVE LAND 2 or LAND 3
EICAS message not displayed.
* AFDS rollout mode performance cannot

be assured when used on contaminated
runways. Therefore sufficient visual cue
is required during rollout. If an autoland
is accomplished on a contaminated
runway, the pilot must be prepared to
disengage the autopilot and take over
manually should rollout directional
control become inadequate.
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REV. 2
4.3. CAT II/III AIRCRAFT EQUIPMENT REQUIREMENTS FOR B777/787

TABLE 4
APP
TYPE NO
F/D AUTO LAND 2 (FAIL PASSIVE) LAND 3 (FAIL OPERATIONAL)
EQUIPMENT LAND
REQUIRED
ABOVE ALERT HEIGHT GO AROUND
CAT IIIB FOR:
1.NO auto land
2.AutoThrottle
3 AUTO 3.Autopilot caution
PILOT, 4. Autopilot disc warn.
3 RA, 5.LOC/GS Deviation alert
NO NO NO (Revert to higher minima to DH)
3 ILS, 6.SGL Source Displays (777 only)
2 ASA 7. SGL Source RAD ALT.
Windshield 8.SGL source ILS Displays(777 only)
wipers 9.SGL source approach(787 only)
BELOW ALERT HEIGHT GO AROUND
FOR THE ITEMS LISTED FROM 1-5
ABOVE & SPEED BRAKE EXTENDED.
ABOVE ALERT HEIGHT GO ABOVE ALERT HEIGHT GO AROUND
CAT IIIA AROUND FOR: FOR:
1.NO auto land 1.NO auto land

2.Autopilot caution 2.Autopilot caution
2 AUTO 3. Autopilot disc warn. 3. Autopilot disc warn.
PILOT, 4.LOC/GS Deviation alert 4.LOC/GS Deviation alert
2 RA, NO NO 5.SGL Source Displays (777 only) 5.SGL Source Displays (777 only)
2 ILS, 6. SGL Source RAD ALT. 6. SGL Source RAD ALT.
2 ASA 7.SGL source ILS Displays(777 only) 7.SGL source ILS Displays(777 only)
Windshield 8.SGL source approach(787 only) 8.SGL source approach(787 only)
wipers BELOW ALERT HEIGHT GO
BELOW ALERT HEIGHT GO AROUND
AROUND FOR THE ITEMS LISTED
FOR THE ITEMS LISTED FROM 1-4
FROM 1-4 ABOVE & SPEED BRAKE
ABOVE& SPEED BRAKE EXTENDED.
EXTENDED.
ABOVE 200 FEET RA GO AROUND ABOVE 200 FEET RA GO AROUND FOR:
CAT II FOR:
1.NO auto land 1.NO auto land
2.Autopilot caution 2.Autopilot caution
3. Autopilot disc warn. 3. Autopilot disc warn.
2 AUTO
4.LOC/GS Deviation alert 4.LOC/GS Deviation alert
PILOT,
NO NO 5.SGL Source Displays (777 only) 5.SGL Source Displays (777 only)
2 RA,
6. SGL Source RAD ALT. 6. SGL Source RAD ALT.
2 ILS,
7.SGL source ILS Displays(777 only) 7.SGL source ILS Displays(777 only)
1 ASA* 8.SGL source approach(787 only) 8.SGL source approach(787 only)
Windshield BELOW 200 FEET RA GO AROUND BELOW 200 FEET RA GO AROUND FOR
wipers FOR THE ITEMS LISTED FROM 1-4 THE ITEMS LISTED FROM 1-4 ABOVE&
ABOVE&SPEEDBRAKE EXTENDED. SPEED BRAKE EXTENDED.
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REV. 2
NOTE 1: * refers to: At least F/O side ASA must be serviceable.

NOTE 2: All EICAS warning messages except autopilot disc, approach can be continued.
NOTE 3: If rollout isn’t engaged continue auto land.
NOTE 4: If flare isn’t engaged continue auto land.
NOTE 5: If speed brake extended above alert height (200 feet) retract the speed brake & continue
the approach.
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REV. 2
CHAPTER 5 NON-NORMAL MANEUVERS
5.1. GROUND PROXIMITY WARNING (TERRAIN AVOIDANCE)

Refer maneuver section of QRH
5.1.1. UPSET RECOVERY
5.1.2. APPROACH TO STALL RECOVERY

5.1.3. WINDSHEAR PREDICTIVE

5.1.4. TCAS (TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM)
TCAS is designed to enhance crew awareness of nearby traffic and issue advisories for timely
visual acquisition or appropriate vertical flight path maneuvers to avoid potential collisions.
RA maneuver is mild and does not require large or abrupt control movements.
Passengers and Flight Attendants may not all be seated during this maneuver. Smoothly and
expeditiously return to appropriate altitudes and speeds when clear of conflict by following the FD
command.
Traffic Avoidance
Immediately accomplish the following by recall whenever a TCAS traffic advisory
(TA) or resolution advisory (RA) occurs.
All exterior lights ON.
WARNING: Comply with the RA if there is a conflict between the RA and air
traffic control.
WARNING: Once an RA has been issued, safe separation could be compromised if current
vertical speed is changed, except as necessary to comply with the RA. This is
because TCAS II–to–TCAS II coordination may be in progress with the intruder
aircraft, and any change in vertical speed that does not comply with the RA may
negate the effectiveness of the aircraft’s compliance with the RA.
NOTE: If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the
APPROACH TO STALL RECOVERY procedure.
NOTE: If high speed buffet occurs during the maneuver, relax pitch force as necessary to reduce
buffet, but continue the maneuver.
NOTE: Do not use flight director pitch commands until clear of conflict.
NOTE: Comply with the RA command if there is conflict between the RA and air traffic control.
When clear of conflict, advice ATC and return to previous clearance.
NOTE: for traffic avoidance Refer maneuver section of QRH
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Pilot Induced Roll Oscillation
Pilot induced Oscillations (PIO) are inadvertent, sustained oscillations of the airplane resulting from
interactions between the aircraft and control inputs by the pilot. They are often associated with tasks
where the pilot is attempting to precisely and quickly accomplish a flight maneuver (such as the
final phase of landing). In a fully developed lateral PIO, pilot control wheel inputs will be out of phase
with the airplane roll response.
Flight crew should be aware of the potential for pilot induced roll oscillation when using high rate, high
magnitude and rapidly reversed control wheel inputs. This potential is increased is increased when in
landing configuration with gusty wind conditions. Pilot techniques that utilize abrupt and pulsing control
inputs may also contribute to these events.
The following action should be accomplished immediately when either pilot recognizes that PIO exists:
Pilot Flying Pilot Monitoring

Announce the situation
Immediately stop lateral control wheel inputs Verify appropriate response
until the airplane stabilizes
Initiate go-around if oscillations do not Recommend go-around if airplane is not
diminish or if the aircraft is not in a stabilized for landing
position from which a safe landing can be
made
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REV. 2
CHAPTER 6 ETOPS
REFER FOM 2.15 ETOPS POLICY & PROCEDURES.
SOP Page 91
REV. 2
ATTACHMENT A
Capt. Yohannes H/Mariam VP Flight OPS Tel +251 91 120 92 83

Capt. Damene Tegegn Dir. Flying OPS Tel +251 91 150 0901
Capt. Yoseph Hailu Dir. Flight Training and Tel +251 93 540 2137
standards
Capt. Dawit Araya Chief Pilot B767/757 Tel +251 96 621 6759
Capt. Mikyas Tesfaye Chief Pilot B737/Q400 Tel +251 96 621 6760
Ato Bisrat Yared Dir. IOCC Tel +251 91 120 3406
Ato Desta Demissie Mgr. Dispatch Tel +251 91 120 3410
Duty Planner Tel +251 11 166 1212 / +251 11 517 8107
Crew Scheduling Tel +251 11 663 1211 / +251 11 517 8149
Motor pool Tel +251 11 663 1234 / +251 11 517 8419
Holloway Radio Tel +251 11 517 8223
Dispatchers Tel +251 11 517 8205 / +251 11 517 8007
SOP Page 92
REV. 2
ATTACHMENT B
Airport ground service agreement
ATTACHMENT B GPU ASU
STATION Remark Agreement Remark ASU Freq Total

Charge ASU
charge
ABJ 1 hour free of charge one start USD 202.00 per
After 1 hr USD202.00 per hr is applied ASU free start applied
of charge after one start
ACC 1hr and half free After 1 hr USD100.00 USD 100 838 83800
of charge USD100.00 per per engine
hr is applied start
ARN 90 min included in USD 62.60 will be USD155.55 USD100. 208 20800
the basic charged per 30 Per engine
min. start
AUH ASU for Single house per start $150 is applied and for the double house $75 is applied
BAH USD77.66 per hr is applied Free of charge because it is
included in the package
BEY 1 hour GPU After 1 hour USD100 is USD100.00 USD100 364 36400
free of applied per hour per engine
charge start
BJM USD75 per hr is applied USD75 for USD75/ 364 88088
narrow body USD 242
and USD 242
for wide body
per start
BJS USD 140 per hr is applied USD180.00 USD180 260 46800
per start is
applied
BKK USD 129.22 per hr is applied ASU for Single house per USD106.8
start $106.8 is applied and
for the double house
$54.85 is applied
BKO USD44.62 per hr is applied USD65.00 per USD 65 938 60970
start
BRU EUR140.00 for the Additional 30 min EUR140 per USD 201 364 73164
1st hr EUR55.00 start
BOM USD118 per hr is ASU for Single house per start USD128 364 46592
applied $128.00 is applied and for the
double house $64.00 is applied
SOP Page 93
REV. 2

Charge ASU
charge
BZV USD168.00 per hr USD168.00 per start is applied USD168 260 43680
is applied
CAI USD195.00 for $123 for narrow body and $188 for USD123/ 364 68432
140Kva & wide body aircraft USD188
USD168.00 for
98Kva
CAN USD100 per hr for $60 will be charged for narrow USD 60/ 364 36400
wide body bodied aircraft and $100 for wide USD100
body
CDG EUR45.00 per 30 EUR200.00or USD239.00 per start USD239. 418 99902
min
DAR I hr free of charge After 1 hr USD285.00 per hr one start ASU free of charge
After one start USD210 per
start
DEL USD118.00 per hr ASU for Single house per start USD128/ 520 66560
$128.00 is applied and for the USD64.00
double house $64.00 is applied
DLA 1 hr free of USD120.00 per hr USD140 260 36400

charge USD140.00 per start
DKR 1 hour GPU free of After 1 hour EUR90.00 is applied EUR150 or 156 34944
charge per hr USD224.5
per start
USD224
DXB USD 130.14 per USD 114 for narrow body and USD USD 114/ 1092 185640
hr 170 for wide body per start USD 170
EBB I hr free of charge USD100.00 per hr is applied one start ASU free of charge
After one start free
USD100.00 per start
FIH USD135 for narrow body and USD 225 for wide body one start ASU free of charge
After one start free
USD225.00 per start
FCO GPU is included on EUR82.56 or USD 123.6 per start USD 123.6 832 102835.
the Basic & there 2
is no time limit
SOP Page 94
REV. 2

Charge ASU
charge
FRA GPU for all A/c USD343.00 for wide body aircraft USD343.0 156 53508
131 Euro per 60 and USD195.00 for narrow body /USD195.
minutes aircraft
HRE 1 hour GPU free of after 1 hr USD $120.00 will USD120 208 24960
charge 60.00 per 30 min be charged per
start
HGA GPU is included on the Basic & there is no time limit
HKG USD 60.00 per hr USD87.5 per start USD87.5 208 18200
IAD 1 hr free of after 1 hr free USD50.00 per hr one start ASU free of charge
charge GPU After one start free USD75.00
JIB USD 150.00 per hr one start ASU free of charge
after one start $150.00 will be
charged
JNB USD48.00 per 30 USD112.55 Per start is applied USD112.55 572 643786
min
JED 1 hour GPU free of after 1 hr USD100.00 to be USD100.00 208 20800
charge charged per engine
start
JRO 1 hour GPU free of After 1 hr USD285.00 per hr one start ASU free of charge
charge After one start free,
USD210.00 per start
JUB 1 hr free of USD250.00 per hr one start ASU free of charge
charge After one hr for single house
$350.00 & for double house
$40
KGL 2 hours GPU free of charge Free of charge because it is
KRT I hour GPU free of after 1 hr USD250 one start ASU free of charge
charge after one hr for single house
$350.00 & for double house
$40
KWI USD90 per hour
LAD 1 hr GPU free of after 1 hr free USD50.00 per hr one start ASU free of charge
charge After one start free USD50.00
per start
LBV 1 hr free of charge after 1 hr XAF 200,000 per 30
min. USD716 per start
SOP Page 95
REV. 2

Charge ASU
charge
LHR GBP 2.64 per 15 min USD169.00 per start USD169.00 208
LOS 1 hour GPU free of After 1 hr USD USD 359 per start USD 359
charge 248.00 per hr
LLW 1 hour GPU free of After 1 hr USD one start ASU after that USD102.00 is
charge 102.00 per hr free of charge applied
LUN GPU is included on the Basic & there is no time limit Free of charge because it is
LFW 1hr GPU free of After 1 hr USD200.00 per hr USD220.00 per 418
charge start
OUA 1hr GPU free of charge USD34 per 30 min
NDJ 1 hr free of charge After 1 hr free one start ASU USD 202.00 per start applied
USD 202.00 is free of charge after one start
to be charged
NBO GPU is included on the Basic & there is no time limit Free of charge because it is
SAH USD 250.00 per One start ASU free of charge After one start free
hr USD5225.00 per start
TLV USD 80.00 per hr USD220.00 per start USD220.00 208
ZNZ USD210.00 per hr USD210.00 per start USD210.00 364
SOP Page 96
REV. 2
ATTACHMENT C
Information of medical service agreement by station
No Area Office Name of the delegated doctor / Clinic/ hospital/hotel Remark
1 Abidjan Polyclinique Des II plateaux

2 Accra The trust hospital
3 Bamako Prof. AlyGuindo
4 Bangkok Siam City Hotel Doctor, Bangkok International Hospital, Bangkok Dusit Medical
Services.
5 Beirut Le Meridian Commodore Hotel
6 Beijing International Medical Center
7 Brazzaville Laaico LM Recettes
8 Cairo Concorde Elsalam Hotels, Hayat and Alsalam Hospital
9 Doualla Clinic Bonapriso Andella IV Marie
10 Dakar Pharmacei Du Guet Clinique Pester
Doctor Younes Younes
11 Dar Es Dr. K.K. Khan medical Services
Salam
12 Djibouti Dr. Nicolas Georgalis
13 Dubai Dr. M. Ayad
14 Frankfurt Dr. W.Gaber
15 Kampala Clinic Dr Gupta
16 Khartoum Dr. A.E. Rasoul
17 Kinshasa Center Hospitalier Akram
18 JNB Dr. Joseph Teeger
19 Lagos Eko Hotel, Dr Charles Hammond
20 Lilongwe Dr. G.H. Kayambo
21 Lusaka Lusaka Trust Hospital Coptic church Hospital Zambia Italian Orthopedic
Hospital
22 London Dr Alison Coll
23 Mumbai Hotel Leelaventure Ltd
24 Nairobi Hilton Hotel Dr. R.C. Radia
25 New Delhi Radisson Hotel
26 N’Djamena Dr. Jacques Nanadoumgar
27 Rome Dr. Raymond Atayi
28 Washington Dr Getachew M.Afre
29 Axum Bazen Higher Clinic
30 Bahirdar Gamby Hospital
31 Dire Dawa Bilal Hospital Central Poly Clinic
32 Gondar Stadium medium clinic
33 Makelle Emanuel Higher clinic Simeret Higher clinic
34 Jimma Jimma Higher clinic
SOP Page 97
REV. 2
ATTACHMENT D
Attachment D contains the decision making process for ground De-icing /Anti-icing procedure that
flight crew can use.
The actual copy of this attachment is provided as a standard checklist in the aircraft library.
A. PASSENGER ADDRESS GUIDLINE
GENERAL
Communication between flight crew and passengers is of a paramount importance in the SAFE,
EFFICENT AND COURTEOUS conduct of Airline Transport Operation. The protocol, content and phase
of this requirement is incorporated in various chapters of the FOM and SOP manuals as well as the
SERVICE RECOVERY section of the GROUND HANDLING MANUAL. In line with keeping passengers
well informed of routine and non-regular progress of the flight it is intended to prevent the
occurrence of anxiety, worry, doubts and negative speculation.
Needless to say, all communication should be loud and clear, concise and to the point. Special care
should be taken in choosing words and phrases to avoid confusion, alarm and even panic. Tonality
of voice should be calming, assertive or even entertaining as appropriate.
For the sake of clarity and system efficiency, it is recommended to use the PA telephonic set,
handheld mike and the boom mike as a last resort. Speaking directly into a mike mixes breathing
sound with the voice reducing readability over the cabin speakers and so holding it slightly on the
side of the mouth and or leaving a small gap improves the sound quality.
All announcements should first be made in Amharic and then in English. Though all essential
announcements should be made by the captain, non Amharic speakers may delegate this
assignment to the F/O.
All initial announcements should be preceded by the name and rank of the announcer and thereafter
by rank only.
PASSENGER ADDRESS
The passenger address (PA) system is one of our most effective service tools. It enables us to
provide passengers a more informative journey. Proper use of the PA system enhances
ETHIOPIAN’S professional image and promotes confidence in our service.
The following general rules should be followed when using the PA system.
Think before you speak (If need be jot down important points)
Tell the truth
Don’t make promises you cannot keep
Avoid technical terms and aviation jargon (IFR, ATC). Use layman terms.
Avoid words such as turbulence, thunderstorm, or foggy. Use bumpy or cloudy.
Be careful with humor.
Emphasize safety. We want our passengers to know that their wellbeing is important to us
Be friendly. Think of your passengers as your guests and treat them accordingly.
SOP Page 98
REV. 2
A review of our customer comment cards and letters tells us that our passengers want to hear the
following from our cockpit crews:-
Major points of interest pointed out along the route including large cities and geographical
highlights.
During mechanical delays or irregular operations passengers want an explanation of the

situation and how it is going to be handled. They also want continual updates on the situation.
Our passengers want to be able to hear PA announcements clearly. Please ask cabin crew if cockpit
PA announcements are loud and clear during in flight conditions. Write-up PA system that require
maintenance action.
After all passengers have boarded on the first leg of each flight, a short welcome address
appropriately timed before taxi. Conditions and time permitting this may include expected traffic
condition, takeoff run-way and direction of departure and expected sceneries during the maneuver
along with the expected weather condition of the climb phase. Subsequent to this initial
announcement any significant deviation or delay affecting departure and arrival times should
without fail be communicated.
Do’s and Don’ts

The essence of such announcements is to deliver the required information concisely, clearly and
unambiguously. In so doing the tone of the announcer (with the captain busy with priority items it
could be the F/O) should be:-
- CALM AND RELAXED

- REASSURING
- ASSERTIVE (*it may be preferred for the F/O to use the term “this is your pilot speaking”
to alleviate unfounded fears as to the wellness of the captain)
The choice of words should be in line with not raising undue alarm, create confusion and or panic.
Examples:-
- Engine malfunction instead of engine failure
- System inconsistence „‟ system failure
- Rain shower „‟ thunderstorm
- Bumpy air „‟ turbulence
- Restricted visibility „‟ fog
- Etc…………..
Information on return to the ramp, the departure airport and diversion to a suitable airport should
be presented as a necessity in line with safety & convenience and not out of lack of choice and or
incapability.
The following templates are for your reference and guide:
SOP Page 99
REV. 2
PILOT ANNOUNCEMENT TEMPLATE
PARKING POSITION ANNOUNCEMENT/ የቅድመበረራመረጃ

የተከበራችሁ መንገደኞቻችን እንደምን ከበረራው ክፍል አብራሪያችሁ ነኝ። ከሥራ ባልደረቦቼ “ከዋና / ከምክትል“
አብራሪው እና የዚህ በረራ የመስተንግዶ ሃላፊ ጋር በመሆን የስታር አላያንስ አገልግሎት አባል በሆነው የኢትዮጵያ
አየር መንገድ የበረራ ቁጥር ለመብረር እንኳን በደህና መጣችሁ። አሁን ለበረራ የምናደርገውን ዝግጅት በማጠናቀቅ ላይ ነን
ዝግጅታችንን እንደጨረስን የአውሮፕላኑን በሮች ዘግተን ጉዞአችንን እንጀምራለን።
በአሁኑ ሰዓት በዚህ ጉዞ ላይ（ “ምንም መዘግየት አንጠብቅም” ወይም “በ ምክንያት ለ ደቂቃ/ሰዓት ዘግይተን
ጉዞአችንን እንጀምራለን”። የበረራ ጉዞ ከጀመርን በኋላ ስለበረራው ተጨማሪ መረጃ እንነግራችኋለን። አሁን ለመነሳት በምናደርገው
ዝግጅት ስለበረራው ደህንነት የሚሰጠውን መመሪያ በጥሞና እንድትከታተሉ በትህትና አሳስባለሁ።
መልካም በረራ።
GOOD _ LADIES, GENTLEMEN. THIS IS YOUR PILOT “CAPTAIN or FIRST OFFICER”
SPEAKING.
MY NAME IS YOUR CAP/F.O IS AND L/C/SUP.
WELCOME ON BOARD ETHIOPIAN AIRLINES FLIGHT TO _ WITH STAR ALIANCE
SERVICE.
CURRENTLY, WE ARE IN THE PROCESS OF COMPLETING DEPARTURE PREPARATION. AS
SOON AS IT IS COMPLETED AND DOORS ARE CLOSED WE WILL BE REQUESTING
CLEARANCE. WE ARE AT THE MOMENT EXPECTING (NO DELAY OR SLIGHT DELAY DUE TO
)
I WILL GIVE YOU MORE INFORMATION ABOUT OUR FLIGHT DURING CRUISE.
IN THE MEAN TIME PLEASE COMPLY WITH CABIN SAFETY INSTRUCTION IN ORDER TO
FACILITATE TIMELY DEPARTURE.
HAVE A NICE FLIGHT.
DELAY ANNOUNCEMENT / ስለበረራመዘግየት

የተከበራችሁ መንገደኞቻችን ከበረራው ክፍል አብራሪያችሁ ነኝ። በግምት ለ ደቂቃ/ሰዓት ከመነሻ ጊዘአችን ዘግይተን ጉዞአችንን
እንጀምራለን ወይም ላልተወሰነ ጊዜ እንደምንዘገይ ተነግሮናል።
የምንዘገይበት ምክንያት —————————————— ሲሆን፣
 በአጋጠመን የአውሮፕላን ብልሽት
 በአውሮፕላን ማረፊያው አካባቢ በተፈጠረ የትራፊክ መጨናነቅ
 ለበረራ የማያመች የአየር ሁነታ
 ከሌላ መዳረሻዎች ዘግይተው በሚመጡ መንገደኞች
 የመንገደኞች ሻንጣዎችን ለመለየት/ለመጫን/ለማውረድ
 በሰነድ ማረጋገጫ/በመንገደኛ መቀበያ ቦታ በተፈጠረ መጨናነቅ
 በደህንነት ቢሮ ሰራተኞች መመሪያ/ጥያቄ
 አውሮፕላኑ ከበረዶ መጽዳት ስላለበት
 የህክምና እርዳታ የሚያስፈልገው መንገደኛ በመኖሩ
 የበረራ ተቆጣጣሪዎች ሥራ በማቆማቸው
SOP Page 100

REV. 2
ሁኔታውን ተከታትለን የሚገኘውን ውጤት አሳውቃችኋለሁ። በቅድሚያ ሁኔታውን ተገንዝባችሁ ለምታሳዩን ትዕግስት ላመሰግናችሁ
እወዳለሁ።
LADIES AND GENTLEMEN, THIS IS YOUR CAPTAIN SPEAKING FROM THE FLIGHT DECK,
WE HAVE A DEPARTURE DELAY OF APPROXIMATELY __ MIN OR HOUR,
OR
WE HAVE UN UNDETERMINED DELAY
DUE TO:
• A TECHNICAL PROBLEM.
• HEAVY TRAFFIC IN THE AIRSPACE/ AT THE AIRPORT
• BAD WEATHER CONDITIONS AT.
• THE LATE ARRIVAL FROM THE PREVIOUS FLIGHT
• BAGGAGE LOADING, BAGGAGE IDENTIFICATION
• CONGESTION AT PASSPORT CONTROL CHECK-IN COUNTER.
.LAST MINUTE HANDLING OF LUGGAGE
• AIRPORT SECURTY PROCEDURE
• AIRCRAFT DE-ICING PROCEDURE
• MEDICAL ASSISTANCE REQUIRED FOR ONE OF OUR PASSENGERS.
• STRIKE BY THE ATC CONTROLLER AT AIRPORT.
I WILL KEEP YOU UPDATED ON ANY PROGRESS AS SOON AS WE RECEIVE IT. THANK YOU
FOR YOUR UNDERSTANDING AND PATIENCE.
RETURNING TO PARKING POSITION ANNOUNCEMENT / ወደማቆሚያስለመመለስ

የተከበራችሁ መንገደኞቻችን ከበረራው ክፍል አብራሪያችሁ ነኝ።
በአጋጠመን ምክንያት ወደ ማቆሚያ ቦታ ለመመለስ ተገደናል፣
 በአጋጠመን የአውሮፕላን ብልሽት
 በደህንነት ቢሮ ሰራተኞች መመሪያ/ጥያቄ
 የህክምና እርዳታ የሚያስፈልገው መንገደኛ በመኖሩ
 በአየር መንገዱ ኃላፊዎች መመሪያ
ሁኔታውን ተከታትለን የሚገኘውን ውጤት አሳውቃችኋለሁ።በቅድሚያ ይህንኑ ተገንዝባችሁ ለምታሳዩን ትዕግስት ላመሰግናችሁ
እወዳለሁ።
THIS IS YOUR CAPTAIN SPEAKING FROM THE FLIGHT DECK.

DUE TO：
 A TECHNICAL PROBLEM,
 PASSENGER NEEDING MEDICAL ASSISTANCE,
 COMPANY OPERATIONAL REASONS, SECURITY REASONS)
WE WILL RETURN TO OUR PARKING POSITION. I WILL SHARE WITH YOU ANY FURTHER
INFORMATIONAS SOON AS I RECEIVE IT.
THANK YOU FOR YOUR UNDERSTANDING AND PATIENCE.
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REV. 2
ABORTED TAKEOFF ANNOUNCEMENT / ከመነሳትመስተጓገል
የተከበራችሁ መንገደኞቻችን ከበረራው ክፍል አብራሪያችሁ ነኝ። በአጋጠመን የአውሮፕላን ብልሽት ምክንያት ለመነሳት ባለመቻላችን
ይህንን በረራ ለማቋረጥ ተገደናል፡ሆኖም አስፈላጊው የጥገና ሥራ እንደተጠናቀቀ ጉዞአችንን እንደምንጀምር ተስፋ እናደርጋለን።
በቅድሚያ ሁኔታውን ተገንዝባችሁ ለምታሳዩን ትዕግስት ላመሰግናችሁ እወዳለሁ።

WE HAD TO CANCEL OUR TAKE-OFF DUE TO A TECHNICAL PROBLEM.
WE HOPE THAT WE WILL BE ABLE TO CONTINUE OUR FLIGHT.
WE THANK YOU FOR YOUR UNDERSTANDING AND PATIENCE.
DE-ICING ANNOUNCEMENT
የተከበራችሁ መንገደኞቻችን ከበረራው ክፍል አብራሪያችሁ ነኝ: በአሁኑ ሰዓት የአውሮፕላኑን የውጭ አካል ከበረዶ ማጽዳት አስፈላጊ
በመሆኑ ይህን ስናደርግ በአውሮፕላኑ ዉስጥ የሚፈጠረው ያልተለመደ ጠረን የታወቀና ምንም አይነት ጉዳት የሌለው እና ጽዳቱ
ከተጠናቀቀ ጥቂት ደቂቃዎች በኋላ የሚጠፋ መሆኑን እገልጻለሁ፡ የሚወስድብንም ጊዜ በግምት 10 ደቂቃዎች ያህል ይሆናል
አመሰግናለሁ።

WE WILL ACCOMPLISH MANDATORY DE-ICEING AND ANTI- ICING ON THE AIRCARAFT
EXTERNAL STRUCTURE.
IT WILL TAKE APPROXIMATELY 10 MINUTES. YOU MAY EXPERIENCE A DIFFERENT ODOR
WHICH IS NORMAL FOR THIS PROCEDURE AND IS HARMLESS.
IT WILL GO AWAY IN A FEW MINUTES AFTER THE PROCEDURE IS COMPLETED.
CRIUSE ANNOUNCEMENT / የጉዞመረጃ
የተከበራችሁ መንገደኞቻችን ከበረራው ክፍል አብራሪያችሁ ነኝ። በኢትዮጵያ አየር መንገድ የበረራ ቁጥር ከ ወደ - ከኛ ጋር
ለመብረር በድጋሚ እንኳን በደህና መጣችሁ ፡ የስታር አላያንስ አገልግሎት አባል የሆነውን የኢትዮጵያ አየር መንገድ መርጣችሁ
በመምጣችሁ በጣም ደስተኞች ነን።
ስለ በረራችን አጠር ያለ አጠቃላይ መረጃ ለመስጠት፣ ከተነሳን ጀምሮ ደቂቃዎች ሆኖናል፡፡ በአሁኑ ሰዓት ወደተፈቀደልን ከፍታ
እየወጣን ነው፡ （የተፈቀደልንን ከፍታ ይዘናል።）
የዛሬው መንገዳችን በ በኩል በ ፣ ፣ አየር ክልል ይወስደናል። ለተጨማሪ እና ተከታታይ መረጃ
ከፊትለፊታችሁ በሚገኙት የምስል ማሳያዎች መጠቀም ትችላላችሁ።
ወደመዳረሻችን በአገሩ አቆጣጠር ሰዓት እንደርሳለን፡ የአየር ሁኔታው ባለን መረጃ መሰረት （ ጥሩ/
ፀሃያማ/ደመናማ/ዝናባማ）ነው። በመንገዳችንም ላይ ያለው ሁኔታ （ጥሩ/ከደመና የጸዳ/አልፎ አልፎ ደመናማ）ሲሆን በነፋስ
አቅጣጫና ፍጥነት መቀያየር የተነሳ ንቅናቄ ሊኖር ስለሚችል በተቀመጣችሁ ጊዜ የደህንነት ቀበቶዎቻችሁን እንድትታጠቁ
እንመክራለን።
በኢትዮጵያ አየር መንገድ እና በሥራ ባልደረቦቼ ስም አብራችሁን በመጓዛችሁ እያመሰገንኩ ጉዞአችሁ ያማረ እና የተሳካ እንዲሆንና
በምንሰጣችሁ አገልግሎት እንድትደሰቱ እጋብዛለሁ። መልካም በረራ።
SOP Page 102

REV. 2
LADIES AND GENTLEMEN.THIS IS YOUR CAPTAIN SPEAKING FROM THE FLIGHT DECK,
ONCE AGAIN WELCOME ONBOARD ETHIOPIAN AIRLINES FLIGHT NUMBER _ FROM
TO .
AS ALWAYS IT IS A PLEASEURE TO HAVE YOU ONBOARD OUR FLIGHT AND WE ARE VERY
GLAD YOU MADE IT YOUR CHOICE TO FLY ETHIOPIAN AND THE STAR ALIANCE.
I WOULD LIKE TO GIVE YOU SOME INFORMATION CONCERNING OUR FLIGHT.
MINUTES HAVE ELAPSED SINCE DEPARTURE. WE ARE CURRENTLY CLIMBING
TO/CRUISING AT FLIGHT LEVEL _ . WE HAVE ABOUT OF CRUISING TIME
BEFORE WE COME TO OUR TOP OF DESENT.
TODAY OUR ROUTE TO , AFTER LEAVING AIR SPACE, WE WILL BE VIA , ,
, AND AIRSPACE. ESTIMATE ARRIVE _ AT LOCAL TIME.
AND THE REPORTED WEATHER AT _ LOOKS PRETTY NICE, RAINY, STORMY,
SUNNY,CLOUDY, PARTLY CLOUDY, CLEAR.
ON BEHALF OF ETHIOPIAN AIRLINES AND ENTIRE CREW, I WOULD LIKE TO THANK YOU
FOR FLYING WITH US AND WE WISH YOU NICE AND PLEASANT FLIGHT. LEAN BACK,
RELAX, AND ENJOY YOUR SERVICE.
THANK YOU FOR YOUR ATTENTION.
DESCENT ANNOUNCEMENT
የተከበራችሁ መንገደኞቻችን ከበረራው ክፍል አብራሪያችሁ ነኝ: አሁን ወደ መዳረሻችን ስለተቃረብን ከፍታችንን መቀነስ
እንጀምራለን። ለመድረስ የሚቀረን ጊዜ ደቂቃዎች ያህል ነው የሚያርፉ ወይም የሚነሱ አውሮፕላኖች ካላዘገዩን በቀር በአገሩ
አቆጣጠር ሰዓት እናርፋለን;; አሁን ያለው አየር ሁኔታ （ጥሩ/ ፀሃያማ/ደመናማ/ዝናባማ）ነው፡ የሙቀት መጠኑ ---- ዲግሪ
ሴንቲግሬድ/ፋራናይት ነው። በጉዞአችሁ እንደተደሰታችሁ ተስፋ እናደርጋለን፡አመሰግናለሁ ።
THIS IS YOUR CAPTAIN/FO SPEAKING FROM THE FLIGHT DECK,
WE ARE COMMENCING DESCENTTO _ AIRPORT.
WE WILL BE LANDING IN ABOUT MINUTES.
THE CURRENT WEATHER AT IS RAINY, SUNNY, CLOUDY, PARTLY CLOUDY, SNOWY,
CLEAR AND THE TEMPERATURE DEGREES CELCIUS.
HAVE A NICE LANDING. THANK YOU.
DIVERSION ANNOUNCEMENT / የመዳረሻለውጥመረጃ

የተከበራችሁ መንገደኞቻችን ከበረራው ክፍል አብራሪያችሁ ነኝ: በአጋጠመን （በማረፊያ ጣቢያው ባለው አመቺ ያልሆነ የአየር ሁነ
ኔታ፣ የአውሮፕላን ብልሽት ወይም የጣቢያ መጨናነቅ etc) ማረፍ ስላልቻልን ወደ ተለዋጭ ማረፊያ ጣቢያ እንሄዳለን እዛም
በአገሩ አቆጣጠር ሰዓት እንደርሳለን። ተጨማሪ መረጃ በጣቢያው ካረፍን በኋላ እንገልጽላችኋለን። አመሰግናለሁ።
- DUE TO UNFAVORABLE WEATHER CONDITIONS,
- HEAVY TRAFFIC,
- TECHNICALPROBLEM.
- IT IS NOT POSSIBLE TO LAND AT _.
WE WILL CONTINUE OUR FLIGHT TO _AIRPORT.
OUR ARRIVAL ESTIMATE IS _ _.
FURTHER DETAILS ON THE CONTINUATION OF YOUR FLIGHT WILL BE GIVEN UPON
ARRIVAL. WE THANK YOU FOR YOUR UNDERSTANDING.
SOP Page 103

REV. 2
EMERGENCY LANDING ANNOUNCEMENT/ ለአልተጠበቀሁኔታመረጃ

የተከበራችሁ መንገደኞቻችን ከበረራው ክፍል አብራሪያችሁ ነኝ። አንድ ጊዜ ሁላችሁም በጥሞና እንድታዳምጡኝ እጠይቃለሁ።
በአጋጠመን ምክንያት፣
 የአውሮፕላን ብልሽት ምክንያት
 በወፎች መመታት
 በድንገት በታመመ መንገደኛ
 በደህንነት ሥጋት
 በድንገተኛ እሳት ወይም ጭስ
ጉዞአችንን መቀጠል ባለመቻላችን ይህንን በረራ በማቋረጥ ወደ ማረፊያ ጣቢያ ለመሄድ ተገደናል፡፡
ሁኔታውን ተገንዝባችሁ ለምታሳዩን ትዕግስት ላመሰግናችሁ እወዳለሁ።
LADIES AND GENTLEMENT THIS IS YOUR CAPTAIN. MAY I HAVE YOUR ATTENTION
PLEASE. THIS IS YOUR CAPTAIN.
WE REGRET TO INFORM YOU THAT WE HAVE TO PROCEED TO THE AIRPORT DUE TO;
BIRD STRIKE, HYDRAULIC
LOSS, PRESSURISATION
PROBLEM,
A PASSENGER SUFFERING HEART ATTACK,
SECURITY REASONS, DECOMPRESSION, SMOKE IN THE CABIN,
SOP Page 104

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ETHIOPIAN AIRLINES FLIGHT OPERATIONS

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Table of Content Page

CHAPTER 0 ADMINISTRATION AND CONTROL OF MANUAL......…………………………….……14

0.0. FORWARD .............................................................................................................. 14

0.1. INTRODUCTION ..................................................................................................... 14

0.2. SUPPLEMENT MANUAL ............................................................................................ 15

0.3. PERSONS AFFECTED ............................................................................................... 16

0.4. AMENDMENT AND REVISION .................................................................................. 16

0.4.1. MANUAL CONTROL ............................................................................................... 16

0.4.2. REVISION TRANSMISSION .................................................................................. 17

0.4.3. RECORD OF REVISION ......................................................................................... 17

0.4.4. REVISION HIGHLIGHTS ....................................................................................... 18

0.4.5. REVISION TRANSMITTAL SHEET .......................................................................... 18

0.4.6. AMENDMENT PROPOSAL FORM ............................................................................ 18

0.4.7. DISTRIBUTION .................................................................................................... 19

0.4.8. LIST OF EFFECTIVE PAGES................................................................................... 20

0.5. TERMS AND DEFINITIONS...................................................................................... 21

0.6. ABBREVIATION ...................................................................................................... 24

CHAPTER 1 GENERAL .................................................................................................. 26

1.1. INTRODUCTION ..................................................................................................... 26

1.2. RESPONSIBILITIES (Captain’s and First Officers) .................................................. 26

1.3. GENERAL CONDUCT ................................................................................................ 26

1.4. CREW REPORT TIME ............................................................................................... 26

1.5. CREW RESOURCE MANAGEMENT (CRM) .................................................................. 26

1.6. CONTROL DISPLAY UNIT (CDU) PROCEDURES ........................................................ 27

1.6.1. CDU DISPLAY SELECTION.................................................................................... 27

B777/787 STANDARD OPERATING PROCEDURES

1.7. CALLOUTS .............................................................................................................. 28

1.7.1. STANDARD CALLOUTS FOR CLIMB AND DESCENT ................................................ 28

1.7.2. STANDARD CALLOUTS FOR ILS APPROACH ......................................................... 29

1.7.3. STANDARD CALLOUTS FOR NON-ILS ................................................................... 30

1.7.4. STANDARD PHRASEOLOGY ................................................................................. 31

1.8. NORMAL PROCEDURES PHILOSOPHY AND ASSUMPTIONS ...................................... 33

1.9. CONFIGURATION CHECK......................................................................................... 33

1.10. CREW DUTY and DUTY SHARE POLICY .................................................................. 34

1.11. MULTI FUNCTION DISPLAY (MFD) PROCEDURES .................................................. 35

1.12. SYNOPTIC DISPLAY .............................................................................................. 35

1.13. GENERAL USE OF CHECKLIST ............................................................................. 36

1.13.1. NORMAL CHECKLIST OPERATION ...................................................................... 36

1.13.2. NON-NORMAL CHECKLIST OPERATION .............................................................. 36

1.13.3. ELECTRONIC CHECKLIST (ECL) OPERATION ...................................................... 37

1.13.4. ELECTRONIC CHECKLIST (ECL) PROCEDURE ...................................................... 38

1.14. GENERAL BRIEFINGS ............................................................................................ 38

1.14.1. DISPATCH BRIEFING......................................................................................... 38

1.15. ELECTRONIC FLIGHT BAG (EFB) ........................................................................... 39

1.15.1. AIRPORT MOVING MAP (AMP) ........................................................................... 39