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INTRODUCTION

INTRODUCTION SpiceJet B737 Line & Training Guidelines (B737 LTG) are issued under the authority of the

SpiceJet B737 Line & Training Guidelines (B737 LTG) are issued under the authority of the Chief Pilot and GM-Trng & Stds with the aim of achieving safe flight operations in the SpiceJet B737 Fleet.

Adherence to the SpiceJet B737 LTG will ensure effective crew coordination and crew performance, the two central concept of CRM. These guidelines will ensure that the operating crews have a shared mental model of each task. That mental model, in turn, is founded on SOPs, that identify a core of mandatory actions or procedures which must always be performed because the failure to do so has a direct adverse impact on the safety of operation.

These guidelines are extracted from FCTM, SpiceJet OM Chapter-17, FCOM Vol-I & B737 QRH and these standardize all procedures to make it possible to crew any two pilots together on a non-regular basis without lowering safety standards.

SpiceJet 737 Flight Crews are required to adhere to the LTG at all times and personal methods or practices should not be introduced.

Any changes to the guidelines may only be made or promulgated on the authority of the VP Ops. and GM – Trg & Stds.

It is reiterated that these procedures are in-house company guidelines to facilitate optimized and standardized line and training operations and they do not override the existing Boeing and Company Manuals (eg. QRH, FCTM, FCOM, AFM, DDG etc).

Suggestions/comments would be appreciated and may be forwarded to Gurcharan.arora@spicejet.com

This issue of Line & Training Guidelines replaces the earlier issues, which stand canceled in toto.

replaces the earlier issues, which stand canceled in toto. VP-Flight Operations Spicejet LTG Edition 2 dtd

VP-Flight Operations

earlier issues, which stand canceled in toto. VP-Flight Operations Spicejet LTG Edition 2 dtd 01 Mar

INTENTIONALLY

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BLANK

CHAPTER 1: NORMAL PROCEDURES

Table of Content

1.

REPORTING TIME at flight dispatch prior to operating a

5

2.

DISPATCH BRIEFING

5

3.

ON REACHING THE AIRCRAFT

5

4.

PRELIMINARY PREFLIGHT PROCEDURE (PIC or Co-Pilot)

5

5.

PREFLIGHT PROCEDURE

6

6.

TAKE-OFF DATA ENTRY (Terms LHS & RHS are used to cover PIC upgrades as well)

7

7.

Review 737 SOP for EOT-OUT (To be done by PIC if applicable)

7

8.

PUSH BACK

7

9.

ENGINE START

8

10.

NORMAL

BEFORE TAXI PROCEDURE & TAXI

9

11.

RUNWAY

ENTRY

10

12.

TAKE-OFF……………. ROTATION & TAKE OFF

10

13.

CLIMB PROCEDURE

12

14.

CRUISE PROCEDURE

13

15.

DESCENT PROCEDURE

13

16.

(a) APPROACH Guidance:

14

17.

LANDING PROCEDURE GUIDANCE

16

18.

BOUNCED LANDING RECOVERY

16

19.

AFTER TOUCH DOWN PROCEDURE

17

20.

AFTER

LANDING PROCEDURE

17

21.

ONE ENG TAXI

17

22.

Whenever entering into the parking stand, forward facing lights should be turned off (Use ‘Turn-off Lights’ as required). Do not

enter a Parking Stand if:

18

23.

SHUTDOWN PROCEDURE

18

24.

SECURE PROCEDURE

19

25.

POST FLIGHT DUTIES

19

A1

Appendix: 1 Precision Approach

20

A2

Appendix: 2 Non Precision Approach

21

A3

Appendix: 3 Circuit and Landing

22

A4

Appendix: 4 Touch And Go Landing

23

INTENTIONALLY

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CHAPTER 1: NORMAL PROCEDURES

1. REPORTING TIME at flight dispatch prior to operating a flight. The reporting time for all Domestic Flights will be D-1 HOUR. (D=Scheduled Time of Departure). For practical purposes, reporting time is the time when the Flight Crew signs the medical register. This reporting time shall be used for calculation of all relevant FDTL criteria and Roster Planning purposes.

2. DISPATCH BRIEFING

The ‘Pre-Flight Briefing’ at Dispatch must include the following:

(a)

(b)

Aircraft status (as applicable): MEL/DDG/EDTO/RNAV/ RVSM/CAT-2/-3A/Monsoon Circulars.

NOTAMS: limitations at Departure, En-route, Destination and Alternate Airports e.g. watch hours, serviceability

and availability of radio navigation aids, approach or landings aids, availability of runway/runway length, activation of dangerous/restricted areas etc.

(c)

(d)

Weather: Check latest METAR for departure and T/O alternate, TAF for destination and alternates (refer B737 AOM manual).

CFP Review:

i. Check CFP is for EDTO/RE-DISPATCH if applicable.

ii. Check aircraft type (-800 or -900) and registration, match air distance and ground distance as per winds, check selection and number of alternates.

iii. Check estimated ZFW and tankering requirement, if any.

iv. Calculate ‘Ramp Fuel’. The minimum Ramp Fuel shall be ‘Min Dispatch Fuel’ + [‘Destination hold + Extra’]

(e)

(f)

as indicated on the CFP.

Check aircraft parking stand, runway in use.

At transit stations, it is the responsibility of the PIC to give OTOW, Trip Fuel & Ramp Fuel as per CFP, in writing to the commercial staff.

3. ON REACHING THE AIRCRAFT

(a)

Reach the aircraft atleast by D-25

(b)

Exterior Inspection, walk around, to be conducted as per FCOM Vol-I by PIC (or Co-pilot, on PIC instructions). Use high-visibility jacket during walk around. The other pilot to go inside, set parking brakes (to check brake wear indicator pins), select wheel well light ON and strobe lights on steady (to check serviceability).

(c)

On entering cockpit: PIC to

i. Check/set Parking Brake (May be released if brake temperature is an issue and chocks are in place).

ii. Confirm cleanliness of the cabin and readiness from CCIC.

iii. Conduct the ‘Cabin Safety Briefing’ with CCIC viz formally introduce the CCIC to the Co-Pilot, brief the CCIC on the details of the flight(s) , duration of the flight, possibility of delays for taxi out/take off , weather conditions which may affect the flight or cabin service while en-route, standard procedure for Cockpit Security, codes for Unlawful Interference. Remind CCIC that you would like to be informed of anything non-normal which may occur in the cabin such as unusual noises, reports from passengers etc. Any other information relevant for the Cabin

iv. Put the ‘Seat Belts’ sign ON once refueling is complete.

4. PRELIMINARY PREFLIGHT PROCEDURE (PIC or Co-Pilot)

(a) Taking over cold aircraft- (APU Off and Ground power connected):-

i. Safety Checks: Check Battery switch, Stand-By Power switch and Alternate Flap Master Switch guards closed. Check windshield wiper selectors in Park position, Electric Hydraulic Pumps switches off and Landing gear lever down. Verify LG green lights ON, LG red lights extinguished and flap lever position tallies with flap indication. (do not change lever posn).

ii. Check Ground Power available Light ON. Connect Ground Power and check Source OFF, Transfer bus OFF, and Stand-by Pwr OFF lights are extinguished.

iii. Carry out “lights test”.

iv. Obtain ground clearance and carry out overheat detector, fire, and extinguisher tests and start APU.

v. Put left main tank fuel pump on (or if center tank fuel qty more than 453 kgs, then Left Centre Fuel Tank Pump to be switched on), check APU bleed OFF.

vi. Start APU at D-5. After APU GEN OFF BUS light illuminates, select APU on buses and Check SOURCE OFF, TRANSFER BUS OFF and STANDBY PWR OFF lights extinguish. Check all APU Warning lights (APU MAINT, APU LOW OIL PRESSURE, APU FAULT, and APU OVERSPEED lights) extinguished.

vii. Ask ground staff to disconnect “Ground Power”.

viii. Place both engine bleed air switches and APU bleed air switch ON, pack switches AUTO, and isolation valve switch OPEN.

ix. Repeat the overheat detector and fire tests if required, to test the wheel well fire warning system and carry out cargo fire test.

Now conduct the ‘Preliminary Preflight Procedure’. Actions, sequence (para 5 below).

(b) Taking over aircraft with APU On and Connected.

PIC or Co-Pilot

i. Select IRS mode selectors OFF and then NAV. Set Display Selector (DSPL SEL) s/w on IRS Display Unit (ISDU) to HDG/STS position and adjust brightness of display.

ii. Check/Set the parking brake.

iii. Voice Recorder switch on.

iv. Check Crew oxygen pressure. Minimum Despatch Pressure (Cockpit Crew O 2 Bottle)

Minimum Despatch Pressure (Cockpit Crew O 2 Bottle) v. Check hydraulic oil and engine oil quantities

v. Check hydraulic oil and engine oil quantities sufficient for the flight.

vi. Check Flight Deck Access System, key and emergency equipment (fire extinguisher, crash axe, and escape ropes, smoke goggles, asbestos glove, Landing gear pins, PBE).

vii. Check Aft Overhead Panel: PSEU and GPS lights off, Service Interphone off, REVERSER and ENGINE CONTROL lights off, EEC switches on, Pax. Oxygen switch guard closed and PAX OXY ON light off, LG lights Green and FDR switch guard closed.

viii. Check CB panels (P6 behind Copilot and P18 behind PIC). Do not push any CB without checking with engineer.

ix. Check manual gear extension access door closed.

5. PREFLIGHT PROCEDURE

(a)

Co-Pilot (RHS)

i. Assume position, adjust seat, lap straps.

ii. Oxygen Test (Drop in pressure not to exceed 100 PSI)

iii. Obtain weather (ATIS/ATC) and obtain Delivery Clearance, if required.

iv. Take out relevant documents:- Apt Layout, Parking Stand Layout, and Approach Plate for ldg R/w in use, SIDs, en-route charts and TAC for Runway in use.

v. Overhead Scan: Yaw Damper ON. One fuel pump ON for APU. CAB/UTIL and IFE power switch ON, Window Heat ON. Do not pressurize hydraulics at this stage (In case of strong and gusty winds, obtain clearance to pressurize hydraulics and switch ON one Electric Hydraulic Pump). Set Pressurization Panel (Crz alt set, mode selector in auto) both engine bleed switches ON, APU bleed switch ON, both packs AUTO and isolation valve OPEN. Adjust temp controls according to weather conditions.

vi. External Lights as required (only Position Lights by day, Logo and Position Lights by night), set EFIS control panel and MCP (Captains Course Window will be set by the Captain).

vii. PFD: Set Baro Alt to AFE +800 rounded off to next higher 50 ft. Set QNH on PFD and Standby Altimeter.

viii. Auto brake selector to RTO.

ix. Reset Fuel Used indicator.

x. Carry out fire extinguisher and cargo fire test.

xi. Set up COM, NAV and ADF for departure.

xii. Once IRS’s are aligned, test GPWS & TCAS. Test Weather Radar (after refueling is completed) on the first flight of the day/taking over the aircraft from another Crew.

xiii. PM’s ND set 20 NM range.

xiv. After finishing the above, at the discretion of the Capt, carry out CDU pre-flight procedures and enter FMC data.

(b)

PIC (LHS)

i. Assume position. Set Parking Brake (if not already set), adjust seat/lap straps.

ii. Oxygen Test, Lights Test & PA Check. Confirm from the Co-Pilot that weather radar and TCAS test has been done.

iii. Enter/Cross-check position in FMC.

iv. Carry out/check CDU Preflight Procedure (Enter FMC Initial Data, Navigation Data and Performance Data).

v. Set up EFIS control panel and Check MCP settings.

vi. Check and set up PFD/ND and standby instruments. (Verify that the IRS alignment is complete before checking the flight instruments). PF’s ND set 10 NM range.

vii.

Check and set throttle quadrant. Ensure speed brake lever well seated in down detent. Check flap lever and flap position at zero. IF NOT, obtain ground clearance to pressurize B system electric hydraulic pump and then have flaps raised to zero.

viii. Take out relevant documents: Apt Layout, Parking Stand Layout, and Approach Plate for landing Runway in use, SIDs, en-route charts.

ix. Check COM, NAV and ADF for departure.

x. Check FMC route and legs are in-compliance with ‘Delivery Clearance’

xi. Ensure that the SNY/OBS has checked his O2. Carry out his briefing as per placard.

xii. Ask for “Pre-flight Checklist”.

(c) PRE-FLIGHT BRIEFING (to be done by PF) If First Officer (as PF) conducts the briefing, the PIC shall cover the Reject Take-off and Evacuation procedure. Wx dep, dest and alt is within minima. There is no MEL affecting our flight/MEL is reviewed. Taxi out will be ……… SID is …………………. and checked in FMC. NAV-RADIOS are set. This will be LHS/RHS, F5, Bleeds ON/OFF, Full/Red Thrust/24K Derate/Full length or --- Intersection Takeoff. Standard instructions and callouts. In case of any malfunction before 80 kts I will call reject and close thrust levers, disengage A/T, apply max

braking, raise speed brakes, apply max reversers and stop the aircraft and set parking brakes. After 80 kts reject will be only for any fire/engine fail or severe damage/aircraft unsafe to fly or predictive wind

shear.

Your actions? Co-pilot replies: “I will see speed of reject and monitor your actions and call out any omissions. I will call out “Speed-brakes Up” or “Speed-brakes Not Up”, “reversers”, “60 knots”. After the aircraft comes to a complete stop, I will inform ATC and Cabin.” (Crew at stations/normal duties) In case I continue takeoff after 80 kts, no actions below 400 ft AFE except cancelling fire warning and gear up. Follow engine out procedure i.e ……… or disregard SID, call ATC and climb to …………….(MSA) In case of Cabin Altitude ‘Intermittent Warning Horn’ activation in air, above 10,000 ft flight altitude, we will Immediately, don oxygen masks and set regulators to 100%, Establish crew communications, do the Cabin Altitude Warning or Rapid Depressurization non-normal checklist. We will remove oxygen mask only when cabin altitude is established at or below 10,000 ft, one by one after checking that the other pilot is feeling ok. Actions in case of communication failure after take-off. Note 1: Detailed briefing on crew duties is required only for the first take-off of the day. For subsequent take-offs an abbreviated briefing is sufficient. Note 2: For 737-900 ops, a ‘Special Take Off briefing’, is to be conducted.

6. TAKE-OFF DATA ENTRY (Terms LHS & RHS are used to cover PIC upgrades as well) When the trim sheet is presented, LHS pilot shall enter the data in FMC and call it out for the RHS pilot to check and copy. All weights are to be rounded off to the next higher 100 Kg. RHS pilot extracts Take-Off Data (Assumed Temperature and Speeds) from the ‘TAC’. LHS pilot verifies the data by physically seeing the chart. RHS pilot to call out data identifiers e.g. “Delhi, Runway 28 Intersection C, Flaps 5, 24K, AC Auto, Anti-ice Off”. LHS enters the assumed temperature, selects full thrust climb, in place of reduced thrust climb, enters V1, Vr, V2 on Take-off page, sets V2 on MCP, enters the MACTOW on the Take-off page and sets the stabilizer trim to the value generated by FMC. PF selects Take-off page and PM selects LEGS page on respective CDU.

7. Review 737 SOP for EOT-OUT (To be done by PIC if applicable) Salient Features - PIC- Min 1000 hrs PIC on type CO-PILOT - Minimum 500 hrs on type. Specified domestic aerodromes, ramp/taxiway dry or damp, vis min 800m, 3mins after second eng start is assured before takeoff, APU serviceable, no item of Air-con system unserviceable or under MEL and PIC assesses conditions appropriate for EOT-OUT. 50% N1 “Breakaway Thrust” is only to be exceeded when there are no airplanes, eqpt or installation behind the airplane. 2 nd eng start shall be done only by Co-Pilot (RHS). A/c may be moving or stationary.

8. PUSH BACK On completion of take-off data calculation and FMC entries, ensure all papers are in, (trim sheet, tech log and ARC), cockpit door and all exterior doors are closed, ask ground crew for clearance to pressurize hydraulics and if he is ready for push back. Then ask Co-pilot to obtain start-up/push-back clearance. After obtaining start-up/push-back clearance, Co-pilot will complete the before start procedures i.e. Fuel pumps ON (As per company policy, center tank fuel pumps to be selected OFF if quantity in center tank is less than 1,000 kgs to avoid nuisance master caution in take off roll), passengers signs ON, Pressurize hydraulics (after pressurizing the hydraulics, check hydraulic oil quantity and pressure in hydraulic systems A & B and brake pressure minimum 2800 psi and then change lower DU to engines).

‘Read the Before Start Check-list’. If during RECALL check, an amber caution illuminates and then extinguishes after a master caution reset, check the MEL for Dispatch Relief and the respective non-normal checklist is not needed. If expected delay is more than 3 to 4 minutes, inform ATC. If push back is required, coordinate and release parking brakes for pushback after obtaining clearance from ground crew. (For all Flights/simulator exercises, the sequence will be Pre-flight preparation, Pre-flight checklist, Briefing, Before-start procedures, Before-start checklist and Delivery/ push-back/start clearance.) WARNING: If the nose gear steering lockout pin is not installed and hydraulic system A is pressurized, any change to electrical or hydraulic power with the tow bar connected may cause unwanted tow bar movement. CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or towing. This can damage the nose gear or the tow bar. CAUTION: Do not use airplane brakes to stop the airplane during pushback or towing. This can damage the nose gear or the tow bar.

9. ENGINE START

(a)

NOTES

i. Engines may be started during pushback or towing.

ii. Starter duty cycle: Do not exceed 2 minutes during each start attempt. A minimum of 10 seconds is needed between start attempts

iii. Normal engine start considerations: Do not move an engine start lever to idle early, or a hot start can occur. Keep a hand on the engine start lever while monitoring N1, N2, EGT and fuel flow, until stable. If fuel is shutoff accidentally (by closing the engine start lever) do not reopen the engine start lever in an attempt to restart the engine. Failure of the ENGINE START switch to stay in GRD until the starter cut-out N2 can cause a hot start. Do not re–engage the ENGINE START switch until engine is below 20% N2.

iv. Do the ABORTED ENGINE START checklist for one or more of the following abort start conditions:

The N1 or N2 does not increase or increases very slowly after the EGT increases/The EGT quickly nears or exceeds the start limit/The EGT does not increase by 10 seconds after the engine start lever is moved to idle/There is no oil pressure indication by the time that the engine is stable at idle.

v. If, during or after engine start, a red warning or amber caution light illuminates, do the respective NNC and if on the ground, check the DDPG.

(b)

START PROCEDURE – Without EOT-Out PIC calls out the starting sequence to the ground crew and obtains clearance to start engines.

 

LHS

RHS

 

“start no. 2”

Both packs off Start s/w to ground

Start chrono

Start chrono Check start valve open

Check N2 increase

Check N1 increase

N2 25% (minimum 20% at max motoring and N1 +ve), start lever idle

Check oil pressure registering by 25% N2

Monitor fuel flow and EGT rise in 10 seconds.

   

N2 56%

Check Start switch moves to off/auto and start valve open light off and then call starter cut out.

If starter not cutoff, start lever off

   

Monitor N1, N2, EGT, Fuel flow & Oil pressure for normal indication while the engine accelerates to stable idle . In case of abort start due to no oil pressure indication by the time engine is stable at idle, do not motor the engine. The engineer must be informed that the engine has not been motored. Incase start is aborted, carry out memory items as applicable and ask for abort engine start NNCL.

START POCEDURE-EOT-OUT

 

Before Start:

PIC shall inform the Engineer seeing off the airplane about the intention to carry out EOT-OUT.

After Pushback/Clearance to Start:

Engine Number 2: Start as per para (b) above.

 

After starting Engine Number

Crew shall NOT carry out the standard ‘Before Taxi Procedure’ or ‘Before Taxi Checklist’. (These shall be done later – at a holding point - after starting the second engine.) Instead, LHS PILOT shall ask for “SINGLE ENGINE BEFORE-TAXI CHECKLIST” i.e.:

2:

PACKS…Right Pack AUTO, Left Pack OFF ISOLATION VALVE……… CLOSED APU BLEED……………….……ON

 

FLAPS……………

……Set

to Takeoff Flaps

 

STABILIZER TRIM….……

Units

Set

GROUND EQUIPMENT… Clear (Note: This is a standard CHALLENGE-RESPONSE checklist that shall be done ‘read and do’ from this card).

Having finished this checklist, LHS PILOT shall:

 

Crosscheck ISOLATION VALVE…CLOSED Check Engine #2 parameters are normal. LHS PILOT shall then taxi out (EOT-OUT). Maximum N1 for ‘Breakaway Thrust’: 50%

At least 4 minutes before estimated ‘Line Up’ Time, PIC shall ask for: “START ENGINE NUMBER 1”. Aircraft may be moving or stationary.

RHS PILOT shall reconfirm:

Left PACK switch………… ….….OFF ISOLATION VALVE……… … CLOSED APU BLEED……………………….ON

 

And then start Engine #1 i.e. Announce “STARTING ENGINE NUMBER 1” ENGINE START switch…… GRD Verify N2 RPM increases At 25% N2 RPM, Engine Start lever… IDLE

Monitor N1, N2, EGT, fuel flow and oil pressure for normal indications while the engine

 

accelerates to a stable idle.

After starting Engine 1:

After starting Engine#1, the Crew will wait till the aircraft is stationary at a holding position before doing the following standard items. The following standard items shall then be done:

(a)

Before Taxi Procedure

(b)

Before Taxi Checklist (both Pilots to ensure correct Packs and Bleed configuration).

(c)

Before Takeoff Checklist (both Pilots to insure correct Flap and Stabilizer Trim set).

After completion of all the above items, the PIC shall consider the airplane ready for ‘line up’.

10. NORMAL BEFORE TAXI PROCEDURE & TAXI

(a)

Clock usage: (For elapsed time) RHS – Block Time (Chks Off to Chks on) LHS – Flight Time (Take Off to Landing)

(b)

LHS Pilot calls to ground crew: “Two good starts. You may disconnect and come to left/right hand side for hand signals. Show the pin (incase of pushback). Departure time…… ”

(c)

RHS Pilot carries out the ‘After Start procedure’ i.e. Generators ON, Probe Heat ON, packs as required/on, isolation vv auto, APU bleed off, start switches continuous, wheel well light off, APU off, recalls, Lower DU OFF, Flaps to ‘Take-Off’ setting.

(d)

LHS Pilot carries out check of Flight Controls (Make slow and deliberate inputs, one direction at a time, moving control wheel and rudder pedals to full travel in both directions and verify the freedom of movement and that controls/rudder pedals return to center. (Check of full and free movement of rudder may be done while stationary or moving). During rudder check the Copilot must follow the movement of rudder and ensure that he will be able to apply full brakes with full application of rudder to either side.

(e)

LHS Pilot asks for “Before Taxi Checklist”.

(f)

After the checklist, RHS obtains Taxi Clearance, notes it down and reads back to ATC. LHS repeats, indicating that he has understood the clearance. LHS Pilot selects Taxi Light ON. While taxiing during day, Taxi Light must be kept ON to indicate to others that the aircraft is moving. (Use additional lights i.e. Turn-Off Lights/Fixed Landing Lights as needed).

(g)

LHS Pilot commences Taxi by increasing thrust to 40% and moves forward. If there is a turn after moving out, complete the turn and as the speed builds up to about 10knots, reduce thrust to approximately 25% N1 for smooth taxiing at steady speed. Normal taxi speed is approximately 20 knots, adjusted for conditions. On long straight taxi routes, speeds up to 30 knots are acceptable, however at speeds greater than 20 knots use caution when using the nose wheel steering wheel to avoid over controlling the nose wheels. When approaching a turn, on a dry surface, speed approximately 10 knots for turn angles greater than those typically required for high speed runway turnoffs.

(h)

Approaching the holding point, Co-Pilot verifies that the Cabin is secure for take-off. Both pilots to scan instruments for no amber indications. Verify clearance obtained and cross check with route page. PF: TAKEOFF REF page. PM: LEGS page.

(i)

At the runway holding point/awaiting line up, LHS Pilot calls for ‘Before Take-off Checklist’. In case of short

taxi, ‘Before Take-off Checklist’ may be carried out immediately after ‘Before taxi Checklist’.

11.

RUNWAY ENTRY

(a)

On line-up clearance,

i. RHS does the ‘entering runway procedure’ i.e. cabin chime, selects Strobes ON, Weather Radar ON both sides (PF on w/x, PM on TERRAIN, if required), selects TCAS to TA/RA and gives the chime to cabin-crew. (Lights-Radar-Transponder -Chime).

ii. LHS checks runway and approach path clear and no stop bar in front. Opens power 40% and moves

(b)

quickly to minimize runway occupancy time.

When aligned with runway, (Auto-throttle ARM LHS pilot). Co-pilot calls out “ARM” from FMA (All changes on the FMA must be announced by PM).

12. TAKE-OFF……………. ROTATION & TAKE OFF

(a) All Engines. GUIDANCE NOTES

i. Takeoff speeds are established based on minimum control speed, stall speed, and tail clearance margins. Shorter-bodied airplanes are normally governed by stall speed margin while longer-bodied airplanes are normally limited by tail clearance margin. When a smooth continuous rotation is initiated at VR, tail clearance margin is assured because computed takeoff speeds depicted in the PI Chapter of the FCOM, airport analysis, or FMC, are developed to provide adequate tail clearance for optimum takeoff and initial climb performance, However, takeoffs at low thrust setting (low excess energy) will result in a lower initial pitch attitude target to achieve the desired climb speed. The use of stabilizer trim during rotation is not recommended. 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. DO NOT ADJUST TAKE OFF SPEEDS OR CONTROL FORCES to compensate for increased body length. Using the technique above, resultant rotation rates vary from 2° to 3° per second with rates being lowest on longer airplanes. Liftoff attitude is achieved in approximately 3 to 4 seconds depending on airplane weight and thrust setting. When operating at low gross weights, takeoff with less than full rated thrust will aid in aircraft directional control in the event of an engine failure. The rotation should be accomplished at the normal rate.

ii. In case of ‘Supervised take-off’, PIC (LHS) says, “Controls with you”. Now Copilot (RHS) as PF keeps both hands on control column and feet on rudder pedals. (For Supervised Takeoff refer DGCA Car Sec 8, Series “F” Part III, ‘Supervised Take Off and Landing Requirements for Scheduled and Non-Scheduled Operators (Relevant extracts appended below).

DGCA OPERATIONS CIRCULAR NO.4 OF 1999

Subject: Auto Throttle Operations Recently one of the Scheduled Airlines was involved in an incident during take-off roll. The Aircraft kept skidding to the left when ‘TOGA’ was pressed with auto throttle engaged. The take-off was discontinued and the aircraft stopped away from the runway on left.

Investigation into the incident has revealed that primary cause of engine asymmetry was due to malfunction of throttle lever of auto throttle system. All the operators flying B-737-400/500/700/800 type of aircraft are required to implement the following recommendations made in the report of incident mentioned above to prevent such recurrences in future:

i. While using auto throttle for take-off, the flight crews should be advised to trigger the TOGA level only after both engine N1s are stabilised equally as close as possible to 40%.

-Sd-

CFOI, For DGCA

Eligibility requirements PIC. The PIC who permits a co-pilot to effect take-off and landing shall have;

(a)

Minimum flying experience – 3000 hours.

(b)

Minimum command experience – 1000 hours.

(c)

Minimum PIC experience on type – 300 hours.

(d)

Blameworthy free accident/incident record for preceding 3 years.

(e)

Recent flying experience of 10 hours in preceding 30 days.

(f)

Been suitably trained and assessed for supervised take-off and landing in a level C/CG/D/DG simulator by

the operator. Co-pilot. The co-pilot who effects takeoff and landing shall have;

(a) Been suitably trained and assessed for supervised take-off and landing in a level C/CG/D/DG simulator by

the operator.

(b) Completed type rating syllabus including base training/ZFTT simulator session as applicable.

(For Co-Pilots’ Simulator Training i.e. P2 endorsement training, Recurrent training and proficiency check/ IR-LR, the thrust levers will be controlled by Copilot as PF. RTO will be carried out by Copilot as PF.)

iii.

The F/D can also be engaged in the takeoff mode with the F/D switches off. If a TO/GA switch is pushed after 80 kts below 2000 ft AGL and prior to 150 secs after lift-off, the F/D command bars automatically appear for both pilots. This feature is normally used for touch and go landings.

iv. Prior to 60 kts: the pitch command is 10 degrees nose down, the roll command is HDG SEL, the auto-throttle is in N1 mode, the FMAs display N1 – HDG SEL – TO/GA. (In the Simulator, the display may be N1 – TO/GA. At 60 kts, the pitch commands 15 degrees nose up.

v. A momentary auto throttle overshoot of 4% may occur but thrust should stabilize at +/- 2% of target N1 after THR HLD. If required, PM should adjust the thrust to -0% + 1% target N1. EGT Limits for take-off is 950° C. The EGT is allowed to exceed 950°C upto 960°C for 20 seconds during acceleration. Once THR HLD annunciates, the auto-throttle cannot change thrust lever position, but thrust levers can be positioned manually. The THR HLD mode remains engaged until another thrust mode is selected.

vi. Takeoff into headwind of 20 knots or greater may result in THR HLD annunciation before the auto-throttle can make final thrust adjustments.)

vii. If full thrust is desired when THR HLD mode is displayed, the thrust levers must be manually advanced. When making a V1 (MCG)-limited takeoff, do not exceed the fixed de-rate thrust limit except in an emergency.

viii. At Lift-Off, the FD Pitch Command continues at 15 degrees until sufficient climb rate is acquired. Pitch then commands MCP speed (normally V2 + 20 kts).

ix. The roll command maintains HDG SEL. Bank angle is limited to 8 degrees below 400 ft, and 10 to 30 degrees, selectable, above 400 ft AGL.

x. It is prohibited to use the stabilizer trim during rotation.

xi. Rotation rate must be between 2 to 3 degrees per second.

xii. The correct pitch attitude at the moment of liftoff/un-stick is 8 degrees. If the attitude goes up to 10 degrees or more at this point, there is a strong possibility of ‘Tail Strike’.

xiii. After Lift-Off, when the aircraft is clean off the ground, follow F/D commands and establish a positive rate of climb. Following the F/D commands (especially pitch bar) ensures that the airspeed remains at V2+20 Kts (white bug).

xiv. After Lift-Off, the A/T remains in THR HLD until 800 ft RA. A/T annunciation then changes from THL HLD to ARM and reduction to climb thrust can be made by pushing the N1 switch or automatic reduction to climb thrust occurs upon reaching the selected thrust reduction altitude which is shown on the FMC CDU TAKEOFF REF page 2/2 during pre flight or when airplane levels off in ALT HOLD or VNAV PTH.)

xv. During a reduced thrust takeoff, a second press of the TO/GA switch below 800 ft RA will change the thrust limit mode to GA and N1 reference bugs to full GA thrust, thrust levers will not be in motion. With a second press of the TO/GA switch above 800 ft RA, thrust levers will advance toward full GA thrust.

xvi. Autopilot may be engaged, as required, above the minimum altitude for autopilot engagement (400 ft). Engagement of autopilot terminates the F/D engaged status. CMD is annunciated, pitch engages in LVL CHG and pitch mode FMA is MCP SPD unless another pitch mode has been selected.

xvii. To terminate the takeoff mode below 400 ft RA, both F/D switches must be turned off. Above 400 ft RA, selection of another pitch mode or engaging an autopilot will terminate the takeoff mode. Other F/D roll modes can also be selected.

xviii. At or above 800 ft (‘acceleration altitude’ on FMC Take Off page) when the aircraft altitude crosses the green line, set by Baro, The pitch command bar goes down. Following the F/D command, airspeed increases and the green trend arrow appears indicating acceleration. PF verifies airspeed and orders Flap retraction

Takeoff Flap Retraction Speed Schedule

Flap retraction Takeoff Flap Retraction Speed Schedule xix. FOR FLAP RETRACTION OR EXTENSION PM verifies airspeed,

xix. FOR FLAP RETRACTION OR EXTENSION

PM

verifies airspeed, moves the flap lever as commanded, keeps

hand on the flap lever and eyes on the flap position indicator, and monitors flaps and slats retraction until the

flaps reach the desired position. In case an asymmetry is deducted, the lever is moved to the vacated position (PM shall call “checked, selected, moving”)

(b) TAKE OFF PROCEDURE

 

PF

PM

Take-off clearance, Fixed and Retractable landing lights and runway turn-off lights ON. take-off path clear, look out for birds and weather on take-off path and compare with weather radar

 

Advances thrust levers to approximately 40% N1, Elapsed Time and start Chrono

“Stabalised”

 

Chrono start

press TO/GA switches

“N1,HDG SEL,TOGA”

“Set Thrust”

“Thrust Set…….”

 
 

“80 KNOTS”.

 

“Checked”

 

Above 80 knots, relax the forward control column pressure to the neutral position

At 84 kts. A/T mode “THR HLD”

 

V1”

 

“check” Bring both hands on control column

 
 

At VR,“ ROTATE “

 

initiate a smooth continuous rotation at VR toward 15° of pitch attitude

 
 

+ve ROC on the altimeter “positive rate”.

“GEAR up”

 
 

landing gear lever UP. Gear Up no lts…”Gear Up”

 

“400 feet “

 

Hdg Sel “ / “ L Nav “

Engage as called by PF

 

800’ “ /Accel Alt ( whichever is later)

Set Flaps Up Maneuvering Spd “

Sets Flaps Up Maneuvering Spd

V2 + 15 Kts (except for a flaps 1 takeoff), and increasing, calls for flap retraction in stages

“Check selected moving” When Flaps 1/Up “Flaps 1/Up”

 

When the flaps and slats are fully retracted and Leading Flap Transit Light has extinguished, “FLAPS UP NO LIGHTS”,

VNAV”

 
 

select VNAV(, monitor FMA change and magenta speed bug on speed scale moves to 250 kts) “VNAV”

“RESTORE BLEEDS”. (Only in case of a ‘No Engine Bleed Take-off’).

Restores Bleeds

 

AFTER TAKEOFF CHECKLIST “

Does scan procedure (bleeds, packs, start switches, auto brakes and landing gear lever)

 

Read the check list

 

1500 to 2000 feet AFE, all lights off except Strobes and Fixed Landing Lights

 
 

“TRANSITION”

 

“ALT SET STD, PASSING…….feet

“SET, PASSING…

feet”

 

AIRBONE R/T CALL: When changed by Tower …“SpiceJet

………., Squak- …, Passing… for

FL

…,

…SID…

13. CLIMB PROCEDURE

(a) At Transition Altitude, either Pilot calls out “Transition” and both Pilots set the altimeters to ‘standard’ and crosscheck passing altitude. (LHS Pilot is responsible for Standby Altimeter). Climbing through 5000ft AFE, both Pilots check ‘Cabin Climbing, Differential Pressure building up, Cabin Altitude ……feet’, Fuel Balanced. No paper work below 10,000’. (Sterile cockpit)

(b)

At or above 10,000 ft AFE, carry out the “Ten Thousand Feet Procedures” i.e., Set Landing light/Turn-Off light switches to OFF, leave strobe light on STROBE POSITION. If weather is clear/no turbulence, then, with PIC permission, select Fasten Seat Belts Sign to OFF (If weather not clear/turbulent, keep seat belt signs on until in clear weather. PIC’s decision to allow cabin service).

(c)

After the “Ten Thousand Feet Procedure”, PF informs PM of the Take-Off time. PM updates the CFP, informs Dispatch of the Chocks Off/Airborne/ETA/Arrival Fuel/any other relevant info.

(d)

Every 5000ft during the climb, the PM does a silent check of Fuel (Quantity/Balance) and Pressurization (Cabin Altitude/ Differential Pressure). He informs PF of any significant discrepancy if any.

(e)

At the ‘Top of Climb’ PM:

i. Checks “Pressurization checked and stabilised”

ii. Checks Engine parameters

iii. Notes Time/Fuel in CFP.

14. CRUISE PROCEDURE

(a)

PIC to discuss basic requirement of side to turn/altitude to descent incase of engine fail/depressurization.

(b)

If the Flight Time is more than 1 hour, then, at least 5 minutes after having settled down at the cruising altitude, the PM fills up the Engine Log in the Tech Log Book as follows:

i. Not to be done in turbulent air

ii. Select Alt Hold

iii. Disconnect Auto Throttle

iv. Synchronise N1

v. Take readings

vi. Reset automations

(c)

About 10 miles to a way point, PM :

i. sets next course in window,

ii. changes NAV frequency to the next NAV Aid

iii. at the way point, notes Time/Fuel entries in the CFP.

iv. notes ATA, revises next ETA and then makes the position report

e.g.1: SpiceJet ……. Checked position (waypoint) at (time) FL ………estimate (next way point) at (time) e.g.2: SpiceJet……….Position ……… FL ……… Squak………

(d)

Management of Centre Tank Fuel Pumps and engine anti-ice is the responsibility of PM (Monitoring by both Pilots).

(e)

PM is responsible for obtaining enroute/destination alternate airfield weather at the appropriate points during the crz and informing the PF.

(f)

At 200nm to go to destination, PM hands over R/T to PF and obtains destination weather.

(g)

Having obtained the weather, PF discusses the probable approach, STAR and sets up Nav Radios and Minimums for the intended approach and FMC (or asks the PM to do so).

(h)

Both Pilots crosscheck FMC, Radios and Minimums.

(i)

The PF then briefs the expected approach. Note: Briefing for ‘Stick shaker/Stall’ and ‘Windshear Escape Maneuver’, is to be conducted for first flight of the day and for subsequent flights it would suffice to say in the briefing “as covered in the first sector”.

(j)

20nm to go for the ‘Top of Descent’ PM, checks with PF and asks for descent.

15. DESCENT PROCEDURE

(a)

The standard profile for descent is ECON upto 10,000ft AFE, then 240kts. It may be modified keeping the weather/cruise altitude/traffic at destination in mind. Note: .78/280 kts speed to be followed where justified. L- NAV, V-NAV must be used as much as possible.

(b)

At commencement of descent, both Pilots monitor that the Cabin is descending as appropriate.

(c)

The PF asks for the “Descent Checklist” at this point.

(d)

Every 5000ft during the descent, PM does a silent check of Fuel (Quantity/Balance) and Pressurization (Cabin Altitude/ Differential Pressure) and informs PF of any significant discrepancy.

(e)

Descending through FL200 PM does the “FL 200 procedure” i.e. the Fasten Seat Belt Signs are turned ON “to allow the Cabin Crew adequate time to prepare for landing”.

(f)

Descending through 10,000ft AFE, the PF asks for the “Ten Thousand Feet procedure” i.e.

i. Set Fixed LANDING lights to ON during Day/Turn-Off lights and Logo lights ON during Night.

ii. Check STROBE light is on STROBE.

iii. Check that Fasten Seat Belts Sign is ON.

(g)

Descending through the Transition Level, PM calls “transition” and both set the QNH and crosscheck the passing altitude. The PF asks for the ‘Approach Checklist’.

(h)

At the appropriate time during the descent, if proceeding to a fix where hold is published, the PF asks for the ‘Hold Preparation’. If not required to hold, the hold is to be deleted on the leg space. If being radar vectored he asks for approach preparation.

16.

(a) APPROACH Guidance:

i. All approaches must be flown as charted .The picture on the ND, including the Hold, must tally with the approach plate. Tracks and distances should always be checked, well before the commencement of the initial approach. In case of Air traffic separation requirements, and radar vectors, modifications may be necessary. Conditions beyond the control of the flight crew may preclude following an illustrated maneuver exactly.

ii. Last minute air traffic changes or constraints may be managed by appropriate use of the MCP heading, altitude and airspeed selectors. Updating the waypoint sequence on the LEGS page should be accomplished only as time permits.

iii. Do not use radio navigation aid facilities that are out of service even though flight deck indications appear normal.

iv. When cleared for an approach and on a published segment of that approach, the pilot is authorized to descend to the minimum altitude for that segment.

v. Crossing altitudes may be higher than the minimum altitudes for that segment because the VNAV path is designed to optimize descent profiles.

vi. The decision to execute a go-around is no indication of poor performance.

vii. Do not attempt to land from an unstable approach.

viii. 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.

ix. During maneuvering for an approach, when the situation dictates an earlier than normal speed reduction, the use of flaps 10 with the gear up is acceptable.

x. At glide slope capture, observe the flight mode annunciations for correct modes. At this time, select landing flaps and VREF + 5 knots or VREF plus wind additive.

xi. Check for correct crossing altitude and begin timing, if required, when crossing the FAF or OM. False glide slope signals can be detected by crosschecking the final approach fix crossing altitude and VNAV path information before glide slope capture.

xii. Delayed Flap Approach (Noise Abatement) If the approach is not being conducted in adverse conditions that would make it difficult to achieve a stabilized approach, the final flap selection may be delayed to conserve fuel or to accommodate speed requests by air traffic. Intercept the glide slope with gear down and flaps 15 at flaps 15 speed. The thrust required to descend on the glide slope may be near idle. Approaching 1,000 feet AFE, select landing flaps, allow the speed to bleed off to the final approach speed, then adjust thrust to maintain it. Do the Landing checklist.

xiii. If an engine failure should occur on final approach:

1. If above 100 ft AFE, in IMC, carry out a missed approach, ask for radar vector or holding and complete NNC and then carry out the approach.

2. If above 1000 ft AFE, and VMC, approach may be continued with landing flaps if already selected, and sufficient thrust is available. If sufficient thrust is not available for landing flaps, retract the flaps to 15 and adjust thrust on the operating engine command speed should be increased by 20 kts over the previously set F30 or F40 Vref. Wind additives must be added.

3. If below 1000 ft AFE, in all cases, execute a missed approach, ask for radar vector or holding and complete

the appropriate NNC and then carry out the approach.

(b) SPEED CONTROL Under Non Radar Environment All aircraft (including Arrivals and Departures) operating below 10000ft to fly IAS not greater than 250KT. All arriving aircraft operating below 10000ft within 15NM Radius of VOR/DME serving the aerodrome to fly IAS not greater than 220KT. ATC may suspend speed control by using the phrase “No speed restriction”, when traffic conditions permit. Radar Control Service In order to facilitate safe and orderly flow of arriving air traffic within terminal area under the radar environment, aircraft shall follow the speed in specified manner as provided in table “Speed Control under Radar Environment for Arriving Aircraft” at the following airports:

Ahmedabad, Bangalore (Intl), Chennai (Intl), Delhi (Indira Gandhi Intl), Hyderabad (Rajiv Gandhi Intl), Kolkata (Netaji Subhash Chandra Bose Intl) and Mumbai (Chhatrapati Shivaji Intl). Flights Exempted from Speed Control Speed control shall not be applicable to aircraft:

(a)

entering or established in holding pattern;

(b)

encountering the turbulent weather;

(c)

conducting the Cat II/III operations and within 20NM from touch-down;

(d)

within 5NM from touch-down;

(e)

executing the published instrument approach procedure until interception of final approach track;

(f)

carrying VVIP; and

(g)

conducting priority/emergency landing.

Aircraft shall be advised as and when speed control restriction is not applicable or no longer required. Speed Control under Radar Environment for Arriving Aircraft

1 At the time approach clearance is issued, speed restrictions shall remain applicable unless withdrawn

1 At the time approach clearance is issued, speed restrictions shall remain applicable unless withdrawn by ATC.

(c) STABILIZED APPROACH All approaches should be stabilized by 1,000'AFE in IMC and by 500'AFE in VMC. An approach is considered stabilized when all of the following 7 criteria are met:-

i. The airplane is on the correct flight path,

ii. Only small changes in hdg and pitch are required to maintain the correct Flt path,

iii. The airplane should be at approach speed. (Deviations of +10 knots to – 5 knots are acceptable if the airspeed is trending toward V APP ),

iv. The airplane is in the correct landing configuration,

v. 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),

vi. Thrust setting is appropriate for the airplane configuration and

vii. All briefings and checklists have been conducted. Note: Specific types of approaches are stabilized if they also fulfill the following:- ILS and GLS approaches should be flown within one dot of the glide slope and localizer, or within the expanded localizer scale. Approaches using IAN should be flown within one dot of the glide path and wings should be level on final by 300 feet AFE. Unique approach procedures or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing. An approach that becomes unstabilized below 1,000 feet AFE in IMC or below 500 feet AFE in VMC requires an immediate go-around.

(d) Runway Lighting and Marking requirements The following Table summarizes the Runway Lighting and Marking requirements for SpiceJet airplane operations:

 

Type of Approach

Type of Aid

DAY

NIGHT

1

(a)

Visual Circuit,

Runway Markings

Mandatory

Mandatory

     

(b)

Visual Approach

Runway Lights (Threshold, Edge and End)

Not mandatory.

Recommended

Mandatory

 

Runway Centreline Lights

Not required.

Not required.

PAPI (VASI)

Mandatory

Mandatory

2

(a)

Non-Precision Approach (VOR,NDB,LOC only)

Runway Markings

Mandatory

Mandatory

Runway Lights (Threshold, Edge and End)

Not mandatory. Recommended (see Note 4 below).

Mandatory

(b)

ASR Approach

     

Runway Centreline Lights

Not required.

Not required.

 

PAPI (VASI)

Not mandatory.

Mandatory.

Recommended

3

Precision Approach ILS CAT-1

Runway Markings

Mandatory

Mandatory

Runway Lights (Threshold, Edge and End)

Mandatory

Mandatory

Runway Centreline Lights

Not required.

Not required.

PAPI (VASI)

Not mandatory.

Not mandatory.

Recommended

Recommended

EXPLANATORY NOTES:

1. The above requirements are NOT APPLICABLE for AWO (LVTO/CAT2/CAT3). AWO requirements are stated separately in AWO Manual.

2. The different visibility/RVR minima (AOM) for various types of ALS (Full/Intermediate/Basic) are accounted for in the Company AOM Table for each Runway.

3. NIGHT: Night is 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. Typically, the time from beginning of civil twilight to sunrise or sunset to end of civil twilight could vary between 15 to 30 minutes but depends on the geographic location. The exact time value can be obtained from respective AIP GEN Section by Flight Dispatch. Specific airfield requirements having conservative operation timing shall override this.

4. While ‘Runway Lights’ are not mandatory for Non-Precision Approaches by Day, if the visibility minima for

a particular approach is relatively low (e.g. 1600m), then the PIC must make a judicious assessment about whether to commence an approach. He may elect to raise the requirement in terms of minimum visibility

if

he feels that will assist him in making a better approach.

5. the nominal descent slope is more than 4 degrees (7%) then Papi

If

6. For operations in conditions not covered in Table above, a specific approval shall be given by Chief Pilot.

( E) PICTORIAL PRESENTATION OF APPROACHES

Appendix 1 …………….….Precision Approach

Appendix 2………………

Appendix 3……………… Circuit & Landing Appendix 4 ……………… Touch & Go Landing

NON Precision Approach

17. LANDING PROCEDURE GUIDANCE

(a)

Threshold crossing height (as depicted in approach chart, approximately 50 ft) must always be respected.

(b)

If automatic call outs are not available, the RA should be used in judging terrain clearance, threshold height and flare initiation. PM to Call 50’, 30’, 20’.

(c)

When a manual landing is planned from an approach with the autopilot connected, the transition to manual flight should be planned early enough to allow time to establish airplane control before beginning the flare. The PF should consider disengaging the autopilot and disconnecting the auto-throttle 1 to 2 nm before the threshold, (approximately 300 to 600 feet above field elevation).

(d)

When the threshold passes under the airplane nose and out of sight, shift the visual sighting point to the far end of the runway as seen. Shifting the visual sighting point assists in controlling the pitch attitude during the flare. Maintaining a constant airspeed and descent rate assists in determining the flare point. Initiate the flare when the main gear is approximately 20 feet above the runway by raising the pitch attitude by approximately 2° - 3°. This reduces the rate of descent.

(e)

After the flare is initiated, smoothly retard the thrust levers to idle, and make small pitch attitude adjustments to maintain the desired descent rate to the runway.

(f)

A smooth thrust reduction to idle also assists in controlling the natural nose-down pitch change associated with thrust reduction. Hold sufficient back pressure on the control column to keep the pitch attitude constant.

(g)

Ideally, main gear touchdown should occur simultaneously with thrust levers reaching idle.

(h)

Avoid rapid control column movements during the flare. If the flare is too abrupt and THRUST IS EXCESSIVE near touchdown, the airplane tends to float in ground effect. Do not allow the airplane to float or attempt to hold it off. Fly the airplane onto the runway at the desired touchdown point and at the desired airspeed.

(i)

Do not trim during the flare. Trimming in the flare increases the possibility of a tail strike.

(j)

Prolonged flare INCREASES airplane pitch attitude by another 2° to 3°. When prolonged flare is coupled with a misjudged height above the runway, a tail strike is possible. Do not prolong the flare in an attempt to achieve a perfectly smooth touchdown. A SMOOTH TOUCHDOWN IS NOT THE CRITERION FOR A SAFE LANDING. Typically, the pitch attitude increases slightly during the actual landing, but avoid over-rotating. Do not increase the pitch attitude, trim, or hold the nose wheel off the runway after landing. This could lead to a tail strike.

(k)

TAIL STRIKE Operations Circular 03 of 2011provides more detailed guidance.

(l)

Max Company recommended speed for HIGH SPEED TAXI WAY is 30-40 kts.

18. BOUNCED LANDING RECOVERY If the airplane should bounce, hold or re-establish a normal landing attitude and add thrust as necessary to control the rate of descent. Thrust need not be added for a shallow bounce or skip. When a high, hard bounce occurs, initiate a go- around. Apply go-around thrust and use normal go-around procedures. Do not retract the landing gear until a positive rate of climb is established because a second touchdown may occur during the go-around. If higher than idle thrust is maintained through initial touchdown, the automatic speed-brake deployment may be disabled even when the speed-brakes are armed. This can result in a bounced landing. During the resultant bounce, if

the thrust levers are then retarded to idle, automatic speed-brake deployment can occur resulting in a loss of lift and nose up pitching moment which can result in a tail strike or hard landing on a subsequent touchdown.

19. AFTER TOUCH DOWN PROCEDURE

PF

PM

Check speed brakes deployed or deploy manually

“Speed brakes UP/Not Up”

Apply MAX reverser

“Reverser normal/No reverser engine #1/No reverser #2/No reverser”

Monitor Auto brakes or says “using manual brakes”

“Auto brakes disarmed”

 

“60 kts”

 

Reversers IDLE

 

Turning off/taxi speed, stow reverser

“SG…

Rwy

vacated”

20. AFTER LANDING PROCEDURE When clear of the active runway, ATC informed and Taxi route noted and understood, PF calls for after landing procedures.

Pilot Flying

Pilot Monitoring

The captain verifies or moves the speed brake lever down.

 

Start the APU, as needed

 

PROBE HEAT AUTO/OFF.

Taxi lights as needed

STROBE light to STEADY.

 

ENGINE START switches to OFF.

Set the weather radar to OFF.

Chrono

 
 

AUTO BRAKE OFF.

 

Flaps UP.

 

Transponder as needed. (At airports where ground tracking is not available, select STBY. At airports equipped to track airplanes on the ground, select an active transponder setting, but not a TCAS mode)

21. ONE ENG TAXI Guidance on EOT-OUT/EOT-IN:

EOT is a company policy that is strongly recommended for fuel saving. However it is emphasized that ‘SAFETY OF FLIGHT’, cannot be compromised. Therefore, EOT needs to be done after proper consideration of :-

(a)

Engine cool down recommendations:

Run the engines at near idle for at least 3 minutes. Use a thrust setting normally used for taxi operations. Routine cool down times less than 3 minutes are not recommended.

(b)

EOT IS NOT PERMITTED

i. In case of any MEL on Nose Steer

ii. In case of any suspected malfunction of the Electrical, Hydraulics or Braking System.

iii. If APU is unserviceable.

(c)

Engine Out Taxi-In (EOT) procedure

i. Flaps - up, no lights

ii. Brake accumulator - charged to full pressure

iii. CAB/UTIL switch – OFF

After 3 minutes of engine running at idle/near idle thrust (Recommended)

iv. Engine Start Lever (One Engine) (PF Guards live engine) “CUT OFF” ……PM (after confirming from PF)

v. Isolation Valve – OPEN

(d)

Failures during Engine Out Taxi

(a)

Operating Engine Driven Generator OFF BUS-

i. Stop the aircraft immediately.

ii. Try to restore Engine Driven Generator on buses.

iii. If unable, start APU. Restore Electricals, Pneumatics and Hydraulics.

iv. Continue taxi-in.

(b)

Operating Engine Failure:

i. Stop the aircraft immediately. Inform ATC about Engine Failure.

ii. Start APU - Restore Electricals, Pneumatics and Hydraulics.

iii. Get the aircraft towed to Parking bay

22.

Whenever entering into the parking stand, forward facing lights should be turned off (Use ‘Turn-off Lights’ as required). Do not enter a Parking Stand if:

(a)

Marshaller or AGNIS is not available

(b)

Ground eqpt is seen on Bay area.

23. SHUTDOWN PROCEDURE After aircraft is stopped.

Parking brake

Set

(LHS)

Verify that the parking brake warning light is illuminated.

Electrical power

Set

(F/O)

(a)

If APU power is needed:

Verify APU GENERATOR OFF BUS Blue light is illuminated.

 

APU GENERATOR bus switches – ON Verify SOURCE OFF lights are extinguished.

(b)

If external power is needed:

Verify GRD POWER AVAILABLE Blue light is illuminated. GRD POWER switch – ON Verify SOURCE OFF lights are extinguished.

 

Operate the engines at or near idle thrust for a minimum of three minutes before shutdown. Taxi thrust is considered as idle thrust for this purpose. If idle reverse thrust or no reverse thrust is used during the landing rollout, the three minute period begins when thrust is reduced to idle for landing. Routine cool down times of less than three minutes before engine shutdown can cause engine degradation.

Engine start levers

CUTOFF……….LHS

(c)

If towing is needed:

Establish communications with ground handling personnel….C Verify that the nose gear steering lockout pin is installed/not used……… C System A HYDRAULIC PUMP switches – OFF Verify that the system A pump LOW PRESSURE lights are illuminated.

WARNING: If the nose gear steering lockout pin is not installed and hydraulic system A is pressurized, any change to electrical or hydraulic power with the tow bar connected may cause unwanted tow bar movement. CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or towing. This can damage the nose gear or the tow bar. CAUTION: Do not use airplane brakes to stop the airplane during pushback or towing. This can damage the nose gear or the tow bar.

LHS

RHS

Parking brakes as required by ground

Parking brakes as required by ground

 

Fasten belts off

 

Anti collision off

 

Fuel pumps as required/off

 

Cabin utility as required/off

 

IFE/passenger seat as required/off

 

Galley as required/off

 

Wing anti-ice off

 

Engine anti-ice off

 

Engine hydraulic pumps on

 

Electric hydraulic pumps off

 

Recirculation fan as required/off

 

A/C packs auto

 

Isolation valve open

 

Engine bleed air on

 

APU bleed air on

 

Exterior lights as required

Flight director off

Flight director off

 

Transponder stand by

After chocks are in place parking brake release

After chocks are in place parking brake release

 

APU switch as required/off

 

Flight deck door

Unlock

Call “SHUTDOWN CHECKLIST.”

Do the SHUTDOWN checklist.

Note: 1. If extended APU operation is needed on the ground and the airplane busses are powered by AC electrical power, position an AC powered fuel pump ON. This will extend the service life of the APU fuel control unit. Note: 2. If fuel is loaded in the center tank, position the left center tank fuel pump switch ON to prevent a fuel imbalance before takeoff. CAUTION: 1. Center tank fuel pump switches should be positioned ON only if the fuel quantity in the center tank exceeds 453 kgs. CAUTION: 2. Do not operate the center tank fuel pumps with the flight deck unattended.

24. SECURE PROCEDURE

LHS

RHS

 

IRS mode selectors

OFF

 

EMERGENCY EXIT LIGHTS

OFF

 

WINDOW HEAT

OFF

 

Air conditioning

OFF

Call “SECURE CHECKLIST.”

 
 

Do the SECURE checklist.

25. POST FLIGHT DUTIES At night, when the aircraft is left in the "Movement' area of the airport, Navigation and Logo Lights must be kept on. All snags/ defects must be written up in the aircraft Technical Log and flight time and arrival fuel data carefully recorded after each sector. Charts and let down plates must be replaced in the correct location in the Jeppesen Route Manual. Any discrepancies should be drawn to the attention of the Operations Staff on duty. The ‘Flight Folder’ containing the Operational Flight Plan, Load and Trim sheet, NOTAM list and Weather Briefing papers must either be:

(a) In Delhi: Personally handed over to Dispatch Officer at Dispatch Office (b) Elsewhere: Personally handed over to representative of Company Station Manager. Company Station Manager is responsible for sending the folder to Delhi Flight Dispatch Office. The Meteorological Office should be informed of any adverse or potentially hazardous atmospheric conditions encountered during flight (e.g. Windshear, CAT, etc.). If handing over the airplane to another Captain, brief the incoming Captain on any significant points that may require his attention.

A1

Appendix: 1 Precision Approach

A1 Appendix: 1 Precision Approach Spicejet LTG Edition 2 dtd 01 Mar 2014 Page 20 of

A2

Appendix: 2 Non Precision Approach

A2 Appendix: 2 Non Precision Approach Spicejet LTG Edition 2 dtd 01 Mar 2014 Page 21

A3

Appendix: 3 Circuit and Landing

A3 Appendix: 3 Circuit and Landing Spicejet LTG Edition 2 dtd 01 Mar 2014 Page 22

A4

Appendix: 4 Touch And Go Landing

A4 Appendix: 4 Touch And Go Landing ----END---- Spicejet LTG Edition 2 dtd 01 Mar 2014

----END----

INTENTIONALLY

LEFT

BLANK

Chapter 2 NON NORMAL GUIDELINES & PROCEDURES (Paragraphs are continued from Chapter 1)

26. GENERAL GUIDELINES

 

3

27. “REJECT TAKE OFF” (RTO) MANEUVER

3

28. Engine Failure on Take Off

 

4

29. ENGINE FAILURE ON APPROACH

5

30. FIRE ON APPROACH AFTER LANDING FLAP SELECTED AND LANDING CHECKLIST COMPLETED OR BELOW 1000

6

31. ENG FAIL DRIFT DOWN

 

6

32. DUAL ENG FLAME OUT-ALL BY MEMORY

6

33. Stall Recovery and Training

 

7

34. TURB IN CLIMB

8

35. WIND SHEAR

8

36. CABIN ALT WNG HORN / RAPID DES / EMERG DES

8

37. WING BODY OVER

 

10

38. ENG FUEL LEAK

10

39. FUEL BALANCING

10

40. TE FLAP ASSY

10

41. RUN AWAY STAB

11

42. STAB

JAM

11

43. ELEV

JAM

11

44. MANUAL

 

11

45. PARTIAL GEAR UP LDG

 

12

46. AIR GND SENSOR FAULT

12

47. INSTRUMENT FAILURE

12

48. BOTH GEN FAIL

APU

OK

13

49. UNRELIABLE ASI

13

50. CAPT IN-CAPACITATION ON TAKE OFF ROLL

14

51. PAX COMMUNICATION

 

14

52. CABIN CREW COMMUNICATION

14

53. PANPAN/MAYDAY

15

INTENTIONALLY

LEFT

BLANK

Chapter 2 NON NORMAL GUIDELINES & PROCEDURES

(Paragraphs are continued from Chapter 1)

26. GENERAL GUIDELINES

(a)

“Trouble-shooting”, i.e., taking steps beyond published non-normal checklist steps, may cause further loss of system function or system failure. “Trouble-shooting” should only be considered when completion of the published non-normal checklist (NNC) results in an unacceptable situation.

(b)

Non–normal checklists also assume:

i. During engine start and before takeoff, the associated NNC is done if a non normal is identified. After completion of the checklist, the MEL & than DDG (if required) is consulted to determine if dispatch relief is available.

ii. System controls are in the normal configuration for the phase of flight before the start of the NNC.

iii. If the MASTER CAUTION and system annunciator lights illuminate, all related amber lights are reviewed to assist in recognizing the cause(s) of the alert.

iv. Aural alerts are silenced and the master caution system is reset by the flight crew as soon as the cause of the alert is recognized.

v. The EMERGENCY position of the oxygen regulator is used when needed to supply positive pressure in the masks and goggles to remove contaminants. The 100% position of the oxygen regulator is used when positive pressure is not needed but contamination of the flight deck air exists. The Normal position of the oxygen regulator is used if prolonged use is needed and the situation allows. Normal boom microphone operation is restored when oxygen is no longer in use. The oxygen mask container door may need to be closed to restore BOOM MIC operation.

vi. Indicator lights are tested to verify suspected faults.

vii. In flight, reset of a tripped circuit breaker is not recommended unless directed by a non-normal checklist.

However, a tripped CB may be reset once (after NNC), after a short cooling period (approximately 2 minutes), if in the judgment of the Captain, the situation resulting from the CB trip has a significant adverse effect on safety. On the ground, flight crew reset of a tripped circuit breaker should only be done after maintenance has determined that it is safe to reset the circuit breaker. viii.Flight crew cycling (pulling and resetting) of a circuit breaker to clear a non-normal condition is not recommended, unless directed by a NNC.

(c)

It is suggested that whenever the crew take any action on the switches or push buttons which is not specifically directed by NNC, the PF side ND may be put on CENTRE MODE. This will remind him that some action needs to be undone. e.g.: Seat belt sign in case of turbulence needs to be switched off after the turbulence is over. Fuel balancing needs to be stopped during approach. etc.

27. “REJECT TAKE OFF” (RTO) MANEUVER (a) GUIDANCE

i.

Below 80 KTS

reject

due to master caution, system failure, unusual noise or vibration, tire failure,

abnormally slow acceleration, take off CONFIG warning horn, fire Warning, Eng failure, predictive wind shear, side window opens, aircraft unsafe/unable to fly (These are the reasons, but need not be covered in

the briefing

It

would suffice to say "in case of any malfunction before 80 KTS, I will reject "

After 80 kts reject for

 

1. Fire or fire warning

2. Eng Fail

3. Predictive wind shear warning

 

4. Unable/unsafe to fly.

 

These 4 Must Be Stated in the Briefing

 

ii.

In case of LVTO, even though briefing would have covered the specificity of the call "go left or go right "PM must be reminded that in case of an engine failure on take-off or in reject this aspect must not be overlooked and may assume priority over his other actions.

iii.

In case of fire, position the aircraft into the wind if possible.

iv.

Parking Brakes must be set in case of reject below 100 kts. In case of reject >100kts, once a/c is stopped, review not setting the parking brakes unless pax evacuation is needed

v.

Do not taxi without area inspection by ATC in case of Engine separation

vi.

On PA by PIC “crew at stations” this indicates to cc that an evacuation is impending or “cabin crew normal duties” if an evacuation is not intended

vii.

Do not say “standby to evacuate”

 

viii.

Order evacuation only when the evacuation NNC dictates it.

ix.

Area of responsibility CAPT

thrust

lvrs & stt lvrs.

fire

switches

 

x.

Evacuation command will be:

“evacuate, evacuate, evacuate” this means immediate evacuation from all usable exits

OR “evacuate right” x3 OR “evacuate left” x3 OR “evacuate fwd x 3. OR “evacuate rear” x 3 OR “evacuate forward and over wing "x 3. OR “evacuate rear and over wing” x3. Revise these calls in your cabin crew pre Flt Bfg with CCIC.

xi. Capt to open door

and depending on situation in the cabin may call FO also to exit from cockpit door (otherwise FO to exit out of window

go back and assist in evacuation either on board or on ground. CCIC will ensure all have gone out and exit last. (b) PROCEDURE MANOEUVRE MUST START BY V1

PF

PM

 

Call Malfunction

Announce “REJECT”

SEE SPEED OF REJECT

TH LVR CLOSE, A/T DISC

VERIYFY TH LVR CLOSE, A/T DISCONNECT

MAX BRKS/AUTO BRKS

“AUTO BRKS DISARM’’

SPEED BRAKES EXTEND

“SP BRK EXTENDED”

MAX REVERSER

“REV NORMAL//NO REV ENG #1//NO REV ENG#2 OR NO REVERSERS”

 

CALL 60 KTS & THEN INFORM ATC

STOP A/C (REVERSERS MUST BE STOWED)

 

“IDENTIFY MALFUNCTION”

STATES THE MALFUNCTION

“ANY MEMORY ITEMS”

CONFIRMS

“CARRY OUT MEMORY ITEMS”

DOES MEMORY ITEMS

ON PA BY CAPT. “CREW AT STATIONS” OR “CABIN CREW RESUME YOUR DUTIES”

 

“ASK FOR R/W VACATION” OR

CALL ATC

“SEVERE DAMAGE/FIRE NNC” OR

READ NNC

“IF REQD “EVACUATION NNC” OR

READ NNC

IF R/W VACATED, ASK FOR ENG FAIL NNC

READ NNC

28. Engine Failure on Take Off (a) Guidance:

i. At the first indication of an engine malfunction, the PM should call out “ENGINE MALFUNCTION” or “ENGINE FIRE” and reset warning & bell. Do not indicate which engine has failed or attempt to diagnose the cause of the failure at this point.

ii. A ‘reduced thrust takeoff’ is based on a minimum climb gradient that clears all obstacles with an engine failure after V1. If an engine failure occurs during a ‘reduced thrust takeoff’, it is not necessary to increase thrust on the remaining engine. If for any reason more thrust is desired, then, thrust on the operating engine may be increased to full takeoff thrust by manually advancing the thrust levers. Additional performance margin is not a requirement of the reduced thrust takeoff certification and its use is at the discretion of the flight crew.

iii. During a ‘fixed’ derate take-off (e.g. 26K engine derated via FMC selection to 24K), a thrust increase beyond the fixed de-rate limit following an engine failure could result in loss of directional control and should not be accomplished unless in the opinion of the PIC, terrain contact is imminent.

iv. The rate of rotation, with an engine inoperative, is also slightly slower than that for a normal takeoff.

v. After liftoff, (pitch attitude of approximately 12.5°) follow F/D commands (pitch mode commands V2 to V2+20 kts and roll mode commands wings level).

vi. The airplane heading is the best indicator of the correct rudder pedal input. In flight, correct rudder input results in centering of the control wheel. To center the control wheel, rudder is required in the same direction that the control wheel is displaced.

vii. Obstacle clearance or departure procedures may require a special EOEP (Engine Out Escape Procedure). If an immediate turn is required, initiate the turn at the appropriate altitude (normally at least 400 feet AGL unless required otherwise).

viii. Limit bank angle to 15° for speeds V2 + 15 or less. Bank angles up to 30° are permitted at V2 + 15 knots with takeoff flaps. With LNAV engaged, the AFDS may command bank angles greater than 15 degrees.)

ix. When an engine fails during/ after takeoff, noise abatement is no longer a requirement.

x. At 400 ft PF “Hdg Sel” “State the malfunction.” The PM responds with the Type of failure/ malfunction e.g. Engine flameout, severe damage, fire, separation etc. PM should check the engine parameters and call out, identifying the engine indications e.g. “No N1 rotation, engine number one. Engine Seizure, Engine number one.”

xi. Recommended Technique for an In-Flight Engine Shutdown

1.

The PF verbally confirms the affected engine with the PM, then disconnects the A/T and slowly retards the thrust lever of the engine that will be shutdown.

2. PM places a hand on and verbally identifies the start lever for the (bad) engine that will be shutdown.

3. PF places his hand on the other (good) engine start lever to ‘Protect’ it.

4. PF verbally confirms that the PM has identified the affected (bad) engine.

5. PF directs the PM to move the start lever to cutoff.

If the NNC requires activation of the Engine Fire Switch, coordinate as follows:

PM places a hand on and verbally identifies the engine fire switch for the engine that will be shutdown. PF verbally confirms that the PM has identified the affected engine.

PF directs the PM to pull engine fire switch. At engine-out acceleration the flight director commands a near level or a slight climb at 0 to 200 fpm.

xii. Decision for Air Turn back/continue to Dep Alt/Destination may be based on Departure weather/Alt

weather/urgency to land. As appropriate, captain to exercise his authority for landing back in case of un- extinguished fire.

(b) ENG FAIL/FIRE ON T/O…… PROCEDURE This non normal is best handled in 3 distinct stages, PM TO CANCEL BELL IN CASE OF FIRE

PF

PM

control a/c

with

rudder.

“+ve ROC”

rotate smoothly & continuously to 12.5 *

(no bank)

“gear up”

follow

FD pitch & roll commands (no bank)

Retract gear

trim off rudder and elevator pressure

   
 

“400 ft”

“Hdg select” (Follow roll bar)

 

Engage Hdg Select

“State malfunction”

 

States malfunction

“Memory items” or“No memory items”

 

Call &Carry out memory items

After memory items are completed “PAN-PAN/MAYDAY” “START APU, CENTER TANK PUMPS ON”

Give call as required. Start APU

 

“800 ft”

“Flaps up speeds”

 

Selects flaps up speed

“Flaps 1”

Select flap 1

“Flaps up”

 

Select flaps up

M

“Level change, MCT”

 

“Flaps up no lights”

E

“Engine Fail or Severe damage NNC” (as applicable) “up to 1 engine inop in NNC”

Engage level change and set MCT

A

“After take-off checklist”

 

Read and do NNC

R

“Relite option”?

 

Do procedure and checklist.

D

Decision and Decent checklist if applicable

Check and carryout

I

On PA “Ladies and gentlemen, this is your Captain. We will be returning to……/We will be making an unscheduled landing at ……. due to a technical problem with this aircraft. Please be assured that there is no cause for concern as this is only a precautionary measure. Thank you.”

 

NOTE:

1. Auto pilot should be selected after roll mode has been selected and aircraft in trim, level change has been made.

2. Select A/P on side of operating engine.(this may prevent it from tripping when APU is brought on bus)

3. Apply the one eng INOP C/L only after "MEARDI" has been applied Initial Climb---One Engine….After flap retraction and all obstructions are cleared, on the FMC ACT ECON CLB page; select ENG OUT followed by the prompt corresponding to the failed engine. This displays the MOD ENG OUT CLB page (ENG OUT CLB for FMC U10.3 and later) which provides advisory data (MCT, ALT, SPD for an engine out condition.

29. ENGINE FAILURE ON APPROACH

1. If below 1000 ft AFE, in all cases, execute a missed approach, asked for radar vector or holding and complete the appropriate NNC and then carry out the approach.

2. If above 1000 ft AFE, and VMC, approach may be continued with landing flaps if already selected and sufficient thrust is available. If sufficient thrust is not available for landing flaps, retract the flaps to 15 and adjust thrust on the operating engine. Command speed should be increased by 20 kts over the previously set F30 or F40 Vref. Wind

additives must be added.

3.

If above 1000 ft AFE, in IMC, carry out a missed approach, ask for radar vector or holding and complete NNC and then carry out the approach.

4. Anytime an aircraft carrying out a Cat II/IIIA approach has an engine failure in IMC, an immediate Go Around is to be initiated.

30. FIRE ON APPROACH AFTER LANDING FLAP SELECTED AND LANDING CHECKLIST COMPLETED OR BELOW 1000 FT.

(a)

No action except inform ATC and PA call " Attn crew at Stns "

 

(b)

Stop a/c. Do memory items and then evacuation C/L by ‘read and do’.

(c)

Give evacuation order only when the check list leads you to do so.

(d)

Do not call “standby to evacuate” or saying anything about evacuation, to the crew till the check list directs you to order evacuation.

(e)

If evacuation is not required, announce “crew normal duties”

 

(f)

Before advising crew to evacuate, deliberate on the sides and exits to be used for evacuating

 

(g)

After evacuation order FO, to open side window and be ready to exit out of the window. Capt to open cockpit door and assist pax evacuation .Capt may call the FO to also come out of the cockpit door if situation at the back appears favorable

(h)

If a ENG /APU fire warning light is not illuminated, but a fire indication exists or is reported, discharge both bottles into the affected ENG / APU bottle into the APU.

(i)

There is no reason to discharge ENG or APU bottle for evacuations not involving fire indications (existing or reported) e.g cargo fire, security, over run etc

(j)

Eng fire switch

grab

the switch and pull up. if not coming Up, press override button and pull .Can also be done by

the overheat/fire detection test switch, which can also unlock the switch.

 

(k)

Fire switch when pulled

opens

Gene brkr //disables th rev.//. arms squib.//

closes

bleed air

vv

//.deactivates

hyd lo press lts //closes both, spar and HP fuel valves .//

closes

hyd valves

(l)

Rotating switch clockwise

right

bottle is discharged. anticlockwise

left

bottle is discharged

(m)

Rotate to the extremity and look for discharge light illuminated.

31. ENG FAIL DRIFT DOWN GUIDANCE

(a)

Fly the aircraft,

 

(b)

A/T disconnect,

(c)

Live Eng Thrust Lever push forward to limit (MCT),

(d)

Set Alt 240 (to be refined later),

 

(e)

Set Spd 240( to be refined later )

(f)

Level Change

 

(g)

Exit Airway 90*

(h)

Ask PM to give. pan pan call

 

(i)

Review MEARDI

 

(j)

Decision based on

Fuel

consideration, wx, ldg dist

(k)

1 Eng Inop Max Alt

PI

13.8

LRC control parameters

PI

13.9(N1,Mach,IAS,Fuel)

LRC fuel &time to destination at Alt

PI

13.10

(l)

FMC work

Crz

Pg

Select

Eng Out on side of failed Eng.

It will show modified eng out Crz

Eng-out target Spd & Alt keep getting updated as fuel keeps burning, and must be updated on MCP also

refine

MCP settings accordingly.

32. DUAL ENG FLAME OUT-ALL BY MEMORY

(a)

GUIDANCE The Instrument indications in the cockpit for a dual engine flameout would be similar to a dual generator fail. However in case of the dual engine flame out the engine parameter would all be wounding down, where as in case of dual generator fail the engine instruments may not be affected.

(b)

Procedure

i. MAY DAY X3

ii. START S/W BOTH ON FLT

iii. Start LVRS BOTH CUT OFF.

iv. TURN GENTLY AWAY FROM TRK

v. EGT DECREASING, Start Levers IDLE

vi. ABOVE FL 270

vii. PITCH DOWN FOR SPD 275 KNOTS

viii. BELOW FL270

ix. PITCH DOWN FOR SPD 300 KNOTS

x. ST LVRS OFF AND

xi. NNC (7.6)

REPEAT

xii. APU Start (Best guaranteed below FL 250. Avoid repeated attempts to consume battery power)

xiii. Below FL 250, reduced speed to UP speed (will give best L/D and increase gliding distance)

33. Stall Recovery and Training

(a)

Guidance

i. Recovery from an approach to a stall is a controlled flight maneuver, which is practiced in simulator to ensure ability to control a stall. Most approach to stall accidents has occurred where there was altitude available for recovery. The incidents that progressed into accidents often occurred because the crew failed to make a positive recovery when the stall warning occurred, the condition progressed to a full stall, and the airplane impacted the ground in a stalled condition. Emphasis, hence, must be on reducing the angle of attack below the wing stalling angle to complete a positive and efficient recovery.

ii. Warnings

buffeting,

stick

iii. Characteristics

stall

warning or buffeting or lack of pitch authority or lack of roll control or inability to arrest

descent (one or more of these could occur)

iv. Recovery at high alt results in a greater alt loss than a recovery at low alt.

v. Stick shaker is set to activate before the actual stall. There is sufficient margin of control to recover from stick shaker without stalling.

vi. No change in config during any recovery and config change will be affected only in the missed approach

procedure ( Except in case of lift off, where, if flaps are up, call for flaps 1 )

vii. Upon completion of maneuver, recover to the command speed, adjust thrust as needed, and follow previous instructions (e.g heading, altitude).

viii. Re-engage the autopilot and auto-throttle in accordance with normal procedures.

ix. Spd brks increase angle of attack which increases until buffet speed and stick shaker speed but has less effect on the actual stalling spd

x. All recoveries from approach to stall should be done as if an actual stall has occurred.

(b)

Approach to stall/stall recovery in training OR in flight

Recovery will be initiated at the first indication of approach to stall, buffet or low speed warning or stick shaker. For training in SIM, recovery is to be practiced at stick shaker and the other warnings are to be ignored. A/T is to be disconnected by the instructor and Thrust levers closed. Auto Pilot is to be kept engaged till stick shaker

Level off phase

1. Auto pilot disconnect

2. Lower Pitch towards zero, to un-stall the wing.(This will lead to stick shaker stopping since the angle of attack is reduced)

3. Hold pitch where the stick shaker stopped

4. Roll to wings level

5. As the stick shaker stops, SMOOTHLY AND PROGRESSIVELY add max thrust and hold Pitch at the stick shaker stopping point (when power is being added to accelerate, nose down trimming may be reqd to

i.

recovery.(carried

out at High Altitude)

hold the pitch attitude)

6. Speed brake retract

7. Once out of amber band gently raise pitch towards the PLI to recover lost Alt. When in control, engage

automation., Auto Pilot on

Lvl Ch, Hdg Sel, A/T on

,

Spd Set above amber band

ii. Base Turn Phase

(This

training can be carried out during a turn from downwind to base or on Radar vectored

ILS when turning to intercept localiser

with

A/P Engaged,, Gear - Up, Flaps 5, spd brakes Retracted and stick

shaker occurring in turn) Recovery

1. A/P disengage

2. Lower pitch and Hold pitch at the point where the stick shaker stopped.

3. Roll to wings level through the shortest direction

4. As the stick shaker stops, apply thrust as required to accelerate.

5. Ensure Nose does not pitch up and lead to stick shaker again (nose down trim will be needed)

6. Once accelerated out of half of the amber band, (1g capability now exists )start pitching up GENTLY to regain alt, and when alt is recovered, adjust power to maintain F5 SPD

7. When in control, Engage Automation i.e A/P, A/T

8. Missed approach must be carried out on r/w hdg

iii.

Final approach

Stick

shaker in ldg config

Recovery

1. A/P disengage, A/T disconnect, Lower pitch and simultaneously increase thrust to maximum power and trim down as required. Hold pitch at the point where the stick shaker stopped.

2. Increase pitch attitude towards PLI to climb.

3. Spd crossing Vref, start clean up sequence (flaps & gear)

4. Follow missed approach procedure

(c)

Responsibilities of PM PM to monitor altitude and airspeed. Verify all required action are done and callout omissions and any trend towards terrain contact.

34. TURB IN CLIMB. GUIDANCE

(a)

Strong echoes must be avoided by 20 NM or more, particularly above FL 200.

(b)

Cockpit lighting to hi intensity

 

(c)

Reduce to turbulence penetration speed. (This should be worked out fairly in advance when areas of turbulence

are known to be encountered) PI 20.1

(d)

After crossing thunderstorm area, check flight instruments, pitot and static heating, radio and nav eqpt, compass readings, elect syst

(e)

Wx Rdr on during night flts, atleast on PF side.

(f)

If on auto pilot

in case of severe turb, turn off Alt Hold.

(g)

If not on auto pilot

,

leave stab trim in Lvl Flt trim setting and use moderate elevator force.

35. WIND SHEAR

(a)

GUIDANCE It is any abrupt change in speed and direction of the wind in a very short distance in the atmosphere. Direction changes of 180 deg and velocity of 50 knots or more within a band of 200 ft have been recorded. It is an unusual phenomenon and therefore a problem. The most obvious cause of significant low level wind shear is the gust formation and front associated with a thunderstorm.

In a DESCENT OR ON APPROACH……

if you suddenly encounter a head wind or an existing component increase,

the aircraft pitches up and ROC, ALT, and airspeed increases. Similarly in a tail wind, speed decreases, aircraft pitches down and altitude decreases along with ROC in take off. THE WORST SCENARIO is to fly into a sudden tail wind. It results in loss of lift and drop of speed. Encounters near the ground are most threatening due to very little time or altitude to recover. Hence standard strategies are evolved

(b)

INDICATIONS: AURAL OR CHANGE OF 5 deg PITCH OR 15 KNOT SPEED OR 500 FEET V/S OR 1 DOT GLIDE SLOPE OR UNUSUAL THRUST LEVER POSITION.

i.

< T/O …. Delay or choose runway longest and not affected.

ii.

During T/O ROLL—Warning “wind shear ahead”… Before V1 … Reject. If near V1- rotate normal to 15 deg. Once airborne perform escape maneuver. Near VR… And speed suddenly decreases and runway

 

left is less,

at 2000 ft to go …

rotate.

 

iii.

After V1 … perform wind shear escape maneuver.

(c)

ESCAPE MANEUVER MANUAL. No change in configuration, Auto pilot off, TOGA, Max thrust, A/T off, Wings level, Rotate to 15 deg.

Speed brake in IN AUTO. TOGA, verify, speed brake in or do normal go round if above 1000 feet. IF DEPARTING and doubting existence of wind shear Consider VR for max gross WT.

36. CABIN ALT WNG HORN / RAPID DES / EMERG DES

(a) Guidance

DURING APPROACH- Perform escape maneuver

max

take off thrust,higher flap setting, longest runway.

i. Generally there are 2 scenarios when a Rapid Descent may be required.

1. The cabin altitude has reached 10000 feet (cabin alt warning horn sounds) and Is not getting controlled. This abnormality is normally due to some failure in the pressurisation system or slow leak. (The cabin rate of climb shows an increase and the Cabin Alt starts increasing & differential pressure starts reducing). In

this case the cabin ALT may come under control by timely memory actions

2. A structural failure which leads to a rapid loss of cabin pressure and the cabin rate of climb indication goes to max climb and cabin Alt starts rapidly moving to environmental Alt., differential pressure moves towards zero (needles move at a much faster rate than in the case of a leak).

ii. Structural failure is generally indicated by a loud bang and hissing sound like a inflated balloon being punctured, papers flying around, cockpit misting. Chest and stomach discomfort is also likely. Cabin Alt warning horn also sounds thereafter.

iii. Time is limited (12 mins of pax oxygen) to accomplish the descent to a safe altitude for the pax to remain without oxygen.

iv. The full procedure from the time of occurrence is by memory and the QRH is confirmatory.

v.

Initial memory items should normally be done by both the PF & PM. However in case a pilot is taking undue long to don his oxygen due any reason, the actions may be started by the other pilot. Cabin Altitude warning horn may be cancelled by either Pilot.

vi. Donning of the oxygen mask is most important. Do not look up at the pressurization panel on hearing the cabin altitude warning horn.

vii. Time of useful consciousness is 9- 15 sec at 410

viii. All actions must be done deliberately and methodically and each pilot should call out and do his actions (this enables the other Pilot to track any effect of hypoxia on the pilot doing the actions)

ix. After level off rate of decent is to be 500 ft per minute or below unless controllability is an issue.

(b)

Procedure

 

PF

PM

Don oxygen, 100%.

 

Don oxygen, 100%.

 

Establish communication

 

Establish communication

Cancel cabin alt warning horn

 

Cancel cabin alt warning horn

Monitor PM memory actions

   
 

1. Pressn mode sel

Man

 

2. Outflow vv close Look for effect on the cabin rate of climb (should stop increasing & start reducing) & differential press needle (should stop reducing). Cabin Alt should stop increasing

 

3. Chk cab alt… If crossed or nearing

14000

inform

PF

 

4. Seat belt sign on, Pax oxygen on, Stt s/w cont

 

5. Set 7700

 

NOW MONITOR PF ACTIONS

1. “Emergency Descent (three times)

This is your Capt.

 
 

Return to your seats and use your Oxygen Masks ”

2. Hdg change if reqd & Hdg Sel

   

3. Alt reduce &LVL ch.

   

4. Spd window opens

must

show spd. press change over

 
 

s/w if reqd to change from. mach to speed

5. Thrust levers pull back without disconnecting. A/T

 

6. Spd brk extnd

   
 

As descend established

 

Now varify the Above Actions in reverse sequence (6 to 2).

6. Give MAY DAY call

 

6.

Chk spd brks posn.

7. Obtain & set & fly area QNH, if applicable (both sides)

5.

Chk thrust lvrs back

 

4.

Re-set spd VMO/MMO or leave

   

existing spd if structural damage

3.

Re-set alt (10000 or MEA whichever is higher).

 

2.

Reset hdg (radar or parralel track).

   

After completing the above actions, consider lowering of gear. (spd < 270 for lowering.)

8. Lower gear if commanded.

“Cabin altitude warning, emergency descent NNC”

9. Read NNC

 
 

“2000 ft”

speed brake retract

 

“1000 feet to LVL”

 

“speed<235, gear up”

 

Gear up

After level off, speed as reqd i.e speed at time of structural damage or 250// 300// LRC

 

“Ladies and gentlemen, this is your Captain. We have completed our descent to a safe altitude. The situation is under control. Cabin Crew-carry out post depressurization duties.”

 

Note:

1. In case of structural damage, if excessive juddering is experienced, the speed brakes may be reduced.

2. After level out, the state of pax and crew must be ascertained and further action planned as appropriate. Cancel distress if applicable. Request priority routing and landing

3.

Oxygen masks to be removed only when cabin alt is 10000 and one by one after checking if other pilot is feeling ok. Mask/Boom s/w to be re-set to Boom

37. WING BODY OVER HT. GUIDANCE. An overheat occurs from a bleed duct leak. The right wing duct generally only involves the wing anti ice

operation. The left wing duct involves the APU also in addition to the Wing anti-ice, and here, elimination of the leak from APU also is necessary. APU use is possible only as an elect source. It takes a little time for the duct to cool down.

PROCEDURE

Read

38. ENG FUEL LEAK (a) GUIDANCE

and do NNC (2.14)

i. Consider possibility of leak anytime an

1. Unexpected quantity is observed

2. FMC fuel message….using reserve fuel or insufficient fuel or check FMC Fuel qty

3. imbalance condition is experienced

ii. Can be detected by discrepancies in Flt Log, visual report, or by some annunciation.

iii. Estimated FOB at destination is known at the beginning of the flight and can be viewed all the time on the Progress page .This would not change very much in a FLT. A continuous change in this figure would also

indicate a leak. It would be good Captaincy to note this expected figure on the Flt Plan at the beginning of the Flt itself and keep comparing it with the indication of the PROG page, at the time of every fuel check

iv. Tank leak would result in total depletion of fuel even with eng shut down. After 20 min, expect respective side hyd sys failure (no EDP and overheat of pump due no fuel in tank)

v. The NNC leads to ENG shut down, so that total loss of fuel is prevented and LO FUEL state is avoided and also to remove a fire hazard

vi. The risk of fire increases with the use of Reversers, which significantly changes the flow of air around the engine and can disperse fuel over a wider area.

(c) PROCEDURE - Read & Do NNC (12.7)

39. FUEL BALANCING

(a)

GUIDANCE The primary purpose of fuel balance limitations on Boeing airplanes is for the structural life of the airframe and landing gear and not for controllability. Lateral control is not significantly affected when operating with fuel beyond normal balance limits. The IMBAL NNC should be accomplished when the fuel balance alert is received.

There is a common misconception among flight crews that the fuel cross-feed valve should be opened immediately after an in-flight engine shutdown to prevent fuel imbalance. This practice is contrary to Boeing recommended procedures and could aggravate a fuel imbalance. Arbitrarily opening the cross-feed valve and starting fuel balancing procedures, without following the checklist, can result in pumping usable fuel overboard. Fuel Balancing Considerations Consider the following when performing fuel balancing procedures:

i. routine fuel balancing when not near the imbalance limit increases the possibility of crew errors and does not significantly improve fuel consumption

ii. during critical phases of flight, fuel balancing should be delayed until workload permits. This reduces the possibility of crew errors and allows crew attention to be focused on flight path control

iii. fuel imbalances that occur during approach need not be addressed if the reason for the imbalance is obvious (e.g. engine failure or thrust asymmetry, etc.).

iv. Cross feed valve Open…. Verify cross feed VALVE OPEN light illuminates bright and then Dims.

Closing cross feed…

Verify

cross feed VALVE OPEN light illuminates bright and then extinguishes.

(b)

PROCEDURE - Read & Do NNC(12.15)

40. TE FLAP ASSY

(a) GUIDANCE

i. On being commanded to lower or extend flaps, the pilot doing the

same, must check speed, move lever to commanded position, look at the gauge, call selected and moving and keep hand on lever till position is reached. Call the position. The lever must be returned to vacated position the moment an asymmetry is seen on the gauge.

ii. Flap lever moved 1--25

TE

flaps move to commanded position.

iii.

LE flaps move to full ext position Slats move to ext position

moved > 25

LE flaps remain fully ext position Slats go to fully ext position

TE

flaps go to commanded position,

LANDING

.Burn off fuel to reduce wt and app spd.1 kt of reduction in speed needs about 800 kg burn off. Bring down wt

full

maneuvering capability exists even if assymetry occurred at flaps just out of full up position

to get speed <195 kts(tire speed limitation) pitch attitude and ROD on finals is higher than normal. Air speed bleed off in flare is difficult and will delay touchdown, affecting landing distance which higher as it is. Aircraft should be flown to the runway surface at the desired touchdown point.

(b) PROCEDURE. Read and do NNC

41. RUN AWAY STAB

(a)

GUIDANCE

Un commanded stab trim movement occurs continuously.

i. hold the control column firmly to maintain the desired pitch attitude

ii. if un-commanded trim movement continues, move the control column in opposite direction, the stab trim commands are interrupted when control column is moved in the opposite direction

iii. use elect trim

runway

may stop

if not stopping

iv. use

manual trim

v. ask for longer vectors and request +\_ 2000feet and tell ATC you need shallow turns

vi. configure early and avoid large thrust change

vii. The stab trim cutout interrupts power to the main elect trim motors and the auto pilot trim cuts out the pwr to the A/P elect trim motors

viii. TCAS to TA

ix. seat belts on

(b)

PROCEDURE.NNC 9.1

42. STAB JAM

(a)

GUIDANCE

i. Most common reason is Either a failed stab motor or a failed stab actuator

ii. Failed motor causes a loss of elect trim through both the autopilot and control wheel switches. Manual trim is available. The effort required to manually rotate the trim wheel is higher than normal.

iii. Failed actuator causes loss of trimming capability.( Auto pilot, control wheel switches as well as manual trim wheel). The stab just cannot be trimmed

iv. Flt tests have shown that a safe Landing can be made with stab trim INOP.

v. Ice accumulation on jack screws can be a reason. Can descend down to warmer region and try again

(c)

Procedure…NNC 9.8

43. ELEV JAM

(a)

GUIDANCE

i. PRIOR TO TAKE OFF

ii. IF ON TAKE OFF

, if detected, REJECT

1. both pilots to apply force to try and clear jam or activate the override feature.

2. use stab trim to rotate

3. Move each control col individually

4. Use stab trim for control and allow for slow response.

5. May Day call. Request ATC for 4000 feet height band to be kept clear guidance if available.

6. Flap 15 landing

7. Flare a bit early with force

8.

9. Have cabin prepared for evacuation

10. All crew at stns call at 1000’ and brace x 3 call at 500 feet or latest by 200 ft or ALTERNATE SIGNAL i.e.

to

identify if only one side jammed

ask

for longer vector use ILS

Avoid go round

if

needed open pwr slowly in coordination with trimming

four chimes of seat belt sign

by PM

iii.

iv. jammed control due icing could clear if descend is made to warmer region. LASAP IN FLT- some

IF IN CLMB

,

IF IN CRZ

it

is not easy to detect since it gets masked by the Trim

of the indications are…unexplained auto pilot disengagement, auto pilot that cannot be engaged, undershoot or overshoots of ALT during level off, higher than normal control forces required during speed or config. changes.

(c) PROCEDURE NNC 9.8

44. MANUAL REVERSION.

(a)

GUIDANCE

i. Both Hyd A and B Inop

ii. May Day May x 3

iii. Assured Ldg clearance required give expected landing time to ATC

iv. Request 2000 feet above and below to be kept clear

v. Ailerons and Elev controlled manually.

vi. Noticeable dead band in Elev and Aileron controls

vii. Higher than normal control forces required. Elect and Manual trimming is available.

viii. Rudder powered by stand by Hyd Sys.

ix. Limit bank angle to 20 to avoid over banking

x. Descend in v/s mode at 800--1000 ft per min 10.

xi. Avoid overweight ldg.

xii. Configure early. Flaps should be taken from 1 to 10 directly to have more margin to the lower amber band. Gear manual extension. Give adequate time to accomplish (about 20 mls to touch flown).

xiii. Flap 15 landing

xiv. Ask for longer straight in approach

Use

ILS guidance if available (it would be prudent to select a runway with

least cross wind to avoid corrections due to drift close to the ground )

xv. On final approach, trim slight nose up & hold light fwd press on control column to minimize elevator dead

band

xvi. Initiate flare a bit earlier. Thrust reduction could be done by PM

xvii. Thrust Rev Operation is slow.

xviii. Apply steady brake press as only accumulator press is available.

xix. Do not taxi. Request tow truck

xx. If go round required, apply thrust smoothly and in coord with stab trim

xxi. Do not arm Auto Brk and Spd Brk for landing

xxii. Have cabin prepared for evacuation

xxiii. All crew at stns call at 1000 ' and brace x 3 call at 500 feet or latest by 200 ft

(c) PROCEDURE…READ AND DO NNC (13.10)

45. PARTIAL GEAR UP LDG

by PM

(a)

GUIDANCE

i. land on all available gear.

ii. do not recycle the gear in an effort to lower the remaining gear.

 

iii. a gear up or partial gear up ldg is preferable to running out of fuel in an attempt to solve a gear problem.

iv. burn off to reduce landing wt and speed.

v. foaming is not necessary.

vi. advice crew.

vii. use rudder and nose wheel steering below 60 kts and use differential braking.

 

viii. use spd brks only if ldg dist is critical. Best avoided for evacuation. if have to use, delay extending till nose and both sides have completely touched down.

ix. reversers to be used only if stopping dist is critical.

 

x. land in center if only nose gear affected use brake also on same side.

land

on side corresponding to the side which gear is down and

xi. all gear up…. land in center.

xii. evacuation….may or may not be required

xiii. Have cabin prepared for evacuation

xiv. All crew at stns call at 1000 ' and brace x 3 call at 500 feet or latest by 200 ft

by

PM

(b)

PROCEDURE NNC 14.22

46. AIR GND SENSOR FAULT

(a)

GUIDANCE

Ldg GR LVR not moving up.

 

i. Aircraft is cleaned up to establish whether the AIR GND sensor has failed or the LDG GR LVR lock solenoid has failed.

ii. If horn comes on after clean up, it is sensor fault and a air turn back would be required.

iii. If NO horn,

trigger

is used and gear retracted and flight can continue

iv. Sensor fail will result in failing of all items associated with the sensor, --

1. TH HOLD remaining on( since it senses A/c to be on GND )

2. TCAS FAIL ( because it does not come below 1000 feet)

3. N1 will not come on when selected

T/O,

WILL REMAIN

4. Cabin will not pressurize because it pressurizes only once airborne,

5. Vref cannot be set since it cannot be set on ground.

(b)

PROCEDURE… NNC

47. INSTRUMENT FAILURE On indication of Instrument failure, the Pilot on whose side the failure is annunciated, MUST:

Announce the failure

Ask the other Pilot “Confirm any failure your side”

The pilot being questioned, must cross check his instruments with the standby and then confirm as " no failure my side " OR "

indication my side also "

In case of no failure on the other Pilot side, hand over controls to him and carry out the relevant NNC.

In case of failure indication on both sides, The PIC is to take over controls (if required) and ask for NNC and plan further action.

48. BOTH GEN FAIL

APU

OK

(a)

GUIDANCE

i.

2 out of 3 sources must be available.

 

ii. Since only APU is available, it becomes LASAP.

iii. Plan descend to 250 or below for APU start. APU start can be tried < FL 250. If both Gen do not come on, only 1 attempt at APU start, to preserve battery power.

iv. fully charged 2 batteries can supply a minimum of 60 mins of stand by power

v. left IRS works as long as battery power remains.

 

vi. CB Panels: P6 behind FO and P18, behind Capt

vii. Must start going towards an airfield

take

ATC help.

viii. When operating on s/b power, flaps operate normal, but no Indication

ix. No auto speed brakes on landing