SOP_REV01

MANUAL

MANUAL

Documen

APPROVAL PAGE

APPROVAL PAGE

We, undersigned state that this

We, undersigned state that this manual and its contents are incompliance manual and its contents are incompliance with Turkish DGCA,with Turkish DGCA, ICAO, JAA and other relevant, applicable national and international regulations.

ICAO, JAA and other relevant, applicable national and international regulations.

Prepared by:

Prepared by:

Chief Training Officer

Chief Training Officer

Ünal TEZEL

Ünal TEZEL

Reviewed by:

Reviewed by:

Chief Flight Operations Officer

Chief Flight Operations Officer

Erhan BAYRAM

Erhan BAYRAM

Issued by:

Issued by:

CEO

CEO

Bülent Dilmen

Bülent Dilmen

Turkish DGCA Approval

Turkish DGCA Approval

TABLE OF CONTENT

APPROVAL PAGE... I

TABLE OF CONTENTS... II

RECORD OF REVISIONS PAGE ... III

REVISION HIGLIGHTS ... IV

LIST OF EFFECTIVE PAGES...V

DISTRIBUTION LIST ... ..VII

SYSTEM OF AMENDMENT AND REVISION ... ..VIII

INTRODUCTION...IX

CHAPTER 1 : GENERAL CONDITION CHAPTER 2 : NORMAL PROCEDURES

CHAPTER 3 : NON-NORMAL PROCEDURES CHAPTER 4 : BULLETINS

RECORD OF REVISIONS PAGE

Rev No.

Edited/Amended Page(s)

Effectivity Date

Inserted by / Date

1

Complete Revision 15 Jan 2006

-2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

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18

19

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21

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REVISION HIGHLIGHTS

Revision

: 00

Issue Date

: 15 March 2005

Effectivity Date

: 28 March 2005

Original issue

Revision

: 01

Issue Date

: 30 December 2005

Effectivity Date

: 15 January 2006

Complete Revision

LIST OF EFFECTIVE PAGES

Page

Rev No

Effectivity Date

Page

Rev No

Effectivity Date

SOP-i Rev 01 15. Jan. 2006 SOP -vii Rev 01 15. Jan. 2006 SOP -ii Rev 01 15. Jan. 2006 SOP -viii Rev 01 15. Jan. 2006 SOP -iii Rev 01 15. Jan. 2006 SOP -ix Rev 01 15. Jan. 2006 SOP -iv Rev 01 15. Jan. 2006 SOP -x Rev 01 15. Jan. 2006 SOP -v Rev 01 15. Jan. 2006 SOP -xi Rev 01 15. Jan. 2006 SOP- vi Rev 01 15. Jan. 2006 SOP -xii Rev 01 15. Jan. 2006

CHAPTER 1

SOP-1-1 Rev 01 15. Jan. 2006 SOP-1-15 Rev 01 15. Jan. 2006 SOP-1-2 Rev 01 15. Jan. 2006 SOP-1-16 Rev 01 15. Jan. 2006 SOP-1-3 Rev 01 15. Jan. 2006 SOP-1-17 Rev 01 15. Jan. 2006 SOP-1-4 Rev 01 15. Jan. 2006 SOP-1-18 Rev 01 15. Jan. 2006 SOP-1-5 Rev 01 15. Jan. 2006 SOP-1-19 Rev 01 15. Jan. 2006 SOP-1-6 Rev 01 15. Jan. 2006 SOP-1-20 Rev 01 15. Jan. 2006 SOP-1-7 Rev 01 15. Jan. 2006 SOP-1-21 Rev 01 15. Jan. 2006 SOP-1-8 Rev 01 15. Jan. 2006 SOP-1-22 Rev 01 15. Jan. 2006 SOP-1-9 Rev 01 15. Jan. 2006 SOP-1-23 Rev 01 15. Jan. 2006 SOP-1-10 Rev 01 15. Jan. 2006 SOP-1-24 Rev 01 15. Jan. 2006 SOP-1-11 Rev 01 15. Jan. 2006 SOP-1-25 Rev 01 15. Jan. 2006 SOP-1-12 Rev 01 15. Jan. 2006 SOP-1-26 Rev 01 15. Jan. 2006 SOP-1-13 Rev 01 15. Jan. 2006 SOP-1-27 Rev 01 15. Jan. 2006 SOP-1-14 Rev 01 15. Jan. 2006 SOP-1-28 Rev 01 15. Jan. 2006

CHAPTER 2

SOP-2-1 Rev 01 15. Jan. 2006 SOP-2-15 Rev 01 15. Jan. 2006 SOP-2-2 Rev 01 15. Jan. 2006 SOP-2-16 Rev 01 15. Jan. 2006 SOP-2-3 Rev 01 15. Jan. 2006 SOP-2-17 Rev 01 15. Jan. 2006 SOP-2-4 Rev 01 15. Jan. 2006 SOP-2-18 Rev 01 15. Jan. 2006 SOP-2-5 Rev 01 15. Jan. 2006 SOP-2-19 Rev 01 15. Jan. 2006 SOP-2-6 Rev 01 15. Jan. 2006 SOP-2-20 Rev 01 15. Jan. 2006 SOP-2-7 Rev 01 15. Jan. 2006 SOP-2-21 Rev 01 15. Jan. 2006 SOP-2-8 Rev 01 15. Jan. 2006 SOP-2-22 Rev 01 15. Jan. 2006 SOP-2-9 Rev 01 15. Jan. 2006 SOP-2-23 Rev 01 15. Jan. 2006 SOP-2-10 Rev 01 15. Jan. 2006 SOP-2-24 Rev 01 15. Jan. 2006 SOP-2-11 Rev 01 15. Jan. 2006 SOP-2-25 Rev 01 15. Jan. 2006 SOP-2-12 Rev 01 15. Jan. 2006 SOP-2-26 Rev 01 15. Jan. 2006 SOP-2-13 Rev 01 15. Jan. 2006 SOP-2-27 Rev 01 15. Jan. 2006 SOP-2-14 Rev 01 15. Jan. 2006 SOP-2-28 Rev 01 15. Jan. 2006

CHAPTER 3

SOP-3-1 Rev 01 15. Jan. 2006 SOP-3-7 Rev 01 15. Jan. 2006 SOP-3-2 Rev 01 15. Jan. 2006 SOP-3-8 Rev 01 15. Jan. 2006 SOP-3-3 Rev 01 15. Jan. 2006 SOP-3-9 Rev 01 15. Jan. 2006 SOP-3-4 Rev 01 15. Jan. 2006 SOP-3-10 Rev 01 15. Jan. 2006 SOP-3-5 Rev 01 15. Jan. 2006 SOP-3-11 Rev 01 15. Jan. 2006 SOP-3-6 Rev 01 15. Jan. 2006 SOP-3-12 Rev 01 15. Jan. 2006

CHAPTER 4

SOP-4-1 Rev 01 15. Jan. 2006 SOP-4-7 Rev 01 15. Jan. 2006 SOP-4-2 Rev 01 15. Jan. 2006 SOP-4-8 Rev 01 15. Jan. 2006 SOP-4-3 Rev 01 15. Jan. 2006 SOP-4-9 Rev 01 15. Jan. 2006 SOP-4-4 Rev 01 15. Jan. 2006 SOP-4-10 Rev 01 15. Jan. 2006 SOP-4-5 Rev 01 15. Jan. 2006 SOP-4-11 Rev 01 15. Jan. 2006 SOP-4-6 Rev 01 15. Jan. 2006 SOP-4-12 Rev 01 15. Jan. 2006

DISTRIBUTION LIST

1. TURKISH DGCA

2. LIBRARY(original)

3. CHIEF FLIGHT OPERATIONS OFFICER 4. CHIEF TRAINING OFFICER

5. CHIEF QUALITY OFFICER(digital) 6. CHIEF GROUND OPERATION OFFICER 7. AIRPLANE LIBRARY

8. ALL COCKPIT CREW (detailed list for this item is available in Documentation and Records Control Unit)

This document is available via library on Company network. For more information consult Quality or Documentation Department.

SYSTEM OF AMENDMENT AND REVISIONS

a.

This document has been prepared by the coordination of the departments of concern, reviewed by Quality Department and accepted by Chief Executive Officer (CEO) and approved by Turkish DGCA.

b.

The number, revision date and number of any page are included in the header of each page.

c.

This document may be amended by following the steps below:

1. Draft amendment is proposed by any personnel to the Flight Operation Department or Quality Department by any means like writing, e-mail, verbal, etc. or these departments themselves prepares the amendment proposal.

2. Quality Department reviews the amendment proposal and ensures that all the departments to be affected due to the revision are coordinated.

3. Amendment proposal is presented by the Quality Department to the CEO for acceptance and then Turkish DGCA for their approval.

4. After approval, copies are distributed by the Documentation & Records Control Unit to the holders.

d.

The page of Distribution List shows the controlled copy hard copy holders of this document. The controlled copy holders are responsible for amending the copies with the distributed amendments and recording it to the corresponding revision page.

e.

Minor Revisions are change to DGCA approved documents that do not need immediate approval of Turkish DGCA prior to implementation. Quality Management is responsible for giving the decision if a change is a minor or major revision. Minor revisions are identified via following criteria:

1. If the revision is in format of the document only, (change in paper size, font, company logo, etc)

2. If the revision is for error correction (correction of typing errors, clarification of misunderstandings, etc.)

3. If the revision is only informative and does not affect any approved procedures, capabilities or privileges of the company, (added explanations, pictures, updated graphs, etc)

4. If the revision is dictated by the DGCA, caused by a DGCA issued regulation or the changed procedure has already been approved by the DGCA.

f.

The change is accepted as Minor and do not require further DGCA approval prior to implementation. Minor Revisions will be presented eventually to DGCA:

1. Together with a major change, when a major change is necessary,

2. When no major change is necessary, once a year after yearly documentation review process.

INTRODUCTION

Touristic Jet Normal Procedures are in conformity with

BOEING PROCEDURES

described in the relevant Boeing Manuals. (B737 Flight Crew Operations Manual Volume 1, Flight Crew Operations Manual Volume 2, Flight Crew Training Manual, QRH)

For specific details, procedures and techniques please refer to the applicable Boeing Manuals. In case of conflicting issues Boeing Documents shall supercede.

All operating limitations stated in the Boeing 737 Operations Manual Vol. 1 Chapter L apply. This is not a training document. It is to be used by the trained flight crew as a procedure guide only.

The following abbreviations may be found throughout the SOP. Some abbreviations may also appear in lowercase letters. Abbreviations having very limited use are explained in the chapter where they are used.

AC

Alternating Current

FCOM

Flight Crew Operation Manual

ACP

Audio Control Panel

F/D

Flight Director

ACT

Active

FMA

Flight Mode Annunciations

ADF

Automatic Direction Finder

FMC

Flight Management Computer

AFDS

Autopilot Flight Director System

FMS

Flight Management System

AFM

Airplane Flight Manual

F/O

First Officer

AGL

Above Ground Level

FWD

Forward

A/P

Autopilot

GA

Go-Around

APP

Approach

GEN

Generator

APU

Auxiliary Power Unit

G/P

Glide path

A/T

Autothrottle

GPS

Global Positioning System

ATC

Air Traffic Control

GS

Ground Speed

ATT

Attitude

G/S

Glide Slope

ATOW

Actual Takeoff Weight

HDG

Heading

AUTO

Automatic

HDG SEL

Heading Select

AVAIL

Available

HYD

Hydraulic

AZFW

Actual Zero Fuel Weight

IAS

Indicated Airspeed

(A)

Autopilot Engaged

IDENT

Identification

BARO

Barometric

IGN

Ignition

B

Both Pilots/Crewmember

ILS

Instrument Landing System

CDS

Control Display system

INBD

Inbound

CDU

Control Display Unit

IRS

Inertial Reference System

CFP

Computer Flight Plan

K

Knots

CG

Center of Gravity

KGS

Kilograms

CLB

Climb

KIAS

Knots indicated Airspeed

CON

Continuous

LNAV

Lateral Navigation

CONFIG

Configuration

LOC

Localizer

CPT

Captain

MCP

Mode Control Panel

CRS

Course

MDA

Minimum Descent Altitude

CRZ

Cruise

MEL

Minimum Equipment List

CTL

Control

MIN

Minimum

DC

Direct Current

(M)

Manual Flight

DDG

Dispatch Deviation Guide

N1

Low Pressure Rotor Speed

DES

Descent

N2

High Pressure Rotor Speed

DEU

Display Electronic Unit

OAT

Outside Air Temperature

DISC

Disconnect

OVHD

Overhead

DME

Distance Measuring Equipment

PA

Passenger Address

DSP

Display Select panel

PF

Pilot Flying

E/D

End of Descent

PM

Pilot Monitoring

EEC

Electronic Engine Control

PERF INIT

Performance Initialization

EFIS

Electronic Flight Instrument System

PSI

Pound per square Inch

EGT

Exhaust Gas Temperature

PTT

Push to talk 

ELEC

Electrical

PWR

Power

EXEC

Execute

PWS

Predictive Windshear System

RA

Radio Altitude

REF

Reference

REC

Recorder

RST

Reset

RTE

Route

RTO

Rejected Takeoff 

RUD

Rudder

RVSM

Reduced Vertical Separation minimums

SAT

Static Air Temperature

S/C

Step Climb

SEL

Select

SPD

Speed

STA

Station

STAB

Stabilizer

STAT

Status

STBY

Standby

STD

Standard

SYS

System

TAS

True Air Speed

TAT

Total Air Temperature

TAS

True Air Speed

TCAS

Traffic Alert and Collision Avoidance System

TEMP

Temperature

TERR

Terrain

TFC

Traffic

TO

Takeoff 

TO/GA

Takeoff / Go-around

TOW

CG

Takeoff weight Center Gravity

UTC

Coordinated Universal Time

VERT

Vertical

VHF

Very High Frequency

VNAV

Vertical Navigation

VRNP

Vertical Required Navigation Performance

VOR

VHF Omnidirectional range

VR

Rotation Speed

VREF

Reference Speed

V/S

Vertical Speed

V1

Takeoff Decision Speed

V2

Takeoff Target Speed

WPT

Waypoint

WXR

Weather Radar

CHAPTER 1

TABLE OF CONTENTS

1. GENERAL PROCEDURES...3

1.1. GENERAL ... 3

1.2. CREW DUTIES... 8

1.3. CREW TEAMWORK ... 8

1.4. ATC AND PILOT RELATIONS... 9

1.5. FLIGHT INSTRUMENTS CHECK ... 9

1.6. CONROL HANDOVER ... 9

1.7. DELEGATION OF PILOT FLYING ... 9

1.8. SILENT FLIGHT DECK ... 9

1.9. DEVIATIONS FROM STANDARD ... 10

1.10. CDU PAGE SETUP PROCEDURE ...10

1.11. CONTROL DISPLAY UNIT (CDU) PROCEDURE... 11

1.12. TAKEOFF BRIEFING PROCEDURE... 12

1.13. TAKEOFF BRIEFING REVIEW PROCEDURE...13

1.14. AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES... 13

1.15. FLIGHT DECK COMPARTMENT SECURITY...13

1.16. ACCESS TO FLIGHT DECK ...13

1.17. USE OF APU ... 13

1.18. USE OF LIGHTS ... 14

1.19. PAPERWORK POLICY ... 14

1.20. PASSENGER ANNOUNCEMENTS BEFORE TAKEOFF... 14

1.21. TAXI PROCEDURE... 15

1.22. TAXI DURING ADVERSE WEATHER...15

1.23. NOISE ABATEMENT TAKEOFF PROCEDURE ... 16

1.24. USE OF AUTOPILOT... 17

1.25. USE OF AUTOTHROTTLE... 17

1.26. MANUAL FLIGHT ... 17

1.27. FREQUENCY SETTING... 18

1.28. PASSENGER ANNOUNCEMENT DURING CRUISE... 18

1.29. PAPERWORK DURING CRUISE ... 18

1.30. APPROACH PREPARATION PROCEDURE...18

1.31. APPROACH BRIEFING PROCEDURES ... 19

1.33. AUTOBRAKE PROCEDURE... 20

1.34. NOISE ABATEMENT APPROACH PROCEDURE (DELAYED FLAP) ... 20

1.35. APPROACH CLEARANCE PROCEDURE... 20

1.36. RECOMMENDED APPROACH SPEED CONTROL PROCEDURE... 21

1.37. AUTOPILOT DISENGAGEMENT DURING THE APPROACH... 21

1.38. APP MODE SELECTION PROCEDURE ... 21

1.39. STABILIZED APPROACH PROCEDURE... 21

1.40. STABILIZED APPROACH REQUIREMENTS ... 21

1.41. MANDATORY MISSED APPROACH PROCEDURE... 22

1.42. APPROACH AND LANDING CONDITION PROCEDURE(JAR-OPS 1.400) ... 22

1.43. COMMENCEMENT & CONTINUATION OF APPROACH PROCEDURE ... 22

1.44. ALTIMETER SETTING AND CHECKING PROCEDURE... 23

1.45. DISPLAY SET-UP PROCEDURE... 23

1.46. REVERSE THRUST AND BRAKING PROCEDURE...23

1.47. CLEAR OF RUNWAY PROCEDURE... 23

1.48. BEFORE LEAVING THE AIRPLANE PROCEDURE ... 23

1.49. MASTER CAUTION RESET PROCEDURE... 24

1.50. AIRPLANE APPROACH CATEGORY ... 24

1.51. FLAP – SPEED MANEUVERING PROCEDURE ...24

1.52. TURBULENT AIR PENETRATION PROCEDURE ...25

1.53. WEATHER RADAR POLICY ...25

1.54. TERRAIN POLICY ... 26

1.55. EVENTS REQUIRING MAINTENANCE INSPECTION... 26

1. GENERAL PROCEDURES 1.1. GENERAL

a. This SOP has been prepared by TOURISTIC JET in confirmation with BOEING procedures.

b. The purpose of this manual is to;

(1) Provide the necessary operating procedures and information the flight crew needs to safely and efficiently operate BOEING 737 airplane during all anticipated airline operation

(2) Serve as a comprehensive reference for use during TRANSITION TRAINING for the BOEING 737 airplane.

(3) Establish standardized procedures and practices to enhance BOEING and TOURISTIC JET operational philosophy and policy.

c. This SOP gives, step by step normal procedures

d. Normal procedures verify for each phase of flight that, (1) The airplane condition is satisfactory

(2) The flight deck configuration is correct (3) Normal procedures are done on each flight.

e. Normal procedures are used by a trained flight crew and assume; (1) All systems operate normally

(2) The full use of all automated features (LNAV, VNAV, autoland, autopilot, and Autothrottle)

f. Normal procedures assume coordination with the ground crew before; (1) Hydraulic system pressurization, or

(2) Flight control surface movement, or (3) Airplane movement

g. Normal procedures are done by recall and scan flow.

(1) The panel illustration in the section shows the scan flow. (2) The scan flow sequence may be changed as needed.

NORMAL CHECKLIST (NC) OPERATION

a. The normal checklist is organized by phase of flight

b. The normal checklist is used to verify that critical items have been done. c. The normal checklists are used after doing all respective procedural items.

d. The following table shows which pilot calls for the checklist and which pilot reads the checklist. Both pilots visually verify that each item is in the needed configuration or that the step is done. The far right column shows which pilot gives the response.

CHECKLIST CALL READ VERIFY RESPOND

PREFLIGHT Captain First Officer Both Area of responsibility

BEFORE START Captain First Officer Both Area of responsibility BEFORE TAXI Captain First Officer Both Area of responsibility BEFORE

TAKEOFF Captain First Officer Both Area of responsibility

AFTER TAKEOFF PF PM Both PM

DESCENT PF PM Both Area of responsibility

APPROACH PF PM Both Area of responsibility

LANDING PF PM Both PF

SHUTDOWN Captain First Officer Both Area of responsibility

SECURE Captain First Officer Both Area of responsibility

e. If the airplane configuration does not agree with the needed configuration; (1) Stop the checklist,

(2) Complete the respective procedure steps, (3) Continue the checklist.

f. If it becomes apparent that an entire procedure was not done; (1) Stop the checklist,

(2) Complete the entire procedure, (3) Do he checklist from the start.

g. Try to do the checklists before or after high workload times.

h. The crew may need to stop a checklist for a short time to do other tasks. If interruption is short continue the checklist with the next step. If the checklist is stopped for a long time, do the checklist from the start.

i. If a pilot is not sure where the checklist was stopped, do the checklist from the start.  j. After completion of each checklist, the pilot reading the checklist calls, “___

1.2. CREW DUTIES

a. Preflight and post flight crew duties are divided between the captain and first officer. b. Phase of flight duties are divided between the Pilot Flying (PF) and the Pilot Monitoring (PM).

c. Each crewmember is responsible for moving the controls and switches in their area of  responsibility.

d. The captain may direct actions outside of the crewmember's area of responsibility. e. The general PF phase of flight responsibilities are:

(1) Taxiing (Captain)

(2) Flight path and airspeed control (3) Airplane configuration

(4) Navigation

f. The general PM phase of flight responsibilities are: (1) Checklist reading

(2) Communications

(3) Tasks asked for by the PF

g. PF and PM duties may change during a flight.

h. Normal procedures shows who do a step by crew position (C, F/O, PF or PM): (1) In the procedure title, or

(2) In the far right column, or

(3) In the column heading of a table

i. The mode control panel is the PF's responsibility.

(1) When flying manually, the PF directs the PM to make the changes on the mode control panel.

(2) The captain is the final authority for all tasks directed and done. 1.3. CREW TEAMWORK

a. The whole flight crew is a team.

b. Close cooperation between the cockpit and the cabin is essential at all times.

c. The primary task of the cabin crew is to ensure safety and service for the passengers. d. Non-flight related requests from the flight deck should be considered accordingly. e. The Captain prior to each rotation must brief the cabin crew.

1.4. ATC and PILOT RELATIONS

a. Although the respective authorities set international standards and regulations, the quality and operating conditions of  ATC service can vary significantly from country to country.

b. Touristic Jet pilots’ shall always:

(1) Communicate in English with ATC, (2) Keep to standard phraseology and rules, (3) Be calm and polite, Avoid being rushed

(4) Avoid unnecessary discussions with controllers. (5) Keep a sharp look out,

1.5. FLIGHT INSTRUMENTS Check

During PREFLIGHT CHECKLIST, for Flight instruments check, captains read heading from EHSI and reads altitude on ALTIMETER. After the captain, First Officers reads heading from EHSI and altitude from ALTIMETER respectively.

1.6. CONROL HANDOVER

a. The PF shall handover controls to the PM when, doing paperwork, stowing charts, Preparing for approach and briefings or any other reason interfering with duties as PF

b. Captain shall handover the controls to First Officer at TO/GA call during takeoff, if the First Officer is PF.

c. Captain shall take over the controls from First Officer by “ 60” knots callout during landing roll, if the First Officer is PF.

1.7. DELEGATION OF PILOT FLYING

The Captain shall decide who will be the PF or PM on first flight of the day, at the end of  preflight briefing in the dispatch office.

1.8. SILENT FLIGHT DECK

a. Flight Deck Crew shall wear their head sets at all times.

b. Loudspeakers must be OFF during TAKEOFF, LANDING and below FL100 c. Loudspeakers may be on at low volume during other faces of flight.

1.9. DEVIATIONS FROM STANDARD

a. Deviations from standard may occasionally be necessary.

b. In such cases all flight deck crewmembers must be aware of deviation from normal standards.

c. A deviation from standard is limited only with the necessity of the condition or situation.

d. The Captain retains the final authority for all actions directed and performed. 1.10. CDU Page SETUP PROCEDURE

Phase of Flight Captain Pilot Flying First Officer Pilot Monitoring

PREFLIGHT PROG - PROG -BEFORE START - TAKEOFF - LEGS BEFORE TAXI - TAKEOFF - LEGS BEFORE TAKEOFF - TAKEOFF - LEGS AFTER TAKEOFF - CLIMB - LEGS CLIMB - CLIMB - LEGS END OF CLIMB - CRZ - LEGS CRUISE - PROG - LEGS DESCENT - PROG - LEGS APPROACH - PROG - LEGS GS Capture or IAF - INIT REF - PROG 3rdPAGE LANDING - INIT REF - PROG 3rdPAGE AFTER LANDING - INIT REF - PROG 3rdPAGE SHUTDOWN PROG - PROG

-1.11. CONTROL DISPLAY UNIT (CDU) PROCEDURE

a. On the ground CDU entries are normally performed by First Officer and verified by Captain. In flight CDU entries are normally performed by the PM and verified by the PF prior execution.

b. The First Officer before the flight instrument check must complete the Initial Performance Data and Navigation Data entries during the Preflight Procedure.

(1) Enter data in all the boxed items on the following CDU pages,

(2) Enter data in the dashed items or modify small font items that are listed in CDU Preflight Procedure

(3) Enter TOC wind to INIT PERF page and all winds with a difference by 10 degrees and 10 knots to LEGS page. Failure to enter enroute winds can result in flight plan time and fuel burn errors.

(4) Enter data to DESCENT FORECAST page.

(5) THRUST REDUCTION altitude will be set to 1.500 feet unless special Noise Abatement Procedure of departure airport described otherwise. At all times, Jeppesen page (10-4) must be checked before entering THRUST REDUCTION altitude.

c. The Captain must complete the Final Performance Data entries after receiving LOAD SHEET and before calling the BEFORE START procedure/CHECKLIST. All CDU entries must be checked and verified by the First Officer.

d. Make CDU entries before taxi or when stopped, when possible. If CDU entries must be made during taxi, the PM (First Officer) makes the entries. The PF (Captain) must verify the entries before they are executed.

e. In flight, the PM usually makes the CDU entries. The PF may also make simple CDU entries when the workload allows. The pilot making the entries executes the change only after the other pilot verifies the entries.

f. During high workload times, for example departure or arrival, try to reduce the need for CDU entries. Do this by using the MCP heading, altitude, and speed control modes. The MCP can be easier to use than entering complex route modifications into the CDU.

1.12. TAKEOFF BRIEFING PROCEDURE

Captain will complete REJECTED TAKEOFF BRIEFING.

RTO briefing must be recorded to the Cockpit Voice Recorder. The captain has the sole responsibility for the decision to reject the takeoff. If decision is to reject to the takeoff, the captain must clearly announce, “REJECT” immediately start the rejected takeoff maneuvers and assume control of the airplane. RTO Briefing should include decision and action prior to 80knots and above 80 knots until V1.

Example briefing:

Prior to 80 knots, if any non-normal situation observed or, Above 80 knots until V1only if;

• Fire/fire warning, • Engine failure,

• Predictive Windshear and,

• If the airplane is unsafe or unable to fly, I will abort the takeoff.

Captain will complete ENGINE OUT BRIEFING.

Check Engine out Performance Climb Gradient and compare with the Minimum Climb Gradient on SID.

Check if necessary to follow TURN Procedure.

If it is not necessary do not brief the TURN Procedure. Example briefing:

After V1until reaching 1.000 feet AGL no crew action required.

At or above 1.000 feet we will cleanup the airplane while climbing to……. Feet

When we clean the airplane declare emergency and request. (Heading to… /to maintain …… feet/or hold over at …...VOR/NDB)

When we complete all checklists request landing clearance to Runway DEPARTURE BRIEFING will be completed by PF at parking position.

a. If Clearance Prior to Taxi (CPT) is received the assigned SID will be completed before engine start.

b. If CPT is not available expected SID briefing for departure will be completed before engine start.

c. If departure is different then the expected or briefed, flight crew must revise the briefing before entering the active runway.

The pilot who will do the takeoff when the captain announces “Before Takeoff procedure” must complete TAKEOFF BRIEFING REVIEW. Captain announces “BEFORE TAKEOFF CHECKLIST” prior entering the active runway after takeoff briefing reviewed.

1.13. TAKEOFF BRIEFING REVIEW PROCEDURE

Takeoff briefing review should include but not limited to; a. Departure Runway and Name of SID,

b. Assigned, initial climb altitude/level, c. Departure frequency and

d. Transponder code.

e. Additional briefing items. (Such as Weather and Runway conditions, noise abatement requirements, airplane dispatch using the minimum equipment list or any other situation where it is necessary to review or define crew responsibilities).

1.14. AUTOPILOT FLIGHT DIRECTOR SYSTEM (AFDS) PROCEDURES The crew must always monitor airplane course, vertical path and speed.

When selecting a value on the MCP, verify that the respective value changes on the flight instruments, as applicable.

The crew must verify manually selected or automatic AFDS changes. Use the Flight Mode Annunciator (FMA) to verify mode changes for Autothrottle, Pitch, Roll and Autopilot. During LNAV and VNAV operations, verify all changes to the airplane's course, vertical path, thrust and speed.

1.15. FLIGHT DECK COMPARTMENT SECURITY

Flight Crew compartment door shall be closed prior to engine start for takeoff and will be locked until engine shut down after landing, except when deemed necessary for authorized persons to access.

The curtain between galley and the cabin must be pulled, when cabin crewmembers opening the flight deck door.

Passengers are not allowed to wait in galley area. 1.16. ACCESS TO FLIGHT DECK

a. Access to flight deck is permitted for authorized persons only. b. Cockpit doors shall be locked during takeoff, landing and in flight. 1.17. USE OF APU

a. The APU shall normally be used on the ground only. b. APU will shutdown after engine start.

c. Captains should leave APU running if required for technical reason or Low Visibility Operation (LVO).

1.18. USE OF LIGHTS

LIGHTS CONDITION

When takeoff clearance received. FL 100/10.000 ft and below Fixed Landing Lights

Landing

Retractable Landing Lights Only night landings below 500 AGL Beginning of taxi until FL100.

Runway turnoff lights

Below FL100 until shutdown

Taxi When taxiing

Logo Lights Night time below FL 100/10.000 ft

Wing Lights Night time below FL 100/10.000 ft

Position Lights STEADY At all times, when electrical power available

When entering departure runway When crossing an active runway Position Lights STROBE & STEADY

At all times in flight

Wheel Well lights ON Night time docking the airplane

Wheel Well lights OFF After pushback completed.

When airplane not moving, taxi, turnoff and landing lights must be in OFF position 1.19. PAPERWORK POLICY

The Captain and First Officer normally share paperwork. Other than “Cruise” no paperwork  shall be done in flight.

On Ground In-Flight

Captain Aircraft Data Log Aircraft Data Log

First Officer And PM

Trip Info & TOLD card Computer Plan entries

Enroute INFO Form Computer Plan entries 1.20. PASSENGER ANNOUNCEMENTS BEFORE TAKEOFF

Captains are requested to welcome the passenger before takeoff.

There shall be no passenger announcements when airplane taxiing in congested area on the ground. If there is any doubt about ground safety announcements may be performed at parking position or holding before the runway.

1.21. TAXI PROCEDURE

Captains should brief the expected taxi route and procedure using Airport Taxi Diagrams. If  both pilots are unfamiliar with the airport and especially during LVO, captains may consider requesting a FOLLOW ME vehicle.

Thrust use during ground operation demands sound judgment and technique. Airplane response to thrust lever movement is slow particularly at high gross weights. Idle thrust is adequate for taxiing under most conditions. Allow time for airplane response before increasing thrust further. Limit breakaway thrust is max. 40% N1.

If airplane vibration occurs, a slight increase or decrease in speed reduces or eliminates the vibration and increases the passenger comfort.

Prolonged brake application to control taxi speed causes high brake temperatures and increased wear of brakes.

Under normal conditions, differential braking and braking while turning should be avoided. Avoid following other aircraft too closely. Jet blast is a major cause of foreign object damage.

If any crewmember is in doubt regarding the clearance, stop the airplane and verify taxi routing with ATC.

Taxiing out for flight with one engine operating is not permitted.

During taxi with antiskid inoperative, speed must be adjusted for very light braking. Rejected Takeoff or heavy braking during taxi and takeoff, may cause tire damage or blowouts.

1.22. TAXI DURING ADVERSE WEATHER

Taxi during adverse weather conditions requires more awareness of surface conditions. When taxiing on a slippery or contaminated surface;

a. Use reduced speeds,

b. Use of differential engine thrust to assist the turn,

c. Avoid using large nose wheel steering inputs to correct for skidding d. Differential braking may be used,

e. Reduce speed prior to initiating a turn.

f. If icing conditions are present use engine anti-ice immediately after engine start. g. If temperatures below freezing taxi with flaps up

1.23. NOISE ABATEMENT TAKEOFF PROCEDURE

SUPERCEEDED Noise Abatement Procedures described in JEPPESEN

(Air Traffic Control section, page 241) is used for all departures routinely unless requested by the authorities otherwise. Those are as follows;

a. Noise Abatement Departure Procedure A (NADP-A) (1) Takeoff to 1.500 feet AGL.

Takeoff power, takeoff flap and climb at V2+20 knots

(2) At 1.500 feet AGL.

Reduce thrust to climb power and climb at V2+20 knots

(3) At 3.000 feet AGL.

Accelerate smoothly to en-route climb speed with flaps retraction on schedule. b. Noise Abatement Departure Procedure B (NADP-B)

(1) Takeoff to 1.000 feet AGL.

Takeoff power, takeoff flap and climb at V2+20 knots

(2) At 1.000 feet AGL.

Maintain a positive rate of climb; accelerate to Flaps up Speed and flaps on schedule

(3) From 1.000 feet to 3.000 feet AGL. Maintain Flaps up speed

(4) At 3.000 feet AGL.

Accelerate smoothly to en-route climb speed

c. Noise Abatement Departure Procedure A (NADP-A) must be used for all departure in TOURISTIC JET.

(1) PF will ensure that the MCP altitude/level, NAV radios and transponder are correctly set, tuned and identified according to ATC clearance and instructions. (2) THR REDUCTION altitude must be verified by PF.

(3) LNAV should be used during departure

(4) SID’s requiring engagement of autopilot as early as possible, the autopilot will be engaged at 500 feet AGL.

(5) ATC will be called at 1.000 feet AGL or assigned altitude. (6) At THR REDUCTION altitude verify climb power is set.

(7) At flap retraction altitude, maintain positive rate of climb and accelerate to flaps UP speed while retracting flaps on schedule.

(8) When flaps are retracted, engage the autopilot and call “AFTER TAKEOFF CHECKLIST”.

(9) Maintain “Flaps UP” Speed, until checklist is completed. (10) Engage VNAV after initial turns on SID.

1.24. USE OF AUTOPILOT

a. The autopilot should be used within its system limitations.

b. Minimum height for autopilot engagement is 500 feet AGL as company limitation. c. Disengage the autopilot before descending below MDA(H) or DA(H)

d. During an ILS CAT-I approach; the autopilot must be disengaged after a call “LANDING” and before descending below 158 feet AGL or pushing TO/GA switches.

e. During an autoland (ILS CAT-II and CAT-IIIA) the autopilot must be disengaged after touchdown to runway.

f. On NON-ILS approaches, the autopilot may be disengaged after suitable visual references are established.

Call “VISUAL and AUTOPILOT DISENGAGE” and respond the auto callouts during the approach. Autopilot must be disengaged latest going below MDA(H) or pushing TO/GA switches.

g. Autopilot should be used until intercepting the “landing profile” on circle to land approaches (SP 4.7) and when intercepting landing profile disengage the autopilot.

1.25. USE OF AUTOTHROTTLE

a. Disengage the autothrottle before descending below MDA(H) or DA(H).

b. Disengagement of the autothrottle is not recommended during all phases of flight unless a procedure dictates otherwise.

c. Disengagement of the autothrottle is an automatic future during an autoland. 1.26. MANUAL FLIGHT

a. Conditions permitting pilots may fly the aircraft manually.

b. Manual Flight means; hand on flight with or without Flight Director. c. Manual flight is allowed only below FL 100.

d. Use of Autothrottle is recommended. Disengage the Autothrottle before descending below MDA(H) or DA(H).

e. If a manual flight is planned below FL 100, have permission from captain during the Approach Briefing.

f. Manual flight is not recommended in case of: (1) Crew fatigue

(2) High work load (3) Marginal weather

1.27. FREQUENCY SETTING

Communication Radio

Frequency Transponder Code

NAV radio frequency setting

Ground First Officer First Officer PF

In flight PM PM PF

1.28. PASSENGER ANNOUNCEMENT DURING CRUISE

a. Passenger announcements will normally be done by the captain after reaching cruising level (Do not delay unless necessary)

b. Captains may delegate First Officer for passenger announcement.

c. Crewmember doing the announcement is requested to follow standard format in Bulletin Section.

d. Crewmember doing the announcement shall introduce him or herself as Captain or First Officer.

e. There shall be no passenger announcements below FL100 in flight. 1.29. PAPERWORK DURING CRUISE

The flight deck crew normally shares paperwork,

No paperwork shall be done unless the other pilot has the control of the airplane and the ATC communication.

CRUISE FLIGHT Captain Aircraft Data Log

PM Computer Plan entries and Enroute INFO form 1.30. APPROACH PREPARATION PROCEDURE

a. Within 1-hour flight time to destination, approach preparation may be completed by PF before having ATIS information. However the Approach Briefing shall be done by PF after receiving ATIS information.

b. Both pilots prepare Arrival and Approach charts.

c. PF sets ATIS frequency ACTIVE and Handling company frequency in STBY on First Officer side.

d. PF sets inbound courses, NAV radios, VREF, minimums of approach and estimated

QNH set on stby altimeter.

e. Prior to descent, Captain and First Officer have to check terrain and applicable minimum altitudes relative to the descent path.

1.31. APPROACH BRIEFING PROCEDURES Approach Briefings cover following aspects:

a. Review the ATIS information

b. Arrival Procedure (Name of STAR and expected further clearance) c. Type of approach and runway in use

d. NAV radio frequency e. Inbound course

f. Initial approach fix, establish altitude/ descent point g. Final altitude (OM etc.)

h. Expected point to reach visual references

i. Visual Descent Point (VDP) and MDA on non-ILS approach

 j. Decision Altitude (BARO) on an ILS approach for manual landing, k. Decision Height (RADIO) on an ILS approach for Autoland

l. Runway condition and landing distance calculation,

m. Landing distance must be equal/less then 60% of runway available n. Autobrake selection (if needed)

o. Missed approach procedure and initial climb altitude p. Fuel remaining and extra fuel at destination.

q. Holding available at destination before diversion to alternate airport. r. Weather condition at alternate airports

s. Special aspects (e.g. use of reverse thrust, taxi procedure after landing, anti skid inoperative, during LVO respective checks and briefings using the table checklist on flight deck etc.)

1.32. RUNWAY CHANGE PROCEDURE

Pilot Flying Pilot Monitoring

Continue to fly with autopilot. Use MCP for radar vectors

Have ATC radio to communicate

Call “you have the ATC” Find the new approach chart Set INBOUND courses Set NAV radios

Set Minimums of approach

Brief the approach and go around procedure Verify Inbound course, NAV radio and

minimums are set for Approach

Check APP REF page and verify runway length, verify inbound course and NAV radio frequency

Time permitting enter the approach flown on the CDU

1.33. AUTOBRAKE PROCEDURE

Autobrake system will be used whenever; a. Runway limited,

b. Using higher than normal approach speeds (NON-NORMAL) c. Landing on slippery runways

d. Landing in a crosswind condition e. When Autoland performed.

Other wise decision of PF.

1.34. NOISE ABATEMENT APPROACH PROCEDURE (Delayed Flap)

a. When maneuvering to intercept the localizer, decelerate and extend flaps to 1 and 5. b. Arrange Flaps 5 and Flaps 5 maneuvering speed prior to localizer captured.

c. During flap extension, select the next lower speed just as the additional configuration drag takes effect

d. After intercepting the Glide Slope delaying final flap setting until FAF/OM; reduces cabin noise level, increases fuel efficiency, accommodate speed requests by ATC and meets the noise abatement requirements.

e. Recommended Procedure; Position or Track miles to

touchdown Pilot Flying Pilot Monitoring

16-14 NM Speed Reduction

-14-12 NM “Flaps 1” Set flap to “1”

12-10 NM “Flaps 5” Set flap to “5”

FAF on NON-ILS app

GS intercept on ILS “Gear down and flaps 15”

Set Gear lever DOWN Set flap “15”

Do the checklist, Descending below establish

altitude

Call “Landing checklist

down to flaps” Call “Holding at Flaps”

FAF or OM Call “flap 30/40 and

complete the checklist” Set flap “30 or 40” Call “Check Flaps”

Final Approach “Flap 30/40” Call, “Checklist completed”

Landing clearance “received or not received”

1.35. APPROACH CLEARANCE PROCEDURE

a. When cleared for an approach and on a published segment of that approach, descend to the minimum altitude for that segment (or procedure turn altitude if in holding pattern at the final approach fix).

b. In preparation for the instrument approach, cross the initial approach fix at the initial approach fix altitude.

c. If not in the holding pattern at the final approach fix, descend to the procedure turn altitude as shown on the approach chart.

d. When conducting an instrument approach from the holding pattern, continue on the same pattern as holding, extend flaps to five on the outbound track parallel to final approach course. Turn inbound on the procedure turn heading. This type of approach is also referred to a racetrack approach.

1.36. RECOMMENDED APPROACH SPEED CONTROL PROCEDURE

Unless required by ATC or arrival procedure, start reducing speed to Flaps up Speed (not less then 200 knots) to reach at 14 track miles from touchdown or when starting turn to intercept ILS/LOC or VOR radial or, when on straight-in approach at 12 miles from touchdown.

1.37. AUTOPILOT DISENGAGEMENT DURING THE APPROACH

a. On an ILS CAT-I and all Non-ILS approaches Autopilot must be disengaged descending below MDA(H) or DA(H).

b. Autopilot must be disengaged after touchdown on an Autoland.

c. The autopilot must be disengaged when intercepting landing profile on circle to land approaches.

1.38. APP MODE SELECTION PROCEDURE “APP Mode” SHOULD NOT be selected;

a. Until clearance for the approach has been received. b. Until track distance to runway is less then 18 NM. c. Unless ILS frequency is tuned and identified.

d. Unless the airplane is on an inbound intercept heading,

e. Unless LOC and GS pointers appear on the attitude display in the proper position. 1.39. STABILIZED APPROACH PROCEDURE

a. The aircraft is on the correct flight path, only small changes in heading/pitch are required to maintain the correct flight path

b. The aircraft speed is not more than VREF+ 20knots and not less than VREF

c. The aircraft is in the correct landing configuration d. Sink rate is not greater than 1.000 fpm

e. Power setting is appropriate for the aircraft configuration f. All briefings and checklists have been conducted

g. ILS approaches should be flown within one dot of the Glide Slope and Localizer

h. During a circling approach, wings should be level on final when the aircraft reaches 300 feet above airport elevation.

i. Unique approach procedures or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing.

1.40. STABILIZED APPROACH REQUIREMENTS

a. Maintaining a stable speed, descent rate, and vertical/lateral flight path in landing configuration is commonly referred to as the stabilized approach concept.

b. Any significant deviation from planned flight path, airspeed, or descent rate should be announced. The decision to execute a go-around is no indication of poor performance.

c. Do not attempt to land from an unstable approach

d. APPROACHES SHOULD BE STABILIZED BY

(1) 1,000 feet above airport elevation in IMC (2) 500 feet above airport elevation in VMC.

1.41. MANDATORY MISSED APPROACH PROCEDURE

a. If a navigation radio or flight instrument failure occurs which affects the ability to safely complete the approach in instrument conditions

b. When on ILS final approach, in instrument conditions, and either the localizer and/or glide slope indicator shows full deflection

c. When the navigation instruments show significant disagreement and visual contact with the runway has not been made

d. When on an RNP based approach, and an FMC alerting message indicates that ANP exceeds RNP

e. When on a radar approach and radio communication is lost. 1.42. APPROACH AND LANDING CONDITION PROCEDURE

(JAR-OPS 1.400)

Before commencing an approach to land, the captain must satisfy himself/herself that, according to the information available to him/her, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe approach, landing or missed approach, having regard to the performance information contained in the Operations Manual.

1.43. COMMENCEMENT & CONTINUATION OF APPROACH PROCEDURE (JAR-OPS 1.405)

The Captain or the pilot to whom conduct of the flight has been delegated may commence an Instrument approach regardless of the reported RVR/Visibility but the approach shall not he continued beyond the outer marker, or equivalent position, if the reported RVR/visibility is less than the applicable minima.

If, after passing the outer marker or equivalent position, the reported RVR/visibility falls below the applicable minimum, the approach may be continued to DA(H) or MDA(H).

Where no outer marker or equivalent position exists, the Captain or the pilot to whom conduct of the flight has been delegated shall make the decision to continue or abandon the approach before descending below 1000 ft above the aerodrome on the final approach segment.

Touchdown RVR will be the governing RVR for approach. RVR reported for touchdown zone must be equal or better then the appropriate operating minimums before commencing the approach. The mid point and stop end RVR are also controlling. The minimum RVR value for the mid-point is 150m.

The approach may be continued below DA(H) or MDA(H) and the landing may be completed provided that the required visual reference is established at the DA(H) or MDA(H)and is maintained.

1.44. ALTIMETER SETTING AND CHECKING PROCEDURE a. During climb at TRANSITION ALTITUDE

(1) PM calls “Transition altitude, set STD” (2) PF responses “set and crosscheck” b. During descent cleared to an altitude

(1) PF sets MCP Altitude

(2) Approach checklist and QNH setting will be delayed until TL. c. During descent at Transition Level

(1) PM calls “Transition Level, set QNH”

(2) PF sets QNH and calls “APPROACH CHECKLIST”. (3) PM reads “QNH ___ passing ___ feet”

(4) PF responses “set and crosschecked”

(5) PM calls “APPROACH CHECKLIST COMPLETED” 1.45. DISPLAY SET-UP PROCEDURE

a. Navigation Display set-up should be as follows;

TYPE of APPROACH Pilot Flying Pilot Monitoring

ILS (CAT-I, CAT-II CAT-III A) EXP VOR/ILS MAP mode

NON-ILS approaches MAP mode EXPENDED VOR

ADF CENTER MAP CENTER MAP

b. Navigation Display set-up must be completed when; (1) The Initial Approach Fix (IAF), or

(2) The start of radar vectors to the final approach course, or (3) The start of a visual approach

1.46. REVERSE THRUST and BRAKING PROCEDURE

a. Brake and tire wear can be reduced by proper use of reverse thrust and auto brake. b. Use both REVERSE THRUST and AUTOBRAKE as required.

c. After landing before the taxi speed, disarm the Autobrake if in use. d. Use manual braking as needed.

1.47. CLEAR OF RUNWAY PROCEDURE

When clear of the active runway or captain positions the Speed Brake Lever to the DOWN detent and First Officer accomplishes the After Landing Procedures

During taxi First Officer shall refrain from any other actions except look out for other traffic and assisting Captain.

1.48. BEFORE LEAVING THE AIRPLANE PROCEDURE a. Complete paperwork 

b. Complete Secure Procedure c. Set MCP speed to 110 knots d. Set all MCP readouts to zero “0” e. Set IDENT page on CDU

f. Set transponder to 2000

g. Select FLT on audio panel microphone selector h. Dim all lights

1.49. MASTER CAUTION RESET PROCEDURE

Master Caution system alerts the crewmembers to warn away from the normal field of view. Any time MASTER CAUTION light illuminates on the ground or in flight, crewmember resetting the system must announce “Master caution __ check and reset” the other pilot must response “CHECK”.

Pilot monitoring (First Officer on the ground) should; a. Investigate and identified the reason for master caution, b. Verify that the system controls are set correctly

c. Use individual system lights to verify the system status d. Take all necessary measures accordingly.

e. After resetting the system, complete all necessary actions accordingly 1.50. AIRPLANE APPROACH CATEGORY

The 737-300/400 airplanes are classified as;

a. Category "C" for straight in approaches and, b. Category “D” for circling approaches

1.51. FLAP – SPEED MANEUVERING PROCEDURE

When recommended maneuvering speeds are followed, the schedule provides margin to stick  shaker for at least an inadvertent 15 degrees overshoot beyond the normal 25 degrees angle of  bank.

FLAP RETRACTION

The airplane should be accelerating when flaps are retracting to next position. Selecting the next flap setting should be initiated when reaching the maneuver speed the existing flap position.

FLAP EXTENTION

Selecting the next flap setting should be initiated when reaching the maneuver speed for the existing flap position. During flap extension, selection of the flaps to the next position should be made prior to decelerating below the recommended flap speed for the current flap setting. The maneuver speed for existing flap position is indicated by the numbered flap maneuvering speed bugs. When flaps are extended, select the next lower speed just as the additional configuration drag takes effect.

SPEED SELECTION

Delaying the speed selection causes an increase in thrust.

Selecting the lower speed too quickly causes thrust to decrease, then increase. Timely speed selection minimizes thrust level movement during the approach, reduces cabin noise levels and increases fuel efficiency. Adequate maneuver margin is retained at speed 20 knots below the recommended speed for all bank angles up to 30 degrees.

1.52. TURBULENT AIR PENETRATION PROCEDURE

Increased thrust lever activity can be expected when encountering wind, temperature and large pressure changes.

Prior to entering of reported turbulence area make an announcement and advice passenger to fasten seat belts.

Flight in LIGHT to MODERATE Turbulence,

In short-time period airspeed excursions of 10 to 15 knots and vertical speed changes not more than 500 ft per minute can be expected.

e. The autopilot and/or autothrottle may remain engaged unless performance is objectionable.

f. Prior to entering of reported turbulence area make an announcement and advice passenger to fasten seat belts.

g. If it becomes not able to continue service in the cabin, select FASTEN BELTS switch to ON.

h. Instruct cabin crew to check that all passengers’ seat belts are fastened. i. Do not forget to switch OFF again when clear of the area.

Flight in SEVERE Turbulence should be avoided if at all possible. In short-time period airspeed excursions of more than 15 knots and vertical speed changes more than 500 ft per minute can be expected.

If severe turbulence is encountered; a. Disengage autothrottle,

b. Autopilot CWS for pitch and roll mode,

c. If sustained trimming occurs, disengage the Autopilot. d. Engine Start Switches to FLT.

e. Change thrust setting only if required to modify an unacceptable speed trend. f. If severe turbulence encountered airspeed should be;

Phase of flight AIRSPEED

CLIMB 280 knots or .73 Mach

CRUISE Use FMC recommended thrust setting DESCENT .73 Mach/280/250 knots

1.53. WEATHER RADAR POLICY

a. Whenever the possibility exists for adverse weather near the intended flight path, pilots should monitor the weather radar display.

b. Radar display will normally be adjusted having data for a range of 80 NM. c. Use gain control always in AUTO.

d. Display intensity maximum should be selected at all ti mes. e. PF will arrange the scale to observe indication.

f. PM will select one higher the scale then the PF

1.54. TERRAIN POLICY

a. When terrain/obstacles near the intended flight path; PM should monitor the terrain display.

b. Use the terrain display when in proximity to terrain/obstacle

c. During night or IMC operations in non-radar environments for departure and approach. d. Having the terrain display at other times may be useful for terrain and situational awareness.

1.55. EVENTS REQUIRING MAINTENANCE INSPECTION

CHAPTER 5 of the Airplane Maintenance Manual refers to such events as “CONDITIONAL INSPECTIONS”.

These include, but are not limited to; a. Hard Landing

b. Severe turbulence

c. Overspeed (landing gear, flaps/slat or MMO/VMO) d. High energy stop

e. Lightning strike f. Extreme dust g. Tail strike

h. Overweight landing

1.56. PILOT INCAPACITATION

Pilot incapacitation occurs frequently compared with other routinely trained non-normal condition. It has occurred in all age group and during all phases of flight. Incapacitation occurs in many forms ranging sudden death to subtle, partial loss of mental or physical performance. Subtle incapacitations are the most dangerous. Subtle incapacitations occur frequently. Incapacitation effects can range from loss of function to unconsciousness or death Routine adherence to standard operating procedures and standard profiles can aid in detecting a problem.

The key to early recognition of pilot incapacitation is the regular use of Crew Resource Management (CRM) concept during flight operation. Proper crew coordination involves checks and crosschecks using verbal communication. A crewmember does not respond to any verbal call or significantly deviating from Standard Operation Procedures (SOP) be considered for incapacitation.

Failure of any crewmember to respond the Second Verbal Call is assumed for INCAPACITATION. The other pilot shall take over the controls in TOURISTIC JET.

a. INCAPACITATION DURING TAKEOFF ROLL

(1) If PF not respond to “80” callout, PM will call again at “100”

(2) If no respond is made to the second call, PM will decide that PF is incapacitated. (3) PM will announce “I HAVE THE CONTROLS” and calls “REJECT” Please be sure that actual speed is less than the V1at the time of REJECT.

b.

b. INCAPACITATION DURING CRUISEINCAPACITATION DURING CRUISE (1)

(1) Decide whether a pilot is Decide whether a pilot is incapacitated upon recognizing symptoms.incapacitated upon recognizing symptoms. (2)

(2) Call chief cabin attendant byCall chief cabin attendant by PAPA ““Purser to cockpitPurser to cockpit” and let her to take care of ” and let her to take care of  the pilot.

the pilot. (3)

(3) Request purser to make an announcement for doctor or medical person in theRequest purser to make an announcement for doctor or medical person in the cabin.

cabin. (4)

(4) Never change the seat in the Never change the seat in the cockpit.cockpit. c.

c. CREW ACTIONS UPON CONFIRMING PILOT INCAPACITATIONCREW ACTIONS UPON CONFIRMING PILOT INCAPACITATION (1)

(1) DeclareDeclare MEDICAL EMERGENCYMEDICAL EMERGENCY COR ….

COR …. Declaring,

Declaring, MEDICAL EMERGENCYMEDICAL EMERGENCY.. Planning to land to ….

Planning to land to ….

Request medical assistance (doctor/ambulance) after the landing Request medical assistance (doctor/ambulance) after the landing (2)

(2) Ensure and engage the autopilot,Ensure and engage the autopilot, (3)

(3) Do not delay the landing and minimize the timeDo not delay the landing and minimize the time (4)

(4) Prepare flight deck for landing usePrepare flight deck for landing use ATISATISinformation you have.information you have. (5)

(5) SelectSelect HDG SELHDG SEL and turn inbound to the landing airport,and turn inbound to the landing airport, (6)

(6) SelectSelect ROUTEROUTE page and change destination.page and change destination. (7)

(7) SelectSelect DEP/ARRDEP/ARR page select landing runway and execute.page select landing runway and execute. (8)

(8) SelectSelect LEGSLEGS pagepage (a)

(a) Find the first way point after discontinuity and select Find the first way point after discontinuity and select it,it, (b)

(b) Set the first page of Set the first page of LEGSLEGS and then execute.and then execute. (9)

(9) SelectSelect INIT APP REFINIT APP REF pagepage (a)

(a) Check Check ILSILSfrequency and Setfrequency and Set NAVNAVradios on both sides.radios on both sides. (b)

(b) INBOUNDINBOUND course and setcourse and set INBOUNDINBOUND coursescourses (c)

(c) Check runway length and set Autobrake toCheck runway length and set Autobrake to MAXMAX (d)

(d) Check Check VVREFREFfor landing flap and setfor landing flap and set VVREFREF,,

(10)

(10) Do not rush and arrange your descent.Do not rush and arrange your descent. (11)

(11) Configure the airplane for landing as early as Configure the airplane for landing as early as possible.possible. (12)

(12) Read andRead and DO THE CHECKLISTS TWICEDO THE CHECKLISTS TWICE.. (13)

(13) Request medical assistance ready at the position where planned to stop and if Request medical assistance ready at the position where planned to stop and if  possible clear the runway by high-speed taxiway. But do not taxi

possible clear the runway by high-speed taxiway. But do not taxi to the gate.to the gate. (14)

(14) AIR STAIRSAIR STAIRS not available on TOURISTIC JET airplanes. Request a stairs fornot available on TOURISTIC JET airplanes. Request a stairs for medical personnel.

medical personnel. (15)

INTENTIONALLY LEFT BLANK

INTENTIONALLY LEFT BLANK

CHAPTER 2

CHAPTER 2

NORMAL PROCEDURES

NORMAL PROCEDURES

TABLE OF CONTENTS

2. NORMAL PROCEDURES... 2 2.1. FLIGHT CREW CHECK-IN ... 2 2.2. AIRPLANE ACCEPTANCE ... 3 2.3. PRELIMINARY PREFLIGHT PROCEDURE... 4 2.4. PREFLIGHT PROCEDURE... 5 2.5. BEFORE START PROCEDURE... 7 2.6. PUSHBACK AND TOWING PROCEDURE ... 7 2.7. BEFORE TAXI PROCEDURE... 9 2.8. TAXI PROCEDURE... 10 2.9. BEFORE TAKEOFF PROCEDURE... 11 2.10. TAKEOFF PROCEDURE ... 12 2.11. CLIMB PROCEDURE... 13 2.12. CRUISE PROCEDURE ... 14 2.13. DESCENT PROCEDURE... 15 2.14. APPROACH PROCEDURE... 16 2.15. LANDING PROCEDURE (ILS CAT-I) ... 17 2.16. AUTOLAND PROCEDURE (ILS CAT-II AND CAT-IIIA)... 18 2.17. LANDING PROCEDURE (NON-ILS) ... 19 2.18. GO-AROUND AND MISSED APPROACH PROCEDURE... 20 2.19. LANDING ROLL PROCEDURE ... 21 2.20. AFTER LANDING PROCEDURE ... 22 2.21. SHUTDOWN PROCEDURE... 22 2.22. TURN AROUND PROCEDURE... 23 2.23. SECURE PROCEDURE ... 24 2.24. AT THE END OF THE FLIGHT DAY... 24 2.25. CHEKLISTS... 25

2. NORMAL PROCEDURES 2.1. FLIGHT CREW CHECK-IN

Captain First Officer

The flight Crew should report to the operations office at the city of departure 1 hour 45 minutes prior to scheduled departure time.

It is the responsibility of the TOURISTIC JET Dispatch Office to provide all necessary documents and information for flight.

If operating an airport other then ANTALYA, Dispatch Office will provide all necessary documents and information through handling company.

The flight crew will complete the briefing at the dispatch office. Dispatcher briefing should include the following

NOTAMS, Actual and Forecast weather for Destination and Alternate airports, And if any restriction for departure or any other expected delays.

Calculate and inform the First Officer and dispatcher about the requested fuel.

Ensure that the Cabin Crew for flight is available for duty.

If any crewmember is missing inform the Crew Planning Section.

If delegated by the captain calculate and inform the dispatcher about the fuel required for flight,

After completing the dispatch briefing Assign task shearing for first sector of the

flying day.

Complete the Cabin Crew Briefing, emergency procedures, flight time’s turbulence areas, passenger briefings and other special requests.

When the crew briefing is complete, the crew should expedite their customs procedures if  applicable.

2.2. AIRPLANE ACCEPTANCE

Captain First Officer

The captain must complete the airplane acceptance. Welcome the incoming crew

Collect information about the status of the airplane and Enroute weather

Wait until the captain accepts airplane and releases for your duties

Check Airplane Technical Log Book 

Contact with the airplane technician if available when out off home base.

Check Electrical power is up

IRSmode selector OFF, then NAV Check Crew Oxygen pressure

Check Hydraulic quantities Check engine OIL quantities

Check Aircraft LEGAL DOCUMENTS Takeoff  Analysis, and JEPPESENS are on board.

Give the TRIP INFO to Handling Ramp Agent

Release the Flight Crew if no maintenance action

required. Check documents, on behalf of the

Captain. Supervise First Officer, Cabin Crew and Ground

2.3. PRELIMINARY PREFLIGHT PROCEDURE

Captain First Officer

After a crew change or maintenance action Check emergency equipment Check maintenance documents and verify

that the airplane is satisfactory for flight, SERVICE INTERPHONE switch OFF

Set ENGINE panel and verify that REVERSER and ENGINE CONTROL lights are

extinguished Supervise the Flight and Ground Crew for

preflight preparations

Check PMC switches are ON and verify INOP lights are extinguished.

Check and set OXYGEN panel Before each flight perform exterior

inspection if it is not completed by Maintenance crew.

Complete EXTERIOR INSPECTION

Check Passenger OXYGEN switch Set parking brake and check brake wear

indicator during Exterior Inspection

Check Landing gear indicator lights Check Flight Recorder switch

Check Manual Gear Extension panel Check circuit breakers panels

If delegating First officer for exterior inspection, the Captain performs First Officer’s preflight procedure (NP.21.5

until page NP.21.9) _{Set Parking Brake}

Start the CDU preflight procedure Enter ORIGIN and departure routing Enter initial navigation data

Enter initial performance data Fill out the Airplane Technical Log Book;

name of Flight & Cabin crew, Scheduled operation and fuel figures.

If airplane released by technicians leave yellow page to him with the captain signature.

If airplane released by First Officer, leave yellow page to Handling Company Ramp Agent.

Enter Enroute winds 10 deg / 10 kts Check CDU preflight completed Enter arrival procedure for RWY

Check Noise Abatement Procedure (JEPPESEN 10-4)

Select PROG page and check total distance

and fuel remaining _{Select PROG page, check total distance and} fuel remaining

2.4. PREFLIGHT PROCEDURE

Captain First Officer

Adjust seat Adjust seat

Adjust Rudder Pedals Adjust Rudder Pedals

Adjust seatbelt and shoulder harness Adjust seatbelt and shoulder harness Set EFIS control panel Check overheat and fire protection panel

Set mode control panel Check flight control panel and Set YAW DAMPER switch ON

Test and set OXYGEN MASK panel Set NAVIGATION panel Set clocks to UTC time Set DISPLAY panel NOSE WHEEL STEERING switch Set fuel panel Check disengage light TEST switches Set electrical panel Check STAB OUT OF TRIM light Start APU (as needed)

Check flight instrument indications EQUIPMENT COOLING switches Check standby instruments Check EMERGENCY EXIT LIGHTS Set standby RMI to VOR or ADF Set passenger sings ON

Set SPEEDBRAKE to DOWN detent Windshield wiper selector to PARK Set reverse thrust levers to down Set WINDOW HEAT switches ON Check forward thrust levers closed Set PITOT HEAT switches OFF Set FLAP lever to UP Set WING ANTI-ICE switch OFF Set parking brake Set ENGINE ANTI-ICE switches OFF Set engine start lever to CUTOFF Set Hydraulic panel

Set STABILIZER TRIM cutout switches to

NORMAL Set air conditioning panel Set radio tuning panel Set cabin pressurization panel Set VHF NAV radios for SID Set lighting panel

Set audio control panel Ignition select switch to IGN L or R Set ENGINE START switches OFF Set FLIGHT DIRECTOR switches ON Set EFIS control panel

Test and set OXYGEN MASK panel Set clocks to UTC time

PREFLIGHT PROCEDURE (Continue)

Captain First Officer

Check flight instrument indications Check GROUND PROXIMITY panel Set and check Landing Gear Panel Set Autobrake selector to RTO ANTISKID INOP light extinguished Set engine display control panel Check engine instruments Check CARGO FIRE panel Set radio tuning panel

Set VHF NAV radios for SID Set audio control panel

Set ADF radio frequency

Transponder panel (STBY and 2000) First flight of the day;

• TCAS

• WEATHER RADAR • Cargo Fire System

• Engine/Wheel Well Fire Warning

systems must be checked

Check STABILIZER TRIM override switch Test the lights (master LIGHT TEST and DIM

switch to TEST)

For FULL auto callout test. Push the GPWS switch simultaneously

Set RADIO/BAROMETRIC reference orange bug to 1.000 feet AGL.

Set RADIO/BAROMETRIC reference orange bug to 1.000 feet AGL.

Check Noise Abatement Procedure (JEPPESEN Chart 10-4) Verify THR REDUCTION altitude

THR REDUCTION altitude to 1.500 ft. AGL unless required by NOISE ABATEMENT procedure otherwise

CDU entries are correct. Takeoff Bug Cart (TOLD) use estimate performance data

Check the map display and map range.

PF selects minimum usable range and PM selects one higher range above. (In order to monitor possible deviation from the SID during departure)

If Clearance Prior to Taxi (CPT) is specified, obtain ATC clearance When boarding in progress. Pilot Flying completes expected SID briefing

(If CPT is available Pilot Flying completes assigned SID briefing)

CALL “PREFLIGHT PROCEDURE” Call “Preflight Procedure completed” CALL “PREFLIGHT CHECKLIST” Do the “Preflight Checklist”

2.5. BEFORE START PROCEDURE

Captain First Officer

When Load and Trim Sheet received Verify the calculations are correct

Declare ZFW and enter PERF Page Note the actual ZFW on TOLD card Crosscheck takeoff weight with F/O. Confirm takeoff weight with captain Request possible Derate and assumed temperature

calculation.

Calculate possible Derate and assumed temperature calculation.

Set Engine Derate Rate.

Enter ASSUME TEMPERATURE Note and crosscheck N1

Enter “V speeds” to TAKEOFF REF Note STAB trim setting to TOLD cart Set V2 speed on the MCP Calculate & declare “V” speeds

IAS Bug set V1,VR,V2,V2+15 and flaps up maneuvering speed PF, selects TAKEOFF page and PM, selects LEGS page Request start up and pushback Obtain start up and pushback 

Flight deck windows, closed & locked Flight deck windows, closed & locked Verify exterior doors are closed

Set FUEL panel Set hydraulic panel Set Air Condition panel

ANTI COLLISION light switch ON Call “Before Start Procedure”

Call “Before Start Procedure completed” Call “BEFORE START Checklist” Do the “Before Start Checklist”

2.6. PUSHBACK AND TOWING PROCEDURE

Captain First Officer

Establish communication with ground handling personnel.

Request Startup & Pushback 

Set or release the parking brake as directed by ground personnel

Receive startup & pushback 

The Engine start procedure may be done during pushback or towing When pushback or towing is complete

Verify, the TOW BAR is disconnected Verify, the TOW BAR is disconnected Verify, the NOSE GEAR STEERING LOCKOUT

PIN is removed

2.1. ENGINE START PROCEDURE

Captain First Officer

Verify Start up clearance received Call “ENGINE START PROCEDURE” And

announce start sequence Air conditioning PACK switches OFF

Call “ START NUMBER__ ENGINE” ENGINE START switch to GRD

Maintain silence in the flight deck Maintain silence in the flight deck  Verify that the N2 increases Verify that the N2 increases

When N1 rotation is seen and N2 is at 25% or at maximum motoring and a minimum of 20% N2, select Engine Start lever to IDLE

Monitor fuel flow and EGT indications

Monitor fuel flow and EGT indications

Verify that the START VALVE OPEN light extinguishes when the Engine Start Switches moves to OFF

At 46% N2, verify that the Engine start switch moves to OFF. If not, move the Engine Start Switch to OFF

Call, “STARTER CUTOUT”

Monitor N1, N2, EGT, Fuel Flow and oil pressure for normal indications while the engine accelerates to a STABLE IDLE.

After the engine is stable at IDLE, start the other engine.

Do not exceed 2 minutes starter duty cycle, during each start attempt A minimum of 20 seconds is needed between start attemps