767-400 Operations Manual Volume 1

Transcription

0.0 Preface -Title Page
767-400
Operations Manual Volume 1
Delta Air Lines
REVIEWED BY:
______________________________
Roger Pfannenstiel
767-400 - Technical Manager
APPROVED BY:
______________________________
Ed Sternstein
767-400 - Chief Line Check Pilot
APPROVED BY:
______________________________
Dean Bloom
757/767-300/-400 - Fleet Captain
Revision Number: 14
Revision Date: December 19, 2007
© 2007
767-400 Operations Manual
Preface
Chapter P1
Table of Contents
Volume 1
Section 0
Chapter
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.0
Model Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.2
Abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.3
Revision Record / Highlights. . . . . . . . . . . . . . . . . . . . . . . . . . . P1.4
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.5
Flight Crew Bulletin Record . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.6
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP
FCOM Template 12/12/98
Supplementary Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP
Copyright © Delta Air Lines, Inc. See title page for details.
September 9, 2002
P1.0.1
Preface Table of Contents
Intentionally
Blank
P1.0.2
September 9, 2002
Preface
Chapter P1
Model Identification
Section 1
General
The airplanes listed in the table below are covered in the operations manual. The
numbers are used to distinguish data peculiar to one or more, but not all of the
airplanes. Where data applies to all airplanes listed, no reference is made to
individual airplane numbers.
Use of the table below permits flight crew correlation of configuration differences
by number within an operator’s fleet for airplanes covered in this manual.
Configuration data reflects the airplane as delivered configuration and is updated
for service bulletin incorporations in conformance with the policy stated in the
introduction section of this chapter.
Airplane number is supplied by the operator. Registry number is supplied by the
national regulatory agency. Serial and tabulation numbers are supplied by Boeing.
Airplane Number
Registry Number
Serial Number
Tabulation
Number
1801
N825MH
29703
VQ001
1802
N826MH
29713
VQ002
1803
N827MH
29705
VQ003
1804
N828MH
29699
VQ004
1805
N829MH
29700
VQ005
1806
N830MH
29701
VQ006
1807
N831MH
29702
VQ007
1808
N832MH
29704
VQ008
1809
N833MH
29706
VQ009
1810
N834MH
29707
VQ010
1811
N835MH
29708
VQ011
1812
N836MH
29709
VQ012
1813
N837MH
29710
VQ013
1814
N838MH
29711
VQ014
1815
N839MH
29712
VQ015
1816
N840MH
29718
VQ016
September 9, 2002
P1.1.1
Preface Model Identification
Airplane Number
Registry Number
Serial Number
Tabulation
Number
1817
N841MH
29714
VQ017
1818
N842MH
29715
VQ018
1819
N843MH
29716
VQ019
1820
N844MH
29717
VQ020
1821
N845MH
29719
VQ021
And Subsequent
P1.1.2
September 9, 2002
Preface
Chapter P1
Introduction
Section 2
General
The Boeing Company developed normal and non-normal procedures for the
767-400 aircraft. Delta Air Lines, Inc., has modified some of the procedures for
simplification and standardization, when appropriate, with other Delta Air Lines,
Inc., aircraft. Finally, the FAA has approved the procedures presented in the
Operations Manual, with the exception of flight crew bulletins.
These procedures are company policy for pilots to follow during ground
operations and in flight. Deviations from these policies and procedures should be
made only with good cause and based on the safest course of action. If an
abnormality occurs that is not covered by these procedures, the Captain must use
his best judgement.
Manual Rights
This 767-400 Operations Manual has been prepared for the exclusive use of Delta
Air Lines, Inc. Flight Operations personnel under the direction and authority of
Delta Air Lines and shall, at all times, remain the property of Delta Air Lines, Inc.
The holder hereof acknowledges and agrees that this manual contains or may
contain trade secrets, copyrighted material and commercial and proprietary
information, privileged and confidential, to the interest of Delta Air Lines, Inc.,
and the holder hereof further agrees that this manual may not be reproduced,
distributed or copied, in whole or in part, without the express prior written consent
of Delta Air Lines, Inc.
• In the event this 757/767-300/-400 Operations Manual is sold or
distributed to any other party, no warranty or guarantee, expressed or
implied, is made as to the accuracy, sufficiency or suitability of the
materials contained herein or of any revision, supplement or bulletin
hereto. It is understood and agreed to by such other party that it shall
release indemnify and hold Delta Air Lines, Inc., its officers, employees
and agents harmless against any and all claims or actions of whatever
nature which may arise or claim to arise from the use hereof.
• To verify the latest version of this document, log on to the Delta Flight
Operations portal (http://dalweb.delta.com/portal) and click the Revision
Dates link on the right side of the appropriate My Delta Fleet webpage.
March 31, 2006
P1.2.1
Preface Introduction
Corrections to the Manual
To correct any errors or discrepancies discovered in this manual, or to submit a
suggested change to any Aircraft Operating Manual (Volume 1, Volume 2, QRH,
Flight Crew Training Manual), Normal Checklist, Airway Manual, Flight
Operations Manual (FOM), OE/TOE Guide, Flight Crew Bulletin (FCB), or Flight
Operations Bulletin (FOB):
Log on to the Delta Flight Operations Portal; http://dalweb.delta.com/portal and
submit a Publications Change Request (PCR).
There are links to the PCR form on each fleet page and also on the Flight Ops
Manuals/Library Services page.
Once submitted, the PCR is automatically routed to the applicable Fleet Technical
Manager, Technical Writer, and Specialist for that manual.
Organization
The operations manual is organized in the following manner.
Volume 1
• Preface – contains general information regarding the manual’s purpose,
structure, and content. It also contains lists of abbreviations, a record of
revisions, a list of effective pages, and bulletins.
• Limitations and Normal Procedures chapters cover operational limitations
and normal procedures. All operating procedures are based on a thorough
analysis of crew activity required to operate the airplane, and reflect the
latest knowledge and experience available.
• Supplementary Procedures chapter covers those procedures accomplished
as required rather than routinely on each flight.
• Aircraft Differences chapter notes differences between aircraft types.
Volume 2 - Chapters 1 through 15 contain general airplane and systems
information. These chapters are generally subdivided into sections covering
controls and indicators and systems descriptions.
Quick Reference Handbook (QRH) - The QRH covers normal checklists,
non-normal checklists, and non-normal maneuvers.
Flight Crew Training Manual (FCTM) - The Flight Crew Training Manual
provides information and recommendations on maneuvers and techniques.
P1.2.2
November 20, 2006
Page Numbering
The operations manual uses a decimal page numbering system. The page number
is divided into three fields; chapter, section, and page. An example of a page
number for the Limitations chapter follows: chapter L, section 10, page 3.
Example Page Number
Page Number
Chapter (Limitations)
L.10.3
Section (Systems Description)
Warnings, Cautions, and Notes
The following levels of written advisories are used throughout the manual and are
not to be confused with EICAS messages, which are separately identified in the
text.
WARNING: An operating procedure, technique, etc., that may result in
personal injury or loss of life if not carefully followed.
CAUTION: An operating procedure, technique, etc., that may result in
damage to equipment if not carefully followed.
Note: An operating procedure, technique, etc., considered essential to emphasize.
Information contained in notes may also be safety related.
March 31, 2006
P1.2.3
Intentionally
Blank
P1.2.4
September 9, 2002
Preface
Chapter P1
Abbreviations
Section 3
General
The following abbreviations may be found throughout the manual. Some
abbreviations may also appear in lowercase letters. Abbreviations having very
limited use are explained in the chapter where they are used. Since this list is
compiled across several fleets, there may be some abbreviations that do not apply
to this specific fleet.
A
ABV
Above
AC
Alternating Current or
Aircraft
ACARS
ACE
Aircraft Communications
Addressing and
Reporting System
Actuator Control
Electronics
ACP
Audio Control Panel
ACT
Active
ADC
Air Data Computer
ADF
Automatic Direction
Finder
ADI
Attitude Director
Indicator
ADIRS
Air Data Inertial
Reference System
ADIRU
Air Data Inertial
Reference Unit
ADM
Air Data Module
AED
Automatic External
Defribulator
AFDC
Autopilot Flight Director
Computer
AFDS
Autopilot Flight Director
System
AFE
Above Field Elevation
AFM
Airplane Flight Manual
(FAA approved)
AFM - DPI
Airplane Flight Manual Digital Performance
Information
AFS
Automatic Flight System
(Autopilot or
Autothrottle)
A/G
Air/Ground
AGL
Above Ground Level
AH
Alert Height
AHRS
Attitude Heading
Reference System
AI
Anti-Ice
AIL
Aileron
ALFA
Safe Stall Margin Speed
ALT
Altitude
ALT ACQ
Altitude Acquire
ALT HOLD
Altitude Hold
ALTN
Alternate
AM
Amplitude Modulation
January 17, 2005
P1.3.1
Preface - Abbreviations
AIMS
Airplane Information
Management System
ATIS
Automated Terminal
Information Service
AMI
Airline Modifiable
Information
ATM
Assumed Temperature
Method
ANP
Actual Navigational
Performance
ATT
Attitude
AUTO
Automatic
ANT
Antenna
Aircraft Nose Up
AUTO–
THROT
Autothrottle
ANU
AOA
Angle of Attack
AUX
Auxiliary
AOC
Airline Operational
Communication Data
Link
AVAIL
Available
AWABS
Automated Weight and
Balance System
A/P
Autopilot
APL
Airplane
APP
Approach
APU
Auxiliary Power Unit
ARINC
Aeronautical Radio,
Incorporated
ARM
Aircraft Restrictions
Manual
ARPT
Airport
ARR
Arrival
ART
Automatic Reserve
Thrust
B
BARO
Barometric
BAT
Battery
B/C or
B/CRS or
BAC or
BCS
Back Course
BFO
Beat Frequency
Oscillator
BITE
Built-In Test Equipment
BKR
Breaker
BLD
Bleed
BLW
Below
BRG
Bearing
ASA
Autoland Status
Annunciator
ASI
Airspeed Indicator
BRT
Bright
ASR
Airport Surveillance
Radar
BTL
Bottle
ASYM
Asymmetry
BTL DISCH Bottle Discharge (fire
extinguisher)
A/T
Autothrottle
ATA
Actual Time of Arrival
ATC
Air Traffic Control
BTMS
Brake Temperature
Monitoring System
C
P1.3.2
March 31, 2006
C
Captain or
CO
Company
Celsius or
COMM
Communication
Center or
COMP
Comparator
COMPT
Compartment
CON
Continuous
CONFIG
Configuration
CONT
Control
COOL
Cooling
CRS
Course
CRT
Cathode Ray Tube
Cool
CAA
Civil Aviation Authority
CADC
Central Air Data
Computer
CALSEL
Call Select
CANC/RCL
Cancel/Recall
CANPA
Constant Angle
Non-Precision Approach
CAP
Capture
CRZ
Cruise
CAPT
Captain
CTL
Control
CAWS
Central Aural Warning
System
CTR
Center
CWS
Control Wheel Steering
CB
Circuit Breaker
CCD
Cursor Control Device
CDS
Common Display System
CDU
Control Display Unit
CFIT
Controlled Flight Into
Terrain
CG
Center of Gravity
CHKL
D
DA
Decision Altitude
DA(H)
Decision Altitude
(Height)
DC
Direct Current
DCU
Display Concentrator
Unit
Checklist
D/D
Direct Descent
CHR
Chronograph
DDA
CKD
Checked
Derived Decision
Altitude (MDA +50 feet)
CKT
Circuit
DDG
Dispatch Deviations
Guide
CL
Close
DEL
Delete
CLB
Climb
DEP
Departure
CLMP
Computer Lockout
Manual Power
DEP ARR
Departure Arrival
CLR
Clear
DEPR
Depressurize
CMD
Command
DES
Descent
DEU
Display Electronic Unit
March 31, 2006
P1.3.3
DFCS
Digital Flight Control
System
EFIS
Electronic Flight
Instrument System
DFGC
Digital Flight Guidance
Computer
EGPWS
DFGS
Digital Flight Guidance
System
Enhanced Ground
Proximity Warning
System
EGT
Exhaust Gas Temperature
DH
Decision Height
EHSI
DIFF
Differential
Electronic Horizontal
Situation Indicator
DIR
Direct
EICAS
Engine Indication and
Crew Alerting System
DISC
Disconnect
EIS
DISCH
Discharge
Electronic Instrument
System
DK
Deck
ELEC
Electrical
DME
Distance Measuring
Equipment
ELEV
Elevator
EMER
Emergency
DN
Down
ENG
Engine
DPC
Display Processing
Computer
ENG OUT
Engine Out
DSP
Display Select Panel
ENT
Entry
DSPL
Display
EO or E/O
Engine Out
DTG
Distance to Go
EOAP
Electronic Overhead
Annunciation Panel
DTW
Distance to Waypoint
EPR
Engine Pressure Ratio
DU
Display Unit
EQPT or
EQUIP
Equipment
ETOPS
Extended Range
Operation with Twin
Engine Airplanes
EVAC
Evacuation
EXEC
Execute
EXT
Extend or External
E
EADI
Electronic Attitude
Director Indicator
ECON
Economy
E/D
End of Descent
E/E
Electrical/Electronic
EEC
Electronic Engine
Control
EFI
Electronic Flight
Instruments
F
F
Fahrenheit
FAC
Final Approach Course
P1.3.4
March 31, 2006
FAA
Federal Aviation
Administration
FADEC
Full Authority Digital
Engine Control
FAF
Final Approach Fix
FAR
Federal Aviation
Regulation
FPA
Flight Path Angle
FPM
Feet Per Minute
FPV
Flight Path Vector
FREQ
Frequency
F/S
Fast/Slow
FT
Feet
FCB
Flight Crew Bulletin
FWD
Forward
FCC
Flight Control Computer
FWSOV
Fire Wall Shut Off Valve
FCTL
Flight Control
FX
Fix
FCTM
Flight Crew Training
Manual
FD, F/D or
FLT DIR
Flight Director
FF
G
GA
Go–Around
GEN
Generator
Fuel Flow
GLS
GPS Landing System
FFM
Force Fight Monitor
GMT
Greenwich Mean Time
FGCP
Flight Guidance Control
Panel
GND
Ground
Flight Guidance System
GP or
G/P
Glide Path
FGS
FILT
Filter
GPS
Global Positioning
System
FIR
Flight Information
Region
GPWS
Ground Proximity
Warning System
FL CH or
FLCH
Flight Level Change
GS
Ground Speed
FLT
Flight
G/S
Glide Slope
FLT CTRL
Flight Control
GW
Gross Weight
FLPRN
Flaperon
FMA
Flight Mode Annunciator
HAA
Height Above Airport
FMC
Flight Management
Computer
HAT
Height Above
Touchdown
FMS
Flight Management
System
HDG
Heading or
F/O or F O
First Officer
FOM
Flight Operations Manual
H
Hydraulic Driven
Generator
HDG REF
Heading Reference
March 31, 2006
P1.3.5
HDG SEL
Heading Select
INBD
Inboard
HF
High Frequency
IND
Indicator
HGS
Head-Up Guidance
System (HGS® is a
registered trademark of
Flight Dynamics)
IND LTS
Indicator Lights
INOP
Inoperative
INIT
Initialization
HI
High
INSTR
Instrument
HLD
Hold
Interphone
HPA
Hectopascals
INT or
INTPH
HPSOV
High Pressure Shut Off
Valve
INTC
Intercept
INTC CRS
Intercept Course
IP
Instructor Pilot
IRS
Inertial Reference
System
HSI
Horizontal Situation
Indicator
HUD
Head-Up Display
HYD
Hydraulic
IRU
Inertial Reference Unit
I
ISA
International Standard
Atmosphere
ISDU
Inertial System Display
Unit
ISFD
Intergrated Standby
Flight Display
ISLN
Isolation
IAF
Initial Approach Fix
IAN
Instrument Approach
Navigation
IAS
Indicated Airspeed
IDENT
Identification
IFE
In-Flight Entertainment
System
IFR
Instrument Flight Rules
IGN
Ignition
IGS
Instrument Guidance
System
J
JAA
Joint Aviation Authority
K
K or KTS
Knots
KCAS
Instrument Landing
System
Knots Calibrated
Airspeed
KGS
Kilograms
IM
Inner Marker
KIAS
Knots Indicated Airspeed
IMC
Instrument
Meteorological
Conditions
L
Left
Inches
LAT
Latitude
ILS
IN
L
P1.3.6
March 31, 2006
LBS
Pounds
MAX
Maximum
LD
Load
MCC
LDA
Localizer-type
Directional Aid
Maintenance Control
Center
MCDU
Multi-purpose Control
and Display Unit
MCO
Maintenance Carry Over
MCP
Mode Control Panel
MCT
Maximum Continuous
Thrust
MDA
Minimum Descent
Altitude
LDG
Landing
LDG ALT
Landing Altitude
LE
Leading Edge
LIM
Limit
LIM SPD
Limit Speed
LKD
Locked
L NAV or
LNAV
Lateral Navigation
MDA(H)
Minimum Descent
Altitude (Height)
LOC
Localizer
MDM
LOC-BC
Localizer Back Course
Mechanical Dispatch
Manual
LOM
Locator Outer Marker
MEA
Minimum Enroute
Altitude
LON
Longitude
MEL
LRC
Long Range Cruise
Minimum Equipment
List
LRU
Line Replaceable Unit
MFD
Multifunction Display
LSK
Line Select Key
MHZ
Megahertz
LT
Light
MIC
Microphone
LWR CTR
Lower Center
MIN
Minimum
LWR
DSPLY or
LWR DSPL
Lower Display
MKR
Marker
MLS
Microwave Landing
System
MM
Middle Marker
MMO
Maximum Mach
Operating Speed
MNPS
Minimum Navigation
Performance
Specification
MOCA
Minimum Obstruction
Clearance Altitude
M
M
Mach
MAG
Magnetic
MAHP
Missed Approach
Holding Point
MAN
Manual
MAP
Missed Approach Point
MASI
Mach/Airspeed Indicator
March 31, 2006
P1.3.7
MOD
Modify
N3
MORA
Minimum Off Route
Altitude
MSA
Minimum Safe Alitude
MSG
Message
MSGS
RCVD
Messages Received
MSL
Mean Sea Level
MTRS
Meters
MUH
Minimum Use Height
N
High Pressure Rotor
Speed (Rolls Royce
Engines)
O
OAP
Overhead Annunciator
Panel (a.k.a. EOAP)
OAT
Outside Air Temperature
OCC
Operations Control
Center
ODM
Operational Data Manual
OFST
Offset
OHU
Overhead Unit
N
Normal
OM
Outer Marker
NADP
Noise Abatement
Departure Procedures
OP
Open
NAR
North American Route
OUTBD
DSPL
Outboard Display
NAV
Navigation
OVHD
Overhead
NAV RAD
Navigation Radio
OVHT
Overheat
ND
Navigation Display
OVRD
Override
NLT
No Later Than
OVSPD
Overspeed
NM
Nautical Mile(s)
Non-Normal Checklists
OXY or
O2
Oxygen
NNC
NNM
Non-Normal Maneuvers
NPS
Navigation Performance
Scales
NORM
Normal
N1
N2
P
PA
Passenger Address
PAPI
Precision Approach Path
Indicator
Low Pressure Rotor
Speed
PAR
Precision Approach
Radar
High Pressure Rotor
Speed (Pratt & Whitney
and GE engines) or
PASS
Passenger
PBE
Protective Breathing
Equipment
PCP
Pilot Call Panel
Intermediate Pressure
Rotor Speed (Rolls
Royce Engines)
P1.3.8
March 31, 2006
PDC
Pitch Data Computer
or
P/RST
Push To Reset
PRV
Performance Data
Computer
or
Pressure Regulating
Valve
PSI
Pounds Per Square Inch
Pre-Departure Clearance
PTH
Path
PERF
Performance
PTT
Push To Talk
PERF INIT
Performance
Initialization
PTU
Power Transfer Unit
PWR
Power
PES
Pitch Enhancement
System
PWS
Predictive Windshear
System
PF
Pilot Flying
PFC
Primary Flight Computer
PFD
Primary Flight Display
PI
Performance Inflight
PIP
Product Improvement
Package
PM
Pilot Monitoring
PMC
Power Management
Control
PNL
Panel
POS
Position
POS INIT
Position Initialization
POS REF
Position Reference
PPI
Planned Position
Indicator
PPOS
Present Position
PRES or
PRESS
Pressure
PREV
Previous
PRI
Q
Q
Quantity
QFE
Local Station Pressure
QNH
Altimeter Setting
QRH
Quick Reference
Handbook
QTY
Quantity
R
R
Right
RA
Radio Altitude or
Resolution Advisory
RAD
Radio
RAT
Ram Air Temperature or
Ram Air Turbine
RCL
Request for Clearance
RDMI
Radio Distance Magnetic
Indicator
REC
Recorder
Primary
RECIR or
RECIRC
Recirculation
PROG
Progress
REF
Reference
PROX
Proximity
RET
Retract
March 31, 2006
P1.3.9
REV
Reverse
SDF
RF
Radius-to-Fix (RF) Legs
or
Simplified Directional
Facility
SEI
Standby Engine Indicator
Refill
SEL
Select
RMI
Radio Magnetic Indicator
SELCAL
Selective Calling
RNAV or
RNV
Area Navigation
SENS
Sensitivity
SERV
Service
RNP
Required Navigational
Performance
SG
Symbol Generator
RPL
Rudder Pressure Limiter
SPD
Speed
RPM
Revolutions Per Minute
SPDBRK
Speedbrake
RPR
Rudder Pressure Reducer
STA
Station
RSEP
Rudder System
Enhancement Program
STAB
Stabilizer
STAT
Status
RST
Reset
STBY
Standby
RSVR
Reservoir
STD
Standard
R/T
Radio Transmit
SYS
System
RTE
Route
RTO
Rejected Takeoff
T or TRU
True
RTP
Radio Tuning Panel
Rudder
T or TK or
TRK
Track (to a Navaid)
RUD
RVR
Runway Visual Range
TA
Traffic Advisory
RVSM
Reduced Vertical
Separation Minimum
TAA
Terminal Arrival Area
TACAN
Tactical Air Navigation
T
S
TAC
SAARU
Secondary Attitude Air
Data Reference Unit
Thrust Asymmetry
Compensation
TAI
Thermal Anti–Ice
SAT
Static Air Temperature
TAS
True Airspeed
or
Satellite
TAT
Total Air Temperature
T/C
Top of Climb
TCA
Terminal Control Area
SB
Service Bulletin
S/B
Speedbrake
S/C
Step Climb
P1.3.10
March 31, 2006
TCAS
Traffic Alert and
Collision Avoidance
System
UNSCHD
or
UNSCHED
Unscheduled
T/D
Top of Descent
UPR DSPL
Upper Display
TDZ
Touch Down Zone
U.S.
United States
TDZE
Touch Down Zone
Elevation
USB
Upper Side Band
UTC
TE
Trailing Edge
Universal Time
Coordinated
TEMP
Temperature
UTIL
Utility
TERR
Terrain
TFC
Traffic
TFR
Transfer
THR
Throttle or
V
Thrust
VA
Design maneuvering
speed
VAL
Valve
VANP
Vertical Actual
Navigational
Performance
THR HOLD Throttle Hold
TMC
Thrust Management
Computer
VASI
Visual Approach Slope
Indicator
TMI
Track Message Identifier
VDP
Visual Descent Point
TMSP
Thrust Mode Select Panel
VEF
Speed at Engine Failure
TO or T/O
Takeoff
VERT
Vertical
TOC
Top of Climb
VFR
Visual Flight Rules
TOD
Top of Descent
VG
Vertical Gyro
TO/GA
Takeoff/Go–Around
VHF
Very High Frequency
TR
Traffic Resolution
VIB
Vibration
TRP
Thrust Rating Panel
VLV
Valve
TRU
Transformer Rectifier
Unit
VMC
Visual Meteorological
Conditions
Turbine or
VMCA
Minimum Control Speed
Air or
TURB
Turbulence
Single Engine Minumum
Control Airspeed
U
UNLKD
Unlocked
March 31, 2006
P1.3.11
VMCG
Minimum Control Speed
Ground
WXR
Weather Radar
VMO
Maximum Operating
Speed
X–FEED
Crossfeed
V NAV or
VNAV
Vertical Navigation
XPDR or
XPNDR
Transponder
VOR
VHF Omnidirectional
Range
XTK
Cross Track
VR
Rotation Speed
VREF
Reference Speed
VRNP
Vertical Required
Navigation Performance
V/S
Vertical Speed
VSCF
Variable Speed Constant
Frequency
VSD
Vertical Situation Display
VSI
Vertical Speed Indicator
VTK
Vertical Track
V1
Takeoff Decision Speed
V1 (MCG)
Minimum V1 for Control
on the Ground
V2
Scheduled Takeoff Target
Speed
X
W
W
Warm
WATRS
Western Atlantic Route
System
WDR
Weight Data Record
WGS-84
World Geodetic System
of 1984
WHL
Wheel
WPT
Waypoint
WT
Weight
P1.3.12
March 31, 2006
Preface
Chapter P1
Revision Record
Section 4
Revision Notification Transmittal Letter
To: All holders of Delta Air Lines, Inc., 767-400 Operations Manual, Volume 1.
Subject: Operations Manual Revision.
This revision reflects the most current information available through the subject
revision date. The following revision highlights explain changes in this revision.
General information below explains the use of revision bars to identify new or
revised information.
Revision Record
No.
Revision Date
Date
Filed
No.
Revision Date
01
October 1, 2000
02
December 15, 2000
03
April 6, 2001
04
December 21, 2001
05
September 9, 2002
06
December 16, 2002
07
April 11, 2003
08
December 15, 2003
09
January 17, 2005
10
August 15, 2005
11
March 31, 2006
12
November 20, 2006
13
December 26, 2006
14
December 19, 2007
August 1, 2000
Date
Filed
December 19, 2007
P1.4.1
Preface Revision Record
General
Delta Air Lines issues operations manual revisions to provide new or revised
procedures and information. Formal revisions also incorporate appropriate
information from previously issued Flight Crew Bulletins.
The revision date is the approximate date the revision material is distributed and
considered current. The revision should be incorporated on the revision date, but
may be incorporated as much as 21 days after the revision date.
Formal revisions include a Transmittal Letter, a new Revision Record, Revision
Highlights, and a current List of Effective Pages. Use the information on the new
Revision Record and List of Effective Pages to verify the operations manual
content.
The Revision Record should be completed by the person incorporating the revision
into the manual.
Filing Instructions
Consult the List of Effective Pages (P1.5). Pages identified with an asterisk (*) are
either replacement pages, new (original) issue pages, or deleted pages. Remove
corresponding old pages and replace or add new pages. Remove pages marked
DELETED; there are no replacement pages for deleted pages.
Be careful when inserting changes not to throw away pages from the manual that
are not replaced. The List of Effective Pages determines the correct content of the
manual.
P1.4.2
December 19, 2007
Preface Model Identification
Revision Highlights
This section (P1.4) replaces the existing section P1.4 in your manual.
Pages containing revised technical and non-technical material have revision bars
associated with the changed text or illustration.
Repaginated material not containing technical revisions is identified only by a new
page date.
Currently, changes to the Vol. 1 are indicated by revision bars, which remain
on the page as long as there are no changes to the page. To help alleviate
confusion regarding new versus old revision bars, the Vol. 1 will now be issued
with all old revision bars removed. Users will see old pages that had revision
bars on them replaced with new, “bar-less” pages online immediately, and in
paper format on an attrition basis.
The old Delta logo on the header is being replaced with the new Delta logo;
the footer is being updated with copyright information. Pages will be updated
online immediately, and in paper format on an attrition basis. These changes
will not be noted, nor will there be a new page date expressly for these
changes.
Chapter P1 - Preface
Title page
Revised for latest revision.
Section 4 - Revision Record
Updated for latest revision.
Section 5 - List of Effective Pages
Updated for latest revision.
Chapter SP - Supplementary Procedures
Table of Contents
Updated for current revision.
Section 3 -Anti-Ice, Rain
SP.3.1 - Under Engine Anti-Ice Use, added specific temperature requirement
for engine run-up.
Section 16 - Adverse Weather
Remove and replace entire section.
SP.16.1 - Under Cold Weather Operations, added language to allow ground
conditioned air to be utilized for flight deck preparation and ground ops.
December 19, 2007
P1.4.3
Preface Revision Record
SP.16.6 - Deleted wipers as a representative surface.
SP.16.7 - Under Ground Icing Conditions, added snow pellets and heavy ice
pellets to WARNING for takeoff prohibited.
SP.16.15 - Changed bullet to indicate that the ground de-icing crew is to
perform the External Check.
SP.16.16 - Under Cabin Check, deleted all caveats for takeoff in freezing
drizzle with Type I fluid; there is no holdover time for that combination.
SP.16.16 - Changed bullet to indicate that the ground de-icing crew is to
perform the External Check.
SP.16.17 - Under External Check, split paragraph into two. In CAUTION,
deleted all caveats for takeoff in freezing drizzle with Type I fluid; there is no
holdover time for that combination.
SP.16.20-21 - Under Holdover Times, added seventh category to bullet list,
Ice pellets. Deleted sentence for holdover time being shortened in heavy
weather conditions for clarity.
SP.16.21-23 - Under Establishing Holdover Time, item 2, added data that
allows for pilot judgment of type and intensity of precipitation. Item 3, added
ice pellets.
SP.16.24 - Under Adjusting Holdover Time, added information for ice pellets.
SP.16.24 - In table for Required Action When Holdover Time Exceeded,
changed to show Takeoff Not Authorized for Freezing Drizzle with Type I
fluid.
SP.16.25 - Added Note to reference Securing For Cold Weather procedures.
SP.16.27-30 - Reformatted information on hardcards. In post de/anti-icing
report, added readback of current local time. In run-up table, moved
temperature requirement to initial statement; this applies to all engines and
aircraft. In Takeoff Decision Tree, added box for ice pellets; in bullet 1,
deleted wipers as representative surface. Renamed and revised Special
Considerations for Ice Pellets section. In Special Considerations for Heavy
Snow, clarified fluid concentration, and identified check as Cabin Check.
Added table for Ice Pellet Holdover Times. Moved Type II and Type III tables
to new page. Modified times for Type IV, added reference to Ice Pellets table.
SP.16.31 - Added new page. Caused text shift in remainder of chapter.
SP.16.34 - Clarified comment, no technical change.
P1.4.4
December 19, 2007
Preface
Chapter P1
List of Effective Pages - FAA Approved
Section 5
Page
Page
Date
Volume 1
* Title Page
December 19, 2007
Preface (tab)
Date
Normal Procedures (tab)
NP.TOC.0.1
March 31, 2006
NP.TOC.0.2-3
November 20, 2006
NP.TOC.0.4
December 15, 2003
P1.0.1-2
September 9, 2002
NP.10.1-6
P1.1.1-2
September 9, 2002
NP.10.7
March 31, 2006
November 20, 2006
P1.2.1
March 31, 2006
P1.2.2
November 20, 2006
P1.2.3
March 31, 2006
NP.10.11-13
November 20, 2006
P1.2.4
September 9, 2002
NP.10.14-15
August 15, 2005
P1.3.1
January 17, 2005
NP.10.16
P1.3.2-12
NP.10.8-9
March 31, 2006
NP.10.10
August 15, 2005
December 15, 2003
March 31, 2006
NP.20.1
* P1.4.1-4
December 19, 2007
NP.20.2
August 15, 2005
* P1.5.1-4
December 19, 2007
NP.20.3
November 20, 2006
Bulletin Record (tab)
P1.6.1-2
See Bulletin Record
Limitations (tab)
NP.20.4-7
NP.20.8
NP.20.9
March 31, 2006
January 17, 2005
March 31, 2006
January 17, 2005
L.TOC.0.1
March 31, 2006
NP.20.10
L.TOC.0.2
December 21, 2001
NP.20.11
January 17, 2005
L.10.1
March 31, 2006
NP.20.12
March 31, 2006
L.10.2
August 15, 2005
NP.20.13
November 20, 2006
March 31, 2006
NP.20.14-15
March 31, 2006
L.10.5
December 15, 2003
NP.20.16-17
August 15, 2005
L.10.6
December 16, 2002
NP.20.18
January 17, 2005
NP.20.19
November 20, 2006
NP.20.20
January 17, 2005
NP.20.21
March 31, 2006
L.10.3-4
November 20, 2006
December 19, 2007
P1.5.1
Preface List of Effective Pages FAA Approved
Page
Date
Normal procedures (tab)
(cont.)
Page
Date
Supplementary Procedures (tab)
SP.TOC.0.1
December 26, 2006
SP.TOC.0.2-3
November 20, 2006
NP.20.22
November 20, 2006
NP.20.23
January 17, 2005
SP.TOC.0.4
March 31, 2006
NP.20.24
August 15, 2005
SP.TOC.0.5
December 26, 2006
NP.20.25
March 31, 2006
* SP.TOC.0.6-7
December 19, 2007
NP.20.26-27
August 15, 2005
SP.TOC.0.8
August 15, 2005
NP.20.28-29
November 20, 2006
SP.05.1
March 31, 2006
NP.20.30-33
March 31, 2006
SP.05.2
August 1, 2000
NP.20.34-35
November 20, 2006
SP.1.1
NP.20.36
March 31, 2006
SP.1.2
NP.20.37
November 20, 2006
NP.20.38
November 20, 2006
March 31, 2006
SP.1.3-5
December 26, 2006
August 15, 2005
SP.1.6
November 20, 2006
NP.20.39
January 17, 2005
SP.2.1
November 20, 2006
NP.20.40-42
August 15, 2005
SP.2.2
December 15, 2003
NP.20.43-44
March 31, 2006
* SP.3.1-2
December 19, 2007
January 17, 2005
SP.4.1
NP.20.45
NP.20.46-48
March 31, 2006
NP.20.49-52
November 20, 2006
NP.30.1
NP.30.2-3
NP.30.4
NP.30.5-12
January 17, 2005
September 9, 2002
SP.4.2-3
SP.4.4
August 1, 2000
January 17, 2005
April 6, 2001
SP.4.5-11
August 15, 2005
SP.4.12
March 31, 2006
April 11, 2003
SP.5.1-2
August 15, 2005
March 31, 2006
SP.5.3-8
NP.30.13-14
November 20, 2006
NP.30.15-20
March 31, 2006
SP.5.9
SP.5.10-14
SP.5.15
SP.5.16-36
March 31, 2006
November 20, 2006
March 31, 2006
November 20, 2006
March 31, 2006
P1.5.2
December 19, 2007
Page
Date
Supplementary Procedures (tab)
(cont.)
SP.6.1-3
December 15, 2003
SP.6.4
October 1, 2000
SP.7.1
March 31, 2006
SP.7.2-6
August 15, 2005
SP.8.1
January 17, 2005
SP.8.2
August 1, 2000
SP.10.1-2
March 31, 2006
SP.11.1-3
March 31, 2006
SP.11.4-9
August 15, 2005
SP.11.10
November 20, 2006
SP.11.11-28
August 15, 2005
SP.12.1
March 31, 2006
SP.12.2
August 1, 2000
SP.15.1-4
* SP.16.1-40
March 31, 2006
December 19, 2007
December 19, 2007
P1.5.3
Intentionally
Blank
P1.5.4
December 19, 2007
Limitations
Chapter L
Table of Contents
Section 0
Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
Airplane General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operational Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Non–AFM Operational Information . . . . . . . . . . . . . . . . . . .
Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Deck Access System . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Mounted Escape Slides. . . . . . . . . . . . . . . . . . . . . . . . .
L.10.1
L.10.1
L.10.1
L.10.2
L.10.2
L.10.2
L.10.2
Auto Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Automatic Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Aircraft Communications Addressing and Reporting System
(ACARS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Engine Limit Display Markings . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5
EGPWS - (Look-Ahead Terrain Alerting). . . . . . . . . . . . . . . L.10.5
Traffic Alert and Collision Avoidance System (TCAS) . . . . L.10.5
March 31, 2006
L.TOC.0.1
Limitations Table of Contents
Intentionally
Blank
L.TOC.0.2
Draft
Limitations
Chapter L
Operating Limitations
Section 10
General
This chapter contains limitations on aircraft and systems operation pertinent to
flight crew operation of the aircraft. It is not intended to include items peculiar to
aircraft certification data, or information peculiar to other manuals on board the
aircraft.
767-400 aircraft must be operated in compliance with Certificate Limitations of
the applicable FAA Approved Airplane Flight Manual and the Minimum
Equipment List contained in the Mechanical Dispatch Manual (MDM).
Note: The symbol (#) indicates recall limitations. Recall limitations are those
operationally significant limitations that must be committed to memory.
Memorization is necessary because there are no placards, display
indications, or markings indicating a limitation exists.
Airplane General
Operational Limitations
# Runway slope
+/- 2%
# Maximum Operating Altitude
43,100 feet pressure altitude
# Maximum Takeoff and Landing Altitude
8,400 feet pressure altitude
# Maximum Takeoff and Landing Tailwind
Component
10 knots, or as permitted by
Delta 10-0 special pages
Non–AFM Operational Information
Note: The following items are not AFM limitations, but are provided for flight
crew information.
# Turbulent air penetration speed is: 290 KIAS /.78 Mach, whichever is lower.
# The maximum takeoff and landing crosswind for normal operations is 29 knots.
March 31, 2006
L.10.1
Limitations Operating Limitations
Altimeter Cross Check Limits
Note: Standby altimeters do not meet altimeter accuracy requirements.
Field Elevation
Max Difference
Between
Captain & F/O
Max Difference Between
Captain, Standby, F/O
& Field Elevation
SEA LEVEL
40 feet
75 feet
5,000 feet
45 feet
75 feet
10,000 feet
50 feet
75 feet
MAX DIFF (FEET) CAPT & F/O INFLIGHT
200
Gross Weight
Maximum Weight Limitations
Pounds
Weights
Maximum Taxi Weight (MTW)
451,000
Maximum Take Off Weight (MTOW)
450,000
Maximum Landing Weight (MLW)
350,000
Maximum Zero Fuel Weight (MZFW)
330,000
Other Weight Restrictions
Note: These weights may be further restricted by field length limits, climb limits,
tire speed limits, brake energy limits, obstacle clearance, or enroute and
landing requirements.
Flight Deck Access System
Verify that an operational check of the Flight Deck Access System has been
accomplished according to approved procedures once each flight day.
Door Mounted Escape Slides
# Entry door evacuation slide systems must be armed and engagement of the girt
bar with door sill verified prior to taxi, takeoff, or landing whenever passengers
are carried.
L.10.2
August 15, 2005
Auto Flight
Autopilot
# After takeoff, the autopilot must not be engaged below 200 feet AGL.
# Use of aileron trim with the autopilot engaged is prohibited.
The autopilot must be disengaged before the airplane descends more than 50 feet
below the MDA unless it is coupled to an ILS glideslope and localizer, or in the
go-around mode.
When coupled to an ILS glideslope and localizer without LAND 2 or LAND 3
annunciated, the autopilot must be disengaged below 100 feet radio altitude.
Automatic Landing
# Maximum allowable wind speeds when landing weather minima are predicated
on autoland operations.
Headwind
25 knots
Crosswind
25 knots
Tailwind
10 knots
# Autoland authorized for flaps 25 or 30 landing only.
The maximum and minimum glideslope angles are 3.25 degrees and 2.5 degrees
respectively.
Aircraft Communications Addressing and Reporting System
(ACARS)
The ACARS is limited to the transmission and receipt of messages which will not
create an unsafe condition if the message is improperly received, such as the
following conditions:
• the message or parts of the message are delayed or not received,
• the message is delivered to the wrong recipient, or
• the message content may be frequently corrupted.
However, Pre-Departure, Digital Automatic Terminal Information Service,
Oceanic Clearances, Weight and Balance and Takeoff Data messages can be
transmitted and received over ACARS if they are verified per approved operational
procedures.
March 31, 2006
L.10.3
Engine
# Continuous ignition must be on (engine start selector in the CONT position)
while operating in severe turbulence.
Note: Continuous ignition is automatically provided in icing conditions when
engine anti–ice is on and when flaps are extended for takeoff and landing.
Engine Limit Display Markings
Maximum and minimum limits are red.
Caution limits are amber.
Engine Fuel System
# The use of Jet B and JP4 fuel is prohibited.
# The maximum fuel temperature is 49°C (120°F).
# The maximum fuel imbalance for dispatch is 1,500 pounds.
The minimum fuel temperature is:
Minimum Inflight Fuel Tank Temperature
Fuel Type
Jet A
Jet A1
JP 5
TS 1
Min Tank Temp (°C)
-37°
-44°
-43°
-57°
The center tank may contain up to 22,050 pounds of fuel with less than full main
tanks provided center tank fuel weight plus actual zero fuel weight does not exceed
the maximum zero fuel weight, and center of gravity limits are observed.
Note: With fuel jettison system installed and activated, total fuel must not be less
than 10, 300 pounds in the main tanks.
Reverse Thrust
# Reverse thrust is for ground use only.
# Backing of the airplane with the use of reverse thrust is prohibited.
Flight Controls
# The maximum altitude for flap extension is 20,000 ft.
# Avoid rapid and large alternating control inputs, especially in combination with
large changes in pitch, roll, or yaw (e.g. large side slip angles) as they may result
in structural failure at any speed, including below VA.
L.10.4
March 31, 2006
Warning Systems
Enhanced Ground Proximity Warning System (EGPWS)
Do not use the terrain display for navigation.
The use of terrain awareness alerting and terrain display functions are prohibited
during QFE operations.
The use of terrain awareness alerting and terrain display functions is prohibited
within 15 NM of takeoff, approach or landing at an airport not contained in the
EGPWS terrain database. For runways/airports not contained in the installed
EGPWS terrain data base, crews will be notified via EFCB and flight plan remarks.
Traffic Alert and Collision Avoidance System (TCAS)
Pilots are authorized to deviate from their current ATC clearance to the extent
necessary to comply with a TCAS resolution advisory.
December 15, 2003
L.10.5
Intentionally
Blank
L.10.6
December 16, 2002
Normal Procedures
Table of Contents
Chapter NP
Section 0
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.1
Controls and Indicators – Nomenclature . . . . . . . . . . . . . . . NP.10.1
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Autopilot Flight Director System and Flight
Management System Monitoring . . . . . . . . . . . . . . . . . . . .
RVSM Operations and System Requirements . . . . . . . . . . .
CDU Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NP.10.1
NP.10.3
NP.10.3
NP.10.3
Crew Duties Reference Chart . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.4
ILS Airborne Equipment Requirements . . . . . . . . . . . . . . . . . . NP.10.9
Standard Callouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.10
Preflight and Postflight Panel Flow . . . . . . . . . . . . . . . . . . . . NP.10.14
Pilot Flying and Pilot Monitoring Areas of
Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.15
Amplified Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.1
First Flight Of The Day/ETOPS Items . . . . . . . . . . . . . . . . . . . NP.20.1
Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.2
Walkaround . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.3
Preflight Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.8
Before Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.26
Pushback/Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.28
Engine Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.30
After Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.31
Taxi Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.32
Delayed Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.33
Before Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.34
Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.36
After Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.37
Climb Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.38
March 31, 2006
NP.TOC.0.1
Normal Procedures Table of Contents
Cruise Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.38
Descent Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.40
Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.42
Landing Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.42
Go–Around and Missed Approach Procedure. . . . . . . . . . . . . NP.20.43
Landing Roll Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.44
After Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.46
Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.48
Secure Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.51
Flight Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1
Flight Pattern Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1
Takeoff Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1
LNAV Used for Departure . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1
Stabilized Approach Requirements . . . . . . . . . . . . . . . . . . . . . .
IMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VMC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crossing the Runway Threshold . . . . . . . . . . . . . . . . . . . . .
NP.30.2
NP.30.2
NP.30.2
NP.30.3
ILS Precision Runway Monitor (PRM) Approach Breakout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.4
ILS Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.4
Low Visibility Approach Considerations (CAT II/CAT III) . . . NP.30.6
CAT II Approach Considerations. . . . . . . . . . . . . . . . . . . . . NP.30.7
CAT III Approach Considerations . . . . . . . . . . . . . . . . . . . . NP.30.7
Non-ILS Instrument Approach Considerations. . . . . . . . . . . . . NP.30.8
Approach Preparations - General . . . . . . . . . . . . . . . . . . . . . NP.30.8
Visual Approach And Landing Considerations. . . . . . . . . . . . NP.30.12
NP.TOC.0.2
November 20, 2006
Flight Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Special Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ILS Approach Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instrument Approach Using VNAV Profile . . . . . . . . . . . .
Instrument Approach Using V/S Profile . . . . . . . . . . . . . .
Circling Approach Profile . . . . . . . . . . . . . . . . . . . . . . . . .
Visual Traffic Pattern Profile . . . . . . . . . . . . . . . . . . . . . . .
Go-Around and Missed Approach Profile . . . . . . . . . . . . .
NP.30.13
NP.30.13
NP.30.14
NP.30.15
NP.30.16
NP.30.17
NP.30.18
NP.30.19
NP.30.20
November 20, 2006
NP.TOC.10.3
Intentionally
Blank
NP.TOC.0.4
December 15, 2003
Normal Procedures
Introduction
Chapter NP
Section 10
General
This chapter contains Normal Procedures. It incorporates routine normal
procedures and normal procedures associated with flight patterns.
Controls and Indicators – Nomenclature
Controls and indications appear in all UPPERCASE type to correspond to the
words on the control panel or display. For example, the following item has
UPPERCASE words to match what is found on the panel:
APU GENERATOR switch ................................................................ON
The word GENERATOR is spelled out, even though it is abbreviated on the panel.
The following appears in all lower case because there are no words identifying the
panel name:
Mode control panel ............................................................................. Set
Normal Procedures
Normal procedures are used by the trained flight crew to ensure airplane condition
is acceptable and that the flight deck is correctly configured for each phase of
flight. These procedures assume all systems are operating normally and automated
features are fully utilized. The procedures also assume that systems are not
deactivated unless directed by a procedure or required by an emergency situation.
Procedures are performed from recall and follow a panel flow. These procedures
are designed to minimize crew workload and are consistent with flight deck
technology. If the correct indication is not observed during accomplishment of
procedures, verify controls are positioned correctly. If necessary, check the
appropriate circuit breaker(s) and test the related system light(s).
Before engine start, lights or indications verify the systems’ condition or
configuration. Review the EICAS status display before engine start to determine
if messages are displayed which may affect dispatch and require maintenance
action or compliance with the Minimum Equipment List (MEL).
Once dispatched (thrust levers advanced for takeoff), it is not necessary to check
status messages as any message having an adverse effect on safe continuation of
the flight, and requiring crew attention, will appear as an EICAS alert message
(warning, caution, or advisory).
March 31, 2006
NP.10.1
Normal Procedures Introduction
EICAS alert messages are the primary means of alerting the flight crew to
non–normal conditions or improper configuration. During engine start and prior to
takeoff, any alert message requires accomplishment of the appropriate non–normal
procedure. Upon completion of the procedure and prior to takeoff, the Mechanical
Dispatch Manual (MDM) should be consulted to determine if MEL relief is
available.
Exterior lighting, flight deck lighting, and personal comfort items (such as
shoulder heaters) are systems assumed to have obvious procedural requirements
and are not addressed in this section.
General phase–of–flight responsibilities are as follows:
Pilot flying:
• flight path and airspeed control
• airplane configuration
• navigation.
Pilot monitoring:
• checklist reading
• communications
• tasks requested by PF
• fuel shutoff and fire switches
(with PF concurrence).
Phase–of–flight duties, beginning with the takeoff procedure and ending with the
landing roll procedure, are presented in table form in the appropriate procedures
section.
The First Officer, when flying the airplane, performs the duties listed under pilot
flying and the Captain performs those duties listed under pilot monitoring.
Note: When the airplane is being flown manually, the pilot monitoring (PM)
should update the mode control panel. However, the pilot flying (PF) may
engage the autopilot and/or select/deselect the flight director and announce
"autopilot on" or "my flight director is on/off."
When the airplane is being flown with the autopilot on, the PF may update
the mode control panel or direct the PM to do so.
The Captain retains final authority for all actions directed and performed.
NP.10.2
March 31, 2006
Autopilot Flight Director System and Flight
Management System Monitoring
When the autopilot, flight director, or autothrottle is in use and a mode change is
selected or is scheduled to occur, the annunciation must be verified on the flight
mode annunciation display. Airplane course, vertical path, and speed must always
be monitored.
Similarly, when a thrust reference mode change is selected or is scheduled to
occur, the annunciation must be verified on the EICAS display.
In LNAV and VNAV, all airplane course, vertical path, thrust, and speed changes
must be verified.
RVSM Operations and System Requirements
Refer to the Airway Manual, Chapter 7, Navigation, Reduced Vertical Separation
Minimum (RVSM) section.
CDU Operation
On the ground, the control display unit (CDU) manipulations are normally
performed by the PF and verified by the PM.
In flight, with the autopilot engaged, normally CDU entries are made by the PF and
verified by the PM. With the autopilot not engaged, CDU entries are made by the
PM with concurrence from the PF. CDU manipulations should be accomplished
prior to high workload periods such as departure, arrival, or holding. During high
workload periods, using autopilot modes such as heading select, flight level
change, and speed intervention, along with the ND map and EFIS switches, may
be more efficient than entering complex route modifications into the CDU.
March 31, 2006
NP.10.3
Crew Duties Reference Chart
The Crew Duties Reference Chart below indicates normal divisions in pilot work
load. This chart serves as a guide to help crew members coordinate their duties
with regard to a typical flight.
• items not highlighted are required on every flight.
• items highlighted with gray shading are required during class II navigation
only.
• If operating in WATRS or class II airspace for one hour or less, the only
class II navigation duties required are those identified with (N).
The chart delineates areas in which a crew member must remain reasonably
proficient if crew coordination is to be maintained at an optimum level. When
operating with an additional First Officer, the Captain will designate one of the
First Officers to perform relief pilot (RP) duties. When operating without an
additional First Officer, the F or PM will perform the duties listed for the RP. These
are indicated by a bullet in parentheses (•). Special situations or unusual
occurrences may require some deviations from the charted duties; the Captain
ultimately makes that determination.
NP.10.4
March 31, 2006
CREW DUTIES
C
F
RP
Sign-in
•
•
•
Confirm license, medical, ID, FCC license,
passport, & visas (if req) are in possession & current
•
Brief F/O & RP
•
Create flight folder contents
•
•
•
Review flight plan: routing, remarks & alternates
•
•
•
(•)
•
PF
PM
FLIGHT PLANNING
Review & brief weather information - departure,
destination, enroute, alternates, NOTAMs,
turbulence & winds charts (as appropriate)
Verify Flight Plan with NARs & NAT message or
check routing with P (H/L) 3 & 4 (as appropriate)
•
•
Prepare oceanic plotting chart (if required). Off
airways, to/from Hawaii use P(H/L) 3/4
•
Verify oceanic plotting chart
•
Ensure flight folder delivered to aircraft
•
•
FLIGHT DECK PREPARATION
Brief Flight Attendants
•
Check aircraft log book
•
Complete exterior & interior preflight
ACARS data/clocks UTC
•
(•)
•
(•)
•
•
Initialize & Align ADIRU
•
Verify correct position initialization
•
Log initialization coordinates on flight plan
•
Departure ATIS
(•)
Perform altimeter crosscheck
•
•
•
Load routing, performance, winds & climb profile
into FMS
•
Load ETPs & diversion airport(s) into Rte 2
•
Continued on next page
March 31, 2006
NP.10.5
Continued from previous page
CREW DUTIES
C
F
RP
PF
Verify loading of FMC - If off airways, circle Class
II waypoints. (Checking coordinates of waypoints
loaded on airway not required).
PM
•
(N) Perform HF SELCAL checks.
Caution: Do not transmit on HF while fueling.
Receive security briefing
•
Check final documents on board
•
Radio closeout (if required)
(•)
•
(•)
•
Departure briefing
•
TAXI AND BEFORE TAKEOFF
Review transition altitude
•
•
•
Check aircraft position relative to takeoff runway on
ND (5 or 10 mile scale)
•
•
•
Ensure destination MIN FUEL FOR TAKEOFF
•
(•)
•
Takeoff briefing
•
CLIMB / CRUISE (Above 10,000 feet)
Send company reports (if required in CRUISE)
Complete enroute items (ETAs) on the flight plan
•
•
(•)
Maintain Howgozit Log - "R" Points
PA announcements
•
•
(•)
At first cruise level off - RVSM check
Monitor enroute fuel temperatures
•
•
•
•
Obtain oceanic clearance.
•
•
(•)
Compare oceanic clearance to FMS routing
•
•
(•)
Update ETP alternate weather - hourly & forecast
•
PRIOR TO TRACK ENTRY
(•)
(N) Perform Navigation Accuracy Check - annotate
on flight plan
•
Review drift down plan; Note EO speed & Altitude
•
•
Review diversion plan
•
•
NP.10.6
March 31, 2006
CREW DUTIES
C
F
RP
PF
PM
TRACK ENTRY
(N) Perform HF SELCAL check.
•
Set constant Mach & set RNP 10 Hawaii;
auto-default to RNP 12 (Atlantic)
•
Set VHF radios
•
Set transponder code
•
APPROACHING EACH TRACK WAYPOINT
Off airways, PM read from flight plan to PF next
waypoint, mag course, distance & zone time - draw
diagonal
Off airways, PF confirm from FMS next waypoint,
mag course, distance & zone time
•
•
WAYPOINT PASSAGE
Verify altitude, LNAV engaged.
(Off Airways - verify course, altitude, LNAV
engaged, draw second diagonal)
•
•
Record AIREP data, complete HOWGOZIT log
•
Transmit position report - "copy company"
(ACARS if available)
•
Perform position plot (if required)
•
TRACK EXIT
Set radio/transponder
•
Confirm ATC clearance (if required)
•
•
Confirm Strategic Lateral Offset is zero
•
•
Request altitude & desired cruise Mach speed from
ATC
•
•
Set ECON speed, check oceanic RNP deleted
•
November 20, 2006
NP.10.7
CREW DUTIES
C
F
RP
PF
PM
TOP OF DESCENT
Perform APU start (if requested)
•
(•)
Obtain arrival ATIS
•
(•)
Check transition altitude, approach briefing (NATS)
•
Send ACARS/In-Range report
•
Ground control communications
•
Ramp control communications
•
•
(•)
•
(•)
•
Complete ACARS post flight (print flight log if
required)
(•)
•
Submit time report (if required)
(•)
•
(•)
•
SHUTDOWN / POST FLIGHT
Log book entries
•
Confirm flight folder contents.
Items not shaded are required on every flight.
Shaded rows are required for Class II navigation only
(N) Class II navigation duties required if operating in WATRS or Class II airspace for
one hour or less.
(•) = When no relief pilot is on board, the FO or PM will perform these duties.
NP.10.8
March 31, 2006
ILS Airborne Equipment Requirements
CAT I
>1800 RVR or
1/2 Mile
Acceptable AFDS Status
(annunciation on PFD
CAT II
CAT II
CAT III
NO AUTOLAND
AUTOLAND
AUTOLAND
1200 RVR
1000 RVR
300 RVR
F/D
CMD
NO AUTOLND
NO AUTOLND
LAND 2
LAND 2
LAND 2
LAND 3
LAND 3
LAND 3
EQUIPMENT
REQUIRED
LAND 3
(The following equipment is required in addition to
the above AFDS annunciation.)
1 (D) or
1
2
3
1 (D)
1 (A)
0
0
1 (C) or ATT
2 in NAV
2 in NAV
3 in NAV
(E) (F)
1
2
2
2
GROUND SPEED
0
0
0
Note (B)
W/S WIPERS
0
REQD
REQD
REQD
AUTOTHROTTLES
0
0
0
REQD
AUTOBRAKES
0
0
0
Note (B)
ELECTRICAL POWER
1
2
2
3
AUTOPILOT
FLIGHT DIRECTOR
ADIRUs
PFDs
SOURCE (G)
CAT I & CAT II approaches may be initiated with an engine inoperative and the aircraft
trimmed for the approach.
Notes:
(A)
Autopilot and flight director must be supplied from separate FCCs.
(B)
Autobrakes or ground speed indication required.
(C)With single ADIRU, only flight director information is available.
(D)If operable, both autopilot and flight director will be utilized for all ILS approaches when
the reported weather is below 4,000 RVR or 3/4 mile.
• For CAT I approaches labeled “Special Aircrew and Aircraft Authorization
Required”, a coupled autopilot or F/D must be used for the approach and remain
in use to DA or missed approach, unless the pilot establishes sufficient visual
reference to safely continue and land.
(E)
PFD indications must be from separate sources.
(F)
The PFD must be capable of displaying the following: attitude, radio altitude, ILS
deviation, DA(H) or AH indication and AFDS status.
(G)
The APU generator may be a substitute source of power for the left or right electrical
system. When required, the third electrical power source is from the standby system.
March 31, 2006
NP.10.9
Standard Callouts
The callouts in the following chart are for normal line operations. During takeoffs
and approaches the PM will call out flight mode annunciator progression.
Some callouts are made automatically by aircraft aural systems. When a required
callout is made automatically, it may be omitted by the appropriate crew member.
On any approach, when the Pilot Flying can maintain visual contact with the
runway, the “Approaching Minimums” and “Minimums” callouts are not required.
The following callouts will be verbalized by the appropriate crew member.
PHASE OF FLIGHT
CONDITION
CREW
MEMBER
CALLOUTS
TAKEOFF
•
At 80 KIAS when THR
HOLD annunciated, if
autothrottles used
If autothrottles not used,
THR HOLD will not be
annunciated
PM
“80 KNOTS, THROTTLE HOLD
AND ENGINE INSTRUMENTS
CHECKED”
When PM announces “80 KNOTS”,
the PF should silently verify that his
airspeed indicator is operating
properly
•
At V1, VR and V2
PM
Confirm automatic V1 callout or call
“V1”- THEN CALL - “VR”- “V2”
•
At positive rate of climb
PM
“POSITIVE RATE”
•
CLIMB
•
1,000 feet below each
assigned altitude
PM
“OUT OF ___ FOR ___”
•
Approaching transition
altitude
PM
“ALTIMETERS SET TO
STANDARD"
DESCENT
•
1,000 feet above each
assigned altitude
PM
“OUT OF ___ FOR ___”
•
Approaching transition level
PM
“ALTIMETERS SET TO ___”
NP.10.10
August 15, 2005
TYPE OF APPROACH
• CONDITION
CREW
MEMBER
CALLOUTS
APPROACH AND LANDING
•
Any significant deviation from
planned flight path, airspeed or
descent rate
PM
“BUG ± ___KNOTS” or “SINK
____”, etc.
•
At approximately 1,000 feet
AGL
PM
“1,000, CLEARED TO LAND” or
•
At approximately 500 feet
AGL
PM
“500”
•
Below 500 feet AGL:
Any descent exceeding 1,000
feet per minute
PM
“SINK ___”
PM
“LOCALIZER CAPTURE”, “GLIDE
SLOPE ARMED”, etc.
“1,000, NO LANDING
CLEARANCE”
ALL INSTRUMENT APPROACHES
•
PM will call out flight mode
annunciator progression
NON-ILS APPROACHES
•
Within 5° of final approach
course
PM
“APPROACHING INBOUND
COURSE”
•
AGL
PM
CLEARANCE”
• At approximately 500 feet
PM
"500"
PM
“APPROACHING MINIMUMS”
AGL
• Approaching DA(H)/DDA(H)
(approximately 80’ above
minimums)
•
At DA(H)/DDA(H)
PM
“MINIMUMS”
•
When runway in sight
PM
“RUNWAY IN SIGHT”
• At missed approach point
PM
“MISSED APPROACH POINT”
•
Prior to leaving
DA(H)/DDA(H)
CAPT
“APPROACH LIGHTS IN SIGHT”,
or “RUNWAY IN SIGHT” or
“MISSED APPROACH”
•
F/O must acknowledge
November 20, 2006
NP.10.11
TYPE OF APPROACH
• CONDITION
CREW
MEMBER
CALLOUTS
ALL ILS APPROACHES
•
First positive movement of
localizer
PM
“LOCALIZER ALIVE”
• First positive movement of
PM
“GLIDE SLOPE ALIVE”
AGL
PM
AGL
PM
"500"
glide slope bar
•
•
CLEARANCE”
CAT I & II APPROACHES
•
Approaching decision altitude
(DA(H)) (at approximately 80
feet above minimums)
PM
•
At DA(H)
PM
“MINIMUMS”
•
At or before DA(H)
CAPT
“APPROACH LIGHTS IN SIGHT”,
or “RUNWAY IN SIGHT” or
“MISSED APPROACH”
•
F/O must acknowledge
CAT III APPROACHES
•
Approaching alert height (AH)
(at approximately 80 feet
above minimums)
F
•
At AH
F
“MINIMUMS”
CAPT
“LAND 3” or “MISSED
APPROACH”
NP.10.12
November 20, 2006
TYPE OF APPROACH
• CONDITION
CREW
MEMBER
CALLOUTS
PM
“ROLLOUT AND FLARE ARMED”
ALL AUTOLAND APPROACHES
•
When annunciated
(approximately 1,500 feet RA)
• At approximately 1,000 feet
“LAND 2” or “LAND 3”
PM
AGL
CLEARANCE”
•
AGL
PM
"500"
•
When annunciated
(approximately 50 feet RA)
PM
“FLARE CAPTURED”
•
When annunciated
(approximately 2 feet RA)
PM
“ROLLOUT CAPTURED”
•
If off centerline during rollout
PM
“STEER RIGHT” or “STEER LEFT”
(As appropriate)
AFTER ALL LANDINGS
•
Verify thrust levers closed and
speedbrake lever up
PM
“SPEEDBRAKES UP”
•
If speedbrake lever not up
PM
“SPEEDBRAKES NOT UP”
•
At 60 knots, decrease to idle
reverse by taxi speed
PM
“60 KNOTS”
November 20, 2006
NP.10.13
Preflight and Postflight Panel Flow
TEST
RESET
TEST
RESET
ER
NO
EM100%
RM
AERO
SYSTEMS
ER
NO
EM100%
RM
AERO
SYSTEMS
ACP
TRIM
NP.10.14
August 15, 2005
Pilot Flying and Pilot Monitoring Areas of
Responsibility
Unshaded areas are the respective
responsibility
responsibility
PM
PF area
area of
side.
of of the pilot seated on the
TEST
RESET
TEST
RESET
ER
NO
EM100%
RM
AERO
SYSTEMS
ER
NO
EM100%
RM
AERO
SYSTEMS
WX
ACP
TRIM
August 15, 2005
NP.10.15
Intentionally
Blank
NP.10.16
December 15, 2003
Normal Procedures
Chapter NP
Amplified Procedures
Section 20
First Flight Of The Day/ETOPS Items
These checks need only be accomplished prior to the first flight each day
(after midnight) local time or prior to ETOPS. If a system test is required
and not procedurally covered in the expanded portion of the NORMAL
checklist, see the appropriate section in this manual.
FIRE WARNING
STANDBY POWER
GROUND PROXIMITY WARNING
TCAS
O2 MASK CHECK - OBSERVER POSITIONS
FLIGHT DECK ACCESS SYSTEM
•
•
•
•
•
•
March 31, 2006
NP.20.1
Normal Procedures Amplified Procedures
Exterior Inspection
A flight crew member shall make a complete exterior preflight inspection, review
the aircraft log book, and report any discrepancy to the Captain and to
Maintenance as soon as possible. Emphasis should be placed on tire wear,
airframe/control damage, or leaking fluids.
Prior to each flight, a flight crew member must verify the airplane is acceptable for
flight. Check:
Flight control surfaces unobstructed and all surfaces clear of ice, snow,
or frost.
Door and access panels (not in use) properly secured.
Ports and vents unobstructed.
Airplane free of damage and fluid leakage.
Wheel chocks in place, ground locking pins removed, and nose gear
steering lever in the appropriate position.
Inspect tire. Notify Maintenance if there is:
• Cord showing
• A questionable cut
• Any appearance of improper inflation
• Any tread groove worn away completely around the tire.
Gear struts not fully compressed.
NP.20.2
August 15, 2005
Walkaround
Check the following specific items during the exterior preflight. Refer to Figure 1
4
5
6
3
2
7
1
12
11
8
10
9
FIGURE 1
1
•
•
•
•
•
•
•
•
•
•
•
windshield wipers
radome and latches
forward access door
nose gear strut extension
gear pin - not installed
nose wheel tires - pressure and condition
steering cables
steering safety pin
landing and taxi lights
main E&E access door
APU control panel
2
•
•
•
•
•
Nose Section/Gear Area
Right Forward Nose
right TAT probe
FO pitot probe
right AOA probe
STBY pitot probe
right ice detector
November 20, 2006
NP.20.3
3
•
•
•
•
•
•
•
•
crew oxygen thermal discharge disc (green)
forward cargo door
negative pressure relief doors
static ports
pack air inlets and outlets
wing illumination light
antennas and red anti-collision light
ventilation ports
4
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Right Forward Fuselage
Right Wing Area And Engine
landing light and turnoff light
engine strut and strake
thrust reverser and sleeve
cowlings and fasteners
fan blades
PT 2 probe
reverser blocker doors
aft fan blades
wing under surface area
leading edge slats
vortelons
fuel vent scoop
navigation lights (green)
strobe light
wing rakelets
static discharge wicks
fuel jettison nozzle
inboard and outboard ailerons
inboard and outboard flaps and fairings
NP.20.4
January 17, 2005
5
•
•
•
•
•
•
•
wheels and tires - pressure and condition
landing gear strut extension
down lock braces
gear pin(s) - not installed
gear doors - closed
hydraulic leaks (actuators, brake lines)
brake wear indicators
6
•
•
•
•
•
Right Aft Fuselage
hydraulic service door
RAT door
right emergency door
aft cargo door
static ports
7
•
•
•
•
•
•
•
•
•
•
•
Tail Area
lower fuselage structure and tail skid
static ports
APU inlet door
APU oil/fuel drain
APU services door
vertical/horizontal surfaces (elevator, rudder, rudder tab)
static discharge wicks
top surfaces of both wings and tail
APU exhaust
strobe lights
navigation lights (white)
8
•
•
•
•
•
•
•
Right Main Gear
Left Aft Fuselage
outflow valve
water drains, service doors, waste vents
bulk cargo door
negative pressure relief vents
air demand pump exhaust
left emergency door
drain mast for APU fuel line shroud and center wing dry bay
January 17, 2005
NP.20.5
Left Main Gear
9
• same as right main gear
10
Left Wing Area And Engine
• same as right wing area and engine except:
• navigation lights (red)
• fueling panel
11
•
•
•
•
•
•
•
•
pack inlet and exhaust
wing illumination light
static ports
positive pressure relief valves
negative pressure relief valves
E/E exhaust
smoke clearance port
forward overboard exhaust valve
12
•
•
•
•
•
Left Forward Fuselage
Left Forward Nose
left TAT probe
CAPT pitot probe
left AOA probe
C ADIRU pitot probe
left ice detector
NP.20.6
January 17, 2005
Intentionally
Blank
January 17, 2005
NP.20.7
Preflight Procedure
For a flight without flight attendants refer to SP.1.
Note: A full tank of potable water is required for all oceanic departures
and the waste tanks should be checked empty.
This procedure assumes the supplementary power up procedure has been
accomplished and electrical power is established. Refer to SP.6.
The following procedures are accomplished in their entirety on each originating
trip or crew change, or following maintenance action.
Normally this procedure is accomplished by the First Officer. However, it does not
preclude the captain from completing the procedure if time and conditions dictate.
WARNING: If a red A/C Out-of-Service tag is installed, personnel
are not to activate any system, control, switch, or
circuit breaker without obtaining approval of
Maintenance personnel (preferably the AMT actually
performing the repairs).
Log book / Manuals ....................................................................... Check
Check the aircraft log book to be familiar with the history and
maintenance status of the aircraft.
• Ensure the Airworthiness Release has been signed by Maintenance.
• Ensure Pre-Departure Check is recorded prior to ETOPS departure.
• MCOs should be reviewed using the MEL to ensure compliance when
special operating procedures are applicable.
• Check that QRH (2 copies), MDM, ARM, FRM, ODM, Engine
Logbook, Offline Airway Manual (the "Brick"), and Operations
Manual VOL 2 are on board.
• Check that Normal Checklist, International Conversion Card (if
required for international operations), and Engine Out Driftdown
Data Card are on board.
Effective dates of all checklists and manuals are found under
the "current pubs" item in the sign-in menu.
Note: If in possession of a checklist dated later than in the
computer system, use the later checklist on its effective
date, pending computer system update.
NP.20.8
March 31, 2006
Emergency equipment ................................................................... Check
Fire extinguisher – Checked and stowed
Check:
• plastic or wire seal intact
• green button is present
Crash axe – Stowed
PBE – Checked and stowed
Verify seals are intact.
Life vests – Stowed
Escape ropes – Stowed
Emergency locator transmitter – Stowed
Restraint kit - On board (Located on back side of Captain’s seat)
Jump Seat Harness - Secured
Crew Baggage Restraint - Fastened
Circuit breakers.............................................................................. Check
Takeoff Configuration Warning ..................................................... Check
Refer to SP.15 for test procedure.
Aux Maintenance Panel (behind First Officer’s seat) .................... Check
BULK CARGO HEAT selector - VENT
RESERVE BRAKES & STRG RESET/DISABLE guard - closed
ISLN light extinguished
FLIGHT RECORDER switch - NORM
SERVICE INTERPHONE switch - OFF
Ground Proximity Warning ........................................................... Check
Note: Check is required prior to the first flight of the day or
Pre-Departure Check for Class II operations.
January 17, 2005
NP.20.9
The following procedures are accomplished in their entirety on every flight.
Normally these procedures are accomplished by the PM and the PF initializes the
FMS. Upon completion of FMS loading the PM checks the FMS for accuracy and
the PF reviews cockpit setup.
IRS mode selectors ........................................................................... NAV
Perform a full alignment. Refer to SP.11 for procedures.
YAW DAMPER switches ................................................................... ON
INOP lights remain illuminated until IRS alignment is complete.
EEC switches ............................................................................... NORM
Hydraulic panel ................................................................................... Set
LEFT and RIGHT ENGINE PRIMARY pump switches – ON
Left and right engine pump PRESS lights remain illuminated until the
respective engine is started.
ELECTRIC PRIMARY pump switches – OFF
DEMAND pump selectors – OFF
DOOR LOCK CONTROLLER switch ......................................... AUTO
Note: Prior to the aircraft’s first flight of the day, perform a Flight
Deck Access System test. Refer to SP.1 for procedure.
BATTERY/STANDBY CONTROL panel .......................................... Set
Note: Prior to the aircraft’s first flight of the day, perform a
standby power test. Refer to SP.6 for procedure.
BATTERY switch – ON
Verify DISCH light extinguished.
STANDBY POWER selector – AUTO
Verify standby power bus OFF light extinguished.
NP.20.10
November 20, 2006
ELECTRICAL panel ...........................................................................Set
BUS TIE switches – AUTO
Verify AC BUS OFF lights extinguished.
APU GENERATOR switch – ON
UTILITY BUS switches - ON
Utility bus OFF lights extinguished.
Note: In Flight Entertainment (IFE) and galley power will
automatically be load shed with only one source of ground
power available. Once a second source of power is
available, IFE and galley power will be restored.
GENERATOR CONTROL switches – ON
OFF and DRIVE lights remain illuminated until respective engine is
started.
APU selector ................................................................. START, then ON
Hold selector in the START position for 3 to 5 seconds, then slowly
release back to ON.
Observe starter duty cycle of 3 start attempts within a 60-minute
period.
The APU should be started five (5) minutes prior to scheduled
departure to ensure that the aircraft systems will function/operate
properly on ships power.
Voice recorder ................................................................................ Check
Lighting panel ......................................................................................Set
GLARESHIELD panel light controls – As desired
AISLE STAND panel light controls – As desired
LIGHT OVERRIDE switch – As desired
TAXI light switch – OFF
RUNWAY TURNOFF light switches – OFF
January 17, 2005
NP.20.11
EMERGENCY LIGHTS switch ................................................ARMED
Verify UNARMED light extinguished.
PASSENGER OXYGEN ON light ..................................... Extinguished
CAUTION: Switch activation causes deployment of passenger
oxygen masks.
RAM AIR TURBINE UNLKD light .................................. Extinguished
WARNING: Switch activation may cause deployment of the ram
air turbine.
ENGINE CONTROL panel ................................................................ Set
Engine ignition selector – SINGLE
Engine start selectors – AUTO
FUEL panel ......................................................................................... Set
Ensure fueling is in progress or complete.
FUEL JETTISON – OFF
Left and Right FUEL JETTISON NOZZLE switches - OFF
CROSSFEED switches – OFF
Verify VALVE lights extinguished.
FUEL PUMP switches – OFF
Left and right pump PRESS lights are illuminated.
Left forward pump PRESS light is extinguished if the APU is running.
Both center pump PRESS lights are extinguished.
Anti–ice panel ..................................................................................... Set
WING ANTI-ICE selector – OFF
ENGINE ANTI-ICE selectors – AUTO
WIPER selectors ...............................................................................OFF
NP.20.12
March 31, 2006
POSITION light switch – ON
RED and WHITE ANTI–COLLISION light switches – OFF
WING light switch – OFF
LANDING light switches – OFF
WINDOW HEAT switches ................................................................. ON
Verify INOP lights extinguished.
Passenger signs ................................................................................... ON
NO SMOKING sign selector - ON
SEATBELTS sign selector - ON
Pressurization panel ........................................................................... Set
CABIN ALTITUDE CONTROL
AUTO RATE control – Index
LANDING ALTITUDE selector – Destination airport elevation
MODE SELECTOR – AUTO 1 or AUTO 2
Equipment cooling panel .....................................................................Set
EQUIP COOLING mode selector - AUTO
CIRCUIT BREAKER panel light control – As desired
OVERHEAD PANEL light control – As desired
DOME LIGHT control – As desired
LOGO light switch – As desired
INDICATOR LIGHT selector – As desired
November 20, 2006
NP.20.13
BLEED AIR panel .............................................................................. Set
ENGINE bleed air switches – ON
Verify OFF lights illuminated.
APU bleed air switch – ON
Verify VALVE light extinguished.
LEFT, CENTER and RIGHT ISOLATION switches – ON
Verify VALVE lights extinguished.
Air conditioning panel ........................................................................ Set
VENTILATION switch – NORM
PACK control selectors – as required
If ground conditioned air in use, refer to SP.2
FLIGHT DECK temperature control – AUTO
Set as desired.
GASPER FAN switch – ON
TRIM AIR switches – ON
RECIRCULATION FAN switches – as required
If ground conditioned air in use, refer to SP.2
CABIN temperature controls – AUTO
Set as desired.
Note: When ambient temperatures are greater than 60 degrees
Fahrenheit refer to SP.16, Hot Weather Operation.
CARGO HEAT switches .................................................................... ON
NP.20.14
March 31, 2006
Left and right EFIS control panel ........................................................Set
MINIMUMS reference and MINIMUMS selector – As desired
FLIGHT PATH VECTOR switch – As desired
METERS switch – As desired
BAROMETRIC reference and BAROMETRIC selectors – Set
Set local altimeter setting on the PFD.
VOR/ADF switches – As desired
ND mode selector – MAP
ND CENTER switch – As desired
ND RANGE selector – As desired
ND TRAFFIC switch – ON
TCAS OFF is displayed on the ND until the transponder is set for
takeoff.
WEATHER RADAR switch – Off
MAP switches – As desired
Mode control panel ..............................................................................Set
Left and right FLIGHT DIRECTOR switches – ON
AUTOTHROTTLE ARM switch – ARM
BANK LIMIT selector – As desired
CAUTION: If BANK LIMIT selector is set on other than
AUTO, excessive bank may occur in HDG SEL at
high altitude/airspeed.
Autopilot DISENGAGE bar – UP
Left and right HEATERS .....................................................................Set
FOOT and SHOULDER switches – As desired
March 31, 2006
NP.20.15
Left and right lighting panels .............................................................. Set
OUTBOARD display – As desired
INBOARD display – As desired
PANEL light control – As desired
CHART light control – As desired
FLOOD light control – As desired
Oxygen Mask, Regulator, Interphone ........................................... Check
Refer to SP.1 for Oxygen Mask test procedure.
Note: Prior to the aircraft’s first flight of the day, perform an
Observer’s Oxygen Mask test. Refer to SP.1 for procedure.
INSTRUMENT SOURCE SELECTORS ...................................... Check
FLIGHT DIRECTOR selector –
Captain - L
First Officer - R
NAVIGATION selector –
Captain - FMC - L
First Officer - FMC - R
DISPLAY CONTROL selector – AUTO
IRS selector –
Captain - L
First Officer - R
AIR DATA selector –
Captain - L
First Officer - R
NP.20.16
August 15, 2005
Altimeters ................................................................................... ___, xck
For the blank, verbalize the correct altimeter setting.
Flight & nav instruments ............................................................... Check
Clocks – Set
TIME/DATE pushbutton – UTC
Left and right PFD - Checked
Flight mode annunciations – Verify:
• autothrottle mode is blank
• roll mode is TO
• pitch mode is TO
• AFDS status is FD.
Flight instrument indications are correct.
The NO V SPD flag is displayed until V–speeds are selected.
The LDG ALT flag is displayed until the FMS route is activated.
Verify no other flags displayed.
Left and right ND – Checked
Verify map mode displayed.
Route – Displayed, correct.
Verify no flags displayed.
RESERVE BRAKES & STEERING ............................................... OFF
Left and right inboard display selectors .......................................... MFD
HEADING REFERENCE switch .................................................NORM
August 15, 2005
NP.20.17
Standby flight instruments ............................................................. Check
Standby ADI – Check
ILS selector – OFF
Verify no flags displayed.
Airspeed indicator – Check
Verify instrument indications are correct.
Altimeter – Set
Set local altimeter setting.
Verify instrument indications are correct.
Landing gear panel .............................................................................. Set
Landing gear lever – DN
ALTERNATE GEAR EXTEND switch – OFF (guarded position)
GROUND PROXIMITY OVERRIDE switches ..............................OFF
GROUND PROXIMITY G/S INHIBIT light – Extinguished
GROUND PROXIMITY FLAP OVERRIDE switch – OFF
GROUND PROXIMITY GEAR OVERRIDE switch – OFF
GROUND PROXIMITY TERRAIN OVERRIDE switch – OFF
AUTOBRAKE selector .................................................................... RTO
NP.20.18
January 17, 2005
EICAS/MFD ................................................................................. Check
Indications – Normal. Verify:
• primary engine indications display existing conditions
• no exceedance values are displayed.
Secondary ENGINE display switch – Push
Secondary ENGINE display – Verify:
• secondary engine indications display existing conditions
• no exceedance displayed
• oil quantity, 17 quarts recommended for start
- If oil quantity less than 17 quarts, verify 8 quarts minimum
following engine warm-up with engine at idle. If oil quantity less than
8 quarts following engine warm-up, dispatch approval is required.
STATUS DISPLAY switch – Push
STATUS display – Verify:
• hydraulic quantities do not display RF
If any status message is displayed, refer to the Minimum Equipment
List and Maintenance Dispatch Manual (MDM) to determine if
dispatch relief is available.
DCU CONTROL selector – AUTO
November 20, 2006
NP.20.19
CDUs ................................................................................................... Set
IDENT page – Check
Verify aircraft model, engines, and navigation database information for
currency and correctness.
POS INIT line select key (R6) – Push
Verify time correct.
Ref Airport - Enter
Inertial position – Enter
Enter inertial position using the most accurate latitude and longitude
(GPS position if available).
ROUTE line select key (R6) – Push
Enter:
• ORIGIN and DEST airports
• Runway (If known)
• SID (DEP ARR key)
• Route
• Arrival (DEP ARR key).
Verify route is correct
Activate
Execute
NP.20.20
January 17, 2005
PERF INIT line select key (R6) – Push
Enter:
• Gross weight
• Reserves (reserve fuel) [the sum of the following]:
- fuel to the alternate requiring the highest burn (if required) PLUS
-the greater of:
FOM minimum fuel for landing - 7,100 lbs
Flight plan fuel (reserve fuel for domestic, 30-min. hold at
alternate if international)
• Cruise altitude
• Cost index.
Set STEP CLIMB to zero (Select 0 into the scratch pad and select
it over ICAO).
TAKEOFF line select key (R6) – Push
The following information may be entered after takeoff but prior to Class II
airspace.
LEGS key - Push
RTE DATA line select key - Push
Enter wind and temperature data from flight plan and execute.
LEGS Key - Push
Enter step climb information from flight plan and execute.
For flights requiring ETP alternates, the information should be loaded in Route 2
in the following order (or as appropriate for the theater of operation).
Route key - Push
ORIGIN: First alternate airport (It is not necessary to insert a DEST
airport in this case)
March 31, 2006
NP.20.21
Routing:
First alternate airport
First ETP
Next alternate airport
Next ETP
Last alternate airport
Note: If required for noise abatement, enter a speed restriction on
the climb page of VREF 30+80 to 2500 feet above field
elevation. If VREF 30+80 is 250K or more, leave
SPD/RESTR blank. This occurs at approximately 450,000
pounds takeoff weight.
FIX key - Push
Enter first 2 reporting points.
Parking brake ...................................................................................... Set
Verify PARKING BRAKE SET message displayed.
Note: Accumulator pressure may be insufficient to prevent
airplane from moving.
ALTERNATE STABILIZER TRIM switches .............................. Neutral
STABILIZER TRIM cutout switches ............NORM (guarded position)
SPEEDBRAKE lever ...................................................................DOWN
Reverse thrust levers ...................................................................... Down
WARNING: Movement of the reverse thrust lever could result in
operation of the engine thrust reverser.
Thrust levers .................................................................................. Closed
FUEL CONTROL switches ......................................................CUTOFF
Flaps .................................................................................................... UP
WARNING: Do not move flaps without appropriate clearance from
ground personnel.
ALTERNATE FLAPS ......................................................................... Set
ALTERNATE FLAPS selector – NORM
NP.20.22
November 20, 2006
ALTERNATE FLAPS switches – OFF
Engine fire panel ..................................................................................Set
ENG BTL 1 DISCH and ENG BTL 2 DISCH lights – Extinguished
Engine fire switches – In
Verify LEFT and RIGHT fire warning lights extinguished.
CARGO FIRE panel ............................................................................Set
CARGO FIRE ARM switches – Off
Verify FWD and AFT fire warning lights extinguished.
CARGO FIRE BTL DISCH light – Extinguished
APU fire panel .....................................................................................Set
APU BTL DISCH lights – Extinguished
APU fire switch – In
Verify APU fire warning light extinguished.
January 17, 2005
NP.20.23
Radios, transponder, radar .................................................... Check & set
Weather radar panel – set
Set panel - as desired
WARNING: Do not operate radar in other than the TEST or
STANDBY positions during refueling
operations, in the vicinity of trucks or
containers holding flammable or explosive
liquids, while the aircraft is in the hangar, or
parked at the jetway or gate.
Refer to SP.11 for test procedure
Left and right radio tuning panel - set
PNL OFF light – extinguished
Set panel – as desired
Offside tuning light - extinguished
Center radio tuning panel – set
PNL OFF light – extinguished
Set panel – verify DATA in active window for ACARS operation.
Offside tuning light - extinguished
Left and right audio control panel - set
Set panel – as desired
Transponder panel – set
Transponder altitude source selector – LEFT or RIGHT
Transponder mode selector – STBY
Note: Prior to the aircraft’s first flight of the day, perform a TCAS
check.
Refer to SP.15 for TCAS test procedure.
NP.20.24
August 15, 2005
FIRE/OVHT TEST ........................................................................ Check
Verify SYS FAIL - FAIL P-RESET light - extinguished.
fire/overheat test.
Flight deck printer ...............................................................................Set
Verify LOW PAPER light - extinguished.
Left and right seat .......................................................................... Adjust
Position seat for optimum eye reference.
WARNING: Do not place objects between the seat and the aisle
stand. Injury can occur when the seat is adjusted
forward.
Rudder Pedals ................................................................................ Adjust
Adjust to permit full rudder pedal and brake application.
Left and right seat belt and shoulder harness ................................ Adjust
Flight Attendant briefing .......................................................... Complete
Refer to FOM for expanded briefing format.
Departure briefing ..................................................................... Complete
Refer to FOM for expanded briefing format.
Fuel required .........................................................._____ onboard _____
For the blanks, verbalize flight plan block fuel and actual fuel on
board.
Compare actual fuel on board to MIN FUEL FOR T/O to prevent
delays.
The Captain calls “BEFORE START Checklist”.
The First Officer accomplishes the BEFORE START checklist up to
"After paperwork received:".
March 31, 2006
NP.20.25
Before Start Procedure
This procedure is accomplished after papers are on board. Two crewmembers must
refer to the final AWABS/WDR to verify the takeoff performance and
configuration data.
FMS & ACARS info ........................................................................Enter
ACARS - Refer to section SP.5 for procedure.
CDU - Set
INIT REF key – Push
Verify correct fuel quantity.
Enter:
- Zero fuel weight
- Verify GR WT (Gross weight)
TAKEOFF line select key – Push
Enter:
- Takeoff flap setting
- Assumed temperature derate (if selected)
- CG
- Position shift value (if GPS unable)
- V1, VR, V2 - Enter
CAUTION: Do not use Assumed Temperature (AT) thrust
when:
- Restricted at particular airports - refer to
Delta Airways Manual 10-0 Special Pages.
- Unstable weather conditions exist.
- AWABS system is inoperative.
NEXT PAGE key – Push
Complete entries as necessary.
NP.20.26
August 15, 2005
MCP .....................................................................................................Set
IAS/MACH selector – Rotate
Set V2 speed in the IAS/MACH window.
Initial heading – Set
Initial altitude – Set
Airspeed bugs ..............................................................................Set, xck
Verify correct AWABS V1, VR, and V2 speeds in CDU are set.
Verify V1, VR, and V2 correctly displayed on PFD and crosschecked
with opposite PFD, and verbalize.
The Captain calls for remaining BEFORE START items.
The First Officer completes the BEFORE START checklist
August 15, 2005
NP.20.27
Pushback/Start Procedure
All appropriate procedural items will be completed prior to aircraft movement.
Doors ............................................................................................. Closed
All doors should be closed and lights extinguished before pushback.
Received "CABIN IS READY FOR PUSHBACK" verbal from Flight
Leader.
Hydraulic panel ................................................................................... Set
Note: Pressurize right system first to prevent fluid transfer between
systems.
Right ELECTRIC DEMAND pump selector – AUTO
Verify PRESS lights extinguished.
C1 and C2 ELECTRIC PRIMARY pump switches – ON
Verify C1 PRESS light extinguished.
Center AIR DEMAND pump selector - AUTO
Left ELECTRIC DEMAND pump selector - AUTO
Note: C2 PRESS light will not be extinguished due to load
shedding. Indication will be normal after engine start.
FUEL panel ......................................................................................... Set
LEFT and RIGHT FUEL PUMP switches – ON
If center tank contains fuel:
CENTER FUEL PUMP switches – ON
Note: Both PRESS lights will not be extinguished due to load
shedding. Indications will be normal after engine start.
NP.20.28
November 20, 2006
Trim ..........................................................................................____, 0, 0
Stabilizer trim – ___ units
Set for takeoff.
Check in greenband.
Aileron trim – 0
Rudder trim – 0
Flight Deck door ............................................................... Close and lock
After pushback clearance or engine start clearance:
Transponder ........................................................................... As required
Select STBY or TA/RA as required by local airport operating systems.
RED ANTI–COLLISION light switch ............................................... ON
Select ON immediately prior to aircraft movement, or immediately
prior to engine start (if starting at gate).
Air conditioning panel ......................................................................... set
PACK selectors - OFF
The Captain calls “PUSHBACK/START CHECKLIST.”
The First Officer accomplishes the PUSHBACK/START checklist.
November 20, 2006
NP.20.29
Engine Start Procedure
Normal start sequence is right then left.
Note: One pilot will accomplish the engine start procedure; the other
will monitor outside the cockpit. The Captain will brief start
duties and announce the start sequence.
Select the secondary engine indications.
Verify that the PACK OFF lights are illuminated.
Call “STARTING ____ ENGINE.”
Engine start selector .........................................................................GND
During a cold weather start, the oil pressure can increase higher than
normal.
Verify that the oil pressure increases.
When N2 is at 25%, or at maximum motoring and a minimum of 15%
N2 (if 25% N2 is not possible):
FUEL CONTROL switch ...........................................................RUN
Verify that the EGT increases and stays below the EGT limit.
After the engine is stabilized at idle, start the other engine, as desired.
Do the ABORTED ENGINE START checklist for one or more of the
following abort start conditions:
• EGT does not increase by 25 seconds after the fuel control switch is
moved to RUN.
• Fuel flow is abnormally high or fluctuating.
• There is no N1 rotation by 30 seconds after N2 is stabilized at idle.
• EGT quickly nears or exceeds the start limit.
• Oil pressure indication is not normal by the time that the engine is
stabilized at idle.
Observe starter duty cycle:
• Continuous for 5 minutes.
• Cool for 30 seconds per minute of operation.
• After 2 consecutive 5 - minute cycles, cool the starter for 10 minutes
prior to each subsequent starter duty cycle.
NP.20.30
March 31, 2006
After Start Procedure
APU ...................................................................................... As required
Note: APU may be left on if desired for delayed start procedures, but
is normally off for takeoff.
ENGINE ANTI-ICE selectors ............................................... As required
Icing conditions (refer to SP.3).
Air conditioning panel .........................................................................Set
Single Engine Taxi:
LEFT and RIGHT ISOLATION switches - ON
PACK selectors - AUTO
Two Engine Taxi:
LEFT and RIGHT ISOLATION switches - OFF
PACK selectors - AUTO
The Captain calls “AFTER START CHECKLIST.”
The First Officer accomplishes the AFTER START checklist.
March 31, 2006
NP.20.31
Taxi Procedure
After the agent’s salute is accepted by the Captain or First Officer, the First Officer
should extend the flaps in preparation for taxi. Once clear of congested areas,
continue with the taxi check.
TAXI lights switch ............................................................................. ON
Select OFF when stopped or waiting in line for takeoff.
Exterior lights ........................................................................ As required
It is recommended that all available exterior lighting is used when crossing
runways.
Flaps .......................................................................................... ___ , ___
Move FLAP lever to takeoff setting as required by AWABS, and verify
position of the flaps on the EICAS.
Flight controls ................................................................................ Check
Display flight control synoptic.
Displace control wheel and control column to full travel in both
directions and verify:
• freedom of movement
• controls return to center
• proper flight control movement on EICAS display.
Hold the nose wheel steering tiller during rudder check to prevent
undesired nose wheel movement.
Displace rudder pedals to full travel in both directions and verify:
• freedom of movement
• rudder pedals return to center
• proper flight control movement on EICAS display.
Blank lower EICAS display after both engines are started.
The Captain calls “TAXI CHECKLIST.”
The First Officer accomplishes the TAXI checklist.
NP.20.32
November 20, 2006
Delayed Start Procedure
For delayed engine starts, the Captain should evaluate the operational environment
and delegate start as appropriate. Unless stopped, with the parking brakes set, it is
normally good operating practice to have the First Officer perform the start with
the Captain monitoring.
The other engine is to be started so as to ensure three minutes at idle before takeoff
power is applied.
If making a crossbleed start, be cognizant of aircraft behind you.
Refer to SP.7 for CROSSBLEED START procedure.
APU ....................................................................................... As required
PACK control selectors - OFF
After Start:
APU ...................................................................................... As required
ENGINE ANTI-ICE selectors ............................................... As required
Icing conditions (refer to SP.3).
Air conditioning panel .......................................................................SET
LEFT and RIGHT ISOLATION switches - OFF
PACK control selectors - AUTO
The Captain calls “DELAYED START CHECKLIST.”
The First Officer accomplishes the DELAYED START checklist.
March 31, 2006
NP.20.33
Before Takeoff Procedure
Operate both engines at idle or taxi thrust a minimum of three minutes before
applying takeoff thrust.
Flaps .................................................................................. _____ , _____
For the first blank, verify FLAP lever position either 5, 15,or 20.
For the second blank, verify flap indication either 5, 15, or 20.
Flight attendants ...................................................Notify & acknowledge
Prior to taking the active runway, the flight crew is required to make a
PA announcement informing the flight attendants to ensure the cabin
is prepared for takeoff.
The flight attendants must be given sufficient notification before
takeoff to make their final cabin preparations and be seated for
departure.
The Flight Leader must verbally confirm that the “CABIN IS READY
FOR TAKEOFF”.
Takeoff will not be initiated until acknowledgment is received.
Windows .............................................................................. Close & lock
Verify the lock lever is in the locked (forward) position and the
WINDOW NOT CLOSED decal is not in view.
Altimeters .................................................................................. ___, xck
For the blank, verbalize the correct altimeter setting.
Runway, departure, first fix ............................................... ___, ___, ___
Verify the selected runway, departure, and associated first fix in the
FMS match the latest ATC departure clearance.
Verbalize the runway, departure procedure, and first fix.
Check aircraft versus runway position on ND (maximum of 10 nm
scale). If required, perform the IRS Quick Alignment (QA)/Fast
Realignment procedure in Supplementary Procedures, Flight
Management, Navigation section.
NP.20.34
November 20, 2006
Recall ............................................................................................. Check
If any message displayed refer to Minimum Equipment List and
Maintenance Dispatch Manual to determine if dispatch relief is
available.
CANCEL/RECALL switch – Push
Verify messages cancelled.
Takeoff briefing ........................................................................ Complete
Refer to the FOM.
Final items:
Normally accomplished when cleared on the runway.
PACKS ................................................................................... As required
If directed by WDR - Position Pack control selectors OFF.
To optimize passenger comfort, delay turning the packs off until just
prior to commencing the takeoff roll.
Note: To reduce EGT and engine wear, and increase payload, most
ETOPS flights are using the Packs Off Takeoff procedure.
Transponder, TCAS, Radar .................................................................Set
Transponder - TA/RA
TCAS - Ensure TFC is displayed on both NDs
Radar - As required
Exterior lights ......................................................................................Set
Refer to Flight Operations Manual, Chapter 3, Exterior Lights Usage.
Note: Landing/Strobe lights may be turned off when reduced
visibility conditions exist, in close proximity to other
aircraft awaiting takeoff at night, or when flying through
clouds.
The Captain calls “BEFORE TAKEOFF CHECKLIST.”
The First Officer accomplishes the BEFORE TAKEOFF checklist.
November 20, 2006
NP.20.35
Takeoff Procedure
Pilot Flying
Pilot Monitoring
Release brakes.
Align airplane with runway.
Advance thrust levers to approximately
70% N1.
Push N1/THR or TO/GA switch.
Verify correct takeoff thrust set.
Monitor engine instruments throughout
takeoff.
Adjust takeoff thrust prior to 80 knots,
if required.
Note: After takeoff thrust is set, the captain’s hand must be on the
thrust levers until V1.
Monitor airspeed.
Monitor airspeed indications and
call out any abnormalities.
Verify 80 knots.
Call “80 KNOTS, THROTTLE HOLD
AND ENGINE INSTRUMENTS
CHECKED.”
Verify V1 speed.
Confirm automatic V1 callout or call
“V1” - then call “VR - V2”.
Rotate at VR.
Establish a positive rate of climb.
Call for “GEAR UP” when positive
rate of climb is announced by PM.
Monitor airspeed and vertical speed.
Verify a positive rate of climb on the
altimeter and call “POSITIVE RATE.”
Set the landing gear lever to UP.
Call for appropriate roll mode when
above 400 feet RA.
Select requested roll mode.
Call for “VNAV” at flap retraction
altitude.
Push VNAV switch.
Verify VNAV engaged.
Engage the autopilot after a roll mode
and VNAV are engaged.
Verify acceleration at acceleration
height.
Position flap lever as directed.
Call for “FLAPS ____” according to
flap retraction schedule.
Verify climb thrust set.
NP.20.36
March 31, 2006
After Takeoff Procedure
Pilot Monitoring
Verify landing gear lever is UP, and EICAS indication is blank.
Confirm FLAP lever UP, and FLAP/SLATS EICAS indication is
blank.
Set Climb Thrust as required.
After engine thrust is reduced, position one PACK control selector
to AUTO.
When cabin pressure stabilizes, position the remaining PACK
control selector to AUTO.
Note: If engine failure occurs, PACK control selectors
should remain OFF until reaching 1,500 feet AFE,
or until obstacle clearance height has been
attained, whichever is higher.
Note: If, after takeoff, when either Pack Control Selector
is selected to AUTO and the Bleed OFF light
and/or the ENG BLEED OFF message is
displayed, attempt one reset of the engine bleed air
valve by selecting the affected bleed air switch
OFF, then ON.
If the Bleed OFF light and/or ENG BLEED OFF
EICAS message remains illuminated or
re-illuminates, accomplish the ENGINE BLEED
OFF checklist.
If the bleed system is reset, record the event in the
logbook, as the cause of the bleed trip must be
determined prior to the next dispatch.
Position WING and ENGINE ANTI-ICE selectors to AUTO.
Set APU as required.
The Pilot Flying calls “AFTER TAKEOFF CHECKLIST.”
The Pilot Monitoring accomplishes the AFTER TAKEOFF checklist.
November 20, 2006
NP.20.37
Climb Procedure
Pilot Flying
Pilot Monitoring
Approaching transition altitude, set altimeters to standard.
Above 18,000 feet, verify LANDING
light switches OFF.
The Pilot Flying calls “CLIMB CHECKLIST”.
The Pilot Monitoring accomplishes the CLIMB checklist.
Cruise Procedure
Pilot Flying
Pilot Monitoring
When CTR L and CTR R FUEL PUMP
messages are displayed, push
CENTER FUEL PUMP switches OFF.
NP.20.38
August 15, 2005
Intentionally
Blank
January 17, 2005
NP.20.39
Descent Procedure
Normally, complete the DESCENT checklist at 18,000 feet or top of descent,
whichever comes later. It is suggested that flight attendants be notified when 20
minutes from landing. Local altimeter setting may be pre-set on EFIS control
panel.
Pilot Flying
Pilot Monitoring
Position SEATBELTS sign selector to ON.
Accomplish approach briefing. Refer
to FOM.
Review all alert messages.
Recall and review all alert messages.
Set AUTOBRAKE selector to desired
brake setting.
Set RADIO or BARO minimums as required for approach, and verbalize.
APPROACH
TYPE
BARO
MIN REF
RADIO
MIN REF
ILS TO CAT I
PUBLISHED
DA
N/A
CAT II
N/A
PUBLISHED
RA
CAT III
N/A
50’
STRAIGHT-IN
(NON-PRECISION)
PUBLISHED MDA / DA
or DDA (MDA + 50’)
N/A
HIGHER OF:
PUBLISHED MDA OR
FIELD ELEV + 1000’
N/A
CIRCLE TO LAND
VISUAL
APPROACH MINIMUMS (1)
N/A
(1)
Set the approach minimums for the instrument approach used to back up the
visual approach. If no instrument approach is available, biased out of view.
Modify active route as required for
arrival and approach. Set NAV RAD
page.
Pressurization panel - Set.
- Cabin Altitude Control - Set
Verify LDG ALT is set for destination
airport. If landing at an airport using
QFE, set to "0".
NP.20.40
August 15, 2005
Pilot Flying
Pilot Monitoring
Approaching 18,000 ft., verify
LANDING light switches - ON.
Verify flap setting and VREF speed using FMS and PFD, and verbalize
(Example: FLAPS 30 / ___, XCKD).
Set altimeters as required, and verbalize.
The Pilot Flying calls “DESCENT CHECKLIST”.
The Pilot Monitoring accomplishes the DESCENT checklist.
August 15, 2005
NP.20.41
Approach Procedure
Pilot Flying
Pilot Monitoring
Flight and nav instruments, set and crosscheck.
• PFD/ND - Verify correct arrival and approach procedures selected.
Cycle NO SMOKING sign selector when descending through approximately
10,000 feet AFE.
Approaching transition level, set altimeters, and verbalize.
The Pilot Flying calls “APPROACH CHECKLIST”.
The Pilot Monitoring accomplishes the APPROACH checklist.
Landing Procedure
Pilot Flying
Call for “FLAPS __” according to flap
extension schedule.
Pilot Monitoring
Position flap lever as directed.
When on localizer intercept heading with
localizer and glideslope pointers displayed,
arm APP mode
At glideslope alive, call for:
Position landing gear lever DN
“GEAR DOWN”
Position flap lever to 20.
“FLAPS 20”
Position speedbrake lever to ARMED.
At glideslope capture, call for
“FLAPS __” as required for landing.
Position flap lever as commanded.
At approximately 1,500 feet radio altitude, verify Autoland status (if applicable).
Ensure missed approach altitude in MCP
by 1,000 feet AGL.
At final approach fix/OM, verify crossing altitude.
Monitor approach progress.
The Pilot Flying calls “LANDING CHECKLIST”.
The Pilot Monitoring accomplishes the LANDING checklist.
NP.20.42
August 15, 2005
Go–Around and Missed Approach Procedure
Pilot Flying
Push TO/GA switch.
Pilot Monitoring
Position flap lever to 20.
Call for “FLAPS 20.”
Verify rotation to go–around attitude and thrust increase.
Verify thrust adequate for go–around;
adjust if necessary.
After positive rate of climb is
announced by PM, call for “GEAR
UP.”
Verify a positive rate of climb on the
altimeter and call “POSITIVE RATE.”
Call for appropriate roll mode when
above 400 feet RA.
Select requested roll mode.
Position the landing gear lever up when
PF announces gear up.
At acceleration height, set speed to the
maneuvering speed for the desired flap
setting.
Call for “FLAPS __” according to flap Position flap lever as directed.
retraction schedule.
After flap retraction to the planned flap
setting, select FLCH or VNAV if
desired.
Ensure CLB thrust is set.
The Pilot Flying calls “AFTER TAKEOFF CHECKLIST”.
The Pilot Monitoring accomplishes the AFTER TAKEOFF checklist.
March 31, 2006
NP.20.43
Landing Roll Procedure
Pilot Flying
Pilot Monitoring
Monitor rollout progress and proper auto brakes operation.
Verify thrust levers closed and
SPEEDBRAKE lever UP.
Without delay, raise reverse thrust
levers to the interlocks, hold light
pressure until release, and then apply
reverse thrust as required.
By 60 knots, initiate movement of
reverse thrust levers to reach reverse
idle detent prior to taxi speed.
Verify SPEEDBRAKE lever UP and
call “SPEEDBRAKES UP.” If
SPEEDBRAKE lever not UP, call
“SPEEDBRAKES NOT UP.”
Call “60 KNOTS.”
Position levers full down (forward
thrust) when engines have decelerated
to reverse idle.
Prior to taxi speed, disarm the auto
brakes and continue manual braking as
required.
Disconnect autopilot prior to runway
turnoff.
WARNING: After reverse thrust is initiated, a full stop landing
must be made.
NP.20.44
March 31, 2006
Intentionally
Blank
January 17, 2005
NP.20.45
After Landing Procedure
Accomplished when clear of the active runway.
Engines may be shut down after a three-minute cool down period. Shut
down may be accomplished earlier if necessary for gate arrival.
Anti-ice .................................................................................. As required
ENGINE ANTI-ICE selectors - as required
Icing conditions (refer to SP.3)
WING ANTI-ICE selector - OFF
APU ....................................................................................... As required
Exterior lights ...................................................................................... Set
WHITE ANTI–COLLISION light switch - OFF
LANDING/TAXI light switches - as required
Note: When in congested areas, consider turning off lights that
may adversely affect the vision of ground personnel.
SPEEDBRAKE lever ...................................................................DOWN
Radar ...................................................................................................Off
Flaps .................................................................................................... UP
AUTOBRAKE selector .....................................................................OFF
Transponder ........................................................................... As required
Select STBY or an active transponder setting as required by local
airport operating systems.
NP.20.46
March 31, 2006
LEFT and RIGHT ISOLATION switches - OPEN
Any single source of bleed air is sufficient to run both packs.
FUEL CONTROL switches ................................................... As required
Engines may be shut down after a three-minute cool down period. Shut
The Captain calls “AFTER LANDING CHECKLIST”.
The First Officer accomplishes the AFTER LANDING checklist.
March 31, 2006
NP.20.47
Shutdown Procedure
Parking brake ........................................................................ As required
SEATBELTS sign selector ................................................................OFF
Electrical power ........................................................................ Establish
If APU power is required:
Check APU RUN light is illuminated.
If external power is desired:
PRIMARY EXTERNAL POWER AVAIL light – Illuminated
PRIMARY EXTERNAL POWER switch – Push
If SECONDARY EXTERNAL POWER AVAIL light is
illuminated:
SECONDARY EXTERNAL POWER switch – Push
If APU power is no longer required:
APU selector - OFF
ENGINE ANTI-ICE selectors....................................................... AUTO
Engines may be shut down after a three-minute cooldown period. Shut
NP.20.48
March 31, 2006
Hydraulic panel....................................................................................Set
Note: Depressurize right system last to prevent fluid transfer between
systems.
Left ELECTRIC DEMAND pump selector – OFF
C1 and C2 ELECTRIC PRIMARY pump switches – OFF
Center AIR DEMAND pump selectors – OFF
Right ELECTRIC DEMAND pump selector – OFF
FUEL PUMP switches ..................................................................... OFF
RED ANTI–COLLISION light switch ............................................. OFF
Transponder ................................................................................... STBY
The Captain calls “SHUTDOWN CHECKLIST.”
The First Officer accomplishes the SHUTDOWN checklist.
After the Shutdown checklist is complete:
Enter appropriate ACARS information. Most flight summary
information is automatic. Manual entries include:
• AUTOLAND (logbook entry required)
• T/O PWR settings (for Assumed Temperature entry, EMP NO field
required)
Do not send FLT SUMMARY report. The report will auto send after
five minutes.
Check Status Messages; record in logbook.
Check for messages affecting dispatch. Record messages in the
logbook.
November 20, 2006
NP.20.49
Check oxygen, hydraulic, and engine oil quantities.
Ensure sufficient oxygen, hydraulic, and engine oil quantities exist for
the next flight. If quantities are less than the values shown below, make
a logbook entry in the IRREG block and notify maintenance as soon as
possible.
Engine oil:
• 8 quarts.
Oxygen:
• 1,000 psi
Hydraulic fluid:
• No RFs displayed
Check logbook for appropriate entries.
Make required entries for maintenance discrepancies and/or
autoland documentation.
Pull red color-coded circuit breakers as required.
Pull appropriate color coded circuit breakers based on estimated
ground time. Refer to placard instructions on panel.
NP.20.50
November 20, 2006
Secure Procedure
Note: In line operations, the aircraft may remain powered.
Only accomplish the Secure Checklist when:
• requested by Maintenance or Operations,
• the aircraft is to remain for several hours, or
• the aircraft is to remain overnight.
When operating the last flight of any day into a limited or non-maintenance station,
accomplish the following:
• If a maintenance discrepancy is noted and entered in the logbook,
the MCC must be contacted through the Dispatcher as soon as
possible to facilitate corrective action and avoid delays. If a flight
crew placard is applicable, it should be installed prior to departing
the aircraft.
• Perform a postflight walkaround. Emphasis should be placed on tire
condition, fluid leaks, oil quantity, and possible airframe or control
surface damage.
If the aircraft will lay over in cold weather, ensure it is configured as described in
Supplementary Procedures, Section 16, Adverse Weather.
IRS mode selectors ........................................................................... OFF
Emergency LIGHTS switch ............................................................. OFF
WINDOW HEAT switches ............................................................... OFF
CARGO HEAT switches .................................................................. OFF
PACK control selectors ..................................................................... OFF
November 20, 2006
NP.20.51
APU/external power .............................................................. As required
Shut down the APU unless Maintenance is immediately available to
work on the aircraft.
If electrical power is not required:
Accomplish Electrical Power Down Procedure. Refer to SP.6.
If only ground service power is required:
Note: Ground service bus can only be powered with the
PRIMARY EXTERNAL POWER connected, and AVAIL
light illuminated.
PRIMARY EXTERNAL POWER and
SECONDARY EXTERNAL POWER switches - OFF.
STANDBY POWER - OFF
BATTERY switch - OFF
Place the GROUND SERVICE bus switch ON (located on the
forward flight attendant panel).
The Captain calls “SECURE CHECKLIST.”
The First Officer accomplishes the SECURE checklist.
NP.20.52
November 20, 2006
Normal Procedures
Chapter NP
Flight Patterns
Section 30
Flight Pattern Principles
Flight patterns in this section are not designed to be comprehensive in nature.
They have been developed as a tool for the experienced crew member. A quick
review may be obtained by referencing a flight pattern and its associated text. For
a complete analysis of a particular maneuver, the Flight Crew Training Manual
should be referenced in addition to the material found in this section.
Flight patterns in this section do not include all standard callouts.
Flight patterns in this section do not include every pilot action recommended to
fly a particular flight pattern.
Takeoff Considerations
LNAV Used For Departure
If LNAV is to be used for departure, accomplish the following procedures:
Verify the aircraft symbol is in close proximity to the departure end of the runway
symbol on the ND in the 5 nm scale.
• If GPS NAV is on, the autothrottle update function is inhibited.
• If GPS NAV is off, the FMC updates position to the runway threshold
with autothrottle system engagement.
CAUTION: The nav database runway position is the LAT/LON of the
runway threshold marker. If departing from a runway with
a displaced threshold, enter a negative value (the displaced
runway threshold distance) in the POS SHIFT line on the
TAKEOFF REF page.
• When an intersection takeoff is made with GPS NAV off, the intersection
displacement distance from the runway threshold must be entered on the
TAKEOFF REF page.
Note: Do not use LNAV for departure if FMS position is incorrect.
January 17, 2005
NP.30.1
Normal Procedures Flight Patterns
Stabilized Approach Requirements
Maintaining a stable speed, descent rate, and vertical/lateral flight path in landing
configuration is commonly referred to as the stabilized approach concept.
Any significant deviation from planned flight path, airspeed, or descent rate must
be verbalized. The decision to execute a go-around is no indication of poor
performance.
WARNING: Do not attempt to land from an unstable approach.
IMC
At 1,000 feet AGL, and on final, the aircraft must be:
• Configured for landing.
• Maintaining stabilized descent rate not to exceed 1,000 FPM.
Note: If a published approach procedure requires a sink rate greater than
1,000 FPM, a special briefing should be conducted.
• On target airspeed within tolerance, or speed being reduced toward target
airspeed if higher was necessary.
• Established on course.
By 500 feet AGL, the aircraft must be:
• On target airspeed within tolerance.
WARNING: These conditions must be maintained throughout the rest of the
approach for it to be considered a stabilized approach. If the
above criteria cannot be established and maintained, initiate a
go around.
At 100 feet HAT for all approaches, the aircraft must be positioned so the cockpit
is within, and tracking so as to remain within, the lateral confines of the runway
extended.
VMC
At 1,000 feet AGL and on final, the aircraft must be:
• Configured for landing.
• Maintaining stabilized descent rate, not to exceed 1,000 fpm.
Note: If a published approach procedure requires a sink rate greater than
1,000 FPM, a special briefing should be conducted.
By 500 feet AGL, the aircraft must be:
• On target airspeed within tolerance.
• Lined up with runway except:
• Where the instrument approach or local procedures (such as River
Visual at DCA) dictate otherwise.
NP.30.2
September 9, 2002
• Maneuvering (including runway changes). Maneuvering below 500
feet is not recommended unless the Captain has determined the
operation to be safe after considering:
• Descent rate change to acquire glide path not excessive.
• Runway lateral displacement.
• Runway threshold stagger.
• Tailwind/crosswind components.
• Runway length available.
WARNING: These conditions must be maintained throughout the rest of the
approach for it to be considered a stabilized approach. If the
above criteria cannot be established and maintained, initiate a
go-around.
At 100 feet HAT for all approaches, the aircraft must be positioned so the cockpit
is within, and tracking so as to remain within, the lateral confines of the runway
extended.
Crossing the Runway Threshold
As the aircraft crosses the runway threshold it must be:
• Stabilized within tolerance on target airspeed until arresting descent rate at
flare.
• On a stabilized flight path using normal maneuvering.
• Positioned to make a normal landing in the touchdown zone, i.e., first
3,000 feet or first third of the runway, whichever is less.
WARNING: Initiate a go-around if the above criteria cannot be maintained.
September 9, 2002
NP.30.3
ILS Precision Runway Monitor (PRM) Approach Breakout Procedures
Note: All "Breakouts" must be hand flown.
If ATC calls "Traffic Alert" during the PRM approach:
A/P .......................................................................................... Disengage
F/D (both) ..........................................................................................OFF
Maneuver................................................................... as directed by ATC
If descending, vertical speed should not exceed 1,000 fpm.
Note: If ATC "breakout" instructions coincide with a TCAS RA, follow the
vertical guidance of the RA and the lateral guidance directed by ATC.
When "breakout" complete:
Reset automation to the appropriate level.
ILS Approach Procedures
The following information is related to ILS Approach Flight pattern.
On intercept heading and cleared for approach.
Ensure the appropriate approach reference frequency/identifier and
course are displayed on the PFD.
Set the missed approach altitude:
• After capturing G/S intercept altitude, or after G/S capture.
NP.30.4
April 11, 2003
Intentionally
Blank
March 31, 2006
NP.30.5
Low Visibility Approach Considerations (CAT II/CAT III)
Approach Preparation
Category II and Category III operations are not authorized with the following:
• SGL SOURCE DISPLAYS
• SINGLE AIR DATA
• SGL SOURCE RAD ALT
• SINGLE SOURCE IRS
• SINGLE SOURCE ILS
• L AC BUS OFF
Captain must conduct approach. For inoperative equipment, refer to ILS Airborne
Equipment Requirement Chart, NP.10.
Consider the following:
• Select standby ADI to display center ILS (select APP).
• Autobrakes - level 3 or higher recommended, and must be used during
CAT III approach if operable.
• First Officer should have the airport diagram or SMGCS page available
for taxi assistance.
• Use landing/strobe lights and windshield wipers appropriately.
• Review go-around procedures.
• Review standard callouts (AFDS, DA or AH, Roll-out steering guidance).
Maximum reported runway winds:
• 15 knot crosswind.
• 10 knot tailwind.
• 25 knot headwind to autoland.
NP.30.6
March 31, 2006
CAT II Approach Considerations
Radio - published RA
Final approach segment
• Approach can continue to DA if RVRs go below minimums while on final
approach segment.
At DA
• Visual cues are required by the DA to continue the approach.
• The Captain calls "Approach lights in sight" or "Runway in sight" or
"Missed approach", as appropriate, no later than DA.
• No later than 100 feet above TDZE, Captain shall state either "Runway in
sight" or "Missed approach", as appropriate and the First Officer must
acknowledge.
Landing
• The autopilot may be disconnected with runway in sight.
• If the AFDS status indicates NO AUTOLAND, the autopilot must be
disengaged below 100 feet radio altitude.
CAT III Approach Considerations
Visual contact with the runway is not required to continue below alert height.
Set altimeter bug to:
• Radio: 50 feet
At alert height
• F/O states "Minimums"
• Captain states either "LAND 3" or "Missed Approach".
Prior to and during the Final Approach Segment execute a missed approach if:
• AFDS status indicates NO AUTOLAND, or LAND 2.
• EICAS indicates NO LAND 3 or NO AUTOLAND.
• The autopilot is unintentionally disengaged.
• Any controlling RVR goes below minimums.
• Any required airborne or ground systems fail.
• Any localizer or glideslope flag appears.
• Automatic landing cannot be accomplished in the touchdown zone.
Note: For all EICAS messages, aural warnings and warning/system failure flags
that occur prior to alert height, the approach may be continued as long as
the AFDS status annunciates LAND 3 and LOC and G/S are within
tolerance. The AFDS monitors the required elements of the CAT III
airborne system.
March 31, 2006
NP.30.7
Non - ILS Instrument Approach Considerations
Approach Preparations - General
Determine raw data monitoring requirements and cockpit display.
Determine final approach pitch mode. (At the crew’s discretion, vertical speed may
be used on any non-ILS approach).
NP.30.8
March 31, 2006
Non-ILS Approach Table
APPROACH
CONDITION
RECOMMENDED
PITCH MODE
MINIMA
ILS - Glideslope
Out of Service
No Step Down
Constraint Between
FAF and Runway
VNAV
DA
With Step Down
Constraint or No
FAF Depicted
Vertical Speed
DDA
With Step Down
Constraint Assured
in VNAV Path
VNAV
DA
With "VNAV" Ball
Note on Approach
Plate
VNAV
DA
Without "VNAV"
Ball Note on
Approach Plate
VNAV
DDA
With "VNAV" Ball
Note on Approach
Plate
VNAV
DA
W/out VNAV Ball
Note & with valid
End of Descent
Point
VNAV
DDA
W/out VNAV Ball
Note & w/out valid
End of Descent
Point
Vertical Speed
DDA
NDB /
LDA /
SDF
All
Vertical Speed
DDA
ASR
All
Vertical Speed
(Required)
DDA
ALL CIRCLING
APPROACHES
All
Vertical Speed
(Required)
MDA
APPROACHES
NOT LISTED
ABOVE
All
Vertical Speed
DDA
LOC / LOC - BC
VOR
March 31, 2006
NP.30.9
Determine Approach Minimums
When VNAV is used as the pitch mode during the final approach segment, the
published approach MDA may be used as a DA for the following approaches:
• Approaches with the ball note "Only authorized operators may use VNAV
DA(H) in lieu of MDA(H)"
• ILS-GS out of service
Circling approaches must use an MDA as specified in the Delta Airway Manual
(Ops Specs).
If use of an MDA or DA is not applicable, an approach using VNAV or V/S is
flown to the corresponding DDA calculated for the instrument procedure. A DDA
is calculated by adding 50' to the approach MDA.
Vertical Speed Approach Considerations
Determine the appropriate rate of descent from the FAF altitude to runway.
• When cleared for the approach:
L - Lateral (roll) mode (LNAV, LOC, LOC-BC or HDG SEL) selected.
• Approaching the FAF, begin configuring the aircraft for landing and
slowing to approach airspeed.
• After the aircraft is configured for landing, established on the approach
and the aircraft is in ALT HOLD at the FAF altitude, perform the
following steps:
A - ALT window on MCP set to TDZE rounded up to the nearest 100'
(MDA on circling approaches).
V - V/S selected as the active pitch mode (Confirm VERT SPD window
displays zeros).
• At the FAF:
S - Speed of descent set in VERT SPD window.
• Ensure the missed approach altitude is set on the MCP by the "1000"
standard callout (after capturing the MDA on circling approaches).
Note: When executing a published missed approach procedure, the vertical
portion may be initiated at, or prior to the DDA; however, the lateral portion
cannot begin until reaching the MAP.
NP.30.10
March 31, 2006
VNAV Approach Considerations
Select the approach from the FMS database.
Adjust the LEGS page airspeeds and altitudes, if necessary.
If VNAV path deviation scale is not displayed, enter an artificially high cruise
altitude on the CRZ page or select DES NOW on the DESCENT page.
• When cleared for the approach:
L - Lateral (roll) mode (LNAV, LOC, LOC-BC or HDG SEL) selected.
• Approaching the FAF, begin configuring the aircraft for landing and
slowing to approach airspeed.
Note: The aircraft may balloon above current altitude if configuring in VNAV
and in level flight.
• After the aircraft is configured for landing, established on the approach
and the FAF altitude is assured, confirm the following:
A - ALT window on MCP set to TDZE rounded up to the nearest 100'
V - VNAV PTH is selected as the active pitch mode.
S - Speed intervention set to desired airspeed.
Note: Be aware of the following VNAV considerations:
• VNAV PATH must be enunciated on the FMA by the FAF.
• If the vertical deviation pointer reaches ½ scale (200’ deviation), consider
executing a missed approach.
• The auto throttles (on non-Pegasus equipped aircraft) must be
disconnected prior to reaching the approach EOD point.
• The flight director pitch bar does not provide VNAV descent information
after passing the approach EOD point.
Ensure the missed approach altitude is set on the MCP by the “1000” standard
callout.
Missed Approach
A missed approach shall be initiated if any of the following conditions exist:
• Pitch mode other than VNAV PTH is displayed on the ADI after the FAF
is crossed.
• The vertical deviation pointer reaches full scale (400’ deviation).
Note: When executing a published missed approach procedure, the vertical
portion may be indicated at, or prior to minimums; however, the lateral
portion cannot begin until reaching the MAP.
March 31, 2006
NP.30.11
Visual Approach And Landing Considerations
FMS/ND Utilization
• Using the FMS during visual approaches is optional.
• Program the landing runway as the active waypoint.
• With ND in 10 mile scale, turn to base leg when runway symbol
disappears (approximately 4-5 nm from approach end of runway).
• Use distance remaining from runway (if active waypoint) and
runway elevation to determine 3-to-1 descent profile.
• Green arc may be used to monitor descent if MCP set to runway
TDZE
• Vertical speed may be utilized for normal descent rate.
Note: Autothrottle must be disconnected prior to the flare maneuver when not
accomplishing an Autoland.
NP.30.12
March 31, 2006
November 20, 2006
V1
VR
• Rotate
Takeoff roll
• Set takeoff thrust by 80 knots
• Monitor airspeed
• Maintain light forward pressure
For an immediate turn after takeoff,
maintain initial climb speed with
takeoff flaps while maneuvering.
Follow AFDS bank limits.
Thrust set
• Manually advance thrust to stabilize
• Engage autothrottle
Note:
Positive rate of climb
• Retract gear
Above 400 feet RA
• Select roll mode
Initial climb speed
• V2+15 to V2+25 knots
The autopilot may be engaged after a
roll mode and VNAV are selected.
Acceleration height
(normally 1,000 feet AFE)
• Select VNAV
• Select/verify CLB thrust
• Accelerate to flaps up maneuvering
speed
• Retract flaps on schedule
2,500 feet AFE
• Accelerate to 250 knots or
approved climb speed
Flaps up
• Do the After Takeoff
checklist
Flight Profiles
Normal Takeoff (Distant/ICAO I) Profile
The following profile satisfies typical vertical noise abatement requirements.
NP.30.13
NP.30.14
For an immediate turn after takeoff,
maintain initial climb speed with
takeoff flaps while maneuvering.
Follow AFDS bank limits.
VR
• Rotate
Thrust set
• Manually advance thrust to stabilize
• Engage autothrottle
V1
Takeoff roll
• Set takeoff thrust by 80 knots
• Monitor airspeed
• Maintain light forward pressure
Note:
Positive rate of climb
• Retract gear
Above 400 feet RA
Acceleration height,
3,000 feet AFE
• Retract flaps on
schedule
• Do the After Takeoff
checklist
The autopilot may be engaged after a
roll mode and VNAV are selected.
1,500 feet AFE
• Select VNAV
• Select/verify CLB thrust
• Reduce pitch attitude
to maintain V2 + 20
Initial climb speed
• V2+15 knots
Engine failure, windshear, or any
Non-normal affecting safety of flight
cancels the Noise Abatement
procedure.
Special Takeoff (Close-In/ICAO II) Profile
The following profile satisfies typical vertical noise abatement requirements for
noise sensitive areas in close proximity to the departure end of an airport runway.
November 20, 2006
March 31, 2006
Intercept Heading
• ILS tuned and identified
• LOC and G/S pointers displayed
• Arm APP mode
Localizer capture
• Final Approach course
heading
• Flaps 1
Glideslope alive
• Gear down
• Flaps 20
• Arm speedbrake
Enroute to fix
• LNAV or appropriate roll
mode
• VNAV or appropriate
pitch mode
On RADAR vectors
• HDG SEL
• Appropriate pitch mode
Glideslope intercept
• Landing flaps
• Ensure missed approach altitude in
MCP by 1,000 feet AGL
• Do the Landing checklist
Fix
(LOM, MKR, DME)
• Verify crossing altitude
• Flaps 5
Approaching intercept heading
• Flaps 5
ILS Approach Profile
NP.30.15
NP.30.16
FAF altitude assured
• Confirm TDZE rounded up,
set
• Confirm VNAV and Speed
Intervention selected
• Flaps 1
Enroute to fix
• LNAV or appropriate
roll mode
pitch mode
Descend to DA/DDA
• Monitor VNAV path
• Ensure missed approach altitude in
MCP by 1,000 feet AGL
On RADAR vectors
• HDG SEL
• Appropriate pitch
mode
At DA/DDA
• Intercept landing profile
• Disconnect autopilot by
DA -50 feet / DDA - 100 feet
• Disconnect autothrottle prior to the flare
FAF
• Flaps 5
Prior to FAF
• Gear down
• Flaps 20
• Arm speedbrake
• Landing flaps
Intercept heading
• Arm appropriate
roll mode
• Flaps 5
Instrument Approach Using VNAV Profile
March 31, 2006
March 31, 2006
Prior to FAF
• Gear down
• Flaps 20
• Arm speedbrake
• Landing flaps
• Set TDZE rounded up
(MDA for circling)
• Do the Landing
checklist
Intercept Heading
• Arm appropriate
roll mode
• Flaps 1
Enroute to fix
• LNAV or appropriate
roll mode
pitch mode
Approaching DDA/MDA
• Ensure missed approach altitude in MCP
by 1,000 feet AGL (at ALT CAP for MDA)
Descend to DDA (MDA for circling)
• Set planned V/S
On RADAR vectors
• HDG SEL
• Appropriate pitch
mode
Leaving DDA/MDA
• Intercept landing profile
• Disengage autopilot by
DDA -100 feet / MDA -50 feet.
• Disconnect autothrottle prior tothe flare
FAF
• Flaps 5
• Flaps 5
Instrument Approach Using V/S Profile
NP.30.17
NP.30.18
Configuration at MDA
• Gear down
• Flaps 20 (landing flaps optional)
• Arm Speedbrake
Intercepting Landing Profile
• Disengage autopilot by
MDA - 50 feet
Turning Base
• Landing flaps
(if not previously selected)
Minimum Descent Altitude
• Select ALT HLD
(if required)
• Set missed approach altitude
• Select HDG SEL
If a missed approach is needed at
any time while circling, make an
initial climbing turn in the shortest
direction toward the landing runway
and intercept the missed approach
course.
Circling Approach Profile
March 31, 2006
March 31, 2006
Base
• Landing flaps
• Do the Landing
checklist
700 – 500 Feet
• Stabilized on
profile
Prior to turning base
• Gear down
• Flaps 20
• Arm speedbrake
• Start descent as needed
2 NM
1,500 Feet
Entering downwind
• Flaps 5
Visual Traffic Pattern Profile
NP.30.19
NP.30.20
For a manual go-around:
• Rotate manually
• Select or verify go-around thrust
• Engage autopilot as needed
Initiation
• Push GA or TO/GA, flaps 20
• Verify go-around attitude
• Verify or adjust thrust as needeed
• Positive rate of climb - gear up
Above 400 feet RA
• Verify missed
approach altitude set
• Verify route tracking
After planned flaps set and at or
above flap maneuvering speed
• Select FLCH or VNAV if desired
• Select/verify CLB thrust if desired
• Verify altitude capture
Acceleration height (normally 1,000 feet AFE)
• Set speed for planned flap setting
• Retract flaps on schedule
• Do the After Takeoff checklist
Go-Around and Missed Approach Profile
March 31, 2006
Supplementary Procedures
Table of Contents
Chapter SP
Section 0
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.05.1
Airplane General, Emergency Equipment, Doors,
Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1
Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Deck Access System . . . . . . . . . . . . . . . . . . . . . . . . . . .
Entry Door Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Entry Door Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SP.1.1
SP.1.1
SP.1.2
SP.1.2
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3
Flight Deck Window Closing . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3
Flight Deck Window Opening . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3
Indicator Lights Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3
Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.4
Emergency Oxygen Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3
Oxygen Mask Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.4
Flights Without Flight Attendants. . . . . . . . . . . . . . . . . . . . . . . . . SP.1.5
Air Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1
Air Conditioning Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1
Ground Air Conditioning Use . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1
Packs Off Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1
Anti-Ice, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1
Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1
Anti–Ice Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1
Engine Anti–Ice Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1
Wing Anti–Ice Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2
Windshield Wiper Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2
December 26, 2006
SP.TOC.0.1
Table of Contents
Automatic Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1
AFDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFDS Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heading Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heading Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Level Change, Climb or Descent. . . . . . . . . . . . . . . . .
Vertical Speed, Climb or Descent . . . . . . . . . . . . . . . . . . . . .
Altitude Intervention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Intervention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intermediate Level Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SP.4.1
SP.4.1
SP.4.1
SP.4.1
SP.4.2
SP.4.2
SP.4.2
SP.4.2
SP.4.3
SP.4.3
Autothrottle Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.5
Localizer Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.6
Localizer Back Course Approach . . . . . . . . . . . . . . . . . . . . . . . . SP.4.8
VOR Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.10
NDB Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.12
Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
Cockpit Voice Recorder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
HF System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.2
Aircraft Communications Addressing
and Reporting System (ACARS). . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3
Pre-Departure Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3
Digital-Automatic Information Service (D-ATIS) . . . . . . . . . SP.5.3
Oceanic Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3
Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3
Takeoff Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3
Company Communication Sequence . . . . . . . . . . . . . . . . . . . SP.5.3
Menu Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.5
Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.7
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.9
En Route. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.17
Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.22
SP.TOC.0.2
November 20, 2006
Supplementary Procedures Table of Contents
Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.26
FRM/CLD Code Downlinks . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.30
Gander Oceanic Clearance via Datalink . . . . . . . . . . . . . . . . . . . SP.5.31
System Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.33
Shanwick Oceanic Clearance via Datalink . . . . . . . . . . . . . . . . . SP.5.34
System Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.36
Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1
Electrical Power Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1
Electrical Power Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.2
Operation With Less Than 90 KVA External Power
Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Before Start Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
After Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SP.6.2
SP.6.2
SP.6.2
SP.6.3
Transfer From External Power To APU Power. . . . . . . . . . . . . . . SP.6.3
Standby Power Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.4
Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.1
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Battery Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Crossbleed Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Ground Pneumatic Start . . . . . . . . . . . . . . . . . . . . . . .
Reduced Thrust Selection Prior To Takeoff. . . . . . . . . . . . . . .
Reduced Takeoff Thrust Change or Cancellation . . . . . . . . . .
Reduced Climb Thrust Selection Prior To Takeoff . . . . . . . . .
Reduced Climb Thrust Change or Cancellation . . . . . . . . . . .
Reduced Climb Thrust Selection In-flight. . . . . . . . . . . . . . . .
Manual Engine Performance Report . . . . . . . . . . . . . . . . . . . .
SP.7.1
SP.7.1
SP.7.2
SP.7.2
SP.7.3
SP.7.3
SP.7.4
SP.7.4
SP.7.4
SP.7.5
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1
Fire and Overheat Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1
ENG/APU/Cargo Fire Test . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1
Wheel Well Fire Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1
November 20, 2006
SP.TOC.10.3
Table of Contents
Flight Instruments, Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.1
Flight Recorder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.2
Heading Reference Switch Operation . . . . . . . . . . . . . . . . . . . . SP.10.2
Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1
Transponder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1
Weather Radar Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1
Radar Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Radar Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SP.11.3
SP.11.2
SP.11.3
SP.11.3
SP.11.4
SP.11.5
SP.11.5
SP.11.6
IRS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Full Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quick Alignment (QA) / Fast Realignment . . . . . . . . . . .
High Latitude Alignment . . . . . . . . . . . . . . . . . . . . . . . . . .
Align Lights Flashing. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Position Entry Using IRS Mode Selector Panel. . . . . . . . .
SP.11.10
SP.11.10
SP.11.10
SP.11.11
SP.11.12
SP.11.12
Lateral Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alternate Route Entry/Activation. . . . . . . . . . . . . . . . . . . .
Direct To A Waypoint Using Overwrite. . . . . . . . . . . . . . .
Estimate For Alternate . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Holding Pattern Entry. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Holding Pattern Exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intercept A Leg Or Course To A Waypoint Using
Overwrite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lateral Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leg Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Route Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SID Change Or Runway Change . . . . . . . . . . . . . . . . . . . .
STAR, Profile Descent Or Approach Change . . . . . . . . . .
SP.11.13
SP.11.13
SP.11.13
SP.11.13
SP.11.14
SP.11.14
SP.11.15
SP.11.15
SP.11.16
SP.11.16
SP.11.17
SP.11.18
SP.TOC.0.4
March 31, 2006
Vertical Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb, Cruise Or Descent Speed Schedule Change . . . . . .
Climb Or Descent Direct To MCP Altitude . . . . . . . . . . . .
Cruise Altitude Change . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed/Altitude Constraint At Waypoint . . . . . . . . . . . . . . .
Speed/Altitude Transition And Restriction . . . . . . . . . . . . .
Temporary Altitude Restriction . . . . . . . . . . . . . . . . . . . . . .
Temporary Speed Restriction . . . . . . . . . . . . . . . . . . . . . . .
SP.11.19
SP.11.19
SP.11.19
SP.11.19
SP.11.20
SP.11.20
SP.11.20
SP.11.21
Performance Data Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Descent Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Step Climb Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Waypoint Winds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SP.11.21
SP.11.21
SP.11.21
SP.11.21
Additional CDU Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Link Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fix Page Entries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ND Plan Mode Control . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navaid Inhibit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Update Active Navigation Database . . . . . . . . . . . . . . . . . .
SP.11.22
SP.11.22
SP.11.22
SP.11.22
SP.11.23
SP.11.24
FMC Class II Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.25
Nav Accuracy Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.25
RNAV Departure Procedures . . . . . . . . . . . . . . . . . . . . . . . . . .
During Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
During/After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SP.11.26
SP.11.26
SP.11.26
SP.11.27
FMS Preflight for Origins/Destinations
Not Contained in FMS Database . . . . . . . . . . . . . . . . . . . . . . . SP.11.28
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1
Fuel Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1
Fuel Crossfeed Valve Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1
Fuel Quantity Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1
March 31, 2006
SP.TOC.10.5
Table of Contents
Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1
EICAS Status Message Erase Procedure. . . . . . . . . . . . . . . . . . SP.15.1
Event Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1
Ground Proximity Warning Test . . . . . . . . . . . . . . . . . . . . . . . . SP.15.2
Traffic Alert and Collision Avoidance System (TCAS) Test . . SP.15.2
Takeoff Configuration Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.3
Adverse Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1
Adverse Weather Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1
Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rejected Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Securing for Cold Weather . . . . . . . . . . . . . . . . . . . . . . . . . .
SP.16.1
SP.16.2
SP.16.2
SP.16.3
Ground De/Anti–Icing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Definitions And Concepts . . . . . . . . . . . . . . . . . . . . . . . . . .
Delta De/Anti-icing Program . . . . . . . . . . . . . . . . . . . . . . . .
De/Anti-icing Fluids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Forced Air Deicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
De/Anti-icing Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Communication Procedures . . . . . . . . . . . . . . . . . . . . . . . .
Holdover Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Configuring the Aircraft for De/Anti-icing . . . . . . . . . . . .
SP.16.4
SP.16.4
SP.16.8
SP.16.11
SP.16.14
SP.16.15
SP.16.20
SP.16.20
SP.16.25
Ground De-Icing/Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.27
Takeoff Decision Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.28
Holdover Time Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.28
Hot Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.33
Operation in Heavy Rain or Hail. . . . . . . . . . . . . . . . . . . . . . . SP.16.34
Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.35
Severe Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.35
Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.36
Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.36
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.36
SP.TOC.0.6
December 19, 2007
Guidelines for Contaminated Runways . . . . . . . . . . . . . . . . . . SP.16.39
Procedure Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.39
December 19, 2007
SP.TOC.10.7
Table of Contents
Intentionally
Blank
SP.TOC.0.8
August 15, 2005
Introduction
Chapter SP
Section 05
General
This chapter contains procedures that may be required during routine operations,
due to unusual situations, or as a result of a procedure referenced in a Non–Normal
Checklist. Additionally, some procedures that are normally performed by
maintenance personnel are included.
At the discretion of the Captain, procedures may be performed by recall, by
reviewing the procedure prior to accomplishment, or by reference to the procedure
during its accomplishment.
Supplementary procedures are provided by section. Section titles correspond to
the respective system titles, except for the adverse weather section.
March 31, 2006
SP.05.1
Supplementary
Procedures Introduction
Intentionally
Blank
SP.05.2
August 1, 2000
Chapter SP
Airplane General, Emergency Equipment,
Doors, Windows
Section 1
Doors
Flight Deck Access System
Preflight
The following procedures must be accomplished once each flight day:
• Push and hold the Master Indicator Lights test switch on the
overhead panel:
- Verify the AUTO UNLK and LOCK FAIL lights illuminate, then release
the test switch.
• With the flight deck door open, press ENT, then enter the access
code on the keypad, then press ENT:
- Verify the aural alert sounds, the door control panel AUTO UNLK light
illuminates and the amber light on the keypad illuminates.
• Position the flight deck door control selector to UNLKD:
- Verify the AUTO UNLK light on the control panel extinguishes, the
amber light extinguishes, and the green light on the keypad illuminates.
The door lock solenoid will disengage until the door lock selector is released.
Electrical Locking System Failure
Should any component of the electronic locking system fail prior to or during
flight, utilize the Mechanical Latch Pin to lock the flight deck door.
• Remove the Mechanical Latch Pin from the stowage hole.
• Insert the Mechanical Latch Pin completely into the door catch
locking hole.
If there is an electrical locking system failure, a second crew member is required
to secure the flight deck door when a crewmember leaves the flight deck. Refer to
FOM General Policy, Security, for flight deck entry/exit procedures.
November 20, 2006
SP.1.1
Supplementary Procedures Airplane General, Emergency
Equipment, Doors, Windows 767-400 Operations Manual
Entry Door Closing
Door .............................................................................................. Lower
Raise door slightly, push and hold uplatch release button, then lower door
approximately 2 inches (5 centimeters). Then, release button and continue
to lower door until closed.
Doors with electrical operating systems may be lowered electrically using
the control switch.
Door handle .................................................................................... Down
Rotate to the down (flush) position.
Arming lever (interior only) ......................................... SLIDE ARMED
While pushing arming lever release, position arming lever to SLIDE
ARMED. Observe slide armed light illuminated, armed indicator in view
and Direct Visual Indication of girt bar lockdown is completely yellow
Entry Door Opening
Arming Lever (interior only)........................................ SLIDE DISARM
Position arming lever to SLIDE DISARMED. Observe slide armed light
extinguished, armed indicator out of view, arming lever release button
extended and girt bar lockdown indications show blank
Note: Slide disarms automatically when the door is opened from
outside
Door handle ........................................................................................ Up
Rotate aft to the up position.
Door ................................................................................................ Raise
Raise the door until the uplatch is engaged.
Doors with electrical operating systems may be raised electrically using
the control switch.
SP.1.2
March 31, 2006
Equipment, Doors, Windows
Windows
Flight Deck Window Closing
Window crank ............................................................................... Rotate
Crank the window to the full closed position (the WINDOW NOT
CLOSED placard is not visible and, the link arm assembly is
approximately perpendicular to the lower track).
Window lock lever ........................................................................ Rotate
Rotate the window lock lever forward to the locked position.
Pull on lock lever without depressing release button to ensure lock lever is
secure.
Ensure the indicator at the top of window reads CLOSED.
Flight Deck Window Opening
Window lock lever ......................................................................... Rotate
Rotate the window lock lever aft to the open position.
Window crank ................................................................................ Rotate
Crank the window to the full open position (the WINDOW NOT CLOSED
placard is visible).
Lights
Indicator Lights Test
INDICATOR LIGHTS TEST switch ............................... Push and hold
Verify all indicator lights in the flight deck, except lights in the fuel control
and APU/engine fire switches illuminated.
INDICATOR LIGHTS TEST switch ......................................... Release
December 26, 2006
SP.1.3
Emergency Equipment
Emergency Oxygen Use
Emergency oxygen should be used when necessary to provide positive pressure in
the masks and goggles to prevent or evacuate contaminants. When positive
pressure is not required, but contamination of flight deck air exists, 100% oxygen
must be used. If prolonged use is required and the situation permits, oxygen
availability should be extended by selecting normal flow. When oxygen use is no
longer required, the oxygen compartment door with the Test/Reset switch must be
closed and the Test/Reset switch pushed to restore normal boom microphone
operation.
Oxygen Mask Test
Mask – Stowed
Verify doors closed.
STATUS display - Verify
Note oxygen pressure (1,000 psi minimum).
Regulator Selector – Rotate to EMERGENCY
TEST/RESET switch - Push and hold.
Verify the yellow cross appears continuously in the flow indicator.
One crewmember must continue to hold the TEST/RESET switch for
10 seconds.
Verify that the crew oxygen pressure does not decrease more than
100 psi.
If the oxygen cylinder valve is not in the full open position, pressure
can:
• decrease rapidly, or
• decrease more than 100 psi, or
• increase slowly back to normal
TEST/RESET switch – Release
Regulator Selector – Rotate to 100%
SP.1.4
December 26, 2006
Equipment, Doors, Windows
TEST/RESET switch – Push and hold
Verify the yellow cross appears momentarily in the flow indicator.
Note: If the oxygen flow indicator (yellow) remains visible, a
system leak has been detected.
TEST/RESET switch – Release
Verify the yellow cross no longer appears in the flow indicator.
Speaker Volume Control knob - Push
Flight Interphone Volume Control knob - Push
MICROPHONE/INTERPHONE switch - INT and hold
While holding TEST/RESET switch, tap the top of the O2 mask to
ensure mic feedback.
MICROPHONE/INTERPHONE switch - Release
Flights Without Flight Attendants
For a flight without a flight attendant staff (ferry flight, test flight, delivery flight,
training flight, etc.), the pilots must secure the cabin.
Doors - Secured and at least 1L and 1R armed.
Beverage carts - Stowed and locked in position.
Galley (coffee pots, doors and drawers, etc.) - Secured.
Overhead bins - Closed.
Closets - Closed and locked.
Lavatories - Inspect for general security; doors closed.
After block-in, pilots must disarm all doors and pass a thumbs up to the gate agent
when the main entry door is ready to be opened.
December 26, 2006
SP.1.5
Intentionally
Blank
SP.1.6
November 20, 2006
Chapter SP
Air Systems
Section 2
Air Conditioning Packs
Ground Air Conditioning Use
Before connecting ground air conditioning:
Pack Control selectors ................................................................. OFF
Prevents pack operation if bleed air is supplied to airplane.
RECIRCULATION FANS switches ........................................... OFF
Allows ground air conditioning to operate at maximum efficiency.
After disconnecting ground air conditioning:
Pack Control selectors ..............................................................AUTO
RECIRCULATION FANS switches ............................................. ON
Packs Off Takeoff
Before takeoff:
Pack Control selectors ................................................................ OFF
Both Packs should be positioned to OFF just prior to commencing the
takeoff roll.
After takeoff:
Note: If engine failure occurs, pack control selectors should
remain OFF until reaching 1,500 feet AFE or until obstacle
clearance height has been attained, whichever is higher.
Pack Control selector (one only) ..............................................AUTO
After engine thrust is reduced from takeoff, position one pack control
selector to AUTO.
Pack Control selector (remaining pack) ...................................AUTO
When cabin pressurization stabilizes, position remaining pack control
selector to AUTO.
November 20, 2006
SP.2.1
Supplementary Procedures Air Systems
Intentionally
Blank
SP.2.2
December 15, 2003
Anti-Ice, Rain
Chapter SP
Section 3
Ice Protection
Ice protection is provided by the airplane anti–ice systems.
Anti–Ice Use
Icing conditions exist when OAT is 10°C (50°F) or below during ground
operations, takeoff, initial climb or go–around or; TAT is 10°C or below in–flight
and:
• visible moisture (fog with visibility less than one mile, clouds, rain,
snow, sleet, ice crystals, and so on) is present, or
• standing water, ice, or snow is present on the ramps, taxiways, or
runways.
Engine Anti–Ice Use
Engine anti–ice must be used during all ground and flight operations when icing
conditions exist or are anticipated, except when temperature is below -40°C SAT.
If icing conditions are present, engine anti–ice must be selected ON immediately
after engine start.
During ground operation when engine anti-ice is required and OAT is +3°C
(37°F) or less, periodically increase thrust to as high a thrust setting as practical
(60% N1 desired). This run–up need not be made more frequently than 30 minute
intervals, for approximately 30 seconds duration.
Takeoff must be preceded by a static run–up to as high a thrust setting as practical
(60% N1 desired), observing all primary engine indications to ensure normal
operation prior to brake release.
Inflight, in moderate to severe icing conditions for prolonged periods with N1
settings at or below 70%, or if fan icing is suspected due to high engine vibration,
increase thrust on one engine at a time to a minimum of 70% N1 for 10–30
seconds every 10 minutes.
CAUTION: Do not operate engine anti–ice when the total air
temperature (TAT) is above 10°C.
December 19, 2007
SP.3.1
Supplementary Procedures Anti-Ice, Rain
When engine anti–ice is required on the ground:
Engine Anti–ice selectors ............................................................. ON
When engine anti–ice is no longer required on the ground:
Engine Anti–ice selectors ........................................................ AUTO
When engine anti–ice is required inflight:
Engine Anti–ice selectors ........................................................ AUTO
Wing Anti–Ice Use
The wing anti–ice system may be used as a de–icer or anti–icer in flight only. The
primary method is to use the automatic ice detection system which acts as a
de–icer by allowing the ice to accumulate before turning wing anti–ice on. This
procedure provides the cleanest airfoil surface, the least possible run–back ice
formation, and the least fuel penalty. The second method is to select WING
ANTI–ICE to ON when wing icing is possible and use the system as an anti–icer.
Ice accumulation on the flight deck windshield frames, windshield center post,
windshield wiper post, or side windows can be used as an indication that airframe
icing conditions exist.
CAUTION: Do not operate wing anti–ice when the total air
temperature (TAT) is above 10°C.
If automatic de–ice is desired:
Wing Anti–ice selector............................................................. AUTO
If system anti–ice and de–ice not desired:
Wing Anti–ice selector.................................................................OFF
Windshield Wiper Use
CAUTION: Do not use windshield wipers on a dry window.
Windshield Wiper selector (as required) ...................... LOW/HIGH/INT
SP.3.2
December 19, 2007
Chapter SP
Automatic Flight
Section 4
AFDS
AFDS Operation
If Flight Director (F/D) operation is desired:
FLIGHT DIRECTOR switches .....................................................ON
On ground, observe flight director command wings level and 8° pitch
up and flight mode annunciations display TO, TO, FD.
In–flight, observe flight director command and flight mode
annunciations display vertical speed (V/S) and heading hold (HDG
HOLD) if no autopilot in command (CMD), or display existing
autopilot modes if any autopilot in command (CMD).
AFDS Mode(s) .......................................................Engage as desired
Observe flight director command and selected AFDS mode(s).
If the autopilot is desired:
Command switch .....................................................................Engage
Observe flight mode annunciations display V/S and HDG HOLD, or
existing AFDS modes if flight director on and not in takeoff or
go–around mode.
Heading Hold
Maintains the airplane heading the same as the selected heading.
Heading Hold switch ....................................................................Engage
Observe HDG HOLD displayed in the roll mode annunciator.
Heading Select
Heading selector .................................................................Set as desired
Heading selector switch ....................................................................Push
Observe HDG SEL is displayed in the roll mode annunciator.
Bank Limit selector.............................................................Set as desired
August 1, 2000
SP.4.1
Supplementary Procedures Automatic Flight
Altitude Hold
Altitude Hold switch .................................................................... Engage
Verify ALT HOLD is displayed in the pitch mode annunciator.
Flight Level Change, Climb or Descent
Altitude selector .................................................................................. Set
Set level off altitude in the altitude window.
Flight Level Change switch.......................................................... Engage
Observe SPD in the pitch mode annunciator and FLCH displayed in the
autothrottle mode annunciator.
IAS/MACH selector ............................................................................ Set
Set the desired speed in the speed window.
Vertical Speed, Climb or Descent
Altitude selector .................................................................................. Set
Set level off altitude in the altitude window.
Vertical Speed switch ................................................................... Engage
Observe V/S displayed in the pitch mode annunciator.
Note: The vertical speed mode does not provide automatic low speed
protection and permits flight away from selected altitude. For
level–off protection, always select new level–off altitude prior to
engaging vertical speed mode.
Vertical Speed selector ........................................................................ Set
Set desired rate in vertical speed window.
Altitude Intervention
Altitude selector .............................................................................Rotate
Set the desired altitude in the altitude window.
At the level off altitude verify ALT HOLD is displayed in the pitch mode
annunciator.
SP.4.2
January 17, 2005
To resume climb or descent:
Altitude selector ....................................................................... Rotate
Set the desired altitude in the altitude window.
If using VNAV:
VNAV switch .....................................................................Engage
Verify VNAV PTH or VNAV SPD is displayed in the pitch mode
annunciator.
If using Flight Level Change:
Flight Level Change switch................................................Engage
Verify SPD displayed in the pitch mode annunciator and FLCH
displayed in the autothrottle mode annunciator.
IAS/MACH selector ............................................................ Rotate
Set the desired speed in the IAS/MACH window.
Speed Intervention
IAS/MACH selector ......................................................................... Push
Verify IAS/MACH window opens.
IAS/MACH selector ...................................................................... Rotate
To resume FMC speed schedule:
IAS/MACH selector .................................................................... Push
Verify IAS/MACH window blanks.
Intermediate Level Off
Altitude selector ......................................................... Set desired altitude
At MCP altitude:
Verify ALT HOLD is displayed in the pitch mode annunciator.
January 17, 2005
SP.4.3
To continue climb/descent:
Altitude selector ........................................................................Rotate
Set desired altitude in altitude window.
If using VNAV:
VNAV switch ..................................................................... Engage
Verify VNAV PTH or VNAV SPD is displayed in the pitch mode
annunciator.
If using Flight Level Change:
Flight Level Change switch ............................................... Engage
Verify SPD displayed in the pitch mode annunciator and FLCH
displayed in the autothrottle mode annunciator.
IAS/MACH selector ............................................................Rotate
SP.4.4
April 6, 2001
Autothrottle Operation
Autothrottle switch .................................................................. A/T ARM
If N1 mode desired:
N1 switch .................................................................................Engage
Observe N1 displayed in the autothrottle mode annunciator.
If Speed mode desired:
Speed switch ............................................................................Engage
Observe SPD displayed in the autothrottle mode annunciator.
IAS/MACH selector .......................................................................Set
August 15, 2005
SP.4.5
Localizer Approach
Pitch mode may be VNAV or V/S. If using VNAV, verify proper approach and
altitudes have been entered in the CDU and use speed intervention for airspeed
control. Roll mode may be LOC or LNAV.
Monitor the localizer course.
When on an intercept heading to the localizer course:
LOC or LNAV switch ................................................................. Push
Verify LNAV or LOC ARM mode annunciates.
Verify LOC engaged mode annunciates upon localizer capture
when using LOC.
LOC is the preferred roll mode when conducting a localizer
approach.
Prior to descent:
Altitude Selector ............................................................................ Set
Set MCP altitude to TDZE rounded up to the nearest 100 feet.
When established on a published segment and cleared for the approach:
If using VNAV:
VNAV Switch ........................................................................ Push
Verify VNAV PTH annunciated.
Speed Intervention ................................................................. Push
Select speed intervention after MCP speed window closes. Set
desired speed.
If using V/S:
V/S switch .............................................................................. Push
At FAF, establish a vertical speed not to exceed a sustained 1000
feet per minute.
Note: The VNAV path or vertical speed descent rate should result
in arrival at, or near, the visual descent point by DA/DDA.
When authorized, the MDA will be used as a DA, otherwise
a DDA will be computed (DDA = MDA + 50 ft.).
Be prepared to land or go around at the DA/DDA.
SP.4.6
August 15, 2005
Approaching 1000 feet AGL:
Altitude Selector .............................................................................Set
Ensure Missed Approach Altitude is set on MCP by the "1000"
Standard Callout.
At Decision Altitude/Derived Decision Altitude:
If approach environment or runway in sight:
Autopilot ......................................................................Disconnect
Disconnect autopilot no later than 50 feet below DA (or 100 feet
below DDA).
Autothrottles .................................................................Disconnect
Disconnect autothrottles prior to the flare.
Fly manually to land.
If approach environment or runway not in sight:
Missed Approach ..............................................................Execute
August 15, 2005
SP.4.7
Localizer Back Course Approach
control.
Roll mode may be LNAV, HDG SEL or B/CRS. If LNAV does not track correct
course, use HDG SEL.
B/CRS is the preferred roll mode when conducting a localizer back course
approach (select B/CRS and LOC switch).
Monitor the localizer course.
Prior to descent:
If using VNAV:
VNAV Switch ........................................................................ Push
desired speed.
If using V/S:
V/S Switch ............................................................................. Push
feet per minute.
Standard Callout.
SP.4.8
August 15, 2005
below DDA).
August 15, 2005
SP.4.9
VOR Approach
control.
Roll mode may be LNAV or HDG SEL. If LNAV does not track correct course, use
HDG SEL.
Monitor the VOR course.
Prior to descent:
If using VNAV:
VNAV Switch ........................................................................ Push
desired speed.
If using V/S:
V/S Switch ............................................................................. Push
feet per minute.
Standard Callout.
SP.4.10
August 15, 2005
below DDA).
August 15, 2005
SP.4.11
NDB Approach
Recommended pitch mode is V/S.
Roll mode may be LNAV or HDG SEL. If LNAV does not track correct course, use
HDG SEL.
Monitor the NDB course.
Prior to descent:
Set TDZE rounded up to the nearest 100 feet.
V/S Switch .................................................................................. Push
At FAF, establish a vertical speed not to exceed a sustained 1000 feet
per minute.
Note: The vertical speed descent rate should result in arrival at, or
near, the visual descent point by the DDA. The DDA will be
computed as MDA + 50 ft.
Be prepared to land or go around at the DDA.
Standard Callout.
At Derived Decision Altitude:
Autopilot ...................................................................... Disconnect
Disconnect autopilot no later than 100 feet below DDA.
Autothrottles ................................................................ Disconnect
Missed Approach .............................................................. Execute
SP.4.12
March 31, 2006
Communications
Chapter SP
Section 5
Cockpit Voice Recorder Test
Voice Recorder Test switch...............................................................Push
Hold the test switch for approximately 5 seconds. A tone may be heard
with headset plugged into headset jack. The monitor light illuminates
when the test is successfully complete.
August 15, 2005
SP.5.1
Supplementary Procedures Communications
HF System Test
CAUTION: Do not operate the HF transmitter while fueling
operations are in progress.
Mode Selector .................................................................... USB OR AM
Use of USB is preferable for all the HF communications.
Select HF Frequency
Call on VHF to arrange HF check.
See Airway Manual, Communications section for HF frequency chart.
Rotate HF Sensitivity (HF SENSE) control knob clockwise to increase
sensitivity.
Push HF MIC Selector Switch.
Key microphone.
Note: A 1,000 Hz coupler tone can be heard up to 20 seconds during
HF antenna tuning. When the HF antenna is tuned to that
frequency, the 1,000 Hz ceases and the HF system is ready to
transmit.
Listen for good side tone.
Listen for other traffic on same frequency.
Rotate HF SENSE control knob counter clockwise to decrease
sensitivity, and reduce noise and static.
Note: Decreasing sensitivity too far prevents reception, including
SELCAL monitoring of HF radio.
Accomplish SELCAL check before takeoff or enroute.
Enroute
Obtain SELCAL Check with each agency to be utilized.
Note: Once a SELCAL check is made with GP radio, flights are
expected to remain on that frequency as required by the
Airway Manual and region.
Note: For enroute HF communication information, refer to the
Airway Manual, Communications section.
SP.5.2
August 15, 2005
Aircraft Communication Addressing and Reporting System
(ACARS)
The flight crew shall manually verify (compare) the filed flight plan versus the
digital pre-departure clearance and shall initiate voice contact with Air Traffic
Control if any question/confusion exists between the filed flight plan and the
digital pre-departure clearance.
Digital-Automatic Information Service (D-ATIS)
The flight crew shall verify that the D-ATIS altimeter setting numeric value and
alpha value are identical. The alpha value is the numeric altimeter setting spelled
out (i.e., two niner niner two). This will be depicted on the ACARS ATIS message.
If the D-ATIS altimeter setting altimeter numeric value and alpha values are
different, the flight crew must not accept the D-ATIS altimeter setting.
Oceanic Clearances
The flight crew shall manually verify (compare) the filed flight plan versus the
digital oceanic clearance and shall initiate voice contact with Air Traffic Control
if any question/confusion exists between the filed flight plan and the digital
oceanic clearance.
Weight and Balance
The flight crew shall verify the Weight and Balance numeric and alphabetical
values are identical. If the Weight and Balance numeric and alphabetical values are
different, the flight crew must not accept the Weight and Balance data.
Takeoff Data
The flight crew shall verify the Takeoff Data numeric and alphabetic values are
identical. If the Takeoff Data numeric and alphabetic values are different, the flight
crew must not accept the Takeoff Data message.
Company Communications Sequence
The COMMUNICATIONS SEQUENCE chart depicts DATA LINK functions that
are currently in effect for Delta Air Lines. The chronological sequence in which
DATA LINK messages should be sent is shown as a function of flight phase. The
messages that appear above the profile are ROUTINE and should be sent whenever
appropriate on every flight. The messages below the profile are NON ROUTINE
and should be sent as needed.
Messages are delivered to the Flight Control dispatcher’s cue and are also directly
processed by Flight Following. This direct processing of DATA LINK messages
results in system wide updates in our host computers.
March 31, 2006
SP.5.3
SP.5.4
PRN PAPER
FLIGHT DECK
CLEANUP
FUEL
OTHER
RAMP/CLOSE OUT
OTHER
DELAY CODE
AWABS
OUT
PDC (COMPANY)
DELAY CODE
INIT DATA
INIT RQ
ATIS
OFF
OFF
OTHER
EN RTE DELAY
FLT CTRL
MTC COORD
ENROUTE
ON
ON
IN
RAMP
DELAY CODE
OTHER
APU USE/FUEL
FLT SUMMARY
AFTER
IN
NOTE: All items shown on MISC MENU
and DOWNLINKS MENU (except
CALSEL) are operative at any time.
ATIS
ATIS
IN RANGE
MSGS RCVD
SERVICE FAILURE CODES
AIRBORNE RTN
DIVERSION
POSITION RPT
_
ABOVE PROFILE LINE
ROUTINE
_
BELOW PROFILE LINE NON ROUTINE
COMPANY COMMUNICATIONS
Communications Sequence Chart
March 31, 2006
Menu Layout
This section provides general usage information and menu layouts for operating
the Collins ACARS unit. The system is interactive, and methods for using it are
consistent for all messages. With some experimentation and use, it will become
simple to use each feature.
Ground support for some ACARS functions is still in development and therefore
these functions should not be used. Refer to the DATA LINK INDEX menu tree
on the next page for operational functions. If in doubt about the status of an
operational message, use normal company radio procedures.
Reports can be accessed through the DATA LINK INDEX page shown below.
ACARS-DATALINK
<PREFLIGHT
<EN
FLT
ROUTE
<MISC
LOG>
ATIS>
<POSTFLIGHT
<ATC
INDEX
MENU
LOG
WEATHER>
DOWNLINKS>
MSGS
RCVD>
HH:MM
The menu tree on the next page shows menu/submenu layout and can be
referenced to lead the flight crew to the proper pages for transmission of
desired/required reports.
March 31, 2006
SP.5.5
SP.5.6
ICE DETECT
FLIGHT PHASE
FUEL
WEATHER
ATIS
DEPT DELAY
UTC TIME
AWABS
PDC (COMPANY)
ATC LOG ★
PREDEPART RQ ★
OCEANIC RQ ★
CLEARANCES
FLT PLAN RQ ★
INIT DATA
PREFLIGHT
FUEL RPT
FLIGHT PHASE
ARRIVAL DELAY
UTC TIME
LINK STATUS
EN RTE DELAY
REV FLT PLN ★
IN RANGE
FLIGHT PHASE
DOWNLINKS
WEATHER
FUEL RPT
MAINT MENU
7500 RPT
CHANGE MODE
VHF CTRL
PRN PAPER
POSITION RPT
ATIS
MISC RPT
MSG DISPLAY
UNDEL MSGS
★ Not functional
SEVERE WX
NOTAMS
TERM FCST
ATIS
FLD COND
AREA FCST
HOURLY WX
MSGS RCVD
OTHER
FLT CTRL
ENGINE RPT
CALSEL ★
MTC COORD
DOWNLINKS
WEATHER
ATIS
FLT LOG
ATC LOG
MISC MENU
EMPLOYEE NUMBER
FLT SUMMARY
AIRBORNE RTN
DIVERSION
EN ROUTE
H
POSTFLIGHT
DATA LINK INDEX
Menu Layout Chart
★
March 31, 2006
Advisory Messages
Alert Advisories
Alert advisories appear on the CDU signifying that either a condition requires
attention, a function is available, or an uplink has been received. Selecting the
advisory will access the required menu. The advisories are listed below in order
from highest to lowest priority.
FAIL
POWER
SELCAL
ATC MSG
DEPT CL
MESSAGE
INIT
DATAMD
ATIS
INRANGE
ARRDLA
DEPDLA
SUMMARY
PAPER
Internal failure of MU. Refer to the ACARS
INOP Non-Normal Checklist in the QRH.
Power interruption resulting in loss of
initialization data.
SELCAL uplink message received.
ATC uplink message received.
ATC predeparture clearance message received.
Non-ATC uplink message received.
Initialization data incomplete.
Datalink attempted with ACARS in VOICE
mode or ACARS in VOICE mode for greater
than 105 seconds.
ATC ATIS message received and not viewed.
Alert to send the In Range Report.
Alert to send the Arrival Delay Report.
Alert to send the Departure Delay Report.
Summary Report has not been sent.
Printer is out of paper.
March 31, 2006
SP.5.7
Informational Advisories
Informational advisories appear on the CDU indicating system status. The
advisories are listed below in order of priority.
IN PROG
UTC OK
VOICE
NO COMM
XMIT
XNNN.NN
Message is actively being sent.
UTC TIME updated by uplink.
VHF is in voice mode.
No DATA LINK is available.
Indicates data being transmitted by ACARS.
Indicates the current mode of the VHF Transceiver
and the frequency being tuned. The mode is
represented by a single character preceeding the
frequency as shown below:
• ‘V’ - VHF is currently being used for voice
communication.
• ‘D’ - VHF data link to ground has been
established on a network base frequency.
• ‘A’ - VHF data link to ground has been
established on an autotuned frequency.
• ‘S’ - No VHF data link has been established
and the system is scanning frequencies
searching for a ground network service
provider. Although this informational
advisory message is the lowest priority, it is
the most often displayed.
Note: If the DATA LINK is functioning normally in the DATA mode,
there will be no advisory shown.
SP.5.8
March 31, 2006
Preflight
INIT DATA page
ACARS mode .................................................................................DATA
Ensure NO COMM is not displayed.
Confirm UTC time is correct.
PREFLIGHT ................................................................................... Select
INIT DATA ..................................................................................... Select
The following page will be displayed.
ACARS-INIT
F L T
1
2
D A T E
££££
££
O R I G
D E S T
££££
F O B
3
DATA
N O
££££
F U E L
---.-
[
.]
E T E
----.
££:££
*PRINT
INIT
<RETURN
6
B O A R D E D
G W
4
5
RQ*
7
8
9
MESSAGE*
HH:MM
1
FLT NO
Automatically updates when INIT RQ selected, or may be manually entered.
2
ORIG
3
FOB (Fuel On Board)
Automatically updates, or may be manually entered. Fuel on board is in 1,000
pound increments, and is obtained from aircraft fuel gauges.
4
GW (Gross Weight)
Automatically updates, or may be manually entered.
November 20, 2006
SP.5.9
5
DATE
6
DEST
7
FUEL BOARDED
Enter manually. This is the amount of fuel listed on the fuel service record.
8
ETE
Enter manually.
9
INIT RQ
Automatically updates FLT NO, DATE, ORIG, and DEST.
SP.5.10
March 31, 2006
ATIS
ATIS ................................................................................................ Select
This page allows request of digital ATIS information, when provided by
airport.
Note: Availability of digital ATIS is indicated on airport diagrams
(10-9 Jeppesen plate) by “D-ATIS” in the “ACARS”
communications block.
ATS-ATIS
RQ
A I R P O R T
1
S E R V I C E
2
A U T O
3
T Y P E
|AAAAAAAAAAAAAAAAAAA
U P D A T E
AAAA
SEND*
<RETURN
MESSAGE*
HH:MM
1
AIRPORT
The AIRPORT field defaults to departure airport prior to “OFF” time, then
defaults to arrival airport after “OFF” time. If diversion page is transmitted with an
airport other than planned arrival airport, the default will be the diversion airport.
2
TYPE
The TYPE field allows selection of Departure, Arrival, Departure/Arrival (used in
conjunction with Auto Update Mode), and Enroute Information Services weather
products.
March 31, 2006
SP.5.11
3
AUTO UPDATE
The AUTO UPDATE field allows enabling/disabling of automatic ATIS update
feature.
• Sending an ATIS request with START in this field enables the function;
sending a request with STOP disables the function
• When STOP is requested, one more ATIS report will be received, and
then the AUTO function is disabled.
• Displays an “ATIS” prompt every time a new ATIS is transmitted at the
selected airport
• Selection of Arrival or Departure ATIS is automatic, and is dependent on
“OFF” time.
Pushback Delays
For any pushback delays, refer to “Other” in this section for information on how
to submit the report.
SP.5.12
March 31, 2006
CLEARANCES .............................................................................. Select
ACARS-CLEARANCES
<OCEANIC
<DEPART
CLX
CLX
RQ
RQ
<ATS
LOG
<PDC
(COMPANY)
<RETURN
MESSAGE*
HH:MM
PDC (COMPANY) ......................................................................... Select
Selecting PDC (COMPANY) causes a delivery request message to be
readied for downlink.
ACARS-PDC
(COMPANY)
SEND*
<RETURN
MESSAGE*
HH:MM
SEND .............................................................................................. Select
March 31, 2006
SP.5.13
AWABS Update
After pushback, if it becomes necessary to update the AWABS:
DATA LINK INDEX ................................................................ Select
PREFLIGHT ............................................................................. Select
AWABS ..................................................................................... Select
The following page (page 1/2) will be displayed.
Fill in each field as described below.
1
ACARS-AWABS
1/2
S N / R W Y / C O N T
T E M P
/
F C / C C / Y C
2
/D
W I N D
[]/[]/[]
[
T O L E R A N C E
]/F
4
]/[
]
5
A L T I M E T E R
|---
3
[
( D I R / V E L )
[
]
6
*PRINT
<RETURN
HH:MM
1
SN/RWY/CONT (Mandatory)
The following fields (boxed fields) on AWABS page 1/2 are Mandatory entries.
• SN (Sequence Number) - is reserved for future use. Enter the digits 88 in
order to satisfy ACARS requirements.
• RWY (Runway identifier) - Enter the desired takeoff runway. AWABS
data will only be sent for this runway. This identifier must be recognizable
by AWABS (consult the existing WDR for the exact label).
Examples include:
26R - Runway 26 Right
26LTWYE13 - Runway 26 Left at taxiway E 13
25LPOSNF - Runway 25 Left at takeoff position NF
If the runway ID is not recognized, the system will uplink a
message with a list of possible runway labels.
SP.5.14
March 31, 2006
• CONT (Contamination) - The runway contaminant condition you desire.
Choices are:
D
Dry (default entry)
W
Wet
I
Icy
Q
Quarter Clutter (25 CTR)
H
Half Clutter (50 CTR)
If you are overweight for the requested contaminant, you will receive a
message uplink advising you of this, but you will not receive a WDR
uplink.
2
FC/CC/YC (Optional)
Passenger count. Enter only changes from the existing WDR passenger
distribution. Refer to WDR to determine class of service.
Examples:
• To change YC from 20/00/200 to 20/00/210, ENTER / /210
• To change FC from 20/00/200 to 25/00/200, ENTER 25/ /
3
TOLERANCE (Optional)
Passenger/Cargo tolerance. Choices are “OFF,” “ON,” and “---.”
• “---” (default) will leave tolerance the same as it was on the latest WDR
• “OFF” forces the tolerance off
• “ON” forces tolerance on.
4
TEMP (Optional)
Current temperature in degrees Fahrenheit (default) or Celsius (C).
5
WIND (DIR/VEL) (Optional)
Use 360 for North. Range of directions is 001 - 360.
6
ALTIMETER (Optional)
Altimeter setting. Any entry greater than 2000 is considered inches of mercury (in
HG). Any entry less than or equal to 2000 is considered Hectopascals (hPa).
November 20, 2006
SP.5.15
AWABS - continued (Page 2/2)
After completing the required entries on AWABS page 1/2, you must
move to page 2/2 in order to access the SEND prompt.
NEXT ........................................................................................ Select
Note: All fields on AWABS page 2/2 are for future use and should
be left blank.
ACARS-AWABS
C G O - F U E L
[
2/2
I N C
]/[]
C G O - F U E L
[
E 1
A D J
Z F W
M E L
C D L
[
E 2
]/[]
.]
[
]
*PRINT
<RETURN
MESSAGE*
HH:MM
SEND ........................................................................................ Select
Departure Delays
For any departure delays, refer to “Other” in this section for information on how
SP.5.16
March 31, 2006
En Route
Position Report
Access the EN ROUTE page from the DATA LINK INDEX page.
EN ROUTE ..................................................................................... Select
POSITION RPT .............................................................................. Select
This report consists of 2 pages, the second of which can be accessed
through the use of the PREV or the NEXT prompt.
ACARS-POSITION
RPT
1/2
P O S I T I O N
T I M E
1
HH:MM
F L T
2
L E V E L
A L T
M A C H
FL---
.-F O B
---.N E X T
3
P O S I T I O N
[
E N S U I N G
[
]
E T A
[
:
]
P O S I T I O N
]
<RETURN
MESSAGE*
HH:MM
1
POSITION
Enter report point (R) identifier from the flight plan.
2
FLT LEVEL ALT
Enter the three digit flight level the plane is currently cruising at.
NEXT POSITION
3
• If NEXT POSITION and ETA are entered, they will automatically move
to POSITION and TIME for the next POSITION RPT once SEND is
pressed.
• Partially completed pages will retain entered data until report is sent or the
end of the flight.
Go to page 2 after entering information on page 1.
March 31, 2006
SP.5.17
Position Report - continued (Page2/2)
ACARS-POSITION
RPT
2/2
W I N D ( D I R / V E L )
1
[
]/[
S A T
]
-**
T U R B U L E N C E
2
3
I C I N G
|AAAAAA
AAAA|
S K Y
4
C O N D
AAAAA|
5
*PRINT
<RETURN
MESSAGE*
HH:MM
1
WIND
Enter direction and velocity.
2
TURBULENCE
Touch to scroll through selections and select one of the following:
SMOOTH
3
LT CHOP
LT TURB
MOD CHOP
MOD TURB
SEV TURB
EXT TURB
SAT
Temperature must be entered manually.
4
ICING
NONE
5
TRACE
LIGHT
MODERATE
SEVERE
SKY COND
CLEAR
SCATTERED
BROKEN
OVERCAST
UNDERCAST BWTN LAYER
IN CLOUD
CIRRUS
Note: Select SEND to downlink report before leaving second page.
SP.5.18
March 31, 2006
In Range
Access the EN ROUTE page from the DATA LINK INDEX page.
EN ROUTE ..................................................................................... Select
IN RANGE ..................................................................................... Select
This report consists of 2 pages, the second of which can be accessed
through the use of the PREV or the NEXT prompt.
ACARS-IN
RANGE
1/2
D E S T
E R T
1
:
W H E E L
2
5
M I N O R
[]
C O A T
6
M E D I C A L
|AAA
S E C U R I T Y
4
U N A C C
[]
R E D
3
C H R
AAA|
L A N G
|AAA
7
A S S I S T
AAA|
8
*PRINT
<RETURN
MESSAGE*
HH:MM
1
DEST
Automatically fills in using information from INIT DATA or DIVERSION pages
(if report was sent).
2
WHEEL CHAIR
Enter total number of wheel chairs required at destination.
3
RED COAT
Toggle YES or NO.
4
SECURITY
Toggle YES or NO.
5
ERT
Automatically fills in using information from INIT DATA or DIVERSION pages
(if report was sent).
March 31, 2006
SP.5.19
6
UNACC MINOR
Fill in only if more than what was listed in Flight Attendant Departure Report.
7
MEDICAL
Toggle YES or NO.
8
LANG ASSIST
Toggle YES or NO.
Go to page 2/2 after entering information on page 1/2.
ACARS-IN
L A V
1
RANGE
S R V C
2/2
C A B I N
|AAA
EDIT
[
[
[
[
S E R V
AAA|
2
TEXT>
]
]
]
]
3
*PRINT
<RETURN
MESSAGE*
HH:MM
1
LAV SRVC
Toggle YES or NO.
2
CABIN SRVC
Toggle YES or NO.
3
EDIT TEXT
Use text field for sending special requests not listed in the report.
Note: Select SEND to downlink report before leaving second page.
SP.5.20
March 31, 2006
Service Failure During Flight
If a service failure was reported during the flight or the service failure was
accepted prior to pushback, refer to “Other” in this section for information on how
Arrival Delays
For any arrival delays, refer to “Other” in this section for information on how to
submit the report.
March 31, 2006
SP.5.21
Postflight
FLT SUMMARY page 1/2
Access the POSTFLIGHT page from the DATA LINK INDEX page.
POSTFLIGHT ................................................................................ Select
FLT SUMMARY ............................................................................ Select
The following page will be displayed. Fill in each field as described
below.
ACARS-FLT
E M P
1
SUMMARY
1/2
N O - - T A K E O F F - - T / O
<AAAAAA
P W R
AAAAA
3
O T H E R
AAAA|
E M P
2
4
N O - - L A N D I N G - - - - - - F O B
<AAAAA
AAAAA|
5
H O U R S - - - - - A P U - - - - - C Y C L E S
-----.-
------
<RETURN
6
MESSAGE*
HH:MM
1
EMP NO - TAKEOFF
Employee number of crew member that performed the takeoff.
• Selection causes EMPLOYEE NUMBER page to be displayed where
employee number received in the Init Data uplink when available may be
chosen or manual data entry may be made.
2
EMP NO - LANDING
Employee number of crew member that performed the landing.
• Selection causes EMPLOYEE NUMBER page to be displayed where
employee number received in the Init Data uplink when available may be
chosen or manual data entry may be made.
3
T/O PWR
Enter takeoff power from the following range:
• TO (Default)
• ALTN (Not used).
SP.5.22
March 31, 2006
• OTHER (Select to input Assumed Temperature takeoffs.)
4
OTHER POWER
Selection is available only if OTHER is selected in T/O PWR field.
Enter “AT XX” as appropriate.
5
FOB (Fuel On Board)
Default is actual fuel on board.
6
APU TRACKING CODES
Enter a two digit number in APU Cycle field of Flight Summary Report.
The first digit denotes APU utilization at the ORIGIN
0
1
9
APU started 15 min or less before pushback
APU started more than 15 min before pushback
APU already running when flt crew arrived
The second digit denotes APU utilization at the DESTINATION
0
1
APU not started at destination
APU started at destination
To improve accuracy of data for cities where the APU is needed for tow-in (e.g.,
LAX, LGA) or cities that have special emphasis programs (e.g., starting APU prior
to arriving at the gate), use the following procedures:
• If, in the Captain’s judgement, the ramp agents will not hook up ground
power/air prior to the Flight Summary Report being sent, enter code 1APU started at destination.
• If, in the Captain’s judgement, the ramp agents will have the opportunity
to hook up ground power/air prior to the Flight Summary Report being
sent, enter code 0 - APU not started at destination.
APU Cycle Field Examples
Example 1: 9 1 = APU was running when the crew arrived at the aircraft before
departure, and the crew started the APU at some point at the destination.
Example 2: 0 0 = Normal APU start within 15 minutes of pushback and the APU
was not started at the destination.
Example 3: 1 1 = The APU was started more than 15 minutes before pushback, and
was started by the crew at some point at the destination.
Example 4: 1 1 or 9 1 = APU started after landing and left running until pushback
for next flight.
March 31, 2006
SP.5.23
FLT SUMMARY page 2/2
After completing the required entries on FLT SUMMARY page 1/2,
you must move to page 2/2 in order input autoland information.
NEXT ........................................................................................ Select
The following pages will be displayed. Fill in each field as described
below.
If an autoland was not accomplished:
ACARS-FLT
SUMMARY
A U T O L A N D
1
I R U
2/2
E R R O R
NO
L E F T
[
]
5
R I G H T
[
.]
6
*PRINT
<RETURN
MESSAGE*
HH:MM
If an autoland was accomplished:
ACARS-FLT
SUMMARY
A U T O L A N D
1
2
I R U
2/2
E R R O R
YES
A I R P O R T
L E F T
££££
[
]
5
R U N W A Y
3
£££
S A T / U N S A T
4
R I G H T
AAAAA
[
.]
6
*PRINT
<RETURN
MESSAGE*
HH:MM
SP.5.24
March 31, 2006
AUTOLAND
• Default value is NO, indicating an autoland was not performed.
• If an autoland was performed, depress 1L key, default will change to YES,
then complete the following fields:
1
2
AIRPORT
Default value is landing airport.
3
RUNWAY
Runway upon which autoland was performed.
4
SAT/UNSAT
Default value is SAT. Depress the 4L key to indicate UNSAT.
Note: Parameters for a successful autoland attempt are delineated
in the MDM, TOPP Dispatch Documents Section, Aircraft
Log System, Completed Log Sheet Example.
Note: SATISFACTORY autoland information is only required to
be recorded under the Autoland column of the aircraft
logsheet, next to the T/O Power column.
Note: UNSATISFACTORY autoland attempts must also be
recorded in the aircraft logbook as an irregularity.
5
LEFT
No entry required.
6
RIGHT
No entry required.
After completing all entries Do Not manually send the report. Allow
ACARS to do so automatically. This will allow for proper sequencing
in the Times report.
March 31, 2006
SP.5.25
Other
Use this page to submit Pushback Delays, Departure Delays, Arrival Delays, and
Service Failure during Flight codes.
Note: The Other page can also be used to request game scores. Use the
address ATLXGDL for game day listings, and place appropriate
information in the EDIT TEXT field.
To use this page for entering any special codes for the reports mentioned above,
the following instructions apply:
Note: Any information entered on line two or after is not automatically
captured by the database. The information is manually read.
ACARS-OTHER
A D D R E S S
1
£££££££
2
3
[
[
[
[
EDIT
TEXT>
]
]
]
]
*PRINT
<RETURN
MESSAGE*
HH:MM
1
Address
Enter ATLWDDL in the address box
2
First line of Edit Text field
Enter the primary code for the delay followed by any secondary codes in the first
line only of the text field. Enter a maximum of four codes. (Separate codes with
one space.)
Reports may be combined; e.g., Pushback Delay, Departure Delay.
If over four codes are needed, send a second report. Codes entered after line one
are not recorded in the database.
Note: The database will automatically capture only the codes entered
on line one of the Edit Text field.
SP.5.26
March 31, 2006
3
Second line of Edit Text field
Any additional free text remarks may be entered starting on line two.
Send the reports when crew workload permits and safety is not
compromised.
Use the codes on the following pages for each report:
Note: If submitting a COR, mention "Operation Clockwork" in the
narrative. If submitting a POE, select ACARS Metrics, then
Clockwork Metrics.
Pushback Delays
Report any pushback delay that exceeds D-0.
If a delay or service failure occurs up to dispatch agent salute:
Code
PBRD
PCAB
PATC
PPSH
PFUL
PCAT
PCLN
PCRW
PEQP
PCGO
PMTC
PLAV
PSEC
Reason
Boarding not complete/paperwork not available
Cabin not ready for pushback/passenger issue
ATC wheels up time
Pushback clearance not available/ramp blocked
Fueling not completed/late completion
Catering not completed/late completion
Cabin cleaning not completed/late completion
Flight crew (Pilot or FA) late to aircraft
(less than 30 minutes prior to departure)
Late arriving equipment to gate
Ground crew servicing
(e.g., loading cargo, water servicing, late bags, etc.)
Maintenance issue
Lavatory service not completed/late completion
Security issues
March 31, 2006
SP.5.27
Departure Delays
Report any departure delay that exceeds planned taxi time by 15 minutes or more.
If a delay occurs after dispatch agent salute and prior to takeoff:
Code
Reason
DATC
ATC flow control issues/runway change
DWAY
DRMP
DWDR
DICE
DMTC
Airport/taxiway congested
Ramp congested
AWABS update/closeout required
De/Anti-icing delay
Maintenance issue which delayed takeoff
Service Failure During Flight
If a service failure is reported during the flight or the service failure was accepted
prior to pushback:
• A flight attendant will contact the cockpit and provide a list of
services that were not available.
Code
Reason
SICE
Ice or beverages serviced to min specs
SWTR
SBEE
Aircraft not serviced with potable water
Aircraft had "B spec" cleaning to expedite on-time
departure
Lavatories poorly cleaned/strong odor present
Aircraft not stocked with adequate blankets
Aircraft missing galley equipment
Flight not fully catered
Failed to load pax/non-revs with seats available.
SLAV
SBKT
SGAL
SCAT
SPAX
SP.5.28
March 31, 2006
Arrival Delays
If a delay occurs upon arrival at the gate:
Code
Reason
AANA
Gate agent not available
AGNA
Gate not available
(e.g., departing aircraft still in the gate)
Gate change after landing
Jetway not pre-positioned
Parking light not on
No ground crew/ground crew not prepared
Obstructions within safety lines
Ramp congestion
AGAT
AJNP
ALNO
ANGC
AOBS
ARMP
March 31, 2006
SP.5.29
FRM/CDL Code Downlinks
MTC COORD Page
Access the MTC COORD page from the DOWNLINKS page.
DOWNLINKS ................................................................................ Select
MTC REPORT ............................................................................... Select
The following page will be displayed. Fill in each field as described
below.
A C A R S - M TC R E P O R T
F R M / F I M / C D L
1/1
C O D E
£ £ £ £ £ £ £ ££/ £ £ £ / £ £ £
EDIT
1
[
[
[
[
[
<NEXT
TEXT>
]
]
]
]
]
R EPO R T
<RETURN
MESSAGE*
HH:MM
1
Free Text Field
EDIT TEXT ................................................................................... Select
Enter “FRC” in the free text area followed by the FRM and/or CDL
discrepancy codes (for example: FRC 254.30.05C). Select the next line to
enter text in the free text field.
SEND ............................................................................................. Select
SP.5.30
March 31, 2006
Gander Oceanic Clearance via Datalink
Request clearance no more than 90 minutes prior to and not later than
30 minutes prior to Gander Oceanic Boundary.
Utilizing the ACARS screen:
PREFLIGHT (L1) ..................................................................... Select
CLEARANCES (L3) ................................................................. Select
OCEANIC CLX RQ (L1) ......................................................... Select
Complete the OCEANIC CLEARANCE request page in full.
Enter the following information in the required fields:
• The Entry Fix (Gander Oceanic Boundary point)
• ETA for crossing the fix
• MACH, filed MACH speed
• Flight Level, filed altitude
• Gander does not use information in the text for alternative tracks
or max flight levels at this time.
• Under Facility enter “Gander”
SEND (R6) ................................................................................ Select
The following acknowledgement of the request for clearance will be
received within 5 minutes:
IF NO CLEARANCE RECIEVED WITHIN 15 MINUTES OF
OCEANIC ENTRY POINT REVERT TO VOICE PROCEDURES
END OF MESSAGE
If the following uplinked message is received, revert to voice
procedures:
GO TO VOICE
END OF MESSAGE
Note: Reference Chart AT 1/2 for voice procedures.
March 31, 2006
SP.5.31
Upon receipt of clearance, view the message on the ACARS CDU.
• Check Flight Identification
• Check clearance for additional information and/or changes
• Check that the route coordinates received match with the published Nat
track message
• Advise Gander of any discrepancies via voice
• Check Clearance ends with “END OF MESSAGE”
ACCEPT......................................................................................... Select
SEND ............................................................................................. Select
When within 200nm of the frequency location, call Gander Clearance
Delivery on the appropriate frequency published on the daily Nat track
message and give your ETA for the Entry Point and the Clearance
Sequence Number. The 5-digit Clearance Sequence Number (CSN)
may be found on the uplinked clearance immediately following the
words OCEANIC CLEARANCE. This voice confirmation is necessary
because Gander does not issue a datalink confirmation message at this
time.
Note: In some circumstances, the crew may receive the clearance prior
to sending the Request for Clearance (RCL). If the crew does
not send an RCL within 90 - 30 minutes of track entry, an
unsolicited uplinked clearance will be sent to the aircraft via
ACARS and the crew will call Gander Clearance Delivery on
the appropriate frequency and give their ETA for the Entry
Point, NAT track or route coordinates if random routing, flight
level, mach, and Clearance Sequence Number or Track Message
Identifier (TMI).
Crews requesting a profile different from the clearance profile should
make their request by voice with Gander Clearance Delivery. To
improve delivery success rates for amended clearances, crews should
downlink another RCL before making their voice request.
Note: If a crew requests a new clearance, or ATC requires a change to
an existing clearance, one or more reclearances may be received
via ACARS, annotated by an alpha character at the end of the
Clearance Sequence Number (e.g., 04239A or 04239B, etc.).
SP.5.32
March 31, 2006
Oceanic clearance example:
Clearance seq #
with rev letter
Callsign
Time and date
OCEANIC CLEARANCE - 04239A - 1259:32 06-FEB-24
ABC123 CLEARED TO LFPG VIA KOBEV Destination & OEP
Assigned
route
ROUTE 54/50 56/40 56/30 57/20 NIBOG NURSI
EXPECT F350
Cleared oceanic
flight level
MACH 0820
Assigned Mach number
END OF MESSAGE
If this line does not appear, the
clearance may be incomplete.
System Problems
Any problem with the datalink Clearance System should be reported to
Gander by voice.
March 31, 2006
SP.5.33
Shanwick Oceanic Clearance via Datalink
Request clearance no more than 90 minutes prior to and not later than
30 minutes from the Shanwick Oceanic Boundary.
Utilizing the ACARS screen:
PREFLIGHT (L1) ..................................................................... Select
CLEARANCES (L3) ................................................................ Select
OCEANIC CLX RQ (L1) ......................................................... Select
Enter the following information in the required fields:
• The Entry Fix (Shanwick Oceanic Boundary Point)
• ETA for crossing the fix
• MACH, filed MACH speed
• Flight Level, filed altitude
• Use only the following abbreviations in the EDIT TEXT field: 2ND
for alternative track or flight level request, e.g., 2ND NAT C or 2ND
F370, MAX for maximum acceptable flight level at oceanic
boundary, e.g., MAX 350. These messages can be used in any
sequence or combination, e.g., 2ND NAT C 2ND F330 MAX F350.
• Under Facility enter “Shanwick”.
SEND (R6) ................................................................................ Select
An acknowledgement of the request for clearance, will be received
within 5 minutes.
Note: If no clearance within 15 minutes revert to voice procedures.
Also, if crew receives uplinked message “GO TO VOICE”
revert to voice procedures.
Note: Reference Chart AT 1/2 for voice procedures.
Upon receipt of clearance, view the message on the ACARS CDU.
Check Flight Identification
Check Clearance ends with “END OF MESSAGE”
ACCEPT ................................................................................... Select
SEND ........................................................................................ Select
A CLEARANCE CONFIRMED message should be received within a
few minutes.
SP.5.34
March 31, 2006
Clearance
Check clearance for additional information and/or changes.
Check that the route coordinates received match the published NAT
track message.
Advise Shanwick of any discrepancies.
System Problems
Any problem with the datalink Clearance System should be reported to
Shanwick by voice.
Note: This process is only available with Shanwick Oceanic
Boundary. DO NOT attempt to use with Reykjavik or Santa
Maria. Reykjavik and Santa Maria clearances are voice only.
March 31, 2006
SP.5.35
Intentionally
Blank
SP.5.36
March 31, 2006
Electrical
Chapter SP
Section 6
Electrical Power Up
The following procedure is accomplished to permit safe application of electrical
power.
Battery switch ..................................................................................... ON
Standby Power selector .................................................................AUTO
Verify battery DISCH light illuminated and standby bus OFF light
extinguishes.
Hydraulic Electric Primary Pump switches ........................................ Off
Hydraulic Demand Pump switches..................................................... Off
Landing Gear Lever ............................................................................ DN
Alternate Flaps selector ................................................................NORM
Electrical Power ......................................................................... Establish
Bus Tie switches .......................................................................AUTO
If external power is desired:
If the PRIMARY EXTERNAL POWER AVAIL light is
illuminated:
PRIMARY EXTERNAL POWER switch ........................ Push
If the SECONDARY EXTERNAL POWER AVAIL light is
illuminated:
SECONDARY EXTERNAL POWER switch .................. Push
If APU power is desired:
APU Generator switch ............................................................ ON
APU selector ...................................................... START, then ON
Position the APU selector back to the ON position. Do not allow the
APU selector to spring back to the ON position.
December 15, 2003
SP.6.1
Supplementary Procedures Electrical
Electrical Power Down
The following flight deck procedures are accomplished to permit removal of
electrical power from the airplane.
APU selector/External Power switches ...............................................Off
When APU RUN light extinguishes:
Standby Power selector ................................................................OFF
Battery switch ..............................................................................OFF
Operation With Less Than 90 KVA External Power Source
When external power source is less than required (90 KVA), airplane electrical
loads must be minimized by supplementing normal procedures as follows:
Before Start Procedure
Accomplish normal exterior Inspection, Preflight Procedure – First
Officer, Preflight Procedure – Captain and Before Start Procedure
through “Start Clearance......Obtain”.
Confirm cargo loading complete.
Utility Bus switches ..........................................................................OFF
Hydraulic System ................................................................................ Set
Demand Pump selector (right) ................................................. AUTO
Observe PRESS light extinguished.
Fuel Pump switches (one left and one right main wing) .................... ON
Observe PRESS lights extinguished.
Note: Delay activation of the remaining hydraulic and fuel pumps,
setting trim and checking flight controls until after engines are
started.
Complete the normal Before Start and Engine Start procedures.
After Start Procedure
Hydraulic System ................................................................................ Set
Electric Primary Pump switches (both) ........................................ ON
Demand Pump selectors (remaining pumps) ........................... AUTO
SP.6.2
December 15, 2003
Utility Bus switches ............................................................................ ON
Fuel Pump switches (remaining pumps) ............................................ ON
Position switches ON for all tanks containing fuel.
Trim .....................................................................................................Set
Complete normal After Start procedure.
Shutdown Procedure
After park brake is set and prior to establishing external power:
Hydraulic System ...........................................................................Set
Electric Primary Pump switches (both) ................................. OFF
Demand Pump selectors (All) ................................................ OFF
Fuel Pump switches ..................................................................... OFF
Accomplish normal Shutdown procedure.
Transfer From External Power To APU Power
Prior to disconnecting external power:
External Power switches ................................................................... Push
Observe ON light extinguish.
December 15, 2003
SP.6.3
Standby Power Check
Prior to the aircraft’s first flight of the day, perform a standby power test.
Airplane must be on the ground with all busses powered.
STANDBY POWER selector ............................................................BAT
Battery DISCH light illuminates, standby power OFF light remains
extinguished, and MAIN BAT DISCH EICAS advisory message appears.
STANDBY POWER selector ........................................................ AUTO
Observe DISCH light extinguishes, standby power OFF light remains
extinguished, and MAIN BAT DISCH EICAS advisory message
disappears.
SP.6.4
October 1, 2000
Engines, APU
Chapter SP
Section 7
Engines
Engine Battery Start
The following BATTERY START procedure is provided to establish AC electrical
power when the APU generator and external power are not available. Two ground
pneumatic air sources (or one pneumatic source with two hoses) are required with
APU bleed air unavailable. Start the remaining engine using an engine crossbleed
start; refer to the CROSSBLEED START procedure, this section.
Accomplish the exterior and interior preflight.
Log book ........................................................................................ Check
Circuit breakers ............................................................................. Check
Electrical panel ....................................................................................Set
BAT switch - ON
STBY POWER selector - AUTO
Hydraulic panel....................................................................................Set
Both engine pump switches - ON
Right demand pump switch - AUTO
All other pump switches - OFF
Engine ignition selector ............................................................. SINGLE
PACK control selectors..................................................................... OFF
Pack valves, if open, must be closed manually prior to engine start.
ISOLATION valve switches .................................................. As required
The left engine may be started with no regard to isolation valve position.
If starting the right engine, the right isolation valve must be opened
manually, if not already open.
March 31, 2006
SP.7.1
Supplementary Procedures Engines, APU
Landing gear.................................................................................DOWN
Alternate flaps ....................................................................NORM / OFF
Flaps .................................................................................................... Set
Position FLAP lever to agree with flap position.
Communications ....................................................................... Establish
Establish communications with ground crew.
Accomplish engine start
Observe engine start parameters on compacted upper EICAS screen.
Electrical panel ............................................................................... Check
Observe AC BUS OFF and utility BUS OFF lights extinguished.
Accomplish entire BEFORE START checklist.
Engine Crossbleed Start
The APU must be shut down.
Check that the area behind the airplane is clear.
Engine Bleed Air switch (operating engine) ...................................... ON
Advance thrust on operating engine to approximately 70% N2 and
accomplish normal Engine Start procedure.
Engine Ground Pneumatic Start
Check duct pressure 30 psi or greater.
Start engine using normal Engine Start procedure.
Note: Two ground pneumatic air sources (or one pneumatic source
with two hoses) are required with APU bleed air unavailable.
SP.7.2
August 15, 2005
Reduced Thrust Selection Prior To Takeoff
If reduced climb thrust desired:
Climb thrust line ........................................................................ Select
On the FMS Thrust Limit page, select desired climb thrust reference:
CLB 1 or CLB 2.
Observe <ARM> adjacent to the desired climb thrust.
<ARM> will change to <SEL> when the armed climb mode becomes
active.
If reduced takeoff thrust desired:
Assumed Temperature ....................................................................Set
On the FMS Thrust Limit page or Takeoff Reference page, enter desired
assumed temperature.
Observe assumed temperature and D-TO displayed (45°C D-TO for
example).
Note: If preselected reduced climb thrust is changed or cancelled and
reduced takeoff thrust is still desired, reduced takeoff thrust
must be reselected
Reduced Takeoff Thrust Change or Cancellation
If change desired:
Assumed Temperature ....................................................................Set
Enter new temperature value on Thrust Limit page or Takeoff
Reference page.
Observe new temperature and D-TO displayed (35°C D-TO for
example).
If cancellation desired:
Assumed Temperature .............................................................. Delete
Delete the assumed temperature by selecting the FMS Delete key and
then selecting the Takeoff line select key.
Observe TO displayed.
Note: If full takeoff thrust desired during takeoff following 80 knots
(autothrottle in THR HOLD mode) thrust levers must be
adjusted manually.
August 15, 2005
SP.7.3
Reduced Climb Thrust Selection Prior To Takeoff
If fixed thrust derate desired:
Climb Thrust Line ..................................................................... Select
On the FMS thrust limit page, select desired climb thrust reference:
CLB1 or CLB2.
Observe <ARM> adjacent to the desired climb thrust.
Reduced Climb Thrust Change or Cancellation
If fixed thrust derate desired:
CLB, CLB 1, or CLB 2.
Observe <SEL> adjacent to the desired climb thrust.
If cancellation desired:
CLB, CLB 1, or CLB 2.
Note: If preselected reduced climb thrust is changed or cancelled and
reduced takeoff thrust is still desired, reduced takeoff thrust
must be reselected.
Reduced Climb Selection In–flight
Climb Thrust Line .......................................................................... Select
On the FMS Thrust Limit page, select desired climb thrust reference: CLB
1 or CLB 2.
SP.7.4
August 15, 2005
Manual Engine Performance Report
Complete the Engine Performance Report when the aircraft is stabilized in cruise
for flights over one hour once every three hours.
Autothrottles ............................................................................Disengage
Allow engines to stabilize (3 to 5 minutes)
EICAS EVENT RCD ...................................................................... Press
This will take a snap shot of the required engine parameters and store them
in the EICAS memory.
Autothrottles ............................................................................. Reengage
Perform the following steps on one of the MCDUs.
MENU Function Key ..................................................................... Select
Display (6L) .................................................................................... Select
Maintenance Pages (5L) ................................................................. Select
71 PERF (5R) ................................................................................. Select
Manual Event (3L).......................................................................... Select
Ensure that MAN is listed to the right of the title PERFORMANCE on
the MFD display.
Record data on Engine Performance Report form (refer to TOPP
50-10-25 in MDM).
August 15, 2005
SP.7.5
Intentionally
Blank
SP.7.6
August 15, 2005
Preface
Chapter SP
Fire Protection
Section 8
Fire and Overheat Test
fire/overheat test.
ENG/APU/Cargo Fire Test
ENG/APU/CARGO test switch ........................................................Push
Verify the fire bell rings intermittently.
Observe the following lights
Master Warning
Fuel CONTROL switches
Left and Right ENG OVHT
LEFT ENG, RIGHT ENG, and APU FIRE handles
FWD and AFT cargo fire
The following EICAS messages appear
L ENGINE FIRE
R ENGINE FIRE
APU FIRE
FWD CARGO FIRE
AFT CARGO FIRE
L ENGINE OVHT
R ENGINE OVHT
Wheel Well Fire Test
WHEEL WELL FIRE test switch.....................................................Push
Verify the fire bell rings intermittently.
Observe the following lights
Master Warning
WHEEL WELL FIRE EICAS Message
January 17, 2005
SP.8.1
Preface Fire Protection
Intentionally
Blank
SP.8.2
August 1, 2000
Flight Instruments, Displays
Chapter SP
Section 10
Flight Recorder Test
Flight Recorder switch ....................................................................... Test
Observe OFF light extinguish.
Heading Reference Switch Operation
Use TRUE when flying in regions where true referencing is required. Use NORM
at other times.
Heading Reference switch ............................................ NORM or TRUE
Note: The following information applies when using the Heading
Reference switch:
• If the AFDS is in the HDG SEL mode and the Heading Reference switch
position is changed, the AFDS mode changes to HDG HOLD; HDG SEL
may be reselected.
• If making an ILS approach using true referencing, the localizer course
referenced to true north must be set on the NAV RAD page.
• RDMI VOR bearings are not available when the Heading Reference
switch is in TRUE.
March 31, 2006
SP.10.1
Supplementary Procedures Flight Instruments, Displays
Intentionally
Blank
SP.10.2
March 31, 2006
Chapter SP
Flight Management, Navigation
Section 11
Transponder Test
This procedure requires the IRS to be aligned and in NAV mode.
TCAS Test switch ............................................................................. Push
Verify “TCAS SYSTEM TEST OK” aural sounds.
Weather Radar Test
EFIS Mode selector .............................. MAP, MAP CTR, VOR, or APP
Weather Radar ................................................................................ TEST
The TEST position on all Delta aircraft presents no hazard to personnel or
equipment.
WXR (EFIS control panel) ................................................................. ON
Verify test pattern consisting of the following colors appears:
• Green
• Amber
• Red
• Magenta
If testing of the PWS system is desired:
Weather Radar Mode ............................... Cycle TEST OFF, then ON
Note: In the short time the weather radar is on and not in the
TEST position, it will radiate.
WARNING: Do not operate in other than the TEST Position
during refueling operations, in the vicinity of
trucks or containers holding flammable or
explosive liquids, while the aircraft is in the
hangar, or parked at the jetway or gate.
Verify the amber WINDSHEAR caution, red WINDSHEAR
warning and PWS FAIL annunciations display momentarily and
then extinguish. Verify the following aural alerts:
• "Monitor radar display"
• "Go around, windshear ahead"
• "Windshear ahead, windshear ahead"
March 31, 2006
SP.11.1
Supplementary Procedures Flight Management,
Navigation
WXR (EFIS control panel)................................................................OFF
Weather Radar Mode ............................................................... As desired
AMBER
RED
WXR
TEST
MAGENTA
TEST
0
GREEN
SP.11.2
March 31, 2006
Supplementary Procedures Flight Management, Navigation
Radar Operation
The recommended tilt and range settings are guidelines for good radar operation.
The flight crew is not limited to these settings. Operational needs often dictate
flexibility in tilt and range selections.
Before Takeoff
Confirm RADAR operation with a confidence check.
Set tilt 15° UP, WX mode, and short range.
Slowly lower tilt until weather or ground returns are displayed.
If no returns can be detected, suspect an inoperative radar.
WARNING: Do not operate the radar in the WX, TURB or MAP
modes within 100 feet of people, large reflective
objects, or combustible liquids.
To evaluate terminal area weather before takeoff:
Set tilt at 15° UP, RANGE at 40 nm or less.
The radar height of weather targets displayed is at least
(Tilt x Distance x 100). Weather targets displayed at:
• 10 nm are at least 15,000 feet AGL
Slowly lower tilt from 15° UP to 4° UP while evaluating weather
returns in the area.
Takeoff
During takeoff, tilt is initially set at 4° UP, with range at shortest appropriate for
terminal area conditions.
During initial climb (below 10,000 feet AGL) gradually lower tilt to 1° - 2° UP.
(Maintain the radar display clear of ground returns while allowing weather returns
to be displayed).
Climb
As climb continues above 10,000 feet AGL, lower tilt as necessary to maintain
ground returns at the outer edge of the display.
A range selection of 80 nm or less is optimal during climb, unless a longer range
setting is needed for deviation planning.
March 31, 2006
SP.11.3
Navigation
Cruise
To establish enroute park:
Set RANGE at 80 nm or less.
Adjust tilt to produce ground returns at the outer edge of radar display.
This tilt setting guards against overscanning nearby weather areas and
provides continuous confirmation that the radar is working. Weather
targets will separate from ground returns and move toward the bottom of
the display.
Range settings above 100 nm should be selected occasionally for
long-range planning.
Set tilt to produce a scattering of ground returns beyond 100 nm.
Storms detected at long range will increase in displayed intensity as they
are approached. Plan early deviations accordingly.
Note: Nearby weather areas may not be detected due to overscanning.
When returning to a shorter range, lower tilt to enroute park
position.
At cruise altitudes above 30,000 feet:
Use sufficient down tilt to direct the beam into unfrozen areas of nearby storms.
Confidence Check:
Enroute radar performance can be checked by adjusting tilt to display farthest
possible ground returns.
In WX mode and with GAIN control in AUTO, a properly functioning radar
should detect ground returns to the following distances:
10,000 ft. AGL
20,000 ft. AGL
30,000 ft. AGL
40,000 ft. AGL
100 nm
140 nm
175 nm
200 nm
SP.11.4
August 15, 2005
Descent
On descent from cruise altitude, raise tilt as necessary to maintain ground returns
at the outer edge of the display.
Low Altitude Park
Generally used at altitudes below 10,000 feet AGL.
To observe weather:
Set tilt 1 1/2° to 2° UP, range at shortest appropriate distance.
Note: If ground returns flood display, raise tilt until ground returns are
removed, and weather can be displayed.
Approach
Approach Park
On final approach:
Set tilt at 10° UP, range at 20 nm.
At 10° UP tilt the radar height of weather returns displayed will be above
aircraft altitude by at least (Tilt x Distance x 100). Weather areas will be
developed above aircraft altitude by at least:
10 nm
15 nm
20 nm
10,000 ft.
15,000 ft.
20,000 ft
Strong returns at mid to upper levels indicates hazardous convective
activity.
In a thunderstorm environment, occasionally lower tilt to produce
ground returns and detect radar shadows, then return tilt to approach
park.
August 15, 2005
SP.11.5
Navigation
Radar Guidelines
Tilt Formula
Using ground returns as a reference provides quick and effective tilt management.
When more precise tilt management is desired, the tilt formula can be used.
Tilt x Distance x 100 = feet (above or below) aircraft altitude.
Example: With 5° DOWN tilt, the radar beam would be centered
approximately 20,000 feet below aircraft altitude 40 nm ahead.
5 X 40 X 100 = 20,000 feet (below aircraft altitude).
Tilt Accuracy Check
To check the accuracy of tilt control the following exercise can be conducted.
Optimal conditions for this check are straight and level flight, altitude 10,000 feet
AGL or higher, level terrain, and no intervening weather.
Adjust tilt until the yellow ground return arc starts at a distance equal
to [2 x AGL altitude/1000].
Example: If aircraft at 34,000 feet AGL, yellow ground returns start
at 68 nm on the display (2 x 34).
Check tilt setting.
Tilt should be at 3 1/2° DOWN ±1 1/2° (acceptable limits 2° - 5° DOWN).
If tilt is not within 2° - 5° DOWN, note difference between tilt setting and
3 1/2° DOWN. This is the amount of tilt error present and should be
applied to all tilt settings.
SP.11.6
August 15, 2005
Gain Control
For proper calibration of the receiver, GAIN control must be in AUTO.
Manual GAIN can be used to evaluate the relative strength of surrounding weather
areas.
Observe weather targets while slowly reducing the GAIN.
Weaker targets will shrink and disappear while stronger targets persist.
At minimum GAIN any weather targets still displayed contain
extremely heavy rain.
If display becomes filled with red returns:
Check tilt, raise if necessary to remove ground returns from the
display.
Weather area being scanned may be Level 3 in strength.
Reduce GAIN level until only heavier areas display as red, to
differentiate rain intensity within the weather area.
If GAIN control is out of AUTO:
- A blue CAL legend will be displayed on the radar scope.
- No blue CAL legend will be displayed on HSI display.
WARNING: At reduced levels of GAIN, some weather targets will
disappear from the indicator. Targets which are
displayed will understate the true strength of the
weather. Return GAIN to AUTO, immediately after
using manual GAIN.
August 15, 2005
SP.11.7
Navigation
Attenuation
Expect attenuation any time weather targets reach Level 3, when the radome is wet
or ice covered, or when operating within precipitation.
To locate intense rain areas that may be totally attenuated:
Watch for crescent shaped returns, concave on the back side.
Note an absence of returns or shadow beyond the target.
Use ground returns to confirm radar penetration, and locate radar
shadows.
When flying through areas of moderate to heavy rain, radar range may
become limited by attenuation:
Set tilt to attempt to produce ground returns beyond the weather
returns. If attenuation is confirmed:
Monitor the outer edge of the weather returns.
Turn away from shadows that dip towards the bottom of the
display.
Fly towards the area of farthest returns (this is the area of lightest
precipitation).
Advise ATC that your radar range is limited and request vectors
away from known thunderstorm areas.
WARNING: Radar shadows are areas of unknown weather
intensity. Never penetrate a storm that
produces a radar shadow.
SP.11.8
August 15, 2005
Turbulence Avoidance
When using radar to avoid turbulence enroute:
Deviate upwind of storms when possible.
Expect turbulence to be present in any convective activity, regardless
of intensity level displayed on radar.
When convective storms reach Level 3 (red), expect moderate to
severe turbulence in all areas of the storm, including the Level 1 and
2 areas.
TURB mode can be used to detect areas of horizontal rain movement
within 40 nm. Set tilt to insure beam is sweeping at flight altitude.
WARNING: An absence of indicated turbulence in TURB mode
does not mean it is safe to penetrate a weather area
that by other indications is hazardous.
August 15, 2005
SP.11.9
Navigation
IRS
Full Alignment
IRS Mode selectors ...........................................................................OFF
IRS mode selectors must be selected OFF for at least 30 seconds and
ALIGN lights must be extinguished prior to a full alignment.
IRS Mode selectors .......................................................................... NAV
Observe ON DC lights illuminate momentarily.
Observe ALIGN lights illuminate after approximately 10 seconds.
Full Alignment takes 10 minutes - minimum.
Observe ALIGN lights extinguish approximately ten minutes after
selecting NAV.
Select the POS INIT page.
Enter present position.
Enter present position on SET IRS POS line on the CDU POS INIT
page, or through the IRS mode selector keyboard, using the most
accurate latitude and longitude information available (using GPS,
gate, parking spot, or ARP coordinates).
Quick Alignment (QA) / Fast Realignment
IRS Mode selectors ......................................................................ALIGN
CDU .................................................................................................... Set
Enter present position on SET IRS POS line of CDU POS INIT page.
IRS Mode selectors .......................................................................... NAV
SP.11.10
November 20, 2006
High Latitude Alignment
This procedure applies to alignment at latitudes greater than 70°12.0'
and less than 78°15.0'.
IRS Mode selectors ..................................................... OFF, then ALIGN
POS INIT page ....................................................................................Set
Enter present position on SET IRS POS line using the most accurate
latitude and longitude available.
IRS Mode selectors ...........................................................................NAV
Select NAV after remaining in ALIGN for 17 minutes minimum. Verify
ALIGN lights extinguished.
August 15, 2005
SP.11.11
Navigation
Align Lights Flashing
Do not move IRS Mode selector to OFF except where called for in
procedure.
POS INIT page ............................................................................... Select
Set IRS Position ....................................................Enter Present Position
Enter present position using most accurate latitude and longitude available.
If a position is already displayed on the SET IRS POS line, enter new
position over displayed position.
If ALIGN light continues to flash:
Set IRS Position ...............................................Enter Present Position
Re–enter same present position.
If ALIGN light continues to flash after re–entry:
IRS ...............................................................................................OFF
Rotate IRS Mode selector to OFF and verify ALIGN light
extinguished.
Note: Light must be extinguished before continuing with
procedure (approximately 30 seconds).
IRS .............................................................................................. NAV
Rotate IRS Mode selector to NAV and verify ALIGN light illuminated.
Set IRS Position ..........................................................................Enter
Enter present position in boxes. If ALIGN light flashes, re–enter same
present position over displayed position.
Note: Approximately ten minutes is required for realignment.
If ALIGN light continues to flash, maintenance action is required.
Position Entry Using IRS Mode Selector Panel
Latitude ............................................................................................Enter
Begin with N or S, followed by latitude including trailing zeros, i.e.,
N003°30.0' entered as N3300.
Longitude .........................................................................................Enter
Begin with E or W, followed by longitude including trailing zeros, i.e.,
E001°11.0' entered as E1110.
SP.11.12
August 15, 2005
Lateral Navigation
Alternate Route Entry/Activation
Desired RTE page 1 ........................................................................ Select
If desired route (1 or 2) not displayed, select desired route.
Route (if required) ........................................................................... Enter
Enter route using preflight procedure.
ACTIVATE ..................................................................................... Select
If in–flight, use DIRECT TO or INTC LEG TO boxes to enter desired
course from present position to new route.
EXEC key ......................................................................................... Push
Direct To A Waypoint Using Overwrite
RTE LEGS page ............................................................................. Select
Desired Waypoint ............................................................................ Enter
Enter the desired waypoint over the active waypoint.
Waypoint Sequence ....................................................................... Check
Enter waypoints in desired sequence.
EXEC key ......................................................................................... Push
Estimate For Alternate
PROGRESS page 1......................................................................... Select
Desired Destination ......................................................................... Enter
Note: Estimates displayed are for present position direct.
August 15, 2005
SP.11.13
Navigation
Holding Pattern Entry
Holding fix must be a route waypoint or present position before
accomplishing following steps.
HOLD key ........................................................................................ Push
NEXT HOLD (if displayed)........................................................... Select
Holding Fix ......................................................................................Enter
To hold at present position, select PPOS. To hold at waypoint, enter
waypoint identifier in HOLD AT boxes.
HOLD page .................................................................................... Check
EXEC key ......................................................................................... Push
Holding Pattern Exit
To exit holding accomplish the following procedure or refer to one of
the “Direct to a Waypoint” procedures.
EXIT HOLD................................................................................... Select
EXEC key ......................................................................................... Push
SP.11.14
August 15, 2005
Intercept A Leg Or Course To A Waypoint Using Overwrite
Desired Waypoint ............................................................................ Enter
Enter the desired waypoint over the active waypoint.
Note: If waypoint not previously in route, a discontinuity occurs.
If waypoint was previously in route, the inbound course is set to same
inbound great circle course. For airways, displayed course may not be
identical to charted value.
If inbound course is correct:
Intercept Course ................................................................Line Select
Line select FMS computed course in INTC CRS to boxes.
If inbound course not correct:
Intercept Course ......................................................................... Enter
Enter course desired at waypoint in INTC CRS TO boxes (or over
existing intercept course to value if waypoint was already in route).
EXEC key ......................................................................................... Push
Waypoint Sequence ....................................................................... Check
Enter waypoints in desired sequence.
EXEC key ......................................................................................... Push
If necessary, use Heading Select mode to change intercept heading.
Then, arm LNAV mode.
Lateral Offset
RTE page ........................................................................................ Select
Offset ............................................................................................... Enter
Enter desired offset direction and distance over OFFSET dashes.
EXEC key ......................................................................................... Push
To remove offset, accomplish Direct To procedure or enter “0” in
OFFSET line.
August 15, 2005
SP.11.15
Navigation
Leg Modification
To modify active waypoint or leg, accomplish one of the Direct To or
Intercept A Leg Or Course procedures except when entering along track
waypoints.
To change waypoint sequence:
Desired Waypoint Sequence .......................................................Enter
Note: If waypoint not previously in route a discontinuity occurs
except when entering along track waypoints.
EXEC key ................................................................................... Push
To delete a waypoint at end of route:
DEL key ...................................................................................... Push
Waypoint ................................................................................... Select
EXEC key ................................................................................... Push
To enter along track waypoints:
Along Track Displacement .........................................................Enter
Select reference waypoint to scratch pad and modify for desired
displacement.
Reference Waypoint .................................................................. Select
The FMC will automatically position the created waypoint to the
appropriate position.
EXEC key ................................................................................... Push
Route Removal
RTE page 1 ..................................................................................... Select
Origin ...............................................................................................Enter
If EXEC key illuminates:
EXEC key ................................................................................... Push
SP.11.16
August 15, 2005
SID Change Or Runway Change
This entire procedure must be accomplished when a SID is used and the
runway or SID is changed. This will prevent the possibility of incorrect
routing or inadequate obstacle clearance.
DEPARTURES page ...................................................................... Select
Runway ....................................................................................... Reselect
SID .............................................................................................. Reselect
Transition (if required) ............................................................... Reselect
Waypoint Sequence and Altitudes ................................................. Check
Modify as necessary to agree with clearance.
EXEC key ......................................................................................... Push
August 15, 2005
SP.11.17
Navigation
STAR, Profile Descent Or Approach Change
Associated airport must be entered as route origin or destination.
ARRIVALS page ............................................................................ Select
STAR or Profile Descent (if required) ........................................... Select
Transition (if required) ................................................................... Select
Approach ........................................................................................ Select
Approach Transition (if required) .................................................. Select
Waypoint Sequence and Altitudes ................................................. Check
Modify as necessary to agree with clearance.
EXEC key ......................................................................................... Push
SP.11.18
August 15, 2005
Vertical Navigation
Climb, Cruise Or Descent Speed Schedule Change
CLB or CRZ or DES page .............................................................. Select
To change schedule:
Desired Schedule ....................................................................... Select
To enter fixed speed schedule:
Desired Speed ............................................................................. Enter
Enter speed on ECON/SEL SPD line (line 2L).
EXEC key ......................................................................................... Push
Climb Or Descent Direct To MCP Altitude
This procedure deletes all waypoint altitude constraints between current
airplane altitude and altitude set in MCP.
Altitude Window..................................................................................Set
CLB or DES page ........................................................................... Select
CLB DIR or DES DIR .................................................................... Select
EXEC key ......................................................................................... Push
Cruise Altitude Change
Altitude Window..................................................................................Set
CRZ page ........................................................................................ Select
Cruise Altitude ................................................................................. Enter
EXEC key ......................................................................................... Push
August 15, 2005
SP.11.19
Navigation
Speed/Altitude Constraint At Waypoint
To enter or modify constraint:
Speed/Altitude ............................................................................Enter
Note: Speed entry requires “/” mark and altitude.
EXEC key ................................................................................... Push
To delete constraint:
DEL key ...................................................................................... Push
Speed/Altitude .......................................................................... Select
Select undesired constraint and observe estimated values appear.
EXEC key ................................................................................... Push
Speed/Altitude Transition And Restriction
CLB or DES page .......................................................................... Select
To enter speed/altitude restriction:
Speed/Altitude ............................................................................Enter
EXEC key ................................................................................... Push
To delete speed/altitude restriction or transition:
DEL key ...................................................................................... Push
Speed/Altitude .......................................................................... Select
EXEC key ................................................................................... Push
Temporary Altitude Restriction
Altitude Window ................................................................................. Set
To resume climb or descent:
Altitude Window ............................................................................ Set
VNAV ...................................................................................... Engage
SP.11.20
August 15, 2005
Temporary Speed Restriction
IAS/MACH selector ......................................................................... Push
Speed Window .....................................................................................Set
To resume FMC speed schedule:
IAS/MACH selector .................................................................... Push
Performance Data Entries
Descent Forecast
DES page ........................................................................................ Select
DESCENT FORECAST page ........................................................ Select
Transition Level ............................................................................. Check
Thermal Anti–ice On Altitude (if required) .................................... Enter
Wind Altitude .................................................................................. Enter
Enter altitude over dashes on left.
Wind Direction/Speed ..................................................................... Enter
Step Climb Evaluation
CRZ page ........................................................................................ Select
Step to Altitude ................................................................................ Enter
Savings ........................................................................................... Check
Waypoint Winds
RTE DATA page ............................................................................. Select
WINDS page................................................................................... Select
Altitude and Wind............................................................................ Enter
EXEC key ......................................................................................... Push
August 15, 2005
SP.11.21
Navigation
Additional CDU Functions
Data Link Request
FMC COMM page ......................................................................... Select
Desired page ................................................................................... Select
Request send .................................................................................. Select
Fix Page Entries
FIX page ......................................................................................... Select
Fix Identifier.....................................................................................Enter
Bearing or Distance From Fix ..........................................................Enter
Enter desired bearing or distance or select ABEAM.
Note: Bearing/distance from fix may be used as route waypoint.
ND Plan Mode Control
ND Mode ........................................................................................PLAN
Map Center Step ............................................................................. Select
SP.11.22
August 15, 2005
Navaid Inhibit
To inhibit use of radio navigation aids from position updating:
INIT REF page ............................................................................... Select
INDEX page ................................................................................... Select
NAV DATA page ............................................................................ Select
Navaid Identifier .............................................................................. Enter
To inhibit use of a VOR and DME:
NAVAID line ......................................................................... Enter
To inhibit use of a VOR only:
VOR ONLY line .................................................................... Enter
To inhibit use of all VORs:
VOR/DME NAV OFF/ON prompt ....................................... Select
ALL is displayed in the VOR ONLY inhibit line and OFF is
displayed in large font.
August 15, 2005
SP.11.23
Navigation
Update Active Navigation Database
The navigation database can be changed only on the ground. Changing
the database removes all previously entered route data.
INIT REF ....................................................................................... Select
IDENT page .....................................................................................Enter
Inactive Date line .............................................................................Enter
Transfers inactive date range to scratchpad
Active Date line ................................................................................Enter
Transfers inactive database line to active database line. Transfers active
database line to the inactive database line.
SP.11.24
August 15, 2005
FMC Class II Navigation
Prior to entry into Class II airspace, a nav accuracy check will be performed. The
Flight Plan provides space to record the checks.
Nav Accuracy Check
Use the following:
Select POS - Page 2 in the FMS.
Verify RNP/Actual (ANP) values are displayed and that ANP is less
than RNP.
Place check in Flight Plan block indicating NAV Accuracy Checks
completed.
Note: "NAV UNABLE RNP" EICAS message will not be displayed if
ANP is less than RNP.
August 15, 2005
SP.11.25
Navigation
RNAV Departure Procedures
During Preflight
Accomplish a full inertial/navigation system alignment prior to taxi
(refer to Full Alignment procedure earlier in this chapter).
Ensure the waypoints, speed, and altitude constraints of the RNAV SID
selected from the database match those depicted on the published
Jeppesen procedure for the departure runway.
Taxi
Ensure the departure runway selected in the FMS is consistent with the
assigned departure runway, and the associated first fix in the FMS/ND
match the assigned RNAV SID/ATC departure clearance.
On the ND map display (maximum 10 nm scale) check aircraft position
when approaching the departure runway.
SP.11.26
August 15, 2005
During/After Takeoff
The appropriate roll mode should be selected to comply with the
departure procedure and clearance. If the departure procedure and
clearance require an LNAV track from the runway, arm LNAV before
takeoff; LNAV automatically engages at 50 feet.
Pay close attention to takeoff clearance. "Delta 123, cleared for takeoff"
is the standard clearance issued to fly the RNAV SID as published.
Use of the autopilot is strongly encouraged. Optimum course adherence
is ensured if the autopilot is engaged at approximately 1,000 ft. AFE.
Recommend engaging autopilot after "VNAV, flaps 5".
Whenever a significant course change is depicted, expect the FMC to
use turn anticipation for fly-by waypoints (waypoints depicted on
Jeppesen charts without a circle around them).
RNAV SID/STAR design is based on path keeping accuracy bounded
within 0.5nm. On the ND map display, the tip of the airplane symbol
represents the precise present position of the aircraft. On straight-line
flight path segments, the base of the airplane symbol approximates
one-tenth of the selected ND map scale (e.g., in the 10 nm scale, the
base of the airplane symbol represents approximately 1 nm.) Pilots may
use the airplane symbol or the appropriate progress page in the FMS to
monitor path-keeping accuracy.
Notify ATC of any degradation of performance or inability of the FMS
to provide accurate navigation and request amended clearance.
August 15, 2005
SP.11.27
Navigation
FMS Preflight for Origins/Destinations Not Contained in FMS
Database
Certain Offline Airports may not be in the FMS Database. If necessary use the
following procedures when FMS database support is unavailable:
Conduct a full alignment of the IRS using the most accurate information
available; GPS coordinates, gate coordinates, or Airport Reference
Point.
Enter the closest online airport as the airdrome of Origin/Destination on
the FMS Route page.
Create a waypoint for the actual Offline Airport using Lat/Long or an
available navaid collocated on the field; load this waypoint in the
appropriate sequence on the Route Legs page.
Display and use Raw data as applicable for all Departures/Arrivals/
Approaches/ Missed Approaches at airports not supported by the FMC
database.
SP.11.28
August 15, 2005
Fuel
Chapter SP
Section 12
Fuel Balancing
If fuel leak is suspected:
Accomplish the ENGINE FUEL LEAK checklist.
Note: Fuel pump pressure should be supplied to the engines at all
times. At high altitude, without fuel pump pressure, thrust
deterioration or engine flameout may occur.
When the fuel quantities in left main and right main tanks differ by an
appreciable amount:
Crossfeed valve switches (both) .................................................... ON
Fuel pump switches (low quantity tank) ..................................... OFF
When fuel load balanced:
Fuel pump switches ....................................................................... ON
Crossfeed valve switches ............................................................ OFF
Fuel Crossfeed Valve Check
Fuel crossfeed valve switch ................................................................ ON
Fuel crossfeed valve switch .............................................................. OFF
Fuel Quantity Test
Fuel Quantity Test switch ..................................................... FUEL QTY
Observe FUEL CONFIG light illuminate and LOW FUEL message
display.
Observe fuel quantity indicators display all eights (8) except initial digit in
total fuel quantity indicator which displays one (1). Observe fuel
temperature indicator display -188 degrees Centigrade.
March 31, 2006
SP.12.1
Supplementary Procedures Fuel
Intentionally
Blank
SP.12.2
August 1, 2000
Warning Systems
Chapter SP
Section 15
EICAS Status Message Erase Procedure
Any status message that appears following dispatch requires an entry in the
logbook. Do not erase status messages that appear following dispatch.
A status message displayed prior to preflight requires maintenance coordinator
approval prior to attempting a status message erase procedure.
If a status message appears during pre-flight prior to dispatch, proceed
as follows:
MENU key (center MCDU) ........................................................ Push
DSPLY (L6)............................................................................... Select
MAINTENANCE PAGES (L5) ................................................ Select
31 MCDP/MSG (L4) ................................................................. Select
ERASE (R4) .............................................................................. Select
RETURN (L6) ........................................................................... Select
To return to ACARS
MENU key (center MCDU) ........................................................ Push
Event Record
Event Record switch ......................................................................... Push
Use as directed by Flight Operations for maintenance analysis or at the
discretion of the captain to manually record parameters for a suspect
condition.
March 31, 2006
SP.15.1
Supplementary Procedures Warning Systems
Ground Proximity Warning Test
Momentarily holding the GPWS TEST switch on the aux panel to the
GRN PROX position and releasing to the neutral position will test the
system.
The following occurs with a correctly operating system.
• Aural annunciation of “Glide Slope, Pull-Up, Windshear, Windshear,
Windshear, Terrain, Terrain, Pull-Up”.
The following lights will illuminate.
• GND PROX
• PULL UP
• MASTER WARNING
• WINDSHEAR
• TERRAIN (red then amber)
A simulated terrain model will be displayed on the ND made up of dot
patterns of varying density and color.
Traffic Alert and Collision Avoidance System (TCAS) Test
Note: Prior to the airacraft’s first flight of the day, perform a TCAS
test
TCAS test button .............................................................................. Push
Note: IRU alignment is required for a valid test.
Verify TCAS system display on the ND.
Verify TCAS avoidance display on the PFD.
Verify aural annunciation "TCAS SYSTEM TEST OK".
SP.15.2
March 31, 2006
Takeoff Configuration Warning Test
Establish one or more of the following conditions:
Flaps not in takeoff position
Speedbrakes not down
Stabilizer units set greater than green band
Park brake set
Configuration Test switch .................................................................. T/O
Observe CONFIG light illuminate, and appropriate configuration warning
message(s) display.
Establish appropriate configuration.
March 31, 2006
SP.15.3
Intentionally
Blank
SP.15.4
March 31, 2006
Adverse Weather
Chapter SP
Section 16
Adverse Weather Operation
Airplane operation in adverse weather conditions may require additional
considerations due to the effects of extreme temperatures, severe
turbulence, and windshear. The following additional instructions are
intended to supplement the normal operating procedures and should be
observed when applicable.
Cold Weather Operation
Considerations associated with cold weather operation are primarily those
concerned with low temperatures and with ice and snow on the aircraft,
ramps, taxiways, and runways.
For flight deck preparation and ground operation, use normal air
conditioning procedures, with all packs, trim air, and recirculation fans on,
to provide cabin heating, unless ground conditioned air is utilized. Keep
airplane windows and doors closed as much as possible to limit heat loss.
Although removal of surface snow, ice or frost is normally a maintenance
function, the flight crew should use additional care and scrutiny during
preflight preparation to inspect areas where surface snow or frost could
change or affect normal system operations.
If any area will require special attention during deicing, coordinate with
the ground crew.
After extended cold soaking, equipment or systems may not operate or
start when initially selected on. Should this occur, the control may be
cycled OFF then ON one time to restore operation.
During cold weather starts, displays may require additional warm–up time
before displayed engine indications can accurately show changing values.
Also, displays may appear less bright than normal.
Use normal start procedures; however, note that oil pressure may be slow
to rise and will initially be higher than normal.
After engine start, use the Engine Anti–Ice Use supplementary procedures
(refer to Section 3 – Anti–Ice, Rain).
December 19, 2007
SP.16.1
Supplementary Procedures Adverse Weather
For taxi, exercise caution by taxiing at a slower speed than normal. Taxi
with flaps up if slush and standing water are present. Use smaller than
normal tiller and rudder steering inputs, apply minimum thrust evenly and
smoothly, and use anti–ice supplementary procedures for engine run–up.
Rejected Takeoff
When aborting a takeoff on a slippery runway, extend spoilers if not
deployed and use maximum allowable symmetrical reverse thrust. If a side
slip develops, correct back to centerline by reducing reverse thrust to
reverse idle and releasing brakes. This allows the tire cornering forces to
be used for realignment to runway centerline. Use rudder, steering and
differential braking, as required, to prevent over correcting past the
centerline. When re-established on centerline, apply maximum braking
and reverse thrust to stop the aircraft.
Landing
To minimize stopping distance on a contaminated runway:
• Use autobrakes for maximum stopping effectiveness.
• Avoid excessive approach speed.
• Touchdown within 1,500 feet from the approach end of the runway.
• Assure spoilers deploy.
• Use maximum allowable symmetrical reverse thrust.
• Reduce reverse thrust to reverse idle prior to 60 knots.
• The thrust levers should be positioned to reverse idle by taxi speed,
then to full down after the engines have decelerated to idle
• If side slipping off the runway, select reverse idle and release
brakes to return to centerline.
• Aircraft will tend to drift off the runway nose first with forward
thrust and tail first with reverse thrust.
• Reverse thrust may reduce forward visibility due to blowing snow.
• Avoid abrupt steering inputs.
After making an approach in icing conditions, or landing on a runway
covered with snow or slush, do not retract the flaps until the flap areas have
been checked free of debris by the ground crew.
SP.16.2
December 19, 2007
Securing for Cold Weather
If remaining overnight at off–line stations or at airports where normal
support is not available, the flight crew should arrange for or ascertain that
the following actions have been accomplished:
PACK CONTROL selectors ............................................................. OFF
OUTFLOW VALVE switch ........................................................... MAN
OUTFLOW VALVE MANUAL switch ...................................... CLOSE
Position outflow valves fully closed to inhibit intake of snow and
ice.
Doors and side windows ..................................................................Close
Wheel chocks .................................................................... Check in place
Parking brake .................................................................................... OFF
Release parking brake to eliminate possibility of brakes freezing.
Protective covers.............................................................................Install
Install protective covers and plugs to protect the airplane and
engines from snow and ice.
Water storage containers ..................................................................Drain
Drain all water tanks and containers to protect from freezing.
Toilets ..............................................................................................Drain
Drain all toilets to protect from freezing.
December 19, 2007
SP.16.3
Ground De/Anti-Icing
Definitions and Concepts
Ground de/anti-icing background information and policies are described in
this section and the Airway Manual, Weather - Icing. Procedures for
aircraft specific de/anti-icing are located in this section.
Deicing
Deicing is the procedure of removing frost, ice, slush, or snow from the
aircraft in order to provide clean surfaces. On the ground this may be
accomplished by:
• Using any mechanical or pneumatic means that will not damage the
aircraft.
• Using heated deicing fluid to remove all forms of frozen
contamination (including environmental frost). Heated fluids
penetrate the frozen contaminants and contact the aircraft skin. The
high thermal conductivity of the aircraft skin causes the heat to
spread, breaking the bond of the ice and snow, causing it to melt or
fall off the aircraft.
Anti-icing
Anti-icing is a precautionary procedure that provides protection against the
formation of frost or ice, and accumulation of snow or slush on treated
surfaces of the aircraft for a limited period of time (holdover time).
Anti-icing fluid is the only protection against airfoil icing prior to getting
airborne. Therefore, fluid application should be completed as close to
takeoff time as possible.
De/Anti-icing
A combination of the deicing and anti-icing procedures.
Secondary De/Anti-icing
If an aircraft which has been de/anti-iced is delayed on the ground long
enough that anti-icing protection is no longer effective, or if for any reason
the de/anti-icing process is interrupted while freezing/frozen precipitation
is falling, the ground de/anti-icing procedure must be reaccomplished in its
entirety. This is referred to as secondary de/anti-icing.
SP.16.4
December 19, 2007
When secondary de/anti-icing is necessary, the contaminated anti-icing
fluid and all frozen contamination must be completely removed by deicing
before making another application of anti-icing fluid. If a holdover time
was previously established after completing secondary de/anti-icing, a
new holdover time must be determined.
Clean Aircraft Concept
The airline industry, in concert with the FAA, is operating with a clean
aircraft concept to minimize the effects of all forms of frozen
contamination on aircraft surfaces.
Takeoff is prohibited when frost, ice, snow or slush is adhering to the
wings, control surfaces, engine inlets, or other critical surfaces of the
aircraft.
• Do not rely on air flow during takeoff roll to remove frozen
precipitation that may be adhering to the aircraft.
• A coating of frost up to 1/8 inch thick on the lower wing surface,
below the fuel tank area, is permissible provided it is caused by
cold soaked fuel.
• A thin coating of frost is permitted on the fuselage, provided letter
and paint lines are visible through the frost.
Cold soaked wings
A cold soaked wing condition can occur when an aircraft lands with a large
amount of fuel remaining in the wing tanks. During cruise at high altitude,
the aircraft is subjected to extremely cold temperatures for an extended
period of time causing the aircraft skin and fuel to become super cooled. If
enough super cooled fuel is remaining in the wing tanks to contact the
upper wing surface, it will maintain the skin at a temperature below
freezing. When this happens, any moisture contacting the upper wing
surface may form frozen contamination, even in ambient air temperatures
as high as 15°C (60°F).
For all other aircraft, a cold soaked wing should only be suspected if both
of the following conditions are met.
• Frost or ice is observed on the wing’s underside during the walk
around, and
• A large amount of fuel was remaining in the wing tanks after
landing.
December 19, 2007
SP.16.5
If cold soaked wings are suspected, cabin windows may be used during the
preflight to visually inspect the upper wing surfaces for frost or ice. The
quickest way to alleviate a cold soaked wing condition is to add warm fuel
to the wing tanks.
Critical Aircraft Surfaces
Critical aircraft surfaces are those surfaces which must be clear of adhering
frozen contamination before beginning takeoff roll. Critical aircraft
surfaces include, but may not be limited to:
• Wings, slats, flaps, ailerons, spoilers.
• Horizontal stabilizer and elevator.
• Vertical stabilizer and rudder.
• Pitot heads, static ports, ram-air intakes, engine and flight
instrument probes, other kinds of instrument sensor pickups.
• Engine and APU inlets and exhausts.
• Landing gear and landing gear doors.
• Fuel vents.
• Radome
Representative Aircraft Surfaces
Representative aircraft surfaces are those which the pilot can readily
observe to determine whether or not frost, ice, or snow is accumulating or
forming on that surface. By using a representative surface, a pilot can make
a reasoned judgement regarding whether or not frost, ice, or snow is
adhering to other aircraft surfaces.
Representative aircraft surfaces visible from the flight deck are:
• Fuselage.
• Radome.
Representative aircraft surfaces visible from the best vantage point(s) in
the cabin are:
• Wing area upper surfaces.
• Wing leading edges.
• Engine inlets.
SP.16.6
December 19, 2007
Best Vantage Point(s)
The best vantage point is the location in the aircraft where a pilot can best
check representative aircraft surfaces. This will normally be a passenger
window in the over-wing area. It may be necessary in some circumstances
to move forward a few rows to get the best view of the engines. Outside
lighting conditions and glare may also affect which specific location is the
best vantage point.
Holdover Time
Holdover time is the estimated time that anti-icing fluid will prevent the
formation of frozen contaminants on the treated surfaces of the aircraft.
Holdover time is determined by the pilot using the Holdover Time Tables.
Holdover time starts when the final application of fluid begins. The final
fluid applied will be either:
• De/Anti-icing fluid in the one step procedure, or
• Anti-icing fluid in the two step procedure.
Holdover time ends when either:
• The applied fluid loses its effectiveness, or
• The time extracted from the holdover time range expires.
Ground Icing Conditions
Guidance for determining precipitation categories (type) and intensities
(light, moderate, and heavy) is located in the Airway Manual, Weather,
Hazardous Weather - Icing.
WARNING:Do not take off during hail, moderate or heavy
freezing rain, snow pellets, or heavy ice pellets.
Operational Effects of Frozen Contamination
Frost, ice, and/or snow adhering to airfoils, engine inlets, flight controls
and flight instrument sensors, even in small amounts, can have a critical
effect on aircraft performance. For example, ice formations on the wing’s
leading edges and upper surfaces creating texture roughness of medium to
coarse sandpaper can reduce lift as much as 30 percent and increase drag
by 40 percent. Therefore, frozen contamination on the aircraft in any form
poses a serious threat to flight safety due to degraded operational
performance.
December 19, 2007
SP.16.7
Degraded aerodynamic performance such as:
• Lift decreases - Frozen contamination may destroy the lifting
ability of an airfoil, including leading edge devices. The aircraft
may not lift off at a normal pitch attitude. Required gaps in leading
edge devices may be blocked and further reduce lift on one or both
wings.
• Drag/weight increases - An aircraft may fail to reach takeoff speed
in the calculated distance.
• Stall speed increases - Buffet or stall may occur before activation
of stall warning systems.
• Controllability decreases - Caused by changing the aerodynamic
properties of the control surface due to ice. For example, ice on the
leading edge of the horizontal stabilizer can affect pitch control,
especially during rotation.
Reduction in available engine power caused by:
• Icing of engine inlets, guide vanes or compressor blades.
• Ingestion of ice shedding from other parts of the aircraft.
Impairment of flight and engine performance indicators resulting in:
• Incorrect power settings due to EPR probe icing.
• Incorrect airspeed indication caused by pitot/static probe icing.
• Erroneous stall warning caused by ice on the AOA probe.
Degraded flight control response as ice may interfere with the free
movement of the flight controls.
Delta De/Anti-icing Program
Delta Air Lines’ Ground De/Anti-icing Program is coordinated among
Airport Customer Service, Maintenance, Flight Control, Flight
Operations, Fleet Management and Reliability, and Flight Safety. Each
Delta deicing station will have designated trained personnel on duty to
determine when to initiate ground de/anti-icing operations. At airports
where no Delta personnel are permanently assigned, the Captain may
declare the de/anti-icing program in effect. In this case, the Captain shares
responsibility for the effectiveness of the effort with the ground crew. The
procedures outlined in this section will help guide the Captain through this
decision making process.
There are several components to Delta’s De/Anti-icing Program. Pilots
need to be aware of how key components play an integral part in ensuring
safe winter flight operations.
SP.16.8
December 19, 2007
De/Anti-icing Alert Plan
A Deicing Alert Chart will be issued daily by Delta Meteorology to the
OCC Duty Director. This chart reflects forecasted freezing/frozen
precipitation for specific geographic regions for the next day’s flying (24 48 hours in advance). Affected stations will be notified, and plans will be
made to initiate local de/anti-icing operations. Flight Control will work in
conjunction with individual stations to determine possible changes to the
flight schedule based on any anticipated decrease in airport air traffic
capacity.
Station De/Anti-icing Plans
Each Delta station that conducts de/anti-icing operations is required to
have a detailed de/anti-icing plan on file. This plan contains, but is not
limited to the following information:
• Persons responsible for implementing/terminating the de/anti-icing
plan.
• Deicing equipment and fluids.
• Location of de/anti-icing areas.
• Local procedures including communication with the flight crew
and coordination with local ATC.
ATC will be notified whenever the local de/anti-icing plan is in effect.
Departure runway queues will be managed by ATC in order to minimize
the amount of time an aircraft spends on the ground after being
de/anti-iced.
Special procedures for the pilots will be contained in the Airway Manual,
10-0 Delta Special Pages (green pages), or noted in the Airport Remarks
section of the flight plan.
Responsibility for De/Anti-icing of Aircraft
The Captain has the ultimate responsibility for ensuring the aircraft’s
critical surfaces are free of frozen contamination and the flight can be
operated safely. The ground deicing crew shares in this responsibility by
providing an aircraft that complies with the clean aircraft concept.
Normally, aircraft de/anti-icing will be performed by:
• Delta Maintenance.
• Airport Customer Service (ACS).
• Business partner (contractor).
• Any combination of the above.
December 19, 2007
SP.16.9
ACS and/or contractors accomplish the majority of aircraft de/anti-icing.
As always, pilot vigilance is paramount during any de/anti-icing
procedure. If possible, the pilots should evaluate the operation from the
flight deck as it is being conducted and:
• If deicing or anti-icing is not being performed properly and safety
is jeopardized, stop the operation and attempt to have the problem
corrected.
• When possible, provide timely feedback on individual station
de/anti-icing performance to the Dispatcher. A telephone report is
preferred.
• Document all de/anti-icing problems or kudos on a COR.
Depending on the circumstances and local station procedures, aircraft
de/anti-icing may be accomplished:
• Whenever requested by the Captain.
• Prior to taxiing into the gate (to prevent accumulation).
• During overnight parking (prior to pilots’ arrival).
• At the gate - prior to pushback.
• After pushback - clear of the gate.
• During taxi operations, i.e., car wash.
Deicing at Offline Stations
If de/anti-icing is required at an offline station, consult with Flight Control.
In unusual circumstances, such as when operating at an offline station, the
pilots may be required to supervise the de/anti-icing operation. In this case,
the pilots must ensure the aircraft is free of frozen contamination in
accordance with the clean aircraft concept. If the Captain determines that
the pilots are unable to effectively supervise the de/anti-icing procedure,
the flight will not operate.
Note:Contact the Dispatcher if a noncertified fluid must be used.
Refer to Noncertified Fluids section in this chapter.
SP.16.10
December 19, 2007
De/Anti-icing Fluids
Type I Fluid
Type I fluid is a deicing and anti-icing fluid with low viscosity and is
considered an unthickened fluid. It forms a very thin wetting film on
aircraft surfaces and has excellent deicing properties. Type I fluid can be
orange-colored or colorless. Due to its low viscosity, it provides minimal
anti-icing protection. Type I fluid is always diluted because adding water
ensures fluid freeze point protection and ensures proper aerodynamic
flow-off characteristics. Type I fluid is never applied 100 percent.
Different dilution ratios of Type I fluids affect the freeze point of the fluid,
but do not alter its holdover time significantly. Consequently, there are no
ratio break outs on the Type I Holdover Time Table. The Type I Holdover
Table will apply when this fluid is used.
Type II Fluid
Type II fluid is a deicing and anti-icing fluid of high viscosity and is
considered a thickened fluid. It adheres to the aircraft surfaces to provide
a protective film. It creates a thicker layer than Type I fluid and thus has
improved anti-icing capability. Type II fluid can be straw-colored or
colorless. Airflow during takeoff roll causes the fluid to shed so that by
rotation the surfaces are aerodynamically clean. Varying concentration
levels of Type II fluid affect its holdover time. Delta prefers to use 100
percent concentration of Type II fluid, but other concentration levels may
be used at contract or overseas facilities. Not all stations will have Type II
available. The Type II Holdover Table will apply when this fluid is used.
Type III Fluid
Type III fluid is a deicing and anti-icing fluid with longer [holdover] times
than Type I fluid, but lower viscosity than Type IV fluids. It was primarily
designed for use on aircraft with slower rotation speeds to ease shedding
of the fluid during takeoff, but it is fully approved for use on Delta aircraft.
Type III fluid is bright yellow in color. Few stations are expected to have
Type III fluid available. The Type III Holdover Table will apply when this
fluid is used.
Type III fluid or fluid/water mixtures are normally applied heated when
used for deicing (contamination removal), but may be heated or unheated
for anti-icing (surface protection).
December 19, 2007
SP.16.11
Type IV Fluid
Type IV fluid is an enhanced performance deicing and anti-icing fluid with
characteristics similar to Type II. Type IV fluid is green colored, except in
Japan, where it is colorless. Its anti-icing effectiveness is superior to Type
II fluid and holdover time is increased by a significant factor under most
conditions. There is a separate Holdover Time Table for Type IV which
reflects this improved performance. Additionally, Type IV fluid has some
unique visual characteristics. It is pale green in color and considerably
thicker than Type II fluid. When applied to the wings, the extra thickness
may cause the fluid to appear wavy or bumpy. Varying concentration levels
of Type IV fluid affect its holdover time. Delta prefers to use 100 percent
concentration of Type IV, but other concentration levels may be used at
contract or overseas facilities. Not all stations will have Type IV available.
The Type IV Holdover Table will apply when this fluid is used.
Some contract deicing ground crews may communicate a specific brand of
Type IV fluid during the Post De/Anti-icing Report, for example, “Type IV,
Octagon, Max-Flight.” Flight crews should disregard the fluid brand
information and utilize the Type IV Holdover Time Table.
Noncertified Fluids
A de/anti-icing fluid that does not meet SAE/ISO certification
requirements (including military fluids) is classified as noncertified, Type
I, Type II, Type III, or Type IV fluid. These fluids may be encountered at
certain international stations, or during offline operations at military bases.
The use of noncertified Type I fluid is not authorized for takeoff during
active icing conditions. Contact the Dispatcher if a noncertified Type I
fluid is used. Noncertified Type II, Type III, or Type IV fluids are not
authorized under any circumstances.
Fluid Standards
Deicing fluids are:
• Heated water when OAT is above or equal to -3°C (27°F).
• Heated water mixed with Type I fluid.
• Heated water mixed with one of the following SAE/ISO fluids:
•Type II, or
•Type III, or
•Type IV.
SP.16.12
December 19, 2007
Anti-icing fluids must be certified by the:
• Society of Automotive Engineers (SAE).
• International Standards Organization (ISO).
Anti-icing fluids are:
• Heated or unheated water mixed with one of the following
SAE/ISO fluids:
•Type I,
•Type II,
•Type III, or
•Type IV.
• Undiluted SAE/ISO Type II fluid.
• Undiluted SAE Type III fluid
• Undiluted SAE/ISO Type IV fluid
All de/anti-icing fluids have a limit to their low operational temperature
use. Ground deicing crews and Dispatchers have access to this information
in the Technical Operations Policies and Procedures (TOPP) 20-30-05.
The following is an approximate low temperature limit of the fluids:
• Type I has the lowest temperature use, approximately -30°C
(-22°F)
• Type II and IV are approximately -25°C (-13°F)
• Type III is approximately -29°C (-20°F)
Under extremely low temperature conditions consider using alternate
means of deicing, such as brooms or nonheated forced air.
Fluid Effects on Braking and Steering
Generally, Type I, Type II, Type III, and Type IV fluids are considered to
have the same affect on braking and steering as water.
CAUTION:A slippery condition may exist in and around the
de/anti-icing ramp and taxi ways, particularly during
dry weather conditions or light precipitation.
De/Anti-icing Fluid vs. Hydraulic Fluid
It is very difficult to distinguish between de/anti-icing fluids and hydraulic
fluid. In small quantities and thin coatings, both fluids will have similar
coloring and feel slippery to the touch. During the exterior inspection, if
residual fluids on aircraft surfaces cannot be identified, contact local
Maintenance or call the MCC through the Dispatcher for guidance.
December 19, 2007
SP.16.13
Fluid Application Methods
De/anti-icing can be performed using a one or two step procedure.
• One step procedure - This procedure is a combination of deicing
and anti-icing performed at the same time with the same fluid
(de/anti-icing). The fluid used to deice the aircraft is always heated
and remains on the surface to provide anti-icing protection. This
procedure can be repeated so as to minimize the time required to
complete the final application of fluid.
• Two step procedure - This procedure consists of two distinct fluid
applications. The first step, deicing with a heated fluid, is followed
by the second step, anti-icing, as a separate fluid application.
Normally, Type II or Type IV fluid is used during the second step;
however, Type I or Type III fluid may be used.
Note:Areas in front of the most forward passenger door are normally
treated only with Type I or Type III fluid. International stations
may use a thin mixture of Type II or Type IV fluid when Type I
or Type III fluid is not available.
Note:Holdover time starts when the final application begins in either
the one step or two step procedure.
Forced Air Deicing
At some stations, forced air deicing equipment is used to facilitate
contamination removal. Forced air deicing utilizes an air stream to help
remove frozen accumulations from an aircraft with or without deicing
fluid. Forced air deicing has the advantage of reducing the total amount of
glycol needed for deicing, providing economic and environmental
benefits. Forced air only (without fluid) may be especially helpful for
removing frozen accumulations from RON aircraft surfaces.
Forced air applications (with or without fluid) may not eliminate the need
for conventional de/anti-icing procedures. After a forced air application
has occurred, conventional deicing (using fluid only) may be needed to
ensure complete contamination removal.
Holdover times are not associated with forced air deicing. To use Type I
holdover time tables, anti-icing using heated Type I fluid without forced air
must occur. To use Type II, Type III, or Type IV holdover time tables,
anti-icing using Type II, Type III, or Type IV fluid without forced air must
occur.
The post-de/anti-icing check and report (below) should still occur even if
forced-air deicing is the only task performed.
SP.16.14
December 19, 2007
De-/Anti-icing Checks
There are four types of de/anti-icing checks: Post De/Anti-icing Check,
Flight Deck Check, Cabin Check, and External Check.
Post De/Anti-icing Check
This check is an integral part of the de/anti-icing process. After aircraft
de/anti-icing is complete, the deicing ground crew performs a Post
De/Anti-icing Check to confirm that the critical surfaces are free of any
contamination. Confirmation that the Post De/Anti-icing Check has been
successfully completed will be communicated to the pilots during the Post
De/Anti-icing Report by stating; “POST DE/ANTI-ICING CHECK
COMPLETE”.
Flight Deck Check
This check is an integral part of the holdover time and is performed by the
pilots. Because of the limitations and cautions associated with the use of
the Holdover Time Tables, the pilots must not rely on the use of holdover
times as the sole determinant that the aircraft is free of contamination.
They must continually assess the current weather, environmental
conditions, and the aircraft’s condition. Several Flight Deck Checks are
required during the holdover time period to maintain awareness of the
aircraft’s condition.
The Flight Deck Check is performed by the pilots just prior to takeoff and
is required anytime:
• Ground icing conditions exist, and
• The holdover time is still valid.
The Flight Deck Check consists of:
• A check of representative aircraft surfaces which are visible from
the flight deck.
• If desired or if any doubt exists, conduct a Cabin Check.
When circumstances do not permit a satisfactory visual check from inside
the aircraft, return to the designated area and:
• Have ground de-icing crew perform an External Check, or
• If any doubt exists as to the condition of the aircraft, repeat the
Ground De/Anti-icing procedure.
December 19, 2007
SP.16.15
Cabin Check
This check is performed by the pilots and is required:
• Any time the aircraft has been de/anti-iced, and holdover time is
exceeded during conditions of frost, freezing fog, or snow, or
• Within 5 minutes of takeoff any time a pilot-assessed change in
intensity is to be used, or
• When doubt exists after conducting the Flight Deck Check, or
• During conditions of heavy snow (provided Type IV fluid has been
used for anti-icing).
Since clear ice formation cannot be detected visually from inside the
aircraft, the Cabin Check is not authorized when:
• Type I fluid has been applied during freezing drizzle.
• Type II , Type III, or Type IV fluid has been applied during
freezing drizzle, light freezing rain, or rain on cold soaked wings
and holdover time has expired. Secondary de/anti-icing or an
External check must be accomplished prior to takeoff.
• Ice pellets have fallen.
The Cabin Check consists of a visual inspection of all representative
aircraft surfaces which are visible from the best vantage point(s) in the
cabin. Normally, de/anti-icing fluid failure will first occur on the leading
or trailing edges of the wing rather than the mid-chord. Therefore, the
leading edges and upper surfaces of both wings must be visually checked
for evidence of fluid failure. Additionally, engine inlets must be inspected
for contamination. Takeoff must occur within five minutes of the most
recent check.
The ability to adequately perform this check from inside the aircraft is
highly dependent upon several factors. Lighting conditions, cleanliness of
cabin/flight deck windows, and outside visibility may severely hinder or
prevent the pilot’s ability to satisfactorily assess aircraft surfaces for
contamination. When circumstances do not permit a satisfactory visual
check from inside the aircraft, return to the designated area and:
• Have ground de-icing crew perform the External Check.
• If any doubt exists as to the condition of the aircraft, repeat the
ground de/anti-icing procedure.
SP.16.16
December 19, 2007
External Check
This check is performed by the de/anti-icing ground crew and is required
anytime:
• Doubt exists after conducting a Cabin Check, or
• The aircraft has been anti-iced with Type II, Type III, or Type IV
fluid, and holdover time is exceeded during freezing drizzle, light
freezing rain, or rain on cold soaked wings.
This check consists of a close visual inspection of the aircraft’s upper wing
surfaces and leading edges for frozen contamination. Takeoff must occur
within five minutes of the External Check.
If the External Check cannot be accomplished, return for secondary
de/anti-icing.
CAUTION:An External Check is not authorized during freezing
drizzle when Type I fluid is used.
Contact local operations for specific locations on the airfield to accomplish
the External Check. Be aware that some stations may conduct secondary
de/anti-icing as an alternative to the External Check.
Visual Indications of Loss of Fluid Effectiveness
It is difficult to determine when anti-icing fluid is beginning to fail,
however, when any ice or snow can be seen accumulating on treated
surfaces, the fluid has lost its effectiveness. Any ice, frost, or snow on top
of deicing or anti-icing fluids must be considered as adhering to the
aircraft, and secondary de/anti-icing must be accomplished prior to
takeoff.
• Normally, de/anti-icing fluid failure will first occur on the leading
or trailing edges of the wing rather than the mid-chord. However,
when the aircraft is pointing downwind the mid-chord will fail
first.
• The leading edges and upper surfaces of both wings must be
visually checked for evidence of fluid failure.
• If the leading edges and upper surfaces of both wings cannot be
inspected from the cabin, return for an External Check or
secondary de/anti-icing.
Type I Fluid
When Type I fluid has lost its effectiveness, frozen precipitation will begin
to accumulate on the aircraft surface in much the same manner as it would
on a nontreated surface.
December 19, 2007
SP.16.17
Type II, Type III, and Type IV Fluid
When Type II, Type III, or Type IV fluid has lost its effectiveness and is no
longer able to absorb the freezing moisture, look for the following visual
indications.
• Gray or white appearance and buildup of ice crystals in or on top of
the fluid.
• Progressive surface freezing.
• Snow accumulation.
• Dulling of surface reflectiveness caused by the gradual
deterioration of the fluid to slush (loss of gloss or orange peel
appearance).
• Ice buildup on the wing life raft attach points (if installed), adjacent
to the over-wing exits.
SP.16.18
December 19, 2007
December 19, 2007
Outside the aircraft.
Type II, Type III, or Type IV fluid
has been used and holdover time
is exceeded during conditions of
freezing drizzle, light freezing
rain, or rain on cold soaked
wings.
heavy snow is falling
(provided Type IV fluid has
been used for anti-icing), or
holdover time is exceeded
during conditions of frost,
freezing fog, or snow, or
Upper wing surface and leading
edge.
The best vantage point(s) in Outside the aircraft.
the cabin.
Representative surfaces All representative aircraft
surfaces visible from the
visible from the flight
cabin.
deck (and cabin if
desired).
The flight deck (may
also include the best
vantage point(s) in the
cabin).
During the holdover time Must be within five minutes of Must be within five minutes of
takeoff. Repeated as necessary.
and just prior to takeoff. takeoff. Repeated as
necessary.
snow grains.
Doubt exists after the Cabin
Check, or
Deicing Ground Crew
External Check*
Doubt exists after the Flight
Deck Check, or
Pilots
Cabin Check
* In lieu of external check, deicing ground crew may elect to de/anti-ice aircraft.
Areas to check Aircraft critical surfaces.
are:
Location to
perform the
check:
During/following the
Time limit to
accomplish the de/anti-icing and prior to
pushback or taxi.
check:
applied to determine critical
surfaces are free of frozen
contamination.
Holdover time is still
valid.
Pilots
Deicing Ground Crew
Performed by:
Required when: The final fluid coating is
Post De/Anti-icing Check Flight Deck Check
Type of Check
TYPES OF DE/ANTI-ICING CHECKS
Types of De/Anti-icing Checks
SP.16.19
Communication Procedures
Any airport specific deicing procedures will be contained in the Airway
Manual, 10-0 Delta Special Pages (green pages), or noted in the Airport
Remarks section of the flight plan.
It is critical to establish communications with the ground crew prior to
commencing de/anti-icing. Once the deicing operation commences, any
aircraft movement or changes in configuration must be coordinated with
the ground crew.
Post De/Anti-icing Report
After the aircraft has been de/anti-iced, a Post De/Anti-icing Report must
be directly communicated to the Captain using the format specified on the
GROUND DE/ANTI-ICING procedure card. The pilot is required to read
back this information to verify accuracy.
Note:A report is not required when the aircraft is deiced due to frost,
prior to the pilot’s arrival, and no active frost is forming.
Holdover Times
Use of Holdover Time Tables
Holdover times provide an operational guideline for departure planning.
They must be used in conjunction with the Flight Deck Check. Holdover
Time Tables are located in this section.
Holdover times published in the tables are only approximate and must be
adjusted after considering all variables. The source of the Holdover Time
Tables is the Aerospace Division of the Society of Automotive Engineers
(SAE). Time data is derived from an analysis of testing conducted in field
and laboratory conditions, as well as airline operational experience.
Numerous factors affect the actual time that anti-icing fluid will provide
protection against frozen contamination.
The times specified in the tables represent the approximate holdover times
for seven categories of active precipitation.
• Frost.
• Freezing fog.
• Snow.
• Freezing drizzle.
• Freezing rain (light).
SP.16.20
December 19, 2007
• Ice pellets
• Rain on cold soaked wings.
Three precipitation categories specify a time range (snow, freezing drizzle,
and rain on cold soaked wings), and four categories specify a single time
(freezing fog, frost, light freezing rain and ice pellets).
Whenever a time range is given, the lower time in the range is for moderate
precipitation conditions and the upper time is for light conditions.
When a single time is specified in the table, it represents the approximate
holdover time limit for that weather condition. However, it may be
necessary to adjust the holdover time downward after considering other
environmental factors.
Establishing Holdover Time
A holdover time is established using the following five steps.
(1) Obtain the Post De/Anti-icing Report from the ground crew and
read back the information. The following data from the report is
used to establish a holdover time:
•Fluid type: Type I, Type II, Type III, or Type IV.
•Fluid concentration: Mixture information is only required for
Type II, Type III, or Type IV fluid. There are no fluid mixture
break outs on the Type I Holdover Time Table because dilution
ratios do not significantly affect holdover time for Type I fluids.
•Local time that the final (anti-icing) fluid application began.
This is the point at which the holdover timing starts.
(2) Determine the current weather conditions (OAT, type of
precipitation, and intensity of precipitation).
•OAT is determined by the most current weather report or ATIS.
•The Holdover tables allow pilots to determine holdover times
based partly upon the type and intensity of the frozen
precipitation that is falling.
•The type and intensity of frozen precipitation (light, moderate, or
heavy) is officially determined by the most current official
weather report (e.g.,from National Weather Service [NWS],
NWS-approved automated system, or other agent approved by
the NWS).
•If at any time a pilot assesses intensity greater than that being
reported, he/she shall use the heavier precipitation when
entering the holdover tables for holdover time.
December 19, 2007
SP.16.21
•If, in the pilot’s judgement, the intensity is less than that being
reported, the pilot shall request (e.g., to the tower or trained
weather observer) a new observation be taken and reported or
shall wait long enough for an update to an automated
meteorological observation to be taken and reported as
applicable.
•A pilot may act on their own assessment of lesser
precipitation intensity only in those cases concerning
snowfall or ice pellets where the officially reported (e.g.,
from NWS, NWS-approved automated system, or other
agent approved by the NWS) meteorological precipitation
intensity is grossly different from that which is obviously
occurring. (For example: precipitation is reported when
there is no actual precipitation occurring.)
•If an adjustment to intensity is pilot-assessed, the pilots
shall communicate the newly assessed intensity to flight
control via ACARS.
•If a pilot acts based upon their own assessment that
precipitation intensity levels are LOWER than the official
reported intensity level, a Cabin Check is required within
the 5 minutes preceding takeoff.
•Pilot assessment of precipitation intensity levels may only be
used when there is enough natural sunlight or artificial lighting
available to provide adequate exterior visibility. All windows
through which the assessment is made must be adequately
transparent so as to not restrict the pilot’s visibility under the
lighting conditions present.
•The Snowfall Intensities as a Function of Prevailing Visibility
chart in the Flight Crew Operations Manual, Volume 1, is based
on prevailing visibility and allowances are made for the effects
of night light conditions.
•Ice pellet intensity shall be assessed using the following criteria:
•Light - scattered pellets that do not completely cover
exposed surfaces regardless of duration
•Moderate - slow accumulation on the ground
•Heavy - rapid accumulation on the ground
•Pilots are not permitted to self-assess intensity in the case of
reported freezing drizzle or freezing rain unless no precipitation
is actually falling. Freezing drizzle and freezing rain quickly
adhere to cold surfaces and can be difficult to see; for this
reason, if conditions are reported or anticipated the aircraft shall
be de-iced and/or treated with anti-icing fluid as a precaution
against encountering these conditions during taxi-out.
SP.16.22
December 19, 2007
(3) Based on all the information obtained in steps 1 and 2, reference
the appropriate Holdover Time Table and determine:
•A single time from the frost, freezing fog, light freezing rain or
ice pellets column, or
•A time range from the snow, freezing drizzle, or rain on cold
soaked wings column.
(4) If a single time was extracted from the table, go to step 5. If a
time range was extracted, determine a specific holdover time
from this range by assessing:
•Intensity of precipitation. As a general rule, holdover time
ranges should be interpreted as follows:
•Light conditions = Upper end of time range.
•Moderate conditions = Lower end of time range.
•Heavy conditions = Less than the lower time value.
•When determining intensity, the pilots must consider the rate,
density, and moisture content of the precipitation. For example,
wet snow is considered more intense than dry/powdery snow
and will have a lower holdover time. Wet snow occurs at or near
freezing temperatures of -1°C (30°F) or above.
(5) Further refine the determined holdover time after considering the
following additional factors:
•Environmental factors - Jet blast, high wind velocity, and wind
direction may cause anti-icing fluid to flow off aircraft surfaces
thus reducing holdover time. Blowing snow due to wind or jet
blast could decrease holdover time by increasing the amount of
precipitation contacting aircraft surfaces and diluting the fluid.
Solar radiation from direct sunlight may increase holdover time
by warming aircraft surfaces.
•Aircraft skin temperature - Although this is difficult to
determine, pilots need to be aware that aircraft skin temperature
lower than OAT may decrease holdover time. One of the best
ways to assess wing skin temperature is by referencing the fuel
temperature, if available. Fuel temperature significantly lower
than OAT may decrease holdover time.
•Operational experience of the pilots - For example, pilots who
rarely fly in ground icing conditions may feel more comfortable
using more conservative holdover times. Additionally, any
background knowledge or experiences can be applied by the
pilots.
December 19, 2007
SP.16.23
Adjusting Holdover Time
A continuous assessment of weather and environmental conditions in
conjunction with the Flight Deck Check is required during the holdover
time period. Changing conditions may increase or decrease fluid
effectiveness, necessitating a holdover time adjustment.
• A change in OAT.
• A change in type or intensity (rate or density) of precipitation.
Snow changing to light freezing rain, or light snow changing to
heavy snow will decrease holdover time. Conversely, moderate
snow changing to light snow may increase holdover time. Presence
of ice pellets precipitation may necessitate similar adjustment.
• Jet blast, an increase in wind velocity, or a change in wind direction
will decrease holdover time.
Exceeding Holdover Time
The Captain is responsible for monitoring the status of the aircraft exterior
for frozen contamination. The pilot performs periodic Flight Deck Checks
to ensure the aircraft is free of contamination during the time between
anti-icing and takeoff, whenever the holdover time is still valid.
When holdover time is exceeded, the required course of action will depend
upon the type of active precipitation and the type of fluid used to anti-ice.
Refer to the foldout card in this section for additional specific guidance.
Required Action When Holdover Time is Exceeded
Fluid
Used to
Anti-Ice
Type I
Type II,
Type III,
or
Type IV
Active Precipitation
Frost
Freezing
Fog
Snow,
Snow
Grains
Accomplish one of the
following actions:
A Cabin Check,
Freezing
Drizzle
Light
Rain on Cold
Freezing
Soaked
Rain
Wings
Takeoff Not Authorized
An External Check, or
Accomplish one of the following
actions:
Secondary De/Anti-Icing
An External Check, or
Secondary De/Anti-Icing
SP.16.24
December 19, 2007
Configuring the Aircraft for De/Anti-icing
It is the responsibility of the pilots to ensure the aircraft is properly
configured prior to commencing de/anti-icing operations.
Note: Whenever de/anti-icing will occur during overnight parking, the
pilots must ensure the aircraft is properly configured prior to
leaving for the night. Refer to the Securing for Cold Weather
procedure contained in this section.
December 19, 2007
SP.16.25
Intentionally
Blank
SP.16.26
Engine(s) (if required)..............................................................Restart
Ground De–Icing/Anti–Icing
Run engines a minimum of 3 minutes with engine anti-ice on.
Before de/anti-icing:
APU ................................................................................. As required
Parking brake ..................................................................................Set
Establish communications with ground personnel.
Flaps ...............................................................................................UP
PACK control selectors .................................................... As required
Allow approximately 1 minute for residual fluid to drain prior to using
packs.
Determine holdover time.
Prevents ice and slush from accumulating in the flap cavities.
CAUTION: Snow/slush/ice ingestion in the APU inlet duct while the
APU is running can cause serious damage. Coordinate
with ground personnel to ensure that APU inlet area is
clear before starting APU.
APU or external power ..................................................... As required
PACK control selectors ............................................................... OFF
APU bleed air switch (when tail de-iced) ................................... OFF
Reduces the possibility of fumes entering the air conditioning system.
Engine(s) (if required) ........................................................Shut down
WARNING: Once the deicing operation begins, any aircraft movement
or changes in configuration must be coordinated with the
ground crew.
Use HOLDOVER TIME GUIDELINES table.
Holdover time starts when the final application of fluid begins.
Actual weather conditions could be different from reported conditions. The
Captain makes the final determination using the most accurate of METAR,
ATIS, or pilot observation. Refer to Icing in the Airway Manual, Weather
chapter, Hazardous Weather section and the Snowfall Intensities as a
Function of Visibility chart for additional information.
Complete Taxi Checklist
Consider delaying flap/slat extension when freezing precipitation or slush
may accumulate on untreated surfaces, or when slush may accumulate in flap
areas.
If OAT is +3° C (37° F) or less, perform engine run-up as required in the
following table:
Interval
After de/anti-icing:
30 min.
Obtain and read back post de/anti-icing report.
Fluid type.
Concentration (for Type II, Type III, and Type IV only).
Local time final (anti-icing) fluid application began and current local time.
Verbal confirmation: “POST DE/ANTI-ICING CHECK COMPLETE”.
Reconfigure aircraft:
APU ............................................................................. As required
APU bleed air switch .................................................. As required
Do not use APU bleed air for pack operation for approximately 1 minute
after de/anti-icing. Air conditioning smoke/fumes may result.
December 19, 2007
FOLD
SP.16.27
Min. N1
60 %
Duration
30 sec.
Supplementary
Procedures - Adverse
Weather
n Flight deck check
Takeoff Decision Tree
Inspect aircraft components visible from the flight deck for frozen contamination.
• Inspect the fuselage and radome.
DE/ANTI-ICE AIRCRAFT
o Cabin check
Holdover Time Begins
Inspect aircraft components visible from the cabin for frozen contamination.
Inspect all the following from the best vantage point in the cabin:
NOT
CLEAN
FLIGHT DECK
CHECK
CLEAN
TAKEOFF
CLEAN
TAKEOFF
within
5 minutes.
CLEAN
If unable,
repeat
Cabin
Check or
External
Check.
• Engine inlets.
• Both wings: upper surface and leading edge. (Best vantage points are the
passenger windows forward of and at the overwing area. Use the wing
illumination lights.)
1
NOT SURE
CABIN
CHECK
NOT
CLEAN
2
NOT SURE
NOT
CLEAN
EXTERNAL
CHECK
p External check
Contact local operations.
• Secondary de/anti-icing may be performed in lieu of EXTERNAL
CHECK.
3
Holdover Time Guidelines (All Locations & Fluid Types)
À See Special
Considerations
for Heavy Snow
Holdover Time Ends
Ice Pellets
Frost
Freezing Fog
Light to Mod. Snow/
Snow GrainsÀ
NOT
CLEAN
CABIN
CHECK
Freezing Drizzle
Light Freezing Rain
Rain on Cold Soaked Wings
CLEAN
Fluid
Type
TYPE I
2
TYPE II, III, OR IV
NOT SURE
NOT
CLEAN
EXTERNAL
CHECK
3
CLEAN
TAKEOFF
within 5
minutes.
If unable,
repeat
Cabin
Check.
EXTERNAL
CHECK
NOT
CLEAN
3
CLEAN
TAKEOFF within 5 minutes.
If unable, repeat De/Anti-icing.
SP.16.28
• Holdover times DO NOT exist for conditions of snow pellets, heavy
snow, moderate to heavy freezing rain, or hail, and takeoff is NOT
authorized under these conditions. An exception for heavy snow might
be possible when Type IV anti-icing fluid is used; see Special
Considerations for Heavy Snow.
• Holdover time ranges are for moderate to light conditions. During heavy
weather conditions, the holdover time will be less than the lower time
specified in the range.
• Jet blast, high wind velocity, high moisture content, and aircraft skin
temperature lower than OAT may decrease holdover time below the
lowest time specified in the range.
• Ground de-/anti-icing fluids are not intended for and do not provide ice
protection during flight.
• For shaded areas either the holdover times have not been established
or the weather conditions generally do not occur within the respective
temperature range.
• These tables are for use in departure planning only, and should be used in
conjunction with the pre-takeoff Flight Deck check.
December 19, 2007
FOLD
December 19, 2007
SP.16.29
• If the temperature decreases, or conditions degrade to a point where a different holdover time would apply, that different holdover
time must not be exceeded (from the start of the anti-icing step).
• If precipitation stops falling at any time during the holdover period, and
• the holdover time has not been exceeded, and
• the OAT has not decreased.
If precipitation resumes, the original holdover time must not be exceeded.
• Undiluted (100%) Type IV fluid is used for anti-icing.
• Critical surfaces are free of contamination before applying Type IV anti-icing fluid (i.e., ice pellets cannot be falling during either
the deice or anti-ice steps).
• The table’s precipitation intensity and temperature limits are not exceeded.
Type IV anti-icing fluid is considered effective for 90 minutes after the start of application, under the following conditions:
Ice pellet holdover times are valid provided:
°C
OAT
°F
• The aircraft has been anti-iced with 100% concentration Type IV fluid
following deicing, and
• A Cabin Check is accomplished within the 5 minutes preceding takeoff.
If a definitive fluid failure determination cannot be made using this check due to
snowfall, lighting conditions, or any other reason, the aircraft must be completely
deiced and anti-iced (if precipitation is still present) prior to takeoff.
Holdover times begin at the start of the anti-icing application.
Takeoffs are allowed in heavy snow provided:
50
50
30
30
❄ Special Considerations for Heavy Snow
> 32
>0
< 0 to -5 < 32 to 23
< -5 to -10 < 23 to 14
< -10
< 14
After proper deicing and anti-icing, takeoff is allowed under conditions of light ice pellets,
moderate ice pellets, and ice pellets mixed with other forms of precipitation by using the
"Ice Pellet Holdover Times" table and accompanying footnotes. If the holdover time has
been exceeded, the aircraft must be completely deiced, and if precipitation is still present,
anti-iced again prior to a subsequent takeoff. The ice pellet holdover time cannot be
extended by a cabin check or an external check of the aircraft critical surfaces.
Ice Pellet Holdover Times (100% Type IV Fluid Only)
Use of Holdover Time Tables for Ice Pellets and Ice Pellet Mixtures
LIGHT ICE
PELLETS
ONLY
Ice pellets generally remain in the frozen state, imbedded in anti-icing fluid, and are not
absorbed by fluid in the same manner as other forms of frozen precipitation. In the past,
presence of a contaminant not absorbed by the fluid would be an indication of a failed fluid.
Ice pellets imbedded in anti-icing fluid are difficult to detect using a cabin check.
Therefore, a cabin check during ice pellet conditions may not be of value and is not
required.
HOLDOVER TIMES (MINUTES)
MODERATE
LIGHT ICE PELLETS MIXED WITH:
ICE
LT-MOD
LT-MOD
LT
LT RAIN
PELLETS
SNOW
FREEZING
FREEZING
ONLY
DRIZZLE
RAIN
25
25
25
25
25
25
25
25
25
10
10
10
10
NOT AUTHORIZED
¡ Special Considerations for Ice Pellets
SP.16.30
1200
4000
< 27 to 21
< 21 to 14
< -3 to -6
< -6 to -10
1/2
3/4
1
45
45
45
45
ACTIVE
FROST
1-1/4
Statute
Miles
Night
Day
Time of
Day
< 30
> 30
< 30
> 30
°F
5
6
8
11
FREEZING
FOG
< -1
> -1
< -1
> -1
°C
OAT
TYPE I
Light
Light
Very Light
Light
< 2½ - 2
Moderate
Moderate
Light
Light
Moderate
Heavy
Light
Moderate
< 1½ - 1
Heavy
Heavy
Moderate
Moderate
<1-¾
Visibility (Statute Mile)
< 2 - 1½
8 - 14 ◆◆
6 - 11 ◆◆
14 - 17 ◆◆
11 - 13 ◆◆
4 - 7 ◆◆
11 - 18 ◆◆
18 - 22 ◆◆
7 - 8 ◆◆
LIGHT
VERY LIGHT
4 - 6 ◆◆
5 - 8 ◆◆
6 -11 ◆◆
MODERATE
SNOW/SNOW GRAINS ❋
Heavy
<¾-½
Heavy
Heavy
Heavy
Heavy
<½
TAKEOFF
NOT AUTHORIZED
LIGHT
FREEZING
RAIN
Heavy
Heavy
Moderate
FREEZING
DRIZZLE
APPROXIMATE HOLDOVER TIMES (MINUTES)
Very Light
Very Light
Very Light
Very Light
> 2½
Snowfall Intensities as a Function of Prevailing Visibility
RAIN ON
COLD
SOAKED
WING
Snowfall
Intensity
December 19, 2007
> 27
< 27 to 14
< 14 to 7
< 7 to -13
< -13
> -3
< -3 to -10
< -10 to -14
< -14 to -25
< -25
12 hrs
5 hrs
12 hrs
5 hrs
100/0
75/25
100/0
75/25
12 hrs
3 hrs
50/50
100/0
5 hrs
12 hrs
100/0
75/25
ACTIVE
FROST
Fluid
Concentration
(Fluid/Water)
15
25
20
25
20
15
65
75
FREEZING
FOG
15-30
15-35
20-40
15-35
20-40
5-15
20-55
35-75
❄
❄
❄
See
Ice
Pellets
Holdover
Times
Table
40-70
10
10
15
25
LIGHT
FREEZING
RAIN
(1) the aircraft has been anti-iced with 100/0 concentration Type IV fluid following deicing, and
(2) a pre-takeoff contamination (cabin) check is accomplished within the 5 minutes preceding takeoff.
If a definitive fluid failure determination cannot be made using this check due to snowfall, lighting conditions, or any other reason, the aircraft must be completely deiced
and anti-iced (if precipitation is still present) prior to takeoff.
◆ Refer to Ice Pellets Holdover Times table in this section.
❄ Takeoffs are allowed in heavy snow provided:
5-35
10-50
MOD - LGT
RAIN ON
COLD
SOAKED
WING†
TAKEOFF NOT AUTHORIZED
15-30
20-45
10-20
35-50
MOD - LGT
❄
◆
FREEZING
DRIZZLE**
HEAVY
ICE
PELLETS
USE TYPE I FLUID
MOD - LGT
SNOW/SNOW GRAINS*
TYPE IV
† Use only for 0° C (32° F) or above.
* Refer to “Snowfall Intensities as a function of Prevailing Visibility” chart if no other environmental factors inhibiting visibility, i. e. smoke or fog, are present.
** If positive identification of freezing drizzle is not possible, use light freezing rain holdover times.
°F
°C
OAT
Holdover times DO NOT exist for conditions of ice pellets, snow pellets, heavy snow, freezing drizzle, freezing rain, or hail, and takeoff is NOT authorized under these
conditions.
* Refer to “Snowfall Intensities as a function of Prevailing Visibility” chart if no other environmental factors inhibiting visibility, i. e., smoke or fog, are present.
be applied to de-iced surfaces.
◆◆ To use these times the fluid must be heated to a minimum temperature of 60°C (120°F) at the nozzle and at least 1 liter per square meter (2 gallons per 100 square feet) must
< 14
> 27
> -3
< -10
°F
°C
OAT
1600
5000
800
2000
6000
2400
RVR
Meters
RVR Feet
Conversions
Supplementary
Procedures - Adverse
Weather
December 19, 2007
< 27 to 14
< 14 to 7
< -3 to -10
< -10 to -14
< -13
8 hrs
5 hrs
8 hrs
5 hrs
100/0
75/25
100/0
75/25
8 hrs
3 hrs
50/50
100/0
5 hrs
8 hrs
100/0
75/25
ACTIVE
FROST
FLUID
CONCENTRATION
(FLUID/WATER
15
20
20
20
20
15
25
35
15 - 30
10 - 20
15 - 30
10 - 20
15 - 30
5 - 15
15 - 30
20 - 45
MOD - LGT
SNOW/
SNOW
GRAINS❋
10
10
15
LIGHT
FREEZING
RAIN
5 - 25
5 - 40
MOD - LGT
RAIN ON COLD
SOAKED
WING†
15 - 30
15 - 45
5 - 15
20 - 45
30 - 55
MOD - LGT
FREEZING
DRIZZLE❋❋
USE TYPE I FLUID
FREEZING
FOG
APPROXIMATE HOLDOVER TIME (MINUTES)
TYPE II
Holdover times DO NOT exist for conditions of ice pellets, snow pellets, heavy snow, moderate to heavy freezing rain, or hail, and takeoff
is NOT authorized under these conditions.
† Use only for 0°C (32°F) or above.
* Refer to “Snowfall Intensities as a function of PrevailingVisibility” chart if no other environmental factors inhibiting visibility, i. e., smoke
or fog, are present.
< -25
< -14 to -25 < 7 to -13
> 27
°F
> -3
°C
OAT
Type II and Type III Fluid Holdover Times Tables
SP.16.31
SP.16.32
< 27 to 14
< -3 to -10
< -20
120
100/0
100/0
20
15
20
10
15
20
FREEZING
FOG
15 - 30
10 - 25
15 - 30
8 - 15
15 - 25
20 - 35
LIGHT
8 - 15
7 - 10
9 - 15
4-8
8 - 15
10 - 20
USE TYPE I FLUID
30 - 35
25 - 30
30 - 35
15 - 20
25 - 35
35 - 40
VERY
LIGHT
6
8
6
8
6 - 20
RAIN ON
COLD
SOAKED
WING†
9 - 12
10 - 20
5-9
8 - 15
10 - 20
LIGHT
FREEZING
DRIZZLE ❋❋ FREEZING
MODERATE
RAIN
SNOW/SNOW GRAINS ❋
* Refer to “Snowfall Intensities as a function of PrevailingVisibility” chart if no other environmental factors inhibiting visibility, i. e., smoke or fog, are
present.
120
60
30
50/50
75/25
60
120
ACTIVE
FROST
75/25
100/0
FLUID
CONCENTRATION
(WATER/FLUID)
† Use only for 0° C (32° F) or above.
< -29
< -10 to -29 < 14 to -20
> 27
°F
> -3
°C
OAT
TYPE III
December 19, 2007
Hot Weather Operation
During ground operation the following considerations will help keep the airplane
as cool as possible:
• If a ground source of conditioned air is available, the supply should
be plugged in immediately after engine shutdown and should not be
removed until either the APU or the engines are started.
• If a ground source of conditioned air is not available, use both air
conditioning packs and recirculation fans.
• Keep all doors and windows, including cargo doors, closed as much
as possible.
• Electronic components which contribute to a high temperature level
in the flight deck should be turned off while not in use.
• Open all passenger cabin gasper outlets and close all window
shades on the sun–exposed side of the passenger cabin.
• Open all flight deck air outlets.
Note: If only a ground source of conditioned air is supplied (no bleed
air from the APU or ground external air), then TAT probes are
not aspirated. Because of high TAT probe temperatures, the
FMCs or TMSP may not accept an assumed temperature derate.
Delay selecting an assumed temperature derate until after bleed
air is available.
December 19, 2007
SP.16.33
Operation In Heavy Rain or Hail
When flight in or near heavy rain or hail is encountered or anticipated, accomplish
the following:
ENGINE START selectors ............................................................ CONT
Maintains a minimum thrust setting of approach idle and provides
continuous ignition.
SP.16.34
December 19, 2007
Turbulence
During flight in light to moderate turbulence, the autopilot may remain engaged
unless airspeed, altitude or attitude deviations require use of manual control. The
turbulent air penetration speed is 290 knots/.78 Mach, whichever is lower. Below
10,000 feet a speed between 240 and 250 knots provides adequate buffet margin.
SEATBELTS sign selector .................................................................. ON
Advise passengers to fasten seat belts prior to entering areas of reported or
anticipated turbulence. Instruct flight attendants to check all passengers’
seat belts are fastened.
Severe Turbulence
Severe turbulence should be avoided if at all possible. If severe turbulence cannot
be avoided, an increased buffet margin is recommended. This can be obtained by
descending approximately 4,000 feet below optimum altitude. The autothrottle
should be off in severe turbulence.
December 19, 2007
SP.16.35
Windshear
Windshear is a change of wind speed and/or direction over a short distance along
the flight path. Indications of windshear are listed in the Windshear non-normal
maneuver in this manual.
Avoidance
The flight crew should search for any clues to the presence of windshear along the
intended flight path. Stay clear of thunderstorm cells and heavy precipitation and
areas of known windshear. If windshear is indicated, delay takeoff or do not
continue an approach.
The presence of windshear may be indicated by:
•
•
•
•
Thunderstorm activity
Virga (rain that evaporates before reaching the ground)
Pilot reports
Low level windshear alerting system (LLWAS) warnings.
Precautions
If windshear is suspected, Takeoffs, Approaches and Landings are not
recommended. In the vicinity of unstable weather conditions, be alert for any of
the danger signals and be prepared for the possibility of an inadvertent encounter.
The following precautionary actions are recommended:
SP.16.36
December 19, 2007
Takeoff
• Use full rated thrust instead of reduced thrust.
• Use the Flap setting (Flaps 5, 15, 20) selected by AWABS for the
runway in use. This setting satisfies runway, obstacle clearance,
and climb gradient requirements and provides optimum takeoff
performance.
• Use the longest suitable runway provided it is clear of areas of
known windshear.
• Consider increasing Vr speed using the Runway Allowable Takeoff
Weight (RATOW) from the AWABS. Refer to the ODM to
determine the higher rotation speed, not to exceed actual gross
weight Vr+20 knots. Set V speeds for the actual gross weight.
Rotate at the adjusted (higher) rotation speed. This increased
rotation speed results in an increased stall margin, and meets
takeoff performance requirements. If windshear is encountered at
or beyond the actual gross weight Vr, do not attempt to accelerate
to the increased Vr, but rotate without hesitation.
• Be alert for any airspeed fluctuations during takeoff and initial
climb. Such fluctuations may be the first indication of windshear.
• Know the all–engine initial climb pitch attitude. Rotate at the
normal rate to this attitude for all non–engine failure takeoffs.
Minimize reductions from the initial climb pitch attitude until
terrain and obstruction clearance is assured, unless stick shaker
activates.
• Crew coordination and awareness are very important. Develop an
awareness of normal values of airspeed, attitude, vertical speed and
airspeed build–up. Closely monitor vertical flight path instruments
such as vertical speed and altimeters. The pilot monitoring should
be especially aware of vertical path instruments and call out any
deviations from normal.
• Should airspeed fall below the trim airspeed, unusual control
column forces may be required to maintain the desired pitch
attitude. Stick shaker must be respected at all times.
December 19, 2007
SP.16.37
Approach and Landing
• Establish a stabilized approach no lower than 1000 feet above the
airport to improve windshear recognition capability.
• Use the most suitable runway that avoids the areas of suspected
windshear and is compatible with crosswind or tailwind
limitations. Use ILS G/S, VNAV path or VASI/PAPI indications to
detect flight path deviations and help with timely detection of
possible windshear.
• Add an appropriate airspeed correction (correction applied in the
same manner as gust), up to a maximum of 20 knots.
• Avoid large thrust reductions or trim changes in response to sudden
airspeed increases as these may be followed by airspeed decreases.
• Crosscheck flight director commands using vertical flight path
instruments.
• Crew coordination and awareness are very important, particularly at
night or in marginal weather conditions. Closely monitor the
vertical flight path instruments such as vertical speed, altimeters
and glide slope displacement. The pilot monitoring should call out
any deviations from normal. Use of the autopilot and autothrottle
for the approach may provide more monitoring and recognition
time.
Recovery
Accomplish the Windshear Escape Maneuver found in the Non–Normal
Maneuvers section the QRH.
SP.16.38
December 19, 2007
Guidelines For Contaminated Runways
When there is contamination on the runway or the braking action is less than good,
Captains must evaluate crew, aircraft, and environmental conditions in
determining the safety of operating their flight.
For takeoffs, refer to Flight Operations Manual, Chapter 5, Flight Planning,
Weight Data Record (WDR), Contaminated Runways for additional guidance.
Refer to the Airway Manual, Chapter 4 (“Weather”) for Braking Action Report
discussion.
Procedure Guidance
General
• Consider crew capability.
• Consider current Maintenance Carry Overs (MCOs) - reversers,
antiskid, etc.
• Consider type and amount of contaminant.
• Consider source and age of reported braking action.
• Consider usable runways and taxiways (NOTAMS, ATIS, etc.).
Taxi
• Be aware that ramps and taxiways may be very slippery.
• Be cautious of jetblast on contaminated surfaces. People and
equipment behind may be in jeopardy.
• Taxi onto and off runways at an extremely slow speed. Nose wheel
slippage may occur causing the aircraft to continue straight ahead
and possibly off the paved surface.
Crosswind
• On slippery runways, crosswind guidelines are a function of
runway surface condition, airplane loading, and assume proper
pilot technique.
• The following crosswind guidelines are applicable to all Delta
aircraft for takeoff and landing.
Braking Action
Crosswind Limit
Tailwind Limit
Good
Aircraft Limits
10 kts*
Fair
20 kts
5 kts
Poor
10 kts
0 kts
Nil
Do Not Operate
* Unless the aircraft and airport are authorized to 15 kts.
December 19, 2007
SP.16.39
Notes:
• Crosswind guidelines are not considered limitations. Refer to
Volume 1, Limitations chapter, for crosswind limits.
• Reduce crosswind guidelines by 5 knots with a reverser inoperative.
• When multiple reports are present, e.g. "Braking Action Fair to
Good", use the lower crosswind value.
Takeoff
• Do not take off with braking action report of NIL by any air carrier
aircraft or airport operator.
• A rolling takeoff is strongly advised when the crosswind exceeds
20 knots.
• Do not take off with standing water, slush, or wet snow in excess of
1/2 inch (1.2 cm) depth.
• Do not take off in dry snow in excess of 4 inches (10 cm) depth.
Landing
• Do not land with a braking action report of NIL by any air carrier
aircraft or airport operator in the landing or rollout portion of the
runway.
• Do not land with standing water, slush, or wet snow in excess of
1 inch (2.5 cm) depth.
• Do not land in dry snow in excess of 4 inches (10 cm) depth.
• Land as early in the touchdown zone as possible.
• Ensure the ground spoilers are extended at touchdown.
• Use autobrakes, if available.
• Use reverse thrust judiciously.
• Do not assume the last 2,000 feet of the runway will have braking
action as good as the touchdown zone.
• Be aware of the possibility of white out effect from reverse thrust
use in dry snow.
SP.16.40
December 19, 2007

767-400 Operations Manual Volume 1

Transcription

Similar documents

Here

KING AIR C90GTx - Beechcraft

Delta 2000 re-emerging in community

A MessAgefroMfredButtrell

trophy bipe. - RCGroups.com

REINVENTING Aviation TREATMENT 01 30 14

Untitled - TriaGnoSys

Chap1-2 copy - Anywhere Map Support

Do Not Shut Down Flight Simulator prior to filing a PIREP

How to Use a $15 million Virtual Reality Environment to Teach