737NG Operations Manual Volume 1 - Aviation For All · 737NG Operations Manual Volume 1 ... FCOM...

Revision Number: 21Revision Date: June 9, 2008

© 2008

REVIEWED BY: ___________________________________Joe Sumner

737 - Technical Manager

APPROVED BY: ___________________________________John Pickitt

737 - Chief Line Check Pilot

APPROVED BY: ___________________________________Paul Repp

737 - Fleet Captain

737NGOperations Manual

Volume 1 Delta Air Lines, Inc.

737NG Operations Manual

Preface Chapter P1Table of Contents Section 0

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Copyright © Delta Air Lines, Inc. See title page for details.

Volume 1 Chapter

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.0Model Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.1Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.2Abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.3Revision Record / Highlights. . . . . . . . . . . . . . . . . . . . . . . . . . . P1.4List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.5Flight Crew Bulletin Record . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.6

Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L

Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP

Supplementary Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP

Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF

P1.0.1June 9, 2008


Preface -Table of Contents


IntentionallyBlank

P1.0.2 June 9, 2008


Preface Chapter P1Model Identification Section 1

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GeneralThe airplanes listed in the table below are covered in the operations manual. Thetable information is used to distinguish data peculiar to one or more, but not all ofthe airplanes. Where data applies to all airplanes listed, no reference is made toindividual airplanes.

Note: The procedures and information contained in this manual also apply to aircraft acquired by Delta Air Lines subsequent to the current revision; however, this document may not address all pertinent information for these airplanes. In such instances, specific operating procedures and systems information can be found in appropriate Differences Chapter(s) and/or Flight Crew Bulletin(s) prior to their incorporation in the next scheduled revision.

Airplane number is supplied by the operator. Registry number is supplied by thenational regulatory agency. Serial number and tabulation number are supplied byBoeing.

737-700Airplane Number Registry Number Serial Number Tabulation

Number

3101 N301DQ 29687 YM701

3102 N302DQ 29648 YM702

3103 N303DQ 29688 YM703

3104 N304DQ 29683 YM704

3105 N305DQ 29645 YM705

3106 N306DQ 29633 YM706

3107 N307DQ 29679 YM707

3108 N308DQ 29656 YM708

3109 N309DQ 29665 YM709

3110 N310DQ 29634 YM710

And Subsequent

P1.1.1June 9, 2008


Preface -Model Identification


737-800

Airplane Number Registry Number Serial Number Tabulation Number

3701 N371DA 29619 YC601

3702 N372DA 29620 YC602

3703 N373DA 29621 YC603

3704 N374DA 29622 YC604

3705 N375DA 29623 YC605

3706 N376DA 29624 YC606

3707 N377DA 29625 YC607

3708 N378DA 30265 YC608

3709 N379DA 30349 YC609

3710 N380DA 30266 YC610

3711 N381DN 30350 YC611

3712 N382DA 30345 YC612

3713 N383DN 30346 YC613

3714 N384DA 30347 YC614

3715 N385DN 30348 YC615

3716 N386DA 30373 YC616

3717 N387DA 30374 YC617

3718 N388DA 30375 YC618

3719 N389DA 30376 YC619

3720 N390DA 30536 YC620

3721 N391DA 30560 YC621

3722 N392DA 30561 YC622

3723 N393DA 30377 YC623

3724 N394DA 30562 YC624

3725 N395DN 30773 YC681

3726 N396DA 30378 YC682

P1.1.2 June 9, 2008




3727 N397DA 30537 YC683

3728 N398DA 30774 YC684

3729 N399DA 30379 YC685

3730 N3730B 30538 YC686

3731 N3731T 30775 YC687

3732 N3732J 30380 YC688

3733 N3733Z 30539 YC689

3734 N3734B 30776 YC690

3735 N3735D 30381 YC691

3736 N3736C 30540 YC692

3737 N3737C 30799 YC693

3738 N3738B 30382 YC694

3739 N3739P 30541 YC695

3740 N3740C 30800 YC696

3741 N3741S 30487 YC625

3742 N3742C 30835 YC626

3743 N3743H 30836 YC627

3744 N3744F 30837 YC628

3745 N3745B 32373 YC629

3746 N3746H 30488 YC630

3747 N3747D 32374 YC631

3748 N3748Y 30489 YC632

3749 N3749D 30490 YC633

3750 N3750D 32375 YC634

3751 N3751B 30491 YC635

3752 N3752 30492 YC636

3753 N3753 32626 YC637


P1.1.3June 9, 2008




3754 N3754A 29626 YC638

3755 N3755D 29627 YC639

3756 N3756 30493 YC640

3757 N3757D 30813 YC641

3758 N3758Y 30814 YC642

3759 N3759 30815 YC643

3760 N3760C 30816 YC644

3761 N3761R 29628 YC645

3762 N3762Y 30817 YC646

3763 N3763D 29629 YC647

3764 N3764D 30818 YC648

3765 N3765 30819 YC649

3766 N3766 30820 YC650

3767 N3767 30821 YC651

3768 N3768 29630 YC652

3769 N3769L 30822 YC653

3770 N3770O 29631 YC654

3771 N3771K 29632 YC655

And Subsequent


P1.1.4 June 9, 2008


Preface Chapter P1Introduction Section 2

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GeneralThe Boeing Company developed normal and non-normal procedures for the737NG aircraft. Delta Air Lines has modified some of the procedures forsimplification and standardization, when appropriate with other Delta 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 operationsand in flight. Deviations from these policies and procedures should be made onlywith good cause and based on the safest course of action. If an abnormality occursthat is not covered by these procedures, the Captain must use his best judgement.

Manual RightsThe 737NG Operations Manual has been prepared for the exclusive use of DeltaAir Lines Inc., Flight Operations personnel under the direction and authority ofDelta and shall, at all times, remain the property of Delta. The holder hereofacknowledges and agrees that this manual contains or may contain trade secrets,copyrighted material and commercial and proprietary information, privileged andconfidential, to the interest of Delta, and the holder hereof further agrees that thismanual may not be reproduced, distributed or copied, in whole or in part, withoutthe express prior written consent of Delta.

• In the event this 737NG Operating 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, 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.

P1.2.1June 9, 2008


Preface -Introduction


Corrections to the ManualTo correct any errors or discrepancies discovered in this manual, or to submit asuggested change to any Aircraft Operating Manual (Volume 1, Volume 2, QRH,Flight Crew Training Manual), Normal Checklist, Airway Manual, FlightOperations Manual (FOM), OE/TOE Guide, Flight Crew Bulletin (FCB), or FlightOperations Bulletin (FOB):

Log on to the Delta Flight Operations Portal, http://dlnet.delta.com and submit aPublications Change Request (PCR).

There are links to the PCR form on each fleet page and also on the Flight OpsManuals/Library Services page.

Once submitted, the PCR is automatically routed to the applicable Fleet TechnicalManager and Technical Writer for that manual.

OrganizationThe 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 flight crew bulletins.

• Limitations and Normal Procedures – 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 – 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 systemsinformation. These chapters are generally subdivided into sections coveringcontrols 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 Manualprovides information and recommendations on maneuvers and techniques.

P1.2.2 June 9, 2008




Page NumberingThe operations manual uses a decimal page numbering system. The page numberis divided into three fields; chapter, section, and page. An example of a pagenumber for the Normal Procedures chapter follows: chapter NP, section 20, page 3.

Example Page Number

Warnings, Cautions, and NotesThe following levels of written advisories are used throughout the manual.

WARNING: An operating procedure, technique, etc., that may result inpersonal injury or loss of life if not carefully followed.

CAUTION: An operating procedure, technique, etc., that may result indamage 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.

Airplane EffectivitiesDifferences in airplane configuration are shown by use of airplane effectivitiesthroughout Volumes 1 and 2, Quick Reference Handbook, and the Flight CrewTraining Manual. The following rules are used to express airplane effectivities:

• Airplane effectivities are listed by ship number. A range of airplanes is defined by a dash, e.g. Ships 3101 – 3110. A comma in the effectivity range indicates a break in the range, e.g. Ships 3701 – 3710, 3712 – 3725; airplane 3711 is excluded from the range.

• Airplane effectivities apply only to the paragraph, illustration, operational note, procedural step, etc. and to subordinate items (if any). Refer to the examples below.

NP.20.3

Chapter (Normal Procedures)

Section (Amplified Procedures)

Page Number

P1.2.3June 9, 2008




Example 1 (with subordinate items):

In this example, the effectivity 3101 – 3110 applies to the first procedural step (Ifthe PSEU.....) and any additional indented/subordinate steps (Do not takeoff). Theeffectivity does not apply to the next equivalently indented step (Note: The PSEUlight...).

Example 2 (without subordinate items):

In this example, the effectivity Ships 3101, 3102 applies to the first operationalcaution only. The effectivity does not apply to the next equivalently indented step.

For clarity, an "All" effectivity may be applied to differentiate common steps fromthose effected by specific ship numbers.

When airplane effectivities are centered immediately below a section or checklisttitle, the entire section or checklist applies to the listed airplanes. In the followingexample, the Emergency Equipment section below is applicable to Ships 3701 –3771 only:

Ships 3101 – 3110If the PSEU light does not extinguish when the parking brake is set or when both engines are shut down:

Do not takeoff.

Note: The PSEU light illuminates on the ground only.

Ships 3101, 3102CAUTION: When gross weight is greater than 143,000 lbs, speed brake

Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN detent

will autostow to the 50% flight detent if airspeed exceeds 320 knots.Do not overide autostow function unless airspeed is less than320 knots.

Emergency EquipmentShips 3701-3771

P1.2.4 June 9, 2008


Preface Chapter P1Abbreviations Section 3

GeneralThe following abbreviations may be found throughout the manual. Someabbreviations may also appear in lowercase letters. Abbreviations having verylimited use are explained in the chapter where they are used. Since this list iscompiled across several fleets, there may be some abbreviations that do not applyto this specific fleet.

A

ABV Above

AC Alternating Current or Aircraft

ACARS Aircraft Communications Addressing and Reporting System

ACE 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


P1.3.1June 9, 2008


Preface -Abbreviations


AIMS Airplane Information Management System

AMI Airline Modifiable Information

ANP Actual Navigational Performance

ANT Antenna

ANU Aircraft Nose Up

AOA Angle of Attack

AOC Airline Operational Communication Data Link

A/P Autopilot

APL Airplane

APP Approach

APU Auxiliary Power Unit

AR Authorization Required

ARINC Aeronautical Radio, Incorporated

ARM Aircraft Restrictions Manual

ARPT Airport

ARR Arrival

ART Automatic Reserve Thrust

ASA Autoland Status Annunciator

ASI Airspeed Indicator

ASR Airport Surveillance Radar

ASYM Asymmetry

A/T Autothrottle

ATA Actual Time of Arrival

ATC Air Traffic Control

ATIS Automated Terminal Information Service

ATM Assumed Temperature Method

ATT Attitude

AUTO Automatic

AUTO–THROT

Autothrottle

AUX Auxiliary

AVAIL Available

AWABS Automated Weight and Balance System

B

BARO Barometric

BAT Battery

B/C orB/CRS orBAC orBCS

Back Course

BFO Beat Frequency Oscillator

BITE Built-In Test Equipment

BKR Breaker

BLD Bleed

BLW Below

BRG Bearing

BRT Bright

BTL Bottle

BTL DISCH Bottle Discharge (fire extinguisher)

BTMS Brake Temperature Monitoring System

C

P1.3.2 June 9, 2008




C Captain or

Celsius or

Center or

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

CAPT Captain

CAWS Central Aural Warning System

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 Checklist

CHR Chronograph

CKD Checked

CKT Circuit

CL Close

CLB Climb

CLMP Computer Lockout Manual Power

CLR Clear

CMD Command

CO Company

COMM Communication

COMP Comparator

COMPT Compartment

CON Continuous

CONFIG Configuration

CONT Control

COOL Cooling

CRM Crew Resource Management

CRS Course

CRT Cathode Ray Tube

CRZ Cruise

CTL Control

CTR Center

CWS Control Wheel Steering

D

DA Decision Altitude

DA(H) Decision Altitude (Height)

DC Direct Current

DCU Display Concentrator Unit

D/D Direct Descent

DDA Derived Decision Altitude (MDA +50 feet)

DDG Dispatch Deviations Guide

DEL Delete

DEP Departure

DEP ARR Departure Arrival

DEPR Depressurize

P1.3.3June 9, 2008




DES Descent

DEU Display Electronic Unit

DFCS Digital Flight Control System

DFGC Digital Flight Guidance Computer

DFGS Digital Flight Guidance System

DH Decision Height

DIFF Differential

DIR Direct

DISC Disconnect

DISCH Discharge

DK Deck

DME Distance Measuring Equipment

DN Down

DPC Display Processing Computer

DSP Display Select Panel

DSPL Display

DTG Distance to Go

DTW Distance to Waypoint

DU Display Unit

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

EFIS Electronic Flight Instrument System

EGPWS Enhanced Ground Proximity Warning System

EGT Exhaust Gas Temperature

EHSI Electronic Horizontal Situation Indicator

EICAS Engine Indication and Crew Alerting System

EIS Electronic Instrument System

ELEC Electrical

ELEV Elevator

EMER Emergency

ENG Engine

ENG OUT Engine Out

ENT Entry

EO or E/O Engine Out

EOAP Electronic Overhead Annunciation Panel

EPR Engine Pressure Ratio

EQPT or EQUIP

Equipment

ETOPS Extended Range Operation with Twin Engine Airplanes

EVAC Evacuation

EXEC Execute

EXT Extend or External

F

F Fahrenheit

P1.3.4 June 9, 2008




FAC Final Approach Course

FAA Federal Aviation Administration

FADEC Full Authority Digital Engine Control

FAF Final Approach Fix

FAR Federal Aviation Regulation

FCB Flight Crew Bulletin

FCC Flight Control Computer

FCTL Flight Control

FCTM Flight Crew Training Manual

FD, F/D orFLT DIR

Flight Director

FF Fuel Flow

FFM Force Fight Monitor

FGCP Flight Guidance Control Panel

FGS Flight Guidance System

FILT Filter

FIR Flight Information Region

FL CH or FLCH

Flight Level Change

FLT Flight

FLT CTRL Flight Control

FLPRN Flaperon

FMA Flight Mode Annunciator

FMC Flight Management Computer

FMS Flight Management System

F/O or F O First Officer

FOM Flight Operations Manual

FPA Flight Path Angle

FPM Feet Per Minute

FPV Flight Path Vector

FREQ Frequency

F/S Fast/Slow

FT Feet

FWD Forward

FWSOV Fire Wall Shut Off Valve

FX Fix

G

GA Go–Around

GEN Generator

GLS GNSS Landing System

GMT Greenwich Mean Time

GND Ground

GNSS Global Navigation Satellite System

GP orG/P

Glide Path

GPS Global Positioning System

GPWS Ground Proximity Warning System

GS Ground Speed

G/S Glide Slope

GW Gross Weight

H

HAA Height Above Airport

HAT Height Above Touchdown

P1.3.5June 9, 2008




HDG Heading or

Hydraulic Driven Generator

HDG REF Heading Reference

HDG SEL Heading Select

HF High Frequency

HGS Head-Up Guidance System (HGS® is a registered trademark of Flight Dynamics)

HI High

HLD Hold

HPA Hectopascals

HPSOV High Pressure Shut Off Valve

HSI Horizontal Situation Indicator

HUD Head-Up Display

HYD Hydraulic

I

IAF Initial Approach Fix

IAN Integrated Approach Navigation

IAS Indicated Airspeed

ICAO International Civil Aviation Organization

IDENT Identification

IFE In-Flight Entertainment System

IFR Instrument Flight Rules

IGN Ignition

IGS Instrument Guidance System

ILS Instrument Landing System

IM Inner Marker

IMC Instrument Meteorological Conditions

IN Inches

INBD Inboard

IND Indicator

IND LTS Indicator Lights

INOP Inoperative

INIT Initialization

INSTR Instrument

INT or INTPH

Interphone

INTC Intercept

INTC CRS Intercept Course

IP Instructor Pilot

IRS Inertial Reference System

IRU Inertial Reference Unit

ISA International Standard Atmosphere

ISDU Inertial System Display Unit

ISFD Intergrated Standby Flight Display

ISLN Isolation

J

JAA Joint Aviation Authority

K

K or KTS Knots

P1.3.6 June 9, 2008




KCAS Knots Calibrated Airspeed

KGS Kilograms

KIAS Knots Indicated Airspeed

L

L Left

LAT Latitude

LBS Pounds

LD Load

LDA Localizer-type Directional Aid

LDG Landing

LDG ALT Landing Altitude

LE Leading Edge

LIM Limit

LIM SPD Limit Speed

LKD Locked

L NAV or LNAV

Lateral Navigation

LOC Localizer

LOC-BC Localizer Back Course

LOM Locator Outer Marker

LON Longitude

LRC Long Range Cruise

LRU Line Replaceable Unit

LSK Line Select Key

LT Light

LWR CTR Lower Center

LWR DSPLY orLWR DSPL

Lower Display

M

M Mach

MAG Magnetic

MAHP Missed Approach Holding Point

MAN Manual

MAP Missed Approach Point

MASI Mach/Airspeed Indicator

MAX Maximum

MCC 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

MDA(H) Minimum Descent Altitude (Height)

MDM Mechanical Dispatch Manual

MEA Minimum Enroute Altitude

MEL Minimum Equipment List

MFD Multifunction Display

MHZ Megahertz

MIC Microphone

MIN Minimum

MKR Marker

MLS Microwave Landing System

MM Middle Marker

P1.3.7June 9, 2008




MMO Maximum Mach Operating Speed

MNPS Minimum Navigation Performance Specification

MOCA Minimum Obstruction Clearance Altitude

MOD Modify

MORA Minimum Off Route Altitude

MSA Minimum Safe Altitude

MSG Message

MSGS RCVD

Messages Received

MSL Mean Sea Level

MTRS Meters

MUH Minimum Use Height

N

N Normal

NADP Noise Abatement Departure Procedures

NAR North American Route

NAV Navigation

NAV RAD Navigation Radio

ND Navigation Display

NLT No Later Than

NM Nautical Mile(s)

NNC Non-Normal Checklists

NNM Non-Normal Maneuvers

NPS Navigation Performance Scales

NORM Normal

N1 Low Pressure Rotor Speed

N2 High Pressure Rotor Speed (Pratt & Whitney and GE engines) or

Intermediate Pressure Rotor Speed (Rolls Royce Engines)

N3 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

OM Outer Marker

OP Open

OUTBD DSPL

Outboard Display

OVHD Overhead

OVHT Overheat

OVRD Override

OVSPD Overspeed

OXY orO2

Oxygen

P

PA Passenger Address

PAPI Precision Approach Path Indicator

P1.3.8 June 9, 2008




PAR Precision Approach Radar

PASS Passenger

PBE Protective Breathing Equipment

PCP Pilot Call Panel

PDC Pitch Data Computeror

Performance Data Computeror

Pre-Departure Clearance

PERF Performance

PERF INIT Performance Initialization

PES Pitch Enhancement System

PF Pilot Flying

PFC Primary Flight Computer

PFD Primary Flight Display

PI Performance Inflight

PIP Product Improvement Package

PLI Pitch Limit Indicator

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 Primary

PROG Progress

PROX Proximity

P/RST Push To Reset

PRV Pressure Regulating Valve

PSI Pounds Per Square Inch

PTH Path

PTT Push To Talk

PTU Power Transfer Unit

PWR Power

PWS Predictive Windshear System

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 orRam Air Turbine

RCL Request for Clearance

P1.3.9June 9, 2008




RDMI Radio Distance Magnetic Indicator

REC Recorder

RECIR or RECIRC

Recirculation

REF Reference

RET Retract

REV Reverse

RF Radius-to-Fix (RF) Legsor

Refill

RMI Radio Magnetic Indicator

RNAV orRNV

Area Navigation

RNP Required Navigational Performance

RPL Rudder Pressure Limiter

RPM Revolutions Per Minute

RPR Rudder Pressure Reducer

RSEP Rudder System Enhancement Program

RST Reset

RSVR Reservoir

R/T Radio Transmit

RTE Route

RTO Rejected Takeoff

RTP Radio Tuning Panel

RUD Rudder

RVR Runway Visual Range

RVSM Reduced Vertical Separation Minimum

S

SAAAR Special Aircraft and Aircrew Authorization Required

SAARU Secondary Attitude Air Data Reference Unit

SAT Static Air Temperature

orSatellite

SB Service Bulletin

S/B Speedbrake

S/C Step Climb

SDF Simplified Directional Facility

SEI Standby Engine Indicator

SEL Select

SELCAL Selective Calling

SENS Sensitivity

SERV Service

SG Symbol Generator

SPD Speed

SPDBRK Speedbrake

STA Station

STAB Stabilizer

STAT Status

STBY Standby

STD Standard

SYS System

T

T or TRU True

T or TK or TRK

Track (to a Navaid)

TA Traffic Advisory

P1.3.10 June 9, 2008




TAA Terminal Arrival Area

TACAN Tactical Air Navigation

TAC Thrust Asymmetry Compensation

TAI Thermal Anti–Ice

TAS True Airspeed

TAT Total Air Temperature

T/C Top of Climb

TCA Terminal Control Area

TCAS Traffic Alert and Collision Avoidance System

T/D Top of Descent

TDZ Touch Down Zone

TDZE Touch Down Zone Elevation

TE Trailing Edge

TEMP Temperature

TERR Terrain

TFC Traffic

TFR Transfer

THR Throttle or

Thrust

THR HOLD Throttle Hold

TMC Thrust Management Computer

TMI Track Message Identifier

TMSP Thrust Mode Select Panel

TO or T/O Takeoff

TOC Top of Climb

TOD Top of Descent

TO/GA Takeoff/Go–Around

TR Traffic Resolution

TRK Track

TRP Thrust Rating Panel

TRU Transformer Rectifier Unit

TURB Turbine or

Turbulence

U

UNLKD Unlocked

UNSCHD or UNSCHED

Unscheduled

UPR DSPL Upper Display

U.S. United States

USB Upper Side Band

UTC Universal Time Coordinated

UTIL Utility

V

VA Design maneuvering speed

VAL Valve

VANP Vertical Actual Navigational Performance

VASI Visual Approach Slope Indicator

VDP Visual Descent Point

VEF Speed at Engine Failure

VERT Vertical

VFR Visual Flight Rules

VG Vertical Gyro

VHF Very High Frequency

P1.3.11June 9, 2008




VIB Vibration

VLV Valve

VMC Visual Meteorological Conditions

VMCA Minimum Control Speed Air or

Single Engine Minumum Control Airspeed

VMCG Minimum Control Speed Ground

VMO Maximum Operating Speed

V NAV or VNAV

Vertical Navigation

VOR VHF Omnidirectional Range

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

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

WXR Weather Radar

X

X–FEED Crossfeed

XPDR or XPNDR

Transponder

XTK Cross Track

P1.3.12 June 9, 2008


Preface Chapter P1Revision Record Section 4

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Transmittal LetterTo: All holders of Delta Air Lines, Inc. 737NG Operations Manual, Volume 1.Subject: Operations Manual Revision.This revision reflects the most current information available to Delta Air Lines, Inc. 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 RecordNo. Revision Date Date

FiledNo. Revision Date Date

Filed

October 29, 2001 1 November 27, 2001

2 December 24, 2001 3 February 11, 2002

4 September 4, 2002 5 November 25, 2002

6 January 13, 2003 7 May 19, 2003

8 October 6, 2003 9 December 29, 2003

10 January 12, 2004 11 April 26, 2004

12 January 17, 2005 13 April 25, 2005

14 August 8, 2005 15 March 13, 2006

16 March 30, 2006 17 August 28, 2006

18 December 4, 2006 19 August 31, 2007

20 December 18, 2007 21 June 9, 2008

P1.4.1June 9, 2008


Preface -Revision Record


GeneralDelta 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 as soon as it is received, 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 InstructionsConsult 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.

Revision HighlightsThis 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. Re paginated material not containing technical revisions are identified only by a new page date.

P1.4.2 June 9, 2008




Title PageChanged revision number and revision date.Added new graphic.

Chapter P1 - Preface

Section 0 - Table of ContentsP1.0.1-2 - New table of contents required.

Section 1- Model IdentificationGeneral

P1.1-4 - Revised table to include new 737-700 aircraft.

Section 2- IntroductionCorrections to the Manual

P1.2.1-4 - Revised. Added aircraft effectivities section.

Section 3 - AbbreviationsGeneral

P1.3.1-12 - Updated abbreviations.

Section 4 - Revision RecordRevision Highlights

P1.4.1-12 - Added revision record and highlights of current revision.

Section 5 - List of Effective PagesList of Effective Pages

P1.5.1-2 - New LEP required.

Section 6 - Bulletin RecordBulletin Record

P1.6.1-2 - New Bulletin Record required.

Chapter L - Limitations

Section 0 - Table of ContentsL.TOC.0.1-2 - New table of contents required.

Section 10 - Operating LimitationsGeneral

L.10.1 - Grammatical change.

P1.4.3June 9, 2008




Operational LimitationsL.10.1 - Updated table to include General Operating Limits of 737-700aircraft.

Non–AFM Operational InformationL.10.2 - Revised table to include 737-700 aircraft.

Weight Limitations L.10.2 - Added AFM certified airplane weights for 737-700 aircraft.L.10.2 - Added Note to explain Minimum Takeoff Weight and when lowerminimum takeoff weights are authorized.

Non–AFM Operational InformationL.10.3 - Added note regarding the priority for smoke removal procedures.

Autopilot/Flight Director SystemL.10.3 - Added restriction for use of the autopilot below 100 feet RA atairports with a pressure altitude above 8400 feet.L.10.3 - Added restriction for use of Integrated Approach Navigation (IAN).L.10.4 - Added limit to restrict autoland capability to runways at or below8,400 ft.

CommunicationsL.10.4-5 - Updated effectivities for prohibited frequencies. L10.5 - Added new section, Aircraft Communications Addressing andReporting System.

Flight Instruments, DisplaysL.10.7 - Updated memory items to include “Landing Flaps 15 with one engineoperative.”

Fuel SystemL.10.8 - Grammatical change.

Chapter NP - Normal Procedures

Section 0 - Table of ContentsNP.TOC.0.1-4 - New table of contents required.

Section 10 - IntroductionILS Airborne Equipment Requirements (HUD used)

NP.10.7 - Added footnote (D) to Radio Altimeter(s) (G) CAT I ILS 1800 RVR.NP.10.7 - Revised description of relative data in footnote (D).

P1.4.4 June 9, 2008




Standard CalloutsNP.10.12 - Under “ALL INSTRUMENT APPROACHES,” added “FINALAPPROACH COURSE CAPTURE” and “GLIDE PATH CAPTURED”consistent with required callouts for IAN.NP.10.12 - Under “NON-ILS INSTRUMENT APPROACHES,” addedcallout for “GLIDE PATH ALIVE,” consistent with required callouts for IAN.

Section 20 - Amplified ProceduresFlight Deck Inspection - Captain or First Officer

NP.20.1 - Added conditional assumption regarding the completion of theElectrical Power Up procedure.NP.20.1 - Added step to verify oxygen pressure, hydraulic quantity and engineoil quantity are sufficient for flight.NP.20.1 - Reformatted “Logbooks and manuals” step for cross-fleetconsistency.NP.20.2 - Added note regarding the location of the “Revision Dates” page.NP.20.2 - Revised emergency equipment step to differentiate between thefixed ELT on the 737-700 and portable ELT on the 737-800.NP.20.3 - Added statement that the UNABLE REQD NAV PERF-RNPmessage may appear on the FMS display until IRS alignment is complete.Added note regarding IRS alignment requirements. This addition caused apage shift in the remainder of the chapter.

Exterior Inspection - Captain or First OfficerNP.20.7 - Revised language for consistency. NP.20.8 - Added aircraft effectivity for checking the tail skid (737-800 only).The 737-700 is not equipped with a tail skid.

Preflight Procedure - Pilot MonitoringNP.20.10 - Modified note regarding GPWS/WINDSHEAR test.NP.20.11 - Revised “Oxygen panel” step for Boeing consistency.NP.20.11-12 - Added a check of the ILS and GLS lights on 737-700 aircraft.Both lights are located on the IRS control panel.NP.20.13 - Revised “Electrical panel” step to include 737-700 aircraft. OnDelta’s 737-700s, the GALLEY power switch is replaced by the CAB/UTILand IFE PASS SEAT power switches.NP.20.14 - Updated “Passenger signs” consistent with Boeing and other Deltafleets.

P1.4.5June 9, 2008




NP.20.15 - Added step to set High altitude landing switch as needed and verifythat the INOP light is extinguished.NP.20.15-16 - Revised “Air conditioning panel” step to include 737-700aircraft. Added aircraft effectivities.NP.20.16 - Removed Wing-body OVER HEAT TEST from the preflightprocedure for Boeing consistency. This procedure is located in SupplementaryProcedures, Air Systems.NP.20.16 - Revised procedures when APU bleed air is required for airconditioning/heating.NP.20.17 - Moved “Ignition select switch” from the Engine Start Procedurefor Boeing consistency.NP.20.18-9 - Added 737-800 effectivity to “Standby instruments/RMI” steps.Added “Integrated standby flight display” step for 737-700 aircraft.NP.20.19 - Revised “ANTISKID INOP light” response to “verifyextinguished” as the light should not be illuminated.NP.20.19 - Relocated WARNING to top of the “Brake pressure” step foremphasis.NP.20.21 - Added “TAKEOFF CONFIG warning light” check (whenoperable) for 737-700 aircraft.NP.20.21 - Relocated WARNING under “FLAP lever” for clarity.NP.20.22 - Added 737-800 effectivity to “ADF radios” step as Delta’s737-700s are not equipped with ADF radios.

Preflight Procedure - Pilot FlyingNP.20.24 - Revised procedures for entering a speed restriction on the CLIMBpage.

Preflight Procedure - First OfficerNP.20.25 - Added steps to verify TAKEOFF CONFIG and CABINALTITUDE lights are extinguished (737-700 only).

Preflight Procedure - CaptainNP.20.29 - Added steps to verify TAKEOFF CONFIG and CABINALTITUDE lights are extinguished (737-700 only).

Before Start ProcedureNP.20.31 - Added to Note and CAUTION statements considerations forTakeoff Thrust Derates (in addition to Assumed Temperature Takeoffs).NP.20.32 - Added Takeoff Thrust Derates. Reformatted CAUTION statementfor clarity.

P1.4.6 June 9, 2008




NP.20.32 - Under “N1 LIMIT page” added effectivities for software versions(U10.6 or U10.7) as Thrust Mode Displays will vary depending on thesoftware installed.NP.20.32 - Added Takeoff Thrust Derate entries for the N1 LIMIT page.NP.20.33 - Revised AWABS to WDR for clarity.NP.20.33 - Modified requirement to verbalize Thrust Mode Display.

Pushback/Start ProcedureNP.20.34 - Grammatical change for clarity.NP.20.34-35 - Revised Hydraulic panel step for Boeing consistency.NP.20.35 - Added fuel panel step for 737-700 aircraft. Added effectivity for737-800 fuel panel step. Reformatted CAUTION statements in the fuel panelstep as these are action items.NP.20.36 - Updated transponder step for cross-fleet standardization.

Engine Start ProcedureNP.20.37 - Removed Ignition select switch; moved to Preflight Procedure -Pilot Monitoring.NP.20.39 - Reformatted “Normal engine start considerations” for clarity.

Delayed Start ProcedureNP.20.43 - Added engine warm up requirement and recommendations fromthe engine manufacturer’s Operating Instructions.

Before Takeoff ProcedureNP.20.44 - Added effectivities to notes under fuel quantity as they do notapply to 737-700 aircraft.NP.20.46 - Under radar, added aircraft effectivities.

Takeoff ProcedureNP.20.49 - Updated Takeoff Procedure consistent with revised Takeoffprofiles in Volume 1 and the FCTM. Moved the “After takeoff checklist” justafter flaps up.

Climb and Cruise ProcedureNP.20.50-51 - Revised Climb and Cruise procedure to include specific centertank fuel pump procedures for both the 737-700 and 737-800.

Descent ProcedureNP.20.52-53 - Revised Descent procedure to include specific center tank fuelpump procedures for both the 737-700 and 737-800.

P1.4.7June 9, 2008




Landing Procedure - ILS or IANNP.20.56-7 - Added IAN. Added conditional requirements for ILS Autolands.Added Final Approach Course and Glide Path callouts.

Landing Procedure - Instrument Approach Using VNAVNP.20.58 - Clarified recommended roll modes for the final approach.

Go-Around ProcedureNP.20.60 - Under “Above 400 feet RA” changed “select roll mode” to “verifyor call for appropriate roll mode.”

After Landing ProcedureNP.20.61 - Added engine cooldown recommendations for consistency withBoeing.NP.20.62 - Updated transponder step for cross-fleet standardization.

Shutdown ProcedureNP.20.66 - Added effectivities to RECUIRCULATION FAN switch(es) as the737-700 is equipped with only one recirculation fan.

Secure ProcedureNP.20.68 - Revised electrical panel steps to include 737-700 aircraft. OnDelta’s 737-700s, the GALLEY power switch is replaced by the CAB/UTILand IFE PASS SEAT power switches.NP.20.68 - Removed Note and conditional statement under EMERGENCYEXIT lights switch for cross-fleet standardization.NP.20.69 - Added effectivity to TRIM AIR switch step as this only applies to737-800 aircraft.

Section 30 - Flight PatternsApproach Considerations - General

NP.30.3 - Under “Flaps 15 Landing,” removed “use flaps 1 for go-around.”Non-ILS Approach Considerations

NP.30.8 - Replaced “Pitch Mode” and “Roll Mode” sections with “ApproachModes” which explains available lateral and vertical path modes. Addedconsiderations for the use of IAN for a non-ILS approach.NP.30.8 - Added “Raw Data Monitoring” to explain when raw data must beused for all non-ILS approaches, including IAN.NP.30.9 - Revised “RNAV Approaches: RNAV (GPS), RNAV (RNP)” sectionfor clarity and to reflect 737-700 considerations. Added that IAN is not anauthorized mode for RNAV (RNP) approaches.NP.30.10 - Added considerations for IAN.

P1.4.8 June 9, 2008




NP.30.10 - Under “All Non-ILS Approaches,” revised 2nd bullet for clarity.Updated 4th bullet regarding lateral and vertical deviation. Relocated bulletregarding RNP value to “RNAV (RNP) Approach.”NP.30.11 - Updated Non-ILS Approach Table to reflect IAN considerations.

Flight ProfilesNP.30.17 - Updated Normal Takeoff Profile (Distant/ICAO NADP 2)consistent with FCB-08-03 and the FCTM.NP.30.18 - Updated Special Takeoff Profile (Close-In/ICAO NADP 1)consistent with FCB-08-03 and the FCTM.NP.30.19 - Updated the ILS Profile consistent with the FCTM.NP.30.20 - Updated the Instrument Approach Profile Using VNAV consistentwith the FCTM.NP.30.21 - Added Instrument Approach Using IAN profile. This caused apage shift in the remainder of the section.NP.30.22 - Revised the Instrument Approach Profile using V/S consistent withthe FCTM.NP.30.25 - Revised the Missed Approach/Go-Around Profile - AllApproaches to include IAN considerations and for consistency with theFCTM.

Chapter SP - Supplementary Procedures

Section 0 - Table of ContentsSP.TOC.1-10 - New Table of Contents

Section 2 - Air SystemsAir Conditioning/Heating with Ground Conditioned Air

SP.2.1 - Updated grammar in note.SP.2.2 - Added aircraft effectivities. Added step for RECIRC FAN switch onships 3101-3110 (only one recirculation fan is installed). Added effectivity forTRIM AIR switch as this is only applicable to ships 3701-3771.SP.2.4-5 - Changed section title “Automiatic Pressurization Control - LandingAirport Elevation Above 8000 Feet” to “Automatic Pressurization Control -Landing Airport Elevation Above 6000 Feet.” Under “Prior to takeoff,”changed LAND ALT indicator to 6000 feet. These changes reflect therecommended Boeing procedures for landing at airports above 6000 feet.SP.2.6 - Added effectivity to TRIM AIR switch as this is only applicable toships 3701-3771.

P1.4.9June 9, 2008




Section 4 - Automatic FlightInstrument Approach Using VNAV

SP.4.4 - Changed “gradient path” to “glide path.”SP.4.5 - Revised procedure to differentiate RNAV (RNP) approaches fromother non-ILS approaches.SP.4.5-6 - Under “Flight/Nav displays,” added effectivities for FMS versionsU10.6 and U10.7, as the procedures differ.SP.4.6 - Revised “MCP altitude” step regarding when to set TDZE.SP.4.7 - Revised conditions for executing a Missed Approach.

Instrument Approach using Vertical Speed (V/S)SP.4.8 - Changed “gradient path” to “glide path” in note.SP.4.8 - Under “FMC approach procedure” step, removed duplicate statementto add cold temperature corrections to waypoint altitude constraints.SP.4.8 - Added step to use the Autopilot as required; autopilot use isrecommended until a suitable visual reference is established.SP.4.8-9 - Under “Flight/Nav displays,” added effectivities for FMS versionsU10.6 and U10.7, as the procedures differ.SP.4.9 - Under “MCP Altitude,” added note to set MCP to the next higher 100foot increment of the TDZE.SP.4.10 - Revised conditions for executing a Missed Approach.

Instrument Approach Using Integrated Approach Navigation (IAN)SP.4.11-12 - Added new procedure.

Section 5 - CommunicationsEn Route

SP.5.19 - Added section “RNAV (RNP) Approach Verification” taken fromFCB-08-01.

Cockpit Voice Recorder TestSP.5.30 - Updated procedure to include CVR on ships 3101-3110. Addedappropriate aircraft effectivities.

HF System TestSP.5.31 - Added appropriate aircraft effectivities - ships 3101-3110 have onlyone (1) HF radio installed.

P1.4.10 June 9, 2008




Section 7 - Engines, APUBattery Start

SP.7.1 - Revised electrical panel steps to include 737-700 aircraft. On Delta’s737-700s, the GALLEY power switch is replaced by the CAB/UTIL and IFEPASS SEAT power switches. Added appropriate aircraft effectivities.

High Altitude Airport Engine Start (Above 8400 Feet)SP.7.5 - New procedure, applicable to ships 3101-3110 only.

Section 11 - Flight Management, Navigation Other Operations

SP.11.20 - Added applicable aircraft effectivities for the FMC NavigationCheck. Ships 3101-3110 may experience additional messages in the scratchpad: GPS-L INVALID or GPS-R INVALID.

Section 12 - FuelGround Transfer of Fuel

SP.12.3 - Added new procedures as noted in FCB-06-05.

Section 16 - Adverse WeatherWindshear

SP.16.50-51 - Updated section with guidance from QRH Maneuvers sectionas related to Windshear Avoidance and Windshear Precautions.

Chapter DF - Differences

Section 10 - 737 Differences Before RetrofitDF.10.1-6 - New section which details the equipment differences betweenDelta’s current 737-800 fleet and the new 737-700s.

Section 11 - 737 Differences After RetrofitDF.11.1-4 - New section which details the equipment differences betweenDelta’s 737-800 fleet after hardware/software retrofits and the 737-700s. A737-800 that has undergone retrofit will be equipped the same as the 737-700swith the exceptions noted in this section.

P1.4.11June 9, 2008




IntentionallyBlank

P1.4.12 June 9, 2008


PrefaceList of Effective Pages - FAA Approved

Chapter P1

Section 5

* = Revised, Added, or DeletedCopyright © Delta Air Lines, Inc. See title page for details.

P1.5.1

Page Date

Volume 1

* Title Page June 9, 2008

Preface (tab)* P1.0.1-2 June 9, 2008

* P1.1.1-4 June 9, 2008

* P1.2.1-4 June 9, 2008

* P1.3.1-12 June 9, 2008

* P1.4.1-12 June 9, 2008

* P1.5.1-2 June 9, 2008

Bulletins (tab)P1.6.1-2 See Bulletin Record

Limitations (tab)* L.TOC.0.1-2 June 9, 2008

* L.10.1-10 June 9, 2008

Normal Procedures (tab)* NP.TOC.0.1-4 June 9, 2008

NP.10.1-6 August 31, 2007

* NP.10.7 June 9, 2008

NP.10.8-11 August 31, 2007

* NP.10.12 June 9, 2008

NP.10.13-20 August 31, 2007

* NP.20.1-70 June 9, 2008

NP.30.1-2 August 31, 2007

* NP.30.3 June 9, 2008

NP.30.4-7 August 31, 2007

* NP.30.8-11 June 9, 2008

NP.30.12-16 August 31, 2007

Normal Procedures (continued)* NP.30.17-26 June 9, 2008

Supplementary Procedures (tab)* SP.TOC.1-10 June 9, 2008

SP.05.1-2 August 31, 2007

SP.1.1-4 August 31, 2007

* SP.2.1-7 June 9, 2008

SP.2.8 August 31, 2007

SP.3.1-2 August 31, 2007

SP.4.1-3 August 31, 2007

* SP.4.4-14 June 9, 2008

SP.5.1-18 August 31, 2007

* SP.5.19 June 9, 2008

SP.5.20-29 August 31, 2007

* SP.5.30-31 June 9, 2008

SP.5.32 August 31, 2007

SP.6.1-4 August 31, 2007

* SP.7.1-2 June 9, 2008

SP.7.3-4 August 31, 2007

* SP.7.5 June 9, 2008

SP.7.6 August 31, 2007

SP.8.1-4 August 31, 2007

SP.9.1-4 August 31, 2007

SP.10.1-12 August 31, 2007

SP.11.1-19 August 31, 2007

* SP.11.20-21 June 9, 2008

SP.11.22-36 August 31, 2007

SP.12.1-2 August 31, 2007

* SP.12.3-4 June 9, 2008

Page Date

June 9, 2008


Preface -List of Effective Pages - FAA Approved


P1.5.2

Supplementary Procedures (continued)

SP.15.1-2 August 31, 2007

SP.16.1-18 August 31, 2007

SP.16.19-49 December 18, 2007

* SP.16.50-51 June 9, 2008

SP.16.52-54 December 18, 2007

Aircraft Differences (tab)* DF.TOC.0.1-2 June 9, 2008

* DF.10.1-6 June 9, 2008

* DF.11.1-4 June 9, 2008

Page Date

June 9, 2008


Limitations Chapter LTable of Contents Section 0

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Operating Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1Airplane General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1

Operational Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1General Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1Maximum Operating Latitudes. . . . . . . . . . . . . . . . . . . . . L.10.1Overwing Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1

Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.2Escape Slide Girt Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2Penetration Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2Maximum Weight Limitations . . . . . . . . . . . . . . . . . . . . . L.10.2

Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.3

Operating Differential Pressure . . . . . . . . . . . . . . . . . . . . L.10.3Air Conditioning Packs . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3

Anti–Ice, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3

Autopilot/Flight Director System . . . . . . . . . . . . . . . . . . . . . . . . L.10.3Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3Autoland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4

Wind Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4Flap Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4

Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4VHF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4

ATC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4HF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4

Prohibited Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4Aircraft Communications Addressing and Reporting System L.10.5

L.TOC.0.1June 9, 2008


Limitations -Table of Contents


Engines and APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5

Engine Limit Display Markings . . . . . . . . . . . . . . . . . . . . L.10.5EGT Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6

APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6Operating Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6

Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.6

Alternate Flap Duty Cycle . . . . . . . . . . . . . . . . . . . . . . . . L.10.6Flight Instruments, Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.7

Heads Up Display (HUD) . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.7Approach, AIII Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.7Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.7

Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.7Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8

Air Data Inertial Reference Unit (ADIRU) . . . . . . . . . . . . . . L.10.8QFE Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.8

Weather Radar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8

Prohibited Fuel Types. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8Fuel Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8

Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8Look-Ahead Terrain Alerting (GPWS) . . . . . . . . . . . . . . . . . L.10.8Traffic Alert and Collision Avoidance System (TCAS). . . . . L.10.9

L.TOC.0.2 June 9, 2008


Limitations Chapter LOperating Limitations Section 10

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L.10 Limitations-Operating LimitationsGeneralThis chapter contains limitations on aircraft and systems operation pertinent toflight crew operation of the aircraft. It is not intended to include items peculiar toaircraft certification data, or information peculiar to other manuals on board theaircraft.B-737NG aircraft must be operated in compliance with Certificate Limitations ofthe applicable FAA approved Airplane Flight Manual (AFM) and the MinimumEquipment List contained in the Aircraft Restrictions Manual and MechanicalDispatch Manual (MDM) respectively.

Note: The pound 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 LimitationsGeneral Operating Limits

Maximum Operating LatitudesMaximum flight operating latitude – 82° North and 82° South, except for theregion between 80° West and 130 ° West longitude, the maximum flight operatinglatitude is 70° North, and the region between 120° East and 160° East longitude,the maximum flight operating latitude is 60° South.

Overwing Exits# Installation of handle covers on the overwing exits must be verified prior to

departure whenever passengers are carried.

Ships 3101-3110 Ships 3701-3771

# Maximum Takeoff and Landing Tailwind Component

10 knots, or as permitted by Delta 10-0 special pages.

# Maximum Operating Altitude

41,000 ft.

# Maximum Takeoff and Landing Altitude

10,000 ft. 8,400 ft.

L.10.1June 9, 2008


Limitations -Operating Limitations


Non–AFM Operational InformationNote: The following items are not AFM limitations, but are provided for flight

crew information.

Escape Slide Girt Bar# Whenever passengers are carried, the escape slide retention bar (girt bar) must

be installed during taxi, takeoff and landing.

Crosswind# The maximum demonstrated takeoff and landing crosswind is:

Penetration Airspeed# Severe turbulent air penetration speed is 280 KIAS/.76M.

Maximum Weight Limitations

Ships 3101-3110

Note: Minimum Takeoff Weight – 125,000 lbs. (with 26K full rate thrust). Lower minimum takeoff weights that account for the actual pressure altitude and outside air temperature may be authorized using AWABS or the ODM.

Air Systems

PressurizationMaximum cabin differential pressure (relief valves) is 9.1 PSI.Maximum differential pressure for takeoff and landing is 0.125 PSI (236 feetbelow airport pressure altitude).

Ships 3101-3110 Ships 3701-3771

#33 Knots #Winglets: 33 Knots

#No Winglets: 36 Knots

Weights Ships 3101-3110 Ships 3701-3771

Maximum Taxi Weight (MTW)

155,000 173,000

Maximum Takeoff Weight (MTOW)

154,500 172,500

Maximum Landing Weight (MLW)

129,200 146,300

Maximum Zero Fuel Weight (MZFW)

121,700 136,000

L.10.2 June 9, 2008





crew information.

Operating Differential PressureNormal operating differential pressure is allowed within the amber band.

Air Conditioning Packs# With engine bleed air switches ON, do not operate the air conditioning packs in

HIGH for takeoff, approach or landing.

Ships 3101-3110

Note: The fire protection Non-Normal procedures takes precedence over the statement regarding no air conditioning pack in HIGH during takeoff, approach, or landing. The CARGO FIRE and SMOKE/ FUMES REMOVAL checklists require the Operating PACK switch(es) HIGH. Switch(es) need to be placed in HIGH in order to open overboard exhaust valve (OEV).

Anti–Ice, Rain

Engines# Engine TAI must be on when icing conditions exist or are anticipated, except

during climb and cruise below -40°C SAT.

Wings# Do not operate wing anti-ice on the ground when the OAT is above 10°C (50°F).

Autopilot/ Flight Director System

Autopilot# Use of aileron trim with the autopilot engaged is prohibited.# Do not engage the autopilot for takeoff below 400 feet AGL.# For single channel operation during approach, the autopilot shall not remain

engaged below 50 feet AGL.# Do not use the autopilot below 100 feet RA at airport pressure altitudes above

8400 feet.Do not use Integrated Approach Navigation (IAN) Final Approach Course (FAC)or Glide Path (G/P) guidance when any altitude constraint specified by theapproach procedure for a final approach fix, or for waypoints between a finalapproach fix and a runway, has been modified by the flight crew.

L.10.3June 9, 2008




AutolandWind Speeds# Maximum allowable wind speeds for autoland operations:

Flap Settings# The autoland capability may only be used with flaps 30 or 40 and both engines

operative.

Ships 3101-3110Autoland capability may only be used to runways at or below 8,400 ft pressurealtitude.

Communications

VHFATC Communications

Ships 3701-3707Do not use VHF–3 for ATC communications if audio entertainment system is inuse.

Ships 3725-3740 & 3745-3760Do not use VHF–3 (if installed for voice communication) for ATCcommunications with ACARS operational.

HFShips 3701-3715If one HF radio is selected for transmission, deselect the other HF radio on allaudio select panels.

Prohibited Frequencies

Ships 3701-3771Flights predicated on the use of the following frequencies (MHz) are prohibited:29.490, 29.489.

# Headwind 25 knots

# Crosswind 20 knots

# Tailwind 10 knots

L.10.4 June 9, 2008




Ships 3701-3771Flights predicated on the use of the following HF frequencies are prohibited:

Ship 3725Flights predicated on the use of HF frequency 16.141 MHz are prohibited.Ship 3733Flights predicated on the use of HF frequencies 9.673 and 9.674 MHz areprohibited.

Aircraft Communications Addressing and Reporting SystemThe ACARS is limited to the transmission and receipt of messages that will notcreate an unsafe condition if the message is improperly received, such as thefollowing 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 Clearance, Digital Automatic TerminalInformation Service, Oceanic Clearances, Weight and Balance andTakeoff Data messages can be transmitted and received over ACARS ifthey are verified per approved operational procedures.

Engines, APU

EnginesEngine Limit Display MarkingsMaximum and minimum limits are red.Caution limits are amber.

Note: The published operating limits for engines relate to predefined normal and abnormal operations. However, if any crew finds itself in a life-threatening situation which requires an application of thrust beyond the certified takeoff limits, they can feel confident that the engine(s) will operate satisfactorily for whatever reasonable time is required to maintain safe control of the aircraft.

EGT Limits

* 10 minutes allowed in the event of loss of thrust on one engine during takeoff.

• 11.133 MHz • 22.434 MHz• 22.683 MHz • 22.766 MHz.

Takeoff Top of Amber Arc (5 Minutes) *

Maximum Continuous Top of White Arc

Starting - Ground/Flight EGT Start Limit Line

L.10.5June 9, 2008




Engine Ignition# Engine ignition must be on for:• takeoff• landing• operation in heavy rain• anti-ice operation.

Engine Oil# If engine oil pressure is in the yellow band with takeoff thrust set, do not takeoff.

Reverse Thrust# Intentional selection of reverse thrust in flight is prohibited.

APUOperating Altitudes# Inflight - APU bleed + electrical load: maximum altitude 10,000 ft.# APU bleed: maximum altitude 17,000 ft.# APU electrical load: maximum altitude 41,000 ft.

Flight Controls# Max flap extension altitude is 20,000 ft.# Holding in icing conditions with flaps extended is prohibited.# Do not use the speedbrakes in flight at radio altitudes less than 1,000 feet.# In flight, do not extend the speedbrake lever beyond the FLIGHT DETENT.Avoid rapid and large alternating control inputs, especially in combination withlarge changes in pitch, roll, or yaw (e.g. large side slip angles) as they may resultin structural failure at any speed, including below VA (maneuvering speed).


crew information.

Alternate Flap Duty Cycle

Flap Position Minutes Off

0 – 15 5

greater than 15 25

L.10.6 June 9, 2008




Flight Instruments, Displays

Heads Up Display (HUD)Maximum allowable crosswind for HUD guided takeoffs is 10 knots.

Approach, AIII Mode# Maximum allowable wind speeds for HUD AIII operations:

# For manual CAT II or CAT III approach and landing, AIII mode must be selectedand the autopilot (A/P) and autothrottle (A/T) must be disengaged prior to 500feet above TDZE.

# Landing flaps 30 or 40 with both engines operative.# Landing flaps 15 with one engine operative.Do not use at latitudes greater than 85° latitude.


crew information.

AltimetersAltitude Display Limits for RVSM OperationsThe maximum allowable on-the-ground altitude display differences for RVSMoperations are:

The maximum allowable in-flight difference between Captain and First Officeraltitude displays is 200 feet.Standby altimeters do not meet altimeter accuracy requirements of RVSMairspace.

# Headwind 22 knots

# Crosswind 15 knots

# Tailwind 10 knots

Field Elevation Max Difference Between Captain & F/O

Max Difference Between Captain or F/O & Field Elevation

Sea Level to 5,000 feet 50 feet 75 feet

5,001 to 10,000 feet 60 feet 75 feet

L.10.7June 9, 2008




Flight Management, Navigation

Air Data Inertial Reference Unit (ADIRU)ADIRU alignment must not be attempted at latitudes greater than 78 degrees 15minutes.

QFE SelectionThe use of LNAV and VNAV with QFE selected is prohibited.


crew information.

Weather RadarDo not operate the weather radar in a hangar or within 50 feet of any personnel ora fuel spill.

Note: The hangar and personnel restrictions do not apply to the weather radar test mode.

Fuel System

Prohibited Fuel TypesThe use of Wide Cut Fuels per Class B of GE Specification D50TF2, JP-4 or Jet B, is prohibited.

TemperaturesMaximum tank fuel temperature: 49°C.Minimum inflight tank fuel temperature: 3°C above the freezing point of the fuelbeing used or -43°C, whichever is higher.

Fuel Balance# Lateral imbalance between main tanks 1 and 2 must be scheduled to be zero.

Random fuel imbalance must not exceed 1,000 lbs for taxi, takeoff, flight orlanding.

Warning Systems

Look-Ahead Terrain Alerting (GPWS)Do not use the terrain display for navigation.

L.10.8 June 9, 2008




Do not use the look-ahead terrain alerting and terrain display functions:• within 15 nm of takeoff, approach or landing at an airport not contained in

the GPWS terrain database• during QFE operations.

Note: Crews will be notified of airports not included in the database via EFCB and/or flight plan remarks.

Traffic Alert and Collision Avoidance System (TCAS)Pilots are authorized to deviate from their current ATC clearance to the extentnecessary to comply with a TCAS resolution advisory.

L.10.9June 9, 2008




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L.10.10 June 9, 2008


Normal Procedures Chapter NPTable of Contents Section 0

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Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.1Controls and Indications – Nomenclature . . . . . . . . . . . . . . NP.10.1

Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.1Autopilot Flight Director System and FlightManagement System Monitoring . . . . . . . . . . . . . . . . . . . . NP.10.3RVSM Operations and System Requirements . . . . . . . . . . . NP.10.3CDU Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.3

Crew Duties Reference Chart . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.4HUD Takeoff Equipment Requirements. . . . . . . . . . . . . . . . . . NP.10.6ILS Airborne Equipment Requirements (HUD used) . . . . . . . . NP.10.7ILS Airborne Equipment Requirements (HUD not used) . . . . . NP.10.8RNAV Approach Equipment Requirements List . . . . . . . . . . . NP.10.9Standard Callouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.10Preflight Procedure - Pilot Flying and Pilot MonitoringPanel Scan Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.17Preflight Procedure - Captain and First Officer Panel Scan Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.18Pilot Flying & Pilot MonitoringAreas of Responsibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.19

Amplified Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.1

Flight Deck Inspection – Captain or First Officer . . . . . . . . . . NP.20.1Exterior Inspection – Captain or First Officer . . . . . . . . . . . . . NP.20.4Preflight Procedure – Pilot Monitoring. . . . . . . . . . . . . . . . . . NP.20.10Preflight Procedure – Pilot Flying . . . . . . . . . . . . . . . . . . . . . NP.20.23Preflight Procedure – First Officer . . . . . . . . . . . . . . . . . . . . . NP.20.25Preflight Procedure – Captain . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.28Before Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.31Pushback/Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.34

NP.TOC.0.1June 9, 2008


Normal Procedures -Table of Contents


Engine Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.37After Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.40Taxi Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.42Delayed Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.43Before Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.44Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.48Climb and Cruise Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.50Descent Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.52Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.54Landing Procedure - ILS or IAN. . . . . . . . . . . . . . . . . . . . . . . NP.20.56Landing Procedure - Instrument Approach Using VNAV . . . NP.20.58Go–Around Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.60Landing Roll Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.61After Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.62Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.65Secure Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.68

Flight Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1

Flight Pattern Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1Takeoff Considerations - General . . . . . . . . . . . . . . . . . . . . . . . NP.30.2

HUD Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.2LNAV Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.2Takeoff Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.2

Approach Considerations - General . . . . . . . . . . . . . . . . . . . . . NP.30.3Below RVR 4000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.3Flaps 15 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.3HUD Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . NP.30.3Scan Policy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.3

Stabilized Approach Requirements . . . . . . . . . . . . . . . . . . . . . . NP.30.4IMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.4VMC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.4

NP.TOC.0.2 June 9, 2008




ILS Precision Runway Monitor (PRM) Approach -“Breakout” Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.6Low Visibility Approach Considerations (CAT II/III) . . . . . . . NP.30.7

Approach Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.7Category II Approach Considerations . . . . . . . . . . . . . . . . . NP.30.7Category III Approach Considerations . . . . . . . . . . . . . . . . NP.30.7

Non-ILS Approach Considerations. . . . . . . . . . . . . . . . . . . . . . NP.30.8Approach Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.8Raw Data Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.8RNAV Approaches: RNAV(GPS), RNAV(RNP) . . . . . . . . NP.30.9Non-ILS Approach Summary . . . . . . . . . . . . . . . . . . . . . . NP.30.10Non-ILS Approach Table . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.11Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.12

Visual Approach and Landing Considerations . . . . . . . . . . . . NP.30.13Normal Maneuver Tolerances. . . . . . . . . . . . . . . . . . . . . . . . . NP.30.14

Basic Aircraft Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.14Normal/Special Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.14ILS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.15Non-ILS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.15Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.16

Flight Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.17Normal Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.17Special Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.18ILS Approach Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.19Instrument Approach Profile using VNAV . . . . . . . . . . . . NP.30.20Instrument Approach Profile using IAN . . . . . . . . . . . . . . NP.30.21Instrument Approach Profile using V/S . . . . . . . . . . . . . . NP.30.22Circling Approach Profile . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.23Visual Traffic Pattern Profile . . . . . . . . . . . . . . . . . . . . . . . NP.30.24Missed Approach/Go-Around Profile - All Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.25

NP.TOC.0.3June 9, 2008




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Normal Procedures Chapter NPIntroduction Section 10

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NP.10 Normal Procedures-IntroductionGeneralThis chapter contains Normal Procedures. It incorporates routine normalprocedures and associated flight patterns.

Controls and Indications – NomenclatureControls and indications appear in all UPPERCASE type to correspond to thewords on the control panel or display. For example, the following item hasUPPERCASE words to match what is found on the panel:

APU GENERATOR switch ................................................................ONThe 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 thepanel name or control position.

Mode control panel ............................................................................. Set

Normal ProceduresNormal procedures are used by the trained flight crew to ensure airplane conditionis acceptable and that the flight deck is correctly configured for each phase offlight. These procedures assume all systems are operating normally and automatedfeatures are fully utilized. The procedures also assume that systems are notdeactivated unless directed by procedure or required by an emergency situation.Procedures are performed from recall and follow a panel flow. Checklists are usedto verify that critical items affecting safety have been accomplished. Theseprocedures are designed to minimize crew workload and are consistent with flightdeck technology. During accomplishment of procedures, it is the crew member’s responsibility toensure proper system response. If an improper indication is noted, first verify thatthe system controls are properly positioned. Then, if necessary, check theappropriate circuit breaker(s), and test related system light(s).Before engine start, individual system lights are used to verify system status. If anindividual system light is indicating an improper condition prior to engine start,determine if the condition may affect dispatch and require maintenance action orcompliance with the Mechanical Dispatch Manual (MDM).

Continued on next page

NP.10.1August 31, 2007


Normal Procedures -Introduction


After engine start, the MASTER CAUTION system, annunciator lights, and alertsare used as the primary means to alert the crew to a non-normal system condition.Illumination of the MASTER CAUTION and system annunciator lights requiresaccomplishment of the appropriate non–normal procedure. Upon completion ofthe procedure and prior to takeoff, the Mechanical Dispatch Manual (MDM)should be consulted to determine if MEL relief is available.The panel illustrations in this section describe the amplified procedures preflightpanel flow and areas of responsibility during flight. A normal panel flow isencouraged; however, certain items may be handled in the most logical sequencefor existing conditions. General phase of flight responsibilities are as follows:Pilot flying (PF):• flight path and airspeed control• airplane configuration• navigation.

Pilot Monitoring (PM):• checklist reading• communications• tasks requested by PF• start levers and fire switches (with PF concurrence).

Phase of flight duties, beginning with the Takeoff Procedure and ending withcompletion of the Landing Roll Procedure, are presented in table form in theappropriate procedures section.The First Officer, when flying the airplane, performs the duties listed under PF,and the Captain performs those duties listed under PM.

Note: During flight with the autopilot engaged, the PF is primarily responsible for updating the mode control panel. However, the PM may update the mode control panel as directed by the PF. During manual flight, the PM should manipulate the mode control panel as required.

The Captain retains final authority for all actions directed and performed.

NP.10.2 August 31, 2007




Autopilot Flight Director System and Flight Management System MonitoringWhen the autopilot, flight director, or autothrottles are in use and a mode changeis selected or is scheduled to occur, the annunciation must be verified on the flightmode annunciation display. Airplane course, vertical path, and speed must alwaysbe monitored.Similarly, when a thrust mode change is selected or is scheduled to occur, theannunciation must be verified on the thrust mode display.In LNAV and VNAV, all airplane course, vertical path, thrust and speed changesmust be verified.

RVSM Operations and System RequirementsRefer to the Airway Manual, Chapter 7, Navigation, Reduced Vertical SeparationMinimum (RVSM) section.

CDU OperationOn the ground, the control display unit (CDU) entries are normally performed bythe PF and verified by the PM.In flight, with the autopilot engaged, CDU entries are normally accomplished bythe pilot flying and verified by the pilot monitoring prior to execution. With theautopilot not engaged, CDU entries are accomplished by the pilot monitoring withconcurrence from the pilot flying. CDU manipulations should be accomplishedprior to high workload periods such as departure, arrival, or holding. During highworkload periods, using the autopilot modes such as heading select, level change,and the altitude and speed intervention features, may be more efficient thanentering complex route modifications into the CDU.

NP.10.3August 31, 2007




Crew Duties Reference ChartThe Crew Duties Reference Chart below indicates normal divisions in pilot workload. This chart serves as a guide to help crew members coordinate their dutiesduring 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 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 reasonablyproficient if crew coordination is to be maintained at an optimum level.

CREW DUTIES C F PF PM

FLIGHT PLANNING

Sign In • • Confirm passports, visas, and/or appropriate documentation are current and in possession (see FOM)

•

Review flight plan, weather and route information • • Flight attendant (Flight Leader) briefing •

FLIGHT DECK PREPARATION

Check aircraft logbook • • Align and initialize IRSs • Verify correct initialization • Load routing, performance, winds and climb profile into FMS

•

Verify correct routing (including all Class II waypoints) • (N) Perform HF Selcal checks (as required) • (N) Receive security briefing • (N) Check final documents on board • Departure ATIS • ATC clearance • • Radio closeout (as required) • •

NP.10.4 August 31, 2007




Departure briefing • TAXI AND BEFORE TAKEOFF

Taxi clearance • Takeoff briefing • Check aircraft position on ND • • Ensure minimum fuel for takeoff •

CRUISE

Send company reports (as required) • Complete enroute items (ETAs, Fuel, etc.) on flight plan • (N) Perform nav accuracy checks • Log results of nav accuracy and RVSM check (if required) • PA announcements • Obtain oceanic clearance (as required) • Update enroute, ETP, destination, & alternate airport weather

•

Monitor enroute fuel temperatures • • (N) Perform enroute HF SELCAL checks (as required) •

APPROACHING WAYPOINT

Read from flight plan to PF next way point, distance and zone time.

•

Confirm from FMS next waypoint desired, distance and zone time.

•

WAYPOINT PASSAGE

Read LNAV, and altimeters to PF • Confirm LNAV and altimeters • Complete AIREP data and HOWGOZIT • Transmit position report •



NP.10.5August 31, 2007




HUD Takeoff Equipment Requirements

APPROACH AND LANDING

Arrival ATIS • Review STAR and altitude restrictions • • Review approach plate • • Approach briefing • Ground control communications • Ramp control communications •

POSTFLIGHT

Perform ACARS postflight • Submit time report (as required) • Log book entries •

Equipment Required Touchdown RVR 300 (75m)

Localizer Receivers 2

First Officer’s HUD Annunciator Panel 1

Windshield Wipers 2

Electrical Power Source(s) 2

Anti-Skid System 1


NP.10.6 August 31, 2007




ILS Airborne Equipment Requirements (HUD used)The following charts cover general enroute requirements for all ILS approachesand may vary from MEL dispatch requirements.

Equipment Required in addition to FAR 121.305

Basic Turbojet

Minimums

CAT IILS

1800 RVR

CAT IIILS

1200 RVR

CAT IIIILS

600 RVR

ADIRU IRS(s) 0 2 in NAV 2 in NAV 2 in NAV

AFDS FMA(s) (A) 0 1 2 2

Autopilot(s) and/or Flight Directors (B)

0 0 and 1 (C) 0 and 1 (C) 0 and 1 (C)

Autothrottle System and Disconnect Warning

0 0 0 0

DADC(s) (Pitot and Static) 0 2 2 2

DFCS(s) (FCC and MCP) 0 1 1 1

DH Indicators 0 1 (D) 2 (D) 2 (D)

Display Electronic Unit(s) 0 1 2 2

Electrical Power Source(s) (F) 0 1 2 2

Engine(s) Operating 1 1 1 1

Hydraulic System(s) 0 1 2 2

Head Up Display (HUD) 0 1 1 1

ILS Systems (LOC & G/S) 1 (D) 1 (D) 2 (D) 2 (D)

ND(s) 0 0 2 2

PFD(s) 0 2 (E) 2 (E) 2 (E)

Radio Altimeter(s) (G) 0 1 (D) 2 (D) 2 (D)

Windshield Wipers 0 0 2 2

(A) G/S, LOC, FLARE, TO/GA, and GA mode annunciations required.(B) If operable, the HUD or both the autopilot and flight director will be utilized for all ILS approaches when the reported weather is below 4,000 RVR or 3/4 mile.(C) F/O’s flight director required for crosscheck.(D) Relative data (i.e., localizer/glideslope) must be displayed on Captain’s HUD combiner and F/O’s PFD.(E) HUD combiner may be substituted for the Captain’s PFD(F) The APU can be a substitute power source for the left or right electrical system when two are required.(G) If Radio Altimeter is inoperative, respective FD Steering Command will be lost at G/S and LOC capture.

NP.10.7June 9, 2008




ILS Airborne Equipment Requirements (HUD not used)Equipment Required in addition to FAR 121.305

Basic Turbojet

Minimums

CAT IILS

1800 RVR

CAT IIILS

1200 RVR

CAT IIIILS

600 RVR

ADIRU IRS(s) 0 1 in NAV 2 in NAV 2 in NAV

AFDS FMA(s) (A) 0 1 2 2

Autopilot(s) and/or Flight Directors (B)

0 1 or 1 1 and 2 2 and 2

Autothrottle System and Disconnect Warning

0 0 0 1

DADC(s) (Pitot and Static) 0 2 2 2

DFCS(s) (FCC and MCP) 0 1 2 2

DH Indicators 0 0 2 2

Display Electronic Unit(s) 0 1 2 2

Electrical Power Source(s) (C) 0 1 2 2

Engine(s) Operating 1 1 2 2

Hydraulic System(s) 0 1 1 2

Head Up Display (HUD) 0 0 0 0

ILS Systems (LOC & G/S) 1 1 2 2

ND(s) 0 0 2 2

PFD(s) 0 1 2 2

Radio Altimeter(s) (D) 0 1 2 2

Windshield Wipers 0 0 2 2

(A) G/S, LOC, FLARE, TO/GA, and GA mode annunciations required.(B) If operable, the HUD or both the autopilot and flight director will be utilized for all ILS approaches when the reported weather is below 4,000 RVR or 3/4 mile.(C) The APU can be a substitute power source for the left or right electrical system when two are required.(D) If Radio Altimeter is inoperative, respective FD Steering Command will be lost at G/S and LOC capture.

NP.10.8 August 31, 2007




RNAV Approach Equipment Requirements ListThis list contains the equipment required to initiate an RNAV approach[RNAV(RNP), RNAV(GPS), GPS, or NDB, VOR using LNAV]. For all RNAVapproach types, should equipment failure occur inside the FAF, in IMC, andapproach tolerances are in question, execute a missed approach.

RNAV EQUIPMENT REQUIREMENTS

EQUIPMENT REQUIRED

RNAV APPROACH

RNAV(GPS)or

NDB, VORusing LNAV

RNAV (RNP)

Number Required

ADIRU IRS(s) 1 2

AFDS FMA’s 1 2

Global Positioning System (GPS) 1 2

Autopilot 0 2

Autothrottle System and Disconnect Warning 0 1

CDU 1 2

Current Navigation Database 1 1

DADC(s) (Pitot and Static) 2 2

DA Indicators 1 1

GPWS (Set TERR) 1 1

Electrical power source (AC)(APU may be used) 1 2

Flight Director 1 2

FMC 1 2

FMC Alert Lights 1 1

Nav Display 1 2

Primary Flight Display (PFD)“DISPLAYS SOURCE” not annunciated 1 2 (A)

Radio Altimeter 1 1

TO/GA Switches 0 1

(A) HUD combiner may be substituted for Captain’s PFD

NP.10.9August 31, 2007




Standard CalloutsThe callouts in the following table are for normal line operations. During takeoffsand approaches, the Pilot Monitoring (PM) will monitor flight mode annunciatorprogression.Some callouts are made automatically by aircraft aural systems. When a requiredcallout is made automatically, it may be omitted by the appropriate crew member.On any approach, when the Pilot Flying (PF) can maintain visual contact with therunway, the “APPROACHING MINIMUMS” and “MINIMUMS” callouts arenot required. On non-ILS and CAT I approaches, the PM will annunciate visualcues. On CAT II and CAT III approaches, the Captain will annunciate visual cues.Note: White and amber landing altitude reference bars on the PFD altimeter tape

are based on height above touchdown, and may be used to approximate AGL at most airports.

Note: If the Radio Altimeter is inoperative, reference the barometric altimeter for the “1,000” and “500” callouts.

The following callouts will be verbalized by the appropriate crew member:

TAKEOFF

Condition Crew Member Callout

• At 80 KIAS when THR HLD annunciated, if autothrottles used.If autothrottles notused, THR HLD willnot be annunciated.

PM “80 KNOTS, THROTTLE HOLD, 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 “V1” - “VR” - “V2”

• At positive rate of climb.

PM “POSITIVE RATE”

HUD GUIDED TAKEOFF


Note: Make all normal takeoff callouts.

• Monitor runway centerline on PFD and visually (if able) until reaching VR.

PM “STEER LEFT” or “STEER RIGHT”

NP.10.10 August 31, 2007




CLIMB


• 1,000 feet below each assigned altitude.

PM “OUT OF ___ FOR ___”

• Approaching transition altitude.

PM “STANDARD, CROSSCHECKED”

DESCENT


• 1,000 feet above each assigned altitude.

PM “OUT OF ___ FOR ___”

• Approaching transition level.

PM “___ , CROSSCHECKED”

ALL APPROACHES


• Any significant deviation from planned flight path, airspeed or descent rate.

PM “BUG ± ___” or“SINK ____”, etc.

• At approximately 1,000 AGL

PM “1,000, CLEARED TO LAND” or“1,000, NO LANDING CLEARANCE”

• At approximately 500 AGL

PM “500”

• Below 500 feet AGLAny descent exceeding1,000 feet per minute.

PM “SINK ___”

NP.10.11August 31, 2007




ALL INSTRUMENT APPROACHES


• Flight mode annunciator progression.

PM “LOCALIZER CAPTURE”,“FINAL APPROACH COURSE CAPTURE”, “GLIDE SLOPECAPTURED”, “GLIDE PATH CAPTURED”, etc.

NON-ILS INSTRUMENT APPROACHES


• Within 5° of final approach course

PM “APPROACHING INBOUND COURSE”

• First positive movement of localizer.

PM “LOCALIZER ALIVE”

• First positive movement of glide path bar.

PM “GLIDE PATH ALIVE”

• At approximately 80 feet above Minimums.

PM “APPROACHING MINIMUMS”

• At or before Minimums.

CAPT “APPROACH LIGHTS IN SIGHT”, or “RUNWAY IN SIGHT” or “MISSED APPROACH”F/O must acknowledge.

• At Minimums. PM “MINIMUMS”

• At missed approach point

PM “MISSED APPROACH POINT”

NP.10.12 June 9, 2008




ALL ILS APPROACHES


• First positive movement of localizer.

PM “LOCALIZER ALIVE”

• First positive movement of glide slope bar.

PM “GLIDE SLOPE ALIVE”

CAT I AND CAT II APPROACHES


• At approximately 80 feet above minimums.


• At or before Minimums.

CAPT “APPROACH LIGHTS IN SIGHT” or “RUNWAY IN SIGHT” or“MISSED APPROACH”F/O must acknowledge

• At Minimums:DA(H)

PM “MINIMUMS”

CAT III APPROACHES


• At approximately 80 feet above minimums.


• At or before Minimums.Touchdown zone lightsor runway visible.

CAPT “TOUCHDOWN ZONE LIGHTS IN SIGHT” or “RUNWAY IN SIGHT” or“MISSED APPROACH”F/O must acknowledge

• At Minimums:DA(H)

PM “MINIMUMS”

NP.10.13August 31, 2007




AUTOLAND APPROACHES


• When annunciated FLARE (white).Approximately 500 feet RA.

PM “FLARE ARMED”

• When annunciated FLARE (green).Approximately 50 feetRA.

PM “FLARE CAPTURE”

• When annunciated RETARD. Approximately 27 feet RA.

PM “RETARD”

• If off centerline during rollout.

PM “STEER RIGHT” or “STEER LEFT” (as appropriate)

NP.10.14 August 31, 2007




HUD APPROACHES (AIII MODE)


• When AIII available, as indicated on HUD control panel or combiner.

CAPT/F/O “AIII AVAILABLE”

• When AIII is flashing on HUD combiner.

CAPT “SELECT AIII”

• When AIII is displayed on the HUD combiner.

CAPT “AIII”

• When green AIII is annunciated on the HUD annunciator panel.

F/O “AIII ON THE RIGHT”

Above 500 feet AFE:

• If NO AIII is displayed on HUD combiner.

CAPT “NO AIII”

• If green AIII annunciation is lost on HUD annunciator panel.

F/O “NO AIII”

Below 500 feet AFE:

• If green AIII annunciation is lost and/or red APCH WARN is annunciated on the HUD annunciator panel.

F/O “APPROACH WARN”

• If NO AIII and/or APCH WARN is displayed on the HUD combiner, and runway is not in sight.

CAPT “MISSED APROACH”

• When FLARE is annunciated green on the HUD annunciator panel.

F/O “FLARE ALIVE”

NP.10.15August 31, 2007




LANDING ROLL


• When SPEED BRAKE lever (ground spoilers) is deployed to full UP position.

PM “SPEEDBRAKES UP”

If SPEED BRAKE lever is not deployed to full UP position.

PM “SPEEDBRAKES NOT UP”

• At 60 KIAS. PM “60 KNOTS”

HUD LANDING ROLL


Note: Make all normal LANDING ROLL callouts.

• Monitor runway centerline on PFD and visually (if able) throughout landing roll.

• If left or right of localizer centerline, centerline lights (CL) or painted centerline markings.

F/O “STEER LEFT” or “STEER RIGHT”

NP.10.16 August 31, 2007




Preflight Procedure - Pilot Flying and Pilot Monitoring Panel Scan DiagramThe diagram below describes the panel scan flow pattern for the Pilot Flying andPilot Monitoring amplified Preflight Procedures in this manual.

21

PSEU

ARMONELT

ELTGPS

1 2

L R

N47324W122123

A/T 2A/T A/T

0

1215

69

3

18212730

165165

ACARS

EVENT PRINT

STAB TRIM CAB DOOR

VHF 3 VHF 3

VHF 3 IDENT

ATC 1

Preflight

2

Procedure-PM

PreflightProcedure-PF

3

6

7

8

9

1

4

21

PSEU

ARMON

ELTELT

GPS

1 2

L R

N47324W122123

5

1

NP.10.17August 31, 2007




Preflight Procedure - Captain and First Officer Panel Scan DiagramThis diagram describes the panel scan flow pattern for the Captain and FirstOfficer’s amplified Preflight Procedures in this manual.

3

2

1

Preflight

4

ENTER

632

5147 8 9

0 TESTFAULTG/SRWYSTBYMODE

DIM -BRT +CLR

HGS

5

CaptainProcedure-

PreflightProcedure-First Officer

1

3

2

NP.10.18 August 31, 2007




Pilot Flying & Pilot Monitoring Areas of ResponsibilityThe diagram below describes each crew member’s area of responsibility for eachpanel when the airplane is in flight.

A/T

165165

21

PSEU

ARMON

ELTELT

GPS

1 2

L R

N47324W122123

ATC

ACARS

EVENT PRINTSTAB TRIM CAB DOOR

VHF 3 VHF 3

VHF 3ENTER

632

5147 8 9

0 TESTFAULTG/SRWYSTBYMODE

DIM -BRT +CLR

HGS

2A/T A/T

5

0

5

0

1215

69

3

18212730

Pilot Flying

Pilot Monitoring

(PF) area of

of responsibilityUnshaded areas arethe responsibility of

the respective side.

responsibility

(PM) area

the pilot seated on

IDLE

CUTOFF21

MAINELECT

AUTOPILOT

CUTOUT

NORMAL

IDENT

ATC 1

STAB TRIM

NP.10.19August 31, 2007




IntentionallyBlank

NP.10.20 August 31, 2007


Normal Procedures Chapter NPAmplified Procedures Section 20

FCO

M T

empl

ate

12/1

2/98


NP.20 Normal Procedures-Amplified ProceduresFlight Deck Inspection - Captain or First OfficerIt is the responsibility of the Flight Leader to verify the cabin emergency equipment inspection is completed and convey this information to the flight deck crew.For flights without flight attendants on board, refer to Supplementary Procedures, Airplane General, Emergency Equipment, Doors, Windows section, Cabin Inspection procedure.For long range flights, ensure water and waste tanks are at acceptable levels.The Preliminary Preflight Procedure assumes that the Electrical Power Up supplementary procedure is complete.

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 verbal approval of maintenance personnel (preferably the AMT actually performing the repairs).

FLIGHT DECK ACCESS SYSTEM switch .................................... OFFGuard up, switch up.

Verify that the following are sufficient for flight:• oxygen pressure• hydraulic quantity• engine oil quantity

Logbooks and manuals .................................................................. Check

Check the aircraft logbook to become familiar with the history and maintenance status of the aircraft.

• Ensure the Airworthiness Release has been signed by Maintenance.

• MCOs must be reviewed using the MDM to ensure compliance when special operating procedures are applicable.


NP.20.1June 9, 2008


Normal Procedures -Amplified Procedures


Continued from previous page

Ensure the following documents are on-board:• Aircraft Logbook• Normal Checklists (2)• Quick Reference Handbook (QRH) (2)• Operations Manual Volume 2• Mechanical Dispatch Manual (MDM)• Aircraft Restrictions Manual (ARM)• Operational Data Manual (ODM)• Offline Airports Airway Manual (“Brick”)• Engine Performance Logbook

Note: The effective dates for all checklists and manuals may be found by clicking the “Revision Dates” link from the Delta Flight Operations portal.

Emergency equipment ....................................................................Check

Crash axe – StowedShips 3101-3110ELT switch – ARM, guard closed.

Verify that the ELT light is extinguished.Ships 3701-3771Emergency Locator Transmitter – Stowed

Verify that the ARMED/OFF/ON switch is in the ARMED position.

PBE – Sealed and Stowed

Life vests (3) – Stowed

Fire extinguisher – Checked and stowedVerify that the trigger safety pin is in place.

Manual gear extension access door ............................................... Closed

Circuit breakers ..............................................................................Check

Verify circuit breakers are in or collared in compliance with dispatch requirements.

NP.20.2 June 9, 2008




IRS mode selectors ...........................................................................NAVIRS realignment is required for every flight. Reference Supplementary Procedures, Flight Management, Navigation section, IRS alignment procedures.The UNABLE REQD NAV PERF-RNP message may show until IRS alignment is complete.

Note: Full alignment is required on all Class II navigation flights and for first flight of the day. Other flights only require fast realignment.

Crew luggage .................................................................................Secure

Jump seat .......................................................................................Secure

ACARS ...................................................................................... Initialize

Refer to Supplementary Procedures, Communications section, ACARS Initialization procedure.

PARKING BRAKE .............................................................................Set

Set the parking brake to check brake wear during the exterior inspection.

NP.20.3June 9, 2008




Exterior Inspection - Captain or First OfficerA 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.Items at each location may be checked in any sequence.

Use the detailed inspection route below to check that:• the surfaces and structures are clear, not damaged, not missing

parts and there are no fluid leaks• the tires are not too worn, not damaged, and there is no tread

separationNote: Notify maintenance if there is:

• Any tread groove worn completely around the tire• Any layer of cord showing• Any questionable cut• Any appearance of improper inflation.

Note: If brake wear indicator pins are even with brake housing with parking brake set, check with maintenance.

• the gear struts are not fully compressed• the engine inlets and tailpipes are clear, the access panels are

secured, the exterior is not damaged, and the reversers are stowed• the doors and access panels that are not in use are latched• the probes, vents, and static ports are clear and not damaged• the skin area adjacent to the pitot probes and static ports is not

wrinkled• the antennas are not damaged• the light lenses are clean and not damaged.

For Cold Weather Operation, see the Supplementary Procedures, Adverse Weather section.

Check the following specific items during the exterior inspection:

NP.20.4 June 9, 2008




Left Forward Fuselage

Probes, sensors, ports, vents, and drains (as applicable) ............... Check

Doors and access panels (not in use) ...........................................Latched

Nose

Radome .......................................................................................... Check

Conductor straps - Secure

Forward E and E door ....................................................................Secure

Nose Wheel Well

Tires and wheels ............................................................................ Check

Exterior light .................................................................................. Check

Gear strut and doors ....................................................................... Check

Nose wheel steering assembly ....................................................... Check

Nose gear steering lockout pin ................................................As needed

Gear pin ...................................................................................As needed

Nose wheel spin brake (snubbers) ............................................... In place

END

START

Inspection Route

1

2

3

4

5

6

7

8

9

NP.20.5June 9, 2008




Right Forward Fuselage

Probes, sensors, ports, vents, and drains (as applicable) ................Check

Oxygen pressure relief green disc ............................................... In place

Doors and access panels (not in use)........................................... Latched

Right Wing Root, Pack, and Lower Fuselage

Ram air deflector door .............................................................. Extended

Pack and pneumatic access doors ................................................. Secure


Exterior lights .................................................................................Check

Leading edge flaps .........................................................................Check

Number 2 Engine

Access panels .............................................................................. Latched


Fan blades, probes, and spinner .....................................................Check

Thrust reverser ............................................................................. Stowed

Exhaust area and tail cone ..............................................................Check

Right Wing and Leading Edge

Access panels .............................................................................. Latched

Leading edge flaps and slats ..........................................................Check

Fuel measuring sticks .................................................... Flush and secure

Wing Surfaces ................................................................................Check

Fuel tank vent .................................................................................Check

Right Wing Tip and Trailing Edge

Position and strobe lights ...............................................................Check

Static discharge wicks ....................................................................Check

NP.20.6 June 9, 2008




Aileron and trailing edge flaps ...................................................... Check

Right Main Gear

Tires, brakes and wheels ................................................................ Check

Verify that the wheel chocks are in place as needed.

If the parking brake is set, the brake wear indicator pins must extend out of the guides.

Gear strut, actuators, and doors ..................................................... Check

Hydraulic lines ...............................................................................Secure

Gear pin ...................................................................................As needed

Right Main Wheel Well

APU FIRE CONTROL handle ............................................................UpShips 3101-3110NGS operability indicator light ..................................................... Check

Verify that the light is green.

Wheel well ..................................................................................... CheckNote: Check hydraulic units, hydraulic lines, control cables and fire

detection elements for damage, leakage and security.

Right Aft Fuselage

Doors and access panels (not in use) ...........................................Latched

Negative pressure relief door .........................................................Closed

Outflow valve ................................................................................ Check


APU air inlet .................................................................................... Open

Tail

Vertical stabilizer and rudder ......................................................... Check

Elevator feel probes ....................................................................... Check

NP.20.7June 9, 2008




Ships 3701-3771Tail skid ..........................................................................................Check

Verify that the tail skid is not damaged.Note: The tailskid cartridge must be replaced if no green color is

visible on the compression warning decal, or the tailskid shoe is worn to the wear dimples.

Horizontal stabilizer and elevator ..................................................Check

Static discharge wicks ....................................................................Check

Strobe light .....................................................................................Check

APU cooling air inlet and exhaust outlet .......................................Check

Left Aft Fuselage

Doors and access panels (not in use)........................................... Latched


Left Main Gear

Tires, brakes and wheels ................................................................Check

Verify that the wheel chocks are in place as needed.Note: If brake wear indicator pins are even with brake housing

when brakes are set, check with maintenance.

Gear strut, actuators, and doors ......................................................Check

Hydraulic lines .............................................................................. Secure

Gear pin ................................................................................... As needed

Left Main Wheel Well

Wheel well .....................................................................................CheckNote: Check hydraulic units, hydraulic lines, control cables and fire

detection elements for damage, leakage and security.

Engine fire bottle pressure .............................................................Check

Left Wing Tip and Trailing Edge

Aileron and trailing edge flaps .......................................................Check

NP.20.8 June 9, 2008




Static discharge wicks.................................................................... Check

Position and strobe lights ............................................................... Check

Left Wing and Leading Edge

Fuel tank vent ................................................................................ Check

Wing Surfaces ................................................................................ Check

Fuel measuring sticks ....................................................Flush and secure

Leading edge flaps and slats .......................................................... Check

Access panels ...............................................................................Latched

Number 1 Engine

Exhaust area and tail cone ............................................................. Check

Thrust reverser ..............................................................................Stowed

Fan blades, probes, and spinner ..................................................... Check


Access panels ...............................................................................Latched

Left Wing Root, Pack, and Lower Fuselage

Leading edge flaps ......................................................................... Check


Exterior lights ................................................................................ Check

Pack and pneumatic access doors ..................................................Secure

Ram air deflector door ...............................................................Extended

NP.20.9June 9, 2008




Preflight Procedure - Pilot Monitoring

After completion of this procedure, the PM should confirm all FMS entries accomplished by the PF.

Normally this procedure is accomplished by the Pilot Monitoring (PM). However, it does not preclude the Pilot Flying (PF) from completing all or part of 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 verbal approval of maintenance personnel (preferably the AMT actually performing the repairs).

First flight of the day items (if required) ....................................... CheckThese checks or tests need only be accomplished prior to the first flight each day (after midnight local time). These system tests are covered in the Supplementary Procedures chapter of this manual.

Note: The GPWS/WINDSHEAR test is required on each crew change.

MACH AIRSPEED WARNING TEST switches ............................ Push

Verify clacker sounds when each switch is pushed.

FLIGHT RECORDER panel .........................................................Check

Verify switch in NORMAL position, guard down, OFF light illuminated.Note: OFF light extinguishes on engine start.

STALL WARNING TEST switches ................................................ Push

• FLIGHT RECORDER Flight Instruments, Displays • GPWS/WINDSHEAR Warning Systems• Transponder/TCAS Warning Systems• FLIGHT DECK ACCESS

SYSTEMAirplane General, Emergency Equipment, Doors, Windows

NP.20.10 June 9, 2008




Verify control column vibration when each switch is pushed.Note: The stall warning test requires that AC transfer busses are

powered for up to 4 minutes.Note: With hydraulic power off, the leading edge flaps may droop

enough to cause an asymmetry signal, resulting in a failure of the stall warning system test. Should this occur, place the “B” system electric pump ON and retract the flaps. When flaps are retracted repeat the test.

WARNING: Do not establish hydraulic power which will result in flap movement unless the wing/flap area has been cleared of personnel and equipment. Use an outside observer.

Observer’s Audio control panel ...........................................................Set

ENGINE panel .....................................................................................Set

Verify that the REVERSER lights are extinguished.

Verify that the ENGINE CONTROL lights are extinguished.

EEC switches – ON

ALTN lights – Extinguished

CREW OXYGEN pressure indicator ............................................ Check

Verify 1,000 PSI minimum pressure for dispatch requirements.

Oxygen panel .......................................................................................SetCAUTION: Switch activation will cause deployment of passenger

oxygen masks.

PASSENGER OXYGEN switch – Guard closed

Verify that the PASS OXY ON light is extinguished.

Landing gear indicator lights ...................................... Verify illuminated

SERVICE INTERPHONE switch .........................................As required

DOME WHITE switch ............................................................As desired

GPS light .............................................................................ExtinguishedShips 3101-3110ILS light .................................................................... Verify extinguished

NP.20.11June 9, 2008




Ships 3101-3110GLS light ...................................................................Verify extinguished

PSEU light ........................................................................... Extinguished

Flight control panel ........................................................................Check

FLIGHT CONTROL switches – Guards closed

Verify that the flight control LOW PRESSURE lights are illuminated.

Flight SPOILER switches – Guards closed

YAW DAMPER switch – ON

Verify that the YAW DAMPER light is extinguished.

Verify that the standby hydraulic LOW QUANTITY light is extinguished.

Verify that the standby hydraulic LOW PRESSURE light is extinguished.

Verify that the STBY RUD ON light is extinguished.

ALTERNATE FLAPS master switch – Guard closed

ALTERNATE FLAPS position switch – OFF

Verify that the FEEL DIFF PRESS light is extinguished.

Verify that the SPEED TRIM FAIL light is extinguished.

Verify that the MACH TRIM FAIL light is extinguished.

Verify that the AUTO SLAT FAIL light is extinguished.

NAVIGATION panel ........................................................................... Set

VHF NAV transfer switch – NORMAL

IRS transfer switch – NORMAL

FMC transfer switch – NORMAL

DISPLAYS panel ................................................................................ Set

SOURCE selector – AUTO

CONTROL PANEL select switch – NORMAL

NP.20.12 June 9, 2008




Fuel panel ............................................................................................Set

Verify that the ENG VALVE CLOSED lights are illuminated dim.

Verify that the SPAR VALVE CLOSED lights are illuminated dim.

Verify that the FILTER BYPASS lights are extinguished.

CROSSFEED selector – Closed

Verify that the VALVE OPEN light is extinguished.

FUEL PUMP switches – OFF

Verify that the center tank fuel pump LOW PRESSURE lights are extinguished.

Verify that the main tank fuel pump LOW PRESSURE lights are illuminated.

Electrical panel ....................................................................................Set

BATTERY switch – Guard closedShips 3101-3110CAB/UTIL power switch – ONShips 3101-3110IFE/PASS SEAT power switch – ONShips 3701-3771GALLEY power switch – ON

STANDBY POWER switch – Guard closed

Verify that the STANDBY PWR OFF light is extinguished.

Verify that the BAT DISCHARGE light is extinguished.

Verify that the TR UNIT light is extinguished.

Verify that the ELEC light is extinguished.

Generator drive DISCONNECT switches – Guards closed

Verify that the DRIVE lights are illuminated.

BUS TRANSFER switch – Guard closed

Verify that the TRANSFER BUS OFF lights are extinguished.

Verify that the SOURCE OFF lights are extinguished.

NP.20.13June 9, 2008




Verify that the GEN OFF BUS lights are illuminated.

CIRCUIT BREAKER and PANEL light controls................... As desired

EQUIPMENT COOLING switches ............................................. NORM

Verify that the OFF lights are extinguished.

EMERGENCY EXIT LIGHTS switch ...............................Guard closed

Verify that the NOT ARMED light is extinguished.

Passenger signs ................................................................................... Set

FASTEN BELTS switch – ON

Windshield WIPER selectors .........................................................PARK

Verify that the windshield wipers are stowed.

WINDOW HEAT switches ................................................................ ON

Position switches ON at least 10 minutes before takeoff.Verify that the OVERHEAT lights are extinguished.

Verify that the ON lights are illuminated (except at high ambient temperatures.)

WINDOW HEAT tests ............................................................ As desired

Refer to Supplementary Procedures, Anti-ice, Rain section, Window Heat System Tests.

PROBE HEAT switches ........................................................ As required

Refer to Supplementary Procedures, Adverse Weather section.

TAT TEST ............................................................................... As desired

Refer to Supplementary Procedures, Flight Instruments, Displays section, Total Air Temperature test.

WING ANTI–ICE switch .................................................................OFF

Verify that the VALVE OPEN lights are extinguished.

ENGINE ANTI–ICE switches ..........................................................OFF

Verify that the COWL ANTI–ICE lights are extinguished.

NP.20.14 June 9, 2008




Verify that the COWL VALVE OPEN lights are extinguished.

Hydraulic panel....................................................................................Set

ENGINE HYDRAULIC PUMPS switches – ON

Verify that the LOW PRESSURE lights are illuminated.

ELECTRIC HYDRAULIC PUMPS switches – OFF

Verify that the OVERHEAT lights are extinguished.

Verify that the LOW PRESSURE lights are illuminated.

COCKPIT VOICE RECORDER ................................................ Check

Refer to Supplementary Procedures, Communications section, Cockpit Voice Recorder Test.

Pressurization indicators .............................................................. Check

Cabin DIFFERENTIAL PRESSURE – Zero

Cabin ALTITUDE – Field elevation

Rate of CABIN CLIMB – ZeroShips 3101-3110High altitude landing switch ....................................................As needed

Verify that the INOP light is extinguished.

Air conditioning panel .........................................................................Set

AIR TEMPERATURE source selector – As neededShips 3701-3771TRIM AIR switch – ONShips 3101-3110Verify that the DUCT OVERHEAT lights are extinguished.Ships 3701-3771Verify that the ZONE TEMP lights are extinguished.

Temperature selectors – As needed

Verify that the RAM DOOR FULL OPEN lights are illuminated.Ships 3101-3110RECIRCULATION FAN switch – AUTO

NP.20.15June 9, 2008




Ships 3701-3771RECIRCULATION FAN switches – AUTO

Engine BLEED air switches – ONShips 3101-3110Verify that the PACK TRIP OFF lights are extinguished.Ships 3701-3771Verify that the PACK lights are extinguished.

Verify that the WING–BODY OVERHEAT lights are extinguished.

Verify that the BLEED TRIP OFF lights are extinguished.

If a ground air conditioning/heating source is available:

Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with Ground Conditioned Air.

If APU bleed air is required for air conditioning/heating:

APU ............................................................................ As required

Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with APU Pneumatic Air.

If APU not operating:

Refer to Supplementary Procedures, Electrical section, Electrical Power Up procedure.

If pneumatic air cart is required for air conditioning/heating:

Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with Ground Pneumatic Air Cart.

Cabin pressurization panel .................................................................. Set

Verify that the AUTO FAIL light is extinguished.

Verify that the OFF SCHED DESCENT light is extinguished.

FLIGHT ALTITUDE indicator – Cruise altitude

LANDING ALTITUDE indicator – Destination field elevation

Set to nearest 50 foot increment.

Pressurization mode selector – AUTO

NP.20.16 June 9, 2008




Verify that the ALTN light is extinguished.

Verify that the MANUAL light is extinguished.

Lighting panel ......................................................................................Set

LANDING light switches – RETRACT and OFF

RUNWAY TURNOFF light switches – OFF

TAXI light switch – OFF

ENGINE START switches ............................................................... OFF

Ignition select switch ............................................................. IGN L or RIgnition selector should be positioned to IGN L for Captain’s leg and IGN R for First Officer’s leg.Use IGN R for first flight of the day to ensure ignition is available using standby power.

Lighting panel ......................................................................................Set

POSITION light switch – As needed

ANTI–COLLISION light switch – OFF

WING illumination switch – As needed

WHEEL WELL light switch – As needed

Mode control panel ..............................................................................Set

When selecting a value on the MCP, ensure the corresponding display on the instrument panel changes, if applicable.

COURSE(S) – Set and crosscheck

FLIGHT DIRECTOR switches – ON

Move the switch for the pilot flying to ON first.

AUTOTHROTTLE switch – OFF


NP.20.17June 9, 2008





IAS/MACH selector – Set

Set V2 if preliminary information is available.

Heading – Set runway or departure heading as required.

Bank angle limit – 30

Altitude – Initial assigned altitude

Autopilots – Disengaged

Light test ............................................................................................Test

Master LIGHTS TEST and DIM switch – As desired• Use scan flow to check all lights flashing or illuminated.• Use individual test switches or push-to-test feature to check

appropriate lights which do not illuminate during the light test.• The fire warning lights are not checked during this test.

Ships 3701-3771Standby instruments .......................................................................Check

Standby horizon – Set

Gyro caging control – Pull, then release

Approach mode selector – As needed

Verify that the flight instrument indications are correct.

Verify that no flags are shown.

Standby altimeter – Set


Verify that no flags are shown.Ships 3101-3110Integrated standby flight display ......................................................... Set

Verify that the approach mode display is blank.

Set the altimeter.


Verify that no flags or messages are shown.

NP.20.18 June 9, 2008




Ships 3701-3771Standby RMI........................................................................................Set

Select either VOR or ADF.

Engine display control panel ...............................................................Set

N1 SET selector – AUTO

SPEED REFERENCE selector – AUTO

FUEL FLOW switch – RATEMove switch to RESET, then RATE.

AUTO BRAKE select switch ........................................................... RTO

Verify that the AUTO BRAKE DISARM light is extinguished.

ANTISKID INOP light ............................................. Verify extinguished

Brake pressure ....................................................... 2,800 PSI minimumWARNING: Do not establish hydraulic power which will result in

flap movement unless the wing/flap area has been cleared of personnel and equipment. Use an outside observer.

If brake pressure is below 2,800 PSI:

System B ELECTRIC HYDRAULIC PUMPS switch – ON.

When the brake pressure indicator reaches 2,800 PSI, or greater:

System B ELECTRIC HYDRAULIC PUMPS switch – OFF.

Engine instruments ........................................................................ Check

MFD ENG switch – PushNote: EGT, F/F, oil pressure and oil temperature pointers and

digital readouts are not displayed until the ENGINE START switch is moved to GRD.


NP.20.19June 9, 2008





Primary and secondary engine indications – Normal• Engine indications display existing conditions• No exceedance values are displayed• Minimum engine oil quantity for dispatch: 12 quarts• LOW OIL PRESSURE alerts – Illuminated• START VALVE OPEN alert – Extinguished• OIL FILTER BYPASS alert – Extinguished

Note: Minimum oil quantity reading is determined prior to pushback or engine start, whichever occurs first.

MFD SYS switch - Push

Hydraulic Quantity Indicators – No RF indication displayed

LANDING GEAR lever ................................................DOWN, 3 Green

GROUND PROXIMITY warning SYSTEM TEST ............ As requiredAccomplished on First Flight of the Day and on each crew change.Refer to Supplementary Procedures, Warning Systems section, GPWS/Windshear Test.

GROUND PROXIMITY panel ......................................................Check

FLAP INHIBIT switch – Guard closed

GEAR INHIBIT switch – Guard closed

TERRAIN INHIBIT switch – Guard closed

Verify that the INOP light is extinguished.

SPEED BRAKE lever .......................................................DOWN detent

Verify that the SPEED BRAKE ARMED light is extinguished.

Verify that the SPEED BRAKE DO NOT ARM light is extinguished.

Verify that the SPEEDBRAKES EXTENDED light is extinguished.

Reverse thrust levers ...................................................................... DownWARNING: Movement of the reverse thrust lever could result in

operation of the engine thrust reverser.

NP.20.20 June 9, 2008




Takeoff configuration warning ..................................................... Check

Advance either or both forward thrust levers to the takeoff position. Ensure the takeoff warning horn sounds.Ships 3101-3110If the TAKEOFF CONFIG warning light is operative, verify that it illuminates when the thrust lever(s) are advanced.

Forward thrust levers .....................................................................Closed

Start levers ................................................................................ CUTOFF

Parking brake .......................................................................................Set

Verify that the parking brake warning light is illuminatedNote: Do not assume that the parking brake will prevent

airplane movement. Accumulator pressure can be insufficient.

FLAP lever ..........................................................................................UPWARNING: Do not establish hydraulic power which will result in

flap movement unless the wing/flap area has been cleared of personnel and equipment. Use an outside observer.

Lever and indicator in agreement and lights extinguished.

If trailing edge flaps indicator does not indicate UP:

Position the FLAP lever to agree with the FLAPS position indicator and verify lights agree with the flap position indicated.

STABILIZER TRIM cutout switches ..................................... NORMAL

Fire/Overheat warning ................................................................... Check

Refer to Supplementary Procedures, Fire Protection section, Fire and Overheat Protection System Test procedure.

CARGO FIRE system ................................................................... Check

Refer to Supplementary Procedures, Fire Protection section, Cargo Fire Protection System Test procedure.

Radio tuning panels .............................................................................Set

PANEL OFF light – Extinguished

NP.20.21June 9, 2008




No. 1 radio – Set for ATC communication

No. 2 radio – Set as required

No. 3 radio – Set to DATA

Perform a SELCAL check (if required)WARNING: Do not key HF radio while airplane is being

fueled. Injury to personnel or fire may result.

VHF NAVIGATION radios ........................................... Set for departure

WEATHER RADAR panel ................................................................. Set

Weather radar TEST ................................................................ As desired

Refer to Supplementary Procedures, Flight Management, Navigation section, Weather Radar Test procedure.

Transponder ........................................................................................ Set

XPNDR switch – 1 or 2 (set to corresponding pilot flying)

ALT SOURCE switch – 1 or 2 (set to corresponding pilot flying)

Transponder mode selector – STBYShips 3701-3771ADF radios .......................................................................................... Set

RUDDER and AILERON trim ............................................. Free & zero

Check trim for freedom of movement

Set trim at zero units

STABILIZER TRIM override switch .................................Guard closed

FLOOD and PANEL light controls ......................................... As desired

NP.20.22 June 9, 2008




Preflight Procedure - Pilot Flying

Normally this procedure is accomplished by the Pilot Flying (PF). However, it does not preclude the Pilot Monitoring (PM) from completing all or part of the procedure if time and conditions dictate.

After completing this procedure, the PF should confirm the flight deck set-up accomplished by the PM.

FMC/CDU ...........................................................................................Set

IDENT page – Check• Verify airplane and engine MODEL and NAV DATA

ACTIVE dates are correctly displayed.

POS INIT page – Select• Enter position information.• Verify GMT is correct.

RTE page – Select• Enter route by company route identifier or origin and

destination airports, then waypoints and/or airways.

DEPARTURES page – Select• Select the active runway and departure/transition procedure if

known.

RTE page – Select• Verify selected departure and route. Correct route

discontinuities, ACTIVATE and EXEC.

PERF INIT page – Select• Verify total fuel quantity is displayed on the CDU and that the

fuel quantity indicators agree.


NP.20.23June 9, 2008





Enter:• gross weight or zero fuel weight• fuel reserve

• cost index• cruise altitude.

If known enter:• cruise wind• ISA deviation or top–of–climb temperature

Press EXEC.

CLIMB page – Select

SPD REST:

If departure procedure contains an airspeed restriction, verify or enter restriction on SPD REST line.

Additional speed restrictions may be entered on TGT SPD line.

Press EXEC.

Thrust mode display – Check• Verify TO is displayed.

Departure briefing .....................................................................Complete

Refer to FOM for briefing items.

• Domestic flight plan – no alternate: –Use the RESERVE FUEL value from flight plan• Domestic flight plan – alternate required:

–Use the RESERVE FUEL value plus the IFR/ALTNvalue from flight plan

• International flight plan:–Use the FMS RESERVE FUEL value from flight plan

NP.20.24 June 9, 2008




Preflight Procedure – First Officer

Escape strap ......................................................................................Stow

Sun visors .........................................................................................Stow

EFIS control panel ...............................................................................Set

MINIMUMS reference selector – As desired

FLIGHT PATH VECTOR switch – As desired

METERS switch – As desired

BAROMETRIC reference selector – SetSet barometric altitude referenceSet local altimeter setting

VOR/ADF switches – As desired

Mode selector – MAP

CENTER switch – As desired

Range selector – As desired

TRAFFIC switch – As needed

WEATHER RADAR – Off

MAP switches – As desired

Clock....................................................................................................Set

TIME/DATE pushbutton – UTC time (as installed)

Display select panel .............................................................................Set

MAIN PANEL DISPLAY UNITs selector – NORMAL

LOWER DISPLAY UNIT selector – NORMALShips 3101-3110TAKEOFF CONFIG light ........................................ Verify extinguishedShips 3101-3110CABIN ALTITUDE light ......................................... Verify extinguished

NP.20.25June 9, 2008




Disengage light TEST switch ................................................... Hold to 1

A/P light – Illuminated steady amber

A/T light – Illuminated steady amber

FMC light – Illuminated steady amber

Disengage light TEST switch ................................................... Hold to 2

A/P light – Illuminated steady red

A/T light – Illuminated steady red


Right flight instruments ...................................................................... SetNote: IRS alignment must be complete.


Verify that only these flags are shown:• NO VSPD until V–speeds are selected• expected RMI flags

Verify that the flight mode annunciations are correct:• autothrottle mode is blank• roll mode is blank• pitch mode is blank• AFDS status is FD

Note: Autothrottle mode and AFDS status are blank until the MCP is set in the Before Start procedure.

Select the map mode.

Light controls .......................................................................... As desired

Seat ................................................................................................ Adjust

Position seat for optimum eye reference and verify seat is locked.

For correct positioning, refer to Volume 2, Airplane General, Emergency Equipment, Doors, Windows chapter, Pilot Seat Adjustment.WARNING: Do not put objects between the seat and the aisle

stand. Injury can occur when the seat is adjusted.

NP.20.26 June 9, 2008




Rudder pedals ................................................................................ Adjust

Adjust rudder pedals to permit full rudder deflection and brake application.

Oxygen and interphone .................................................................. Check

Refer to Supplementary Procedures, Airplane General, Emergency Equipment, Doors, Windows section, Oxygen Mask and Interphone System Test.

Interphone and Chime systems ...................................................... Check

Check flight deck to cabin and cabin to flight deck if not accomplished by prior communication.

Audio control panel .............................................................................Set

Seat belts ........................................................................................ Fasten

NP.20.27June 9, 2008




Preflight Procedure – Captain

Escape strap ...................................................................................... Stow

Sun visors ......................................................................................... Stow

HUD combiner .......................................................................Set or Stow

Adjust combiner brightness controlHUD warm-up time is 2 - 5 minutes.

Refer to Supplementary Procedures, Flight Instruments, HUD Combiner Preflight as required.

EFIS control panel .............................................................................. Set

MINIMUMS reference selector – As desired

FLIGHT PATH VECTOR switch – As desired

METERS switch – As desired

BAROMETRIC reference selector – SetSet barometric altitude referenceSet local altimeter setting

VOR/ADF switches – As desired

Mode selector – MAP

CENTER switch – As desired

Range selector – As desired

TRAFFIC switch – As needed

WEATHER RADAR – Off

MAP switches – As desired

Clock ................................................................................................... SetTIME/DATE pushbutton - UTC time (as installed)

Display select panel............................................................................. Set

MAIN PANEL DISPLAY UNITs selector – NORMAL

LOWER DISPLAY UNIT selector – NORMAL

NP.20.28 June 9, 2008




Ships 3101-3110TAKEOFF CONFIG light ........................................ Verify extinguishedShips 3101-3110CABIN ALTITUDE light ......................................... Verify extinguished

Disengage light TEST switch ....................................................Hold to 1

A/P light – Illuminated steady amber

A/T light – Illuminated steady amber


Disengage light TEST switch ....................................................Hold to 2

A/P light – Illuminated steady red

A/T light – Illuminated steady red


STAB OUT OF TRIM light ...................................... Verify extinguished

NOSE WHEEL STEERING switch ....................................Guard closed

Left flight instruments .........................................................................SetNote: IRS alignment must be complete.


Verify that only these flags are shown:• NO VSPD until V–speeds are selected• expected RMI flags

Verify that the flight mode annunciations are correct:• autothrottle mode is blank• roll mode is blank• pitch mode is blank• AFDS status is FD

Note: Autothrottle mode and AFDS status are blank until the MCP is set in the Before Start procedure.

Select the map mode.

Light controls ...........................................................................As desired

NP.20.29June 9, 2008




Seat ................................................................................................ Adjust

Position seat for optimum eye reference and verify seat is locked.

For correct positioning, refer to Volume 2, Airplane General, Emergency Equipment, Doors, Windows chapter, Pilot Seat Adjustment.WARNING: Do not put objects between the seat and the aisle

stand. Injury can occur when the seat is adjusted.

Rudder pedals ................................................................................ Adjust

Adjust rudder pedals to permit full rudder deflection and brake application.

Oxygen and interphone ..................................................................Check

Refer to Supplementary Procedures, Airplane General, Emergency Equipment, Doors, Windows section, Oxygen Mask and Interphone System Test.

Audio control panel ............................................................................. Set

If HUD is to be used:

HUD Control Panel (HCP) ............................................................ Set

Refer to Supplementary Procedures, Flight Instruments, Displays section, HUD Guided Takeoff.

Seat belts ........................................................................................Fasten

Flight Attendant Briefing ..........................................................Complete

Refer to FOM for expanded briefing format.

The Captain calls “BEFORE START checklist” Note: The “PREFLIGHT PROCEDURE.....COMPLETE” challenge

and response on the BEFORE START checklist signifies that all inspections, preparations and preflight procedures have been completed.

The First Officer normally reads the BEFORE START checklist up to “After paperwork received” items.

NP.20.30 June 9, 2008




Before Start Procedure

APU .......................................................................................As requiredIf APU not operating, refer to Supplementary Electrical section, Electrical Power Up procedure.

Fuel required .........................................................._____ onboard _____

Verbalize flight plan block fuel and actual fuel on board.

Compare actual fuel on board to MIN FUEL FOR T/O to prevent delays.

Final paperwork .........................................................................ReceivedIf an updated AWABS/WDR is sent via ACARS or radio closeout, ensure passenger count and weight are within tolerance prior to takeoff.

FMS & ACARS ...................................................................................SetTwo crew members must refer to the final AWABS and WDR information and verify flight number, ship number, date, release number, takeoff flap setting, trim and power settings, V-speeds, and other pertinent performance information.

PERF INIT page – Select

Enter final Zero Fuel Weight (ZFW) information from WDR.• Substantial differences should be reconciled before ZFW

entered.• Any unused tolerance may be subtracted from the ZFW.

Compare the actual takeoff weight with the GROSS WEIGHT on the PERF INIT page.

Observe MIN FUEL FOR T/O value to prevent delays.

Determine the lowest practical takeoff power setting using the WDR. Available temperature values will range from AT20 to AT67.

Note: Takeoff Thrust Derates or high Assumed Temperatures may cause the FMS to automatically default to CLB1 or CLB2.

CAUTION: Aircrews must carefully observe and enter the required Takeoff Thrust Derates and/or Assumed Temperature value since the value will change from runway to runway.

NP.20.31June 9, 2008




If Assumed Temperature and/or Takeoff Thrust Derate is desired:CAUTION: Do not use Assumed Temperature (AT) thrust

when restricted at particular airports (refer to Delta Airway Manual 10-0 special pages), when unstable weather conditions exist, or when AWABS is inoperative.

N1 LIMIT page – Select

Assumed Temperature entries:

Select CLB as required for full-rated climb thrust. If reduced thrust climb is planned, select desired mode.U.10.7 as installedVerify D-TO and the selected Assumed Temperature value (D-TO + XX C) appears above the N1 indicators on the Thrust Mode Display.U.10.6 as installedVerify R-TO and the selected Assumed Temperature value (R-TO + XX C) appears above the N1 indicators on the Thrust Mode Display.

U.10.7 as installedThrust Derate entries:

Select the desired takeoff thrust limit TO-1 or TO-2 (3L, 4L).

Verify TO-1 or TO-2 appears above the N1 indicators on the Thrust Mode Display.

If Thrust Derate is combined with Assumed Temperature entries, the Thrust Mode Display will indicate both the Thrust Derate and Assumed Temperature values (D-TO X + XX C).

If Full Thrust Takeoff is desired:

Verify TO appears above N1 indicators on upper display unit.

TAKEOFF REF page 1/2– Select

Verify FMS FLAPS value with the WDR FLAP value and modify if required.


NP.20.32 June 9, 2008





Enter Percent of Mean Aerodynamic Chord (PCT MAC) value from WDR into CG line.

Verify FMS TRIM value approximates the STABILIZER value shown on WDR.

Set stabilizer trim for takeoff using WDR.

Enter V speeds provided by WDR.

Verify V1 speed is displayed on speed tape.

Verify V2 speed is displayed at the top of airspeed indicator.

Verbalize V1, VR, V2, Thrust Mode Display (i.e., AT-XX, D-TO X + XX C, etc.), Flaps XX at XXK, XX N1.

Verify that departure runway agrees with selected runway on RTE page 1/X, or TAKEOFF REF page 1/2.

TAKEOFF REF page 2/2 – Select

Enter thrust reduction altitude if different from displayed value.

Mode Control Panel .............................................................................Set

Set V2 in the MCP IAS/MACH display.

Takeoff data ................................................................................. Review

Review takeoff data to include N1, V1, VR, V2, flap setting, zero fuel weight, temperature, altimeter setting, gross weight, and stabilizer trim setting.

The First Officer reads remaining BEFORE START checklist items.

NP.20.33June 9, 2008




Pushback/Start Procedure

All appropriate procedure items will be completed prior to aircraft movement.WARNING: If nose gear steering lockout pin is not installed,

hydraulic system A must be depressurized prior to moving aircraft. Possible injury to ground personnel and damage to nose gear may be prevented.

The Captain calls “PUSHBACK START checklist”

Exterior Doors ............................................................................... Closed

All exterior door annunciator lights – Extinguished

“Cabin is ready for pushback” verbal ........Received from Flight Leader

Flight deck access system switch ................................................. NORM

Switch down, guard down.

Flight deck door ..........................................................Closed and locked

Verify the AUTO UNLK and LOCK FAIL lights are extinguished.

Flight interphone contact with ground crew ............................. Establish

Hydraulic panel ................................................................................... Set

If pushback is needed and the nose gear steering lockout pin is not installed:

WARNING: Do not pressurize hydraulic system A. Unwanted tow bar movement can occur.

System A HYDRAULIC PUMP switches – OFF

Verify that the system A pump LOW PRESSURE lights are illuminated.

System B electric HYDRAULIC PUMP switch – ON

Verify that the system B electric pump LOW PRESSURE light is extinguished.

NP.20.34 June 9, 2008




If pushback is not needed, or if pushback is needed and the nose gear steering lockout pin is installed:

Electric HYDRAULIC PUMP switches – ON

Verify that the electric pump LOW PRESSURE lights are extinguished.

Ships 3101-3110Fuel Panel ............................................................................................Set

If the center tank fuel quantity exceeds 1,000 pounds:

LEFT and RIGHT CENTER FUEL PUMPS switches – ON

Verify that the LOW PRESSURE lights illuminate momentarily and then extinguish.

If the LOW PRESSURE light stays illuminated turn off the CENTER FUEL PUMPS switch.

AFT and FORWARD FUEL PUMPS switches – ON

Verify that the LOW PRESSURE lights are extinguished.Ships 3701-3771Fuel panel ...........................................................................................Set

FUEL PUMPS switches (for tanks containing fuel) – ONCenter tank fuel pump switches should be positioned ON only if the fuel quantity in the center tank exceeds 5,000 lbs.If a LOW PRESSURE light does not extinguish when the switch is positioned ON, position the switch OFF.

LOW PRESSURE lights (for pumps operating) – ExtinguishedNote: The center tank fuel pump switch(es) must be positioned

OFF at the first indication of fuel pump low pressure at anytime during the flight. This includes LOW PRESSURE indications that may occur because of pitch attitude changes.

The First Officer reads the PUSHBACK START checklist up to “After pushback clearance or engine start clearance:”

NP.20.35June 9, 2008




After pushback clearance or engine start clearance:

ANTI COLLISION light switch ................................................... ONSelect ON immediately prior to aircraft movement, or immediately prior to engine start (if starting at gate).

Transponder ..................................................................... As required

At all US airports:

Select – TA/RA.

At all non-US airports:

Select – STBY or an active mode as required by local airport operating procedures.

When cleared for pushback or tow out:

Brakes ..........................................................................................OFF

When cleared and ready to start:

Air conditioning PACK switches .................................................OFF

The First Officer reads remaining PUSHBACK START checklist items.

Engine Start Procedure ............................................................Initiate

When airplane is stopped:

Parking brake ................................................................................. Set

Ground equipment ...............................................................Removed

System A HYDRAULIC PUMPS switches ............................... ON

System A and B pressure .................................. 2,800 PSI minimum

NP.20.36 June 9, 2008




Engine Start ProcedureThe Captain should determine engine taxi configuration after considering aircraft weight, ramp conditions, taxiway and maneuvering requirements.

• Single engine taxi out using No. 2 engine is the normal procedure, conditions permitting.

• Single engine taxi out using No. 1 engine is permitted, but must be coordinated with the ground crew.

Note: When departing from ramp areas where taxiing is restricted to both engines, consider shutdown of one engine after exiting the restricted area.

Refer to Delayed Start procedure for starting second engine.

APU bleed valve ....................................................................As required

APU bleed valve must be closed when: • ground air connected and isolation valve open• engine no. 1 bleed valve open• isolation and engine no. 2 bleed valves open.

Note: APU bleed valve may be open during engine start, but avoid engine power above idle.

Note: One pilot will accomplish the engine start procedure; the other will monitor outside the flight deck. The Captain will brief start duties and announce the start sequence.

NP.20.37June 9, 2008





CAPTAIN* FIRST OFFICER* Captain may delegate engine start procedure as deemed necessary.Announce engine start sequence.Normal starting sequence is 2, 1.Call “START ENGINE No.____.” Position ENGINE START switch to

GROUND.Observe START VALVE OPEN alert.

Verify oil pressure increase by idle, N1 rotation, and N2 rotation.Position engine start lever to IDLE detent when N2 rpm reaches maximum motoring (25% minimum) and N1 rotation observed.

• At times, the APU cannot accelerate an engine to 25% N2. In this case the engine start lever may be placed to IDLE at a minimum of 20% N2; however, the higher the rpm prior to adding fuel, the cooler the start.

Verify fuel flow and EGT indication.

Note: An abnormal start advisory is indicated by the white box surrounding the EGT digital readout flashing. If this advisory occurs, continue to monitor other engine indications and abort the start if necessary.

At 56% N2 RPM:• ENGINE START switch moves to OFF automatically; if not, position

start switch to OFF.• Verify START VALVE OPEN alert extinguishes and report “STARTER

CUTOUT.”Monitor N1, N2, EGT, fuel flow and oil pressure for normal indications as engine accelerates and stabilizes at idle. Ensure EGT peaks prior to starting other engine.Repeat procedure to start remaining engine as required.

Note: Standard day, sea level, approximate stabilized idle indications for the CFM56–7 engine.

• N1 RPM – 20%• N2 RPM – 59%

• EGT – 410°C**• Fuel Flow – 600 PPH

** Idle EGT may vary from 320°C – 520°C depending on OAT, bleed configuration, and engine conditions.Starter Duty Cycle

• Limit each start attempt to a maximum of 2 minutes• A minimum of 10 seconds is required between start attempts

NP.20.38 June 9, 2008





Normal engine start considerations:• Advancing engine start lever to idle prematurely can cause a

“HOT” start.• Keep hand on engine start lever while observing RPM, EGT and

fuel flow until stabilized.• If fuel is shutoff inadvertently (by closing engine start lever) do

not reopen engine start lever in an attempt to restart engine.• Failure of ENGINE START switch to hold in GRD until starter

cutout RPM is reached can result in a “HOT” start.CAUTION: Re-engagement of starter with N2 in excess of 20%

will result in serious damage to starter and engine.

Accomplish the ABORTED ENGINE START checklist for one or more of the following abort start conditions:

• the N1 or N2 does not increase or increases very slowly after the EGT increases

• there is no oil pressure indication by the time that the engine is stabilized at idle

• the EGT does not increase by 10 seconds after the engine start lever is moved to IDLE

• the EGT quickly nears or exceeds the start limit.

NP.20.39June 9, 2008




After Start Procedure

Electrical Panel.................................................................................... Set

GEN switch(es) – ON

GEN OFF BUS light(s) – Extinguished

SOURCE OFF light(s) – Extinguished

PROBE HEAT switches ..................................................................... ON

All probe heat lights – Extinguished

Anti-Ice ................................................................................. As required


Air conditioning panel ........................................................................ Set

Single Engine Taxi:CAUTION: Do not select a combination that will back

pressure the APU.

Configure the air conditioning panel per the following table:

Two Engine Taxi:

Pack switches - AUTO

APU BLEED air switch - OFF


Taxi Configuration

APU Bleed

Engine Bleed Packs Isolation Valve

Left Right Left RightNo. 2 Engine &

APUON ON ON AUTO AUTO CLOSE

No. 1 Engine & APU

ON OFF ON AUTO AUTO AUTO/OPEN

No. 2 Engine OFF ON ON OFF AUTO AUTO/OPEN


NP.20.40 June 9, 2008





ISOLATION VALVE switch - AUTO

AUTO BRAKE select switch ...................................... Verify set to RTO

RTO must be selected for all takeoffs, if available.

AUTO BRAKE DISARM light – Verify extinguishedDo not takeoff if light remains illuminated.

The Captain calls “AFTER START checklist”

The First Officer reads the AFTER START checklist.

NP.20.41June 9, 2008




Taxi Procedure

After the Agent’s salute is accepted:

Exterior lights ................................................................................ Set

Refer to Flight Operations Manual, Chapter 3, Exterior Lights Usage.

TAXI lights switch - AUTONote: Due to heat buildup, the fixed landing and runway turnoff

lights should not be on at the same time when the aircraft is on the ground and stopped.

Flaps .............................................................. ____, ____, Green light

Flap position indicator and FLAP lever – Set for takeoff

LE FLAPS EXT green light – Illuminated

When clear of congested areas:

The Captain calls “TAXI CHECKLIST.”

Flight controls ...........................................................................Check

The Captain will move the rudder pedals to full travel in both directions and verify:

• freedom of movement• that the rudder pedals return to center.

Note: Hold the nose wheel steering wheel during the rudder check to prevent nose wheel movement.

The First Officer will move the control wheel and the control column to full travel in both directions and verify:

• freedom of movement• that the controls return to center.

The Captain and First Officer will each respond “CHECKED” during TAXI checklist accomplishment.

The First Officer reads the TAXI checklist.

NP.20.42 June 9, 2008




Delayed Start Procedure

Engine warm up requirement:• verify an increase in engine oil temperature before takeoff.

Engine warm up recommendations:• run the engines for at least 2 minutes• use a thrust setting normally used for taxi operations.

The Captain calls “DELAYED START checklist.”


With No. 2 engine operating:

L PACK switch – OFF

With No. 1 engine operating:

L PACK and R PACK switches – OFF

Engine Start Procedure ....................................................... Accomplish

After engine start:

Electrical Panel ............................................................................. Set

GEN switch(es) - ON

GEN OFF BUS light(s) - Extinguished

SOURCE OFF light(s) - Extinguished

Anti-Ice ........................................................................... As required


Air conditioning panel .................................................................. Set

APU BLEED switch - OFF

Engine BLEED switches - ON

Pack Switches - AUTO

ISOLATION VALVE switch - AUTO

The First Officer reads the DELAYED START checklist.

NP.20.43June 9, 2008




Before Takeoff Procedure

The Captain calls “BEFORE TAKEOFF checklist.” If updated AWABS/WDR is received and within tolerance:

• Previously loaded FMS data sufficient. No further action required.

If updated AWABS/WDR is received and not within tolerance or departure runway has changed:

• FMS data must be modified using updated AWABS/WDR information. Refer to FMS/ACARS step in the Before Start Procedure for specifics.

• Two crew members must refer to the final AWABS and WDR information and verify flight number, ship number, date, release number, takeoff flap setting, trim and power settings, V-speeds, and other pertinent performance information.

Stabilizer trim ........................................................................... ___ Units

Verify stabilizer trim is set for takeoff.

Flaps .................................................................... ____,____, Green light

Flap position indicator and FLAP lever – Set for takeoff

LEADING EDGE FLAPS EXTENDED green light – Illuminated

Flight deck windows ........................................................ Close and lock

Verify the lock levers are in the locked (forward) position.

Ensure drain tube is clear of window.

Bleeds/APU ........................................................................... As required

Confirm engine and APU bleeds set for the takeoff to be conducted

APU START switch – ON or OFFTurn APU off if bleed or electrical use not anticipated.APU may be left on if operating in IMC or mountainous terrain.

Fuel quantity (center tank) .............................................................CheckShips 3701-3771

Note: Both center tank pump switches must be OFF for takeoff if center tank fuel is less than 5,000 pounds.

Note: Do not accomplish the CONFIG non-normal checklist with less than 5,000 pounds in the center tank prior to takeoff.

NP.20.44 June 9, 2008




AUTOTHROTTLE switch ..............................................................ARM

Recall ........................................................................................... Check

Press and hold either pilot’s annunciator panel.

Check that all annunciator and MASTER CAUTION lights illuminate on both sides.

Release the annunciator panel and observe all lights extinguish.

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 the ND (10nm scale). If required, perform the IRS, Quick Alignment (QA)/Fast Realignment procedure in Supplementary Procedures, Flight Management, Navigation section.

Shoulder harnesses ........................................................................ Fasten

Takeoff briefing .................................................................... Accomplish

Refer to FOM, Chapter 3, Communications, for briefing items.

Flight Attendant notification ................................................ Accomplish

Notify the flight attendants to finalize preparations for takeoff with a PA.

The Flight Leader must confirm to the Captain via the interphone, “CABIN IS READY FOR TAKEOFF.”

Refer to FOM, Chapter 3, Communication-Flight Deck/Cabin

The First Officer reads the BEFORE TAKEOFF checklist up to “Final items.”

Final items:

Normally accomplished when cleared on to runway.

Prior to entering a runway, confirm aircraft location utilizing an outside source such as runway signage, painted runway number markings, and/or aircraft heading.

NP.20.45June 9, 2008




Radar ................................................................................ As requiredShips 3101-3110 & 3708Select WX or WX+T on the weather radar panelShips 3701-3707 & 3709-3771Select WX or WX/T on the weather radar panelNote: Select WXR on EFIS control panel when using radar in

flight.

Transponder ..................................................................... As required

Verify transponder code and altitude reporting set

Transponder mode selector – TA/RA

To display traffic, select TFC on the EFIS control panel.

ENGINE START switches ....................................................... CONT

HUD ..................................................................................Set or Stow

If HUD is to be used, refer to Supplementary Procedures, Flight Instruments, Displays section, HUD Guided Takeoff.

Exterior lights ................................................................................ SetLanding/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.Due to heat buildup, the fixed landing and runway turnoff lights should not be on at the same time when the aircraft is on the ground and stopped.Refer to Flight Operations Manual, Chapter 3, Exterior Lights Usage, for further guidance.

The First Officer reads remaining BEFORE TAKEOFF checklist items.

When cleared for takeoff:

Forward facing landing lights ....................................................... ON

NP.20.46 June 9, 2008




IntentionallyBlank

NP.20.47June 9, 2008




Takeoff ProcedurePILOT FLYING PILOT MONITORING

Advance the thrust levers to approximately 40% N1.Allow the engines to stabilize.Push the TO/GA switch. Verify proper mode annunciation.Verify the correct takeoff thrust is set.

Monitor the engine instruments during the takeoff. Call out any abnormal indications.Adjust takeoff thrust before 60 knots as needed.During strong headwinds, if the thrust levers do not advance to the planned takeoff thrust by 60 knots, manually advance the thrust levers.

After takeoff thrust is set, the captain’s hand must be on thrust levers until V1.Monitor airspeed.Maintain light forward pressure on the control column.

Monitor airspeed and call out any abnormal indications.

Verify 80 knots. Call “80 KNOTS, THROTTLE HOLD, ENGINE INSTRUMENTS CHECKED.”

Verify V1 speed. Verify the automatic V1 callout or call “V1.”

At VR, rotate toward 15° pitch attitude. After liftoff, follow F/D commands.

CAUTION: Early or rapid rotation may cause tail strike.

Establish a positive rate of climb.

At VR call “VR.”At V2 call “V2.”Monitor airspeed and vertical speed.When a positive rate of climb (baro altimeter) is indicated, call “POSITIVE RATE.”

When a positive rate of climb is announced by PNF:Call “GEAR UP” and continue rotation to takeoff pitch attitude.

Position the landing gear lever UP when requested.

Above 400 feet RA:Call appropriate roll mode as required.

Select or verify roll mode.Verify proper mode annunciation.

NP.20.48 June 9, 2008




CAUTION: Do not allow the shoulder harness straps to retract quickly. Buckles can pull or damage circuit breakers.

Takeoff Flap Retraction Speed Schedule

At thrust reduction height verify that climb thrust is set.At acceleration height, call “VNAV.” Push the VNAV switch. Verify acceleration.Call “FLAPS ___” according to the flap retraction schedule.

Set the FLAP lever as directed. Monitor flaps and slats retraction.

Engage the autopilot after a roll mode and pitch mode are engaged.

Verify proper mode annunciation.

At flaps up, call “AFTER TAKEOFF CHECKLIST.”

Read the AFTER TAKEOFF checklist.

• Set or verify engine bleeds, verify packs and pressurization operating normally.

• Set the ENGINE START switches as needed.

• Set AUTO BRAKES to OFF.• Set the landing gear lever to

OFF after landing gear retraction is complete.

• Set ANTI-ICE as required.• Operate APU as required.• Verify proper fuel balance.

Takeoff Flaps At Speed (display) Select Flaps

25V2 + 15

“15”“5”“1”

1551

UP

15 or 10V2 + 15

“5”“1”

51

UP5 V2 + 15

“1”1

UP1 “1” UP

Limit bank angle to 15° until reaching V2 + 15

PILOT FLYING PILOT MONITORING

NP.20.49June 9, 2008




Climb and Cruise ProcedurePILOT FLYING PILOT MONITORING

Ships 3101-3110During climb, set the affected center tank fuel pump switch to OFF when a center tank fuel pump LOW PRESSURE light illuminates.Set both center tank fuel pump switches to OFF when a center tank fuel pump LOW PRESSURE light illuminates if the center tank is empty.Ships 3701-3771If the center tank fuel pump switches were OFF for takeoff and the center tank contains more than 2000 pounds, position both center tank fuel pump switches ON above 10,000 feet and after the pitch attitude has been reduced to begin acceleration to a climb speed of 250 knots or greater.

Note: After takeoff, with less than 2000 pounds of fuel in the center tank, the center tank fuel pump switches may not be moved from OFF to ON. The remaining fuel may only be used in a low fuel situation.

Approaching transition altitude, set the altimeters to standard and crosscheck.At or above 18,000 feet, set the LANDING light switches to OFF.Call “CLIMB CHECKLIST.” Read the Climb Checklist.Approaching selected FMC cruise altitude, verify level off and proper mode/N1 limit annunciation.

NP.20.50 June 9, 2008




Ships 3101-3110When established in a level flight attitude, if the center tank contains usable fuel and a center tank fuel pump switch(es) is OFF, set the center tank fuel pump switch(es) to ON again.Set the affected center tank fuel pump switch to OFF when a center tank fuel pump LOW PRESSURE light illuminates.Set both center tank fuel pump switches to OFF when a center tank fuel pump LOW PRESSURE light illuminates if the center tank is empty.Ships 3701-3771During climb or cruise, position one center tank fuel pump switch OFF when center tank fuel quantity reaches approximately 2,000 pounds. Open the crossfeed valve to minimize fuel imbalance.Position the remaining center tank fuel pump switch OFF without delay and close the crossfeed valve when the Master Caution and FUEL system annunciator illuminate.Perform navigation accuracy check prior to entry into Class II airspace. On LEGS page, verify that ANP is less than or equal to RNP.During the last hour of cruise on all extended range (more than one hour from an adequate airport) flights, perform Fuel Crossfeed Valve check.

Prior to top of descent:Select and verify the planned arrival procedure.Set MCP altitude selector for descent.At top of descent point observe descent initiated and verify proper mode annunciation.


NP.20.51June 9, 2008




Descent ProcedurePILOT FLYING PILOT MONITORING

Seat belt lights ON.Ships 3101-3110Set the affected center tank fuel pump switch to OFF when a center tank fuel pump LOW PRESSURE light illuminates. Set both center tank fuel pump switches to OFF when a center tank fuel pump LOW PRESSURE light illuminates if the center tank is empty.If established in a level flight attitude, for an extended period of time with usable fuel in the center tank and a center tank fuel pump switch(es) OFF, set the center tank fuel pump switch(es) to ON again.Set the affected center tank fuel pump switch to OFF when a center tank fuel pump LOW PRESSURE light illuminates.Set both center tank fuel pump switches to OFF when a center tank fuel pump LOW PRESSURE light illuminates if the center tank is empty.Ships 3701-3771During descent, position one center tank fuel pump switch OFF when center tank fuel quantity reaches approximately 3,000 pounds. Open the crossfeed valve to minimize fuel imbalance.Turn the remaining center tank fuel pump switch OFF without delay and close the crossfeed valve when the Master Caution and FUEL system annunciator illuminate.


NP.20.52 June 9, 2008




Ships 3701-3771If established in level flight for an extended period of time prior to approach and landing with more than 2,000 pounds in the center tank and the center tank fuel pump switches OFF, one center tank fuel pump switch may be turned ON again. Open the crossfeed valve to minimize fuel imbalance.Turn the remaining center tank fuel pump switch OFF without delay and close the crossfeed valve when the Master Caution and FUEL system annunciator illuminate.

Note: After takeoff, with less than 2000 pounds of fuel in the center tank, the center tank fuel pump switches may not be moved from OFF to ON. The remaining fuel may only be used in a low fuel situation.

Check and set VREF and approach speeds as required.Set anti–ice as required.

Verify pressurization set for destination airport elevation and system operating normally.

Set AUTO BRAKE select switch to desired brake setting.Set and crosscheck altimeters approaching transition level.Set and crosscheck course selection and RADIO/BARO minimums as required for approach (per the Radio/Baro Minimums Chart).

• Captain and F/O will verify radio or baro altimeter bug settings agree.• Minimums normally should not be set using the DISPLAYS CONTROL

PANEL switch.Conditions permitting, use all available exterior lights below 18,000 feet.Check RECALL.

Accomplish approach briefing. For additional information, refer to FOM.Shoulder harnesses fastened.Call “DESCENT checklist.” Read the DESCENT checklist.Approaching selected altitude verify level off and mode annunciation.


NP.20.53June 9, 2008




Approach Procedure

Using flaps as speed brakes is not recommended.

The following should be used for flap extension (to maximum extent possible):

Note: Flap maneuver speeds provide approximately 15 to 20 knots above the minimum maneuvering speed for each flap setting. At flaps 10 configuration, if operational needs dictate, at weights up to maximum landing weight, crews may operate at the lower of flaps 10 maneuvering speed or 160 knots.

Note: If performance requires the use of flaps 15 for landing, place the GROUND PROXIMITY flap inhibit switch to FLAP INHIBIT.

If the flap maneuvering speeds cannot be displayed, reference the ODM for speed schedules.

PILOT FLYING PILOT MONITORINGUpdate the arrival and approach procedures as needed. Update the RNP as needed.Set and crosscheck flight and nav instruments.For a BCRS approach, enter the front course in the MCP COURSE window. Do not select VOR/LOC.Set or stow HUD.Refer to Supplementary Flight Instruments, Displays section, HUD Guided ApproachSet and identify navigation radios for approach.Cycle the CHIME switch twice.Set altimeters to local setting and crosscheck.Call “APPROACH checklist.” Read the APPROACH checklist.

Current Flap Position

At Speedtape “Display”

Select Flaps Command Speed for Selected Flaps

UP “UP” 1 “1”

1 “1” 5 “5”

5 “5” 15 “15”

15 “15” 30 or 40 (VREF30 or VREF40) + wind additives

NP.20.54 June 9, 2008




Command Bug Settings

When autothrottle is engaged for landing (autoland):

Set VREF (Landing Flaps) plus 5 knots. Note: The autothrottle automatically provides a safety margin

for wind corrections based on information provided by the IRS. Throttle is adjusted to maintain a proper and safe airspeed throughout the entire approach.

When autothrottle is not engaged for landing:

Set VREF (Landing Flaps) plus half the headwind component, plus all of the gust.Note: Half of the reported headwind component can be

estimated by using 50% for a direct headwind, 35% for a 45 degree crosswind, zero for a direct crosswind and interpolation in between. Refer to Airway Manual, Ops. Specs, Wind Component Chart for Precise headwind calculation.

Note: Minimum additive is plus 5 knots. Maximum additive is plus 20 knots. Gust correction should be maintained to touchdown. Steady headwind correction may be bled off as the airplane touches down.

Radio/Baro Minimums ChartAPPROACH TYPE BARO MIN REF RADIO MIN REF

ILS to CAT I PUBLISHED DA N/ACAT II N/A PUBLISHED RACAT III N/A 50 FT

NON-ILS PUBLISHEDDA/ DDA

N/A

CIRCLE TO LAND HIGHER OF:PUBLISHED MDA or

FIELD ELEV + 1,000 FT

N/A

VISUAL APPROACH MINS(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, the Captain may choose an appropriate minimums setting. Field elevation is not recommended. Both the Captain’s and First Officer’s bugs should agree.

NP.20.55June 9, 2008




Landing Procedure - ILS or IANPILOT FLYING PILOT MONITORING

Call “FLAPS ___” according to the flap extension schedule.

Set the flap lever as directed. Monitor flaps and slats extension.

When on localizer/final approach course intercept heading:• verify that the navigation radios are tuned and identified• verify that the deviation pointers are shown

Arm the APP mode.Engage the other autopilot, if desired for an ILS approach.


WARNING: When using LNAV to intercept the final approach course, LNAV might parallel the localizer without capturing it. The airplane can then descend on the glide slope with the localizer not captured.

Use HDG SEL to intercept the final approach course as needed.

At the first positive movement of the localizer/final approach course, call “LOCALIZER ALIVE” or “APPROACHING INBOUND COURSE.”

At localizer/final approach course capture, set appropriate heading.

At localizer/final approach course capture, call “LOCALIZER CAPTURED” or “FINAL APPROACH COURSE CAPTURED.”At the first positive movement of the glide slope/glide path, call “GLIDE SLOPE/GLIDE PATH ALIVE.”

At glide slope/glide path alive, or when required, call:

• “GEAR DOWN”• “FLAPS 15”

Set the landing gear lever to DN.Verify that the green landing gear indicator lights are illuminated.Set the flap lever to 15.Set the engine start switches to CONT.

Set the speed brake lever to ARM.Verify that the SPEED BRAKE ARMED light is illuminated.

NP.20.56 June 9, 2008




At glide slope/glide path capture, call “FLAPS ___” as needed for landing.

At glide slope/glide path capture, call “GLIDE SLOPE/GLIDE PATH CAPTURED.”Set the flap lever as directed.

Set the missed approach altitude on the MCP.Call “LANDING CHECKLIST.” Read the LANDING checklist.At the final approach fix or OM, verify the crossing altitude.Monitor the approach.For ILS Autoland:- Verify FLARE is armed no later than 500 feet RA.- At approximately 50 feet RA, verify FLARE is captured.- Ensure the autothrottle retards the thrust levers to idle by touchdown.


NP.20.57June 9, 2008




Landing Procedure - Instrument Approach Using VNAVPilot Flying Pilot Monitoring

Call “FLAPS ___” according to the flap extension schedule.

Set the flap lever as directed.Monitor flaps and slats extension.

The recommended roll modes for the final approach are:• for an RNAV or GPS approach use LNAV• for a VOR, LOC-BC or NDB approach use LNAV• for a LOC (or ILS GS out), SDF or LDA approach use VOR/LOC.

Verify that the VNAV glide path angle is shown on the final approach segment of the LEGS page.

When on the final approach course intercept heading for LOC, LOC-BC, SDF or LDA approaches:

• verify that the localizer is tuned and identified• verify that the LOC pointer is shown.

Select LNAV or arm VOR/LOC mode. Verify proper mode annunciation.WARNING: When using LNAV to intercept the localizer, LNAV

might parallel the localizer without capturing it. The airplane can then descend on the VNAV path with the localizer not captured.

Use LNAV or HDG SEL to intercept the final approach course as needed.

Within 5 degrees of final approach course, or first positive movement of the localizer, call “APPROACHING INBOUND COURSE” or “LOCALIZER ALIVE.”

Verify that LNAV is engaged or that VOR/LOC is captured.Set appropriate heading.Prior to the final approach fix and after ALT HOLD or VNAV PTH is annunciated:

• set TDZE on the MCP• select or verify VNAV• select or verify speed

intervention, if desired.


NP.20.58 June 9, 2008




Approaching the final approach fix, call:

• “GEAR DOWN”• “FLAPS 15.”

Set the landing gear lever to DN.Verify that the green landing gear indicator lights are illuminated.Set the flap lever to 15.Set the engine start switches to CONT.

Set the speed brake lever to ARM.Verify that the SPEED BRAKE ARMED light is illuminated.Beginning the final approach descent, call “FLAPS ___” as needed for landing.

Set the flap lever as directed.

Call “LANDING CHECKLIST.” Read the LANDING checklist.At approximately 1,000 feet AGL and when at least 300 feet below the missed approach altitude, set the missed approach altitude on the MCP.At the final approach fix, verify the crossing altitude and crosscheck the altimeters.Monitor the approach.If suitable visual reference is established at DA(H), DDA(H) or the missed approach point, disengage the autopilot and autothrottle.Autopilot must be disengaged prior to descending through DA minus 50 feet or DDA minus 100 feet.Maintain the glide path to landing.

Pilot Flying Pilot Monitoring

NP.20.59June 9, 2008




Go–Around ProcedurePILOT FLYING PILOT MONITORING

At the same time:• push the TO/GA switch• call “FLAPS 15.”

Position the FLAP lever to 15 and monitor flap retraction

Verify:• the rotation to go–around attitude• that the thrust increases• proper mode annunciation.

Verify that the thrust is sufficient for the go-around or adjust as needed.When a positive rate of climb (baro altimeter) is indicated, call “POSITIVE RATE.”

When a positive rate of climb is announced by PNF:Call “GEAR UP” and continue rotation to takeoff pitch attitude.

Position the landing gear lever UP when requested.

Verify that the missed approach altitude is set.

Above 400 feet RA: Verify or call for appropriate roll mode and verify proper mode annunciation.

Select roll mode as directed.Verify proper mode annunciation.

Verify that the missed approach route is tracked.At acceleration height, call “FLAPS ___” according to the flap retraction schedule.

Set the FLAP lever as directed. Monitor flaps and slats retraction.

If desired, after flap retraction to the planned flap setting, remain in TO/GA or select LVL CHG. VNAV may be selected if the flaps are up.Verify that the missed approach altitude is captured.

Set the landing gear lever to OFF after landing gear retraction is complete.Set the engine start switches as needed.

Call “AFTER TAKEOFF CHECKLIST.”

Read the AFTER TAKEOFF checklist.

NP.20.60 June 9, 2008




Landing Roll Procedure

After Landing ProcedureStart the After Landing Procedure when clear of the active runway.Engine cooldown recommendations:

• run the engines for at least 3 minutes• use a thrust setting normally used for taxi operations• routine cooldown times less than 3 minutes are not recommended.

The Captain calls “AFTER LANDING checklist.”


PILOT FLYING PILOT MONITORINGDisengage the autopilot. Control the airplane manually.

Verify autopilot is disengaged.

Verify that the thrust levers are closed and autothrottle disengages.Verify that the SPEED BRAKE lever is UP.Without delay, fly the nose wheel smoothly onto the runway.

Verify autothrottle is disengaged.Verify that the SPEED BRAKE lever is UP. Call “SPEED BRAKES UP.”If the SPEED BRAKE lever is not UP, call “SPEED BRAKES NOT UP.”Monitor the rollout progress.

Verify correct auto brake operation.WARNING: After the reverse thrust levers are moved, a full stop

landing must be made. If an engine stays in reverse, safe flight is not possible.

Without delay, move the reverse thrust levers to the interlocks and hold light pressure until the interlocks release. Then apply reverse thrust as needed.

Monitor engine instruments and announce any engine limit being approached, exceeded or any other abnormalities.

By 60 knots, start movement of the reverse thrust levers to be at the reverse idle detent before taxi speed.

Call “60 KNOTS.”

After the engines are at reverse idle, move the reverse thrust levers full down.Before taxi speed, disarm the auto brakes. Use manual braking as needed.

NP.20.61June 9, 2008





Exterior lights ...................................................................................... Set

POSITION lights - STEADY

TAXI lights switch - AUTONote: When in congested areas, consider turning off lights that

may adversely affect the vision of ground personnel.Note: Due to heat buildup, the fixed landing and runway turnoff

lights should not be on at the same time when the aircraft is on the ground and stopped.

ENGINE START switches ................................................................OFF

FLAP lever .......................................................................................... UP

If Flaps 15 landing was accomplished:

GROUND PROXIMITY FLAP INHIBIT switch – NORMAL

SPEED BRAKE lever .......................................................DOWN detent

WEATHER RADAR...........................................................................Off

Transponder ........................................................................... As required

At all US airports:

Select – TA/RA.

At all non-US airports:

Select – STBY or an active mode as required by local airport operating procedures.

APU (if required) ......................................................................... START

APU GENERATOR switches (if APU operating) ............................. ON


NP.20.62 June 9, 2008





Start lever ...............................................................................As required• Single engine taxi in, using the engine number 1, is the normal

procedure, conditions permitting.• Both engines should be used during taxi if the ramp and taxiways

are slippery. The Captain should determine engine and generator requirements after considering aircraft weight, ramp conditions, taxiway and maneuvering requirements.

• If possible, after high thrust operation, including reverse thrust, run the engines at or near idle for three minutes before shutdown to cool the engine hot sections. Time at or near idle, such as taxiing before shutdown, is applicable to this three minute period. If needed, the engines may be shut down with a one minute cooling period. Routine cool down times of less than three minutes before shutdown are not recommended.


Single Engine Taxi:CAUTION: Do not select a combination that will back

pressure the APU.

Configure the air conditioning panel per the following table:


Taxi Configuration

APU Bleed

Engine Bleed Packs Isolation Valve

Left Right Left RightNo. 2 Engine &

APUON ON ON AUTO AUTO CLOSE

No. 1 Engine & APU

ON OFF ON AUTO AUTO AUTO/OPEN



NP.20.63June 9, 2008





Two Engine Taxi:

Pack switches - AUTO

APU BLEED air switch - OFF

ISOLATION VALVE switch - AUTOCAUTION: To avoid the possibility of shoulder harness buckles

snapping back and pulling or damaging circuit breakers, hold both straps before releasing and then allow straps to retract slowly to the stowed position.

The First Officer reads the AFTER LANDING checklist.

NP.20.64 June 9, 2008




Shutdown Procedure

After the airplane has come to a complete stop:

The Captain calls “SHUTDOWN checklist.”

Parking brake....................................................................As required

If parking brake is set:

Parking brake warning light - Illuminated.

FASTEN BELTS switch .............................................................. OFF

APU ..................................................................................As required

Electrical ............................................................................... Establish

Verify APU powering busses. If APU is not to be used, connect external power.

Engine start levers ............................................................... CUTOFFIf possible, after high thrust operation, including reverse thrust, run the engines at or near idle for three minutes before shutdown to cool the engine hot sections. Time at or near idle, such as taxiing before shutdown, is applicable to this three minute period. If needed, the engines may be shut down with a one minute cooling period. Routine cool down times of less than three minutes before shutdown are not recommended.

Transponder .............................................................................. STBY

ANTI COLLISION light switch ................................................. OFF

Exterior lights ...................................................................As required

FUEL PUMP switches .....................................................As requiredCAUTION: Do not operate the center tank fuel pumps with

the flight deck unattended.

Flight deck lights ................................................................As desired

WINDOW HEAT switches ............................................ As required

PROBE HEAT switches ............................................................ OFF

WING and ENGINE ANTI–ICE switches .................................. OFF

NP.20.65June 9, 2008




ELECTRIC HYDRAULIC PUMP switches ...............................OFFShips 3101-3110RECIRCULATION FAN switch........................................ As desiredShips 3701-3771RECIRCULATION FAN switches .................................... As desired

Air conditioning panel ................................................................... Set

If a ground air conditioning/heating source is available:

Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with Ground Conditioned Air.

If APU bleed air is required for air conditioning/heating:

Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with APU Pneumatic Air.

If pneumatic air cart is required for air conditioning/heating:

Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with Ground Pneumatic Air Cart.

HUD combiner ............................................................................ Stow

Flight Director switches ...............................................................OFF

Stabilizer Trim ......................................................................... 5 units

AUTO BRAKE select switch ......................................................OFF

Parking brake ................................................................... As requiredWith chocks in place, the parking brake may be released.

The First Officer reads the SHUTDOWN checklist.

After the SHUTDOWN checklist is complete:

Enter ACARS information.

Refer to Supplementary Procedures, Communications section, ACARS Postflight procedure.


NP.20.66 June 9, 2008





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:

• Maintenance stations - 16 quarts• Non-maintenance stations - 13 quarts

Oxygen: • 1,000 psi

Hydraulic fluid: • No RFs displayed

Verify appropriate logbook entries are completed.Maintenance contact should be made when an aircraft logbook write-up exists (e.g., failed autolands and maintenance discrepancies).

Pull color-coded circuit breakers (red) in accordance with the aircraft placard.

Position the flight deck access system switch to OFF.

Guard up, switch up.

NP.20.67June 9, 2008




Secure Procedure

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 the 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 walk around. Emphasis should be placed on tire condition, fluid leaks, oil quantity and possible airframe or control surface damage.

• If the aircraft will layover in cold weather, ensure it is configured as described in Supplementary Procedures, Section 16, Adverse Weather, Secure Procedure.

The Captain calls “SECURE checklist.”

Stabilizer Trim....................................................................... As required

Refer to the Supplementary Procedures, Adverse Weather section, Cold Weather Operations, Secure Procedure.

IRS mode selectors ............................................................................OFFSelectors must be OFF for 30 seconds prior to removing electrical power.

Ships 3101-3110CAB/UTIL power switch ..................................................................OFFShips 3101-3110IFE/PASS SEAT power switch .........................................................OFFShips 3701-3771GALLEY power switch ....................................................................OFF

EMERGENCY EXIT lights switch ..................................................OFF

Air conditioning PACK switches ......................................................OFF

NP.20.68 June 9, 2008




Ships 3701-3771TRIM AIR switch ............................................................................. OFF

HUD combiner ............................................................... Cover and Stow

Install the combiner’s protective cover.

Raise the combiner to its stowed position.

APU/External power..............................................................As required

If electrical power is not required:

Accomplish Supplementary Procedures, Electrical section, Electrical Power Down procedure.

If only ground service power is required:

GROUND POWER switch - OFF

GROUND SERVICE switch - LatchedLocated on the forward Flight Attendant panel.

BATTERY switch - OFF

The First Officer reads the SECURE checklist.

NP.20.69June 9, 2008




IntentionallyBlank

NP.20.70 June 9, 2008


Normal Procedures Chapter NPFlight Patterns Section 30


NP.30 Normal Procedures-Flight Pattern PrinciplesFlight Pattern PrinciplesThe profiles in this section are not designed to be comprehensive in nature. Theyhave been developed as a tool for the experienced crew member. A quick reviewmay be obtained by referencing a profile and its associated text. For a completeanalysis of a particular maneuver, the Flight Crew Training Manual (FCTM)should be consulted in addition to the material in this section.Maneuver profiles in this section do not include all standard callouts. Acomprehensive listing of standard callouts can be found in the Normal Procedureschapter, Introduction section.The maneuver profiles in this section also do not include every pilot actionrecommended to fly a particular profile. Actions which cause the aircraft tochange direction or configuration are included in the maneuver profile drawing.

NP.30.1August 31, 2007


Normal Procedures -Flight Patterns


Takeoff Considerations - General

HUD Takeoff• HUD usage is required when conditions are below RVR 500. See Airway

Manual chapter 3 - Procedures (Ops Specs).• Refer to the Supplementary HUD Takeoff Preparation procedures and the

Standard Callouts table in the Normal Procedures Introduction section for instructions.

LNAV DepartureIf the LNAV mode is to be utilized immediately after takeoff and the aircraftsymbol is not in close proximity to the departure end of the runway, accomplishthe following:• Set the parking brake• Reduce ND scale to the 10 nm range• Enter the present latitude and longitude in the FMS POS INIT page

referencing the appropriate airport diagram in the Airway Manual.• Perform the IRS Fast Realignment procedure• Verify the aircraft symbol is now in close proximity to the departure end

of the runway on the ND.

Note: LNAV may be armed prior to takeoff.

CAUTION: Do not use LNAV for departure if FMS position is incorrect.

Takeoff FlapsThe AWABS system is enabled to offer takeoff settings of Flaps 1, 5, 10, 15, or25. Settings may vary from day to day, or from runway to runway at the sameairport, as field conditions change.Check AWABS for performance capability and appropriate V speeds. It isimperative that crew members always check and verify flap settings, assumedtemperatures, N1, V-speeds and stabilizer trim setting for the assigned takeoffrunway are set correctly. Review the Takeoff Flap Retraction Speed Schedule in section NP.20 of thismanual for the appropriate takeoff flap setting retraction schedule.

Flaps 1, 5, 10, 15 or 25 Takeoff• Use normal rotation rate.• Engine failure procedures remain the same for all takeoffs.• Limit bank angle to 15 degrees until reaching V2 + 15.• At acceleration height, retract flaps on flap speed schedule.• Refer to AM 10-0 pages for any airport specific additional information.

NP.30.2 August 31, 2007




Approach Considerations - General

Below RVR 4000If operable, the HUD or both an autopilot and a flight director will be used for allILS approaches when the reported visibility is below RVR 4000 or 3/4 mile.

Flaps 15 LandingWhen a flaps 15 landing is desired:• Position the GROUND PROXIMITY- FLAP switch to INHIBIT.

Note: If above 250 knots, the GPWS INOP light may illuminate.Use flaps 15 for go-around• If any of the following conditions apply, set VREF ICE (VREF 15 + 10):

• Engine anti-ice will be used during landing• Wing anti-ice has been used anytime during the flight• Icing conditions were encountered during the flight and the landing

temperature is below 10° C.Note: When VREF ICE is required, the wind additive should not exceed 10

knots.

HUD Approach/LandingThe HUD may be used for all approaches and landings.For more information, refer to Normal Procedures, Introduction (Section 10),Standard Callouts, HUD Operative and Used for the Approach equipmentrequirements, and also Amplified Procedures (Section 20).

Scan PolicyDelta’s flight deck scan policy, ensures that one crew member is always focusedon airspeed, altitude, and profile during an approach. Pilot flying and pilotmonitoring scan responsibilities are listed in the table below.

Note: Use of the terms “in” or “out” describes whether a crew members’ responsibility is inside or outside of the flight deck during the approach. Parenthetical terms, i.e. “(in),” describe a secondary responsibility.

RUNWAY ENVIRONMENT


Not in sight In (out) In (out*)

In sight Out (in) In (out)

* Except for Cat II and Cat III approaches.

NP.30.3June 9, 2008




Stabilized Approach RequirementsMaintaining a stable speed, descent rate, and vertical/lateral flight path in landingconfiguration is commonly referred to as the stabilized approach concept.Any significant deviation from planned flight path, airspeed, or descent rate mustbe verbalized. The decision to execute a go-around is no indication of poorperformance.

WARNING: Do not attempt to land from an unstable approach.

IMCAt 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 ofthe approach for it to be considered a stabilized approach. Ifthe 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 flightdeck is within, and tracking so as to remain within, the lateral confines of therunway extended.

VMCAt 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.


NP.30.4 August 31, 2007




Continued from previous pageBy 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.

• 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 ofthe approach for it to be considered a stabilized approach. Ifthe 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 flightdeck is within, and tracking so as to remain within, the lateral confines of therunway extended.

Crossing the Runway ThresholdAs 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.

NP.30.5August 31, 2007




ILS Precision Runway Monitor (PRM) Approach -“Breakout” ProcedureNote: All "Breakouts" must be hand flown

If ATC calls "Traffic Alert" during a 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.

NP.30.6 August 31, 2007




Low Visibility Approach Considerations (CAT II/III)

Approach PreparationFor inoperative equipment, refer to ILS Airborne Equipment Requirement Chart,section NP.10, or AM Ops Specs, section 3.Review the airport diagram/SMGCS chart for taxi planning.Maximum reported runway winds:• 10 knot tailwind• 15 knot crosswind• 22 knot headwind for HUD AIII mode operations• 25 knot headwind to autoland.

Autoland:• Consider monitoring with HUD in AIII• Must be accomplished using flaps 30 or 40.

HUD AIII approach and landing:• Two engines operating: Flaps 30 or 40• One engine operating: Flaps 15.

CAT II Approach Considerations• Autobrakes Level 2 minimum recommended• Set both radio altimeter bugs to published RA• Approach may be flown using:

• Single channel or autoland procedures, or• HUD AIII approach and landing.

• Approach may continue to DA(H) if established on the final segment and the controlling RVR goes below minimums.

CAT III Approach Considerations• Autobrakes must be used if operable; Level 3 minimum recommended.• Set both radio altimeter bugs to 50 feet• Approach may be flown using:

• Autoland procedures, or• HUD AIII approach and landing.

• Execute a missed approach if established on the final segment and any controlling RVR goes below minimums.

• Visual contact with the TDZ lights and/or TDZ is required to continue below DA(H).

NP.30.7August 31, 2007




Non-ILS Approach Considerations

Approach ModesThere are several roll modes, [Integrated Approach Navigation (FAC, VOR/LOC,BCRS), LNAV, VOR/LOC, or HDG SEL] available for flying the lateral path andthree modes, [Integrated Approach Navigation (G/P), VNAV, and Vertical Speed]for flying the vertical path of a Non ILS Approach. The type of approach andconditions related to the particular approach (No GP, Step down Constraints, RNP,etc.) may dictate the use of one mode over another. Refer to the Non-ILSApproach Table in this section for recommended or in some cases mandatoryapproach modes (roll and pitch), and associated minima.

Note: Refer to the Supplementary Procedures, Automatic Flight Section, Instrument Approaches Using IAN, Instrument Procedures Using VNAV, and Instrument Approaches Using Vertical Speed procedures for additional information.

Raw Data MonitoringWhen conducting any localizer based approach, select the appropriate localizerfrequency and monitor raw data throughout the approach. For all other types ofapproaches, raw data must be monitored if the VOR/LOC or HDG SEL roll modesare used or if the approach is not in the FMC database.When conducting non-localizer based approaches using IAN (FAC) or LNAV asthe roll mode, monitoring the raw data of the underlying navaid is optional, butrecommended. If IAN or LNAV is used, crews are authorized to conduct VOR,VOR-DME, or NDB approaches even when the underlying navaid is NOTAM’dout of service or unavailable. For IAN approaches however, both NAV radios mustbe tuned to a VOR frequency (non-localizer frequency). For non-localizer based approaches, if being vectored to final approach and LNAVwill be the roll mode, the aircraft may be considered established on the approachwhen:• the aircraft reference symbol is touching a published segment of the

extended final approach (5NM Map scale), or• the aircraft is within the XTK error limit defined by the approach RNP

value.

NP.30.8 June 9, 2008




RNAV Approaches: RNAV(GPS), RNAV(RNP)In addition to the Non-ILS Approach Considerations, crews should be familiarwith the additional procedural guidance associated with RNAV operationsincluding RNAV (GPS) and RNAV (RNP) approaches. Refer to the FCTMGeneral Information Section, RNAV Operations and the information below foradditional information. • WAAS: Delta's 737 fleet does not have WAAS (Wide Area Augmentation

System) receivers. Crews will disregard WAAS frequencies and associated LPV minimums included on some approach plates.

• GPS NOTAMS: Flight plans may include GPS "unreliable" or GPS "unusable" NOTAMS. With operable GPS(s), regardless of NOTAMS, crews are legal to conduct any published RNAV (GPS) or RNAV (RNP) approach if ANP is less than RNP.

• Temperature Restrictions: The 737 FMC is an uncompensated BARO-VNAV system as it does not correct FMC altitudes for large temperature deviations. Therefore, crews must comply with both high and low temperature restrictions listed in the Jeppesen briefing strip. Do not confuse these temperature restrictions with cold weather temperature correction requirements.

• Ships 3701-3771: Comply with Category D speed criteria and weather minima during the final approach segment for all RNAV (RNP) approaches unless an exception is annotated on the applicable airport green page.

• Integrated Approach Navigation (IAN) is not authorized for RNAV (RNP) approaches.

• Due to the precise tracking required during RNAV (RNP) approaches, use of the autopilot is mandatory from the IAF inbound when in IMC, or whenever a segment of the approach features an RF leg, until a suitable visual reference is established. In all other circumstances, use of the autopilot is highly recommended.

• VOR and DME position updating must be inhibited prior to conducting a RNAV (RNP) approach. Refer to Supplementary Procedures, Flight Management, Navigation, Inhibiting VOR/DME Use for Position Updating.

• RNAV (RNP) approaches require verification that both GPS's are providing updates to the FMC prior to conducting the approach. Refer to the Non ILS Approach Summary, this section for verification procedures.

NP.30.9June 9, 2008




Non-ILS Approach SummaryFor amplified procedures and additional information, refer to SupplementaryProcedures, Automatic Flight, Instrument Approach Using IAN, InstrumentApproach Using VNAV, and Instrument Approach Using Vertical Speed.All Non-ILS Approaches• Select approach from FMC database; confirm waypoints and altitude

constraints• Note presence of glide path on the FMC LEGS page• Refer to Non-ILS Approach table for minima, and recommended pitch

and roll mode guidance• No later than FAF [IAF for RNAV (RNP)], one pilot will set Flight and

Nav displays to monitor lateral and vertical deviation as required in the appropriate approach procedure.

RNAV (RNP), RNAV (GPS), GPS, VOR or NDB Approach: LNAV or FAC as Roll Mode• For inoperative equipment, refer to the RNAV Equipment Requirements

chart in Volume 1, Normal Procedures, Introduction section• Consider missed approach criteria annotated as (LNAV or LNAV/FAC)

listed in Supplementary Procedures, Automatic Flight, for Instrument Approaches Using IAN, VNAV, and Vertical Speed.

RNAV (RNP) or RNAV (GPS) Approaches or any Approach Using IAN Mode• Verify OAT and temperature restriction compliance.

RNAV (RNP) Approach• Prior to IAF, verify or enter RNP value as required on FMC LEGS page.• VOR and DME Update - Inhibit (FMC NAV Options, page 2)• Verify both GPS’s are updating by selecting FMC NAV STATUS (page 1)

and verifying the “(2)” is present next to the GPS reference.• Use of the autopilot is mandatory from the IAF inbound when in IMC, or

whenever a segment of the approach features an RF Leg, until a suitable visual reference is established.

• Brief Missed approach plan if approach is discontinued during an RF leg. • Confirm LNAV activation or reselect LNAV and verify active

waypoint• Confirm engagement of or reselect autopilot • Until alternate ATC instruction is received, continue to fly approach

track to the MAP and transition to the published Missed Approach procedure.

NP.30.10 June 9, 2008




Non-ILS Approach TableApproach Condition Minima Approach Mode

VOR, NDB, LOC, LOC BCRS, LDA, SDF, GPS Overlay (NDB or GPS), or

GPS

All DA/DDA4 IAN1, 2, 3

RNAV (GPS) or

RNAV (GNSS)(ICAO equivalent)

LNAV/VNAV Mins DA

IAN1, 2, 3LNAV Mins DA/DDA4

Neither LNAV/VNAV nor

LNAV Mins (ICAO)

DDA

LOC (ILS GS Out)

No final approach segment stepdown

constraint or constraint clearance verified

DAIAN1, 2, 3

Final approach segment stepdown

constraint exists but compliance not verified

DDA VOR/LOC & V/S

FAF altitude differs from GS crossing

altitude

DAVOR/LOC & VNAV

RNAV (RNP) ALL DA LNAV & VNAV Mandatory

(1) IAN is not authorized in IMC unless both crewmembers have completed approved IAN training.

(2) IAN is not authorized at or below -10°C.

(3) LNAV (or VOR/LOC as applicable) and VNAV may be used as an alternate method if desired.

(4) DDA is required if the approach procedure does not include a VNAV Ballnote.

Note: Any Non-ILS approach without a GP requires use of Vertical Speed to a DDA.

NP.30.11June 9, 2008




Circling ApproachWeather RequirementsUse the higher of:• Circle to land category D or the highest maximum speed published

minima, or• 1,000 feet (300m) ceiling or HAA if higher, and 3 statute miles (4,800m)

visibility.

Minimum Descent Altitude MDA(H)Use the higher of:• Published MDA(H) or • Airport elevation plus 1,000 feet (300m).

General Considerations• Use autopilot, autothrottles, and flight director if available to reduce

workload during the circling maneuver• Set established MDA(H) in the MCP altitude window• Use approach procedures appropriate for the type of approach used to

descend to the MDA(H).• If using an ILS approach, or a non-ILS approach with glideslope, do

not select APP mode, as it will not capture and level off at the MDA(H). Use VNAV or V/S mode to control descent.

• Recommended configuration for descent to MDA(H) is gear down, flaps 15 with two engines operating, or gear up, flaps 5 or 10 with one engine inoperative. Complete the configuration when level at MDA(H) prior to descending below 1,000 feet AGL.

• Do not descend below the established MDA(H) until abeam the landing runway and intercepting the normal visual descent profile.

• Disengage the autopilot no later than 50 feet below MDA(H).

CAUTION: Circle in the direction assigned in the approach clearance, or inaccordance with procedures in the airway manual. Circle toavoid all obstacles and other hazards.


NP.30.12 August 31, 2007





FMS Utilization• Using FMS while maneuvering to land is optional• Select appropriate approach from the database• If desired, enter the airport reference (e.g., KATL) point on the fix page

and enter a range circle to improve situational awareness in the maneuvering phase. (a 3.5 mile arc will approximate 2.5 to 3 miles from the end of the runways).

• Prior to commencing the approach, if desired, select the landing runway, line select it to 1L on the LEGS page, making it the active way point, and extend the centerline to provide guidance for maneuvering to land. Do not execute the LEGS page modification until abeam the landing runway. Doing so will delete the programed missed approach procedure. Upon execution, VNAV path information will be available from present position to the landing runway.

Missed Approach - Circling Approach• Execute a missed approach anytime the airport is no longer in sight.• If not stabilized on final approach by 500 feet AGL, initiate a go-around.• Make a climbing turn toward the landing runway to reach the missed

approach heading, even if it requires a turn of more than 180 degrees and not in the shortest direction.

• Maintain the missed approach flap setting until close in maneuvering is complete.

Visual Approach and Landing Considerations

FMS/ND Utilization• Using the FMS during visual approaches is optional• Program the landing runway as the active Waypoints• With ND in 10 mile scale, turn base leg from downwind leg when the

aircraft symbol is approximately 3 - 4 nautical miles from the approach end of runway

• Use VNAV path information, if available, or distance remaining from runway and height above touchdown zone elevation (TDZE) to determine 3 to 1 descent profile.

NP.30.13August 31, 2007




Normal Maneuver TolerancesThe tolerances described below represent the performance expected in goodflying conditions.

Basic Aircraft TolerancesAircraft Control

Area Navigation

Target AirspeedTarget Airspeed is defined as the intended airspeed appropriate for the landingconfiguration while stabilized inside the final approach fix. This airspeed iscomputed from VREF speed plus the following additives:• Operational Manual procedure additives (including non-normals) and• Wind additives

• 1/2 the reported steady state headwind plus,• All of the gust increment.

Normal/Special Takeoff

Maneuver Component Tolerance

Airspeed ± 10 knots

Heading ± 10°

Altitude ± 100 feet

Path Tolerance

Arcs ± 2 nm

Bearings ± 5°

Courses ± 1 dot or ± 5°

Radials ± 5°

Airways Remain within lateral confines


Airspeed Initial climb speed - 5/ +10 knots (not less than V2)

Assigned Heading ± 5°

NP.30.14 August 31, 2007




ILS ApproachCategory I ILS Approach

Category II Approach

* Decision Region is defined as the region from 300 feet above the TDZE to the minimums appropriate to the low minima approach being flown.

Category III Approach

* Decision Region is defined as the region from 300 feet above the TDZE to the minimums appropriate to the low minima approach being flown.

Non-ILS Approach

*Arrive at DDA with 1/2 dot or less


Final Approach Airspeed Target Airspeed -5/ +10 knots

LOC Course 1/2 dot or less at DA

Glide path 1/2 dot or less at DA



LOC Course 1/3 dot or less at Decision Region*

Glide path 1/2 dot or less at Decision Region*



LOC Course 1/3 dot or less at Decision Region*

Glide path 1/2 dot or less at Decision Region*



NDB Bearing ± 5°

LOC Course 1 dot or less*

VOR Radial 1 dot or less or ± 5°

NP.30.15August 31, 2007




Circling Approach

Visual Approach



Track Runway centerline

Descent Rate Approximately 1,000 fpm prior to 500 feet AFE

Altitude at MDA published +0 to 50 feet



Track Runway centerline

Descent Rate Approximately 1,000 fpm prior to 500 feet AFE

Altitude 1 nm from end of runway Approximately 300 feet AFE

NP.30.16 August 31, 2007




Flight ProfilesNormal Takeoff Profile (Distant/ICAO NADP 2)The following profile satisfies typical vertical noise abatement requirements.

Fla

ps U

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.

NP.30.17June 9, 2008




Special Takeoff Profile (Close-In/ICAO NADP 1)The following profile satisfies noise abatement requirements for noise sensitiveareas in close proximity to the departure end of an airport runway.

Thr

ust

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off

Rol

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Set

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1•

Pus

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Fee

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•Se

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roll

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Init

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limb

Spee

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15 to

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Acc

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VN

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Ret

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Acc

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to 2

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Cle

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CL

B, C

LB

1 or

CL

B2

(as

requ

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Aft

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feet

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flap

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. Fo

llow

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.

Take

off

Rol

l•

Set t

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by

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Set

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Spee

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Acc

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3,0

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Ret

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Fla

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list

NP.30.18 June 9, 2008




ILS Approach Profile

App

roac

hing

Inte

rcep

t H

eadi

ng•

Flap

s 5•

Arm

HU

D

AII

I mod

e(if

des

ired)

Glid

eslo

pe In

terc

ept

•La

ndin

g Fl

aps

•Se

lect

AII

I mod

e (a

s req

uire

d)•

Set m

isse

d ap

proa

ch a

ltitu

de•

Land

ing

Che

cklis

t

FAF

(LO

M, M

KR

, DM

E)

•Ve

rify

cros

sing

alti

tude

500

Feet

•Ve

rify

FLA

RE

arm

ed

(Dua

l Aut

opilo

t)

Min

imum

Hei

ght f

or S

ingl

e A

utop

ilot U

se (5

0 fe

et A

GL

)•

Dis

enga

ge A

/P

Touc

hdow

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Dis

enga

ge A

/P(D

ual A

utop

ilot)

Loc

aliz

er C

aptu

re•

Hea

ding

to fi

nal

appr

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cou

rse

Inte

rcep

t Hea

ding

•A

rm A

PP m

ode

•Se

cond

A/P

CM

D

(Dua

l Aut

opilo

t)

Glid

eslo

pe A

live

(or

as r

equi

red)

•G

ear d

own

•Fl

aps 1

5•

Arm

spee

dbra

ke

Flap

s 1O

n R

AD

AR

Vec

tors

•H

DG

SEL

•A

ppro

pria

te p

itch

mod

e

or E

nrou

te to

Fix

•LN

AV o

r app

ropr

iate

ro

ll m

ode

•V

NAV

or a

ppro

pria

te

pitc

h m

ode

FAF

NP.30.19June 9, 2008




Instrument Approach Profile using VNAV

Des

cend

to D

A(H

)/DD

A(H

)•

Mon

itor V

NAV

pat

h App

roac

hing

1,0

00 fe

et

•Se

t mis

sed

appr

oach

alti

tude

.

At D

A(H

)/DD

A(H

)•

Inte

rcep

t lan

ding

pro

file

and

dise

ngag

e au

topi

lot

befo

re d

esce

ndin

g be

low

DA

- 50

feet

or

DD

A-1

00 fe

et.

App

roac

hing

Inte

rcep

t H

eadi

ng•

Flap

s 5

On

RA

DA

R V

ecto

rs•

HD

G S

EL•

App

ropr

iate

pitc

h m

ode

or E

nrou

te to

Fix

•LN

AV o

r app

ropr

iate

roll

mod

e•

VN

AV o

r app

ropr

iate

pitc

h m

ode

Inte

rcep

tH

eadi

ng•

Sele

ct

appr

opria

tero

ll m

ode. Fl

aps 1

FAF

No

late

r th

an F

AF

•Se

t TD

ZE

(or n

ext h

ighe

r 100

feet

)•

Sele

ct V

NAV

(as r

equi

red)

•Se

lect

spee

d in

terv

entio

n (if

des

ired)

Inbo

und

(3 -

5 nm

)•

Gea

r dow

n•

Flap

s 15

•A

rm sp

eedb

rake

•La

ndin

g fla

ps•

Land

ing

chec

klis

t

NP.30.20 June 9, 2008




Instrument Approach Using IAN

App

roac

hing

Inte

rcep

t H

eadi

ng•

Flap

s 5

Glid

e Pa

th In

terc

ept

•La

ndin

g Fl

aps

•Se

t mis

sed

appr

oach

alti

tude

•La

ndin

g C

heck

list

FAF

(LO

M, M

KR

, DM

E)

•Ve

rify

cros

sing

alti

tude

Loc

aliz

er/F

inal

App

roac

h C

ours

e C

aptu

re•

Hea

ding

to fi

nal

appr

oach

cou

rse

Inte

rcep

t Hea

ding

•Se

lect

APP

Glid

e Pa

th A

live

(or

as r

equi

red)

•G

ear d

own

•Fl

aps 1

5•

Arm

spee

dbra

ke

Flap

s 1O

n R

AD

AR

Vec

tors

•H

DG

SEL

•A

ppro

pria

te p

itch

mod

e

or E

nrou

te to

Fix

•LN

AV o

r app

ropr

iate

ro

ll m

ode

•V

NAV

or a

ppro

pria

te

pitc

h m

ode

FAF

At D

A(H

)/DD

A(H

)•

Inte

rcep

t lan

ding

pro

file

and

dise

ngag

e au

topi

lot

befo

re d

esce

ndin

g be

low

DA

- 50

feet

or

DD

A-1

00 fe

et.

NP.30.21June 9, 2008




Instrument Approach Profile using V/S

No

late

r th

an F

AF

•Se

t TD

ZE o

r int

erve

ning

al

titud

e co

nstra

ints

.

Des

cend

to D

DA

(H)

•Se

t des

ired

verti

cal s

peed

App

roac

hing

1,0

00 F

eet

•Se

t mis

sed

appr

oach

alti

tude

.

At D

DA

(H)

•In

terc

ept l

andi

ng p

rofil

e an

d di

seng

age

auto

pilo

t be

fore

des

cend

ing

belo

w

DD

A-1

00 fe

et.

App

roac

hing

Inte

rcep

t H

eadi

ng•

Flap

s 5

Inte

rcep

t Hea

ding

•Se

lect

app

ropr

iate

ro

ll m

ode.

Flap

s 1O

n R

AD

AR

Vec

tors

•H

DG

SEL

•A

ppro

pria

te p

itch

mod

e

or E

nrou

te to

Fix

•LN

AV o

r app

ropr

iate

roll

mod

e•

VN

AV o

r app

ropr

iate

pitc

h m

ode

FAF

Inbo

und

(whe

n re

quir

ed)

•G

ear d

own

•Fl

aps 1

5•

Arm

spee

dbra

ke•

Land

ing

flaps

•La

ndin

g ch

eckl

ist

NP.30.22 June 9, 2008




Circling Approach Profile

MC

P A

ltitu

de/M

DA

(H)

(1,0

00 fe

et m

inim

um)

•Ve

rify

ALT

HO

LD•

Set m

isse

d ap

proa

ch a

ltitu

de•

Sele

ct H

DG

SEL

Turn

ing

Bas

e•

Land

ing

flaps

(if

not

pre

viou

sly

sele

cted

)•

Land

ing

chec

klis

t•

Star

t des

cent

as r

equi

red

Inte

rcep

t Lan

ding

Pro

file

•D

isen

gage

aut

opilo

t no

late

r th

an 5

0 fe

et b

elow

MD

A(H

).

Mis

sed

App

roac

h•

Mak

e a

clim

bing

turn

in

shor

test

dire

ctio

n to

war

d th

e la

ndin

g ru

nway

•Ex

ecut

e th

e m

isse

d ap

proa

ch.

Prio

r to

FA

F•

Sele

ct ro

ll m

ode

•Se

t app

ropr

iate

M

DA

(H)

in M

CP

•Se

lect

VN

AV o

r V/S

(as r

equi

red)

•G

ear d

own

•Fl

aps 1

5•

Arm

spee

dbra

ke•

Flap

s 15

land

ing

•La

ndin

g ch

eckl

ist

NP.30.23June 9, 2008




Visual Traffic Pattern Profile

Flap

s 5

500

feet

•St

abili

zed

on p

rofil

e 3 N

M

Ent

erin

g do

wnw

ind

•Fl

aps 5

1,50

0 Fe

et

2 N

M

Bas

e (t

raff

ic p

atte

rn) o

r3

gree

n ge

ar li

ghts

(str

aigh

t-in

)•

Land

ing

flaps

(if

not

pre

viou

sly

sele

cted

)•

Land

ing

chec

klis

t

Turn

ing

Bas

e or

5n

m fr

om r

unw

ay (s

trai

ght-

in)

•G

ear d

own

•Fl

aps 1

5•

Arm

spee

dbra

ke•

Star

t des

cent

as r

equi

red

•Fl

aps 1

5 la

ndin

g•

Land

ing

chec

klis

t

NP.30.24 June 9, 2008




Missed Approach/Go Around Profile - All Approaches

Aft

er D

esir

ed F

laps

Set

and

At o

r A

bove

Fl

ap M

aneu

veri

ng S

peed

•Ve

rify

rout

e tra

ckin

g an

d al

titud

e ca

ptur

e•

Acc

ompl

ish

Afte

r Tak

eoff

chec

klis

t

Acc

eler

atio

n H

eigh

t (1,

000

feet

)•

Sele

ct fl

aps 5

•R

emai

n in

TO

/GA

or s

elec

t LV

L C

HG

and

set

man

euve

r spe

ed fo

r des

ired

flap

setti

ng•

Ret

ract

flap

s on

sche

dule

.

Abo

ve 4

00 fe

et R

A•

Sele

ct/v

erify

roll

mod

e•

Verif

y m

isse

d ap

proa

ch

altit

ude

set

Initi

atio

n•

Push

TO

/GA

•Se

lect

or v

erify

Fla

ps 1

5•

Verif

y go

-aro

und

attit

ude

•Ve

rify/

adju

st th

rust

as n

eces

sary

•Po

sitiv

e ra

te o

f clim

b-Po

sitio

n ge

ar u

p

Not

e:Fo

r a m

anua

l go-

arou

nd•

Rot

ate

man

ually

•Se

lect

/Ver

ify g

o-ar

ound

thru

st•

enga

ge a

utop

ilot a

nd a

utot

hrot

tle a

s des

ired

Not

e:A

ny ti

me

the

airs

peed

is b

elow

th

e to

p of

the

ambe

r ban

d, li

mit

bank

ang

le to

15

degr

ees.

NP.30.25June 9, 2008




IntentionallyBlank

NP.30.26 June 9, 2008


Supplementary Procedures Chapter SPTable of Contents Section 0

FCO

M T

empl

ate

12/1

2/98


Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.05.1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.05.1

Airplane General, Emergency Equipment, Doors, Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1

Cabin Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1Flight Deck Access System Test . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1Oxygen Mask and Interphone System Test. . . . . . . . . . . . . . . . . . SP.1.2Water System Draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3

Air Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1

Wing–Body Overheat Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1Air Conditioning/Heating with Ground Conditioned Air . . . . . . SP.2.1Air Conditioning/Heating with APU Pneumatic Air . . . . . . . . . . SP.2.1Air Conditioning/Heating with Ground Pneumatic Air Cart . . . . SP.2.2Isolated Pack Operation during Engine Start . . . . . . . . . . . . . . . . SP.2.2Pressurization System Manual Mode Test . . . . . . . . . . . . . . . . . . SP.2.3Manual Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.3Pressurization Control Operation – Landing at Alternate Airport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.4Automatic Pressurization Control – Landing Airport Elevation Above 8000 Feet . . . . . . . . . . . . . . . . SP.2.4Unpressurized Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . SP.2.5No Engine Bleed Takeoff and Landing. . . . . . . . . . . . . . . . . . . . . SP.2.6

Anti–Ice, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1

Anti–Ice Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1Cold-Soaked Fuel Frost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1

Exterior Safety Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1Window Heat System Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2

SP.TOC.0.1June 9, 2008


Supplementary Procedures -Table of Contents


Overheat Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2Power Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2

Automatic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1

Level Change Climb/Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1Vertical Speed (V/S) Climb/Descent . . . . . . . . . . . . . . . . . . . . . . SP.4.1Temporary Level-Off during Climb or Descent (Not at FMC Cruise Altitude). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.2Intervention of FMC Altitude Constraints during VNAV Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.2Intervention of FMC Cruise Altitude during VNAV Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.2Intervention of FMC Altitude Constraints during VNAV Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.3Intervention of FMC Airspeed Constraints during VNAV . . . . . SP.4.3Altitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.3Heading Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.3VOR Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.4Instrument Approach using VNAV . . . . . . . . . . . . . . . . . . . . . . . SP.4.4Instrument Approach using Vertical Speed (V/S) . . . . . . . . . . . . SP.4.8Instrument Approach using Integrated Approach Navigation (IAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.11Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.13

Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1

Aircraft Communication Addressing and Reporting System (ACARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1

Pre-Departure Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1Digital-Automatic Information Service . . . . . . . . . . . . . . . . . SP.5.1Company Communications Sequence . . . . . . . . . . . . . . . . . . SP.5.1Menu Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.5Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.7

SP.TOC.0.2 June 9, 2008




INIT DATA page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.7ATIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.9Pushback Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.10Pre-Departure Clearance . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.11AWABS Update . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.12Departure Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.14

En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.15Position Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.15In Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.17RNAV (RNP)Approach Verification (ACARS Reporting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.19Service Failure During Flight . . . . . . . . . . . . . . . . . . . . . SP.5.19Arrival Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.19

Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.20FLT SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.20

OTHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.25Pushback Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.26Departure Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.27Service Failure During Flight . . . . . . . . . . . . . . . . . . . . . SP.5.27Arrival Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.28

FRM/CDL Code Downlinks . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.29MTC REPORT page . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.29

Cockpit Voice Recorder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.30HF System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.31

Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1

Electrical Power Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1Electrical Power Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.3Standby Power Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.3

Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.1

Battery Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.1Starting with Ground Air Source(AC electrical power available) . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.3





Engine Crossbleed Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.3Setting N1 Bugs with No Operative FMC . . . . . . . . . . . . . . . . . SP.7.4APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.4High Altitude Airport Engine Start (Above 8400 Feet) . . . . . . . SP.7.5

Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1

Fire and Overheat System Test . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1Fire and Overheat System Test - With an Inoperative Loop . . . . SP.8.2Cargo Fire Protection System Test . . . . . . . . . . . . . . . . . . . . . . . SP.8.2

Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.9.1

Flight Controls Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.9.1

Flight Instruments, Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.1

Altimeter Difference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.1Flight Recorder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.2HUD Control Panel (HCP) Test . . . . . . . . . . . . . . . . . . . . . . . . SP.10.2HUD Combiner Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.3HUD Guided Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.4HUD Guided Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.6HUD Recorded Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.8QFE Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.8Setting Airspeed Bugs with No Operative FMC. . . . . . . . . . . . SP.10.9

Setting Reference Airspeed Bugs for Takeoff . . . . . . . . . . . SP.10.9Setting Reference Airspeed Bugs for Approach . . . . . . . . SP.10.10

Total Air Temperature (TAT) Test . . . . . . . . . . . . . . . . . . . . . . SP.10.11

Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1

Transponder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1Weather Radar Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1Weather Radar Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2

Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2

SP.TOC.0.4 June 9, 2008




Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.3Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.4Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.4

IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.5Full Alignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.5Align Light(s) Flashing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.6Fast Realignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.7Inadvertent Selection of Attitude Mode (while on the ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.8ISDU Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.8

Lateral Navigation (LNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.9Proceeding Direct to a Waypoint (overwrite) . . . . . . . . . . . . SP.11.9Intercepting a Leg (Course) to a Waypoint . . . . . . . . . . . . . . SP.11.9Route Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.9Route Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.10Linking a Route Discontinuity . . . . . . . . . . . . . . . . . . . . . . SP.11.10Determining ETA and Distance to Cross Radial (Bearing) or Distance from a Fix . . . . . . . . . . . . . . . . . . . . SP.11.10Changing Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.11Entering Holding Fix Into Route . . . . . . . . . . . . . . . . . . . . . SP.11.11Exiting Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.12Intercepting a Leg (Radial) from a Waypoint . . . . . . . . . . . SP.11.12Airway Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.13Along Track Displacement . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.14Entering Created Waypoints on the Route or Route Legs Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.14Entering Created Waypoints on the Nav Data Pages. . . . . . SP.11.15Deleting Created Waypoints on the Nav Data Pages. . . . . . SP.11.16Entering a Crossing Radial (Bearing) or Distance from a Fix as a Route Waypoint . . . . . . . . . . . . . . . . . . . . . SP.11.17Entering a Lateral Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.18Change SID or Runway. . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.18Change STAR, PROF DES, or APP . . . . . . . . . . . . . . . . . . SP.11.19Delete Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.19





Other Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.20FMC Navigation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.20Inhibiting VOR/DME Use for Position Updating . . . . . . . SP.11.21Inhibiting GPS Updating . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.21

Vertical Navigation (VNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22Temporary Level Off during Climb or Descent (Not at FMC Cruise Altitude) . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22Intervention of FMC Altitude Constraints during VNAV Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22Intervention of FMC Cruise Altitude during VNAV Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22Intervention of FMC Altitude Constraints during VNAV Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22Intervention of FMC Airspeed Constraints during VNAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.23Entering Waypoint Speed and Altitude Restriction (On Climb or Descent Legs Only) . . . . . . . . . . . . . . . . . . SP.11.23Deleting Waypoint Speed and Altitude Restriction . . . . . . SP.11.23Changing Speed and/or Altitude Restriction during Climb or Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.24Changing Climb/Cruise/Descent Speed Schedule . . . . . . . SP.11.24Early Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.24Step Climb or Descent from Cruise . . . . . . . . . . . . . . . . . . SP.11.25

Performance and Progress Functions . . . . . . . . . . . . . . . . . . . SP.11.26Determining ETA and Fuel Remaining for New Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.26Estimated Wind Entries for Cruise Waypoints. . . . . . . . . . SP.11.26Step Climb Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.27Entering Descent Forecasts . . . . . . . . . . . . . . . . . . . . . . . . SP.11.27Engine Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.27

Required Time of Arrival (RTA) . . . . . . . . . . . . . . . . . . . . . . . SP.11.28Entering an RTA Waypoint and Time . . . . . . . . . . . . . . . . SP.11.28Entering Speed Restrictions for RTA Navigation . . . . . . . SP.11.28Entering New Time Error Tolerances for RTA Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.29

SP.TOC.0.6 June 9, 2008




RNAV Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.30Entering Required Navigational Performance (RNP) . . . . . SP.11.30Resetting RNP to Default Value . . . . . . . . . . . . . . . . . . . . . SP.11.30

Additional CDU Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.31Navigation Display Plan Mode (Center Step Operation) . . SP.11.31Enter Position Shift on Runway . . . . . . . . . . . . . . . . . . . . . SP.11.31

Nav Accuracy Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.31FMC Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.32

Before Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.32After Paperwork Received. . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.32Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.32Climb and Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.33Descent, Approach, and Before Landing. . . . . . . . . . . . . . . SP.11.33

FMS Preflight for Origins / Destinations Not Contained in FMS Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.34

Supplemental Navigation Database. . . . . . . . . . . . . . . . . . . SP.11.34Entering Created Airports, Navigational Aids, and Waypoints on the NAV DATA Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.35

Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1

Fuel Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1Refueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2

Fuel Load Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2Fuel Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2Normal Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2Refueling with Battery Only . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.2Refueling with No AC or DC Power Source Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.3

Ground Transfer of Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.3Fuel Crossfeed Valve Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.4

Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1

GPWS/Windshear Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1TCAS System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1





Adverse Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1

Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.3After Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.3Engine Anti-ice Operation - On the Ground . . . . . . . . . . . . SP.16.4Wing Anti-ice Operation - On the Ground. . . . . . . . . . . . . . SP.16.5Taxi–Out. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.6Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.8Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.9Engine Anti-Ice Operation - In Flight . . . . . . . . . . . . . . . . SP.16.10Wing Anti-Ice Operation - In Flight. . . . . . . . . . . . . . . . . . SP.16.11Cold Temperature Altitude Corrections . . . . . . . . . . . . . . . SP.16.13Approach and Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.14After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.15Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.17Secure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.17

Ground De/Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.19Definitions and Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.19Delta De/Anti-icing Program . . . . . . . . . . . . . . . . . . . . . . . SP.16.23De/Anti-icing Fluids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.26Forced Air Deicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.29De/Anti-Icing Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.30Types of De/Anti-icing Checks (table). . . . . . . . . . . . . . . . SP.16.34Communication Procedures . . . . . . . . . . . . . . . . . . . . . . . . SP.16.35Holdover Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.35Configuring the Aircraft for De/Anti-Icing . . . . . . . . . . . . SP.16.40Ground De/Anti-Icing Procedure . . . . . . . . . . . . . . . . . . . . SP.16.41Takeoff Decision Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.42Holdover Time Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.42

Hot Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.47Operation in Heavy Rain or Hail. . . . . . . . . . . . . . . . . . . . . . . SP.16.48

SP.TOC.0.8 June 9, 2008




Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.48Severe Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.49

Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50

Guidelines for Contaminated Runways . . . . . . . . . . . . . . . . . . SP.16.52Procedure Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.52





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SP.TOC.0.10 June 9, 2008


Supplementary Procedures Chapter SPIntroduction Section 05

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SP.05 Supplementary Procedures-IntroductionGeneralThis 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–NormalChecklist. Additionally, some procedures that are normally performed bymaintenance personnel are included.At the discretion of the Captain, procedures may be performed by recall, byreviewing the procedure prior to accomplishment, or by reference to the procedureduring its accomplishment.Supplementary procedures are provided by section. Section titles correspond tothe respective system titles, except for the adverse weather section.

SP.05.1August 31, 2007


Supplementary Procedures -Introduction

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SP.05.2 August 31, 2007


Chapter SPSupplementary ProceduresAirplane General, Emergency Equipment, Doors, Windows Section 1

SP.1 Supplementary Procedures-Airplane GeneralCabin InspectionFor a flight without a flight attendant staff (ferry flight, test flight, delivery flight,training flight, etc.) the pilots verify the following:• Doors - Secured and at least the Forward entry door armed• Beverage cart - 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 partially open the main entry door,to be fully opened by the gate agent.

Flight Deck Access System TestThe following procedure is normally accomplished prior to the first flight of theday.

FLIGHT DECK ACCESS SYSTEM switch .......................... NORMAL

Switch down, guard down

With the flight deck door open:

FLIGHT DECK DOOR rotary switch .....................................AUTO

Access code ................................................................................ Enter

ENT key .....................................................................................Push

Verify alert sounds.

Verify amber keypad LED illuminates.

Verify AUTO UNLK light extinguishes.

FLIGHT DECK DOOR rotary switch .....................................DENY

Verify AUTO UNLK light extinguishes.


SP.1.1August 31, 2007


Supplementary Procedures -Airplane General, Emergency Equipment, Doors, Windows


FLIGHT DECK DOOR rotary switch .......................... UNLOCKED

Push and turn the FLT DK DOOR rotary switch to UNLOCKED position.

Verify red keypad LED extinguishes.

Verify green keypad LED illuminates.

Note: The door lock solenoid will disengage until the FLT DK DOOR rotary switch is released.

FLIGHT DECK ACCESS SYSTEM switch ...............................OFF

Guard up, switch up.

Verify the LOCK FAIL light illuminates.

FLIGHT DECK ACCESS SYSTEM switch .....................NORMAL

Switch down, guard down

Oxygen Mask and Interphone System Test

Audio control panel ............................................................................. Set

Push FLIGHT INTERPHONE transmitter selector, FLIGHT INTERPHONE receiver switch and SPEAKER receiver switch.

Adjust volume on FLIGHT INTERPHONE and SPEAKER receiver switches.

Oxygen panel ...................................................................................... Set

Oxygen mask – Stowed and doors closed.

Regulator selector – Rotate to EMERGENCY

TEST-RESET switch – Push down and hold for 5 seconds.

Observe yellow cross in oxygen flow indicator and oxygen flow is audible. The test indicator will remain and oxygen flow will be audible until the TEST-RESET button is released.


SP.1.2 August 31, 2007


Supplementary Procedures -Airplane General, EmergencyEquipment, Doors, Windows


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 button – Release

Regulator selector – Rotate to 100%

TEST-RESET button – Push down and hold

Ensure the test indicator blinks.

Ensure the test indicator goes out, showing that the oxygen system is leak free.

Control wheel Push–To–Talk switch – INT or Audio control panel Push–To–Talk switch – I/C

Tap on stowage box or mask and verify that tapping is audible in the headset and or speakers. The mask mic will remain active until the TEST-RESET button is released.

TEST-RESET button and PUSH–TO–TALK switch – Release

Regulator selector – Leave at 100%

Note: It is not necessary to don the mask for preflight adjustment. The entire preflight test can be performed with the mask stowed.

Water System Draining

Lavatory water supply selector valves......................... SUPPLY/DRAIN

Galley water supply shutoff valves .................................... SUPPLY ONThe shutoff valve is found adjacent to each wet galley sink.


SP.1.3August 31, 2007


Supplementary Procedures -Airplane General, Emergency Equipment, Doors, Windows


Drain line ...............................................................Connect to drain portsThere are two drain port locations:• below the main passenger entry door• aft of the water service panel

Water service panel ..........................................................................Open

Tank drain valve handle .................................................................OPENDrains potable water tank and water system aft of the wings.

Forward lavatory drain valve .........................................................OPEN Drain valve is found below the sink in the forward lavatory only.

Drain valves for coffee maker andwater boiler (if installed) ................................................................OPEN

All galley and lavatory water faucets ...............................................OpenClose faucets when water flow stops.

Accomplish the following items after verifying the potable water system is empty:

Drain valves for coffee maker andwater boiler (if installed) .....................................................CLOSED

Forward lavatory drain valve ...............................................CLOSED

Tank drain valve handle .......................................................CLOSED

Water service panel .................................................................... Close

Drain line ............................................... Disconnect from drain ports

If the potable water tank will not be refilled immediately after the system is emptied, open the following circuit breakers:

P18–3 circuit breaker panel• LAVATORY WATER HEATER A• LAVATORY WATER HEATER D• LAVATORY WATER HEATER E

Power distribution panel number 1• POT WATER COMPRESSOR• WATER QTY IND

SP.1.4 August 31, 2007


Supplementary Procedures Chapter SPAir Systems Section 2

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SP.2 Supplementary Procedures-Air SystemsWing–Body Overheat Test

Wing–body OVHT TEST switch .....................................................PushHold for a minimum of 5 seconds.

Both WING–BODY OVERHEAT lights – illuminated

MASTER CAUTION – illuminated

AIR COND system annunciator – illuminated

Wing–body OVHT TEST switch ................................................ Release

Both WING–BODY OVERHEAT lights – extinguished

MASTER CAUTION lights – extinguished

AIR COND system annunciator – extinguished

Air Conditioning/Heating with Ground Conditioned Air

Before connecting ground conditioned air source:

PACK switches ............................................................................ OFFAllows cart to operate at maximum efficiency.

After disconnecting ground conditioned air source:

PACK switches .................................................................As required

Note: To allow more efficient cooling/heating of the aircraft interior, select the RECIRCULATION fan switch(es) OFF.

Air Conditioning/Heating with APU Pneumatic Air

Pack switches ..................................................................... AUTO/HIGH

ISOLATION VALVE switch ......................................................... OPEN

Engine bleed air switches ...................................................................ON

SP.2.1June 9, 2008


Supplementary Procedures -Air Systems


APU bleed air switch ......................................................................... ONWait one minute prior to utilizing APU pneumatics.


Air Conditioning/Heating with Ground Pneumatic Air Cart

CAUTION: The BAT switch should always be on when using theairplane air conditioning system since the protectivecircuits are DC. This ensures protection in the eventof loss of AC power.

APU BLEED air switch ....................................................................OFF

ISOLATION VALVE switch ..........................................................OPENShips 3101-3110

RECIRC FAN switch .................................................................... AUTOShips 3701-3771

RECIRC FAN switches ................................................................. AUTOShips 3701-3771

TRIM AIR Switch .............................................................................. ON

PACK switches ................................................................... AUTO/HIGH

Temperature selectors .............................................................. As desired

Duct pressure ..................................................................20 psi minimum

If pneumatic air source cannot maintain 20 psi minimum :

ISOLATION VALVE switch ................................................... AUTOSingle pack operation only.


Isolated Pack Operation during Engine StartTo improve cabin air quality between starting the first and second engine:

CAUTION: Moving engine BLEED air switches while a starter isengaged can damage the starter.

SP.2.2 June 9, 2008




Engine No. 2 ..................................................................................... Start

After engine No. 2 stabilized:

ISOLATION VALVE switch .................................................. CLOSE

Right PACK switch ..................................................................AUTO

Duct pressure .......................................................................Stabilized

Engine No. 1 ..................................................................................... Start

After engine No. 1 stabilized:

ISOLATION VALVE switch ....................................................AUTO

Pressurization System Manual Mode Test

PACK switches ................................................................................. OFF

Pressurization mode selector .......................................................... MAN

AUTO FAIL and ALTN lights – extinguished.

MANUAL light – illuminated.

Outflow valve switch ................................................................... CLOSE

Verify outflow valve position indicator moves toward CLOSE.

Outflow valve switch ..................................................................... OPEN

Verify outflow valve position indicator moves toward OPEN.

Pressurization mode selector .........................................................AUTO

Verify outflow valve position indicator moves toward OPEN.

MANUAL light – extinguished.

Manual Mode Operation

CAUTION: Switch actuation to the manual mode causes animmediate response by the outflow valve. Full rangeof motion of the outflow valve can take up to 20seconds.

Pressurization mode selector .......................................................... MAN

MANUAL light – illuminated

SP.2.3June 9, 2008




CABIN/FLIGHT ALTITUDE placard ...........................................CheckDetermine the desired cabin altitude.

If a higher cabin altitude is desired:

Outflow valve switch (momentarily) ........................................OPENVerify the outflow valve position indicator moves right, cabin altitude climbs at the desired rate, and differential pressure decreases. Repeat as necessary.

If a lower cabin altitude is desired:

Outflow valve switch (momentarily) ..................................... CLOSEVerify the outflow valve position indicator moves left, cabin altitude descends at the desired rate, and differential pressure increases. Repeat as necessary.

During descent:

Thrust lever changes should be made as slowly as possible to prevent excessive pressure bumps.

Outflow valve switch (momentarily) ..................................... CLOSEDuring descent, intermittently position the outflow valve switch toward CLOSE, observing cabin altitude decrease as the airplane descends.

Before entering the landing pattern, slowly position the outflow valve switch to full open to depressurize the airplane. Verify differential pressure is zero.

Pressurization Control Operation – Landing at Alternate Airport

At top of descent:

LAND ALT Indicator................................................................. ResetReset to new destination field elevation.

Automatic Pressurization Control – Landing Airport Elevation Above 6000 Feet

Flights less than one hour:

Use Normal Procedures.

SP.2.4 June 9, 2008




Flights more than one hour:

Use Normal Procedures except as modified below.

Prior to takeoff:

LAND ALT indicator ......................................................6000 feet

At initial descent or approximately 20 minutes prior to landing:

LAND ALT indicator .......................... Destination field elevation

Unpressurized Takeoff and LandingWhen making a no engine bleed takeoff or landing with the APUinoperative:

Takeoff

PACK switches ..............................................................................AUTO

ISOLATION VALVE switch ....................................................... CLOSE

Engine BLEED air switches ............................................................. OFF

Note: Cross-check the FMS supplied OAT with the ATIS OAT. If there is a difference, overwrite (change to large font) the temperature in the FMC with the OAT reported on ATIS.

CAUTION: Enter a slash before the temperature (/XX) in theTAKEOFF REF page to avoid an unintentionalAssumed Temperature entry.

After Takeoff

Note: If engine failure occurs, do not position engine BLEED air switches ON until reaching 1500 feet or until obstacle clearance height has been attained.

At not less than 400 feet, and prior to 2000 feet above field elevation:

Engine No. 2 BLEED air switch ...................................................ON

When CABIN rate of CLIMB indicator stabilizes:



SP.2.5June 9, 2008




Landing

When below 10,000 feet and starting final approach turn:

Engine BLEED air switches ........................................................OFF

Avoid high rates of descent for passenger comfort.

No Engine Bleed Takeoff and LandingWhen making a no engine bleed takeoff or landing with the APUoperating.

Takeoff

Note: If anti–ice is required for taxi, configure for a “No Engine Bleed Takeoff” just prior to take–off.

Note: If anti–ice is not required for taxi, configuration for a “No Engine Bleed Takeoff” may be accomplished just after engine start.

Right PACK switch ....................................................................... AUTO

ISOLATION VALVE switch ....................................................... CLOSE

Left PACK switch ......................................................................... AUTO

Engine No. 1 BLEED air switch .......................................................OFF

APU BLEED air switch ..................................................................... ON

Engine No. 2 BLEED air switch .......................................................OFFShips 3701-3771

TRIM AIR Switch .............................................................................. ON

WING ANTI-ICE switch ..................................................................OFFThe WING ANTI-ICE switch must remain OFF until the engine BLEED air switches are repositioned to ON and the ISOLATION VALVE switch is repositioned to AUTO.

After Takeoff

Note: If engine failure occurs, do not position engine BLEED air switches ON until reaching 1500 feet or until obstacle clearance height has been attained.

Engine No. 2 BLEED air switch ........................................................ ON

SP.2.6 June 9, 2008




APU BLEED air switch .................................................................... OFF

When CABIN rate of CLIMB indicator stabilizes:



LandingIf additional go–around thrust is desired, configure the pressurizationsystem for a no engine bleed landing.

When below 10,000 feet:

WING ANTI-ICE switch ............................................................ OFF

Right PACK switch ..................................................................AUTO

ISOLATION VALVE switch .................................................. CLOSE

Left PACK switch.....................................................................AUTO

Engine No. 1 BLEED air switch ................................................. OFF

APU BLEED air switch ................................................................ON

Engine No. 2 BLEED air switch ................................................. OFF

SP.2.7June 9, 2008




IntentionallyBlank

SP.2.8 August 31, 2007


Supplementary Procedures Chapter SPAnti–Ice, Rain Section 3

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SP.3 Supplementary Procedures-Anti–Ice, RainAnti–Ice UseRequirements for use of anti-ice and operational procedures for engine and winganti-ice are contained in Supplementary Procedures, Adverse Weather SectionSP.16.

Cold-Soaked Fuel FrostFrost may form on the lower and upper wing surfaces due to cold-soaked fueltouching the wing surface after long flights with large fuel loads.

Exterior Safety Inspection

Surfaces.......................................................................................... Check

Visually inspect the lower and upper wing surfaces.If there is frost or ice on the lower surface outboard of measuring stick 4, there may also be frost or ice on the upper surface. The distance that the frost extends outboard of measuring stick 4 can be used as an indication of the extent of the frost on the upper surface.Takeoff with light coatings of cold-soaked fuel frost, up to 1/8 inch (3 mm) in thickness on lower wing surfaces is allowable; however, all leading edge devices, all control surfaces, tab surfaces, winglet surfaces (if applicable), and control balance cavities must be free of snow, frost or ice. If the frost on the lower surface is greater than 1/8 inch (3 mm) in thickness, all ice or frost on the wings must be removed using appropriate deicing/anti-icing procedures.

Takeoff with cold-soaked fuel frost on upper wing surfaces is not allowable. If any frost is present on the upper wing surface, all ice or frost on the wings must be removed using appropriate deicing/anti-icing procedures.

SP.3.1August 31, 2007


Supplementary Procedures -Anti–Ice, Rain

Window Heat System Tests

Overheat TestThe overheat test simulates an overheat condition to check the overheat warningfunction of the window heat system.


WINDOW HEAT TEST switch .................................................... OVHT

OVERHEAT lights – On

ON lights – ExtinguishLights extinguish after approximately 1 minute.

MASTER CAUTION – On

ANTI–ICE system annunciator – On

WINDOW HEAT switches ............................................................. ResetPosition the WINDOW HEAT switches OFF, then ON.

Power TestThe power test verifies operation of the window heat system. The test may beaccomplished when any of the window heat ON lights are extinguished and theassociated WINDOW HEAT switch is ON.


Note: Do not perform the power test when all ON lights are illuminated.

WINDOW HEAT TEST switch ...................................................... PWRThe controller is forced to full power, bypassing normal temperature control. Overheat protection is still available.

WINDOW HEAT ON lights ..................................................IlluminatedIf any ON light remains extinguished, the window heat system is inoperative. Observe the maximum airspeed limit of 250 kts below 10,000 feet.

SP.3.2 August 31, 2007


Supplementary Procedures Chapter SPAutomatic Flight Section 4

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SP.4 Supplementary Procedures-Automatic FlightLevel Change Climb/Descent

ALTITUDE selector ..................................................Set desired altitude

Note: If a new MCP altitude is selected while in ALT ACQ, the AFDS engages in V/S and the existing vertical speed is maintained.

LVL CHG switch ..............................................................................Push

Verify FMA display:

Thrust mode (climb) – N1

Thrust mode (descent) – RETARD then ARM

Pitch mode – MCP SPD

IAS/MACH Selector .....................................................Set desired speed

Vertical Speed (V/S) Climb/Descent

ALTITUDE selector ..................................................Set desired altitude

Note: If a new MCP altitude is selected while in ALT ACQ, the AFDS engages in V/S and the existing vertical speed is maintained.

V/S thumbwheel ..............................................Set desired vertical speed

Verify FMA display:

Thrust mode (climb or descent) – MCP SPD

Pitch mode – V/S

IAS/MACH Selector .....................................................Set desired speed

To transition to the vertical speed mode from another engaged climb or descent mode:

V/S mode switch .........................................................................PushV/S climb mode engages at existing V/S.


SP.4.1August 31, 2007


Supplementary Procedures -Automatic Flight



V/S thumbwheel ........................................ Set desired vertical speed

Verify FMA display:

Thrust mode (climb or descent) – MCP SPD

Pitch mode – V/S

IAS/MACH Selector ............................................... Set desired speed

Temporary Level-Off during Climb or Descent (Not at FMC Cruise Altitude)

MCP altitude selector .................................................Set desired altitude

MCP N1 light will extinguish if leveling from a climb.

N1 Limit changes to CRZ if leveling from a climb.

To continue climb/descent:

MCP altitude selector ............................................Set desired altitude

VNAV switch .............................................................................. PushObserve climb or descent initiated. Mode annunciations appear as initial climb or descent.

Intervention of FMC Altitude Constraints during VNAV Climb

MCP altitude selector ..................................................... Set new altitudeNew altitude must be higher than the FMC altitude constraint(s) to be deleted.

ALT INTV switch ............................................................................ PushEach push of the ALT INTV switch will delete an FMC altitude constraint.

Intervention of FMC Cruise Altitude during VNAV Cruise

MCP altitude selector .......................................................................... Set

ALT INTV switch ............................................................................ PushIf a higher altitude is selected, a CRZ climb will be initiated.If a lower altitude is selected, an early descent will be initiated.

SP.4.2 August 31, 2007




Intervention of FMC Altitude Constraints during VNAV Descent

MCP altitude selector .....................................................Set new altitudeNew altitude must be lower than the FMC altitude constraint (s) to be deleted.

ALT INTV switch .............................................................................PushEach push of the ALT INTV switch will delete an FMC altitude constraint.If all FMC altitude constraints are deleted, the descent mode will revert to a VNAV speed descent.

Intervention of FMC Airspeed Constraints during VNAV

SPD INTV switch .............................................................................PushMCP IAS/MACH display shows current FMC target speed.

IAS/MACH Selector ....................................................Set desired speedVNAV remains engaged.

To resume former FMC speed:

SPD INTV switch ........................................................................PushMCP IAS/MACH display blanks and FMC commanded VNAV speed is active.

Altitude Hold

Altitude HOLD switch .....................................................................Push

Verify FMA display:

Pitch mode – ALT HOLD

Heading Select

Heading selector ....................................................... Set desired heading

Heading select switch .......................................................................Push

Verify FMA display:

Roll mode – HDG SEL

SP.4.3August 31, 2007




VOR Navigation

VHF NAV radio(s) .......................................................Tune and Identify

COURSE selector ....................................................... Set desired course

When on an intercept heading to the VOR course:

VOR LOC mode switch .............................................................. PushVerify VOR LOC armed mode annunciates.A/P automatically captures the VOR course.Verify VOR LOC engaged mode annunciates upon course capture.

Note: If change to a localizer frequency is desired when captured in the VOR mode, disengage VOR LOC mode prior to selection of the localizer. VOR LOC mode can then be reengaged.

Instrument Approach using VNAV

Note: If the desired approach is not contained in the FMS database, refer to the Instrument Approach using the Vertical Speed procedure.

Note: Ensure the current local altimeter setting is accurate before initiating an approach with VNAV operations.

FMC approach procedure. ............................................................. Select

Select the approach procedure on the ARRIVALS page. Do not manually build the approach or add and execute waypoints located inside the FAF [IAF for RNAV(RNP)] to the selected FMC procedure. Add cold temperature corrections to waypoint altitude constraints as appropriate.

Note: If the airfield reports -10°C or colder, add altitude corrections to all published (large font) altitudes on the FMC LEGS page, except for runway waypoint, per the temperature corrections table in the Airway Manual. Additionally, comply with any VNAV temperature restrictions listed on RNAV (GPS) or RNAV(RNP) approach charts.

Verify VNAV glide path angle is displayed on the final approach segment of the LEGS page.

SP.4.4 June 9, 2008




If conducting an RNAV (RNP) Approach:

RNP .................................................................................Verify/EnterNo later than the IAF, one pilot will verify or manually enter the applicable RNP value. The other pilot will verify the entry.

Note: The 737NG is not authorized to conduct RNAV (RNP) approaches with a published RNP less than 0.11.

VOR Update ............................................................................. InhibitPrior to IAF inhibit VOR updating FMC NAV OPTIONS page 2.For additional information refer to Supplementary Procedures, Section 11, Flight Management, Navigation, Inhibiting VOR/DME Use for Position Updating.

DME Update ............................................................................ InhibitPrior to IAF inhibit DME updating FMC NAV OPTIONS page 2.For additional information refer to Supplementary Procedures, Section 11, Flight Management, Navigation, Inhibiting VOR/DME Use for Position Updating.

GPS Update .................................................................................... (2)Verify both GPS’s are updating by selecting FMC NAV STATUS page 1 and noting that (2) is present next to the GPS reference.

Autopilot ...............................................................................As Required

Autopilot recommended until suitable visual reference is established.

If conducting an RNAV (RNP) Approach:

Use of the autopilot is mandatory from the IAF inbound when in IMC or whenever a segment of the approach features an RF Leg until a suitable visual reference is established.

Flight/Nav displays ..............................................................................Set

Ships 3701-3771 (U10.6 as installed):

No later than the FAF (IAF for RNAV [RNP]):

FMC ........................................................... Display PROG 4/4One pilot must have PROG 4/4 displayed.

EFIS Control Panel ..............................................................SetOne pilot must have MAP mode, 5NM scale displayed.

SP.4.5June 9, 2008




Ships 3101-3110 & 3701-3771 (U10.7 as installed):

No later than the FAF (IAF for RNAV [RNP]):

One pilot will set displays to monitor lateral and vertical path performance.

[LNAV] Lateral deviation is displayed by the Navigation Performance Scales (NPS) on the PFD.[VOR/LOC] Lateral deviation is displayed on the PFD.Vertical deviation is displayed on the Nav Display, Vertical Deviation Scale in Expanded MAP, CTR MAP, and CTR MAP with VSD.[RNAV (RNP)] RNP, ANP and XTK error is displayed on the Nav Display in Expanded MAP and CTR MAP only.

AFDS roll mode .................................................................. Select/Verify

Verify appropriate roll mode annunciation.

MCP altitude ............................................................................Set TDZE

If being vectored for an approach:

Set TDZE when the aircraft is on a final approach course intercept heading, level at the altitude for the next approach waypoint and cleared for the approach.

If on a published segment of an arrival or approach procedure and after ALT HOLD or VNAV PTH is annunciated:

Set TDZE when cleared for the approach.

Note: If the TDZE is not an even 100 foot increment, set the MCP altitude window to the next higher 100 foot increment.

Note: There may be a level segment beyond the FAF before intercepting the descent path.

VNAV switch ...................................................................... Select/Verify

Speed intervention (if desired) ....................................................... Select

At approximately 1,000 feet AGL and when the airplane is at least 300 feet below the missed approach altitude:

MCP altitude ......................................... Set missed approach altitude

SP.4.6 June 9, 2008




At DA/DDA:

If suitable visual reference is not established, execute a missed approach.

After suitable visual reference is established:

A/P disengage switch (if autopilot is in use) ..........................Push

Disengage the autopilot before descending below DA minus 50 feet or DDA minus 100 feet.

A Missed Approach shall be executed if any of the following occur:• (LNAV) FMC “VERIFY POSITION” message appears• (LNAV)“UNABLE REQ’D NAV PERF- RNP” message appears on

the navigation display or in the FMC scratchpad.

Additionally, after the FAF and runway environment not in sight:• Aircraft exceeds the tolerances for approaches requiring raw data

monitoring (NP.30, Normal Maneuver Tolerances)• Loss of VNAV PTH annunciation occurs• [RNAV (RNP)] Vertical path deviation exceeds +/- 75 feet.

Ships 3701-3771 (U10.6 as installed)• (LNAV) XTK error is greater than the required RNP value for the

approach.Ships 3101-3110 & 3701-3771 (U10.7 as installed)

• Lateral Navigation Performance Scale (NPS) deviation alert occurs.

SP.4.7June 9, 2008




Instrument Approach using Vertical Speed (V/S)

Note: Any Non-ILS approach in the FMC database without a glide path must be flown using Vertical Speed to a DDA.

Note: If the FMS is inoperative, or the desired approach is not in the FMS database, the approach may still be flown using raw data. The approach may be “built” if the FMS is operative, and the approach may be flown using LNAV, VOR/LOC, or HDG SEL, but raw data monitoring is required and raw data tolerances apply. The approach must be flown using the V/S mode to a DDA.

FMC approach procedure ............................................................... Select

Select the approach procedure on the ARRIVALS page. Do not add and execute waypoints located inside the FAF to the selected procedure.

Note: If the airfield reports -10°C or colder, add altitude corrections to all published (large font) altitudes on the FMC LEGS page, except for runway waypoint, per the temperature corrections table in the Airway Manual.

Autopilot .............................................................................. As RequiredAutopilot use is recommended until a suitable visual reference is established.

Flight/Nav displays ............................................................................. Set

Ships 3701-3771 (U10.6 as installed):

No later than the FAF:

FMC............................................................Display PROG 4/4One pilot must have PROG 4/4 displayed.

EFIS Control Panel .............................................................. SetOne pilot must have MAP mode, 5NM scale displayed.

SP.4.8 June 9, 2008




Ships 3101-3110 & 3701-3771 (U10.7 as installed):

No later than the FAF:

One pilot will set displays to monitor lateral and vertical path performance.

[LNAV] Lateral deviation is displayed by the Navigation Performance Scales (NPS) on the PFD.[VOR/LOC] Lateral deviation is displayed on the PFD.Vertical deviation may be displayed on the Nav Display, Vertical Deviation Scale in Expanded MAP, CTR MAP, and CTR MAP with VSD.

AFDS roll mode ..................................................................Select/Verify

Verify appropriate roll mode annunciation.

No later than FAF:

MCP altitude ..................................................................................Set

Set the first intermediate altitude constraint or the TDZE. When the current constraint is assured, the next constraint may be set prior to ALT HOLD to achieve continuous descent path.

Note: If the altitude constraint or TDZE an even 100 foot increment, set the MCP to the next higher 100 foot increment.

At descent point:

Desired V/S ....................................................................................SetVerify V/S mode annunciates.

At approximately 1,000 feet AGL and when the airplane is at least 300 feet below the missed approach altitude:

MCP altitude .........................................Set missed approach altitude

At DDA:

If suitable visual reference is not established, execute a missed approach.


SP.4.9June 9, 2008






A/P disengage switch (if autopilot is in use) ......................... PushDisengage the autopilot before descending below DDA minus 100 feet.

A Missed Approach shall be executed if any of the following occur:• (LNAV) FMC “VERIFY POSITION” message appears• (LNAV)“UNABLE REQ’D NAV PERF- RNP” message appears on

the navigation display or in the FMC scratchpad.

Additionally, after the FAF and runway environment not in sight:• Aircraft exceeds the tolerances for approaches requiring raw data

monitoring (NP.30, Normal Maneuver Tolerances).Ships 3701-3771 (U10.6 as installed)

• (LNAV) XTK error is greater than the required RNP value for the approach.

Ships 3101-3110 & 3701-3771 (U10.7 as installed)• Lateral Navigation Performance Scale (NPS) deviation alert occurs.

SP.4.10 June 9, 2008




Instrument Approach Using Integrated Approach Navigation (IAN)As Installed

IAN is not a suitable approach mode for:• circling approaches, as the AFDS will not level off at MCP

altitude,• RNAV (RNP) approaches• approaches not contained in the FMS database. Refer to the

Instrument Approach Using Vertical Speed Procedure.• Approaches requiring cold temperature altitude corrections (at or

below -10° C, in accordance with the Airway Manual, Chapter 4).

Note: Ensure the current local altimeter setting is accurate before initiating the approach.

FMC approach procedure ...............................................................Select

Select the approach procedure on the ARRIVALS page.

Select the G/S prompt OFF if flying an ILS approach with the glideslope out.

Do not:• Manually build the approach• Add and execute waypoints to the selected FMC procedure• Modify any altitude constraint specified by the approach procedure

for a final approach fix (FAF), or for waypoints between the FAF and runway (Volume 1, Limitations).

Verify glide path angle is displayed on the final approach segment of the LEGS page.

Navigation radios .................................................................................SetIf final approach course guidance is derived from the localizer, set the appropriate localizer frequency. If final approach course guidance is derived from the FMC, radios must be tuned to a VOR frequency.

MCP .....................................................................................................Set

Set front course for all approaches, including B/C LOC.

SP.4.11June 9, 2008




Autopilot ............................................................................... As requiredAutopilot use is recommended until suitable visual reference is established.

Select APP mode ............................................................................ Select

Set APP mode when:• Navigation radios are tuned and identified (as needed)• On a final approach course intercept heading (if on vectors)• Both the lateral and vertical deviation pointers are displayed on the

PFD• Cleared for the approach.

Verify appropriate pitch and roll modes armed on the FMA• Roll mode may be FAC, VOR/LOC or BCRS• Pitch mode will be G/P

At G/P capture ............................................ Set missed approach altitude

At DA/DDA:

If a suitable visual reference is not established, execute a missed approach.


A/P disengage switch (if autopilot is in use) ......................... Push

Disengage the autopilot before descending below DA minus 50 feet or DDA minus 100 feet.

A missed approach shall be executed if any of the following occur:• (LNAV, FAC) FMC “VERIFY POSITION” message appears.• (LNAV, FAC) “UNABLE REQ’D NAV PERF-RNP” message

appears on the FMC scratchpad (autopilot will disengage).

Additionally, after the FAF and runway environment not in sight:• Full scale lateral deviation occurs• Full scale vertical deviation occurs.

SP.4.12 June 9, 2008




Circling Approach

Note: Autopilot use is recommended until intercepting the landing profile.

MCP altitude selector ..........................................................................Set

If the MDA(H) does not end in zero zero, for example 1820, set MCP ALTITUDE window to the closest 100 foot increment above the MDA(H).

Accomplish an instrument approach, establish suitable visual reference and level off at MCP altitude.

Verify ALT HLD mode annunciates.

MCP altitude selector .................................Set missed approach altitude

HDG SEL switch ..............................................................................Push

Verify HDG SEL mode annunciates.

Intercepting the landing profile:

Autopilot disengage switch .........................................................Push

SP.4.13June 9, 2008




IntentionallyBlank

SP.4.14 June 9, 2008


Supplementary Procedures Chapter SPCommunications Section 5

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SP.5 Supplementary Procedures-CommunicationsAircraft Communication Addressing and Reporting System (ACARS)

Pre-Departure ClearanceThe flight crew shall compare the filed flight plan versus the digital pre-departureclearance and shall initiate voice contact with Air Traffic Control if anyquestion/confusion exists between the filed flight plan and the digitalpre-departure clearance.

Digital-Automatic Information ServiceThe flight crew shall verify that the D-ATIS altimeter setting numeric value andalpha value are identical. The alpha value is the numeric altimeter setting spelledout (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 aredifferent, the flight crew must not accept the D-ATIS altimeter setting.

Company Communications SequenceThe COMMUNICATIONS SEQUENCE chart depicts DATA LINK functionsthat are currently in effect for Delta Air Lines. The chronological sequence inwhich DATA LINK messages should be sent is shown as a function of flightphase. The messages that appear above the profile are ROUTINE and should besent whenever appropriate on every flight. The messages below the profile areNON ROUTINE and should be sent as needed.Messages are delivered to the Flight Control dispatcher’s cue and are also directlyprocessed by Flight Following. This direct processing of DATA LINK messagesresults in system wide updates in our host computers.


SP.5.1August 31, 2007


Supplementary Procedures -Communications


Communications Sequence Chart

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SP.5.2 August 31, 2007




Menu LayoutThis section provides general usage information and menu layouts for operatingthe Collins ACARS unit. The system is interactive, and methods for using it areconsistent for all messages. With some experimentation and use, it will becomesimple to use each feature.Ground support for some ACARS functions is still in development and thereforethese functions should not be used. Refer to the DATA LINK INDEX menu treeon the next page for operational functions. If in doubt about the status of anoperational message, use normal company radio procedures.Reports can be accessed through the ACARS DATA LINK INDEX page shownbelow.

The menu tree on the next page shows menu/submenu layout and can bereferenced to lead the flight crew to the proper pages for transmission ofdesired/required reports.


HH:MM

PREFLIGHT

ATC LOG

<

MSGS RCVD

ACARS-DATA LINK INDEX

EN ROUTE

POSTFLIGHT

MISC MENU

WEATHER

ATIS

FLT LOG

<

<

<

<

<

<

<

<DOWNLINKS <

SP.5.3August 31, 2007




Menu Layout Chart

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SP.5.4 August 31, 2007




Advisory MessagesAlert AdvisoriesAlert advisories appear on the MCDU signifying that either a condition requiresattention, a function is available, or an uplink has been received. Selecting theadvisory will access the required menu. The advisories are listed below in orderfrom highest to lowest priority.


FAIL Internal failure of MU. Refer to theACARS INOP Non-Normal Checklistin the QRH.

POWER Power interruption resulting in loss ofinitialization data.

SELCAL SELCAL uplink message received.ATC MSG ATC uplink message received.OCEANCL ATC oceanic clearance uplink

message received.DEPT CL ATC predeparture clearance message

received.MESSAGE Non ATC uplink message received.INIT Initialization data incomplete.DATAMD Datalink attempted with ACARS in

VOICE mode or ACARS in VOICEmode for greater than 105 seconds.

ATIS ATC ATIS message received and notviewed.

INRANGE Alert to send the In Range Report.ARRDLA Alert to send the Arrival Delay Report.DEPDLA Alert to send the Departure Delay

Report.SUMMARY Summary Report has not been sent.PAPER Printer is out of paper.

SP.5.5August 31, 2007





Informational AdvisoriesInformational advisories appear on the MCDU indicating system status. Theadvisories are listed below in order of priority.

Note: If the DATA LINK is functioning normally in the DATA mode, there will be no advisory shown.

VHF IN PROG Message is actively being sent/received.UTC OK UTC TIME updated by uplink.VOICE VHF is in voice mode.NO COMM No DATA LINK is available.VNNN.NN VHF is in voice mode and frequency

selected.

SP.5.6 August 31, 2007




PreflightINIT DATA page

Access the INIT DATA page from the DATA LINK INDEX page.

ACARS mode (VHF # 3) .............................................................. DATAEnsure NO COMM is not displayed.Confirm UTC time is correct.

PREFLIGHT (1L) ..........................................................................Select

INIT DATA (1L) .............................................................................Select

INIT RQ (5R) .................................................................................SelectVerify datalink information is correct. Manually enter values as necessary.

The following page will be displayed.

1 FLT NOAutomatically updates when INIT RQ selected, or may be manually entered.

2 ORIGAutomatically updates when INIT RQ selected, or may be manually entered.

3 FOB (Fuel On Board)Defaults to FMC value, or may be manually entered.


A C A R S - I N I T D A T AF L T N O D A T E0 2 7 9 2 0O R I G D E S TK J F K M M M XF O B F U E L B O A R D E D0 3 3 . 0 0 3 1 . 5G W E T E1 5 6 . 3 0 4 : 4 9

* P R I N T I N I T R Q *

< R E T U R N 1 5 : 1 0

2

1

4

3 7

5

6

8

9

SP.5.7August 31, 2007





4 GW Defaults to FMC value, or may be manually entered.

5 DATEAutomatically updates when INIT RQ selected, or may be manually entered.

6 DESTAutomatically updates when INIT RQ selected, or may be manually entered.

7 FUEL BOARDEDEnter manually. This is the amount of fuel listed on the fuel service record.

8 ETEEnter manually.

9 INIT RQAutomatically updates FLT NO, DATE, ORIG, and DEST.

SP.5.8 August 31, 2007




ATIS

PREFLIGHT...................................................................................Select

ATIS ................................................................................................Select

This page allows request of digital ATIS information, when provided by airport.

Note: Availability of digital ATIS is indicated on airport diagrams (XX-9 Jeppesen plate) by “D-ATIS” in the “ACARS” communications block.


1 AIRPORTThe AIRPORT field defaults to departure airport prior to “OFF” time, thendefaults to arrival airport after “OFF” time. If diversion page is transmitted withan airport other than planned arrival airport, the default will be the diversionairport.

2 TYPEThe TYPE field allows selection of Departure, Arrival, Departure/Arrival (used inconjunction with Auto Update Mode), and Enroute Information Services weatherproducts.

A T S - A T I S R QA I R P O R TM M M XS E R V I C E T Y P EA R R I V A L A T I SR E P O R T I N G M O D ES I N G L E R E P O R T

S E N D *

< R E T U R N 1 5 : 1 1

2

1

3

SP.5.9August 31, 2007




3 REPORTING MODEThe REPORTING MODE field allows selection of a single ATIS or theenabling/disabling the automatic ATIS update feature. Sending an ATIS request with SINGLE REPORT in this field will result in oneATIS report with no automatic ATIS updating.• Sending an ATIS request with AUTO-UPDATE START in this field

enables the automatic update function; sending a request with AUTO-UPDATE STOP disables the function.• When AUTO-UPDATE STOP is requested, one more ATIS report will

be received, and then the automatic update function is disabled. • An “ATIS” prompt is displayed 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 DelaysFor any pushback delays, refer to “Other” in this section for information on howto submit the report.

SP.5.10 August 31, 2007




Pre-Departure Clearance

PREFLIGHT...................................................................................Select

CLEARANCES ..............................................................................Select


PDC (COMPANY) .........................................................................Select

Selecting PDC (COMPANY) causes a delivery request message to be readied for downlink.

SEND ..............................................................................................Select

A C A R S - C L E A R A N C E S

< O C E A N I C C L X R Q

< D E P A R T C L X R Q

< A T S L O G

< P D C ( C O M P A N Y )

< R E T U R N 1 5 : 1 1

A C A R S - P D C ( C O M P A N Y )

S E N D *

< R E T U R N 1 5 : 1 1

SP.5.11August 31, 2007




AWABS UpdateAWABS page 1/2

To update AWABS (function is not operational until after pushback):

DATA LINK INDEX ................................................................ Select

PREFLIGHT (1L) ..................................................................... Select

AWABS (4L) ............................................................................. Select

The following page (page 1/2) will be displayed. Fill in each field as described below.

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.

Note: The digits “88” must be entered 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 or ARM for the exact label). Examples include:

26R - Runway 26 Right26LTWYE13 - Runway 26 Left at taxiway E 13

25LPOSNF - Runway 25 Left at takeoff position NFIf the runway ID is not recognized, the system will uplink a messagewith a list of possible runway labels.

A C A R S - A W A B S 1 / 2S N / R W Y / C O N T T E M P��/��/ D [ ] / FF C / C C / Y C W I N D ( D I R / V E L )[ ] / [ ] / [ ] 2 5 1 / 0 0 5T O L E R A N C E A L T I M E T E R- - - [ ]

* P R I N T

< R E T U R N 1 5 : 1 2

2

1

3 6

4

5

SP.5.12 August 31, 2007




• CONT (Contamination) - The runway contaminant condition you desire. Choices are:

If you are overweight for the requested contaminant, you will receive amessage uplink advising you of this, but you will not receive a WDRuplink.

2 FC/CC/YC (Optional)Passenger count. Enter only changes from the existing WDR passengerdistribution. Example: To change 16/00/130 to 16/00/132, enter “//132”.

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).To enter new Fahrenheit temperature value, simply enter a temperature number.To enter a Celsius value, you must type a temperature number, a slash “/ “ and thenthe character “C.”

5 WIND (DIR/VEL) (Recommended)Use 360 for North. Range of directions is 001 - 360.Separate direction and velocity with slash “/ ”( i.e., 270/20).

6 ALTIMETER (Optional)Altimeter setting. Any entry greater than 2000 is considered inches of mercury(inHG). Any entry less than or equal to 2000 is considered Hectopascals (hPa).

D Dry (default entry)W WetI IcyQ Quarter Clutter (25 CTR)H Half Clutter (50 CTR)

SP.5.13August 31, 2007




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 PAGE button.................................................................. Select


Note: All fields on AWABS page 2/2 are for future use and should be left blank.

SEND (5R) ................................................................................ Select

Note: Use this AWABS update procedure only as required. The time it takes to uplink a new WDR is directly related to the number of system requests being processed at that time.

Departure DelaysFor any departure delays, refer to “Other” in this section for information on howto submit the report.

A C A R S - A W A B S 2 / 2C G O - F U E L E 1 I N C A D J Z F W[ ] / [ ] [ . ]C G O - F U E L E 2 M E L C D L[ ] / [ ] [ ]

* P R I N T

< R E T U R N 1 5 : 1 2

SP.5.14 August 31, 2007




En RoutePosition Report

Access the EN ROUTE page from the DATA LINK INDEX page.

EN ROUTE ....................................................................................Select

POSITION RPT ..............................................................................SelectThis report consists of 2 pages, the second of which can be accessed through the use of the PREV or the NEXT prompt.

The following page (page 1/2) will be displayed.

1 POSITIONEnter report point (R) identifier from the flight plan.

2 FLT LEVEL ALTEnter the three digit flight level the plane is currently cruising at.

3 NEXT POSITION• 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.

A C A R S - P O S I T I O N R P T 1 / 2P O S I T I O N T I M EM G M 1 6 : 2 2F L T L E V E L A L T M A C HF L 3 6 0 . 7 9

F O B0 3 2 . 7

N E X T P O S I T I O N E T AK E L P P [ : ]E N S U I N G P O S I T I O N[ ]

< R E T U R N 1 5 : 1 3

2

1

3

SP.5.15August 31, 2007




Position Report - continued (Page2/2)

1 WINDEnter direction and velocity.

2 TURBULENCETouch to scroll through selections and select one of the following:

3 SATTemperature must be entered manually.

4 ICINGTouch to scroll through selections and select one of the following:

5 SKY CONDTouch to scroll through selections and select one of the following:

Note: Select SEND to downlink report before leaving second page.

SMOOTH LT CHOP MOD CHOP SEV TURB

LT TURB MOD TURB EXT TURB

NONE TRACE MODERATE

LIGHT SEVERE

CLEAR BROKEN UNDERCAST BWTN LAYER

SCATTERED OVERCAST IN CLOUD CIRRUS

A C A R S - P O S I T I O N R P T 2 / 2W I N D ( D I R / V E L ) S A T2 5 2 / 0 8 5 - 5 0T U R B U L E N C E I C I N GS M O O T H N O N E

S K Y C O N DC L E A R

* P R I N T S E N D *

< R E T U R N 1 5 : 1 3

2

1

5

3

4

SP.5.16 August 31, 2007




In Range

Access the EN ROUTE page from the DATA LINK INDEX page.

EN ROUTE ....................................................................................Select

IN RANGE .....................................................................................SelectThis report consists of 2 pages, the second of which can be accessed through the use of the PREV or the NEXT prompt.

The following page (page 1/2) will be displayed.

1 DESTAutomatically fills in using information from INIT DATA or DIVERSION pages(if report was sent).

2 WHEEL CHAIREnter total number of wheel chairs required at destination.

3 RED COATToggle YES or NO.

4 SECURITYToggle YES or NO.

5 ERTAutomatically fills in using information from INIT DATA or DIVERSION pages(if report was sent).

A C A R S - I N R A N G E 1 / 2D E S T E R TM M M X 1 9 : 0 8W H E E L C H R U N A C C M I N O R[ ] [ ]R E D C O A T M E D I C A LN O N O

S E C U R I T Y L A N G A S S I S TN O N O

* P R I N T

< R E T U R N 1 5 : 1 3

2

1

4

5

3

6

7

8

SP.5.17August 31, 2007




6 UNACC MINOREnter total number of unaccompanied minors onboard.

7 MEDICALToggle YES or NO.

8 LANG ASSISTToggle YES or NO.

Go to page 2/2 after entering information on page 1/2.

1 LAV SRVCToggle YES or NO.

2 CABIN SRVCToggle 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.

A C A R S - I N R A N G E 2 / 2L A V S R V C C A B I N S E R VN O N O

E D I T T E X T >[ ][ ][ ][ ]

* P R I N T S E N D *

< R E T U R N 1 5 : 1 4

1 2

3

SP.5.18 August 31, 2007




RNAV (RNP) Approach Verification (ACARS Reporting)Delta maintains an agreement with the FAA which requires on-going datacollection on the success of RNAV (RNP) operations. The primary means ofapproach verification is through an ACARS downlink to the address of“ATLWDDL” (ACARS ENROUTE DOWNLINKS OTHER). Enterthe airport, approach flown and “SAT” or “UNSAT”. Please include the specificreason for any approach considered “UNSAT”. Crews may also verify approaches flown and provide more detailed feedback viathe “RNAV SID, STAR, and RNP Feedback” link located in the Pilot Feedbackand Reporting section of the Flight Ops web page.

Service Failure During Flight

If a service failure was reported during the flight or the service failure wasaccepted prior to pushback, refer to “Other” in this section for informationon how to submit the report.

Arrival DelaysFor any arrival delays, refer to “Other” in this section for information onhow to submit the report.

SP.5.19June 9, 2008




PostflightFLT SUMMARY (Page 1/2)

Access the POSTFLIGHT page from the DATA LINK INDEX page.

POSTFLIGHT (3L) ........................................................................ Select

FLT SUMMARY (1L) ................................................................... Select

The following page will be displayed. Fill in each field as described below.

1 EMP NO - TAKEOFFEmployee number of crew member that performed the takeoff.• Selection causes EMPLOYEE NUMBER page to be displayed. Employee

number received in the Init Data uplink, when available, may be chosen or manual data entry may be made.

2 EMP NO - LANDINGEmployee number of crew member that performed the landing.• Selection causes EMPLOYEE NUMBER page to be displayed. Employee

number received in the Init Data uplink, when available, may be chosen or manual data entry may be made.


A C A R S - F L T S U M M A R Y 1 / 2E M P N O - - T A K E O F F - - T / O P W R< N O D A T A T O

E M P N O - - L A N D I N G - - - - - - F O B< N O D A T A 0 3 2 . 6

H O U R S - - - - - A P U - - - - - C Y C L E S0 6 0 9 8 . 2 0 0 9 2 1 2

< R E T U R N 1 5 : 1 4

2

1

5

4

6

5

3

SP.5.20 August 31, 2007





3 HOURS - APUDefault is actual APU hours.

4 T/O PWREnter takeoff power from the following range:• TO - Normal takeoff is default. Select AT for Assumed Temperature

takeoffs.• PWR DERATE - This prompt appears below the T/O PWR prompt when

Assumed Temperature takeoff is selected. Input Assumed Temperature.

5 FOB (Fuel On Board)Default is actual fuel on board.

6 CYCLES - APUDefault is actual APU cycles.Enter a two digit number in APU Cycle field of Flight Summary Report.

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 APUprior 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 1- APU 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.

The first digit denotes APU utilization at the ORIGIN0 APU started 15 min or less before pushback1 APU started more than 15 min before pushback9 APU already running when flt crew arrivedThe second digit denotes APU utilization at the DESTINATION0 APU not started at destination1 APU started at destination

SP.5.21August 31, 2007




APU Cycle Field ExamplesExample 1: 9 1 = APU was running when the crew arrived at the aircraft beforedeparture, 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 APUwas 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 pushbackfor next flight.

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 PAGE button.................................................................. Select

The following pages will be displayed. Fill in each field as described below.

If an autoland was not accomplished:


A C A R S - F L T S U M M A R Y 2 / 2A U T O L A N D I R U E R R O RN O

L E F T[ . ]

R I G H T[ . ]

* P R I N T

< R E T U R N 1 5 : 1 6

1

6

5

SP.5.22 August 31, 2007





If an autoland was accomplished:

1AUTOLAND

• 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:

2 AIRPORTDefault value is landing airport.

3 RUNWAYRunway 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.

A C A R S - F L T S U M M A R Y 2 / 2A U T O L A N D I R U E R R O RY E S

A I R P O R T L E F TM M E X [ . ]R U N W A Y��S A T / U N S A T R I G H TS A T [ . ]

* P R I N T

< R E T U R N 1 5 : 1 5

1

6

52

3

4

SP.5.23August 31, 2007




5 LEFT

No entry required.

6 RIGHT

No entry required.

Note: After completing all entries, allow ACARS to the report automatically. This will allow for proper sequencing in the Times report.

SP.5.24 August 31, 2007




OtherUse this page to submit Pushback Delays, Departure Delays, Arrival Delays, andService 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.

1 AddressEnter ATLWDDL in the address box.

2 First line of Edit Text fieldEnter the primary code for the delay followed by any secondary codes in the firstline only of the text field. Enter a maximum of four codes (separate codes with onespace). If over four codes are needed, send a second report. Codes entered afterline one are not recorded in the database.Reports may be combined; e.g., Pushback Delay, Departure Delay.

Note: The database will automatically capture only the codes entered on line one of the Edit Text field.

A C A R S - O T H E RA D D R E S SA T L X G D L

< C L R T E X T E D I T T E X T >[ ][ ][ ][ ][ ]* P R I N T S E N D *

< R E T U R N 1 5 : 1 6

1

23

SP.5.25August 31, 2007




3 Second line of Edit Text fieldAny 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 DelaysReport any pushback delay that exceeds D-0.If a delay or service failure occurs up to dispatch agent salute:

Code ReasonPBRD Boarding not complete/paperwork not availablePCAB Cabin not ready for pushback/passenger issuePATC ATC wheels up timePPSH Pushback clearance not available/ramp blockedPFUL Fueling not completed/late completionPCAT Catering not completed/late completionPCLN Cabin cleaning not completed/late completionPCRW Flight crew (Pilot or FA) late to aircraft

(less than 30 minutes prior to departure)PEQP Late arriving equipment to gatePCGO Ground crew servicing

(e.g., loading cargo, water servicing, late bags, etc.)PMTC Maintenance issuePLAV Lavatory service not completed/late completionPSEC Security issues

SP.5.26 August 31, 2007




Departure DelaysReport 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:

Service Failure During FlightIf a service failure is reported during the flight or the service failure was acceptedprior to pushback:• A flight attendant will contact the cockpit and provide a list of services

that were not available.


Code ReasonDATC ATC flow control issues/runway changeDWAY Airport/taxiway congestedDRMP Ramp congestedDWDR AWABS update/closeout requiredDICE De/Anti-icing delayDMTC Maintenance issue which delayed takeoff

Code ReasonSICE Ice or beverages serviced to min specsSWTR Aircraft not serviced with potable waterSBEE Aircraft had "B spec" cleaning to expedite on-time

departureSLAV Lavatories poorly cleaned/strong odor presentSBKT Aircraft not stocked with adequate blanketsSGAL Aircraft missing galley equipmentSCAT Flight not fully cateredSPAX Failed to load pax/non-revs with seats available.

SP.5.27August 31, 2007





Arrival Delays

If a delay occurs upon arrival at the gate:

Code ReasonAANA Gate agent not availableAGNA Gate not available

(e.g., departing aircraft still in the gate)AGAT Gate change after landingAJNP Jetway not pre-positionedALNO Parking light not onANGC No ground crew/ground crew not preparedAOBS Obstructions within safety linesARMP Ramp congestion

SP.5.28 August 31, 2007




FRM/CDL Code DownlinksMTC REPORT page

Access the MTC REPORT page from the DATA LINK INDEX page.

DOWNLINKS (4R) ........................................................................Select

MTC REPORT (1L) .......................................................................Select

The following page will be displayed. Fill in each field as described below.

1 Free Text Field

EDIT TEXT (2R)............................................................................SelectEnter the letters “FRC” in the scratchpad followed by the code from the Fault Reporting Manual (FRM) (for example: FRC 22102000). Depress the desired line key to move the text into the free text field. Do not use the FRM/FIM/CDL CODE blocks at the top of the page to enter the code.

Note: Do not use codes contained in the FRM for cabin items. Use the CDL sheet completed by the cabin crew.

Note: The CLR TEXT and SEND prompts are not displayed until text has been entered in the free text field.

ENTER (5R) ...................................................................................Select

SEND (5R) .....................................................................................Select

A C A R S - M T C R E P O R T 1 / 1F R M / F I M / C D L C O D E��/��/��

E D I T T E X T >[ ][ ][ ][ ][ ]< N E X T R E P O R T

< R E T U R N 1 5 : 1 6

1

SP.5.29August 31, 2007




Cockpit Voice Recorder Test

TEST switch ..................................................................................... Push

After a slight delay:Ships 3701-3771

Monitor indicator ..............................................................Green bandA tone may be heard through a headset plugged into the headset jack.

Ships 3101-3110Test light ........................................................................................ ON

A tone may be heard through a headset plugged into the headset jack.

TEST switch .................................................................................Release

SP.5.30 June 9, 2008




HF System Test

CAUTION: Do not operate the HF transmitter while fuelingoperations are in progress.

Ships 3101-3110Mode Selector ....................................................................................HF1

Ships 3701-3771Mode Selector ....................................................................... HF1 or HF2

HF Frequency .................................................................................Select

See Airway Manual, Communications section for HF frequency chart.

HF Sensitivity .................................................................................Select

Rotate HF Sensitivity (HF SENS) control knob clockwise to increase sensitivity.

HF MIC Selector Switch. .................................................................Push

Microphone switch .......................................................................... Press

Push the Control Wheel Push-to-Talk (INT) switch or the Audio Control Panel Push-to-Talk (I/C) switch.

Note: A 1,000 Hz coupler tone can be heard up to 15 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.

Microphone switch ...................................................................... Release

HF Sensitivity .................................................................................Select

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.

SP.5.31June 9, 2008




IntentionallyBlank

SP.5.32 August 31, 2007


Supplementary Procedures Chapter SPElectrical Section 6

FCO

M T

empl

ate

12/1

2/98

SP.6 Supplementary Procedures-ElectricalElectrical Power Up

WARNING: If a red A/C OUT-OF-SERVICE tag is installed on the thrust levers do not activate any system, control, switch, or circuit breaker without obtaining verbal approval of maintenance personnel (preferably the mechanic actually performing the repairs).

WARNING: Do not establish any hydraulic power which will result in flap movement unless the wing/flap area has been cleared of personnel and equipment. Use an outside observer.

Battery switch .....................................................................................ON

Battery............................................................................................ Check

DC METERS selector – BATEnsure minimum voltage 22 volts.

Standby Power switch ....................................................................AUTO

Bus Transfer switch .......................................................................AUTO

Electric Hydraulic Pump switches .................................................... OFF

APU BLEED switch ......................................................................... OFF

Landing Gear Lever ....................................................... DOWN/3 Green

FLAP lever and Flap Position indicator ......................................... CheckThe FLAP lever should be in agreement with the indicator. If the FLAP lever and indicator do not agree, position the FLAP lever to the same position as the indicator.

ALTERNATE FLAPS master switch ........................OFF (Guard down)

ALTERNATE FLAPS position switch ............................................. OFF

Electrical Power .........................................................................Establish


SP.6.1August 31, 2007


Supplementary Procedures -Electrical


If external power is desired:

GROUND POWER AVAILABLE light ......................Illuminated

GROUND POWER switch ...................................................... ONSOURCE OFF light – Extinguished

If APU power is desired:

Accomplish Supplementary Fire Protection section, Fire and Overheat System Test procedure.

Fuel pump (left manifold) ........................................................ ON

APU switch ........................................................ START & on bus

When the APU GEN OFF BUS light illuminates:APU GENERATOR bus switches – ONSOURCE OFF lights – Extinguished

Note: It is recommended that the APU be operated for one minute before using as a bleed air source.

Note: If extended APU operation is required on the ground, place an AC operated fuel pump ON. If fuel is loaded in the center tank, place the left center tank fuel pump switch ON to prevent a fuel imbalance before takeoff.

If external power and APU power are unavailable:

Accomplish Supplementary Engines, APU section, Engine Battery Start procedure.

CAUTION: Center tank fuel pump switches should be positionedON only if the fuel quantity in the center tank exceeds1000 lbs.

CAUTION: Do not operate the center tank fuel pumps with theflight deck unattended.

SP.6.2 August 31, 2007



Electrical Power DownThe following flight deck procedures are accomplished to permit removal ofelectrical power from the airplane.Before accomplishing the following steps, verify IRS, EMERGENCY EXITlights, and PACK switches are OFF.

APU switch and/or GRD PWR switch ............................................. OFF

If APU was operating:Delay approximately 2 minutes after the APU GEN OFF BUS light extinguishes before placing the BATTERY switch OFF.

Fuel pump (left manifold) ................................................................ OFF

Battery switch ................................................................................... OFF

Standby Power TestThe following procedure is normally accomplished prior to the first flight of the day.

Note: Ground service must be disconnected to get correct test indications.

Battery switch .....................................................................................ON

AC–DC meter selectors ........................................................STBY PWR

If APU generator is on–line:

APU GEN No. 1 switch .............................................................. OFF

APU GEN No. 2 switch .............................................................. OFF

If ground power is on–line:

GRD PWR switch ....................................................................... OFF

STANDBY POWER switch ............................................................. OFFSTANDBY PWR OFF light - illuminated.

AC–DC voltmeters ........................................................................... Zero

STANDBY POWER switch ............................................................. BATSTANDBY PWR OFF Light - extinguished.


SP.6.3August 31, 2007




AC–DC voltmeters .........................................................................Check AC voltmeter 115 +/-5 voltsDC voltmeter 24 +/-2 volts

Frequency meter .............................................................................CheckCheck frequency meter for normal indication: 400 +/- 10 CPS.

DC meter selector ..............................................................................BATCheck DC voltmeter for normal indication: 24 +/- 2 volts.Check DC ammeter for discharge indication: a negative value.

DC meter selector ................................................................... AUX BATCheck DC voltmeter for normal indication: 24 +/- 2 volts.Check DC ammeter for discharge indication: a negative value.

STANDBY POWER switch .......................................................... AUTO

GRD PWR switch or APU GEN No. 1 and No. 2 switches .............. ON

Note: It may take up to 3 minutes for CDS displays to recover when power is interrupted for more than 2 seconds on the ground.

SP.6.4 August 31, 2007


Supplementary Procedures Chapter SPEngines, APU Section 7

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SP.7 Supplementary Procedures-Engines, APUBattery Start(With APU bleed or ground air available)

Prior to a battery start, ensure the following procedures have been accomplished:

• Exterior Inspection (except items requiring electrical power)• Flight Deck Inspection (except IRS Alignment)• Electrical Power Up.

On the Captain's command, the First Officer reads and the Captain accomplishes the following items:

Oxygen & interphone ............................................................... CheckShips 3101-3110

CAB/UTIL power switch ..............................................................ONShips 3101-3110

IFE/PASS SEAT power switch ......................................................ONShips 3701-3771

GALLEY power switch .................................................................ON

EMER EXIT LIGHTS switch .............................................. ARMED

Passenger signs .............................................................................. Set

HYD PUMP switches ....................................................................ON

Air conditioning & pressurization ...... _____ Pack(s), bleeds ON, set

Parking brake ................................................................................. Set

Note: The wheels should be chocked in case the brake pressure has bled down.

Accomplish Supplementary Fire Protection section, Fire and Overheat System Test procedure.

Cleared for Start

PACK switches ............................................................................ OFF

ANTICOLLISION light switch .....................................................ON

Ignition select switch ............................................................... IGN-R

SP.7.1June 9, 2008


Supplementary Procedures -Engines, APU


Engine Start

Engine No. 1 start ............................................................AccomplishOnly N1, N2, and oil quantity are displayed until the EECs are powered.

Generator No. 1 switch ................................................................. ON

IRS mode selectors ..................................................................... NAV

FMC/CDU ................................................................Set IRS position

WARNING: If engine No. 1 was started using a ground air source, to minimize the hazard to ground personnel, the external air should be disconnected and engine No. 2 started using the Engine Crossbleed Start procedure.

Engine No. 2 start ............................................................Accomplish

Generator No. 2 switch ................................................................. ON

PUSHBACK/START checklist ............................................Complete

AFTER START checklist ....................................................Complete

BEFORE START checklist ..................................................Complete

The airplane is ready for taxi. Refer to the normal checklists for subsequent checks.

SP.7.2 June 9, 2008




Starting with Ground Air Source(AC electrical power available)

WARNING: Due to ACS safety concerns, when the APU is inoperative, only the left engine may be started at the gate. The right engine start must be delayed until after pushback. Exceptions to this policy are permitted if operational requirements dictate, and a plan is jointly coordinated with ACS personnel.

When cleared to start:

APU BLEED air switch .............................................................. OFF

Engine No. 1 start ............................................................ AccomplishUse normal start procedures.

WARNING: To minimize the hazard to ground personnel, the external air should be disconnected, and engine No.2 started using the Engine Crossbleed Start procedure.

Engine Crossbleed Start

Prior to using this procedure, ensure that the area to the rear is clear.

Engine BLEED air switches ...............................................................ON

APU BLEED air switch .................................................................... OFF

PACK switches ................................................................................. OFF

ISOLATION VALVE switch .........................................................AUTOEnsures bleed air supply for engine start.

Engine thrust lever(operating engine) ................................ Advance thrust lever until bleed

duct pressure indicates 30 PSI

Non–operating engine....................................................................... StartUse normal start procedures with crossbleed air.

After starter cutout, adjust thrust on both engines, as required.

SP.7.3August 31, 2007




Setting N1 Bugs with No Operative FMC

Reference the ODM to determine N1 setting for desired phase of flight.

N1 SET outer knob ....................................................................... BOTHThe last FMC computed value is displayed by reference N1 bugs and readouts. If the FMC has not calculated an input since power up, a default value of 104% is displayed.

N1 SET inner knob ....................................................................... Set N1

Note: If the N1 SET outer knob is returned to the AUTO position, the bugs and readouts will revert to the last FMC computed value or 104% if the FMC has not calculated an input since power up.

APU Start

Note: With at least one generator operating, subsequent start attempts should be made at succeedingly lower altitudes until a satisfactory start is accomplished.

Note: During the APU start cycle, the APU EGT indication may fluctuate from 0° to 1100° C prior to normal EGT rise and the LOW OIL PRESSURE light may cycle on and off several times.These indications have no adverse effect on starting the APU. It is not necessary to monitor EGT during start. Automatic shutdown occurs in the event of EGT exceedance. If the LOW OIL PRESSURE light illuminates after the start cycle is complete, accomplish the APU LOW OIL PRESSURE non-normal checklist.

APU Switch .................................................................................. START

Momentarily position APU switch to START and release to ON.

Check LOW OIL PRESSURE light illuminates, then extinguishes.

Check APU GEN OFF BUS light illuminates.

Note: The start cycle may take as long as 120 seconds.

SP.7.4 August 31, 2007




Note: If extended APU operation is required on the ground, place an AC operated fuel pump ON. If fuel is loaded in the center tank, place the left center tank fuel pump switch ON to prevent a fuel imbalance before takeoff.

CAUTION: Center tank fuel pump switches should be positionedON only if the fuel quantity in the center tank exceeds1000 lbs.

CAUTION: Do not operate the center tank fuel pumps with theflight deck unattended.

Note: Whenever the APU is operating and AC electrical power is on the airplane busses, extended service life of the APU fuel control unit can be realized by operating at least one fuel boost pump to supply fuel under pressure to the APU.

High Altitude Airport Engine Start (Above 8400 Feet)Ships 3101-3110

Engine start ........................................................................... AccomplishAn indication of N1 rotation plus maximum motoring and a minimum of 20% N2 are required prior to introducing fuel to the engine.

Note: Maximum motoring occurs when N2 acceleration is less than 1% in approximately 5 seconds.

SP.7.5June 9, 2008




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SP.7.6 August 31, 2007


Supplementary Procedures Chapter SPFire Protection Section 8

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SP.8 Supplementary Procedures-Fire ProtectionFire and Overheat System Test

Fault/Inop detection ....................................................................... Check

OVERHEAT DETECTOR switches - NORMAL

TEST switch - Hold to FAULT/INOP

Verify MASTER CAUTION, OVHT/DET annunciator, FAULT and APU DET INOP lights are illuminated.

If the FAULT light fails to illuminate, the fault monitoring system is inoperative.

If APU DET INOP light fails to illuminate, do not operate APU.

Fire/Overheat warning ................................................................... Check

TEST switch - Hold to OVHT/FIRE

Verify fire warning bell sounds, master FIRE WARN lights, MASTER CAUTION lights and OVHT/DET annunciator illuminate.

Master FIRE WARNING light - Push

Verify master FIRE WARN lights and fire warning bell cancel.

Verify engine No. 1, APU, and engine No. 2 fire warning switch and engine No. 1 and engine No. 2 OVERHEAT lights are illuminated. If AC busses are powered, verify WHEEL WELL fire warning light is illuminated.

If an engine fire warning switch and an ENG OVERHEAT light do not illuminate, a detection loop is inoperative.

Refer to Supplementary Fire and Overheat Test - Inoperative Loop procedure in this section.

Extinguisher test ............................................................................ Check

EXTINGUISHER TEST switch - Hold to 1Verify the green extinguisher test lights are illuminated. Release switch and verify the lights are extinguished. Repeat test for position 2.

SP.8.1August 31, 2007


Supplementary Procedures -Fire Protection

Fire and Overheat System Test - With an Inoperative Loop

To determine the specific inoperative loop:

OVHT DET switches ....................................................................... A

TEST switch .................................................................. OVHT/FIREIf the FAULT light remains extinguished and both ENG OVERHEAT lights and engine fire warning switches illuminate, loop A is good.If the FAULT light illuminates and one of the ENG OVERHEAT lights and corresponding engine fire warning switch remain extinguished, there is a fault in loop A of the detection system of that engine.

OVHT DET switches ....................................................................... B

TEST switch .................................................................. OVHT/FIREIf the FAULT light remains extinguished and both ENG OVERHEAT lights and engine fire warning switches illuminate, loop B is good.If the FAULT light illuminates and one of the ENG OVERHEAT lights and corresponding engine fire warning switch remain extinguished, there is a fault in loop B of the detection system of that engine.

OVHT DET switches ....................................................... As requiredSelect the good loop for each engine (NORMAL if both loops tested good).

TEST switch .................................................................. OVHT/FIREIf the test is successful leave the fire panel in this configuration for flight.

Cargo Fire Protection System Test

DETECTOR SELECT switches .................................................. NORM

TEST switch ..................................................................................... Push

Verify fire warning bell sounds and master FIRE WARN lights illuminate.

Master FIRE WARN light ................................................................ Push

Verify master FIRE WARN lights and fire warning bell cancel.

Verify cargo fire (FWD, AFT) warning lights are illuminated.

SP.8.2 August 31, 2007



Verify DETECTOR FAULT light remains extinguished.

Note: If a cargo fire warning light does not illuminate and the DETECTOR FAULT light illuminates, a detection loop is inoperative.

Verify the green EXTINGUISHER test lights are illuminated.

Verify the cargo fire bottle DISCHARGE light is illuminated.

SP.8.3August 31, 2007



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SP.8.4 August 31, 2007


Supplementary Procedures Chapter SPFlight Controls Section 9

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SP.9 Supplementary Procedures-Flight ControlsFlight Controls CheckThis is a check of normal flight control functions and is not a complete check ofthe flight control system. Two people are required; both on interphone.

FLIGHT DECK ACTION GROUND RESPONSE

Electrical power (APU or external)– On bus

System A and B electric hydraulicpump switches – OFF

Control wheel – Left “LEFT AILERON UP, TABDOWN; RIGHT AILERONDOWN, TAB UP”

Control wheel – Right “LEFT AILERON DOWN, TABUP; RIGHT AILERON UP, TABDOWN”

Control wheel – Neutral

Control column – Forward “ELEVATOR DOWN, TABS UP”

Control column – Aft “ELEVATOR UP, TABS DOWN”

Control column – Neutral

Request hydraulic clearance “CLEAR FOR HYDRAULICPRESSURE, WING ANDCONTROL AREAS CLEAR”

System A and B electric hydraulicpump switches – ONVerify System A & B pressureindicators and brake pressureindicator read 2800 psi minimum

Parking brake – Set

Rudder trim – Turn leftVerify left rudder pedals moveforward

SP.9.1August 31, 2007


Supplementary Procedures -Flight Controls

Rudder trim – Turn rightVerify right rudder pedals moveforward

Rudder trim – Zero, pedalscentered

Aileron trim – Turn leftVerify control wheel turns to left

Aileron trim – Turn rightVerify control wheel turns to right

Aileron trim – Zero, control wheelscentered

Flap lever – UP

Verify flap position indicator reads zero

Nose gear steering wheel – HoldControl wheel – LeftControl column – ForwardRudder pedal – Left

“LEFT AILERON UP, TABDOWN; LEFT FLIGHTSPOILERS UP; RIGHTAILERON DOWN, TAB UP;RUDDER LEFT; ELEVATORSDOWN, TABS UP”

Nose gear steering wheel – HoldControl wheel – RightControl column – AftRudder pedal – Right

“LEFT AILERON DOWN, TABUP; RIGHT FLIGHT SPOILERSUP; RIGHT AILERON UP, TABDOWN; RUDDER RIGHT;ELEVATORS UP, TABS DOWN”

Flight controls – Neutral

Alternate flaps master switch –ARM

Flap lever – Position 1Verify no flap movement


SP.9.2 August 31, 2007




Alternate flaps position switch –hold DOWN until flap positionindicator indicates 1

“FLAPS MOVING DOWN”

Flap position indicator – flaps 1Verify aft overhead leading edgedevices annunciator panel indicatesall green (FULL EXTEND) withno amber lights illuminated.Verify LE FLAPS TRANSIT lightremains illuminated

“ALL LEADING EDGEDEVICES FULLY EXTENDED”

Alternate flaps master switch –OFFVerify Aft overhead leading edgedevices annunciator panel indicatesall leading edge flaps full extendedand all leading edge slats in extendpositionVerify LE FLAPS EXT lightilluminated

“LEADING EDGE FLAPSFULLY EXTENDED, ALLLEADING EDGE SLATSRETRACTED TO EXTENDPOSITION”

Speed brake lever – UP “ALL SPOILERS UP”

Speed brake lever – DOWN “ALL SPOILERS DOWN”

Stabilizer trim switches – NOSEDOWN

“STABILIZER LEADING EDGEMOVING UP”

Stabilizer trim switches – NOSEUP

“STABILIZER LEADING EDGEMOVING DOWN”

With stabilizer still moving:Stabilizer trim cutout switches –CUTOUTVerify trim motor stops

SP.9.3August 31, 2007



Stabilizer trim cutout switches –NORMALVerify Trim motor resumesControl column – ForwardVerify Trim motor stopsColumn actuated stab trim override– OVERRIDEVerify Trim motor resumes

Stabilizer trim switches – Trim intogreen band

Column actuated stab trim override– NORMALSwitch guard – Close

Request clearance to flaps 30 “FLAPS CLEAR”

Flap lever – Position 30 “FLAPS MOVING DOWN”

Control column – Forward “ELEVATOR DOWN, TABSDOWN”

Control column – Aft “ELEVATOR UP, TABS UP”

Control column – Neutral

Flap lever – UP “FLAPS MOVING UP”

Parking Brake – As desiredElectrical power – As desired


SP.9.4 August 31, 2007


Supplementary Procedures Chapter SPFlight Instruments, Displays Section 10

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SP.10 Supplementary Procedures-Flight Instruments, DisplaysAltimeter Difference

Note: If flight in RVSM airspace is planned use the RVSM table in the limitations section.

This procedure is accomplished when there is a noticeable difference between thealtimeters. Accomplish this procedure in stabilized level flight or on the ground.

Altimeter barometric settings ........................................................ CheckCheck all altimeters set to proper barometric setting for phase of flight.

Standby altimeter baro set control ..................................Rotate and resetRotate to a different setting, then reset proper barometric setting.

Altimeters .............................................................................. CrosscheckMaximum differences between the altimeter readings:

Note: Above 10,000 feet and 0.4 Mach, position error causes the tolerance to diverge rapidly and direct crosscheck becomes inconclusive. Between 10,000 feet and 29,000 feet, differences greater than 400 feet should be suspect and verified by ground maintenance checks. Between 29,000 feet and the maximum operating altitude, differences greater than 500 feet should be suspect and verified by ground maintenance checks.

Altitude CDS/CDS CDS/Standby

Sea Level 50 feet 50 feet5,000 feet 50 feet 80 feet

10,000 feet 60 feet 120 feet15,000 feet 70 feet (see note)20,000 feet 80 feet (see note)25,000 feet 100 feet (see note)30,000 feet 120 feet (see note)35,000 feet 140 feet (see note)40,000 feet 160 feet (see note)41,000 feet 170 feet (see note)

SP.10.1August 31, 2007


Supplementary Procedures -Flight Instruments, Displays

If it is not possible to identify which altimeter is indicating the correct altitude:

ATC ................................................................................................Notify

Flight Recorder TestThe following procedure is normally accomplished prior to the first flight of theday.

Flight Recorder ..................................................................................Test

FLIGHT RECORDER OFF light – Illuminated

FLIGHT RECORDER switch – TEST

FLIGHT RECORDER OFF light – Extinguished

FLIGHT RECORDER switch – NORMAL

HUD Control Panel (HCP) TestThe following test procedure verifies all HCP display legends are functioning.Accomplish as desired.

Note: Test capability is only available on the ground.

HCP TEST key............................................Press and hold for 4 secondsAll HCP display lines and annunciators will blank, except the test dot.Subsequently, the following keys should illuminate for 2 seconds then blank:• MODE• STBY• RWY annunciator dot• G/S annunciator dot• CLR annunciator dot• FAULTThe entire cycle repeats until TEST is deselected.

HCP TEST key.................................................................................PressTerminates test.

SP.10.2 August 31, 2007



HUD Combiner PreflightThe following steps are used for combiner preparation and optimum seatpositioning for HUD operations. Accomplish as desired.

HUD combiner .............................................................................. Lower

CAUTION: If combiner is inadvertently displaced forward intothe breakaway position, do not allow the combiner tospring back on its own.

• Select IMC or VMC on the HCP to verify proper HUD combiner alignment. Reposition the combiner if "ALIGN HUD" appears in the display.

HCP TEST key ........................................Press momentarily and releaseSelection enters the HCP TEST MENU.

Note: Anytime the TEST key is pressed, all of the First Officer’s HGS annunciators will illuminate for 2 - 5 seconds, then extinguish.

Note: Test capability is only available on the ground.

• Look into the combiner, move the cursor to "HGS TEST DISPLAY" using the HCP +/- keys and press ENTER.

• Adjust seat position to enable a full view of the HUD symbology.

HCP TEST key ........................................Press momentarily and releaseSelection exits HGS TEST MENU.

SP.10.3August 31, 2007



HUD Guided TakeoffThe HUD is a repeater display that can enhance situational awareness during allflight operations. Additionally, low visibility takeoffs can be accomplished usingthe HUD’s flight guidance capabilities.If HUD flight guidance is to be used for takeoff, accomplish the following duringthe Captain’s cockpit preparation procedure:

HUD Control Panel (HCP) Set-upThe following must be accomplished when using the HUD for HUD guidedtakeoff in actual low visibility (less than 500 RVR to 300 RVR):

HUD System ....................................................................................... Set

Combiner – Lowered, cover removed

Runway Data – Set in control panel

Enter runway lengthThe runway length entered must be between 7,500 and 13,500 feet.

Enter TDZE for the expected runway if the flight must return for landing.

Enter glideslope angle for the expected approach if the flight must return for landing.

The glideslope angle must be set between -2.51° and -3.00° for an AIII approach.

Note: CLR may be selected to blank display during taxi. Push CLR again to restore display. If the HUD will not be used for takeoff, the combiner should be stowed.

Low Visibility TakeoffThe following must be accomplished when using the HUD for HUD guidedtakeoff in actual low visibility (less than 500 RVR to 300 RVR):

Ensure Jeppesen 10-9A plate shows RVR 300 takeoff minimums for the takeoff runway.

Ensure crosswind component is 10 knots or less.

VHF NAV radios ................................................................................. SetSet both to departure runway ILS frequency and identify.

SP.10.4 August 31, 2007



MCP COURSE selectors .....................................................................SetSet both to published runway heading.

HCP mode ......................................................................................... PRI

MCP COURSE selectors .............................................................. UpdatePosition aircraft on center of runway. Align HUD localizer deviation symbol with runway centerline. Set First Officer’s MCP COURSE to match the Captain’s MCP COURSE. This will ensure the amber disagreement warning will not be displayed in the PFDs.

Verify HUD ground roll guidance cue is displayed.

Note: Use the minimum necessary display intensity to enable viewing of both the runway markings and the HUD symbology.

WARNING: Do not initiate a rolling takeoff.

Takeoff:

WARNING: Use 80 knots as an abort speed for HUD failure. After this speed use runway centerline to complete takeoff.

The Captain should utilize HUD symbology throughout takeoff roll and use the centerline lights as a visual backup.

The First Officer should monitor runway centerline on PFD and visually (if able) until reaching VR. If left or right of localizer centerline call "Steer Left or Steer Right."

Note: Captain must meet the Experience Requirements listed in chapter 3 of the Airway Manual to conduct a HUD takeoff in low visibility.

Note: Captain must review Takeoff Minima listed in chapter 3 of the Airway Manual for takeoff below 500 RVR.

Note: Captain must review HUD Takeoff Equipment Requirements chart in the Normal Procedures chapter of this manual.

SP.10.5August 31, 2007



HUD Guided ApproachThe HUD is a repeater display that can enhance situational awareness during allflight operations. Additionally, AIII approaches are accomplished using theHUD’s flight guidance capabilities.

HUD Control Panel (HCP) Set-upThe following must be accomplished for HUD guided AIII approaches. It isrecommended that this set-up be used for all approach modes:

HUD System ....................................................................................... Set

Combiner – Lowered, cover removed

Runway Data – Set in control panel

Enter runway length.The runway length entered must be between 7,500 and 13,500 feet for an AIII guided landing rollout.

For runways with a displaced threshold:Enter the usable length listed as "Landing Beyond - Threshold" on the 10-9A page.

Enter runway TDZE (if available) for the landing runway.

Note: If TDZE is not available, use the closest airport elevation.

Enter glideslope angleThe glideslope angle must be set between -2.51° and -3.00° for an AIII approach.

SP.10.6 August 31, 2007



HCP mode ......................................................................................SelectAIII - The guidance cue is controlled by independently derived pitch and roll command signals from the HGS computer. Consider this mode when accomplishing hand-flown or autopilot/flight director approaches in low visibility.

Note: The AIII mode can be activated manually or by arming for automatic engagement.

Note: If the HUD is capable of providing AIII guidance, "AIII" is displayed on the right side of the "STBY" line.

Note: Approach On Course (AOC) conditions must be satisfied at the time AIII mode is selected.

Note: The AIII mode can only be selected above 500 feet AGL. Below 500 feet AGL, all AIII capability messages are removed and the AIII mode is no longer available.

PRI - Flight Director guidance and navigation raw data are displayed.Consider using one of the "de-cluttered" approach modes (IMC, VMC or AIII) for landing.

IMC - Flight Director guidance is displayed. Primarily used to back-up Autopilot/Flight Director approaches.

Enter published glideslope/descent angle into the HCP.

VMC - No Flight Director or HUD guidance is displayed.Enter published glideslope/descent angle into the HCP.

SP.10.7August 31, 2007



HUD Recorded FaultsIf desired, use the following steps to determine recorded faults associated with anAIII "APCH WARN" message.

Note: This capability is only available on the ground.

HCP TEST key........................................ Press momentarily and releaseSelection enters the HCP TEST MENU

RECORDED FAULTS ................................................................... Select

Look into the combiner, move the cursor to "RECORDED FAULTS" using the HCP +/- keys and press ENTER.

Fault(s) for the leg just flown will appear (leg number 1).

Note: To view faults recorded for legs previous to that just flown (leg number 1), type in the sequential leg number (e.g., 2, 3, 4, 5, etc.).

HCP TEST key........................................ Press momentarily and releaseSelection exits HGS TEST MENU.

QFE OperationThis procedure is accomplished when ATC altitude assignments are referenced toQFE altimeter settings.

Note: Do not use LNAV or VNAV below transition altitude/level. Altitudes in the navigation data base are not referenced to QFE. Use only raw data for navigation.

Altimeters ............................................................................................ SetSet altimeters to QFE when below transition altitude/level.

Note: If QFE altimeter setting is beyond the range of the altimeters, QNH procedures must be used with QNH set in the altimeters.

Landing altitude indicator ....................................................... Set at zeroShips 3701 through 3739

Terrain inhibit switch ..............................................TERRAIN INHIBIT

SP.10.8 August 31, 2007



Setting Airspeed Bugs with No Operative FMCReference the ODM and/or WDR to determine airspeed settings for desired phaseof flight.

Setting Reference Airspeed Bugs for Takeoff

Speed reference selector (outer) ..........................................................V1Default speed of 80 knots is displayed.

Speed reference selector (inner) ..........................................Set V1 speedV1 bug is displayed when a speed greater than 80 knots is set. The NO VSPD flag is displayed until both V1 and VR are set.

Speed reference selector (outer) ......................................................... VRDefault speed of 80 knots is displayed.

Speed reference selector (inner) .........................................Set VR speedVR bug is displayed when a speed greater than 80 knots is set. The NO VSPD flag is removed after both V1 and VR are set.

MCP speed selector ......................................................................Set V2Airspeed cursor and V2+15 bug move to the correct speeds.

Speed reference selector (outer) ........................................................ WTDefault weight of 70,000 lbs is displayed.

Speed reference selector (inner) ........................ Set takeoff gross weightFlaps up maneuver speed bug is displayed.

Note: If VREF is selected on the ground, INVALID ENTRY is displayed.

To set the spare bug, if desired:

Speed Reference selector (outer) .........................................Spare bugDefault speed of 60 knots is displayed.

Speed reference selector (inner) .....................................................Set Set speed as desired.

SP.10.9August 31, 2007



Speed reference selector (outer) ........................................................ SETDigital readout is removed.

Note: When the flap lever is set to any takeoff flap setting above flaps 1, a bug comes into view for the next smaller flap maneuvering speed, between takeoff flaps and flaps up. For example, if the flap lever is set to 15 for takeoff, a bug for flaps 5 maneuvering speed will appear. For a flaps 1 takeoff, the flaps 1 maneuvering speed will be displayed.

Setting Reference Airspeed Bugs for Approach

Speed reference selector (outer) .........................................................WTDefault weight of 70,000 lbs is displayed.

Speed reference selector (inner) ........................ Set current gross weightFlaps up maneuver speed bug is displayed.

Speed reference selector (outer) .....................................................VREFDefault speed of 80 knots is displayed.

Speed reference selector (inner) .....................................Set VREF speedThe green VREF bug and white VREF +15 bug are shown when a speed greater than 80 knots is set.

Note: If V1 or VR is selected in flight, INVALID ENTRY is displayed.

To set the spare bug, if desired:

Speed reference selector (outer) ......................................... Spare bugDefault speed of 60 knots is displayed.

Speed reference selector (inner) .................................................... Set Set speed as desired.

Speed reference selector (outer) ........................................................ SETDigital readout is removed.

SP.10.10 August 31, 2007



Total Air Temperature (TAT) TestThis procedure is for testing Total Air Temperature probe heat.

Total Air Temperature probe ............................................................. Test

TEMP PROBE light – Illuminated

TAT TEST switch – Push and hold

TEMP PROBE light – Extinguished

TAT TEST switch – Release

SP.10.11August 31, 2007



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SP.10.12 August 31, 2007


Supplementary Procedures Chapter SPFlight Management, Navigation Section 11

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SP.11 Supplementary Procedures-Flight Management, NavigationTransponder Test

Transponder mode selector TEST switch ................... Push momentarily

Check fail light illuminates.

Check all code segments illuminate. Verify no error codes exist.

Weather Radar Test

EFIS mode selector ...............................MAP, MAP CTR, VOR, or APP

Weather Radar Mode ..................................................................... TEST

WXR (EFIS control panel) .................................................................ONVerify test pattern consisting of the following colors appears:• Green• Yellow• Red• Magenta.

If testing of the PWS system is desired:

Weather Radar Mode .................................................. Deselect TEST

WXR (EFIS control panel) ............................................................ON

Weather Radar Mode ................................................................. TEST

Verify the amber WINDSHEAR caution, red WINDSHEAR warning and PWS FAIL annunciations display momentarily and then extinquish.

Note: In the short time the weather radar is on and not in the TEST position, it will radiate.

WXR (EFIS control panel) .......................................................... OFF

SP.11.1August 31, 2007


Supplementary Procedures -Flight Management, Navigation


Weather Radar OperationThe 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 TakeoffConfirm 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 weather radar in a hangar or within 50 feet of any personnel or a fuel spill.

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:

Slowly lower tilt from 15° UP to 5° UP while evaluating weather returns in the area.

TakeoffDuring takeoff, tilt is initially set at 5° UP, with range at shortest appropriate for terminal area conditions.During initial climb (below 10,000 feet AGL) set the tilt between 2° to 7° UP, with 5° tilt being a good compromise. (Maintain the radar display clear of ground returns while allowing weather returns to be displayed).

ClimbAs 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.


10 nm are at least 15,000 feet AGL15 nm are at least 22,500 feet AGL20 nm are at least 30,000 feet AGL

SP.11.2 August 31, 2007





CruiseTo 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 over scanning 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 over scanning. 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.

Recommended Over Water Settings:


Altitude (feet) 40 NM 80 NM 160 NM

40,000 -7° -3° -2°35,000 -6° -2° -1°30,000 -4° -1° 0°25,000 -3° -1° 0°20,000 -2° 0° +1°

SP.11.3August 31, 2007





DescentOn 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 2° to 5° UP, range at shortest appropriate distance.

Note: If ground returns flood display, raise tilt until ground returns are removed, and weather can be displayed.

ApproachApproach 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:

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.

10 nm 10,000 ft.15 nm 15,000 ft.20 nm 20,000 ft

SP.11.4 August 31, 2007




IRS

Full AlignmentPrior to commencing procedure the airplane must be parked and not moved until procedure is complete and ALIGN lights extinguish.If the present position cannot be entered through the FMC MCDU, it may be entered through the ISDU keyboard (See ISDU Entries procedure below).

IRS mode selectors ...........................................................................NAV

Observe that ON DC lights illuminate momentarily, then the ALIGN lights illuminate steadily.

Note: Alignment time varies from 5 to 17 minutes depending on airplane latitude.

MCDU .................................................................................................Set

POS INIT page – Select

Using the most accurate information available, enter present position on the SET IRS POSITION line. Confirm that the box prompts are replaced by the entered present position.

Set initial position using the following priorities:• First choice – GPS• Second choice – Gate position• Third choice – Airport Reference Point (ARP)

Verify GMT is correct.

SP.11.5August 31, 2007




Align Light(s) FlashingDo 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 the most accurate latitude and longitude available. If the present position is being entered via the CDU and 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.


Enter present position.

Note: Approximately five to seventeen minutes are required for alignment.

If ALIGN light flashes:


Re-enter same present position over displayed position.

If ALIGN light continues to flash:

Maintenance action is required.

SP.11.6 August 31, 2007




Fast RealignmentPrior to commencing procedure the airplane must be parked and not moved until procedure is complete and ALIGN lights extinguish.

Note: Fast re-alignment may be accomplished at intermediate stops if groundspeed indication is not more than 20 on either ND.

IRS mode selectors ...................................................................... ALIGN

Rotate IRS mode selectors to ALIGN from NAV, and observe ALIGN lights illuminated.

MCDU .................................................................................................Set

POS INIT page – Select

Using the most accurate information available, enter present position on the SET IRS POSITION line. Confirm that the box prompts are replaced by the entered present position.

Set initial position using the following priorities:• First choice – GPS• Second choice – Gate position• Third choice – Airport Reference Point (ARP)

Verify GMT is correct.

IRS mode selector .............................................................................NAVObserve ALIGN light extinguished within 30 seconds.

Note: If time permits it is preferable to perform a full alignment of the IRS. A more precise alignment will result.

Note: If the mode selector is accidentally switched to OFF or ATT, position mode selector to OFF, wait for ALIGN light(s) to extinguish, then perform full alignment procedure.

SP.11.7August 31, 2007




Inadvertent Selection of Attitude Mode (while on the ground)Inadvertent selection of the attitude mode may be due to physically overpowering the switch during turn–on or may be the result of a faulty switch which prevents the flight crew from accurately determining which mode is selected.

If ATT position is selected inadvertently when switching to NAV

IRS mode selectors ......................................................................OFFObserve ALIGN lights extinquish.After ALIGN lights extinquish, initiate a full alignment.

ISDU EntriesHeading Entry

Note: Due to IRS drift rate when in ATT mode, periodic heading updates are required.

IRS display selector .........................................................................HDGPush H key to initiate a heading entry.Key–in present magnetic heading. Push ENT key (cue lights extinguish). Observe proper heading shown on the navigation displays.

Present Position Entry

IRS mode selector ............................................................................ NAVALIGN lights must be illuminated (steady or flashing).

IRS display selector ........................................................................PPOS

Latitude ............................................................................................EnterKey–in latitude into data display, beginning with N or S, then push ENT Key (cue lights extinguish).

Longitude .........................................................................................EnterKey–in longitude into data display, beginning with E or W, then push ENT key (cue lights extinguish). Observe proper latitude and longitude are displayed and ALIGN light is not flashing.

SP.11.8 August 31, 2007




Lateral Navigation (LNAV)

Proceeding Direct to a Waypoint (overwrite)

RTE LEGS page .............................................................................Select

On page 1/XX, line 1L, enter desired waypoint over the presently active waypoint.

Correct any ROUTE DISCONTINUITY if entered waypoint was not in original flight plan.

Intercepting a Leg (Course) to a Waypoint


On page 1/XX, line 1L, enter desired waypoint over presently active waypoint.

Observe INTC CRS prompt displayed in line 6R.

Enter the desired intercept course in the INTC CRS line. Observe the desired course is displayed on line 6R but, with magnetic variation differences in line 1.

Correct any ROUTE DISCONTINUITY if the entered waypoint was not in original flight plan.

EXEC key .........................................................................................PushObserve MOD RTE LEGS page changes to ACT.

LNAV may disengage after execution of an intercept leg to a waypoint. If LNAV disengages, turn to a heading to satisfy LNAV capture criteria, as described in Chapter 11, and then engage LNAV.

Route Modification

RTE LEGS or RTE page .................................................................Select

Line select existing waypoints in the desired sequence.

Key–in any new waypoints in the scratch pad and line select into the flight plan. Correct any ROUTE DISCONTINUITIES.

EXEC key .........................................................................................PushObserve MOD RTE or MOD RTE LEGS page changes to ACT.

SP.11.9August 31, 2007




Route Removal

RTE page ........................................................................................ Select

ORIGIN ............................................................................................Enter

If EXEC key illuminates

EXEC key ................................................................................... Push

Linking a Route Discontinuity

Correct the ROUTE DISCONTINUITY by entering or deleting waypoints in a sequence that provides a continuous flight–plan path.

EXEC key ........................................................................................ PushObserve MOD RTE or MOD RTE LEGS page changes to ACT.

Determining ETA and Distance to Cross Radial (Bearing) or Distance from a Fix

FIX INFO page .............................................................................. Select

Enter the identifier of the reference waypoint (normally an off–route waypoint) onto the FIX line. Enter the desired radial or distance from the FIX on a RAD/DIS line, or line select the ABM prompt if the desired radial from the FIX is perpendicular to the present route/course.

Time and distance to go .................................................................Check

Check ETA and DTG, as desired.

Note: If ETA and DTG are not displayed, the fix radial and/or distance do not intersect the route.

SP.11.10 August 31, 2007




Changing Destination

RTE page ........................................................................................Select

Enter the new destination over the original DEST. Enter desired routing to the new destination using the RTE, RTE LEGS, and ARRIVALS pages, as appropriate. Correct any ROUTE DISCONTINUITY.

EXEC key .........................................................................................PushObserve the MOD RTE or MOD RTE LEGS page changes to ACT.

Note: If destination is changed during climb, performance predictions may be blanked if the new flight plan is incompatible with the entered cruise altitude. Correct by entering a lower CRZ ALT on the CLB page.

Entering Holding Fix Into Route

HOLD key ........................................................................................Push

(If RTE HOLD page is displayed, observe NEXT HOLD prompt. Line select 6L until (RTE LEGS) HOLD AT page is displayed.)

Observe HOLD AT box prompts and PPOS prompt (if in flight) are displayed. Enter the holding fix in line 6L, or line select PPOS.

If the holding fix is a waypoint in the active route, or PPOS was selected, observe MOD RTE HOLD page displayed. If the holding fix is a waypoint not in the active route, observe message HOLD AT XXXXX displayed in the scratch pad. Enter the holding fix into the route by line selecting in the desired waypoint sequence. Observe the MOD RTE HOLD page displayed. If displayed holding details are incorrect or inadequate, enter correct information on appropriate line(s).

EXEC key .........................................................................................PushObserve MOD RTE HOLD page changes to RTE HOLD (ACT RTE HOLD if holding at PPOS).

SP.11.11August 31, 2007




Exiting Holding Pattern

HOLD key ........................................................................................ PushObserve EXIT HOLD prompt displayed.

EXIT HOLD line select key ............................................................. PushObserve EXIT HOLD prompt changes to EXIT ARMED.

EXEC key ........................................................................................ PushObserve EXIT ARMED is highlighted in reverse video and LNAV flight returns to the holding fix and resumes the active route.

Note: The holding pattern may be exited by performing a DIRECT TO modification if desired. In this case, the flight path may not return to the holding fix before proceeding to the selected waypoint.

Ships 3704 - 3771Note: A late sequencing of the hold exit waypoint may occur if

multiple route modifications are performed just prior to exiting the hold. LNAV guidance may be temporarily interrupted while sequencing the hold exit waypoint.

Intercepting a Leg (Radial) from a Waypoint

RTE or RTE LEGS page ................................................................ Select

On page 1/XX, line 1L, enter the originating waypoint (anchor point) or the outbound radial. Observe the ROUTE DISCONTINUITY displayed in line 2L.

Line select waypoint at 1L to the scratch pad and add the outbound radial to intercept, a slash, and then a distance sufficiently placed in front of the aircraft (i.e., ATL090/200).

Line select this to the ROUTE DISCONTINUITY at 2L.

Line select the created wayoint at 2L to 1L.Observe INTC CRS prompt displayed in line 6R.

Line select the displayed course at 6R.Observe large font after selection and verify the white dashed line on the ND is correct.

EXEC key ........................................................................................ PushObserve the MOD RTE LEGS page change to ACT.

SP.11.12 August 31, 2007




Airway Intercept


On page 1/XX, line 1L, enter the originating waypoint (anchor point) of the airway.

Observe ROUTE DISCONTINUITY displayed in line 2L.

RTE page ........................................................................................Select

Following the origination waypoint (anchor point), enter the new clearance on the route page.


On the ND, determine the next active waypoint.

Line select the next waypoint on the new route (airway); 1L on page 1/XX.

Observe INTC CRS prompt displayed in line 6R.

Note: The course should be similar to the charted course, but may not be exact.

Line select the displayed course at 6R.Observe large font after selection and verify the white dashed line on the ND is correct.

EXEC key .........................................................................................PushObserve the MOD RTE LEGS page change to ACT.

Sequence remaining waypoints.Refer to Supplementary Procedures chapter, Flight Management, Navigation section, Route Modification procedure.

SP.11.13August 31, 2007




Along Track Displacement

RTE LEGS page ............................................................................. Select

Line select the reference waypoint to the scratch pad. Add a “/” and the + or – distance desired. (EX: SEA/15 for a point 15 miles downtrack from SEA)

Line select the reference waypoint. (The FMC will automatically position the created waypoint to appropriate position.)

EXEC key ........................................................................................ PushObserve the MOD RTE LEGS page change to ACT.

Entering Created Waypoints on the Route or Route Legs Pages

Note: Created waypoints are stored in the temporary navigation data base for one flight only.

RTE or RTE LEGS page ................................................................ Select

Using any of the following methods, key into the scratch pad the parameters which define the new created waypoint (place identifiers must already be stored in one of the FMC data bases):• Place bearing/distance (for example, SEA250/40);• Place bearing/place bearing (for example, SEA180/ELN270);• Along–track displacement (for example, SEA/-10);• Latitude and longitude (for example, N4731.8W12218.3).

Enter into the route by line selecting to the appropriate waypoint sequence.

Repeat the above steps to define additional created waypoints as desired. Correct any ROUTE DISCONTINUITY.

EXEC key ........................................................................................ PushObserve the MOD RTE or MOD RTE LEGS page changes to ACT (for an inactive route, activate and execute on the RTE or RTE LEGS page).

SP.11.14 August 31, 2007




Entering Created Waypoints on the Nav Data Pages

Note: Created waypoints entered on the SUPP NAV DATA pages (permitted on the ground only) are stored in the supplemental navigation data base for an indefinite time period; those entered on REF NAV DATA pages are stored in the temporary navigation data base for one flight only.

INIT/REF key. .................................................................................PushObserve INDEX prompt displayed.

INIT/REF INDEX page. ................................................................SelectObserve the NAV DATA prompt displayed. To access the SUPP NAV DATA page, enter SUPP into the scratch pad.

NAV DATA page. ..........................................................................Select(If the SUPP NAV DATA page is selected, observe the EFF FRM date line displayed. If an effective date had not been previously entered, box prompts are displayed. The effective date must be entered before proceeding. If required, enter the current or appropriate date on EFF FRM line and execute.)

Data. ................................................................................................ EnterEnter a crew-assigned identifier on either the WPT IDENT, NAVAID IDENT, or AIRPORT IDENT line, as appropriate. Use the navaid category only for stations with DME.For a WPT IDENT entry, define the waypoint with entries for either latitude and longitude, or with entries for REF IDENT and RADIAL/DIST (REF IDENT identifier must already be stored in one of the FMC data bases).For a NAVAID IDENT or AIRPORT IDENT entry, enter appropriate data.EXEC key illuminates when data has been entered into all box prompts.

EXEC key. .......................................................................................PushRepeat above steps to define additional created waypoints as desired. To enter a new identifier in the same category, simply overwrite the previous identifier.Note: To enter a created waypoint into the flight plan, key the

identifier into the scratch pad and follow the route modification procedure.

SP.11.15August 31, 2007




Deleting Created Waypoints on the Nav Data Pages

INIT/REF key .................................................................................. Push

Observe the INDEX prompt displayed.

INIT/REF INDEX page ................................................................. Select

Observe the NAV DATA prompt displayed. To access the SUPP NAV DATA page, key SUPP into the scratch pad.

NAV DATA page ............................................................................ Select

Enter the identifier on either the WPT IDENT, NAVAID IDENT, or AIRPORT IDENT line, as appropriate.

Data ................................................................................................Delete

Push the DEL key and then line select the identifier. Observe the EXEC key illuminates.

EXEC key ........................................................................................ PushData previously entered is deleted. Observe NAV DATA page displayed with prompts.

SP.11.16 August 31, 2007




Entering a Crossing Radial (Bearing) or Distance from a Fix as a Route Waypoint

FIX INFO page ...............................................................................Select

Enter identifier of the reference waypoint (normally an off–route waypoint) onto the FIX line. Enter the desired radial or distance from the FIX on a RAD/DIS line, or line select the ABM prompt if the desired radial or distance from the FIX is perpendicular to the present route/course.

Line select the desired intersection (lines 2L–5L) into the scratch pad and observe the new created waypoint displayed as FIX/Radial/Distance.


Line select the new created waypoint, displayed in the scratch pad, to the desired waypoint sequence.

Repeat the above steps to define additional created waypoints as desired. Correct any ROUTE DISCONTINUITIES.

EXEC key .........................................................................................Push

Observe the MOD RTE LEGS page changes to ACT.

Note: These created waypoints are stored in the temporary navigation data base for one flight only.

SP.11.17August 31, 2007




Entering a Lateral Offset

RTE page ........................................................................................ SelectObserve the OFFSET prompt displayed.

LATERAL OFFSET page .............................................................. SelectObserve dash prompts for OFFSET DIST.

OFFSET DIST .................................................................................Enter

Enter desired offset distance using format Lxx or Rxx for left or right offset up to 99 nm. Observe dash prompts for START WAYPOINT and END WAYPOINT.

START/END WAYPOINT ...............................................................EnterIf no start/end waypoint is entered, offset will begin/end at first/last valid offset leg.

Change SID or RunwayThis 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

RTE LEGS page ............................................................................. Select

WAYPOINT SEQUENCE and ALTITUDES ................................CheckModify as necessary to agree with clearance.

EXEC key ........................................................................................ Push

SP.11.18 August 31, 2007




Change STAR, PROF DES, or APPThe associated airport must be entered as route origin or destination.

ARRIVAL page ..............................................................................Select

STAR or PROFILE DESCENT (if required) .................................Select

TRANSITION (if required) ............................................................Select

APPROACH ...................................................................................Select

APPROACH TRANSITION (if required) .....................................Select


WAYPOINT SEQUENCE .......................................................... CHECKModify as necessary to agree with clearance.

EXEC key .........................................................................................Push

Delete Procedure Turn

DEP/ARR page ...............................................................................Select

Approach ........................................................................................SelectReselecting same approach or selecting a new approach will remove procedure turn and select a straight in approach on the LEGS page.

EXEC key .........................................................................................Push

or

RTE LEGS page ........................................................................Select Select last waypoint of procedure turn to scratchpad and overwrite PROC TURN line. Check waypoint sequencing to comply with clearance.

EXEC key ....................................................................................Push

SP.11.19August 31, 2007




Other Operations

FMC Navigation CheckShips 3101-3110If the GPS-L INVALID, GPS-R INVALID, IRS NAV ONLY, VERIFY POSITION, or UNABLE REQUIRED NAV PERF – RNP message is displayed in the scratch pad, or course deviation is suspected, accomplish the following as necessary to ensure navigation accuracy:Ships 3701-3771If the IRS NAV ONLY, VERIFY POSITION, or UNABLE REQUIRED NAV PERF – RNP message is displayed in the scratch pad, or course deviation is suspected, accomplish the following as necessary to ensure navigation accuracy:

Actual position ................... Determine and compare with FMC positionDetermine actual airplane position using raw data from VHF navigation or ADF radios.

If radio navaids are unavailable:

FMC position .................................... Compare with the IRS positionUse the POS SHIFT page of the FMC CDU. If the two IRS positions are in agreement and the FMC position is significantly different, the FMC position is probably unreliable. The POS SHIFT page may be used to shift FMC position to one of the IRS positions. This is accomplished by line selecting the IRS or radio position and then pressing the EXEC Key.

Actual position ....... Confirm with ATC radar or visual reference points.

Navigate using most accurate information available (continue to monitor FMC position using VOR/ADF raw data displays on non–flying pilot's navigation display).

CAUTION: Navigating in LNAV mode with an unreliable FMCposition may result in significant navigation errors.

Navigate by conventional VOR/ADF procedures, radar vectors from ATC, dead reckoning from last known position, and/or use of visual references.

SP.11.20 June 9, 2008




Inhibiting VOR/DME Use for Position UpdatingThis procedure inhibits the use of VOR/DME information for FMC position updating.

PROG page .....................................................................................SelectObserve NAV STATUS prompt displayed.

NAV STATUS page ........................................................................Select

NAV OPTIONS page ....................................Select (NEXT/PREV page)

To inhibit specific VOR or DME inputs:Observe dash prompts for VOR/DME INHIBIT. Enter desired VOR/DME identifier (a previous entry may be overwritten but will no longer be inhibited). Use DEL key to remove a specific VOR/DME from inhibit status.

To inhibit all VOR updating:

VOR UPDATE ON/OFF (4L) ................................................ OFF

To inhibit all DME updating:

DME UPDATE ON/OFF (3L) ............................................... OFF

Reselect VOR/DME UPDATE ON/OFF prompt to return to update status.

Inhibiting GPS Updating

Note: GPS position updates are allowed for all United States National Airspace approach operations. Outside this region, GPS position updates are allowed during approaches only if the FMC database and approach charts are referenced to the WGS-84 reference datum. GPS updates should be inhibited for all other approach operations.

PROG page .....................................................................................SelectObserve NAV STATUS prompt displayed.

NAV STATUS page ........................................................................Select

NAV OPTIONS page ....................................Select (NEXT/PREV page)

GPS UPDATE .................................................................................. OFF

SP.11.21June 9, 2008




Vertical Navigation (VNAV)

Temporary Level Off during Climb or Descent (Not at FMC Cruise Altitude)

MCP altitude selector .................................................Set desired altitudeMCP N1 light will extinquish if leveling from a climb.N1 Limit changes to CRZ if leveling from a climb.

To continue climb/descent:MCP altitude selector ............................................Set desired altitudeALT INTV switch ....................................................................... Push

Observe climb or descent initiated. Mode annunciations appear as initial climb or descent.

Intervention of FMC Altitude Constraints during VNAV Climb MCP altitude selector ..................................................... Set new altitude

New altitude must be higher than the FMC altitude constraint(s) to be deleted.

ALT INTV switch ............................................................................ PushEach push of the ALT INTV switch will delete an FMC altitude constraint.

Intervention of FMC Cruise Altitude during VNAV CruiseMCP altitude selector .................................................Set desired altitudeALT INTV switch ............................................................................ Push

If a higher altitude is selected, a CRZ climb will be initiated.If a lower altitude is selected, a VNAV descent will be initiated.

Intervention of FMC Altitude Constraints during VNAV Descent

MCP altitude selector .................................................Set desired altitudeNew altitude must be lower than the FMC altitude constant (s) to be deleted.

ALT INTV switch ............................................................................ PushEach push of the ALT INTV switch will delete an FMC altitude constraint.If all FMC altitude constraints are deleted, the descent mode will revert to a VNAV speed descent.

SP.11.22 August 31, 2007




Intervention of FMC Airspeed Constraints during VNAV

SPD INTV switch .............................................................................PushMCP IAS/MACH display shows current FMC target speed.

MCP speed selector ......................................................Set desired speedVNAV remains engaged.

To resume former FMC speed:

SPD INTV switch ........................................................................PushMCP IAS/MACH display blanks and FMC commanded VNAV speed is active.

Entering Waypoint Speed and Altitude Restriction (On Climb or Descent Legs Only)


Key–in desired speed and altitude, or speed only (followed by /), or altitude only, into scratch pad.

An altitude followed by A or B signifies a requirement to be “at or above” or “at or below” that altitude at the waypoint (for example, key–in 220A or 240B).

Line select to desired waypoint line.

EXEC key .........................................................................................PushObserve MOD RTE LEGS page changes to ACT.

Note: This changes any prior speed and altitude restriction at this waypoint.

Deleting Waypoint Speed and Altitude Restriction


Push DEL key to enter DELETE in scratch pad. Line select to appropriate waypoint line.

EXEC key .........................................................................................PushObserve MOD RTE LEGS page changes to ACT and restriction is deleted and replaced with an FMC predicted value (small size characters).

SP.11.23August 31, 2007




Changing Speed and/or Altitude Restriction during Climb or Descent

CLB/DES page ............................................................................... Select

Push DEL key to enter DELETE in the scratch pad, or key–in the desired speed and altitude in the scratch pad. Line select to the SPD REST line.

EXEC key ........................................................................................ PushObserve the MOD CLB or the MOD DES page changes to ACT and the restriction is changed or deleted.

Changing Climb/Cruise/Descent Speed Schedule

CLB/CRZ/DES page ...................................................................... Select

Select the prompt for the desired climb/cruise/descent schedule, or key–in the desired speed in the scratch pad and line select to the TGT SPD line.

EXEC key ........................................................................................ PushObserve the MOD CLB, MOD CRZ, or MOD DES page changes to ACT and new speed schedule is specified.

Early Descent

MCP altitude selector .......................................................................... Set

Set next level–off altitude.

DES page ........................................................................................ Select

Line select DES NOW prompt.

EXEC key ........................................................................................ PushObserve MOD DES page changes to ACT. Observe descent is initiated (if VNAV engaged).

Note: For a PATH DES, this will result in a 1000 FPM rate of descent until the planned path is intercepted. For a SPD DES, this will result in an idle thrust normal rate of descent.

SP.11.24 August 31, 2007




Step Climb or Descent from Cruise

MCP altitude selector ..........................................................................Set

Set new level–off altitude.

CRZ page ........................................................................................Select

Enter new altitude on the CRZ ALT line. The display changes to MOD CRZ CLB or MOD CRZ DES.

If the desired climb/descent speed is different from the displayed cruise speed, manually enter the desired TGT SPD, or use access prompts to select desired CLB/DES page.

EXEC key .........................................................................................PushObserve the MOD CRZ CLB/MOD CRZ DES page (or other selected MOD CLB/MOD DES page) changes to ACT. Observe climb/descent is initiated at the TGT SPD (if VNAV engaged).

SP.11.25August 31, 2007




Performance and Progress Functions

Determining ETA and Fuel Remaining for New Destination

RTE page ........................................................................................ Select

Enter the new destination over the original DEST. Enter correct routing to the new destination using RTE, RTE LEGS, and ARRIVALS pages, as appropriate. Correct any ROUTE DISCONTINUITY.

PROGRESS page ........................................................................... SelectObserve new destination with a MOD title. Check ETA and FUEL remaining.

RTE page ........................................................................................ Select

EXEC or ERASE the new destination/routing, as desired. Observe MOD RTE page changes to ACT.

Estimated Wind Entries for Cruise Waypoints

RTE LEGS page ............................................................................. SelectObserve the DATA prompt displayed.

RTE DATA page............................................................................. Select

Enter the estimated true wind direction/speed on the appropriate line(s).

SP.11.26 August 31, 2007




Step Climb Evaluation

CRZ page ........................................................................................Select

Enter the desired step climb altitude on the STEP line. If known, enter the estimated average true wind direction/speed for the desired step climb altitude on the ACTUAL WIND line.

Step climb savings ...................................................................DetermineObserve the fuel SAVINGS/PENALTY and FUEL AT ______ (destination) lines to determine if a higher cruise altitude is advantageous.

If step climb fuel savings are significant, use the appropriate climb procedure to initiate climb to the higher altitude when NOW is displayed on STEP POINT line.

Note: Step climb evaluations do not consider buffet margin limits. If the altitude entered for the step climb evaluation is higher than the maximum altitude for flight with an adequate buffet margin, the message “MAX ALT FLXXX” will be displayed in the scratch pad. Ensure the new cruise altitude entered for the climb is at or below the MAX ALT displayed in the message in order to maintain a safe buffet margin.

Entering Descent Forecasts

DES page ........................................................................................SelectObserve FORECAST prompt displayed.

DES FORECASTS page ................................................................Select

Verify the TRANS LVL and revise if required. Enter average ISA DEV forecast for descent and destination QNH. Enter forecast descent WINDs (for up to three different altitudes).

EXEC key .........................................................................................PushObserve MOD DES FORECASTS page changes to ACT.

Engine OutEngine out climb and cruise pages provide advisory information for engine out operation. Refer to Volume II, Flight Management, Navigation, sections 41 and 42, for a complete description of ENG OUT CLB and ENG OUT CRZ pages.

SP.11.27August 31, 2007




Required Time of Arrival (RTA)

Note: An active FMC flight plan complete with all performance data must exist before the required time of arrival (RTA) mode can be used.

Entering an RTA Waypoint and Time

RTA PROGRESS page .................................................................. Select

On PROGRESS page 2, line 1L, enter the flight plan waypoint where required time of arrival is applicable. Observe the MOD RTA PROGRESS page displayed with the computed ETA, for the entered waypoint, displayed in line 1R.

RTA ..................................................................................................Enter

Enter required time of arrival into line 1R. Time should be entered in hours, minutes, and seconds (Examples: 174530, 1745, 1745.5). Observe MOD RTA PROGRESS page displayed with pertinent data for complying with entered RTA. Observe EXEC key illuminated.

EXEC key ........................................................................................ PushObserve ACT RTA PROGRESS page displayed.

Entering Speed Restrictions for RTA Navigation

PERF LIMITS page ....................................................................... Select

Enter minimum or maximum speed restriction for RTA navigation in lines 2, 3, or 4 depending on phase of flight. Observe RTA parameters change to reflect new limits (RTA PROGRESS page) and EXEC key illuminated.

EXEC key ........................................................................................ PushObserve MOD PERF LIMITS page change to ACT PERF LIMITS page.

Note: Entered restrictions on line 2, 3, and 4 also restrict other navigation modes such as ECON.

SP.11.28 August 31, 2007




Entering New Time Error Tolerances for RTA Navigation

PERF LIMITS page ........................................................................Select

Enter desired time error tolerance (5 to 30 seconds) for the RTA waypoint on line 1L (Example: 25). Observe MOD PERF LIMITS page displayed and EXEC key illuminated.

EXEC key .........................................................................................PushObserve ACT PERF LIMITS page displayed.

SP.11.29August 31, 2007




RNAV Procedures

Entering Required Navigational Performance (RNP)

LEGS Page ..................................................................................... Select

Enter RNP value from the approach plate into the scratch pad.

Line Select Key 6L........................................................................... Push

Resetting RNP to Default Value

LEGS Page ..................................................................................... Select

DELETE Key ................................................................................... Push

Line Select Key 6L........................................................................... Push

SP.11.30 August 31, 2007




Additional CDU Functions

Navigation Display Plan Mode (Center Step Operation)

EFIS Control Panel Mode Selector ............................................... PLAN


EFIS Control Panel Range Selector ......................................As required

MAP CTR STEP key ........................................................................PushEach push moves the CTR label to the next geographically fixed waypoint in the route. Selecting PREV PAGE or NEXT PAGE moves the CTR label to the first geographically fixed waypoint on the new page.

EFIS Control Panel Mode Selector .......................................As requiredEnter Position Shift on Runway

TAKEOFF REF page ......................................................................Select

TO SHIFT distance .......................................................................... EnterEnter distance desired from runway threshold. When TO/GA is pushed, FMC will update position to runway threshold plus entered distance.

If position shift must be removed

RTE page ...................................................................................Select

RWY ........................................................................................... EnterReenter runway on RTE page. Check and reenter other performance data as required.

Nav Accuracy CheckPrior to entry into Class II airspace, a nav accuracy check will be performed. Completion of this check should be annotated on the International Flight Plan.Use the following:• Select LEGS Page in the FMS.• Verify ANP value is less than or equal to RNP.• Place check in flight plan block indicating nav accuracy check

completed.

SP.11.31August 31, 2007




FMC Inoperative

Use conventional navigation. LNAV and VNAV modes are not available.

Set N1 reference and Airspeed bugs using the ODM and/or WDR.Refer to Supplementary Engines, APU section, Setting N1 Bugs with no Operative FMC procedure.Refer to Supplementary Flight Instruments, Displays section, Setting Airspeed Bugs with no Operative FMC procedure.

Accomplish the following procedures, in conjunction with normal procedures, during appropriate phases of flight.

Before Start

IRS alignment ...........................................................................Complete

Use ISDU to enter present position information.See Supplementary IRS - Full Alignment, Fast Realignment and ISDU Entries procedures in this section.

CAUTION: IRS ALIGN lights must be extinguished prior toaircraft movement.

After Paperwork Received

N1 reference bugs ................................................................. As required

Airspeed bugs ........................................................................ As required

Note: VREF is not set for takeoff.

Set V2 in MCP IAS/MACH display window.

Before Takeoff

Autothrottle .........................................................................................Off

Note: Autothrottle may be used after takeoff.

FLIGHT DIRECTOR switches...................................................... On

Press either TO/GA switch when applying takeoff thrust to activate the flight director.

SP.11.32 August 31, 2007




Climb and Cruise

Autothrottle ............................................................................As required

Rotate MCP speed selector knob to desired speed.

If autothrottle is engaged during climb:

MCP SPD or N1 appears on the FMAs.

If autothrottle is engaged during cruise:

MCP SPD appears on the FMAs.

N1 reference bugs ..................................................................As required

EFIS control panel mode selector ..........................................As required

Set mode selector switch to APP or VOR as required.

Tune navigation radios manually.

Autopilot ................................................................................As required

Descent, Approach and Before Landing

Autothrottle ............................................................................As required

Rotate MCP speed selector knob to desired speed.

CAUTION: If the TO/GA switch is used for go-around, onlyreduced thrust is available. Maximum thrustgo-around must be performed manually.

N1 reference bugs ..................................................................As required

Airspeed bugs ........................................................................As required

EFIS control panel mode selector ..........................................As required

Set mode selector switch to APP or VOR as required.

Autopilot ................................................................................As requiredDual autopilots are available for autoland.

SP.11.33August 31, 2007




FMS Preflight for Origins/Destinations/Waypoints Not Contained in FMS DatabaseCertain offline airports, waypoints, and/or navaids may not be included in the permanent FMS database. If necessary, the Lat./Long. for the offline airport or Lat./Long. for a navaid or waypoint can be loaded into the FMS SUPP NAV DATA pages. Also, display and use raw data as applicable for all Departure Procedures/STARs/ Approaches/Missed Approaches at airports not included in the permanent FMC database. Set EFIS mode selector to APP or VOR as required for each phase of flight.

Supplemental Navigation DatabaseAccess to the SUPP NAV DATA pages is available only on the ground. To access the database, type “SUPP” in the scratchpad from the INIT/REF INDEX page, then select the NAV DATA prompt.

Note: Data entered into the supplemental database is retained indefinitely, whereas data entered into the temporary database (entered on the REF NAV DATA pages) is erased after the completion of each flight.

Refer to Volume 2, Flight Management, Navigation, FMC Cruise, Navigation Summary (NAV SUMMARY) for additional guidance.

To determine if SUPP NAV DATA is present:

IDENT page ................................................................................... Select

SUPP DATA (5R) ..........................................................................CheckIf no date is displayed, no data in supplemental database. If a date is displayed, data is stored in the supplemental database.

To display the SUPP NAV DATA page:

INIT/REF INDEX page ................................................................. Select

“SUPP”....................................................................Type into scratchpad

NAV/DATA prompt (1R) ............................................................... Select

EFF FROM MMMDY/YR (3R) ....................................................CheckIf no date is displayed, no data in supplemental database. If a date is displayed, data is stored in the supplemental database.


SP.11.34 August 31, 2007





EFF FROM MMMDY/YR (3R) ..................................................... EnterEntry of date is required before any entries can be made to SUPP NAV DATA.

EXEC key .........................................................................................PushTo clear supplemental database memory:

DELETE ALL SUPP DATA (6R) ..................................................SelectMust be accomplished prior to entry of origin airport.

EXEC key .........................................................................................PushNote: The supplemental database should be cleared prior to use to

prevent the FMS from accessing incorrectly entered data.

To clear individual supplemental database entries:

WPT IDENT, NAVAID IDENT, AIRPORT IDENT ....................... Enter

DEL key ............................................................................................Push

EXEC key .........................................................................................PushTo display all data in supplemental and temporary databases:

SUMMARY prompt (2R) ...............................................................SelectTEMP NAV SUMMARY pages are followed by SUPP NAV SUMMARY pages.

Entering Created Airports, Navigational Aids, and Waypoints on the NAV DATA PagesThe supplemental navigation database shares memory storage with the temporary navigation database, the two being limited to a total of 40 navaids and 6 airports. Forty (40) waypoints may be stored, with 20 dedicated to the temporary database and the remaining 20 shared.To enter airport data:

Four letter ICAO AIRPORT IDENT (2L) ....................................... EnterThe display changes to airport data.

RUNWAY IDENT (1L) ................................................................... Enter

LATITUDE (3L) .............................................................................. Enter


SP.11.35August 31, 2007





LONGITUDE (3R) ..........................................................................Enter

Airport ELEVATION in feet MSL (4R) ...........................................EnterMAG VAR computes automatically.

EXEC key ........................................................................................ PushTo enter navigation aid data:

NAVAID IDENT (maximum 5 characters) (1R)..............................EnterThe display changes to airport data.

LATITUDE (3L) ..............................................................................Enter

LONGITUDE (3R) ..........................................................................Enter

FREQ (4L) .......................................................................................Enter

CLASS (2R) .....................................................................................Enter

Navaid ELEVATION in feet MSL (4R) ...........................................EnterMAG VAR computes automatically.

EXEC key ........................................................................................ PushTo enter waypoint data:

WPT IDENT (maximum 5 characters) (1L) ....................................EnterThe display changes to airport data.

To define the waypoint by Lat./Long.:

LATITUDE (3L) .........................................................................Enter

LONGITUDE (3R) .....................................................................Enter

To define the waypoint by Radial/Distance:

REF IDENT (6L) ........................................................................EnterREF IDENT must be already stored in a FMC database.

RADIAL/DIST (5R) ...................................................................EnterMAG VAR is computed by FMS.

EXEC key ................................................................................... Push

SP.11.36 August 31, 2007


Supplementary Procedures Chapter SPFuel Section 12

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SP.12 Supplementary Procedures-FuelFuel Balancing

If an engine fuel leak is suspected:

Accomplish the ENGINE FUEL LEAK checklist.

Maintain main tank No. 1 and No. 2 fuel balance within limitations.

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.

If the center tank contains fuel:

Center tank fuel pump switches .................................................. OFF

Crossfeed selector .......................................................................Open

Fuel pump switches (low tank) ................................................... OFF

When quantities are balanced:

Fuel pump switches (main tank) ..............................................ON

Center tank fuel pump switches ...............................................ON

Crossfeed selector ................................................................ Close

If the center tank contains no fuel:

Crossfeed selector .......................................................................Open

Fuel pump switches (low tank) ................................................... OFF

When quantities are balanced:

Fuel pump switches ..................................................................ON

Crossfeed selector ................................................................ Close

SP.12.1August 31, 2007


Supplementary Procedures -Fuel


Refueling

Fuel Load DistributionMain tanks No. 1 and No. 2 should normally be serviced equally until full.Additional fuel is loaded into the center tank until the desired fuel load is reached.

Note: Main tanks No. 1 and No. 2 must be scheduled to be full if the center tank contains more than 1,000 lbs of fuel.

Note: If the main tanks are not full, the zero fuel gross weight of the airplane, plus the weight of the center tank fuel, may exceed the maximum zero fuel gross weight by up to 5,000 pounds for takeoff, climb, and cruise; and up to 3,000 pounds for descent and landing, provided the effects of balance (CG) have been considered.

Fuel PressureApply from a truck or fuel pit. A nozzle pressure of 50 psi provides approximately300 U.S. gallons per minute.

Normal RefuelingWhen a full fuel load is required, the fuel shutoff system closes the fueling valvesautomatically when the tanks are full. When a partial fuel load is required, the fuelquantity indicators are monitored and the fueling valves are closed by manuallypositioning the fueling valve switches to CLOSED when the desired fuel quantityis aboard the airplane.

Refueling with Battery OnlyWhen the APU is inoperative and external power is not available, refueling can beaccomplished as follows:

Battery switch .................................................................................... ON

Note: The refueling system will operate normally. Operation is limited only by battery life.

SP.12.2 August 31, 2007




Refueling with No AC or DC Power Source Available

When it becomes necessary to refuel with the APU inoperative, the aircraft battery depleted, and no external power source available, refueling can still be accomplished:

Fueling hose nozzle ....................Attached to the refueling receptacle

Fueling valves ................................ Open for the tanks to be refueled

Note: Main tanks No. 1 and No. 2, and the center tank refueling valves each have a red override button that must be pressed and held while fuel is being pumped into the tank. Releasing the override button allows the spring in the valve to close the valve.

Caution must be observed not to overfill a tank, since there is no automatic fuel shutoff during manual operation. When the desired amount of fuel has been pumped into the tanks, the refueling valves for the respective tanks can be released.

Ground Transfer of FuelFuel can be transferred from one tank to another tank by using the appropriate fuelpumps, the fueling valve, the defueling valve, and the crossfeed valve. AC powermust be available. Prior to transferring fuel or defueling, conduct a lamp test of the respective fuelpump LOW PRESSURE lights. When transferring fuel or defueling from eitherthe center or main wing tanks, montior the fuel pump LOW PRESSURE lights andturn the fuel pumps OFF at the first indication of fuel pump low pressure. Fuel may be transferred from tank to tank or the aircraft may be defueled withpassengers on board, provided the fuel quantity in the tank from which fuel isbeing taken is maintained at not less than 2000 pounds. Deplane all passengers andnon-essential crew when defueling or transferring fuel from a tank that has lessthan 2000 pounds. Wait until the process has been completed and the respectivefuel pumps turned OFF before reloading non-essential crew and passengers.To transfer fuel from the main tanks to the center tank:

Main tank fuel pump switches ............................................................ON

Crossfeed selector ............................................................................ Open

Manual defueling valve ................................................................... Open

Center tank fueling valve switch ................................................... OPEN

SP.12.3June 9, 2008




Fuel transfer ................................................................................ MonitorThe center tank fuel quantity indicator shows an increase in fuel. The main tank indicators show a decrease in fuel.

Center tank fueling valve switch ...............................................CLOSEDWhen the required amount of fuel has been transferred, the switch is closed at the fueling panel.

Manual defueling valve ................................................................... Close

Crossfeed selector ........................................................................... Close

Main tank fuel pump switches ..........................................................OFF

Main Tanks ...................................................................................... Refill

Refueling panel and defuel panel access doors ............................... Close

Fuel Crossfeed Valve Check

Crossfeed selector ............................................................................OpenVerify crossfeed VALVE OPEN light illuminates bright and then dim.

Crossfeed selector ........................................................................... CloseVerify crossfeed VALVE OPEN light illuminates bright and then extinguishes.

SP.12.4 June 9, 2008


Supplementary Procedures Chapter SPWarning Systems Section 15

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SP.15 Supplementary Procedures-Warning SystemsGPWS/Windshear TestThe following procedure is normally accomplished prior to the first flight of theday and on each crew change.

Ground Proximity Warning SystemTEST switch ............................................................... Push momentarily

Verify proper operation of the following:• BELOW G/S and GPWS INOP lights illuminate• PULL UP and WINDSHEAR alerts illuminate• “GLIDESLOPE,” “PULL UP,” and “WINDSHEAR” aurals sound• TERR FAIL and TERR TEST show on navigation displays• terrain display test pattern shows on navigation displays• terrain caution aurals sound and TERRAIN caution message shows

on navigation displays.

Note: If the test switch is held until aurals begin, all installed GPWS aural warnings are tested.

TCAS System TestThe following procedure is normally accomplished prior to the first flight of theday.

Transponder mode selector TEST switch ................... Push momentarily

TCAS TEST is displayed on the navigation display for 8 seconds then blanks.

One of the following aural annunciations will sound at the completion of the test:

CAUTION: Absence of an aural warning should be investigatedprior to flight.

Aural Alerts Definition

“TCAS SYSTEM TEST FAIL” Test failed. Maintenance required.“TCAS SYSTEM TEST OK” Test complete. System operable.

SP.15.1August 31, 2007


Supplementary Procedures -Warning Systems

IntentionallyBlank

SP.15.2 August 31, 2007


Supplementary Procedures Chapter SPAdverse Weather Section 16


SP.16 Supplementary Procedures-Adverse WeatherIntroductionAirplane operation in adverse weather conditions may require additional considerations due to the effects of extreme temperatures, precipitation, turbulence, and windshear. Procedures in this section supplement normal procedures and should be observed when applicable.

Cold Weather OperationConsiderations associated with cold weather operation are primarily concerned with low temperatures and with ice and snow on the airplane, ramps, taxiways and runways. 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 (clouds, fog with visibility less than one mile, rain, snow, ice crystals, or other freezing precipitation) is present, or

• standing water, ice, or snow is present on the ramps, taxiways, or runways.

PreflightAlthough removal of surface snow, ice or frost is normally an ACS 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.

Exterior Inspection

Surfaces.......................................................................................... CheckCheck for frost, snow or ice. Thin hoarfrost is acceptable on the upper surface of the fuselage provided all vents and ports are clear. Thin hoarfrost is a uniform white deposit of fine crystalline texture, which usually occurs on exposed surfaces on a cold and cloudless night, and which is thin enough to distinguish surface features underneath, such as paint lines, markings or lettering.When cold-soaked fuel frost is present, refer to Supplementary Procedures, Anti-Ice, Rain Section, SP.3.

Control surfaces ............................................................................. CheckVerify control surfaces are free of snow or ice.

SP.16.1August 31, 2007


Supplementary Procedures -Adverse Weather


Control balance cavities .................................................................CheckCheck drainage after snow removal. Puddled water may refreeze in flight.

Pitot probes and static ports ...........................................................CheckCheck all pitot probes and static ports free of ice and snow. Water rundown after snow removal may refreeze immediately forward of static ports and cause an ice buildup which disturbs airflow over the static ports resulting in erroneous static readings even when static ports themselves are clear.

Air conditioning inlets and exits ....................................................CheckVerify that the air inlets and exits, including the outflow valve, are free of snow and ice.If the APU is operating, verify that the outflow valve is fully open.

Engine inlets ...................................................................................CheckVerify that the inlet cowling is free of snow and ice.Verify that the fan blades are free of snow and ice and that the fan is free to rotate.

Fuel tank vents ...............................................................................CheckVerify all traces of ice and frost are removed.

Landing gear doors .........................................................................CheckLanding gear doors should be free of snow or ice.

APU air inlets ................................................................................CheckThe APU inlet door and cooling air inlet must be free of snow or ice prior to APU start.

Outflow valves ...............................................................................CheckCheck that outflow valves are free of impacted snow and unobstructed.

If airframe de/anti-icing is accomplished at the gate:

Refer to the Ground De/Anti-Icing procedure in this section.

Flight Deck Preparation

PROBE HEAT.................................................................................... ONVerify that all probe heat lights are extinguished.

SP.16.2 August 31, 2007




Engine Start Note: If airframe icing conditions exist or taxiways are slippery,

delayed engine start is not recommended. Normal procedures are applicable with some exceptions.

Do the normal Engine Start Procedure with the following modifications:• If the engine has been cold soaked for one or more hours at

ambient temperatures below -40°C, do not start or motor the engine. Maintenance personnel should do appropriate procedures for adverse weather heating of the Hydro-Mechanical Unit.

• If the engine has been cold soaked for three or more hours at ambient temperatures below -40°C, do not start or motor the engine. Maintenance personnel should do appropriate procedures for adverse weather starter servicing.

• If ambient temperature is below -35°C, idle the engine for two minutes before changing thrust lever position.

• Up to three and one–half minutes may be allowed for oil pressure to reach the minimum operating pressure. During this period, the LOW OIL PRESSURE light may remain illuminated, pressure may go above the normal range and the FILTER BYPASS light may illuminate. Operate the engine at idle thrust until oil pressure returns to the normal range.

• Display units may require additional warm-up time before displayed engine indications accurately show changing values. Display units may appear less bright than normal.

Note: If a precautionary shutdown was accomplished due to lack of oil pressure after start, the engine heat generated may provide adequate warming for a subsequent start to be successful (allow 10 to 15 minutes for internal heat distribution to warm the oil system). If available, a hot air source may be used to warm the oil tank and engine gearbox prior to the next start.

After Start

Electrical power ............................................................... Generators ONNormally engine IDGs stabilize within one minute, although due to cold oil, up to five minutes may be required to produce steady power.

SP.16.3August 31, 2007




Engine Anti-ice Operation - On the GroundEngine anti-ice must be selected ON immediately after both engines are started and remain on during all ground operations when icing conditions exist or are anticipated, except when the temperature is below -40°C OAT.

WARNING: Do not rely on airframe visual icing cues before activating engine anti-ice. Use the temperature and visible moisture criteria because late activation of engine anti-ice may allow excessive ingestion of ice and result in engine damage or failure.

CAUTION: Do not use engine anti-ice when OAT is above 10°C.

When engine anti-ice is needed:


ENGINE ANTI-ICE switches ...................................................... ON

Verify that the COWL VALVE OPEN lights illuminate bright, then dim.

Verify that the COWL ANTI-ICE lights are extinguished.Note: If the COWL VALVE OPEN lights remain illuminated

bright with engines at IDLE, position APU BLEED air switch to OFF and increase thrust slightly (up to a maximum of 30% N1).

When engine anti-ice is no longer needed:

ENGINE ANTI-ICE switches .....................................................OFF

Verify that the COWL VALVE OPEN lights illuminate bright, then extinguish.

ENGINE START switches ...........................................................OFF

SP.16.4 August 31, 2007




Wing Anti-ice Operation - On the GroundUse wing anti-ice during all ground operations between engine start and takeoff when icing conditions exist or are anticipated, unless the airplane is, or will be protected by the application of Type II or Type IV fluid in compliance with Delta’s de-icing program.

WARNING: Do not use wing anti-ice as an alternative for ground de-icing/anti-icing. Close inspection is still needed to ensure that no frost, snow or ice is adhering to the wing, leading edge devices, stabilizer, control surfaces or other critical airplane components at takeoff.

WARNING: Ground use of the wing anti–ice system is intended to complement, and not replace, ground de–icing/anti–icing and inspection procedures.

CAUTION: Do not use wing anti-ice when OAT is above 10°C.

When wing anti-ice is needed:

WING ANTI-ICE switch ..............................................................ON

Verify that the L and R VALVE OPEN lights illuminate bright, then dim.

Note: The wing anti-ice VALVE OPEN lights may cycle bright/dim due to the control valves cycling closed/open in response to thrust setting and duct temperature logic.

When wing anti-ice is no longer needed:

WING ANTI-ICE switch ............................................................ OFF

Verify that the L and R VALVE OPEN lights illuminate bright, then extinguish.

If the aircraft has been protected by de/anti-icing fluid and icing conditions exist or are anticipated:

Configure airplane per the following chart:Fluid Type Operating Engine(s) Wing Anti-Ice

Type I 2 ONType II or Type IV 1* or 2 OFF

* Single engine taxi permitted.

SP.16.5August 31, 2007




Taxi–OutCAUTION: Taxi at a reduced speed. Use smaller nose wheel

steering and rudder inputs and apply minimum thrust evenly and smoothly. Taxiing on slippery taxiways or runways at excessive speed or with high crosswinds may start a skid.

CAUTION: When operating the engines over significant amounts of standing de-icing or anti-icing fluid, limit thrust to the minimum required. Excessive ingestion of de-icing or anti-icing fluid can cause the fluid to build up on the engine compressor blades resulting in compressor stalls and engine surges.

When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to minimize ice build-up. Use the following procedure:

Check that the area behind the airplane is clear.

Run-up to a minimum of 70% N1 for approximately 30 seconds duration at intervals no greater than 30 minutes.

If airport surface conditions and the concentration of aircraft do not permit the engine thrust level to be increased to 70% N1, then set a thrust level and time at that thrust level as high as practical.

Note: When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow, run-ups to a minimum of 70% N1 for approximately 1 second duration at intervals no greater then 10 minutes enhance ice shedding.

Flight controls ................................................................................CheckNote: Increase in control forces can be expected at low temperatures

because of increased resistance in cables and thickened oil in snubbers and bearings.

If any flight control is suspected of binding or restricted movement, refer to the Supplementary Flight Controls section, Flight Controls Check.

SP.16.6 August 31, 2007




Nose wheel steering ....................................................................... Check

Nose wheel steering should be exercised in both directions during taxi to circulate warm hydraulic fluid through steering cylinders and minimize steering lag caused by low temperatures.

Flaps .............................................................................................. Check

Move flaps through full travel to ensure freedom of movement.CAUTION: The flap position indicator and leading edge

devices annunciator panel should be closely observed for positive movement. If the flaps should stop, the flap lever should be placed immediately in the same position as indicated.

Flaps ......................................................................... Set flaps, as needed

If taxi route is through slush or standing water in low temperatures orif precipitation is falling with temperatures below freezing, taxi with flaps up. Taxiing with flaps extended subjects the flaps and flap drives to snow and slush accumulations from the main gear wheels. Leading edge devices are also susceptible to slush accumulations.

If flaps are up for taxi, delay accomplishment of the TAXI and BEFORE TAKEOFF checklists until flaps are properly positioned and a flap movement check completed.

Exposure of untreated surfaces for the short period of time from delayed flap extension to takeoff should not affect the performance of the wing nor jeopardize compliance with the clean aircraft concept.

If thrust reversers are used on snow or slush covered taxiways, the aircraft (especially wing leading edges) must be reinspected for contamination.

If airframe de/anti-icing is accomplished during taxi:

Refer to the Ground De/Anti-Icing procedure in this section.

SP.16.7August 31, 2007




Before TakeoffCAUTION: To prevent damage to the retractable landing lights,

consider leaving them in the retracted position when taking off on contaminated runways.

Flaps ..........................................................................................Verify set

Takeoff Speeds

Takeoff, accelerate-stop distances and V1 speeds are normally based on smooth, dry, hard-surfaced runways. Snow, slush, standing water and ice affect takeoff performance. Slush and standing water affect acceleration, and precipitation in any form affects stopping capability.

For performance corrections, see ODM/ARM.

Anti-ice Takeoff Performance Penalties

When takeoff performance is based on known or forecast icing conditions at departure time and performance corrections are required, they will be applied to the weight and balance data (AWABS). This will be indicated by a statement printed on AWABS below the adjusted takeoff weight and in the performance notes.

The flight crew is responsible for applying takeoff weight corrections when conditions require and the Weight Data Record does not indicate that corrections were applied.WARNING: The Captain must verify that there is no

contamination (snow, ice or frost) adhering to the wings or control surfaces.

It can be reasonably assumed that those areas not visible are clear if the entire airplane has been deiced, the wing surfaces are viewed from the cabin are clear of accumulation and a satisfactory control check is made just prior to takeoff. If contamination is suspected, particularly if lengthy delays occur, return aircraft to ACS/Maintenance for inspection and further deicing if necessary.


SP.16.8 August 31, 2007





Avoid fast rotation rates (in excess of 3 degrees/second) since combined with wing contamination this may result in reduction of stall margin. At light gross weights and cold temperatures, a 3 degree per second rotation rate will result in an initial climb speed above V2 +20. Initial climb speeds up to V2 +25 will not significantly affect the climb profile.

At designated high elevation airports, improved performance takeoffs can be used if needed to increase the climb limit weights for takeoff performance. This will provide additional stall margins with minimum performance penalties.

Rejected Takeoff

If operable, use RTO position of the AUTOBRAKE selector for takeoff. When aborting a takeoff on a slippery runway, use maximum allowable symmetrical reverse thrust and ensure speed brake lever is up. If a side slip develops, correct back to center line by reducing reverse thrust to reverse idle and releasing brakes. This allows the tire cornering forces to be used for alignment to runway center line. Use rudder, steering and differential braking, as required, to prevent over correcting past the center line. When reestablished on center line, apply maximum braking and reverse thrust to stop the aircraft.

TakeoffRefer to the Guidelines for Contaminated Runways procedure in this section, if applicable.Do the normal Takeoff Procedure with the following modification:

When engine anti-ice is required and the OAT is 3°C or below, the takeoff must be preceded by a static engine run-up. Use the following procedure:

Run-up to a minimum of 70% N1 and confirm stable engine operation before the start of the takeoff roll.

SP.16.9August 31, 2007




Engine Anti-Ice Operation – In FlightEngine anti–ice must be ON during all flight operations when icing conditions exist or are anticipated, except during climb and cruise when the temperature is below -40°C SAT. Engine anti–ice must be ON before, and during descent in all icing conditions, including temperatures below -40°C SAT.When operating in areas of possible icing, activate engine anti–ice before entering icing conditions.

WARNING: Do not rely on airframe visual icing cues before activating engine anti–ice. Use the temperature and visible moisture criteria because late activation of engine anti-ice may allow excessive ingestion of ice and result in engine damage or failure.

CAUTION: Do not use engine anti-ice when TAT is above 10°C

When engine anti–ice is needed:


ENG ANTI–ICE switches ............................................................ ON

Verify that the COWL OPEN lights illuminate bright, then dim.


bright with engines at IDLE, increase thrust slightly (up to a minimum of 30% N1).





Fan Ice Removal

CAUTION: Avoid prolonged operation in moderate to severe icing conditions.

SP.16.10 August 31, 2007




Severe icing can usually be avoided by a change in altitude and/or airspeed. If flight in moderate to severe icing conditions cannot be avoided, do the following on both engines, one engine at a time at approximately 15 minute intervals:

Thrust .................................................................................... IncreaseIncrease thrust to a minimum of 80% N1 for approximately 1 second to ensure the fan blades and spinner are clear of ice.

Engine vibration may occur due to fan blade/spinner icing. If engine vibration continues after increasing thrust, do the following on both engines, one engine at a time:

ENGINE START switch .........................................................FLT

Thrust .................................................................................. AdjustAdjust thrust to 45% N1. After approximately five seconds, increase thrust lever slowly to a minimum of 80% N1.

Note: Engine vibration may reduce to a low level before 80% N1 is reached, however, thrust increase must continue to a minimum of 80% N1 to remove ice from the fan blades.

Note: Engine vibration may indicate full scale prior to shedding ice, however, this has no adverse effect on the engine.

If vibration does not decrease, do the procedure for HIGH ENGINE VIBRATION “If not in icing conditions.”

SP.16.11August 31, 2007




Wing Anti-Ice Operation – In FlightNote: Do not use wing anti-ice prior to 400 feet AGL.

Ice accumulation on the flight deck window frames, windshield center post, or on the windshield wiper arm may be used as an indication of structural icing conditions and the need to turn on wing anti-ice.The wing anti-ice system may be used as a de-icer or anti-icer in flight only. The primary method is to use it as a de-icer by allowing ice to accumulate before turning wing anti-ice on. This procedure provides the cleanest airfoil surface, the least possible runback ice formation, and the least thrust and fuel penalty. Normally it is not necessary to shed ice periodically unless extended flight through icing conditions is necessary (holding).The secondary method is to use wing anti-ice before ice accumulation. Operate the wing anti-ice system as an anti-icer only during extended operations in moderate or severe icing conditions, such as holding.

CAUTION: Do not use wing anti-ice when TAT is above 10°C.CAUTION: Use of wing anti-ice above approximately FL350 may

cause bleed trip off and possible loss of cabin pressure.

Note: Prolonged operation in icing conditions with the leading edge and trailing edge flaps extended is not recommended. Holding in icing conditions with flaps extended is prohibited.

When wing anti-ice is needed:

WING ANTI-ICE switch .............................................................. ON

Verify that the L and R VALVE OPEN lights illuminate bright, then dim.

When wing anti-ice is no longer needed:

WING ANTI-ICE switch .............................................................OFF

Verify that the L and R VALVE OPEN lights illuminate bright, then extinguish.

After flying in icing conditions with temperature at destination airport below 46°F, and/or if landing will be made with anti-icing in use, and/or the flight required the use of wing anti-ice, check that required corrections have been made to go-around climb limit weight. Use AWABS or ODM data, as available.

SP.16.12 August 31, 2007




Cold Temperature Altitude CorrectionsExtremely low temperatures create significant altimeter errors and greater potential for reduced terrain clearance. When the temperature is colder than ISA, true altitude will be lower than indicated altitude. Refer to Airway Manual, Weather, Pressure Altimeter Corrections, Cold Weather, for altitude correction considerations when operating at or near airports where high terrain and/or obstacles exist in combination with very cold temperatures (-10°C or colder), or when en route minimum altitudes are affected by terrain clearance.

SP.16.13August 31, 2007




Approach and Landing

Approach

Engine anti–ice ...................................................................... As requiredIf icing conditions exist, engine anti–ice must be ON.

Wing anti–ice ........................................................................ As required

Use normal procedures and reference speeds unless a flaps 15 landing is planned.

If a flaps 15 landing will be made:

Set VREF 15

If any of the following conditions apply, set VREF ICE = VREF 15 + 10:

• engine anti–ice will be used during landing• wing anti–ice has been used any time during the flight• icing conditions were encountered during the flight and the

landing temperature is below 10°C.

The combined airspeed corrections for steady wind, gust, and icing should not exceed the maximum of 20 knots.

Landing• Refer to the Guidelines for Contaminated Runways procedure in

this section, if applicable.• Use autobrakes, if available, for maximum stopping effectiveness.

To optimize stopping distance:• Avoid excessive approach speed• Touchdown within 1500 feet from the approach end of the

runway• Assure spoilers deploy• Use maximum allowable symmetrical reverse thrust.

• Reduce reverse thrust to reverse idle by 60 knots. Select forward idle at normal taxi speed.

• If side slipping develops, return both reverse levers toward the idle detent.

• Reverse thrust may reduce forward visibility due to blowing snow.• Avoid abrupt steering inputs.• Ice accumulation may render the nose wheel steering inoperative or

sluggish. Use rudder inputs and/or differential braking for directional control.

SP.16.14 August 31, 2007




After LandingCAUTION: Taxi at a reduced speed. Use smaller nose wheel

steering wheel and rudder inputs and apply minimum thrust evenly and smoothly. Taxiing on slippery taxiways or runways at excessive speed or with high crosswinds may start a skid.

CAUTION: When operating the engines over significant amounts of standing de-icing or anti-icing fluid, limit thrust to the minimum required. Excessive ingestion of de-icing or anti-icing fluid can cause the fluid to build up on the engine compressor blades resulting in compressor stalls and engine surges.

Do the normal After Landing Procedure with the following modifications:

After prolonged operation in icing conditions with the flaps extended, or when an accumulation of airframe ice is observed, or when landing on a runway contaminated with ice, snow, or slush:

Do not retract the flaps to less than flaps 15 until the flap areas have been checked to be free of contaminates.

Engine anti-ice must be selected ON and remain on during all ground operations when icing conditions exist or are anticipated, except when the temperature is below -40°C OAT.WARNING: Do not rely on airframe visual icing cues before

activating engine anti-ice. Use the temperature and visible moisture criteria because late activation of engine anti-ice may allow excessive ingestion of ice and result in engine damage or failure.

CAUTION: Do not use engine anti-ice when OAT is above 10°C.

When engine anti-ice is needed:

ENGINE START switches .......................................................CONT


SP.16.15August 31, 2007





ENGINE ANTI-ICE switches ...................................................... ON

Verify that the COWL VALVE OPEN lights illuminate bright, then dim.


bright with engines at IDLE, increase thrust slightly (up to a maximum of 30% N1).





When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to minimize ice build-up. Use the following procedure:

Check that the area behind the airplane is clear.

Run-up to a minimum of 70% N1 for approximately 30 seconds duration at intervals no greater than 30 minutes.

If airport surface conditions and the concentration of aircraft do not permit the engine thrust level to be increased to 70% N1, then set a thrust level and time at that thrust level as high as practical.Note: When operating in conditions of freezing rain, freezing

drizzle, freezing fog or heavy snow, run-ups to a minimum of 70% N1 for approximately 1 second duration at intervals no greater then 10 minutes should be considered.

SP.16.16 August 31, 2007




ShutdownDo the following step before starting the normal Shutdown Procedure:

After landing in icing conditions:WARNING: Ensure that the stabilizer trim wheel handles are

stowed before using electric trim to avoid personal injury.

Stabilizer trim ..............................................................Set 0 to 2 unitsPrevents melting snow and ice from running into balance bay areas and prevents the stabilizer limit switch from freezing. With flaps retracted, this requires approximately eight hand wheel turns of manual trim.

SecureDo the normal Secure Procedure with the following modifications whenever the temperature falls below 0° C (32° F):

Stabilizer trim ..................................................................Set 0 to 2 units

Positioning stabilizer inhibits intake of snow and ice in balance bay areas and prevents freezing of trim switch.

Wheel chocks .................................................................... Verify in place

Parking brake ............................................................................. Released

Reduces the possibility of frozen brakes.Note: Additional cold weather securing procedures are required to be

accomplished by maintenance personnel. Stations have the responsibility for draining the water system.

At non-maintenance stations:

Coordinate the following with Delta ACS or ACS contract personnel before leaving the aircraft:

If the airplane will not be heated:

Pressurization mode selector ................................................ MAN


SP.16.17August 31, 2007





Outflow valve switch ........................................................ CLOSE

Position outflow valve fully closed to inhibit intake of snow and ice.

If ground conditioned air will be used to heat the airplane:

Pressurization mode selector ................................................MAN

Outflow valve switch ...........................................................OPEN

Position the outflow valve fully open to prevent aircraft pressurization.

Refer to the Supplementary Air Systems section for ground conditioned air procedures.

If packs will be used to heat the airplane:CAUTION: Do not leave the interior unattended with a

pack operating and all doors closed. With the airplane in this configuration, accidental closure of the main outflow valve can cause unscheduled pressurization of the airplane.

Pressurization mode selector ................................................MAN

Outflow valve switch ...........................................................OPEN

Position the outflow valve fully open to prevent aircraft pressurization.

Refer to the Supplementary Air Systems section for airplane heating procedures.

SP.16.18 August 31, 2007




Ground De/Anti-Icing

Definitions and ConceptsGround 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.16.19December 18, 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.

SP.16.20 December 18, 2007




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.





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.

SP.16.22 December 18, 2007




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 ProgramDelta 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.





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.

SP.16.24 December 18, 2007




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.





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).

SP.16.26 December 18, 2007




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.





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.

SP.16.28 December 18, 2007




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 DeicingAt 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.





De-/Anti-icing ChecksThere 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.

SP.16.30 December 18, 2007




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.





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.

SP.16.32 December 18, 2007




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.





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ition

s of

fr

eezi

ng d

rizzl

e, li

ght f

reez

ing

rain

, or

rain

on

cold

soa

ked

win

gs.

Tim

e lim

it t

o

acco

mp

lish

th

e ch

eck:

Dur

ing/

follo

win

g th

e de

/ant

i-ici

ng a

nd p

rior

to

push

back

or

taxi

.

Dur

ing

the

hold

over

tim

e an

d ju

st p

rior

to ta

keof

f.M

ust b

e w

ithin

five

min

utes

of

take

off.

Rep

eate

d as

ne

cess

ary.

Mus

t be

with

in fi

ve m

inut

es o

f ta

keof

f. R

epea

ted

as n

eces

sary

.

Lo

cati

on

to

p

erfo

rm t

he

chec

k:

Out

side

the

airc

raft.

The

flig

ht d

eck

(may

al

so in

clud

e th

e be

st

vant

age

poin

t(s)

in th

e ca

bin)

.

The

bes

t van

tage

poi

nt(s

) in

th

e ca

bin.

O

utsi

de th

e ai

rcra

ft.

Are

as t

o c

hec

k ar

e:A

ircra

ft cr

itica

l sur

face

s.R

epre

sent

ativ

e su

rfac

es

visi

ble

from

the

fligh

t de

ck (

and

cabi

n if

desi

red)

.

All

repr

esen

tativ

e ai

rcra

ft su

rfac

es v

isib

le fr

om th

e ca

bin.

Upp

er w

ing

surf

ace

and

lead

ing

edge

.

SP.16.34 December 18, 2007




Communication ProceduresAny 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).





• 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.

SP.16.36 December 18, 2007




• 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.





(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.

SP.16.38 December 18, 2007




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

Active Precipitation

Frost Freezing Fog

Snow, Snow

Grains

Freezing Drizzle

Light Freezing

Rain

Rain on Cold Soaked Wings

Type I Accomplish one of the following actions:A Cabin Check,An External Check, orSecondary De/Anti-Icing

Takeoff Not Authorized

Type II, Type III, or Type IV

Accomplish one of the following actions:An External Check, or Secondary De/Anti-Icing





Configuring the Aircraft for De/Anti-icingIt 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.

SP.16.40 December 18, 2007

SP.16.41




Ground De–Icing/Anti–Icing

Before de/anti-icing:

Parking brake.............................................................................................Set

Establish communications with ground personnel.

Operate engines as directed by ground personnel or 10-0 pages.

Flaps ..........................................................................................................UP

APU or external power ................................................................As required

Packs....................................................................................................... OFF

Engine and APU bleeds.......................................................................... OFF

Stabilizer trim .........................................................Full APL NOSE DOWN

Set stabilizer to APL NOSE DOWN limit to prevent deicing fluid and slush run-off from entering stabilizer balance panel cavity.

Trim airplane to electrical APL NOSE DOWN limit. Then continue trimming manually to manual APL NOSE DOWN limit.

WARNING: Once the deicing operation begins, any aircraft movement or changes in configuration must be coordinated with the ground crew.

After de/anti-icing:

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:

Engine and APU bleeds .........................................................As required

Engine(s) (if required) .................................................................. Restart

Packs ......................................................................................As requiredAllow sufficient time for residual fluid to drain prior to using packs.

Wing Anti-ice ........................................................................ As required• If Type I fluid was applied and icing conditions do not exist, taxi

operations may proceed on single engine and wing anti-ice should remain OFF.

• If Type I fluid was applied and icing conditions exist or are anticipated, start both engines and select wing anti-ice ON.

• If Type II, Type III, or Type IV fluid was applied, taxi operations may proceed on single engine and wing anti-ice should remain OFF.

Determine holdover timeUse HOLDOVER TIME GUIDELINES table. Holdover time starts when final application of fluid begins. Actual weather conditions could be different from reported conditions. The Captain makes 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.

During taxi:

Stabilizer Trim ................................................................................. ResetBoth crew members ensure proper setting for takeoff.

Flaps ........................................................................Check, set as neededMove flaps through full travel to ensure freedom of movement.Consider delaying flap/slat extension when freezing precipitation or slush may accumulate on untreated surfaces, or in flap areas.

Perform engine run-ups as required:When engine anti-ice is required and the OAT is 3°C or below, perform engine run-ups as defined in the following table during prolonged ground operations.

Holdover time........................................................... Adjust as necessaryRefer to the Takeoff Decision Tree.

Complete TAXI and BEFORE TAKEOFF checklists.

Interval Min. N1 Duration

30 Minutes 70% 30 secondsPrior to T/O 70% Momentary

December 18, 2007

FOL

D


SP.16.42

Supplementary Procedures - Adverse Weather


Takeoff Decision Tree

CABINCHECK

EXTERNALCHECK

CLEAN

CLEAN

NOTCLEAN

NOTCLEAN

TAKEOFF

DE/ANTI-ICE AIRCRAFT

FrostFreezing Fog

Light to Mod. Snow/ Snow Grains

EXTERNALCHECK

TAKEOFF within 5 minutes.If unable, repeat De/Anti-icing.

TAKEOFF within

5 minutes.

If unable, repeat Cabin

Check or External Check.

CLEAN

Freezing Drizzle

Light Freezing Rain

Rain on Cold Soaked Wings

Holdover Time Ends

Holdover Time Begins

TAKEOFF within 5 minutes.

If unable, repeat Cabin Check.

1

2

3

3

2

3

FLIGHT DECKCHECK

CABINCHECK

EXTERNALCHECK

FluidType

NOTCLEAN

NOT SURE

NOT SURE

NOTCLEAN

TYPE II, III, OR IV

CLEAN

NOT SURE

NOTCLEAN

NOTCLEAN

CLEAN CLEAN

See SpecialConsiderationsfor Heavy Snow

TYPE I

Ice Pellets

Flight deck checkInspect aircraft components visible from the flight deck for frozen contamination.• Inspect the fuselage and radome.

Cabin checkInspect aircraft components visible from the cabin for frozen contamination.Inspect all the following from the best vantage point in the cabin:• 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.)

External checkContact local operations.• Secondary de/anti-icing may be performed in lieu of EXTERNAL CHECK.

Holdover Time Guidelines (All Locations & Fluid Types)• 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 18, 2007

SP.16.43




Continued from previous page Special Considerations for Ice Pellets

Ice pellets generally remain in the frozen state, imbedded in anti-icing fluid, and are notabsorbed 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 notrequired.

Use of Holdover Time Tables for Ice Pellets and Ice Pellet Mixtures

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 hasbeen 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 beextended by a cabin check or an external check of the aircraft critical surfaces.

❄ Special Considerations for Heavy Snow

Takeoffs are allowed in heavy snow provided:• 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 andanti-iced (if precipitation is still present) prior to takeoff.

Ice

Pel

let

Hol

dove

r T

imes

(10

0% T

ype

IV F

luid

Onl

y)

OA

TH

OL

DO

VE

R T

IME

S (M

INU

TE

S)

°C°F

LIG

HT

IC

EPE

LL

ET

SO

NLY

MO

DE

RA

TE

ICE

PEL

LE

TS

ON

LY

LIG

HT

IC

E P

EL

LE

TS

MIX

ED

WIT

H:

LT-M

OD

SN

OW

LT-M

OD

FRE

EZ

ING

DR

IZZ

LE

LTF

RE

EZ

ING

RA

IN

LT R

AIN

> 0

> 3

250

2525

2525

25

< 0

to -

5<

32

to 2

350

2525

2525

< -

5 to

-10

< 2

3 to

14

3010

1010

< -

10<

14

3010

NO

T A

UT

HO

RIZ

ED

Hol

dove

r tim

es b

egin

at t

he s

tart

of

the

anti-

icin

g ap

plic

atio

n.

Ice

pelle

t hol

dove

r tim

es a

re v

alid

pro

vide

d:

•U

ndilu

ted

(100

%)

Type

IV

flu

id is

use

d fo

r an

ti-ic

ing.

•C

ritic

al s

urfa

ces

are

free

of

cont

amin

atio

n be

fore

app

lyin

g Ty

pe I

V a

nti-

icin

g fl

uid

(i.e

., ic

e pe

llets

can

not b

e fa

lling

dur

ing

eith

er

the

deic

e or

ant

i-ic

e st

eps)

.•

The

tabl

e’s

prec

ipit

atio

n in

tens

ity a

nd te

mpe

ratu

re li

mits

are

not

exc

eede

d.Ty

pe I

V a

nti-

icin

g fl

uid

is c

onsi

dere

d ef

fect

ive

for

90 m

inut

es a

fter

the

star

t of

appl

icat

ion,

und

er th

e fo

llow

ing

cond

itio

ns:

•If

pre

cipi

tati

on s

tops

fal

ling

at a

ny ti

me

duri

ng th

e ho

ldov

er p

erio

d, a

nd•

the

hold

over

tim

e ha

s no

t bee

n ex

ceed

ed, a

nd•

the

OA

T h

as n

ot d

ecre

ased

.If

pre

cipi

tatio

n re

sum

es, t

he o

rigi

nal h

oldo

ver

time

mus

t not

be

exce

eded

.

•If

the

tem

pera

ture

dec

reas

es, o

r co

nditi

ons

degr

ade

to a

poi

nt w

here

a d

iffe

rent

hol

dove

r tim

e w

ould

app

ly, t

hat d

iffe

rent

hol

dove

r tim

e m

ust n

ot b

e ex

ceed

ed (

from

the

star

t of

the

anti-

icin

g st

ep).

December 18, 2007

FOL

D


SP.16.44

Supplementary Procedures - Adverse Weather


Con

vers

ions

Snow

fall

Inte

nsit

ies

as a

Fun

ctio

n of

Pre

vaili

ng V

isib

ility

Tim

e of

D

ayO

AT

Vis

ibil

ity

(Sta

tute

Mil

e)

RV

R F

eet

RV

R

Met

ers

Sta

tute

M

iles

°C°F

> 2

½ <

2½

- 2

< 2

- 1

½ <

1½

- 1

< 1

- ¾

< ¾

- ½

< ½

Snowfall Intensity

6000

2000

1-1/

4D

ay>

-1

> 3

0 V

ery

Lig

htL

ight

Lig

htM

oder

ate

Mod

erat

eH

eavy

Hea

vy

5000

1600

1<

-1

< 3

0 V

ery

Lig

htV

ery

Lig

htL

ight

Lig

htM

oder

ate

Mod

erat

eH

eavy

4000

1200

3/4

Nig

ht>

-1

> 3

0 V

ery

Lig

htL

ight

Mod

erat

eH

eavy

Hea

vyH

eavy

Hea

vy

2400

800

1/2

< -

1<

30

Ver

y L

ight

Lig

htM

oder

ate

Mod

erat

eH

eavy

Hea

vyH

eavy

TY

PE

I

OA

TA

PPR

OX

IMA

TE

HO

LD

OV

ER

TIM

ES

(MIN

UT

ES)

°C°F

AC

TIV

EF

RO

STFR

EE

ZIN

GF

OG

SNO

W/S

NO

W G

RA

INS

❋FR

EE

ZIN

G

DR

IZZ

LE

LIG

HT

FRE

EZ

ING

R

AIN

RA

IN O

N

CO

LD

S

OA

KE

D

WIN

GV

ER

Y L

IGH

TL

IGH

TM

OD

ER

AT

E

> -3

> 2

745

1118

- 2

2 ◆

◆11

- 1

8 ◆

◆6

-11

◆◆

TAK

EO

FF

NO

T A

UT

HO

RIZ

ED

< -

3 to

-6

< 2

7 to

21

458

14 -

17

◆◆

8 -

14 ◆

◆5

- 8

◆◆

< -

6 to

-10

< 2

1 to

14

456

11 -

13

◆◆

6 -

11 ◆

◆4

- 6

◆◆

< -

10

< 1

445

57

- 8

◆◆

4 -

7 ◆

◆

◆◆

To

use

thes

e ti

mes

the

flui

d m

ust b

e he

ated

to a

min

imum

tem

pera

ture

of

60°C

(12

0°F

) at

the

nozz

le a

nd a

t lea

st 1

lite

r pe

r sq

uare

met

er (

2 ga

llon

s pe

r 10

0 sq

uare

fee

t) m

ust

be a

ppli

ed to

de-

iced

sur

face

s.

* R

efer

to “

Sno

wfa

ll I

nten

siti

es a

s a

func

tion

of P

reva

iling

Vis

ibil

ity”

char

t if

no o

ther

env

iron

men

tal f

acto

rs in

hibi

ting

vis

ibil

ity, i

. e.,

smok

e or

fog

, are

pre

sent

.

Hol

dove

r ti

mes

DO

NO

T e

xist

for

con

diti

ons

of ic

e pe

llet

s, s

now

pel

lets

, hea

vy s

now

, fre

ezin

g dr

izzl

e, f

reez

ing

rain

, or

hail,

and

take

off

is N

OT

aut

hori

zed

unde

r th

ese

cond

itio

ns.

TY

PE

IV

OA

T

Flu

id

Con

cent

ratio

n(F

luid

/Wat

er)

AP

PR

OX

IMA

TE

HO

LD

OV

ER

TIM

ES

(M

INU

TE

S)

°C°F

AC

TIV

EF

RO

ST

FR

EE

ZIN

GF

OG

SN

OW

/SN

OW

GR

AIN

S*

ICE

PEL

LE

TS

◆

FR

EE

ZIN

G

DR

IZZ

LE

**L

IGH

TF

RE

EZ

ING

R

AIN

RA

IN O

N

CO

LD

S

OA

KE

D

WIN

G†

MO

D -

LG

TH

EA

VY

MO

D -

LG

TM

OD

- L

GT

> -3

> 27

100/

012

hrs

7535

-75

❄

See Ice

Pel

lets

Hol

dove

rT

imes

Tabl

e

40-7

025

10-5

0

75/2

55

hrs

6520

-55

35-5

015

5-35

50/5

03

hrs

155-

1510

-20

< -

3 to

-10

< 2

7 to

14

100/

012

hrs

2020

-40

❄20

-45

10

75/2

55

hrs

2515

-35

15-3

010

< -

10 to

-14

< 1

4 to

7

100/

012

hrs

2020

-40

❄

TA

KE

OF

F N

OT

AU

TH

OR

IZE

D75

/25

5 hr

s25

15-3

5

< -

14 to

-25

< 7

to -

1310

0/0

12 h

rs15

15-3

0❄

< -

25<

-13

US

E T

YPE

I F

LU

ID

† U

se o

nly

for

0° C

(32

° F)

or

abov

e.

* R

efer

to “

Snow

fall

Int

ensi

ties

as

a fu

ncti

on o

f Pr

evai

ling

Vis

ibil

ity”

char

t if

no o

ther

env

iron

men

tal f

acto

rs in

hibi

ting

vis

ibil

ity, i

. e. s

mok

e or

fog

, are

pre

sent

.

** I

f po

sitiv

e id

entif

icat

ion

of f

reez

ing

driz

zle

is n

ot p

ossi

ble,

use

ligh

t fre

ezin

g ra

in h

oldo

ver

times

.

❄ T

akeo

ffs

are

allo

wed

in h

eavy

sno

w p

rovi

ded:

(1)

the

airc

raft

has

bee

n an

ti-i

ced

wit

h 10

0/0

conc

entr

atio

n Ty

pe I

V f

luid

fol

low

ing

deic

ing,

and

(2)

a pr

e-ta

keof

f co

ntam

inat

ion

(cab

in)

chec

k is

acc

ompl

ishe

d w

ithi

n th

e 5

min

utes

pre

cedi

ng ta

keof

f.If

a d

efin

itive

flu

id f

ailu

re d

eter

min

atio

n ca

nnot

be

mad

e us

ing

this

che

ck d

ue to

sno

wfa

ll, li

ghti

ng c

ondi

tion

s, o

r an

y ot

her

reas

on, t

he a

ircr

aft m

ust b

e co

mpl

etel

y de

iced

an

d an

ti-ic

ed (

if p

reci

pita

tion

is s

till

pre

sent

) pr

ior

to ta

keof

f.

◆ R

efer

to I

ce P

elle

ts H

oldo

ver

Tim

es ta

ble

in th

is s

ecti

on.

December 18, 2007



SP.16.45

Type II and Type III Fluid Holdover Times TablesT

YP

E I

IO

AT

FLU

ID

CO

NC

EN

TR

AT

ION

(FL

UID

/WA

TE

R

APP

RO

XIM

AT

E H

OL

DO

VE

R T

IME

(M

INU

TE

S)

°C°F

AC

TIV

EFR

OST

FRE

EZ

ING

FOG

SNO

W/

SNO

W

GR

AIN

S ❋

FRE

EZ

ING

DR

IZZ

LE

❋❋

L

IGH

TFR

EE

ZIN

GR

AIN

RA

IN O

N C

OL

D

SOA

KE

D

WIN

G†

MO

D -

LG

TM

OD

- L

GT

MO

D -

LG

T

> -3

> 27

100/

08

hrs

3520

- 4

530

- 5

515

5 -

40

75/2

55

hrs

2515

- 3

020

- 4

510

5 -

25

50/5

03

hrs

155

- 15

5 -

15

< -

3 to

-10

< 2

7 to

14

100/

08

hrs

2015

- 3

015

- 4

510

75/2

55

hrs

2010

- 2

015

- 3

0

< -

10 to

-14

< 1

4 to

710

0/0

8 hr

s20

15 -

30

75/2

55

hrs

2010

- 2

0T

AK

EO

FF

NO

T A

UT

HO

RIZ

ED

< -

14 to

-25

< 7

to -

1310

0/0

8 hr

s15

15 -

30

< -

25<

-13

USE

TY

PE

I F

LU

ID

* R

efer

to “

Snow

fall

Inte

nsiti

es a

s a

func

tion

of P

reva

iling

Vis

ibili

ty”

char

t if

no o

ther

env

iron

men

tal f

acto

rs in

hibi

ting

visi

bilit

y, i.

e.,

smok

e or

fog

, are

pre

sent

.

** I

f po

sitiv

e id

entif

icat

ion

of f

reez

ing

driz

zle

is n

ot p

ossi

ble,

use

ligh

t fre

ezin

g ra

in h

oldo

ver

times

.

† U

se o

nly

for

0°C

(32

°F)

or a

bove

.

Hol

dove

r tim

es D

O N

OT

exi

st f

or c

ondi

tions

of

ice

pelle

ts, s

now

pel

lets

, hea

vy s

now

, mod

erat

e to

hea

vy f

reez

ing

rain

, or

hail

, and

take

off

is N

OT

aut

hori

zed

unde

r th

ese

cond

ition

s.

December 18, 2007



SP.16.46

TY

PE

III

OA

T

FLU

ID

CO

NC

EN

TR

AT

ION

(WA

TE

R/F

LU

ID)

APP

RO

XIM

AT

E H

OL

DO

VE

R T

IME

S (M

INU

TE

S)

°C°F

AC

TIV

EFR

OS

TFR

EE

ZIN

GF

OG

SNO

W/S

NO

W G

RA

INS

❋

FRE

EZ

ING

D

RIZ

ZL

E ❋

❋

LIG

HT

FRE

EZ

ING

R

AIN

RA

IN O

N

CO

LD

SO

AK

ED

W

ING

†

VE

RY

L

IGH

TL

IGH

TM

OD

ER

AT

E

> -3

> 27

100/

012

020

35 -

40

20 -

35

10 -

20

10 -

20

86

- 20

75/2

560

1525

- 3

515

- 2

58

- 15

8 -

156

50/5

030

1015

- 2

08

- 15

4 -

85

- 9

< -

3 to

-10

< 2

7 to

14

100/

012

020

30 -

35

15 -

30

9 -

1510

- 2

08

75/2

560

1525

- 3

010

- 2

57

- 10

9 -

126

< -

10 to

-29

< 1

4 to

-20

100/

012

020

30 -

35

15 -

30

8 -

15TA

KE

OFF

NO

T A

UT

HO

RIZ

ED

< -

29<

-20

USE

TY

PE

I F

LU

ID

† U

se o

nly

for

0° C

(32

° F

) or

abo

ve.

* R

efer

to “

Snow

fall

Inte

nsit

ies

as a

fun

ctio

n of

Pre

vaili

ngV

isib

ility

” ch

art i

f no

oth

er e

nvir

onm

enta

l fac

tors

inhi

bitin

g vi

sibi

lity

, i. e

., sm

oke

or f

og, a

re

pres

ent.

** I

f po

sitiv

e id

entif

icat

ion

of f

reez

ing

driz

zle

is n

ot p

ossi

ble,

use

ligh

t fre

ezin

g ra

in h

oldo

ver

times

.

December 18, 2007




Hot Weather OperationDuring ground operation the following considerations will help keep theairplane as cool as possible:• flight deck windows must be kept closed.• While the airplane is electrically powered, packs should be run or

cooling air supplied to the airplane when the OAT exceeds 40° C (103° F) to protect the reliability of electrical and electronic equipment in the airplane.

• If cooling air is available from an outside source, the supply should be plugged in immediately after engine shutdown and should not be removed until just prior to engine start.

• Keep all doors and windows, including cargo doors, closed as much as possible.

• Electronic components, window heat and radar contribute to a high temperature level in the flight deck should be turned off while not needed.

• Windshield air, foot air vents and all the air outlets should be open.• Open all passenger cabin gasper outlets and close all window

shades on the sun–exposed side of the passenger cabin.

Note: If only cooling air from a ground air conditioning cart is supplied (no pressurized air from the APU or ground external air), then the TAT probes are not aspirated. Because of high TAT probe temperatures, the FMC’s may not accept an assumed temperature derate. Delay selecting an assumed temperature derate until after bleed air is available.

• Heat build up from the pneumatics within the wing body areas may cause WING-BODY OVERHEAT lights to illuminate. After exiting the landing runway and during ground servicing, consider positioning the flaps to 1 to assist in dissipating heat from these areas. If this is accomplished, stations personnel should be advised.

Brake temperature levels may be reached which can cause the wheel fuseplugs to melt and deflate the tires. Consider the following actions:• Consideration for brake cooling should be taken into account when

operating on runways and taxiways exposed to high temperatures since these areas maintain temperatures considerably above ambient. Excessive use and riding of brakes should be avoided. Intermittent brake usage provides a cooling period between application. Allow the airplane to accelerate, then brake to a very





slow taxi speed and release the brakes completely. Use of reverse thrust to reduce taxi speed is not recommended.

• Be aware of brake temperature buildup when operating a series of short flight segments. The energy absorbed by the brakes from each landing is cumulative.

• Extending the landing gear early during the approach provides additional cooling for tires and brakes.

During flight planning consider the following:• High temperatures inflict performance penalties which must be

taken into account on the ground before takeoff.• Alternate takeoff procedures (No Engine Bleed Takeoff, Improved

Performance, etc.)

Operation in Heavy Rain or HailWhen flight in or near heavy rain or hail is encountered or anticipated,accomplish the following:

If heavy rain or hail is encountered:


Thrust Levers ............................................................... Adjust Slowly If thrust changes are necessary, move the thrust levers slowly. Avoid changing thrust lever direction until engines have stabilized at a selected setting.

TurbulenceDuring flight in light to moderate turbulence, the autopilot and/orautothrottle may remain engaged unless performance is objectionable.Increased thrust lever activity can be expected when encountering wind,temperature changes and large pressure changes. Short–time airspeedexcursions of 10 to 15 knots can be expected.

Passenger signs .................................................................................. ON• Advise passengers to fasten seat belts prior to entering areas of reported

or anticipated turbulence. • Instruct flight attendants to check that all passengers' seat belts are

fastened.

SP.16.48 December 18, 2007




Severe Turbulence

Autothrottle ........................................................................DISENGAGE

AUTOPILOT ................................................................................... CWSA/P status annunciators display CWS for pitch and roll.

Note: If sustained trimming occurs, disengage the autopilot.

ENGINE START switches ................................................................FLT

Thrust ...................................................................................................SetSet thrust as required for the phase of flight. Change thrust setting only if required to modify an unacceptable speed trend.

Note: If an approach must be made into an area of severe turbulence, delay flap extension as long as possible. The airplane can withstand higher gust loads in the clean configuration.

PHASE OF FLIGHT AIRSPEEDCLIMB 280 knots or .76 MachCRUISE Use FMC recommended thrust settings. If the

FMC is inoperative, refer to the OperationWithout Airspeed Indication section, in theAbnormal chapter of the ODM, for approximateN1 settings that maintain near optimumpenetration airspeed.

DESCENT .76 Mach/280/250 knots. If severe turbulence isencountered at altitudes below 15,000 feet andthe airplane gross weight is less than themaximum landing weight, the airplane may beslowed to 250 knots in the clean configuration.





WindshearWindshear is a change of wind speed and/or direction over a short distancealong the flight path. Indications of windshear are listed in the Windshearnon-normal maneuver in the QRH.

AvoidanceThe flight crew should search for any clues to the presence of windshearalong the intended flight path. 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.

Stay clear of thunderstorm cells and heavy precipitation and areas ofknown windshear. If the presence of windshear is confirmed, delay takeoffor do not continue an approach.

PrecautionsIf windshear is suspected, be especially alert to any of the danger signalsand be prepared for the possibility of an inadvertent encounter. Thefollowing precautionary actions are recommended if windshear issuspected:

Takeoff• Use maximum takeoff thrust instead of reduced thrust.• For optimum takeoff performance, use flaps 5, 10 or 15 as selected

by AWABS. If multiple flap settings are offered, use the highest available setting for the runway in use to improve tail skid clearance during rotation.

• 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.

SP.16.50 June 9, 2008




• 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 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 flight 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.

Approach and Landing• Use flaps 30 for landing.• Establish a stabilized approach no lower than 1,000 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, G/P, VNAV path or VASI/PAPI indications to detect flight path deviations and help with timely detection of windshear.

• If the autothrottle is disengaged, or is planned to be disengaged prior to landing, 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 F/D 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 glideslope displacement. The pilot monitoring should call out any deviations from normal. Use of autopilot and autothrottle for the approach may provide more monitoring and recognition time.

Recovery

Accomplish the Windshear Escape Maneuver found in the Non–NormalManeuvers section of the QRH.

SP.16.51June 9, 2008




Guidelines for Contaminated RunwaysWhen there is contamination on the runway or the braking action is lessthan good, Captains must evaluate crew, aircraft, and environmentalconditions in determining the safety of operating their flight.For takeoffs, refer to the Flight Operations Manual (FOM), Chapter 5,Flight Planning, Weight Data Record (WDR), Contaminated Runways, foradditional guidance.For landings, refer to the Airway Manual, Chapter 4, Weather, BrakingAction for additional guidance.Procedure GuidanceGeneral• Consider crew capability.• Consider current Maintenance Carry Overs (MCO’s) - 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 jet blast 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.

* Unless the aircraft and airport are authorized for 15 knots

Braking Action

Crosswind Component

Tailwind Component

Good Aircraft Limits 10 kts*Fair 20 kts 5 ktsPoor 10 kts 0 ktsNil Do Not Operate

SP.16.52 December 18, 2007




Notes:• Crosswind guidelines are not considered limitations. Refer to

AOM, 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 valueTakeoff• 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 or 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 of1 inch (2.5 cm) depth.

• Do not land in dry snow in excess of 4 inches or 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.





IntentionallyBlank

SP.16.54 December 18, 2007


Differences Chapter DFTable of Contents Section 0

FCO

M T

empl

ate

12/1

2/98

DF.TOC.0.1

737NG Differences Before Retrofit . . . . . . . . . . . . . . . . . . . DF.10.1Aircraft General, Emergency Equipment, Doors, Windows DF.10.1Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.2Anti-Ice, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.2Automatic Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.2Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.4Flight Instruments, Displays. . . . . . . . . . . . . . . . . . . . . . . . . DF.10.4Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . DF.10.4Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.5Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.5Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.6

737NG Differences After Retrofit . . . . . . . . . . . . . . . . . . . . DF.11.1Aircraft General, Emergency Equipment, Doors, Windows DF.11.1Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.2Automatic Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.2Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.2Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3Flight Instruments, Displays. . . . . . . . . . . . . . . . . . . . . . . . . DF.11.3Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . DF.11.4Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.4Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.4Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.11.4

June 9, 2008


DF.TOC.0.2

Differences -Table of Contents

IntentionallyBlank

June 9, 2008


Differences Chapter DF737 Differences Before Retrofit Section 10

FCO

M T

empl

ate

12/1

2/98


DF.10.1

Aircraft General, Emergency Equipment, Doors, WindowsItem 737-700 737-800

Weight Limits MTW-155,000

MTOW-154,500

MLW-129,200

MZFW-121,700

MTW-173,000

MTOW-172,500

MLW-146,300

MZFW-136,000

Maximum Takeoff and Landing Altitude

10,000 feet 8,400 feet

Maximum Autoland Altitude 8,400 feet

Crosswind Limits 33 knots 36 knots

Wingspan 117 feet, 5 inches 112 feet, 7 inches

Winglets Installed. Not installed.

Minimum Pavement Width for 180° Turn

66 feet 79 feet

Emergency Equipment Refer to Volume 2, P.7, Differences for Emergency Equipment locations.

Refer to the Emergency Equipment Location diagrams in Volume 2.

ELT One fixed in flight deck with panel.

One portable in flight deck.

Potable Water Quantity Indicator

Quantity indicator at service panel (40 gallon capacity).

Quantity indicator at aft flight attendant panel(60 gallon capacity).

Overwing Exit Doors 2 doors 4 doors

Passenger Seats 124 150

Marketing Identification 73W 738

June 9, 2008



DF.10.2

Differences -737 Differences Before Retrofit

Air Systems

Anti-Ice, Rain

Automatic Flight

Item 737-700 737-800

Recirculation Fan One Two (Left and Right)

Air Temperature Selectors AUTO and MANUAL AUTO and OFF

Temperature Controllers Control Cabin (flight deck) and Passenger Cabin.

Control Cabin (flight deck), Forward and Aft Passenger Cabin.

Pack Trip Off Labeled PACK TRIP OFF on overhead panel.

Labeled PACK on overhead panel.

Trim Air System No trim air. Installed.

Cabin Altitude Warning Light Installed. Not installed.

High Altitude Landing Switch Installed. Not installed.

TRIP RESET Switch Resets BLEED TRIP OFF, PACK TRIP OFF and DUCT OVERHEAT lights.

Resets BLEED TRIP OFF, PACK and ZONE TEMP lights.

Item 737-700 737-800

Eyebrow Window Plugs Eyebrow windows not installed.

As installed.

Item 737-700 737-800

Mode Control Panel Collins - Green switchlights. Labelling located inside switchlight.

Honeywell - Switchlight labelling located on panel.

Go-Around Mode LNAV Wings level.

Integrated Approach Navigation (IAN)

Installed. Not installed.

June 9, 2008




DF.10.3

Communications

Electrical

Engines, APU

Item 737-700 737-800

HF One -HF with Datalink. Two -HF no Datalink.

VHF VDL Mode 2. No Datalink.

SATCOM As installed. Not installed.

Auto PIREP Not installed. Installed.

Cabin Medical VHF Communications System


Glareshield Microphone Switch


Item 737-700 737-800

Battery Installation One 48-amp hour. Two 48-amp hour.

Standby Power FMS, CDS, DME included.

FMS, CDS, DME not included.

Battery Warning System Not installed. As installed.

GALLEY Power Switch Not installed. Installed.

CAB/UTIL Power Switch Installed. Not installed.

IFE/PASS SEAT Power Switch


Item 737-700 737-800

Engines CFM56-7B Tech Insertion Engines.

Standard CFM56-7B Engines.

Double Derate Takeoff Thrust Authorized. Not authorized.

June 9, 2008



DF.10.4


Flight Controls



Item 737-700 737-800

Winglets Installed. As installed.

Speedbrake Load Alleviation System


Mach Trim Limits (Flaps Retracted)

4.30 to 15.5 3.95 to 14.5

Item 737-700 737-800

Navigation Performance Scales

Enabled. Not enabled.

Vertical Situation Display Enabled. Not enabled.

ADF Display None. Two (2) separate ADF displays.

CDS Block Point 06 Software Installed. Not installed.

Standby Altimeter/Airspeed Indicator

Not installed. Installed.

Standby Attitude Indicator Not installed. Installed.

Standby RMI Not installed. Installed.

Integrated Standby Flight Display


Item 737-700 737-800

GLS Light on IRS Panel Installed - Indicates failure of both GLS sensor units.

Not installed.

ILS Light on IRS Panel Installed - Indicates failure of both ILS sensor units.

Not installed.

Multi-Mode NAV Control Panel


Continued on next page.

June 9, 2008




DF.10.5

Fuel

Landing Gear

VHF NAV Control Panel Not installed. Installed.

ILS/GNSS/GLS MMR Installed. Not installed.

ATC Transponder Non ADS ADS-B

ADF Frequency Panel Not Installed. Installed.

Comm Datalink Enabled. Not enabled.

Common VNAV Enabled. Not enabled.

Additional MCDU Fix Pages Enabled. Not enabled.

Speed Propagation from the Cruise Page to the Descent Page

Enabled. Not enabled.

FMS 10.7 Software Installed. Not installed.

Multi-Scan Radar Installed. As installed (ship 3708 only).

Vertical Actual Navigation Performance (VANP)


Vertical RNP (VRNP) Installed. Not installed.

Engine-out SIDS Installed. Not installed.

FMC-Datalink-FANS Installed. Not installed.

Item 737-700 737-800

Nitrogen Gas System Installed. Not installed.

Fuel Pump AMOC for FAA AD 2002-24-51


Fuel Totalizer Enabled. Not enabled.

Item 737-700 737-800

Brakes Carbon Brakes. Steel Brakes.

Tail skid Not installed. Installed.

Item 737-700 737-800

June 9, 2008



DF.10.6


Warning Systems

Item 737-700 737-800

GPWS Peaks and Obstacles Enabled. Not enabled.

Takeoff Config Warning Light Installed. Not installed.

June 9, 2008


Differences Chapter DF737 Differences After Retrofit Section 11

FCO

M T

empl

ate

12/1

2/98


DF.11.1

Aircraft General, Emergency Equipment, Doors, Windows

* 737-800 aircraft without winglets have a maximum demonstrated crosswind component of 36 knots.** 737-800 aircraft without winglets have a wingspan of 112 feet, 7 inches.

Item 737-700 737-800

Weight Limits MTW-155,000

MTOW-154,500

MLW-129,200

MZFW-121,700

MTW-173,000

MTOW-172,500

MLW-146,300

MZFW-136,000

Maximum Takeoff and Landing Altitude

10,000 feet 8,400 feet

Maximum Autoland Altitude 8,400 feet

Crosswind Limits 33 knots*

Wingspan 117 feet, 5 inches**

Winglets Installed. As Installed.

Minimum Pavement Width for 180° Turn

66 feet 79 feet

Emergency Equipment Refer to Volume 2, P.7, Differences for Emergency Equipment locations.

Refer to the Emergency Equipment Location diagrams in Volume 2.

ELT One fixed in flight deck with panel.

One portable in flight deck.

Potable Water Quantity Indicator

Quantity indicator at service panel (40 gallon capacity).

Quantity indicator at aft flight attendant panel(60 gallon capacity).

Overwing Exit Doors 2 doors 4 doors

Passenger Seats 124 160

Marketing Identification 73W 73H - winglets738 - no winglets

June 9, 2008



DF.11.2

Differences -737 Differences After Retrofit

Air Systems

Automatic Flight

Communications

Item 737-700 737-800

Recirculation Fan One Two (Left and Right)

Air Temperature Selectors AUTO and MANUAL AUTO and OFF

Temperature Controllers Control Cabin (flight deck) and Passenger Cabin.

Control Cabin (flight deck), Forward and Aft Passenger Cabin.

Pack Trip Off Labeled PACK TRIP OFF on overhead panel.

Labeled PACK on overhead panel.

Trim Air System Not installed. Installed.

Cabin Altitude Warning Light Installed. Not installed.

High Altitude Landing Switch Installed. Not installed.

TRIP RESET Switch Resets BLEED TRIP OFF, PACK TRIP OFF and DUCT OVERHEAT lights.

Resets BLEED TRIP OFF, PACK and ZONE TEMP lights.

Item 737-700 737-800

Mode Control Panel Collins - Green switchlights. Labelling located inside switchlight.

Honeywell - Switchlight labelling located on panel.

Item 737-700 737-800

HF One -HF with Datalink Two -HF no Datalink.

VHF VDL Mode 2 No Datalink

SATCOM As installed. Not installed.

Auto PIREP Not installed. Installed.

Cabin Medical VHF Communications System


Glareshield Microphone Switch


June 9, 2008




DF.11.3

Electrical

Engines, APU

Flight Controls


Item 737-700 737-800

Battery Installation One 48-Amp Hour Two 48-Amp Hour

GALLEY Power Switch Not installed. Installed.

CAB/UTIL Power Switch Installed. Not installed.

IFE/PASS SEAT Power Switch


Item 737-700 737-800

Engines CFM56-7B Tech Insertion Engines

Standard CFM56-7B Engines

Item 737-700 737-800

Winglets Installed. As installed.

Speedbrake Load Alleviation System


Mach Trim Limits (Flaps Retracted)

4.30 to 15.5 3.95 to 14.5

Item 737-700 737-800

Standby Altimeter/Airspeed Indicator

Not installed. Installed.

Standby Attitude Indicator Not installed. Installed.

Standby RMI Not installed. Installed.

Integrated Standby Flight Display


ADF Display Not installed. Installed.

June 9, 2008



DF.11.4



Fuel

Landing Gear

Warning Systems

Item 737-700 737-800

GLS Light on IRS Panel Installed - Indicates failure of both GLS sensor units.

Not installed.

ILS Light on IRS Panel Installed - Indicated failure of both ILS sensor units.

Not installed.

Multi-Mode NAV Frequency Panel


VHF NAV Frequency Panel Not installed. Installed.

ILS/GNSS/GLS MMR Installed. Not installed.

ATC Transponder ADS-B Non ADS

Multi-scan Radar Installed. As installed (ship 3708 only).

FMC-Datalink-FANS Installed. Not installed.

Item 737-700 737-800

Nitrogen Gas System Installed. Not installed.

Fuel Pump AMOC for FAA AD 2002-24-51

Boeing AMOC System Installed.

AMOC not installed.

Item 737-700 737-800

Brakes Carbon Brakes. Steel Brakes.

Tail skid Not installed. Installed.

Item 737-700 737-800

Takeoff Config Warning Light Installed. Not installed.

June 9, 2008

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