0.0 Preface -Title Page 767-400 Operations Manual Volume 1 · 767-400 Operations Manual Volume 1 Delta Air Lines Revision Number: 14 ... suggested change to any Aircraft Operating

0.0 Preface -Title Page

767-400Operations Manual Volume 1

Delta Air Lines

REVIEWED BY:

______________________________Roger Pfannenstiel

767-400 - Technical Manager

APPROVED BY:

______________________________Ed Sternstein

767-400 - Chief Line Check Pilot

APPROVED BY:

______________________________Dean Bloom

757/767-300/-400 - Fleet Captain

Revision Number: 14Revision Date: December 19, 2007

© 2007

767-400 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LNormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NPSupplementary Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP

P1.0.1September 9, 2002


Preface -Table of Contents


IntentionallyBlank

P1.0.2 September 9, 2002


Preface Chapter P1Model Identification Section 1

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GeneralThe airplanes listed in the table below are covered in the operations manual. Thenumbers are used to distinguish data peculiar to one or more, but not all of theairplanes. Where data applies to all airplanes listed, no reference is made toindividual airplane numbers.

Use of the table below permits flight crew correlation of configuration differencesby number within an operator’s fleet for airplanes covered in this manual.Configuration data reflects the airplane as delivered configuration and is updatedfor service bulletin incorporations in conformance with the policy stated in theintroduction section of this chapter.

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

Airplane Number Registry Number Serial Number Tabulation Number

1801 N825MH 29703 VQ001

1802 N826MH 29713 VQ002

1803 N827MH 29705 VQ003

1804 N828MH 29699 VQ004

1805 N829MH 29700 VQ005

1806 N830MH 29701 VQ006

1807 N831MH 29702 VQ007

1808 N832MH 29704 VQ008

1809 N833MH 29706 VQ009

1810 N834MH 29707 VQ010

1811 N835MH 29708 VQ011

1812 N836MH 29709 VQ012

1813 N837MH 29710 VQ013

1814 N838MH 29711 VQ014

1815 N839MH 29712 VQ015

1816 N840MH 29718 VQ016

P1.1.1September 9, 2002


Preface -Model Identification


1817 N841MH 29714 VQ017

1818 N842MH 29715 VQ018

1819 N843MH 29716 VQ019

1820 N844MH 29717 VQ020

1821 N845MH 29719 VQ021

And Subsequent

Airplane Number Registry Number Serial Number Tabulation Number



Preface Chapter P1Introduction Section 2

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GeneralThe Boeing Company developed normal and non-normal procedures for the767-400 aircraft. Delta Air Lines, Inc., has modified some of the procedures forsimplification and standardization, when appropriate, with other Delta Air Lines,Inc., aircraft. Finally, the FAA has approved the procedures presented in theOperations Manual, with the exception of flight crew bulletins.

These procedures are company policy for pilots to follow during groundoperations and in flight. Deviations from these policies and procedures should bemade only with good cause and based on the safest course of action. If anabnormality occurs that is not covered by these procedures, the Captain must usehis best judgement.

Manual RightsThis 767-400 Operations Manual has been prepared for the exclusive use of DeltaAir Lines, Inc. Flight Operations personnel under the direction and authority ofDelta Air Lines and shall, at all times, remain the property of Delta Air Lines, Inc.The holder hereof acknowledges and agrees that this manual contains or maycontain trade secrets, copyrighted material and commercial and proprietaryinformation, privileged and confidential, to the interest of Delta Air Lines, Inc.,and the holder hereof further agrees that this manual may not be reproduced,distributed or copied, in whole or in part, without the express prior written consentof Delta Air Lines, Inc.

• In the event this 757/767-300/-400 Operations Manual is sold or distributed to any other party, no warranty or guarantee, expressed or implied, is made as to the accuracy, sufficiency or suitability of the materials contained herein or of any revision, supplement or bulletin hereto. It is understood and agreed to by such other party that it shall release indemnify and hold Delta Air Lines, Inc., its officers, employees and agents harmless against any and all claims or actions of whatever nature which may arise or claim to arise from the use hereof.

• To verify the latest version of this document, log on to the Delta Flight Operations portal (http://dalweb.delta.com/portal) and click the Revision Dates link on the right side of the appropriate My Delta Fleet webpage.

P1.2.1March 31, 2006


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://dalweb.delta.com/portal andsubmit a Publications 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, Technical Writer, and Specialist 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 bulletins.

• Limitations and Normal Procedures chapters cover operational limitations and normal procedures. All operating procedures are based on a thorough analysis of crew activity required to operate the airplane, and reflect the latest knowledge and experience available.

• Supplementary Procedures chapter covers those procedures accomplished as required rather than routinely on each flight.

• Aircraft Differences chapter notes differences between aircraft types.

Volume 2 - Chapters 1 through 15 contain general airplane and 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 November 20, 2006




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 Limitations chapter follows: chapter L, section 10, page 3.

Example Page Number

Warnings, Cautions, and NotesThe following levels of written advisories are used throughout the manual and arenot to be confused with EICAS messages, which are separately identified in thetext.

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.

L.10.3

Chapter (Limitations) Page Number

Section (Systems Description)

P1.2.3March 31, 2006




IntentionallyBlank



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

P1.3.1January 17, 2005


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

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

Copyright © Delta Air Lines,

P1.3.2

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

Inc. See title page for details.

March 31, 2006



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

Copyright © Delta Air Lines,March 31, 2006


CO Company

COMM Communication

COMP Comparator

COMPT Compartment

CON Continuous

CONFIG Configuration

CONT Control

COOL Cooling

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

DES Descent

DEU Display Electronic Unit

P1.3.3


nc. See title page for details.


Copyright © Delta Air Lines, I

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

P1.3.4

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

FAC Final Approach Course

March 31, 2006



Copyright © Delta Air Lines, In

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

March 31, 2006
c. See title page for details.
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 GPS Landing System

GMT Greenwich Mean Time

GND Ground

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

HDG Heading or

Hydraulic Driven Generator

HDG REF Heading Reference

P1.3.5



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 Instrument Approach Navigation

IAS Indicated Airspeed

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


P1.3.6

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

KCAS Knots Calibrated Airspeed

KGS Kilograms

KIAS Knots Indicated Airspeed

L

L Left

LAT Latitude


March 31, 2006



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

Copyright © Delta Air Lines,March 31, 2006

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

MMO Maximum Mach Operating Speed

MNPS Minimum Navigation Performance Specification

MOCA Minimum Obstruction Clearance Altitude


P1.3.7



MOD Modify

MORA Minimum Off Route Altitude

MSA Minimum Safe Alitude

MSG Message

MSGS RCVD

Messages Received

MSL Mean Sea Level

MTRS Meters

MUH Minimum Use Height

N

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)


P1.3.8

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

PAR Precision Approach Radar

PASS Passenger

PBE Protective Breathing Equipment

PCP Pilot Call Panel


March 31, 2006



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

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


March 31, 2006

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

RDMI Radio Distance Magnetic Indicator

REC Recorder

RECIR or RECIRC

Recirculation

REF Reference

RET Retract


P1.3.9



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

SAARU Secondary Attitude Air Data Reference Unit

SAT Static Air Temperature

orSatellite

SB Service Bulletin

S/B Speedbrake

S/C Step Climb


P1.3.10
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

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

March 31, 2006



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

TRP Thrust Rating Panel

TRU Transformer Rectifier Unit

TURB Turbine or

Turbulence

U

UNLKD Unlocked


March 31, 2006

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

VIB Vibration

VLV Valve

VMC Visual Meteorological Conditions

VMCA Minimum Control Speed Air or

Single Engine Minumum Control Airspeed


P1.3.11



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


P1.3.12

WXR Weather Radar

X

X–FEED Crossfeed

XPDR or XPNDR

Transponder

XTK Cross Track


March 31, 2006


Preface Chapter P1Revision Record Section 4

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Revision Notification Transmittal LetterTo: All holders of Delta Air Lines, Inc., 767-400 Operations Manual, Volume 1.

Subject: Operations Manual Revision.

This revision reflects the most current information available through the subjectrevision date. The following revision highlights explain changes in this revision.General information below explains the use of revision bars to identify new orrevised information.

Revision Record

No. Revision Date Date Filed

No. Revision Date Date Filed

August 1, 2000 01 October 1, 2000

02 December 15, 2000 03 April 6, 2001

04 December 21, 2001 05 September 9, 2002

06 December 16, 2002 07 April 11, 2003

08 December 15, 2003 09 January 17, 2005

10 August 15, 2005 11 March 31, 2006

12 November 20, 2006 13 December 26, 2006

14 December 19, 2007

P1.4.1December 19, 2007


Preface -Revision Record


GeneralDelta Air Lines issues operations manual revisions to provide new or revisedprocedures and information. Formal revisions also incorporate appropriateinformation from previously issued Flight Crew Bulletins.

The revision date is the approximate date the revision material is distributed andconsidered current. The revision should be incorporated on the revision date, butmay be incorporated as much as 21 days after the revision date.

Formal revisions include a Transmittal Letter, a new Revision Record, RevisionHighlights, and a current List of Effective Pages. Use the information on the newRevision Record and List of Effective Pages to verify the operations manualcontent.

The Revision Record should be completed by the person incorporating the revisioninto the manual.

Filing InstructionsConsult the List of Effective Pages (P1.5). Pages identified with an asterisk (*) areeither replacement pages, new (original) issue pages, or deleted pages. Removecorresponding old pages and replace or add new pages. Remove pages markedDELETED; there are no replacement pages for deleted pages.

Be careful when inserting changes not to throw away pages from the manual thatare not replaced. The List of Effective Pages determines the correct content of themanual.

P1.4.2 December 19, 2007


Preface -Model Identification


Revision HighlightsThis section (P1.4) replaces the existing section P1.4 in your manual.

Pages containing revised technical and non-technical material have revision barsassociated with the changed text or illustration.

Repaginated material not containing technical revisions is identified only by a newpage date.

Currently, changes to the Vol. 1 are indicated by revision bars, which remainon the page as long as there are no changes to the page. To help alleviateconfusion regarding new versus old revision bars, the Vol. 1 will now be issuedwith all old revision bars removed. Users will see old pages that had revisionbars on them replaced with new, “bar-less” pages online immediately, and inpaper format on an attrition basis.

The old Delta logo on the header is being replaced with the new Delta logo;the footer is being updated with copyright information. Pages will be updatedonline immediately, and in paper format on an attrition basis. These changeswill not be noted, nor will there be a new page date expressly for thesechanges.

Chapter P1 - Preface

Title pageRevised for latest revision.

Section 4 - Revision RecordUpdated for latest revision.

Section 5 - List of Effective PagesUpdated for latest revision.

Chapter SP - Supplementary Procedures

Table of ContentsUpdated for current revision.

Section 3 -Anti-Ice, RainSP.3.1 - Under Engine Anti-Ice Use, added specific temperature requirementfor engine run-up.

Section 16 - Adverse WeatherRemove and replace entire section.SP.16.1 - Under Cold Weather Operations, added language to allow groundconditioned air to be utilized for flight deck preparation and ground ops.

P1.4.3December 19, 2007


Preface -Revision Record


SP.16.6 - Deleted wipers as a representative surface.SP.16.7 - Under Ground Icing Conditions, added snow pellets and heavy icepellets to WARNING for takeoff prohibited.SP.16.15 - Changed bullet to indicate that the ground de-icing crew is toperform the External Check.SP.16.16 - Under Cabin Check, deleted all caveats for takeoff in freezingdrizzle with Type I fluid; there is no holdover time for that combination.SP.16.16 - Changed bullet to indicate that the ground de-icing crew is toperform the External Check.SP.16.17 - Under External Check, split paragraph into two. In CAUTION,deleted all caveats for takeoff in freezing drizzle with Type I fluid; there is noholdover time for that combination.SP.16.20-21 - Under Holdover Times, added seventh category to bullet list,Ice pellets. Deleted sentence for holdover time being shortened in heavyweather conditions for clarity.SP.16.21-23 - Under Establishing Holdover Time, item 2, added data thatallows for pilot judgment of type and intensity of precipitation. Item 3, addedice pellets.SP.16.24 - Under Adjusting Holdover Time, added information for ice pellets.SP.16.24 - In table for Required Action When Holdover Time Exceeded,changed to show Takeoff Not Authorized for Freezing Drizzle with Type Ifluid.SP.16.25 - Added Note to reference Securing For Cold Weather procedures.SP.16.27-30 - Reformatted information on hardcards. In post de/anti-icingreport, added readback of current local time. In run-up table, movedtemperature requirement to initial statement; this applies to all engines andaircraft. In Takeoff Decision Tree, added box for ice pellets; in bullet 1,deleted wipers as representative surface. Renamed and revised SpecialConsiderations for Ice Pellets section. In Special Considerations for HeavySnow, clarified fluid concentration, and identified check as Cabin Check.Added table for Ice Pellet Holdover Times. Moved Type II and Type III tablesto new page. Modified times for Type IV, added reference to Ice Pellets table.SP.16.31 - Added new page. Caused text shift in remainder of chapter.SP.16.34 - Clarified comment, no technical change.

P1.4.4 December 19, 2007


Preface Chapter P1List of Effective Pages - FAA Approved Section 5

Page Date

Volume 1

* Title Page December 19, 2007

Preface (tab)

P1.0.1-2 September 9, 2002

P1.1.1-2 September 9, 2002

P1.2.1 March 31, 2006

P1.2.2 November 20, 2006

P1.2.3 March 31, 2006


P1.3.1 January 17, 2005

P1.3.2-12 March 31, 2006

* P1.4.1-4 December 19, 2007

* P1.5.1-4 December 19, 2007

Bulletin Record (tab)

P1.6.1-2 See Bulletin Record

Limitations (tab)

L.TOC.0.1 March 31, 2006

L.TOC.0.2 December 21, 2001

L.10.1 March 31, 2006

L.10.2 August 15, 2005

L.10.3-4 March 31, 2006

L.10.5 December 15, 2003

L.10.6 December 16, 2002

Normal Procedures (tab)

NP.TOC.0.1 March 31, 2006

NP.TOC.0.2-3 November 20, 2006

NP.TOC.0.4 December 15, 2003

NP.10.1-6 March 31, 2006

NP.10.7 November 20, 2006

NP.10.8-9 March 31, 2006

NP.10.10 August 15, 2005

NP.10.11-13 November 20, 2006

NP.10.14-15 August 15, 2005

NP.10.16 December 15, 2003

NP.20.1 March 31, 2006

NP.20.2 August 15, 2005

NP.20.3 November 20, 2006

NP.20.4-7 January 17, 2005

NP.20.8 March 31, 2006

NP.20.9 January 17, 2005

NP.20.10 November 20, 2006

NP.20.11 January 17, 2005

NP.20.12 March 31, 2006

NP.20.13 November 20, 2006

NP.20.14-15 March 31, 2006

NP.20.16-17 August 15, 2005

NP.20.18 January 17, 2005

NP.20.19 November 20, 2006

NP.20.20 January 17, 2005

NP.20.21 March 31, 2006

Page Date

Copyright © Delta Air Lines, Inc. See title page for details.P1.5.1December 19, 2007


Preface -List of Effective Pages - FAA Approved

Normal procedures (tab)(cont.)

NP.20.22 November 20, 2006

NP.20.23 January 17, 2005

NP.20.24 August 15, 2005

NP.20.25 March 31, 2006

NP.20.26-27 August 15, 2005

NP.20.28-29 November 20, 2006

NP.20.30-33 March 31, 2006

NP.20.34-35 November 20, 2006

NP.20.36 March 31, 2006

NP.20.37 November 20, 2006

NP.20.38 August 15, 2005

NP.20.39 January 17, 2005

NP.20.40-42 August 15, 2005

NP.20.43-44 March 31, 2006

NP.20.45 January 17, 2005

NP.20.46-48 March 31, 2006

NP.20.49-52 November 20, 2006

NP.30.1 January 17, 2005

NP.30.2-3 September 9, 2002

NP.30.4 April 11, 2003

NP.30.5-12 March 31, 2006

NP.30.13-14 November 20, 2006

NP.30.15-20 March 31, 2006

Page Date

Copyright © Delta Air Lines,P1.5.2

Supplementary Procedures (tab)

SP.TOC.0.1 December 26, 2006

SP.TOC.0.2-3 November 20, 2006

SP.TOC.0.4 March 31, 2006


* SP.TOC.0.6-7 December 19, 2007

SP.TOC.0.8 August 15, 2005

SP.05.1 March 31, 2006

SP.05.2 August 1, 2000

SP.1.1 November 20, 2006

SP.1.2 March 31, 2006

SP.1.3-5 December 26, 2006



SP.2.2 December 15, 2003

* SP.3.1-2 December 19, 2007

SP.4.1 August 1, 2000

SP.4.2-3 January 17, 2005

SP.4.4 April 6, 2001

SP.4.5-11 August 15, 2005

SP.4.12 March 31, 2006

SP.5.1-2 August 15, 2005

SP.5.3-8 March 31, 2006


SP.5.10-14 March 31, 2006


SP.5.16-36 March 31, 2006

Page Date

Inc. See title page for details.December 19, 2007


Preface -List of Effective Pages -

FAA Approved


Supplementary Procedures (tab)(cont.)

SP.6.1-3 December 15, 2003

SP.6.4 October 1, 2000

SP.7.1 March 31, 2006

SP.7.2-6 August 15, 2005

SP.8.1 January 17, 2005

SP.8.2 August 1, 2000

SP.10.1-2 March 31, 2006

SP.11.1-3 March 31, 2006

SP.11.4-9 August 15, 2005

SP.11.10 November 20, 2006

SP.11.11-28 August 15, 2005

SP.12.1 March 31, 2006

SP.12.2 August 1, 2000

SP.15.1-4 March 31, 2006

* SP.16.1-40 December 19, 2007

Page Date

P1.5.3December 19, 2007


Preface -List of Effective Pages - FAA Approved


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Limitations Chapter LTable of Contents Section 0

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

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

Airplane General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1Operational Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1Non–AFM Operational Information . . . . . . . . . . . . . . . . . . . L.10.1Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2Flight Deck Access System . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2Door Mounted Escape Slides. . . . . . . . . . . . . . . . . . . . . . . . . L.10.2

Auto Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3Automatic Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3

Aircraft Communications Addressing and Reporting System(ACARS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4

Engine Limit Display Markings . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4

Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4

Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4

Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4

Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5EGPWS - (Look-Ahead Terrain Alerting). . . . . . . . . . . . . . . L.10.5Traffic Alert and Collision Avoidance System (TCAS) . . . . L.10.5

L.TOC.0.1March 31, 2006


Limitations -Table of Contents


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GeneralThis 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.

767-400 aircraft must be operated in compliance with Certificate Limitations ofthe applicable FAA Approved Airplane Flight Manual and the MinimumEquipment List contained in the Mechanical Dispatch Manual (MDM).

Note: The symbol (#) indicates recall limitations. Recall limitations are those operationally significant limitations that must be committed to memory. Memorization is necessary because there are no placards, display indications, or markings indicating a limitation exists.

Airplane General

Operational Limitations

Non–AFM Operational Information

Note: The following items are not AFM limitations, but are provided for flight crew information.

# Turbulent air penetration speed is: 290 KIAS /.78 Mach, whichever is lower.

# The maximum takeoff and landing crosswind for normal operations is 29 knots.

# Runway slope +/- 2%

# Maximum Operating Altitude 43,100 feet pressure altitude

# Maximum Takeoff and Landing Altitude 8,400 feet pressure altitude

# Maximum Takeoff and Landing Tailwind Component

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

L.10.1March 31, 2006


Limitations -Operating Limitations


Altimeter Cross Check Limits

Note: Standby altimeters do not meet altimeter accuracy requirements.

Gross Weight

Maximum Weight Limitations

Other Weight Restrictions

Note: These weights may be further restricted by field length limits, climb limits, tire speed limits, brake energy limits, obstacle clearance, or enroute and landing requirements.

Flight Deck Access SystemVerify that an operational check of the Flight Deck Access System has beenaccomplished according to approved procedures once each flight day.

Door Mounted Escape Slides# Entry door evacuation slide systems must be armed and engagement of the girt

bar with door sill verified prior to taxi, takeoff, or landing whenever passengersare carried.

Field Elevation Max Difference Between

Captain & F/O

Max Difference BetweenCaptain, Standby, F/O

& Field Elevation

SEA LEVEL 40 feet 75 feet

5,000 feet 45 feet 75 feet

10,000 feet 50 feet 75 feet

MAX DIFF (FEET) CAPT & F/O INFLIGHT

200

Pounds Weights

Maximum Taxi Weight (MTW) 451,000

Maximum Take Off Weight (MTOW) 450,000

Maximum Landing Weight (MLW) 350,000

Maximum Zero Fuel Weight (MZFW) 330,000

L.10.2 August 15, 2005




Auto Flight

Autopilot# After takeoff, the autopilot must not be engaged below 200 feet AGL.

# Use of aileron trim with the autopilot engaged is prohibited.

The autopilot must be disengaged before the airplane descends more than 50 feetbelow the MDA unless it is coupled to an ILS glideslope and localizer, or in thego-around mode.

When coupled to an ILS glideslope and localizer without LAND 2 or LAND 3annunciated, the autopilot must be disengaged below 100 feet radio altitude.

Automatic Landing# Maximum allowable wind speeds when landing weather minima are predicated

on autoland operations.

# Autoland authorized for flaps 25 or 30 landing only.

The maximum and minimum glideslope angles are 3.25 degrees and 2.5 degreesrespectively.

Aircraft Communications Addressing and Reporting System (ACARS)The ACARS is limited to the transmission and receipt of messages which 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, Digital Automatic Terminal Information Service,Oceanic Clearances, Weight and Balance and Takeoff Data messages can betransmitted and received over ACARS if they are verified per approved operationalprocedures.

Headwind 25 knots

Crosswind 25 knots

Tailwind 10 knots

L.10.3March 31, 2006




Engine # Continuous ignition must be on (engine start selector in the CONT position)

while operating in severe turbulence.

Note: Continuous ignition is automatically provided in icing conditions when engine anti–ice is on and when flaps are extended for takeoff and landing.

Engine Limit Display MarkingsMaximum and minimum limits are red.

Caution limits are amber.

Engine Fuel System# The use of Jet B and JP4 fuel is prohibited.

# The maximum fuel temperature is 49°C (120°F).

# The maximum fuel imbalance for dispatch is 1,500 pounds.

The minimum fuel temperature is:

The center tank may contain up to 22,050 pounds of fuel with less than full maintanks provided center tank fuel weight plus actual zero fuel weight does not exceedthe maximum zero fuel weight, and center of gravity limits are observed.

Note: With fuel jettison system installed and activated, total fuel must not be less than 10, 300 pounds in the main tanks.

Reverse Thrust# Reverse thrust is for ground use only.

# Backing of the airplane with the use of reverse thrust is prohibited.

Flight Controls# The maximum altitude for flap extension is 20,000 ft.

# Avoid rapid and large alternating control inputs, especially in combination 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.

Minimum Inflight Fuel Tank Temperature

Fuel Type Jet A Jet A1 JP 5 TS 1

Min Tank Temp (°C) -37° -44° -43° -57°

L.10.4 March 31, 2006




Warning Systems

Enhanced Ground Proximity Warning System (EGPWS)Do not use the terrain display for navigation.

The use of terrain awareness alerting and terrain display functions are prohibitedduring QFE operations.

The use of terrain awareness alerting and terrain display functions is prohibitedwithin 15 NM of takeoff, approach or landing at an airport not contained in theEGPWS terrain database. For runways/airports not contained in the installedEGPWS terrain data base, crews will be notified via EFCB and flight plan remarks.

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

L.10.5December 15, 2003




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

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

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

Crew Duties Reference Chart . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.4

ILS Airborne Equipment Requirements . . . . . . . . . . . . . . . . . . NP.10.9

Standard Callouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.10

Preflight and Postflight Panel Flow . . . . . . . . . . . . . . . . . . . . NP.10.14

Pilot Flying and Pilot Monitoring Areas ofResponsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.15

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

First Flight Of The Day/ETOPS Items . . . . . . . . . . . . . . . . . . . NP.20.1

Exterior Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.2Walkaround . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.3

Preflight Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.8

Before Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.26

Pushback/Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.28

Engine Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.30

After Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.31

Taxi Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.32

Delayed Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.33

Before Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.34

Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.36

After Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.37

Climb Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.38

NP.TOC.0.1March 31, 2006


Normal Procedures -Table of Contents


Cruise Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.38

Descent Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.40

Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.42

Landing Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.42

Go–Around and Missed Approach Procedure. . . . . . . . . . . . . NP.20.43

Landing Roll Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.44

After Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.46

Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.48

Secure Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.51

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

Flight Pattern Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1

Takeoff Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1LNAV Used for Departure . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1

Stabilized Approach Requirements . . . . . . . . . . . . . . . . . . . . . . NP.30.2IMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.2VMC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.2Crossing the Runway Threshold . . . . . . . . . . . . . . . . . . . . . NP.30.3

ILS Precision Runway Monitor (PRM) Approach -Breakout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.4

ILS Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.4

Low Visibility Approach Considerations (CAT II/CAT III) . . . NP.30.6CAT II Approach Considerations. . . . . . . . . . . . . . . . . . . . . NP.30.7CAT III Approach Considerations . . . . . . . . . . . . . . . . . . . . NP.30.7

Non-ILS Instrument Approach Considerations. . . . . . . . . . . . . NP.30.8Approach Preparations - General . . . . . . . . . . . . . . . . . . . . . NP.30.8

Visual Approach And Landing Considerations. . . . . . . . . . . . NP.30.12

NP.TOC.0.2 November 20, 2006




Flight Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.13Normal Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.13Special Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.14ILS Approach Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.15Instrument Approach Using VNAV Profile . . . . . . . . . . . . NP.30.16Instrument Approach Using V/S Profile . . . . . . . . . . . . . . NP.30.17Circling Approach Profile . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.18Visual Traffic Pattern Profile . . . . . . . . . . . . . . . . . . . . . . . NP.30.19Go-Around and Missed Approach Profile . . . . . . . . . . . . . NP.30.20

NP.TOC.10.3November 20, 2006




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Normal Procedures Chapter NPIntroduction Section 10

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GeneralThis chapter contains Normal Procedures. It incorporates routine normalprocedures and normal procedures associated with flight patterns.

Controls and Indicators – 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:

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 a procedure or required by an emergency situation.

Procedures are performed from recall and follow a panel flow. These proceduresare designed to minimize crew workload and are consistent with flight decktechnology. If the correct indication is not observed during accomplishment ofprocedures, verify controls are positioned correctly. If necessary, check theappropriate circuit breaker(s) and test the related system light(s).

Before engine start, lights or indications verify the systems’ condition orconfiguration. Review the EICAS status display before engine start to determineif messages are displayed which may affect dispatch and require maintenanceaction or compliance with the Minimum Equipment List (MEL).

Once dispatched (thrust levers advanced for takeoff), it is not necessary to checkstatus messages as any message having an adverse effect on safe continuation ofthe flight, and requiring crew attention, will appear as an EICAS alert message(warning, caution, or advisory).

NP.10.1March 31, 2006


Normal Procedures -Introduction


EICAS alert messages are the primary means of alerting the flight crew tonon–normal conditions or improper configuration. During engine start and prior totakeoff, any alert message requires accomplishment of the appropriate non–normalprocedure. Upon completion of the procedure and prior to takeoff, the MechanicalDispatch Manual (MDM) should be consulted to determine if MEL relief isavailable.

Exterior lighting, flight deck lighting, and personal comfort items (such asshoulder heaters) are systems assumed to have obvious procedural requirementsand are not addressed in this section.

General phase–of–flight responsibilities are as follows:

Pilot flying:

Pilot monitoring:

Phase–of–flight duties, beginning with the takeoff procedure and ending with thelanding roll procedure, are presented in table form in the appropriate proceduressection.

The First Officer, when flying the airplane, performs the duties listed under pilotflying and the Captain performs those duties listed under pilot monitoring.

Note: When the airplane is being flown manually, the pilot monitoring (PM) should update the mode control panel. However, the pilot flying (PF) may engage the autopilot and/or select/deselect the flight director and announce "autopilot on" or "my flight director is on/off."When the airplane is being flown with the autopilot on, the PF may update the mode control panel or direct the PM to do so.

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

• flight path and airspeed control• airplane configuration• navigation.

• checklist reading• communications• tasks requested by PF• fuel shutoff and fire switches

(with PF concurrence).

NP.10.2 March 31, 2006




Autopilot Flight Director System and Flight Management System MonitoringWhen the autopilot, flight director, or autothrottle is in use and a mode change isselected 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 reference mode change is selected or is scheduled tooccur, the annunciation must be verified on the EICAS 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) manipulations are normallyperformed by the PF and verified by the PM.

In flight, with the autopilot engaged, normally CDU entries are made by the PF andverified by the PM. With the autopilot not engaged, CDU entries are made by thePM with concurrence from the PF. CDU manipulations should be accomplishedprior to high workload periods such as departure, arrival, or holding. During highworkload periods, using autopilot modes such as heading select, flight levelchange, and speed intervention, along with the ND map and EFIS switches, maybe more efficient than entering complex route modifications into the CDU.

NP.10.3March 31, 2006




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 dutieswith regard to a typical flight.

• items not highlighted are required on every flight.• items highlighted with gray shading are required during class II navigation

only.• If operating in WATRS or class II airspace for one hour or less, the only

class II navigation duties required are those identified with (N).

The chart delineates areas in which a crew member must remain reasonablyproficient if crew coordination is to be maintained at an optimum level. Whenoperating with an additional First Officer, the Captain will designate one of theFirst Officers to perform relief pilot (RP) duties. When operating without anadditional First Officer, the F or PM will perform the duties listed for the RP. Theseare indicated by a bullet in parentheses (•). Special situations or unusualoccurrences may require some deviations from the charted duties; the Captainultimately makes that determination.

NP.10.4 March 31, 2006




CREW DUTIES C F RP PF PM

FLIGHT PLANNING

Sign-in • • •

Confirm license, medical, ID, FCC license, passport, & visas (if req) are in possession & current

•

Brief F/O & RP •

Create flight folder contents • • •

Review flight plan: routing, remarks & alternates • • •

Review & brief weather information - departure, destination, enroute, alternates, NOTAMs, turbulence & winds charts (as appropriate)

(•) •

Verify Flight Plan with NARs & NAT message or check routing with P (H/L) 3 & 4 (as appropriate) • •

Prepare oceanic plotting chart (if required). Off airways, to/from Hawaii use P(H/L) 3/4

•

Verify oceanic plotting chart • •

Ensure flight folder delivered to aircraft •

FLIGHT DECK PREPARATION

Brief Flight Attendants •

Check aircraft log book • (•) •

Complete exterior & interior preflight (•) •

ACARS data/clocks UTC • •

Initialize & Align ADIRU •

Verify correct position initialization •

Log initialization coordinates on flight plan •

Departure ATIS (•) •

Perform altimeter crosscheck • •

Load routing, performance, winds & climb profile into FMS

•

Load ETPs & diversion airport(s) into Rte 2 •

Continued on next page

NP.10.5March 31, 2006




Continued from previous page


Verify loading of FMC - If off airways, circle Class II waypoints. (Checking coordinates of waypoints loaded on airway not required).

•

(N) Perform HF SELCAL checks. Caution: Do not transmit on HF while fueling. (•) •

Receive security briefing •

Check final documents on board •

Radio closeout (if required) (•) •

Departure briefing •

TAXI AND BEFORE TAKEOFF

Review transition altitude • • •

Check aircraft position relative to takeoff runway on ND (5 or 10 mile scale)

• • •

Ensure destination MIN FUEL FOR TAKEOFF • (•) •

Takeoff briefing •

CLIMB / CRUISE (Above 10,000 feet)

Send company reports (if required in CRUISE) •

Complete enroute items (ETAs) on the flight plan • (•)

Maintain Howgozit Log - "R" Points •

PA announcements • (•)

At first cruise level off - RVSM check •

Monitor enroute fuel temperatures • • •

PRIOR TO TRACK ENTRY

Obtain oceanic clearance. • • (•)

Compare oceanic clearance to FMS routing • • (•)

Update ETP alternate weather - hourly & forecast • (•)

(N) Perform Navigation Accuracy Check - annotate on flight plan

•

Review drift down plan; Note EO speed & Altitude • •

Review diversion plan • •


NP.10.6 March 31, 2006






TRACK ENTRY

(N) Perform HF SELCAL check. •

Set constant Mach & set RNP 10 Hawaii; auto-default to RNP 12 (Atlantic)

•

Set VHF radios •

Set transponder code •

APPROACHING EACH TRACK WAYPOINT

Off airways, PM read from flight plan to PF next waypoint, mag course, distance & zone time - draw diagonal

•

Off airways, PF confirm from FMS next waypoint, mag course, distance & zone time

•

WAYPOINT PASSAGE

Verify altitude, LNAV engaged. (Off Airways - verify course, altitude, LNAV engaged, draw second diagonal)

• •

Record AIREP data, complete HOWGOZIT log •

Transmit position report - "copy company" (ACARS if available)

•

Perform position plot (if required) •

TRACK EXIT

Set radio/transponder •

Confirm ATC clearance (if required) • •

Confirm Strategic Lateral Offset is zero • •

Request altitude & desired cruise Mach speed from ATC

• •

Set ECON speed, check oceanic RNP deleted •


NP.10.7November 20, 2006






TOP OF DESCENT

Perform APU start (if requested) • (•)

Obtain arrival ATIS • (•)

Check transition altitude, approach briefing (NATS) • • •

Send ACARS/In-Range report • (•)

Ground control communications • •

Ramp control communications (•) •

SHUTDOWN / POST FLIGHT

Complete ACARS post flight (print flight log if required)

(•) •

Submit time report (if required) (•) •

Log book entries •

Confirm flight folder contents. (•) •

Items not shaded are required on every flight.

Shaded rows are required for Class II navigation only

(N) Class II navigation duties required if operating in WATRS or Class II airspace for one hour or less.

(•) = When no relief pilot is on board, the FO or PM will perform these duties.

NP.10.8 March 31, 2006




ILS Airborne Equipment Requirements

Acceptable AFDS Status(annunciation on PFD

CAT I CAT II CAT II CAT III

NO AUTOLAND AUTOLAND AUTOLAND

>1800 RVR or 1/2 Mile

1200 RVR 1000 RVR 300 RVR

F/D

CMD

NO AUTOLND NO AUTOLND

LAND 2 LAND 2 LAND 2

LAND 3 LAND 3 LAND 3 LAND 3

EQUIPMENTREQUIRED

(The following equipment is required in addition tothe above AFDS annunciation.)

AUTOPILOT 1 (D) or 1 2 3

FLIGHT DIRECTOR 1 (D) 1 (A) 0 0

ADIRUs 1 (C) or ATT 2 in NAV 2 in NAV 3 in NAV

PFDs (E) (F) 1 2 2 2

GROUND SPEED 0 0 0 Note (B)

W/S WIPERS 0 REQD REQD REQD

AUTOTHROTTLES 0 0 0 REQD

AUTOBRAKES 0 0 0 Note (B)

ELECTRICAL POWER

SOURCE (G)1 2 2 3

CAT I & CAT II approaches may be initiated with an engine inoperative and the aircraft trimmed for the approach.Notes:(A)Autopilot and flight director must be supplied from separate FCCs.(B)Autobrakes or ground speed indication required.(C)With single ADIRU, only flight director information is available.(D)If operable, both autopilot and flight director will be utilized for all ILS approaches when

the reported weather is below 4,000 RVR or 3/4 mile.• For CAT I approaches labeled “Special Aircrew and Aircraft Authorization

Required”, a coupled autopilot or F/D must be used for the approach and remain in use to DA or missed approach, unless the pilot establishes sufficient visual reference to safely continue and land.

(E)PFD indications must be from separate sources.(F)The PFD must be capable of displaying the following: attitude, radio altitude, ILS

deviation, DA(H) or AH indication and AFDS status.(G)The APU generator may be a substitute source of power for the left or right electrical

system. When required, the third electrical power source is from the standby system.

NP.10.9March 31, 2006




Standard CalloutsThe callouts in the following chart are for normal line operations. During takeoffsand approaches the PM will call out flight mode annunciator progression.

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 can maintain visual contact with therunway, the “Approaching Minimums” and “Minimums” callouts are not required.

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

PHASE OF FLIGHTCONDITION

CREWMEMBER

CALLOUTS

TAKEOFF

• At 80 KIAS when THR HOLD annunciated, if autothrottles used

• If autothrottles not used, THR HOLD will not be annunciated

PM “80 KNOTS, THROTTLE HOLD AND ENGINE INSTRUMENTS CHECKED”When PM announces “80 KNOTS”, the PF should silently verify that his airspeed indicator is operating properly

• At V1, VR and V2 PM Confirm automatic V1 callout or call “V1”- THEN CALL - “VR”- “V2”

• At positive rate of climb PM “POSITIVE RATE”

CLIMB

• 1,000 feet below each assigned altitude

PM “OUT OF ___ FOR ___”

• Approaching transition altitude

PM “ALTIMETERS SET TO STANDARD"

DESCENT

• 1,000 feet above each assigned altitude

PM “OUT OF ___ FOR ___”

• Approaching transition level PM “ALTIMETERS SET TO ___”


NP.10.10 August 15, 2005




TYPE OF APPROACH• CONDITION

CREWMEMBER

CALLOUTS

APPROACH AND LANDING

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

PM “BUG ± ___KNOTS” or “SINK ____”, etc.

• At approximately 1,000 feet AGL

PM “1,000, CLEARED TO LAND” or

“1,000, NO LANDING CLEARANCE”

• At approximately 500 feet AGL

PM “500”

• Below 500 feet AGL:Any descent exceeding 1,000feet per minute

PM “SINK ___”

ALL INSTRUMENT APPROACHES

• PM will call out flight mode annunciator progression

PM “LOCALIZER CAPTURE”, “GLIDE SLOPE ARMED”, etc.

NON-ILS APPROACHES

• Within 5° of final approach course

PM “APPROACHING INBOUND COURSE”





PM "500"

• Approaching DA(H)/DDA(H)(approximately 80’ above minimums)

PM “APPROACHING MINIMUMS”

• At DA(H)/DDA(H) PM “MINIMUMS”

• When runway in sight PM “RUNWAY IN SIGHT”

• At missed approach point PM “MISSED APPROACH POINT”

• Prior to leaving DA(H)/DDA(H)

CAPT “APPROACH LIGHTS IN SIGHT”, or “RUNWAY IN SIGHT” or “MISSED APPROACH”

• F/O must acknowledge







CREWMEMBER

CALLOUTS

ALL ILS APPROACHES

• First positive movement of localizer

PM “LOCALIZER ALIVE”

• First positive movement of glide slope bar

PM “GLIDE SLOPE ALIVE”





PM "500"

CAT I & II APPROACHES

• Approaching decision altitude (DA(H)) (at approximately 80 feet above minimums)

PM “APPROACHING MINIMUMS”

• At DA(H) PM “MINIMUMS”

• At or before DA(H) CAPT “APPROACH LIGHTS IN SIGHT”, or “RUNWAY IN SIGHT” or “MISSED APPROACH”

• F/O must acknowledge

CAT III APPROACHES

• Approaching alert height (AH) (at approximately 80 feet above minimums)

F “APPROACHING MINIMUMS”

• At AH F “MINIMUMS”

CAPT “LAND 3” or “MISSED APPROACH”


NP.10.12 November 20, 2006





CREWMEMBER

CALLOUTS

ALL AUTOLAND APPROACHES

• When annunciated (approximately 1,500 feet RA)

PM “ROLLOUT AND FLARE ARMED”

“LAND 2” or “LAND 3”





PM "500"

• When annunciated (approximately 50 feet RA)

PM “FLARE CAPTURED”

• When annunciated (approximately 2 feet RA)

PM “ROLLOUT CAPTURED”

• If off centerline during rollout PM “STEER RIGHT” or “STEER LEFT” (As appropriate)

AFTER ALL LANDINGS

• Verify thrust levers closed and speedbrake lever up

PM “SPEEDBRAKES UP”

• If speedbrake lever not up PM “SPEEDBRAKES NOT UP”

• At 60 knots, decrease to idle reverse by taxi speed

PM “60 KNOTS”





Preflight and Postflight Panel Flow

TRIM

ACP

RESETTEST

AEROSYSTEMS

EMER100%NORM

RESETTEST

AEROSYSTEMS

EMER100%NORM

NP.10.14 August 15, 2005




Pilot Flying and Pilot Monitoring Areas of Responsibility

WX

ACP

TRIM

respective side.Unshaded areas are the responsibility of the pilot seated on thePM area ofresponsibilityPF area ofresponsibility

RESETTEST

AEROSYSTEMS

EMER100%NORM

RESETTEST

AEROSYSTEMS

EMER100%NORM

NP.10.15August 15, 2005




IntentionallyBlank

NP.10.16 December 15, 2003


Normal Procedures Chapter NPAmplified Procedures Section 20

FCO

M T

empl

ate

12/1

2/98


First Flight Of The Day/ETOPS Items

These checks need only be accomplished prior to the first flight each day(after midnight) local time or prior to ETOPS. If a system test is requiredand not procedurally covered in the expanded portion of the NORMALchecklist, see the appropriate section in this manual.

• FIRE WARNING

• STANDBY POWER

• GROUND PROXIMITY WARNING

• TCAS

• O2 MASK CHECK - OBSERVER POSITIONS

• FLIGHT DECK ACCESS SYSTEM

NP.20.1March 31, 2006


Normal Procedures -Amplified Procedures


Exterior InspectionA flight crew member shall make a complete exterior preflight inspection, reviewthe aircraft log book, and report any discrepancy to the Captain and toMaintenance as soon as possible. Emphasis should be placed on tire wear,airframe/control damage, or leaking fluids.

Prior to each flight, a flight crew member must verify the airplane is acceptable forflight. Check:

Flight control surfaces unobstructed and all surfaces clear of ice, snow, or frost.

Door and access panels (not in use) properly secured.

Ports and vents unobstructed.

Airplane free of damage and fluid leakage.

Wheel chocks in place, ground locking pins removed, and nose gear steering lever in the appropriate position.

Inspect tire. Notify Maintenance if there is:• Cord showing• A questionable cut• Any appearance of improper inflation• Any tread groove worn away completely around the tire.

Gear struts not fully compressed.

NP.20.2 August 15, 2005




WalkaroundCheck the following specific items during the exterior preflight. Refer to Figure 1

1 Nose Section/Gear Area

• windshield wipers• radome and latches• forward access door• nose gear strut extension• gear pin - not installed• nose wheel tires - pressure and condition• steering cables• steering safety pin• landing and taxi lights• main E&E access door• APU control panel

2 Right Forward Nose

• right TAT probe• FO pitot probe• right AOA probe• STBY pitot probe• right ice detector

1

2 3

45

6

7

8

910

1112

FIGURE 1





3 Right Forward Fuselage

• crew oxygen thermal discharge disc (green)• forward cargo door• negative pressure relief doors• static ports• pack air inlets and outlets• wing illumination light• antennas and red anti-collision light• ventilation ports

4 Right Wing Area And Engine

• landing light and turnoff light• engine strut and strake• thrust reverser and sleeve• cowlings and fasteners• fan blades• PT 2 probe• reverser blocker doors• aft fan blades• wing under surface area• leading edge slats• vortelons• fuel vent scoop• navigation lights (green)• strobe light• wing rakelets• static discharge wicks• fuel jettison nozzle• inboard and outboard ailerons• inboard and outboard flaps and fairings

NP.20.4 January 17, 2005




5 Right Main Gear

• wheels and tires - pressure and condition• landing gear strut extension• down lock braces• gear pin(s) - not installed• gear doors - closed• hydraulic leaks (actuators, brake lines)• brake wear indicators

6 Right Aft Fuselage

• hydraulic service door• RAT door• right emergency door• aft cargo door• static ports

7 Tail Area

• lower fuselage structure and tail skid• static ports• APU inlet door• APU oil/fuel drain• APU services door• vertical/horizontal surfaces (elevator, rudder, rudder tab)• static discharge wicks• top surfaces of both wings and tail• APU exhaust• strobe lights• navigation lights (white)

8 Left Aft Fuselage

• outflow valve• water drains, service doors, waste vents• bulk cargo door• negative pressure relief vents• air demand pump exhaust• left emergency door• drain mast for APU fuel line shroud and center wing dry bay

NP.20.5January 17, 2005




9 Left Main Gear

• same as right main gear

10 Left Wing Area And Engine

• same as right wing area and engine except:• navigation lights (red)• fueling panel

11 Left Forward Fuselage

• pack inlet and exhaust• wing illumination light• static ports• positive pressure relief valves• negative pressure relief valves• E/E exhaust• smoke clearance port• forward overboard exhaust valve

12 Left Forward Nose

• left TAT probe• CAPT pitot probe• left AOA probe• C ADIRU pitot probe• left ice detector

NP.20.6 January 17, 2005




IntentionallyBlank

NP.20.7January 17, 2005




Preflight ProcedureFor a flight without flight attendants refer to SP.1.

Note: A full tank of potable water is required for all oceanic departures and the waste tanks should be checked empty.

This procedure assumes the supplementary power up procedure has beenaccomplished and electrical power is established. Refer to SP.6.

The following procedures are accomplished in their entirety on each originatingtrip or crew change, or following maintenance action.

Normally this procedure is accomplished by the First Officer. However, it does notpreclude the captain from completing the procedure if time and conditions dictate.

WARNING: If a red A/C Out-of-Service tag is installed, personnel are not to activate any system, control, switch, or circuit breaker without obtaining approval of Maintenance personnel (preferably the AMT actually performing the repairs).

Log book / Manuals .......................................................................Check

Check the aircraft log book to be familiar with the history and maintenance status of the aircraft.

• Ensure the Airworthiness Release has been signed by Maintenance.

• Ensure Pre-Departure Check is recorded prior to ETOPS departure.

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

• Check that QRH (2 copies), MDM, ARM, FRM, ODM, Engine Logbook, Offline Airway Manual (the "Brick"), and Operations Manual VOL 2 are on board.

• Check that Normal Checklist, International Conversion Card (if required for international operations), and Engine Out Driftdown Data Card are on board.

Effective dates of all checklists and manuals are found under the "current pubs" item in the sign-in menu.

Note: If in possession of a checklist dated later than in the computer system, use the later checklist on its effective date, pending computer system update.

NP.20.8 March 31, 2006




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

Fire extinguisher – Checked and stowedCheck:

• plastic or wire seal intact

• green button is present

Crash axe – Stowed

PBE – Checked and stowed

Verify seals are intact.

Life vests – Stowed

Escape ropes – Stowed

Emergency locator transmitter – Stowed

Restraint kit - On board (Located on back side of Captain’s seat)

Jump Seat Harness - Secured

Crew Baggage Restraint - Fastened

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

Takeoff Configuration Warning ..................................................... Check

Refer to SP.15 for test procedure.

Aux Maintenance Panel (behind First Officer’s seat) .................... Check

BULK CARGO HEAT selector - VENT

RESERVE BRAKES & STRG RESET/DISABLE guard - closed

ISLN light extinguished

FLIGHT RECORDER switch - NORM

SERVICE INTERPHONE switch - OFF

Ground Proximity Warning ........................................................... Check

Note: Check is required prior to the first flight of the day or Pre-Departure Check for Class II operations.


NP.20.9January 17, 2005




The following procedures are accomplished in their entirety on every flight.Normally these procedures are accomplished by the PM and the PF initializes theFMS. Upon completion of FMS loading the PM checks the FMS for accuracy andthe PF reviews cockpit setup.

IRS mode selectors ........................................................................... NAVPerform a full alignment. Refer to SP.11 for procedures.

YAW DAMPER switches ................................................................... ONINOP lights remain illuminated until IRS alignment is complete.

EEC switches ............................................................................... NORM

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

LEFT and RIGHT ENGINE PRIMARY pump switches – ONLeft and right engine pump PRESS lights remain illuminated until the respective engine is started.

ELECTRIC PRIMARY pump switches – OFF

DEMAND pump selectors – OFF

DOOR LOCK CONTROLLER switch ......................................... AUTO

Note: Prior to the aircraft’s first flight of the day, perform a Flight Deck Access System test. Refer to SP.1 for procedure.

BATTERY/STANDBY CONTROL panel .......................................... Set

Note: Prior to the aircraft’s first flight of the day, perform a standby power test. Refer to SP.6 for procedure.

BATTERY switch – ONVerify DISCH light extinguished.

STANDBY POWER selector – AUTOVerify standby power bus OFF light extinguished.

NP.20.10 November 20, 2006




ELECTRICAL panel ...........................................................................Set

BUS TIE switches – AUTO

Verify AC BUS OFF lights extinguished.

APU GENERATOR switch – ON

UTILITY BUS switches - ONUtility bus OFF lights extinguished.

Note: In Flight Entertainment (IFE) and galley power will automatically be load shed with only one source of ground power available. Once a second source of power is available, IFE and galley power will be restored.

GENERATOR CONTROL switches – ONOFF and DRIVE lights remain illuminated until respective engine is started.

APU selector ................................................................. START, then ON

Hold selector in the START position for 3 to 5 seconds, then slowly release back to ON.

Observe starter duty cycle of 3 start attempts within a 60-minute period.

The APU should be started five (5) minutes prior to scheduled departure to ensure that the aircraft systems will function/operate properly on ships power.

Voice recorder ................................................................................ Check


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

GLARESHIELD panel light controls – As desired

AISLE STAND panel light controls – As desired

LIGHT OVERRIDE switch – As desired

TAXI light switch – OFF

RUNWAY TURNOFF light switches – OFF

NP.20.11January 17, 2005




EMERGENCY LIGHTS switch ................................................ARMED

Verify UNARMED light extinguished.

PASSENGER OXYGEN ON light ..................................... Extinguished

CAUTION: Switch activation causes deployment of passengeroxygen masks.

RAM AIR TURBINE UNLKD light .................................. Extinguished

WARNING: Switch activation may cause deployment of the ram air turbine.

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

Engine ignition selector – SINGLE

Engine start selectors – AUTO

FUEL panel ......................................................................................... SetEnsure fueling is in progress or complete.

FUEL JETTISON – OFFLeft and Right FUEL JETTISON NOZZLE switches - OFF

CROSSFEED switches – OFFVerify VALVE lights extinguished.

FUEL PUMP switches – OFFLeft and right pump PRESS lights are illuminated.

Left forward pump PRESS light is extinguished if the APU is running.

Both center pump PRESS lights are extinguished.

Anti–ice panel ..................................................................................... Set

WING ANTI-ICE selector – OFF

ENGINE ANTI-ICE selectors – AUTO

WIPER selectors ...............................................................................OFF

NP.20.12 March 31, 2006





POSITION light switch – ON

RED and WHITE ANTI–COLLISION light switches – OFF

WING light switch – OFF

LANDING light switches – OFF

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

Verify INOP lights extinguished.

Passenger signs ...................................................................................ON

NO SMOKING sign selector - ON

SEATBELTS sign selector - ON

Pressurization panel ........................................................................... Set

CABIN ALTITUDE CONTROL

AUTO RATE control – Index

LANDING ALTITUDE selector – Destination airport elevation

MODE SELECTOR – AUTO 1 or AUTO 2

Equipment cooling panel .....................................................................Set

EQUIP COOLING mode selector - AUTO


CIRCUIT BREAKER panel light control – As desired

OVERHEAD PANEL light control – As desired

DOME LIGHT control – As desired

LOGO light switch – As desired

INDICATOR LIGHT selector – As desired





BLEED AIR panel .............................................................................. Set

ENGINE bleed air switches – ON

Verify OFF lights illuminated.

APU bleed air switch – ON

Verify VALVE light extinguished.

LEFT, CENTER and RIGHT ISOLATION switches – ON

Verify VALVE lights extinguished.

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

VENTILATION switch – NORM

PACK control selectors – as required

If ground conditioned air in use, refer to SP.2

FLIGHT DECK temperature control – AUTO

Set as desired.


GASPER FAN switch – ON

TRIM AIR switches – ON

RECIRCULATION FAN switches – as required

If ground conditioned air in use, refer to SP.2

CABIN temperature controls – AUTO

Set as desired.


Note: When ambient temperatures are greater than 60 degrees Fahrenheit refer to SP.16, Hot Weather Operation.

CARGO HEAT switches .................................................................... ON

NP.20.14 March 31, 2006




Left and right EFIS control panel ........................................................Set

MINIMUMS reference and MINIMUMS selector – As desired

FLIGHT PATH VECTOR switch – As desired

METERS switch – As desired

BAROMETRIC reference and BAROMETRIC selectors – Set

Set local altimeter setting on the PFD.

VOR/ADF switches – As desired

ND mode selector – MAP

ND CENTER switch – As desired

ND RANGE selector – As desired

ND TRAFFIC switch – ONTCAS OFF is displayed on the ND until the transponder is set for takeoff.

WEATHER RADAR switch – Off

MAP switches – As desired

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

Left and right FLIGHT DIRECTOR switches – ON

AUTOTHROTTLE ARM switch – ARM

BANK LIMIT selector – As desired

CAUTION: If BANK LIMIT selector is set on other thanAUTO, excessive bank may occur in HDG SEL athigh altitude/airspeed.

Autopilot DISENGAGE bar – UP

Left and right HEATERS.....................................................................Set

FOOT and SHOULDER switches – As desired

NP.20.15March 31, 2006




Left and right lighting panels .............................................................. Set

OUTBOARD display – As desired

INBOARD display – As desired

PANEL light control – As desired

CHART light control – As desired

FLOOD light control – As desired

Oxygen Mask, Regulator, Interphone ...........................................Check

Refer to SP.1 for Oxygen Mask test procedure.

Note: Prior to the aircraft’s first flight of the day, perform an Observer’s Oxygen Mask test. Refer to SP.1 for procedure.

INSTRUMENT SOURCE SELECTORS ......................................Check

FLIGHT DIRECTOR selector – Captain - L First Officer - R

NAVIGATION selector – Captain - FMC - L First Officer - FMC - R

DISPLAY CONTROL selector – AUTO

IRS selector – Captain - L First Officer - R

AIR DATA selector – Captain - L First Officer - R

NP.20.16 August 15, 2005




Altimeters ...................................................................................___, xckFor the blank, verbalize the correct altimeter setting.

Flight & nav instruments ............................................................... Check

Clocks – SetTIME/DATE pushbutton – UTC

Left and right PFD - Checked

Flight mode annunciations – Verify:• autothrottle mode is blank

• roll mode is TO

• pitch mode is TO

• AFDS status is FD.

Flight instrument indications are correct.

The NO V SPD flag is displayed until V–speeds are selected.

The LDG ALT flag is displayed until the FMS route is activated.

Verify no other flags displayed.

Left and right ND – Checked

Verify map mode displayed.

Route – Displayed, correct.

Verify no flags displayed.

RESERVE BRAKES & STEERING ............................................... OFFVerify VALVE light extinguished.

Left and right inboard display selectors .......................................... MFD

HEADING REFERENCE switch .................................................NORM

NP.20.17August 15, 2005




Standby flight instruments .............................................................Check

Standby ADI – Check

ILS selector – OFF

Verify no flags displayed.

Airspeed indicator – Check

Verify instrument indications are correct.

Altimeter – Set

Set local altimeter setting.

Verify instrument indications are correct.

Landing gear panel .............................................................................. Set

Landing gear lever – DN

ALTERNATE GEAR EXTEND switch – OFF (guarded position)

GROUND PROXIMITY OVERRIDE switches ..............................OFF

GROUND PROXIMITY G/S INHIBIT light – Extinguished

GROUND PROXIMITY FLAP OVERRIDE switch – OFF

GROUND PROXIMITY GEAR OVERRIDE switch – OFF

GROUND PROXIMITY TERRAIN OVERRIDE switch – OFF

AUTOBRAKE selector .................................................................... RTO

NP.20.18 January 17, 2005




EICAS/MFD ................................................................................. Check

Indications – Normal. Verify:• primary engine indications display existing conditions

• no exceedance values are displayed.

Secondary ENGINE display switch – Push

Secondary ENGINE display – Verify:• secondary engine indications display existing conditions

• no exceedance displayed

• oil quantity, 17 quarts recommended for start- If oil quantity less than 17 quarts, verify 8 quarts minimum following engine warm-up with engine at idle. If oil quantity less than 8 quarts following engine warm-up, dispatch approval is required.

STATUS DISPLAY switch – Push

STATUS display – Verify:• hydraulic quantities do not display RF

If any status message is displayed, refer to the Minimum Equipment List and Maintenance Dispatch Manual (MDM) to determine if dispatch relief is available.

DCU CONTROL selector – AUTO





CDUs ................................................................................................... Set

IDENT page – CheckVerify aircraft model, engines, and navigation database information for currency and correctness.

POS INIT line select key (R6) – Push

Verify time correct.

Ref Airport - Enter

Inertial position – EnterEnter inertial position using the most accurate latitude and longitude (GPS position if available).

ROUTE line select key (R6) – Push

Enter:• ORIGIN and DEST airports

• Runway (If known)

• SID (DEP ARR key)

• Route

• Arrival (DEP ARR key).

Verify route is correct

Activate

Execute

NP.20.20 January 17, 2005




PERF INIT line select key (R6) – Push

Enter:• Gross weight

• Reserves (reserve fuel) [the sum of the following]:- fuel to the alternate requiring the highest burn (if required) PLUS-the greater of:

FOM minimum fuel for landing - 7,100 lbsFlight plan fuel (reserve fuel for domestic, 30-min. hold at

alternate if international)

• Cruise altitude

• Cost index.

Set STEP CLIMB to zero (Select 0 into the scratch pad and select it over ICAO).

TAKEOFF line select key (R6) – Push

The following information may be entered after takeoff but prior to Class IIairspace.

LEGS key - Push

RTE DATA line select key - PushEnter wind and temperature data from flight plan and execute.

LEGS Key - PushEnter step climb information from flight plan and execute.

For flights requiring ETP alternates, the information should be loaded in Route 2in the following order (or as appropriate for the theater of operation).

Route key - Push

ORIGIN: First alternate airport (It is not necessary to insert a DEST airport in this case)

NP.20.21March 31, 2006




Routing:First alternate airport

First ETP

Next alternate airport

Next ETP

Last alternate airport

Note: If required for noise abatement, enter a speed restriction on the climb page of VREF 30+80 to 2500 feet above field elevation. If VREF 30+80 is 250K or more, leave SPD/RESTR blank. This occurs at approximately 450,000 pounds takeoff weight.

FIX key - PushEnter first 2 reporting points.

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

Verify PARKING BRAKE SET message displayed.

Note: Accumulator pressure may be insufficient to prevent airplane from moving.

ALTERNATE STABILIZER TRIM switches .............................. Neutral

STABILIZER TRIM cutout switches ............NORM (guarded position)

SPEEDBRAKE lever ...................................................................DOWN

Reverse thrust levers ...................................................................... Down

WARNING: Movement of the reverse thrust lever could result in operation of the engine thrust reverser.

Thrust levers .................................................................................. Closed

FUEL CONTROL switches ......................................................CUTOFF

Flaps .................................................................................................... UP

WARNING: Do not move flaps without appropriate clearance from ground personnel.

ALTERNATE FLAPS ......................................................................... Set

ALTERNATE FLAPS selector – NORM

NP.20.22 November 20, 2006




ALTERNATE FLAPS switches – OFF

Engine fire panel ..................................................................................Set

ENG BTL 1 DISCH and ENG BTL 2 DISCH lights – Extinguished

Engine fire switches – InVerify LEFT and RIGHT fire warning lights extinguished.

CARGO FIRE panel ............................................................................Set

CARGO FIRE ARM switches – OffVerify FWD and AFT fire warning lights extinguished.

CARGO FIRE BTL DISCH light – Extinguished

APU fire panel .....................................................................................Set

APU BTL DISCH lights – Extinguished

APU fire switch – InVerify APU fire warning light extinguished.

NP.20.23January 17, 2005




Radios, transponder, radar .................................................... Check & set

Weather radar panel – set

Set panel - as desired

WARNING: Do not operate radar in other than the TEST or STANDBY positions during refueling operations, in the vicinity of trucks or containers holding flammable or explosive liquids, while the aircraft is in the hangar, or parked at the jetway or gate.

Refer to SP.11 for test procedure

Left and right radio tuning panel - set

PNL OFF light – extinguished

Set panel – as desired

Offside tuning light - extinguished

Center radio tuning panel – set

PNL OFF light – extinguished

Set panel – verify DATA in active window for ACARS operation.

Offside tuning light - extinguished

Left and right audio control panel - set

Set panel – as desired

Transponder panel – set

Transponder altitude source selector – LEFT or RIGHT

Transponder mode selector – STBY

Note: Prior to the aircraft’s first flight of the day, perform a TCAS check.

Refer to SP.15 for TCAS test procedure.

NP.20.24 August 15, 2005




FIRE/OVHT TEST ........................................................................ Check


Verify SYS FAIL - FAIL P-RESET light - extinguished.

Note: Prior to the aircraft’s first flight of the day, perform a fire/overheat test.

Flight deck printer ...............................................................................Set

Verify LOW PAPER light - extinguished.

Left and right seat .......................................................................... Adjust

Position seat for optimum eye reference.

WARNING: Do not place objects between the seat and the aisle stand. Injury can occur when the seat is adjusted forward.

Rudder Pedals ................................................................................ Adjust

Adjust to permit full rudder pedal and brake application.

Left and right seat belt and shoulder harness ................................ Adjust

Flight Attendant briefing .......................................................... Complete

Refer to FOM for expanded briefing format.

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

Refer to FOM for expanded briefing format.

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

For the blanks, verbalize flight plan block fuel and actual fuel on board.

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

The Captain calls “BEFORE START Checklist”.

The First Officer accomplishes the BEFORE START checklist up to "After paperwork received:".

NP.20.25March 31, 2006




Before Start ProcedureThis procedure is accomplished after papers are on board. Two crewmembers mustrefer to the final AWABS/WDR to verify the takeoff performance andconfiguration data.

FMS & ACARS info ........................................................................Enter

ACARS - Refer to section SP.5 for procedure.

CDU - Set

INIT REF key – Push

Verify correct fuel quantity.

Enter:- Zero fuel weight

- Verify GR WT (Gross weight)

TAKEOFF line select key – Push

Enter: - Takeoff flap setting

- Assumed temperature derate (if selected)

- CG

- Position shift value (if GPS unable)

- V1, VR, V2 - Enter

CAUTION: Do not use Assumed Temperature (AT) thrust when:- Restricted at particular airports - refer to Delta Airways Manual 10-0 Special Pages.- Unstable weather conditions exist.- AWABS system is inoperative.

NEXT PAGE key – Push Complete entries as necessary.

NP.20.26 August 15, 2005




MCP .....................................................................................................Set

IAS/MACH selector – Rotate

Set V2 speed in the IAS/MACH window.

Initial heading – Set

Initial altitude – Set

Airspeed bugs ..............................................................................Set, xck

Verify correct AWABS V1, VR, and V2 speeds in CDU are set.

Verify V1, VR, and V2 correctly displayed on PFD and crosschecked with opposite PFD, and verbalize.

The Captain calls for remaining BEFORE START items.

The First Officer completes the BEFORE START checklist

NP.20.27August 15, 2005




Pushback/Start Procedure All appropriate procedural items will be completed prior to aircraft movement.

Doors ............................................................................................. ClosedAll doors should be closed and lights extinguished before pushback.

Received "CABIN IS READY FOR PUSHBACK" verbal from Flight Leader.

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

Note: Pressurize right system first to prevent fluid transfer between systems.

Right ELECTRIC DEMAND pump selector – AUTO

Verify PRESS lights extinguished.

C1 and C2 ELECTRIC PRIMARY pump switches – ON

Verify C1 PRESS light extinguished.

Center AIR DEMAND pump selector - AUTO


Left ELECTRIC DEMAND pump selector - AUTO


Note: C2 PRESS light will not be extinguished due to load shedding. Indication will be normal after engine start.

FUEL panel ......................................................................................... Set

LEFT and RIGHT FUEL PUMP switches – ON


If center tank contains fuel:

CENTER FUEL PUMP switches – ON

Note: Both PRESS lights will not be extinguished due to load shedding. Indications will be normal after engine start.

NP.20.28 November 20, 2006




Trim ..........................................................................................____, 0, 0

Stabilizer trim – ___ units

Set for takeoff.

Check in greenband.

Aileron trim – 0

Rudder trim – 0

Flight Deck door ...............................................................Close and lock

After pushback clearance or engine start clearance:

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

Select STBY or TA/RA as required by local airport operating systems.

RED ANTI–COLLISION light switch ...............................................ON

Select ON immediately prior to aircraft movement, or immediately prior to engine start (if starting at gate).

Air conditioning panel ......................................................................... set

PACK selectors - OFF

The Captain calls “PUSHBACK/START CHECKLIST.”

The First Officer accomplishes the PUSHBACK/START checklist.





Engine Start Procedure

Normal start sequence is right then left.

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

Select the secondary engine indications.

Verify that the PACK OFF lights are illuminated.

Call “STARTING ____ ENGINE.”

Engine start selector .........................................................................GND

During a cold weather start, the oil pressure can increase higher than normal.

Verify that the oil pressure increases.

When N2 is at 25%, or at maximum motoring and a minimum of 15% N2 (if 25% N2 is not possible):

FUEL CONTROL switch ...........................................................RUN

Verify that the EGT increases and stays below the EGT limit.

After the engine is stabilized at idle, start the other engine, as desired.

Do the ABORTED ENGINE START checklist for one or more of the following abort start conditions:• EGT does not increase by 25 seconds after the fuel control switch is

moved to RUN.• Fuel flow is abnormally high or fluctuating.• There is no N1 rotation by 30 seconds after N2 is stabilized at idle.• EGT quickly nears or exceeds the start limit.• Oil pressure indication is not normal by the time that the engine is

stabilized at idle.

Observe starter duty cycle:• Continuous for 5 minutes.• Cool for 30 seconds per minute of operation.• After 2 consecutive 5 - minute cycles, cool the starter for 10 minutes

prior to each subsequent starter duty cycle.

NP.20.30 March 31, 2006




After Start Procedure

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

Note: APU may be left on if desired for delayed start procedures, but is normally off for takeoff.

ENGINE ANTI-ICE selectors ...............................................As required

Icing conditions (refer to SP.3).

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

Single Engine Taxi:

LEFT and RIGHT ISOLATION switches - ON

PACK selectors - AUTO

Two Engine Taxi:

LEFT and RIGHT ISOLATION switches - OFF

PACK selectors - AUTO


The Captain calls “AFTER START CHECKLIST.”

The First Officer accomplishes the AFTER START checklist.

NP.20.31March 31, 2006




Taxi ProcedureAfter the agent’s salute is accepted by the Captain or First Officer, the First Officershould extend the flaps in preparation for taxi. Once clear of congested areas,continue with the taxi check.

TAXI lights switch ............................................................................. ON

Select OFF when stopped or waiting in line for takeoff.

Exterior lights ........................................................................ As requiredIt is recommended that all available exterior lighting is used when crossing runways.

Flaps .......................................................................................... ___ , ___

Move FLAP lever to takeoff setting as required by AWABS, and verify position of the flaps on the EICAS.

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

Display flight control synoptic.Displace control wheel and control column to full travel in both directions and verify:

• freedom of movement

• controls return to center

• proper flight control movement on EICAS display.

Hold the nose wheel steering tiller during rudder check to prevent undesired nose wheel movement.Displace rudder pedals to full travel in both directions and verify:

• freedom of movement

• rudder pedals return to center

• proper flight control movement on EICAS display.

Blank lower EICAS display after both engines are started.

The Captain calls “TAXI CHECKLIST.”

The First Officer accomplishes the TAXI checklist.

NP.20.32 November 20, 2006




Delayed Start ProcedureFor delayed engine starts, the Captain should evaluate the operational environmentand delegate start as appropriate. Unless stopped, with the parking brakes set, it isnormally good operating practice to have the First Officer perform the start withthe Captain monitoring.

The other engine is to be started so as to ensure three minutes at idle before takeoffpower is applied.

If making a crossbleed start, be cognizant of aircraft behind you.

Refer to SP.7 for CROSSBLEED START procedure.

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


PACK control selectors - OFF

After Start:

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

ENGINE ANTI-ICE selectors ...............................................As required

Icing conditions (refer to SP.3).

Air conditioning panel .......................................................................SET

LEFT and RIGHT ISOLATION switches - OFF

PACK control selectors - AUTO


The Captain calls “DELAYED START CHECKLIST.”

The First Officer accomplishes the DELAYED START checklist.

NP.20.33March 31, 2006




Before Takeoff ProcedureOperate both engines at idle or taxi thrust a minimum of three minutes beforeapplying takeoff thrust.

Flaps .................................................................................. _____ , _____For the first blank, verify FLAP lever position either 5, 15,or 20.

For the second blank, verify flap indication either 5, 15, or 20.

Flight attendants ...................................................Notify & acknowledge

Prior to taking the active runway, the flight crew is required to make a PA announcement informing the flight attendants to ensure the cabin is prepared for takeoff.

The flight attendants must be given sufficient notification before takeoff to make their final cabin preparations and be seated for departure.

The Flight Leader must verbally confirm that the “CABIN IS READY FOR TAKEOFF”.

Takeoff will not be initiated until acknowledgment is received.

Windows .............................................................................. Close & lock

Verify the lock lever is in the locked (forward) position and the WINDOW NOT CLOSED decal is not in view.

Altimeters .................................................................................. ___, xckFor the blank, verbalize the correct altimeter setting.

Runway, departure, first fix ............................................... ___, ___, ___

Verify the selected runway, departure, and associated first fix in the FMS match the latest ATC departure clearance.

Verbalize the runway, departure procedure, and first fix.

Check aircraft versus runway position on ND (maximum of 10 nm scale). If required, perform the IRS Quick Alignment (QA)/Fast Realignment procedure in Supplementary Procedures, Flight Management, Navigation section.

NP.20.34 November 20, 2006




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

If any message displayed refer to Minimum Equipment List and Maintenance Dispatch Manual to determine if dispatch relief is available.

CANCEL/RECALL switch – PushVerify messages cancelled.

Takeoff briefing ........................................................................ Complete

Refer to the FOM.Final items:

Normally accomplished when cleared on the runway.

PACKS ...................................................................................As required

If directed by WDR - Position Pack control selectors OFF.

To optimize passenger comfort, delay turning the packs off until just prior to commencing the takeoff roll.

Note: To reduce EGT and engine wear, and increase payload, most ETOPS flights are using the Packs Off Takeoff procedure.

Transponder, TCAS, Radar .................................................................Set

Transponder - TA/RA

TCAS - Ensure TFC is displayed on both NDs

Radar - As required

Exterior lights ......................................................................................SetRefer to Flight Operations Manual, Chapter 3, Exterior Lights Usage.

Note: Landing/Strobe lights may be turned off when reduced visibility conditions exist, in close proximity to other aircraft awaiting takeoff at night, or when flying through clouds.

The Captain calls “BEFORE TAKEOFF CHECKLIST.”

The First Officer accomplishes the BEFORE TAKEOFF checklist.





Takeoff Procedure

Pilot Flying Pilot Monitoring

Release brakes.

Align airplane with runway.

Advance thrust levers to approximately 70% N1.

Push N1/THR or TO/GA switch.

Verify correct takeoff thrust set. Monitor engine instruments throughout takeoff.

Adjust takeoff thrust prior to 80 knots, if required.

Note: After takeoff thrust is set, the captain’s hand must be on the thrust levers until V1.

Monitor airspeed. Monitor airspeed indications andcall out any abnormalities.

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

Verify V1 speed.

Rotate at VR.

Establish a positive rate of climb.

Confirm automatic V1 callout or call “V1” - then call “VR - V2”.

Monitor airspeed and vertical speed.

Call for “GEAR UP” when positive rate of climb is announced by PM.

Verify a positive rate of climb on the altimeter and call “POSITIVE RATE.”

Set the landing gear lever to UP.

Call for appropriate roll mode when above 400 feet RA.

Select requested roll mode.

Call for “VNAV” at flap retraction altitude.

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

Push VNAV switch.

Verify VNAV engaged.

Verify acceleration at acceleration height.

Call for “FLAPS ____” according to flap retraction schedule.

Position flap lever as directed.

Verify climb thrust set.

NP.20.36 March 31, 2006




After Takeoff Procedure

The Pilot Flying calls “AFTER TAKEOFF CHECKLIST.”

The Pilot Monitoring accomplishes the AFTER TAKEOFF checklist.

Pilot Monitoring

Verify landing gear lever is UP, and EICAS indication is blank.

Confirm FLAP lever UP, and FLAP/SLATS EICAS indication is blank.

Set Climb Thrust as required.

After engine thrust is reduced, position one PACK control selector to AUTO.

When cabin pressure stabilizes, position the remaining PACK control selector to AUTO.

Note: If engine failure occurs, PACK control selectors should remain OFF until reaching 1,500 feet AFE, or until obstacle clearance height has been attained, whichever is higher.

Note: If, after takeoff, when either Pack Control Selector is selected to AUTO and the Bleed OFF light and/or the ENG BLEED OFF message is displayed, attempt one reset of the engine bleed air valve by selecting the affected bleed air switch OFF, then ON.

If the Bleed OFF light and/or ENG BLEED OFF EICAS message remains illuminated or re-illuminates, accomplish the ENGINE BLEED OFF checklist.

If the bleed system is reset, record the event in the logbook, as the cause of the bleed trip must be determined prior to the next dispatch.

Position WING and ENGINE ANTI-ICE selectors to AUTO.

Set APU as required.





Climb Procedure

The Pilot Flying calls “CLIMB CHECKLIST”.

The Pilot Monitoring accomplishes the CLIMB checklist.

Cruise Procedure


Approaching transition altitude, set altimeters to standard.

Above 18,000 feet, verify LANDING light switches OFF.


When CTR L and CTR R FUEL PUMP messages are displayed, push CENTER FUEL PUMP switches OFF.

NP.20.38 August 15, 2005




IntentionallyBlank

NP.20.39January 17, 2005




Descent ProcedureNormally, complete the DESCENT checklist at 18,000 feet or top of descent,whichever comes later. It is suggested that flight attendants be notified when 20minutes from landing. Local altimeter setting may be pre-set on EFIS controlpanel.


Position SEATBELTS sign selector to ON.

Accomplish approach briefing. Refer to FOM.

Review all alert messages. Recall and review all alert messages.

Set AUTOBRAKE selector to desired brake setting.

Set RADIO or BARO minimums as required for approach, and verbalize.

APPROACHTYPE

BAROMIN REF

RADIOMIN REF

ILS TO CAT I PUBLISHEDDA

N/A

CAT II N/A PUBLISHEDRA

CAT III N/A 50’

STRAIGHT-IN(NON-PRECISION)

PUBLISHED MDA / DAor DDA (MDA + 50’)

N/A

CIRCLE TO LAND

HIGHER OF:PUBLISHED MDA ORFIELD ELEV + 1000’

N/A

VISUAL APPROACH MINIMUMS (1) N/A

(1) Set the approach minimums for the instrument approach used to back up thevisual approach. If no instrument approach is available, biased out of view.

Modify active route as required for arrival and approach. Set NAV RAD page.

Pressurization panel - Set.- Cabin Altitude Control - Set

Verify LDG ALT is set for destination airport. If landing at an airport using QFE, set to "0".

NP.20.40 August 15, 2005




The Pilot Flying calls “DESCENT CHECKLIST”.

The Pilot Monitoring accomplishes the DESCENT checklist.

Approaching 18,000 ft., verify LANDING light switches - ON.

Verify flap setting and VREF speed using FMS and PFD, and verbalize(Example: FLAPS 30 / ___, XCKD).

Set altimeters as required, and verbalize.


NP.20.41August 15, 2005




Approach Procedure

The Pilot Flying calls “APPROACH CHECKLIST”.

The Pilot Monitoring accomplishes the APPROACH checklist.

Landing Procedure

The Pilot Flying calls “LANDING CHECKLIST”.

The Pilot Monitoring accomplishes the LANDING checklist.


Flight and nav instruments, set and crosscheck.

• PFD/ND - Verify correct arrival and approach procedures selected.

Cycle NO SMOKING sign selector when descending through approximately 10,000 feet AFE.

Approaching transition level, set altimeters, and verbalize.


Call for “FLAPS __” according to flap extension schedule.


When on localizer intercept heading with localizer and glideslope pointers displayed, arm APP mode

At glideslope alive, call for:

“GEAR DOWN”

“FLAPS 20”

Position landing gear lever DN

Position flap lever to 20.

Position speedbrake lever to ARMED.

At glideslope capture, call for “FLAPS __” as required for landing.

Position flap lever as commanded.

At approximately 1,500 feet radio altitude, verify Autoland status (if applicable).

Ensure missed approach altitude in MCP by 1,000 feet AGL.

At final approach fix/OM, verify crossing altitude.

Monitor approach progress.

NP.20.42 August 15, 2005




Go–Around and Missed Approach Procedure

The Pilot Flying calls “AFTER TAKEOFF CHECKLIST”.

The Pilot Monitoring accomplishes the AFTER TAKEOFF checklist.


Push TO/GA switch.

Call for “FLAPS 20.”

Position flap lever to 20.

Verify rotation to go–around attitude and thrust increase.

Verify thrust adequate for go–around; adjust if necessary.

After positive rate of climb is announced by PM, call for “GEAR UP.”

Verify a positive rate of climb on the altimeter and call “POSITIVE RATE.”

Position the landing gear lever up when PF announces gear up.

Call for appropriate roll mode when above 400 feet RA.

Select requested roll mode.

At acceleration height, set speed to the maneuvering speed for the desired flap setting.

Call for “FLAPS __” according to flap retraction schedule.


After flap retraction to the planned flap setting, select FLCH or VNAV if desired.

Ensure CLB thrust is set.

NP.20.43March 31, 2006




Landing Roll Procedure

WARNING: After reverse thrust is initiated, a full stop landing must be made.


Monitor rollout progress and proper auto brakes operation.

Verify thrust levers closed and SPEEDBRAKE lever UP.

Without delay, raise reverse thrust levers to the interlocks, hold light pressure until release, and then apply reverse thrust as required.

Verify SPEEDBRAKE lever UP and call “SPEEDBRAKES UP.” If SPEEDBRAKE lever not UP, call “SPEEDBRAKES NOT UP.”

By 60 knots, initiate movement of reverse thrust levers to reach reverse idle detent prior to taxi speed.

Position levers full down (forward thrust) when engines have decelerated to reverse idle.

Call “60 KNOTS.”

Prior to taxi speed, disarm the auto brakes and continue manual braking as required.

Disconnect autopilot prior to runway turnoff.

NP.20.44 March 31, 2006




IntentionallyBlank

NP.20.45January 17, 2005




After Landing Procedure

Accomplished when clear of the active runway.

Engines may be shut down after a three-minute cool down period. Shut down may be accomplished earlier if necessary for gate arrival.

Anti-ice .................................................................................. As required

ENGINE ANTI-ICE selectors - as required

Icing conditions (refer to SP.3)

WING ANTI-ICE selector - OFF

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

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

WHITE ANTI–COLLISION light switch - OFF

LANDING/TAXI light switches - as required

Note: When in congested areas, consider turning off lights that may adversely affect the vision of ground personnel.

SPEEDBRAKE lever ...................................................................DOWN

Radar ...................................................................................................Off

Flaps .................................................................................................... UP

AUTOBRAKE selector .....................................................................OFF

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

Select STBY or an active transponder setting as required by local airport operating systems.


NP.20.46 March 31, 2006






LEFT and RIGHT ISOLATION switches - OPENAny single source of bleed air is sufficient to run both packs.

FUEL CONTROL switches ...................................................As requiredEngines may be shut down after a three-minute cool down period. Shut down may be accomplished earlier if necessary for gate arrival.

The Captain calls “AFTER LANDING CHECKLIST”.

The First Officer accomplishes the AFTER LANDING checklist.

NP.20.47March 31, 2006




Shutdown Procedure

Parking brake ........................................................................ As required

SEATBELTS sign selector ................................................................OFF

Electrical power ........................................................................ Establish

If APU power is required:

Check APU RUN light is illuminated.

If external power is desired:

PRIMARY EXTERNAL POWER AVAIL light – Illuminated

PRIMARY EXTERNAL POWER switch – Push

If SECONDARY EXTERNAL POWER AVAIL light is illuminated:

SECONDARY EXTERNAL POWER switch – Push

If APU power is no longer required:

APU selector - OFF

ENGINE ANTI-ICE selectors....................................................... AUTO

FUEL CONTROL switches ......................................................CUTOFFEngines may be shut down after a three-minute cooldown period. Shut down may be accomplished earlier if necessary for gate arrival.


NP.20.48 March 31, 2006





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

Note: Depressurize right system last to prevent fluid transfer between systems.

Left ELECTRIC DEMAND pump selector – OFF

C1 and C2 ELECTRIC PRIMARY pump switches – OFF

Center AIR DEMAND pump selectors – OFF

Right ELECTRIC DEMAND pump selector – OFF

FUEL PUMP switches ..................................................................... OFF

RED ANTI–COLLISION light switch ............................................. OFF

Transponder ................................................................................... STBY

The Captain calls “SHUTDOWN CHECKLIST.”

The First Officer accomplishes the SHUTDOWN checklist.

After the Shutdown checklist is complete:

Enter appropriate ACARS information. Most flight summary information is automatic. Manual entries include:• AUTOLAND (logbook entry required)• T/O PWR settings (for Assumed Temperature entry, EMP NO field

required)

Do not send FLT SUMMARY report. The report will auto send after five minutes.

Check Status Messages; record in logbook.Check for messages affecting dispatch. Record messages in the logbook.







Check oxygen, hydraulic, and engine oil quantities.Ensure sufficient oxygen, hydraulic, and engine oil quantities exist for the next flight. If quantities are less than the values shown below, make a logbook entry in the IRREG block and notify maintenance as soon as possible.

Engine oil:

• 8 quarts.Oxygen:

• 1,000 psiHydraulic fluid:

• No RFs displayed

Check logbook for appropriate entries.Make required entries for maintenance discrepancies and/or autoland documentation.

Pull red color-coded circuit breakers as required.Pull appropriate color coded circuit breakers based on estimated ground time. Refer to placard instructions on panel.

NP.20.50 November 20, 2006




Secure Procedure

Note: In line operations, the aircraft may remain powered.

Only accomplish the Secure Checklist when:

• requested by Maintenance or Operations,• the aircraft is to remain for several hours, or• the aircraft is to remain overnight.

When operating the last flight of any day into a limited or non-maintenance station,accomplish the following:

• If a maintenance discrepancy is noted and entered in the logbook, the MCC must be contacted through the Dispatcher as soon as possible to facilitate corrective action and avoid delays. If a flight crew placard is applicable, it should be installed prior to departing the aircraft.

• Perform a postflight walkaround. Emphasis should be placed on tire condition, fluid leaks, oil quantity, and possible airframe or control surface damage.

If the aircraft will lay over in cold weather, ensure it is configured as described inSupplementary Procedures, Section 16, Adverse Weather.

IRS mode selectors ........................................................................... OFF

Emergency LIGHTS switch ............................................................. OFF

WINDOW HEAT switches ............................................................... OFF

CARGO HEAT switches .................................................................. OFF

PACK control selectors ..................................................................... OFF







APU/external power .............................................................. As required

Shut down the APU unless Maintenance is immediately available to work on the aircraft.

If electrical power is not required:

Accomplish Electrical Power Down Procedure. Refer to SP.6.

If only ground service power is required:

Note: Ground service bus can only be powered with the PRIMARY EXTERNAL POWER connected, and AVAIL light illuminated.

PRIMARY EXTERNAL POWER andSECONDARY EXTERNAL POWER switches - OFF.

STANDBY POWER - OFF

BATTERY switch - OFF

Place the GROUND SERVICE bus switch ON (located on the forward flight attendant panel).

The Captain calls “SECURE CHECKLIST.”

The First Officer accomplishes the SECURE checklist.

NP.20.52 November 20, 2006


Normal Procedures Chapter NPFlight Patterns Section 30

FCO

M T

empl

ate

12/1

2/98


Flight Pattern PrinciplesFlight patterns in this section are not designed to be comprehensive in nature.They have been developed as a tool for the experienced crew member. A quickreview may be obtained by referencing a flight pattern and its associated text. Fora complete analysis of a particular maneuver, the Flight Crew Training Manualshould be referenced in addition to the material found in this section.Flight patterns in this section do not include all standard callouts.Flight patterns in this section do not include every pilot action recommended tofly a particular flight pattern.

Takeoff Considerations

LNAV Used For DepartureIf LNAV is to be used for departure, accomplish the following procedures:

Verify the aircraft symbol is in close proximity to the departure end of the runwaysymbol on the ND in the 5 nm scale.

• If GPS NAV is on, the autothrottle update function is inhibited.• If GPS NAV is off, the FMC updates position to the runway threshold

with autothrottle system engagement.

CAUTION: The nav database runway position is the LAT/LON of therunway threshold marker. If departing from a runway witha displaced threshold, enter a negative value (the displacedrunway threshold distance) in the POS SHIFT line on theTAKEOFF REF page.

• When an intersection takeoff is made with GPS NAV off, the intersection displacement distance from the runway threshold must be entered on the TAKEOFF REF page.

Note: Do not use LNAV for departure if FMS position is incorrect.

NP.30.1January 17, 2005


Normal Procedures -Flight Patterns


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 of theapproach for it to be considered a stabilized approach. If theabove criteria cannot be established and maintained, initiate ago around.

At 100 feet HAT for all approaches, the aircraft must be positioned so the cockpitis within, and tracking so as to remain within, the lateral confines of the runwayextended.

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.

By 500 feet AGL, the aircraft must be:

• On target airspeed within tolerance.• Lined up with runway except:

• Where the instrument approach or local procedures (such as River Visual at DCA) dictate otherwise.

NP.30.2 September 9, 2002




• Maneuvering (including runway changes). Maneuvering below 500 feet is not recommended unless the Captain has determined the operation to be safe after considering:• Descent rate change to acquire glide path not excessive.• Runway lateral displacement.• Runway threshold stagger.• Tailwind/crosswind components.• Runway length available.

WARNING: These conditions must be maintained throughout the rest of theapproach for it to be considered a stabilized approach. If theabove criteria cannot be established and maintained, initiate ago-around.

At 100 feet HAT for all approaches, the aircraft must be positioned so the cockpitis within, and tracking so as to remain within, the lateral confines of the runwayextended.

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.30.3September 9, 2002




ILS Precision Runway Monitor (PRM) Approach - Breakout Procedures

Note: All "Breakouts" must be hand flown.

If ATC calls "Traffic Alert" during the PRM approach:

A/P .......................................................................................... Disengage

F/D (both) ..........................................................................................OFF

Maneuver ................................................................... as directed by ATC

If descending, vertical speed should not exceed 1,000 fpm.

Note: If ATC "breakout" instructions coincide with a TCAS RA, follow the vertical guidance of the RA and the lateral guidance directed by ATC.

When "breakout" complete:

Reset automation to the appropriate level.

ILS Approach ProceduresThe following information is related to ILS Approach Flight pattern.

On intercept heading and cleared for approach.

Ensure the appropriate approach reference frequency/identifier and course are displayed on the PFD.

Set the missed approach altitude:• After capturing G/S intercept altitude, or after G/S capture.

NP.30.4 April 11, 2003




IntentionallyBlank

NP.30.5March 31, 2006




Low Visibility Approach Considerations (CAT II/CAT III)Approach Preparation

Category II and Category III operations are not authorized with the following:

Captain must conduct approach. For inoperative equipment, refer to ILS AirborneEquipment Requirement Chart, NP.10.

Consider the following:

• Select standby ADI to display center ILS (select APP).• Autobrakes - level 3 or higher recommended, and must be used during

CAT III approach if operable.• First Officer should have the airport diagram or SMGCS page available

for taxi assistance.• Use landing/strobe lights and windshield wipers appropriately.• Review go-around procedures.• Review standard callouts (AFDS, DA or AH, Roll-out steering guidance).

Maximum reported runway winds:

• 15 knot crosswind.• 10 knot tailwind.• 25 knot headwind to autoland.

• SGL SOURCE DISPLAYS • SINGLE AIR DATA

• SGL SOURCE RAD ALT • SINGLE SOURCE IRS

• SINGLE SOURCE ILS • L AC BUS OFF

NP.30.6 March 31, 2006




CAT II Approach ConsiderationsRadio - published RA

Final approach segment

• Approach can continue to DA if RVRs go below minimums while on final approach segment.

At DA

• Visual cues are required by the DA to continue the approach.• The Captain calls "Approach lights in sight" or "Runway in sight" or

"Missed approach", as appropriate, no later than DA.• No later than 100 feet above TDZE, Captain shall state either "Runway in

sight" or "Missed approach", as appropriate and the First Officer must acknowledge.

Landing

• The autopilot may be disconnected with runway in sight.• If the AFDS status indicates NO AUTOLAND, the autopilot must be

disengaged below 100 feet radio altitude.

CAT III Approach ConsiderationsVisual contact with the runway is not required to continue below alert height.

Set altimeter bug to:

• Radio: 50 feet

At alert height

• F/O states "Minimums"• Captain states either "LAND 3" or "Missed Approach".

Prior to and during the Final Approach Segment execute a missed approach if:

• AFDS status indicates NO AUTOLAND, or LAND 2.• EICAS indicates NO LAND 3 or NO AUTOLAND.• The autopilot is unintentionally disengaged.• Any controlling RVR goes below minimums.• Any required airborne or ground systems fail.• Any localizer or glideslope flag appears.• Automatic landing cannot be accomplished in the touchdown zone.

Note: For all EICAS messages, aural warnings and warning/system failure flags that occur prior to alert height, the approach may be continued as long as the AFDS status annunciates LAND 3 and LOC and G/S are within tolerance. The AFDS monitors the required elements of the CAT III airborne system.

NP.30.7March 31, 2006




Non - ILS Instrument Approach Considerations

Approach Preparations - GeneralDetermine raw data monitoring requirements and cockpit display.

Determine final approach pitch mode. (At the crew’s discretion, vertical speed maybe used on any non-ILS approach).

NP.30.8 March 31, 2006




Non-ILS Approach Table

APPROACH CONDITION RECOMMENDED PITCH MODE

MINIMA

ILS - Glideslope Out of Service

No Step Down Constraint Between FAF and Runway

VNAV DA

With Step Down Constraint or No

FAF Depicted

Vertical Speed DDA

With Step Down Constraint Assured

in VNAV Path

VNAV DA

LOC / LOC - BC With "VNAV" Ball Note on Approach

Plate

VNAV DA

Without "VNAV" Ball Note on

Approach Plate

VNAV DDA

VOR With "VNAV" Ball Note on Approach

Plate

VNAV DA

W/out VNAV Ball Note & with valid

End of Descent Point

VNAV DDA

W/out VNAV Ball Note & w/out valid

End of Descent Point

Vertical Speed DDA

NDB /LDA /SDF

All Vertical Speed DDA

ASR All Vertical Speed (Required)

DDA

ALL CIRCLING APPROACHES

All Vertical Speed (Required)

MDA

APPROACHES NOT LISTED

ABOVE

All Vertical Speed DDA

NP.30.9March 31, 2006




Determine Approach Minimums

When VNAV is used as the pitch mode during the final approach segment, thepublished approach MDA may be used as a DA for the following approaches:

• Approaches with the ball note "Only authorized operators may use VNAV DA(H) in lieu of MDA(H)"

• ILS-GS out of service

Circling approaches must use an MDA as specified in the Delta Airway Manual(Ops Specs).

If use of an MDA or DA is not applicable, an approach using VNAV or V/S isflown to the corresponding DDA calculated for the instrument procedure. A DDAis calculated by adding 50' to the approach MDA.

Vertical Speed Approach Considerations

Determine the appropriate rate of descent from the FAF altitude to runway.

• When cleared for the approach:L - Lateral (roll) mode (LNAV, LOC, LOC-BC or HDG SEL) selected.

• Approaching the FAF, begin configuring the aircraft for landing and slowing to approach airspeed.

• After the aircraft is configured for landing, established on the approach and the aircraft is in ALT HOLD at the FAF altitude, perform the following steps:A - ALT window on MCP set to TDZE rounded up to the nearest 100'(MDA on circling approaches).V - V/S selected as the active pitch mode (Confirm VERT SPD windowdisplays zeros).

• At the FAF:S - Speed of descent set in VERT SPD window.

• Ensure the missed approach altitude is set on the MCP by the "1000" standard callout (after capturing the MDA on circling approaches).

Note: When executing a published missed approach procedure, the vertical portion may be initiated at, or prior to the DDA; however, the lateral portion cannot begin until reaching the MAP.

NP.30.10 March 31, 2006




VNAV Approach Considerations

Select the approach from the FMS database.

Adjust the LEGS page airspeeds and altitudes, if necessary.

If VNAV path deviation scale is not displayed, enter an artificially high cruisealtitude on the CRZ page or select DES NOW on the DESCENT page.

• When cleared for the approach:L - Lateral (roll) mode (LNAV, LOC, LOC-BC or HDG SEL) selected.

• Approaching the FAF, begin configuring the aircraft for landing and slowing to approach airspeed.Note: The aircraft may balloon above current altitude if configuring in VNAV

and in level flight.

• After the aircraft is configured for landing, established on the approach and the FAF altitude is assured, confirm the following:A - ALT window on MCP set to TDZE rounded up to the nearest 100' V - VNAV PTH is selected as the active pitch mode.S - Speed intervention set to desired airspeed.

Note: Be aware of the following VNAV considerations:

• VNAV PATH must be enunciated on the FMA by the FAF.• If the vertical deviation pointer reaches ½ scale (200’ deviation), consider

executing a missed approach.• The auto throttles (on non-Pegasus equipped aircraft) must be

disconnected prior to reaching the approach EOD point.• The flight director pitch bar does not provide VNAV descent information

after passing the approach EOD point.

Ensure the missed approach altitude is set on the MCP by the “1000” standardcallout.

Missed Approach

A missed approach shall be initiated if any of the following conditions exist:

• Pitch mode other than VNAV PTH is displayed on the ADI after the FAF is crossed.

• The vertical deviation pointer reaches full scale (400’ deviation).

Note: When executing a published missed approach procedure, the vertical portion may be indicated at, or prior to minimums; however, the lateral portion cannot begin until reaching the MAP.

NP.30.11March 31, 2006




Visual Approach And Landing Considerations

FMS/ND Utilization• Using the FMS during visual approaches is optional.• Program the landing runway as the active waypoint.• With ND in 10 mile scale, turn to base leg when runway symbol

disappears (approximately 4-5 nm from approach end of runway).• Use distance remaining from runway (if active waypoint) and

runway elevation to determine 3-to-1 descent profile.• Green arc may be used to monitor descent if MCP set to runway

TDZE• Vertical speed may be utilized for normal descent rate.

Note: Autothrottle must be disconnected prior to the flare maneuver when not accomplishing an Autoland.

NP.30.12 March 31, 2006




Flight Profiles

Normal Takeoff (Distant/ICAO I) Profile

The following profile satisfies typical vertical noise abatement requirements.

Acc

eler

atio

n he

ight

(nor

mal

ly 1

,000

fee

t A

FE

)•

Sele

ct V

NA

V•

Sele

ct/v

erif

y C

LB

thru

st•

Acc

eler

ate

to f

laps

up

man

euve

ring

sp

eed

•R

etra

ct f

laps

on

sche

dule

Fla

ps u

p•

Do

the

Aft

er T

akeo

ff

chec

klis

t

Abo

ve 4

00 f

eet

RA

•S

elec

t rol

l mod

e

Take

off

roll

•S

et ta

keof

f th

rust

by

80 k

nots

•M

onito

r ai

rspe

ed•

Mai

ntai

n lig

ht f

orw

ard

pres

sure

Thr

ust

set

•M

anua

lly a

dvan

ce th

rust

to s

tabi

lize

•E

ngag

e au

toth

rott

le

Pos

itiv

e ra

te o

f cl

imb

•R

etra

ct g

ear

Init

ial c

limb

spee

d•

V2+

15 to

V2+

25 k

nots

Not

e:Fo

r an

imm

edia

te tu

rn a

fter

take

off,

m

aint

ain

initi

al c

limb

spee

d w

ith

take

off

flap

s w

hile

man

euve

ring

. Fo

llow

AF

DS

bank

lim

its.

V1

The

aut

opilo

t may

be

enga

ged

afte

r a

roll

mod

e an

d V

NA

V a

re s

elec

ted.

VR •R

otat

e2,

500

feet

AF

E•

Acc

eler

ate

to 2

50 k

nots

or

appr

oved

clim

b sp

eed





Special Takeoff (Close-In/ICAO II) ProfileThe following profile satisfies typical vertical noise abatement requirements fornoise sensitive areas in close proximity to the departure end of an airport runway.

Acc

eler

atio

n he

ight

, 3,

000

feet

AF

E•

Ret

ract

fla

ps o

n sc

hedu

le•

Do

the

Aft

er T

akeo

ff

chec

klis

t

Abo

ve 4

00 f

eet

RA

•S

elec

t rol

l mod

e

Thr

ust

set

•M

anua

lly a

dvan

ce th

rust

to s

tabi

lize

•E

ngag

e au

toth

rott

le

VR •R

otat

e

Pos

itiv

e ra

te o

f cl

imb

•R

etra

ct g

ear

Init

ial c

limb

spee

d•

V2+

15 k

nots

•R

educ

e pi

tch

attit

ude

to m

aint

ain

V2

+ 2

0

Eng

ine

fail

ure,

w

inds

hear

, or

an

yN

on-n

orm

al a

ffec

ting

saf

ety

of fl

ight

canc

els

the

Noi

se

Aba

tem

ent

proc

edur

e.

Take

off

roll

•Se

t tak

eoff

thru

st b

y 80

kno

ts•

Mon

itor

airs

peed

•M

aint

ain

light

for

war

d pr

essu

re

V1

Not

e:Fo

r an

imm

edia

te tu

rn a

fter

take

off,

m

aint

ain

initi

al c

limb

spee

d w

ith

take

off

flap

s w

hile

man

euve

ring

. Fo

llow

AFD

S ba

nk li

mits

.

1,50

0 fe

et A

FE

•Se

lect

VN

AV

•Se

lect

/ver

ify

CL

B th

rust

The

aut

opilo

t may

be

enga

ged

afte

r a

roll

mod

e an

d V

NA

V a

re s

elec

ted.

NP.30.14 November 20, 2006




ILS Approach Profile

•Fl

aps

1

Loc

aliz

er c

aptu

re•

Fina

l App

roac

h co

urse

he

adin

g

Fix

(LO

M, M

KR

, DM

E)

•V

erif

y cr

ossi

ng a

ltitu

de

Glid

eslo

pe in

terc

ept

•L

andi

ng f

laps

•E

nsur

e m

isse

d ap

proa

ch a

ltitu

de in

M

CP

by 1

,000

fee

t AG

L•

Do

the

Lan

ding

che

cklis

t

Glid

eslo

pe a

live

•G

ear

dow

n•

Flap

s 20

•A

rm s

peed

brak

e

App

roac

hing

inte

rcep

t he

adin

g•

Flap

s 5

•F

laps

5

On

RA

DA

R v

ecto

rs•

HD

G S

EL

•A

ppro

pria

te p

itch

mod

e

Inte

rcep

t H

eadi

ng•

ILS

tune

d an

d id

entif

ied

•L

OC

and

G/S

poi

nter

s di

spla

yed

•A

rm A

PP m

ode

Enr

oute

to

fix

•L

NA

V o

r ap

prop

riat

e ro

ll m

ode

•V

NA

V o

r ap

prop

riat

e pi

tch

mod

e

NP.30.15March 31, 2006




Instrument Approach Using VNAV Profile

At D

A/D

DA

•In

terc

ept l

andi

ng p

rofil

e•

Dis

conn

ect a

utop

ilot b

yD

A -5

0 fe

et /

DD

A -

100

feet

•D

isco

nnec

t aut

othr

ottle

pri

or to

the

flar

e

App

roac

hing

inte

rcep

t hea

ding

•Fl

aps 5

•Fl

aps 5

Inte

rcep

t hea

ding

•A

rm ap

prop

riate

ro

ll m

ode

Des

cend

to D

A/D

DA

•M

onito

r VN

AV p

ath

•En

sure

mis

sed

appr

oach

alti

tude

in

MC

P by

1,0

00 fe

et A

GL

•Fl

aps 1

Prio

r to

FA

F•

Gea

r dow

n•

Flap

s 20

•A

rm sp

eedb

rake

•La

ndin

g fla

ps•

Do

the

Land

ing

chec

klis

t

Enr

oute

to fi

x•

LNAV

or a

ppro

pria

te

roll

mod

e•

VN

AV o

r app

ropr

iate

pi

tch

mod

e

FAF

FAF

altit

ude

assu

red

•C

onfir

m T

DZE

roun

ded

up,

set

•C

onfir

m V

NAV

and

Spe

ed

Inte

rven

tion

sele

cted

On

RA

DA

R v

ecto

rs•

HD

G S

EL•

App

ropr

iate

pitc

h m

ode

NP.30.16 March 31, 2006




Instrument Approach Using V/S Profile

Lea

ving

DD

A/M

DA

•In

terc

ept l

andi

ng p

rofi

le•

Dis

enga

ge a

utop

ilot

by

DD

A -

100

feet

/ M

DA

-50

fee

t. •

Dis

conn

ect a

utot

hrot

tle p

rior

toth

e fl

are

App

roac

hing

DD

A/M

DA

•E

nsur

e m

isse

d ap

proa

ch a

ltitu

de in

MC

P by

1,0

00 f

eet A

GL

(at

ALT

CA

P fo

r M

DA

)

App

roac

hing

inte

rcep

t he

adin

g•

Fla

ps 5

•F

laps

5

Inte

rcep

t H

eadi

ng•

Arm

app

ropr

iate

ro

ll m

ode

Des

cend

to

DD

A (

MD

A fo

r ci

rclin

g)•

Set p

lann

ed V

/S

•F

laps

1

FAF

Pri

or t

o FA

F•

Gea

r do

wn

•Fl

aps

20•

Arm

spe

edbr

ake

•L

andi

ng f

laps

•Se

t TD

ZE

rou

nded

up

(MD

A f

or c

ircl

ing)

•

Do

the

Lan

ding

ch

eckl

ist

Enr

oute

to fi

x•

LNAV

or a

ppro

pria

te

roll

mod

e•

VN

AV o

r app

ropr

iate

pi

tch

mod

e

On

RA

DA

R v

ecto

rs•

HD

G S

EL•

App

ropr

iate

pitc

h m

ode

NP.30.17March 31, 2006




Circling Approach ProfileC

onfi

gura

tion

at

MD

A•

Gea

r do

wn

•Fl

aps

20 (

land

ing

flap

s op

tiona

l)•

Arm

Spe

edbr

ake

Turn

ing

Bas

e•

Lan

ding

fla

ps(i

f no

t pre

viou

sly

sele

cted

)•

Do

the

Lan

ding

che

cklis

t

Inte

rcep

ting

Lan

ding

Pro

file

•D

isen

gage

aut

opilo

t by

MD

A -

50

feet

Min

imum

Des

cent

Alt

itud

e•

Sele

ct A

LT H

LD

(i

f re

quir

ed)

•Se

t mis

sed

appr

oach

alti

tude

•Se

lect

HD

G S

EL

If a

mis

sed

appr

oach

is n

eede

d at

any

time

whi

le c

irclin

g, m

ake

anin

itial

clim

bing

turn

in th

e sh

orte

stdi

rect

ion

tow

ard

the

land

ing

runw

ayan

d in

terc

ept t

he m

isse

d ap

proa

ch

cour

se.

NP.30.18 March 31, 2006




Visual Traffic Pattern Profile

Bas

e•

Lan

ding

fla

ps•

Do

the

Lan

ding

ch

eckl

ist

1,50

0 Fe

et 2 N

M

Ent

erin

g do

wnw

ind

•Fl

aps

5

Pri

or t

o tu

rnin

g ba

se•

Gea

r do

wn

•Fl

aps

20•

Arm

spe

edbr

ake

•St

art d

esce

nt a

s ne

eded

700

– 50

0 F

eet

•St

abili

zed

on

prof

ile

NP.30.19March 31, 2006




Go-Around and Missed Approach ProfileA

ccel

erat

ion

heig

ht (

norm

ally

1,0

00 f

eet

AF

E)

•Se

t spe

ed f

or p

lann

ed f

lap

setti

ng•

Ret

ract

fla

ps o

n sc

hedu

le•

Do

the

Aft

er T

akeo

ff c

heck

list

Initi

atio

n•

Pus

h G

A o

r T

O/G

A, f

laps

20

•V

erif

y go

-aro

und

attit

ude

•V

erif

y or

adj

ust t

hrus

t as

need

eed

•P

ositi

ve r

ate

of c

limb

- ge

ar u

p

Abo

ve 4

00 f

eet

RA

•Se

lect

rol

l mod

e•

Ver

ify

mis

sed

appr

oach

alti

tude

set

•V

erif

y ro

ute

trac

king

Aft

er p

lann

ed f

laps

set

and

at

or

abov

e fl

ap m

aneu

veri

ng s

peed

•S

elec

t FL

CH

or

VN

AV

if d

esir

ed•

Sel

ect/v

erif

y C

LB

thru

st if

des

ired

•V

erif

y al

titud

e ca

ptur

e

For

a m

anua

l go-

arou

nd:

•R

otat

e m

anua

lly•

Sele

ct o

r ve

rify

go-

arou

nd th

rust

•E

ngag

e au

topi

lot a

s ne

eded

NP.30.20 March 31, 2006


Supplementary Procedures Chapter SPTable of Contents Section 0

FCO

M T

empl

ate

12/1

2/98


Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.05.1

Airplane General, Emergency Equipment, Doors,Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1

Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1Flight Deck Access System . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1Entry Door Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.2Entry Door Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.2

Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3Flight Deck Window Closing . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3Flight Deck Window Opening . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3

Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3Indicator Lights Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3

Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.4Emergency Oxygen Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3Oxygen Mask Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.4

Flights Without Flight Attendants. . . . . . . . . . . . . . . . . . . . . . . . . SP.1.5

Air Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1

Air Conditioning Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1Ground Air Conditioning Use . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1

Packs Off Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1

Anti-Ice, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1

Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1

Anti–Ice Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1

Engine Anti–Ice Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1

Wing Anti–Ice Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2

Windshield Wiper Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2

SP.TOC.0.1December 26, 2006


Supplementary Procedures -Table of Contents


Automatic Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1

AFDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1AFDS Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1Heading Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1Heading Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1Altitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.2Flight Level Change, Climb or Descent. . . . . . . . . . . . . . . . . SP.4.2Vertical Speed, Climb or Descent . . . . . . . . . . . . . . . . . . . . . SP.4.2Altitude Intervention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.2Speed Intervention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.3Intermediate Level Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.3

Autothrottle Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.5

Localizer Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.6

Localizer Back Course Approach . . . . . . . . . . . . . . . . . . . . . . . . SP.4.8

VOR Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.10

NDB Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.12

Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1

Cockpit Voice Recorder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1

HF System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.2

Aircraft Communications Addressingand Reporting System (ACARS). . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3

Pre-Departure Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3Digital-Automatic Information Service (D-ATIS) . . . . . . . . . SP.5.3Oceanic Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3Takeoff Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.3Company Communication Sequence . . . . . . . . . . . . . . . . . . . SP.5.3Menu Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.5Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.7Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.9En Route. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.17Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.22

SP.TOC.0.2 November 20, 2006




Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.26FRM/CLD Code Downlinks . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.30

Gander Oceanic Clearance via Datalink . . . . . . . . . . . . . . . . . . . SP.5.31System Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.33

Shanwick Oceanic Clearance via Datalink . . . . . . . . . . . . . . . . . SP.5.34System Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.36

Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1

Electrical Power Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1

Electrical Power Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.2

Operation With Less Than 90 KVA External PowerSource . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.2

Before Start Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.2After Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.2Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.3

Transfer From External Power To APU Power. . . . . . . . . . . . . . . SP.6.3

Standby Power Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.4

Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.1

Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.1Engine Battery Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.1Engine Crossbleed Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.2Engine Ground Pneumatic Start . . . . . . . . . . . . . . . . . . . . . . . SP.7.2Reduced Thrust Selection Prior To Takeoff. . . . . . . . . . . . . . . SP.7.3Reduced Takeoff Thrust Change or Cancellation . . . . . . . . . . SP.7.3Reduced Climb Thrust Selection Prior To Takeoff . . . . . . . . . SP.7.4Reduced Climb Thrust Change or Cancellation . . . . . . . . . . . SP.7.4Reduced Climb Thrust Selection In-flight. . . . . . . . . . . . . . . . SP.7.4Manual Engine Performance Report . . . . . . . . . . . . . . . . . . . . SP.7.5

Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1

Fire and Overheat Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1ENG/APU/Cargo Fire Test . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1Wheel Well Fire Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1

SP.TOC.10.3November 20, 2006




Flight Instruments, Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.1

Flight Recorder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.2

Heading Reference Switch Operation . . . . . . . . . . . . . . . . . . . . SP.10.2

Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1

Transponder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1

Weather Radar Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1

Radar Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.3Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.3Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.3Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.4Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.5Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.5Radar Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.6

IRS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.10Full Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.10Quick Alignment (QA) / Fast Realignment . . . . . . . . . . . SP.11.10High Latitude Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.11Align Lights Flashing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.12Position Entry Using IRS Mode Selector Panel. . . . . . . . . SP.11.12

Lateral Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.13Alternate Route Entry/Activation. . . . . . . . . . . . . . . . . . . . SP.11.13Direct To A Waypoint Using Overwrite. . . . . . . . . . . . . . . SP.11.13Estimate For Alternate . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.13Holding Pattern Entry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.14Holding Pattern Exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.14Intercept A Leg Or Course To A Waypoint UsingOverwrite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.15Lateral Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.15Leg Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.16Route Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.16SID Change Or Runway Change . . . . . . . . . . . . . . . . . . . . SP.11.17STAR, Profile Descent Or Approach Change . . . . . . . . . . SP.11.18

SP.TOC.0.4 March 31, 2006




Vertical Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.19Climb, Cruise Or Descent Speed Schedule Change . . . . . . SP.11.19Climb Or Descent Direct To MCP Altitude . . . . . . . . . . . . SP.11.19Cruise Altitude Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.19Speed/Altitude Constraint At Waypoint . . . . . . . . . . . . . . . SP.11.20Speed/Altitude Transition And Restriction . . . . . . . . . . . . . SP.11.20Temporary Altitude Restriction . . . . . . . . . . . . . . . . . . . . . . SP.11.20Temporary Speed Restriction . . . . . . . . . . . . . . . . . . . . . . . SP.11.21

Performance Data Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.21Descent Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.21Step Climb Evaluation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.21Waypoint Winds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.21

Additional CDU Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22Data Link Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22Fix Page Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22ND Plan Mode Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.22Navaid Inhibit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.23Update Active Navigation Database . . . . . . . . . . . . . . . . . . SP.11.24

FMC Class II Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.25Nav Accuracy Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.25

RNAV Departure Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.26During Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.26Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.26During/After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.27

FMS Preflight for Origins/DestinationsNot Contained in FMS Database . . . . . . . . . . . . . . . . . . . . . . . SP.11.28

Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1

Fuel Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1

Fuel Crossfeed Valve Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1

Fuel Quantity Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1

SP.TOC.10.5March 31, 2006




Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1

EICAS Status Message Erase Procedure. . . . . . . . . . . . . . . . . . SP.15.1

Event Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1

Ground Proximity Warning Test . . . . . . . . . . . . . . . . . . . . . . . . SP.15.2

Traffic Alert and Collision Avoidance System (TCAS) Test . . SP.15.2

Takeoff Configuration Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.3

Adverse Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1

Adverse Weather Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1

Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1Rejected Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.2Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.2Securing for Cold Weather . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.3

Ground De/Anti–Icing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.4Definitions And Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.4Delta De/Anti-icing Program . . . . . . . . . . . . . . . . . . . . . . . . SP.16.8De/Anti-icing Fluids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.11Forced Air Deicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.14De/Anti-icing Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.15Communication Procedures . . . . . . . . . . . . . . . . . . . . . . . . SP.16.20Holdover Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.20Configuring the Aircraft for De/Anti-icing . . . . . . . . . . . . SP.16.25

Ground De-Icing/Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.27

Takeoff Decision Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.28

Holdover Time Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.28

Hot Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.33

Operation in Heavy Rain or Hail. . . . . . . . . . . . . . . . . . . . . . . SP.16.34

Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.35Severe Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.35

Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.36Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.36Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.36





Guidelines for Contaminated Runways . . . . . . . . . . . . . . . . . . SP.16.39Procedure Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.39

SP.TOC.10.7December 19, 2007




IntentionallyBlank

SP.TOC.0.8 August 15, 2005


Supplementary Procedures Chapter SPIntroduction Section 05

FCO

M T

empl

ate

12/1

2/98


GeneralThis 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.05.1March 31, 2006


Supplementary Procedures -Introduction


IntentionallyBlank

SP.05.2 August 1, 2000


Chapter SPSupplementary Procedures

Airplane General, Emergency Equipment, Doors, Windows

Section 1


Doors

Flight Deck Access System

Preflight

The following procedures must be accomplished once each flight day:

• Push and hold the Master Indicator Lights test switch on the overhead panel:- Verify the AUTO UNLK and LOCK FAIL lights illuminate, then releasethe test switch.

• With the flight deck door open, press ENT, then enter the access code on the keypad, then press ENT:- Verify the aural alert sounds, the door control panel AUTO UNLK lightilluminates and the amber light on the keypad illuminates.

• Position the flight deck door control selector to UNLKD:- Verify the AUTO UNLK light on the control panel extinguishes, theamber light extinguishes, and the green light on the keypad illuminates.

The door lock solenoid will disengage until the door lock selector is released.

Electrical Locking System Failure

Should any component of the electronic locking system fail prior to or duringflight, utilize the Mechanical Latch Pin to lock the flight deck door.

• Remove the Mechanical Latch Pin from the stowage hole.• Insert the Mechanical Latch Pin completely into the door catch

locking hole.If there is an electrical locking system failure, a second crew member is requiredto secure the flight deck door when a crewmember leaves the flight deck. Refer toFOM General Policy, Security, for flight deck entry/exit procedures.

SP.1.1November 20, 2006


Supplementary Procedures -Airplane General, Emergency Equipment, Doors, Windows


Entry Door Closing

Door .............................................................................................. LowerRaise door slightly, push and hold uplatch release button, then lower door approximately 2 inches (5 centimeters). Then, release button and continue to lower door until closed.

Doors with electrical operating systems may be lowered electrically using the control switch.

Door handle .................................................................................... DownRotate to the down (flush) position.

Arming lever (interior only) ......................................... SLIDE ARMEDWhile pushing arming lever release, position arming lever to SLIDE ARMED. Observe slide armed light illuminated, armed indicator in view and Direct Visual Indication of girt bar lockdown is completely yellow

Entry Door Opening

Arming Lever (interior only) ........................................ SLIDE DISARMPosition arming lever to SLIDE DISARMED. Observe slide armed light extinguished, armed indicator out of view, arming lever release button extended and girt bar lockdown indications show blank

Note: Slide disarms automatically when the door is opened from outside

Door handle ........................................................................................ UpRotate aft to the up position.

Door ................................................................................................ RaiseRaise the door until the uplatch is engaged.

Doors with electrical operating systems may be raised electrically using the control switch.

SP.1.2 March 31, 2006


Supplementary Procedures -Airplane General, EmergencyEquipment, Doors, Windows


Windows

Flight Deck Window Closing

Window crank ............................................................................... RotateCrank the window to the full closed position (the WINDOW NOT CLOSED placard is not visible and, the link arm assembly is approximately perpendicular to the lower track).

Window lock lever ........................................................................ RotateRotate the window lock lever forward to the locked position.

Pull on lock lever without depressing release button to ensure lock lever is secure.

Ensure the indicator at the top of window reads CLOSED.

Flight Deck Window Opening

Window lock lever ......................................................................... RotateRotate the window lock lever aft to the open position.

Window crank ................................................................................ RotateCrank the window to the full open position (the WINDOW NOT CLOSED placard is visible).

Lights

Indicator Lights Test

INDICATOR LIGHTS TEST switch ............................... Push and holdVerify all indicator lights in the flight deck, except lights in the fuel control and APU/engine fire switches illuminated.

INDICATOR LIGHTS TEST switch ......................................... Release

SP.1.3December 26, 2006




Emergency Equipment

Emergency Oxygen UseEmergency oxygen should be used when necessary to provide positive pressure inthe masks and goggles to prevent or evacuate contaminants. When positivepressure is not required, but contamination of flight deck air exists, 100% oxygenmust be used. If prolonged use is required and the situation permits, oxygenavailability should be extended by selecting normal flow. When oxygen use is nolonger required, the oxygen compartment door with the Test/Reset switch must beclosed and the Test/Reset switch pushed to restore normal boom microphoneoperation.

Oxygen Mask Test

Mask – Stowed

Verify doors closed.

STATUS display - Verify

Note oxygen pressure (1,000 psi minimum).

Regulator Selector – Rotate to EMERGENCY

TEST/RESET switch - Push and hold.

Verify the yellow cross appears continuously in the flow indicator. One crewmember must continue to hold the TEST/RESET switch for 10 seconds.

Verify that the crew oxygen pressure does not decrease more than100 psi.

If the oxygen cylinder valve is not in the full open position, pressure can:• decrease rapidly, or• decrease more than 100 psi, or• increase slowly back to normal

TEST/RESET switch – Release

Regulator Selector – Rotate to 100%




Supplementary Procedures -Airplane General, EmergencyEquipment, Doors, Windows



TEST/RESET switch – Push and hold

Verify the yellow cross appears momentarily in the flow indicator.

Note: If the oxygen flow indicator (yellow) remains visible, a system leak has been detected.

TEST/RESET switch – Release

Verify the yellow cross no longer appears in the flow indicator.

Speaker Volume Control knob - Push

Flight Interphone Volume Control knob - Push

MICROPHONE/INTERPHONE switch - INT and hold

While holding TEST/RESET switch, tap the top of the O2 mask to ensure mic feedback.

MICROPHONE/INTERPHONE switch - Release

Flights Without Flight AttendantsFor a flight without a flight attendant staff (ferry flight, test flight, delivery flight,training flight, etc.), the pilots must secure the cabin.

After block-in, pilots must disarm all doors and pass a thumbs up to the gate agentwhen the main entry door is ready to be opened.

Doors - Secured and at least 1L and 1R armed.

Beverage carts - Stowed and locked in position.

Galley (coffee pots, doors and drawers, etc.) - Secured.

Overhead bins - Closed.

Closets - Closed and locked.

Lavatories - Inspect for general security; doors closed.





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Supplementary Procedures Chapter SPAir Systems Section 2

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Air Conditioning Packs

Ground Air Conditioning Use

Before connecting ground air conditioning:

Pack Control selectors ................................................................. OFFPrevents pack operation if bleed air is supplied to airplane.

RECIRCULATION FANS switches ........................................... OFFAllows ground air conditioning to operate at maximum efficiency.

After disconnecting ground air conditioning:

Pack Control selectors ..............................................................AUTO

RECIRCULATION FANS switches .............................................ON

Packs Off Takeoff

Before takeoff:

Pack Control selectors ................................................................ OFFBoth Packs should be positioned to OFF just prior to commencing the takeoff roll.

After takeoff:

Note: If engine failure occurs, pack control selectors should remain OFF until reaching 1,500 feet AFE or until obstacle clearance height has been attained, whichever is higher.

Pack Control selector (one only) ..............................................AUTOAfter engine thrust is reduced from takeoff, position one pack control selector to AUTO.

Pack Control selector (remaining pack) ...................................AUTOWhen cabin pressurization stabilizes, position remaining pack control selector to AUTO.



Supplementary Procedures -Air Systems


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Supplementary Procedures Chapter SPAnti-Ice, Rain Section 3

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Ice ProtectionIce protection is provided by the airplane anti–ice systems.

Anti–Ice UseIcing conditions exist when OAT is 10°C (50°F) or below during groundoperations, takeoff, initial climb or go–around or; TAT is 10°C or below in–flightand:

• visible moisture (fog with visibility less than one mile, clouds, rain, snow, sleet, ice crystals, and so on) is present, or

• standing water, ice, or snow is present on the ramps, taxiways, or runways.

Engine Anti–Ice UseEngine anti–ice must be used during all ground and flight operations when icingconditions exist or are anticipated, except when temperature is below -40°C SAT.

If icing conditions are present, engine anti–ice must be selected ON immediatelyafter engine start.

During ground operation when engine anti-ice is required and OAT is +3°C (37°F) or less, periodically increase thrust to as high a thrust setting as practical(60% N1 desired). This run–up need not be made more frequently than 30 minuteintervals, for approximately 30 seconds duration.

Takeoff must be preceded by a static run–up to as high a thrust setting as practical(60% N1 desired), observing all primary engine indications to ensure normaloperation prior to brake release.

Inflight, in moderate to severe icing conditions for prolonged periods with N1settings at or below 70%, or if fan icing is suspected due to high engine vibration,increase thrust on one engine at a time to a minimum of 70% N1 for 10–30seconds every 10 minutes.

CAUTION: Do not operate engine anti–ice when the total airtemperature (TAT) is above 10°C.



Supplementary Procedures -Anti-Ice, Rain


When engine anti–ice is required on the ground:

Engine Anti–ice selectors ............................................................. ON

When engine anti–ice is no longer required on the ground:

Engine Anti–ice selectors ........................................................ AUTO

When engine anti–ice is required inflight:

Engine Anti–ice selectors ........................................................ AUTO

Wing Anti–Ice UseThe wing anti–ice system may be used as a de–icer or anti–icer in flight only. Theprimary method is to use the automatic ice detection system which acts as ade–icer by allowing the ice to accumulate before turning wing anti–ice on. Thisprocedure provides the cleanest airfoil surface, the least possible run–back iceformation, and the least fuel penalty. The second method is to select WINGANTI–ICE to ON when wing icing is possible and use the system as an anti–icer.

Ice accumulation on the flight deck windshield frames, windshield center post,windshield wiper post, or side windows can be used as an indication that airframeicing conditions exist.

CAUTION: Do not operate wing anti–ice when the total airtemperature (TAT) is above 10°C.

If automatic de–ice is desired:

Wing Anti–ice selector............................................................. AUTO

If system anti–ice and de–ice not desired:

Wing Anti–ice selector.................................................................OFF

Windshield Wiper Use

CAUTION: Do not use windshield wipers on a dry window.

Windshield Wiper selector (as required) ...................... LOW/HIGH/INT



Supplementary Procedures Chapter SPAutomatic Flight Section 4

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AFDS

AFDS Operation

If Flight Director (F/D) operation is desired:

FLIGHT DIRECTOR switches .....................................................ONOn ground, observe flight director command wings level and 8° pitch up and flight mode annunciations display TO, TO, FD.

In–flight, observe flight director command and flight mode annunciations display vertical speed (V/S) and heading hold (HDG HOLD) if no autopilot in command (CMD), or display existing autopilot modes if any autopilot in command (CMD).

AFDS Mode(s) .......................................................Engage as desiredObserve flight director command and selected AFDS mode(s).

If the autopilot is desired:

Command switch .....................................................................EngageObserve flight mode annunciations display V/S and HDG HOLD, or existing AFDS modes if flight director on and not in takeoff or go–around mode.

Heading Hold

Maintains the airplane heading the same as the selected heading.

Heading Hold switch ....................................................................EngageObserve HDG HOLD displayed in the roll mode annunciator.

Heading Select

Heading selector .................................................................Set as desired

Heading selector switch ....................................................................PushObserve HDG SEL is displayed in the roll mode annunciator.

Bank Limit selector.............................................................Set as desired

SP.4.1August 1, 2000


Supplementary Procedures -Automatic Flight


Altitude Hold

Altitude Hold switch .................................................................... EngageVerify ALT HOLD is displayed in the pitch mode annunciator.

Flight Level Change, Climb or Descent

Altitude selector .................................................................................. SetSet level off altitude in the altitude window.

Flight Level Change switch.......................................................... EngageObserve SPD in the pitch mode annunciator and FLCH displayed in the autothrottle mode annunciator.

IAS/MACH selector ............................................................................ SetSet the desired speed in the speed window.

Vertical Speed, Climb or Descent

Altitude selector .................................................................................. SetSet level off altitude in the altitude window.

Vertical Speed switch ................................................................... EngageObserve V/S displayed in the pitch mode annunciator.

Note: The vertical speed mode does not provide automatic low speed protection and permits flight away from selected altitude. For level–off protection, always select new level–off altitude prior to engaging vertical speed mode.

Vertical Speed selector ........................................................................ SetSet desired rate in vertical speed window.

Altitude Intervention

Altitude selector .............................................................................RotateSet the desired altitude in the altitude window.

At the level off altitude verify ALT HOLD is displayed in the pitch mode annunciator.

SP.4.2 January 17, 2005




To resume climb or descent:

Altitude selector ....................................................................... RotateSet the desired altitude in the altitude window.

If using VNAV:

VNAV switch .....................................................................EngageVerify VNAV PTH or VNAV SPD is displayed in the pitch mode annunciator.

If using Flight Level Change:

Flight Level Change switch................................................EngageVerify SPD displayed in the pitch mode annunciator and FLCH displayed in the autothrottle mode annunciator.

IAS/MACH selector ............................................................ RotateSet the desired speed in the IAS/MACH window.

Speed Intervention

IAS/MACH selector .........................................................................PushVerify IAS/MACH window opens.

IAS/MACH selector ...................................................................... RotateSet the desired speed in the IAS/MACH window.

To resume FMC speed schedule:

IAS/MACH selector ....................................................................PushVerify IAS/MACH window blanks.

Intermediate Level Off

Altitude selector ......................................................... Set desired altitude

At MCP altitude:

Verify ALT HOLD is displayed in the pitch mode annunciator.

SP.4.3January 17, 2005




To continue climb/descent:

Altitude selector ........................................................................RotateSet desired altitude in altitude window.

If using VNAV:

VNAV switch ..................................................................... EngageVerify VNAV PTH or VNAV SPD is displayed in the pitch mode annunciator.

If using Flight Level Change:

Flight Level Change switch ............................................... EngageVerify SPD displayed in the pitch mode annunciator and FLCH displayed in the autothrottle mode annunciator.

IAS/MACH selector ............................................................RotateSet the desired speed in the IAS/MACH window.

SP.4.4 April 6, 2001




Autothrottle Operation

Autothrottle switch .................................................................. A/T ARM

If N1 mode desired:

N1 switch .................................................................................EngageObserve N1 displayed in the autothrottle mode annunciator.

If Speed mode desired:

Speed switch ............................................................................EngageObserve SPD displayed in the autothrottle mode annunciator.

IAS/MACH selector .......................................................................SetSet the desired speed in the IAS/MACH window.

SP.4.5August 15, 2005




Localizer ApproachPitch mode may be VNAV or V/S. If using VNAV, verify proper approach andaltitudes have been entered in the CDU and use speed intervention for airspeedcontrol. Roll mode may be LOC or LNAV.

Monitor the localizer course.

When on an intercept heading to the localizer course:

LOC or LNAV switch ................................................................. Push

Verify LNAV or LOC ARM mode annunciates.

Verify LOC engaged mode annunciates upon localizer capture when using LOC.

LOC is the preferred roll mode when conducting a localizer approach.

Prior to descent:

Altitude Selector ............................................................................ SetSet MCP altitude to TDZE rounded up to the nearest 100 feet.

When established on a published segment and cleared for the approach:

If using VNAV:

VNAV Switch ........................................................................ PushVerify VNAV PTH annunciated.

Speed Intervention ................................................................. PushSelect speed intervention after MCP speed window closes. Set desired speed.

If using V/S:

V/S switch.............................................................................. PushAt FAF, establish a vertical speed not to exceed a sustained 1000 feet per minute.

Note: The VNAV path or vertical speed descent rate should result in arrival at, or near, the visual descent point by DA/DDA. When authorized, the MDA will be used as a DA, otherwise a DDA will be computed (DDA = MDA + 50 ft.).

Be prepared to land or go around at the DA/DDA.

SP.4.6 August 15, 2005




Approaching 1000 feet AGL:

Altitude Selector .............................................................................SetEnsure Missed Approach Altitude is set on MCP by the "1000" Standard Callout.

At Decision Altitude/Derived Decision Altitude:

If approach environment or runway in sight:

Autopilot ......................................................................DisconnectDisconnect autopilot no later than 50 feet below DA (or 100 feet below DDA).

Autothrottles .................................................................DisconnectDisconnect autothrottles prior to the flare.

Fly manually to land.

If approach environment or runway not in sight:

Missed Approach ..............................................................Execute

SP.4.7August 15, 2005




Localizer Back Course ApproachPitch mode may be VNAV or V/S. If using VNAV, verify proper approach andaltitudes have been entered in the CDU and use speed intervention for airspeedcontrol.

Roll mode may be LNAV, HDG SEL or B/CRS. If LNAV does not track correctcourse, use HDG SEL.

B/CRS is the preferred roll mode when conducting a localizer back courseapproach (select B/CRS and LOC switch).

Monitor the localizer course.

Prior to descent:



If using VNAV:



If using V/S:

V/S Switch ............................................................................. PushAt FAF, establish a vertical speed not to exceed a sustained 1000 feet per minute.




Altitude Selector ............................................................................ SetEnsure Missed Approach Altitude is set on MCP by the "1000" Standard Callout.

SP.4.8 August 15, 2005











SP.4.9August 15, 2005




VOR ApproachPitch mode may be VNAV or V/S. If using VNAV, verify proper approach andaltitudes have been entered in the CDU and use speed intervention for airspeedcontrol.

Roll mode may be LNAV or HDG SEL. If LNAV does not track correct course, useHDG SEL.

Monitor the VOR course.

Prior to descent:



If using VNAV:



If using V/S:

V/S Switch ............................................................................. PushAt FAF, establish a vertical speed not to exceed a sustained 1000 feet per minute.





SP.4.10 August 15, 2005











SP.4.11August 15, 2005




NDB ApproachRecommended pitch mode is V/S.

Roll mode may be LNAV or HDG SEL. If LNAV does not track correct course, useHDG SEL.

Monitor the NDB course.

Prior to descent:

Altitude Selector ............................................................................ SetSet TDZE rounded up to the nearest 100 feet.


V/S Switch .................................................................................. PushAt FAF, establish a vertical speed not to exceed a sustained 1000 feet per minute.

Note: The vertical speed descent rate should result in arrival at, or near, the visual descent point by the DDA. The DDA will be computed as MDA + 50 ft.

Be prepared to land or go around at the DDA.



At Derived Decision Altitude:


Autopilot ...................................................................... DisconnectDisconnect autopilot no later than 100 feet below DDA.

Autothrottles ................................................................ DisconnectDisconnect autothrottles prior to the flare.



Missed Approach .............................................................. Execute

SP.4.12 March 31, 2006


Supplementary Procedures Chapter SPCommunications Section 5

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Cockpit Voice Recorder Test

Voice Recorder Test switch...............................................................PushHold the test switch for approximately 5 seconds. A tone may be heard with headset plugged into headset jack. The monitor light illuminates when the test is successfully complete.

SP.5.1August 15, 2005


Supplementary Procedures -Communications


HF System Test

CAUTION: Do not operate the HF transmitter while fuelingoperations are in progress.

Mode Selector .................................................................... USB OR AMUse of USB is preferable for all the HF communications.

Select HF FrequencyCall on VHF to arrange HF check.

See Airway Manual, Communications section for HF frequency chart.

Rotate HF Sensitivity (HF SENSE) control knob clockwise to increase sensitivity.

Push HF MIC Selector Switch.

Key microphone.

Note: A 1,000 Hz coupler tone can be heard up to 20 seconds during HF antenna tuning. When the HF antenna is tuned to that frequency, the 1,000 Hz ceases and the HF system is ready to transmit.

Listen for good side tone.

Listen for other traffic on same frequency.

Rotate HF SENSE control knob counter clockwise to decrease sensitivity, and reduce noise and static.

Note: Decreasing sensitivity too far prevents reception, including SELCAL monitoring of HF radio.

Accomplish SELCAL check before takeoff or enroute.

Enroute

Obtain SELCAL Check with each agency to be utilized.

Note: Once a SELCAL check is made with GP radio, flights are expected to remain on that frequency as required by the Airway Manual and region.

Note: For enroute HF communication information, refer to the Airway Manual, Communications section.

SP.5.2 August 15, 2005




Aircraft Communication Addressing and Reporting System (ACARS)

Pre-Departure ClearanceThe flight crew shall manually verify (compare) the filed flight plan versus thedigital pre-departure clearance and shall initiate voice contact with Air TrafficControl if any question/confusion exists between the filed flight plan and thedigital pre-departure clearance.

Digital-Automatic Information Service (D-ATIS)The 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.

Oceanic ClearancesThe flight crew shall manually verify (compare) the filed flight plan versus thedigital oceanic clearance and shall initiate voice contact with Air Traffic Controlif any question/confusion exists between the filed flight plan and the digitaloceanic clearance.

Weight and BalanceThe flight crew shall verify the Weight and Balance numeric and alphabeticalvalues are identical. If the Weight and Balance numeric and alphabetical values aredifferent, the flight crew must not accept the Weight and Balance data.

Takeoff DataThe flight crew shall verify the Takeoff Data numeric and alphabetic values areidentical. If the Takeoff Data numeric and alphabetic values are different, the flightcrew must not accept the Takeoff Data message.

Company Communications SequenceThe COMMUNICATIONS SEQUENCE chart depicts DATA LINK functions thatare currently in effect for Delta Air Lines. The chronological sequence in whichDATA LINK messages should be sent is shown as a function of flight phase. Themessages that appear above the profile are ROUTINE and should be sent wheneverappropriate on every flight. The messages below the profile are NON ROUTINEand 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.5.3March 31, 2006




Communications Sequence Chart

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SP.5.4 March 31, 2006




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 DATA LINK INDEX page shown below.

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.

A C A R S - D A T A L I N K I N D E X

< P R E F L I G H T F L T L O G >

< E N R O U T E A T I S >

< P O S T F L I G H T W E A T H E R >

< M I S C M E N U D O W N L I N K S >

< A T C L O G M S G S R C V D >

H H : M M

SP.5.5March 31, 2006




Menu Layout Chart

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SP.5.6 March 31, 2006




Advisory Messages

Alert Advisories

Alert advisories appear on the CDU 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 the ACARSINOP Non-Normal Checklist in the QRH.

POWER Power interruption resulting in loss ofinitialization data.

SELCAL SELCAL uplink message received.

ATC MSG ATC 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 VOICEmode or ACARS in VOICE mode for greaterthan 105 seconds.

ATIS ATC ATIS message received and not viewed.

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.5.7March 31, 2006




Informational Advisories

Informational advisories appear on the CDU 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.

IN PROG Message is actively being sent.

UTC OK UTC TIME updated by uplink.

VOICE VHF is in voice mode.

NO COMM No DATA LINK is available.

XMIT Indicates data being transmitted by ACARS.

XNNN.NN Indicates the current mode of the VHF Transceiverand the frequency being tuned. The mode isrepresented by a single character preceeding thefrequency as shown below:• ‘V’ - VHF is currently being used for voice

communication.• ‘D’ - VHF data link to ground has been

established on a network base frequency.• ‘A’ - VHF data link to ground has been

established on an autotuned frequency.• ‘S’ - No VHF data link has been established

and the system is scanning frequencies searching for a ground network service provider. Although this informational advisory message is the lowest priority, it is the most often displayed.

SP.5.8 March 31, 2006




Preflight

INIT DATA page

ACARS mode .................................................................................DATAEnsure NO COMM is not displayed.

Confirm UTC time is correct.

PREFLIGHT...................................................................................Select

INIT DATA .....................................................................................Select

The following page will be displayed.

1 FLT NO

Automatically updates when INIT RQ selected, or may be manually entered.

2 ORIG


3 FOB (Fuel On Board)

Automatically updates, or may be manually entered. Fuel on board is in 1,000pound increments, and is obtained from aircraft fuel gauges.

4 GW (Gross Weight)

Automatically updates, 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 E

£ £ £ £ £ £O R I G D E S T

£ £ £ £ £ £ £ £F O B F U E L B O A R D E D

- - - . - [ . ]G W E T E

- - - - . £ £ : £ £

* P R I N T I N I T R Q *

< R E T U R N M E S S A G E *H H : M M

2

1

4

3 7

5

6

8

9





5 DATE


6 DEST


7 FUEL BOARDED

Enter manually. This is the amount of fuel listed on the fuel service record.

8 ETE

Enter manually.

9 INIT RQ

Automatically updates FLT NO, DATE, ORIG, and DEST.

SP.5.10 March 31, 2006




ATIS


ATIS ................................................................................................Select

This page allows request of digital ATIS information, when provided by airport.

Note: Availability of digital ATIS is indicated on airport diagrams (10-9 Jeppesen plate) by “D-ATIS” in the “ACARS” communications block.


1 AIRPORT

The AIRPORT field defaults to departure airport prior to “OFF” time, thendefaults to arrival airport after “OFF” time. If diversion page is transmitted with anairport other than planned arrival airport, the default will be the diversion airport.

2 TYPE

The TYPE field allows selection of Departure, Arrival, Departure/Arrival (used inconjunction with Auto Update Mode), and Enroute Information Services weatherproducts.

A T S - A T I S R QA I R P O R T

S E R V I C E T Y P E

| A A A A A A A A A A A A A A A A A A AA U T O U P D A T E

A A A A

S E N D *


2

1

3

SP.5.11March 31, 2006




3 AUTO UPDATE

The AUTO UPDATE field allows enabling/disabling of automatic ATIS updatefeature.

• Sending an ATIS request with START in this field enables the function; sending a request with STOP disables the function• When STOP is requested, one more ATIS report will be received, and

then the AUTO function is disabled. • Displays an “ATIS” prompt every time a new ATIS is transmitted at the

selected airport• Selection of Arrival or Departure ATIS is automatic, and is dependent on

“OFF” time.

Pushback Delays

For any pushback delays, refer to “Other” in this section for information on howto submit the report.

SP.5.12 March 31, 2006




Pre-Departure Clearance


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 )


A C A R S - P D C ( C O M P A N Y )

S E N D *


SP.5.13March 31, 2006




AWABS Update

After pushback, if it becomes necessary to update the AWABS:

DATA LINK INDEX ................................................................ Select

PREFLIGHT ............................................................................. Select

AWABS ..................................................................................... Select

The following page (page 1/2) will be displayed. Fill in each field as described below.

1 SN/RWY/CONT (Mandatory)

The following fields (boxed fields) on AWABS page 1/2 are Mandatory entries.

• SN (Sequence Number) - is reserved for future use. Enter the digits 88 in order to satisfy ACARS requirements.

• RWY (Runway identifier) - Enter the desired takeoff runway. AWABS data will only be sent for this runway. This identifier must be recognizable by AWABS (consult the existing WDR for the exact label). Examples include:

26R - Runway 26 Right26LTWYE13 - Runway 26 Left at taxiway E 1325LPOSNF - Runway 25 Left at takeoff position NFIf the runway ID is not recognized, the system will uplink amessage with 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 )

[ ] / [ ] / [ ] [ ] / [ ]T 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 NH H : M M

2

1

3 6

4

5

SP.5.14 March 31, 2006




• 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. Refer to WDR to determine class of service.

Examples:

• To change YC from 20/00/200 to 20/00/210, ENTER / /210• To change FC from 20/00/200 to 25/00/200, ENTER 25/ /

3 TOLERANCE (Optional)

Passenger/Cargo tolerance. Choices are “OFF,” “ON,” and “---.”

• “---” (default) will leave tolerance the same as it was on the latest WDR• “OFF” forces the tolerance off• “ON” forces tolerance on.

4 TEMP (Optional)

Current temperature in degrees Fahrenheit (default) or Celsius (C).

5 WIND (DIR/VEL) (Optional)

Use 360 for North. Range of directions is 001 - 360.

6 ALTIMETER (Optional)

Altimeter setting. Any entry greater than 2000 is considered inches of mercury (inHG). Any entry less than or equal to 2000 is considered Hectopascals (hPa).

D Dry (default entry)

W Wet

I Icy

Q Quarter Clutter (25 CTR)

H Half Clutter (50 CTR)





AWABS - continued (Page 2/2)

After completing the required entries on AWABS page 1/2, you must move to page 2/2 in order to access the SEND prompt.

NEXT ........................................................................................ Select


Note: All fields on AWABS page 2/2 are for future use and should be left blank.

SEND ........................................................................................ Select

Departure Delays

For 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


SP.5.16 March 31, 2006




En Route

Position Report

Access the EN ROUTE page from the DATA LINK INDEX page.

EN ROUTE.....................................................................................Select

POSITION RPT..............................................................................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 POSITION

Enter report point (R) identifier from the flight plan.

2 FLT LEVEL ALT

Enter the three digit flight level the plane is currently cruising at.

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 E

H H : M MF L T L E V E L A L T M A C H

F L - - - . - -F O B

- - - . -N E X T P O S I T I O N E T A

[ ] [ : ]E N S U I N G P O S I T I O N

[ ]


2

1

3

SP.5.17March 31, 2006




Position Report - continued (Page2/2)

1 WIND

Enter direction and velocity.

2 TURBULENCE

Touch to scroll through selections and select one of the following:

3 SAT

Temperature must be entered manually.

4 ICING


5 SKY COND


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 T

[ ] / [ ] - * *T U R B U L E N C E I C I N G

| A A A A A A A A A A |S K Y C O N D

A A A A A |

* P R I N T


2

1

5

3

4

SP.5.18 March 31, 2006




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 DEST

Automatically fills in using information from INIT DATA or DIVERSION pages(if report was sent).

2 WHEEL CHAIR

Enter total number of wheel chairs required at destination.

3 RED COAT

Toggle YES or NO.

4 SECURITY

Toggle YES or NO.

5 ERT

Automatically fills in using information from INIT DATA or DIVERSION pages(if report was sent).

A C A R S - I N R A N G E 1 / 2D E S T E R T

:W 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 L

| A A A A A A |S E C U R I T Y L A N G A S S I S T

| A A A A A A |

* P R I N T


2

1

4

5

3

6

7

8

SP.5.19March 31, 2006




6 UNACC MINOR

Fill in only if more than what was listed in Flight Attendant Departure Report.

7 MEDICAL

Toggle YES or NO.

8 LANG ASSIST

Toggle YES or NO.

Go to page 2/2 after entering information on page 1/2.

1 LAV SRVC

Toggle YES or NO.

2 CABIN SRVC

Toggle YES or NO.

3 EDIT TEXT

Use text field for sending special requests not listed in the report.

Note: Select SEND to downlink report before leaving second page.

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 V

| A A A A A A |

E D I T T E X T >[ ][ ][ ][ ]

* P R I N T


1 2

3

SP.5.20 March 31, 2006




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 information on howto submit the report.

Arrival Delays

For any arrival delays, refer to “Other” in this section for information on how tosubmit the report.

SP.5.21March 31, 2006




Postflight

FLT SUMMARY page 1/2

Access the POSTFLIGHT page from the DATA LINK INDEX page.

POSTFLIGHT ................................................................................ Select

FLT SUMMARY............................................................................ Select

The following page will be displayed. Fill in each field as described below.

1 EMP NO - TAKEOFF

Employee number of crew member that performed the takeoff.

• Selection causes EMPLOYEE NUMBER page to be displayed where employee number received in the Init Data uplink when available may be chosen or manual data entry may be made.

2 EMP NO - LANDING

Employee number of crew member that performed the landing.

• Selection causes EMPLOYEE NUMBER page to be displayed where employee number received in the Init Data uplink when available may be chosen or manual data entry may be made.

3 T/O PWR

Enter takeoff power from the following range:

• TO (Default)• ALTN (Not used).

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

< A A A A A A A A A A AO T H E R

A A A A |E M P N O - - L A N D I N G - - - - - - F O B

< A A A A A A A A A A |

H O U R S - - - - - A P U - - - - - C Y C L E S

- - - - - . - - - - - - -


2

1

5

3

4

6

SP.5.22 March 31, 2006




• OTHER (Select to input Assumed Temperature takeoffs.)

4 OTHER POWER

Selection is available only if OTHER is selected in T/O PWR field.Enter “AT XX” as appropriate.

5 FOB (Fuel On Board)

Default is actual fuel on board.

6 APU TRACKING CODES

Enter a two digit number in APU Cycle field of Flight Summary Report.

To improve accuracy of data for cities where the APU is needed for tow-in (e.g.,LAX, LGA) or cities that have special emphasis programs (e.g., starting APU priorto 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.

APU Cycle Field Examples

Example 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, andwas 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.

The first digit denotes APU utilization at the ORIGIN

0 APU started 15 min or less before pushback

1 APU started more than 15 min before pushback

9 APU already running when flt crew arrived

The second digit denotes APU utilization at the DESTINATION

0 APU not started at destination

1 APU started at destination

SP.5.23March 31, 2006




FLT SUMMARY page 2/2

After completing the required entries on FLT SUMMARY page 1/2, you must move to page 2/2 in order input autoland information.

NEXT ........................................................................................ Select

The following pages will be displayed. Fill in each field as described below.

If an autoland was not accomplished:

If an autoland was 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 R

N OL E F T

[ ]

R I G H T

[ . ]

* P R I N T


1

6

5

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 R

Y E SA I R P O R T L E F T

£ £ £ £ [ ]R U N W A Y

£ £ £S A T / U N S A T R I G H T

A A A A A [ . ]

* P R I N T


1

6

52

3

4

SP.5.24 March 31, 2006




1 AUTOLAND• Default value is NO, indicating an autoland was not performed.• If an autoland was performed, depress 1L key, default will change to YES,

then complete the following fields:

2 AIRPORT

Default value is landing airport.

3 RUNWAY

Runway upon which autoland was performed.

4 SAT/UNSAT

Default value is SAT. Depress the 4L key to indicate UNSAT.

Note: Parameters for a successful autoland attempt are delineated in the MDM, TOPP Dispatch Documents Section, Aircraft Log System, Completed Log Sheet Example.

Note: SATISFACTORY autoland information is only required to be recorded under the Autoland column of the aircraft logsheet, next to the T/O Power column.

Note: UNSATISFACTORY autoland attempts must also be recorded in the aircraft logbook as an irregularity.

5 LEFT

No entry required.

6 RIGHT

No entry required.

After completing all entries Do Not manually send the report. Allow ACARS to do so automatically. This will allow for proper sequencing in the Times report.

SP.5.25March 31, 2006




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 Address

Enter ATLWDDL in the address box

2 First line of Edit Text field

Enter the primary code for the delay followed by any secondary codes in the firstline only of the text field. Enter a maximum of four codes. (Separate codes withone space.)

Reports may be combined; e.g., Pushback Delay, Departure Delay.

If over four codes are needed, send a second report. Codes entered after line oneare not recorded in the database.

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 S

£ £ £ £ £ £ £

E D I T T E X T >[ ][ ][ ][ ]

* P R I N T


1

23

SP.5.26 March 31, 2006




3 Second line of Edit Text field

Any additional free text remarks may be entered starting on line two.

Send the reports when crew workload permits and safety is not compromised.

Use the codes on the following pages for each report:

Note: If submitting a COR, mention "Operation Clockwork" in the narrative. If submitting a POE, select ACARS Metrics, then Clockwork Metrics.

Pushback Delays

Report any pushback delay that exceeds D-0.

If a delay or service failure occurs up to dispatch agent salute:

Code Reason

PBRD Boarding not complete/paperwork not available

PCAB Cabin not ready for pushback/passenger issue

PATC ATC wheels up time

PPSH Pushback clearance not available/ramp blocked

PFUL Fueling not completed/late completion

PCAT Catering not completed/late completion

PCLN Cabin cleaning not completed/late completion

PCRW Flight crew (Pilot or FA) late to aircraft (less than 30 minutes prior to departure)

PEQP Late arriving equipment to gate

PCGO Ground crew servicing (e.g., loading cargo, water servicing, late bags, etc.)

PMTC Maintenance issue

PLAV Lavatory service not completed/late completion

PSEC Security issues

SP.5.27March 31, 2006




Departure Delays

Report any departure delay that exceeds planned taxi time by 15 minutes or more.

If a delay occurs after dispatch agent salute and prior to takeoff:

Service Failure During Flight

If 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 Reason

DATC ATC flow control issues/runway change

DWAY Airport/taxiway congested

DRMP Ramp congested

DWDR AWABS update/closeout required

DICE De/Anti-icing delay

DMTC Maintenance issue which delayed takeoff

Code Reason

SICE Ice or beverages serviced to min specs

SWTR Aircraft not serviced with potable water

SBEE Aircraft had "B spec" cleaning to expedite on-timedeparture

SLAV Lavatories poorly cleaned/strong odor present

SBKT Aircraft not stocked with adequate blankets

SGAL Aircraft missing galley equipment

SCAT Flight not fully catered

SPAX Failed to load pax/non-revs with seats available.

SP.5.28 March 31, 2006




Arrival Delays

If a delay occurs upon arrival at the gate:

Code Reason

AANA Gate agent not available

AGNA Gate not available (e.g., departing aircraft still in the gate)

AGAT Gate change after landing

AJNP Jetway not pre-positioned

ALNO Parking light not on

ANGC No ground crew/ground crew not prepared

AOBS Obstructions within safety lines

ARMP Ramp congestion

SP.5.29March 31, 2006




FRM/CDL Code Downlinks

MTC COORD Page

Access the MTC COORD page from the DOWNLINKS page.

DOWNLINKS................................................................................ Select

MTC REPORT ............................................................................... Select

The following page will be displayed. Fill in each field as described below.

1 Free Text Field

EDIT TEXT ................................................................................... SelectEnter “FRC” in the free text area followed by the FRM and/or CDL discrepancy codes (for example: FRC 254.30.05C). Select the next line to enter text in the free text field.

SEND ............................................................................................. Select

A C A R S - M TC 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 EPO R T


1

SP.5.30 March 31, 2006




Gander Oceanic Clearance via Datalink

Request clearance no more than 90 minutes prior to and not later than 30 minutes prior to Gander Oceanic Boundary.

Utilizing the ACARS screen:

PREFLIGHT (L1) .....................................................................Select

CLEARANCES (L3) .................................................................Select

OCEANIC CLX RQ (L1) .........................................................Select

Complete the OCEANIC CLEARANCE request page in full.

Enter the following information in the required fields:• The Entry Fix (Gander Oceanic Boundary point)• ETA for crossing the fix• MACH, filed MACH speed• Flight Level, filed altitude• Gander does not use information in the text for alternative tracks

or max flight levels at this time.• Under Facility enter “Gander”

SEND (R6) ................................................................................SelectThe following acknowledgement of the request for clearance will be received within 5 minutes:

IF NO CLEARANCE RECIEVED WITHIN 15 MINUTES OF OCEANIC ENTRY POINT REVERT TO VOICE PROCEDURESEND OF MESSAGEIf the following uplinked message is received, revert to voice procedures:GO TO VOICEEND OF MESSAGE

Note: Reference Chart AT 1/2 for voice procedures.

SP.5.31March 31, 2006




Upon receipt of clearance, view the message on the ACARS CDU.• Check Flight Identification

• Check clearance for additional information and/or changes

• Check that the route coordinates received match with the published Nat track message

• Advise Gander of any discrepancies via voice

• Check Clearance ends with “END OF MESSAGE”

ACCEPT......................................................................................... Select

SEND ............................................................................................. Select

When within 200nm of the frequency location, call Gander Clearance Delivery on the appropriate frequency published on the daily Nat track message and give your ETA for the Entry Point and the Clearance Sequence Number. The 5-digit Clearance Sequence Number (CSN) may be found on the uplinked clearance immediately following the words OCEANIC CLEARANCE. This voice confirmation is necessary because Gander does not issue a datalink confirmation message at this time.

Note: In some circumstances, the crew may receive the clearance prior to sending the Request for Clearance (RCL). If the crew does not send an RCL within 90 - 30 minutes of track entry, an unsolicited uplinked clearance will be sent to the aircraft via ACARS and the crew will call Gander Clearance Delivery on the appropriate frequency and give their ETA for the Entry Point, NAT track or route coordinates if random routing, flight level, mach, and Clearance Sequence Number or Track Message Identifier (TMI).

Crews requesting a profile different from the clearance profile should make their request by voice with Gander Clearance Delivery. To improve delivery success rates for amended clearances, crews should downlink another RCL before making their voice request.

Note: If a crew requests a new clearance, or ATC requires a change to an existing clearance, one or more reclearances may be received via ACARS, annotated by an alpha character at the end of the Clearance Sequence Number (e.g., 04239A or 04239B, etc.).

SP.5.32 March 31, 2006




Oceanic clearance example:

System Problems

Any problem with the datalink Clearance System should be reported to Gander by voice.

OCEANIC CLEARANCE - 04239A - 1259:32 06-FEB-24

ABC123 CLEARED TO LFPG VIA KOBEV

ROUTE 54/50 56/40 56/30 57/20 NIBOG NURSI

EXPECT F350

MACH 0820

END OF MESSAGEIf this line does not appear, theclearance may be incomplete.

Time and date

Destination & OEP

Callsign

Cleared oceanicflight level

Assigned Mach number

Assignedroute

Clearance seq #with rev letter

SP.5.33March 31, 2006




Shanwick Oceanic Clearance via Datalink

Request clearance no more than 90 minutes prior to and not later than 30 minutes from the Shanwick Oceanic Boundary.

Utilizing the ACARS screen:

PREFLIGHT (L1) ..................................................................... Select

CLEARANCES (L3) ................................................................ Select

OCEANIC CLX RQ (L1) ......................................................... Select

Enter the following information in the required fields:• The Entry Fix (Shanwick Oceanic Boundary Point)

• ETA for crossing the fix

• MACH, filed MACH speed

• Flight Level, filed altitude

• Use only the following abbreviations in the EDIT TEXT field: 2ND for alternative track or flight level request, e.g., 2ND NAT C or 2ND F370, MAX for maximum acceptable flight level at oceanic boundary, e.g., MAX 350. These messages can be used in any sequence or combination, e.g., 2ND NAT C 2ND F330 MAX F350.

• Under Facility enter “Shanwick”.

SEND (R6) ................................................................................ SelectAn acknowledgement of the request for clearance, will be received within 5 minutes.

Note: If no clearance within 15 minutes revert to voice procedures. Also, if crew receives uplinked message “GO TO VOICE” revert to voice procedures.

Note: Reference Chart AT 1/2 for voice procedures.

Upon receipt of clearance, view the message on the ACARS CDU.

Check Flight Identification

Check Clearance ends with “END OF MESSAGE”

ACCEPT ................................................................................... Select

SEND ........................................................................................ SelectA CLEARANCE CONFIRMED message should be received within a few minutes.

SP.5.34 March 31, 2006




Clearance

Check clearance for additional information and/or changes.

Check that the route coordinates received match the published NAT track message.

Advise Shanwick of any discrepancies.

System Problems

Any problem with the datalink Clearance System should be reported to Shanwick by voice.

Note: This process is only available with Shanwick Oceanic Boundary. DO NOT attempt to use with Reykjavik or Santa Maria. Reykjavik and Santa Maria clearances are voice only.

SP.5.35March 31, 2006




IntentionallyBlank

SP.5.36 March 31, 2006


Supplementary Procedures Chapter SPElectrical Section 6

FCO

M T

empl

ate

12/1

2/98


Electrical Power UpThe following procedure is accomplished to permit safe application of electricalpower.

Battery switch .....................................................................................ON

Standby Power selector .................................................................AUTOVerify battery DISCH light illuminated and standby bus OFF light extinguishes.

Hydraulic Electric Primary Pump switches ........................................ Off

Hydraulic Demand Pump switches..................................................... Off

Landing Gear Lever ............................................................................DN

Alternate Flaps selector ................................................................NORM

Electrical Power ......................................................................... Establish

Bus Tie switches .......................................................................AUTO

If external power is desired:

If the PRIMARY EXTERNAL POWER AVAIL light is illuminated:

PRIMARY EXTERNAL POWER switch ........................Push

If the SECONDARY EXTERNAL POWER AVAIL light is illuminated:

SECONDARY EXTERNAL POWER switch ..................Push

If APU power is desired:

APU Generator switch ............................................................ ON

APU selector ...................................................... START, then ONPosition the APU selector back to the ON position. Do not allow the APU selector to spring back to the ON position.



Supplementary Procedures -Electrical


Electrical Power DownThe following flight deck procedures are accomplished to permit removal ofelectrical power from the airplane.

APU selector/External Power switches ...............................................Off

When APU RUN light extinguishes:

Standby Power selector ................................................................OFF

Battery switch ..............................................................................OFF

Operation With Less Than 90 KVA External Power SourceWhen external power source is less than required (90 KVA), airplane electricalloads must be minimized by supplementing normal procedures as follows:

Before Start Procedure

Accomplish normal exterior Inspection, Preflight Procedure – First Officer, Preflight Procedure – Captain and Before Start Procedure through “Start Clearance......Obtain”.

Confirm cargo loading complete.

Utility Bus switches ..........................................................................OFF

Hydraulic System ................................................................................ Set

Demand Pump selector (right) ................................................. AUTOObserve PRESS light extinguished.

Fuel Pump switches (one left and one right main wing) .................... ONObserve PRESS lights extinguished.

Note: Delay activation of the remaining hydraulic and fuel pumps, setting trim and checking flight controls until after engines are started.

Complete the normal Before Start and Engine Start procedures.

After Start Procedure

Hydraulic System ................................................................................ Set

Electric Primary Pump switches (both) ........................................ ON

Demand Pump selectors (remaining pumps) ........................... AUTO





Utility Bus switches ............................................................................ON

Fuel Pump switches (remaining pumps) ............................................ONPosition switches ON for all tanks containing fuel.

Trim .....................................................................................................Set

Complete normal After Start procedure.

Shutdown Procedure

After park brake is set and prior to establishing external power:

Hydraulic System ...........................................................................Set

Electric Primary Pump switches (both) ................................. OFF

Demand Pump selectors (All) ................................................ OFF

Fuel Pump switches ..................................................................... OFF

Accomplish normal Shutdown procedure.

Transfer From External Power To APU PowerPrior to disconnecting external power:

External Power switches ...................................................................PushObserve ON light extinguish.





Standby Power CheckPrior to the aircraft’s first flight of the day, perform a standby power test.

Airplane must be on the ground with all busses powered.

STANDBY POWER selector ............................................................BATBattery DISCH light illuminates, standby power OFF light remains extinguished, and MAIN BAT DISCH EICAS advisory message appears.

STANDBY POWER selector ........................................................ AUTOObserve DISCH light extinguishes, standby power OFF light remains extinguished, and MAIN BAT DISCH EICAS advisory message disappears.

SP.6.4 October 1, 2000


Supplementary Procedures Chapter SPEngines, APU Section 7

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Engines

Engine Battery StartThe following BATTERY START procedure is provided to establish AC electricalpower when the APU generator and external power are not available. Two groundpneumatic air sources (or one pneumatic source with two hoses) are required withAPU bleed air unavailable. Start the remaining engine using an engine crossbleedstart; refer to the CROSSBLEED START procedure, this section.

Accomplish the exterior and interior preflight.

Log book ........................................................................................ Check

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

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

BAT switch - ON

STBY POWER selector - AUTO

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

Both engine pump switches - ON

Right demand pump switch - AUTO

All other pump switches - OFF

Engine ignition selector ............................................................. SINGLE

PACK control selectors..................................................................... OFF

Pack valves, if open, must be closed manually prior to engine start.

ISOLATION valve switches ..................................................As requiredThe left engine may be started with no regard to isolation valve position.If starting the right engine, the right isolation valve must be opened manually, if not already open.


SP.7.1March 31, 2006


Supplementary Procedures -Engines, APU



Landing gear.................................................................................DOWN

Alternate flaps ....................................................................NORM / OFF

Flaps .................................................................................................... Set

Position FLAP lever to agree with flap position.

FUEL CONTROL switches ......................................................CUTOFF


Communications ....................................................................... Establish

Establish communications with ground crew.

Accomplish engine start

Observe engine start parameters on compacted upper EICAS screen.

Electrical panel ...............................................................................Check

Observe AC BUS OFF and utility BUS OFF lights extinguished.

Accomplish entire BEFORE START checklist.

Engine Crossbleed Start

The APU must be shut down.

Check that the area behind the airplane is clear.

Engine Bleed Air switch (operating engine) ...................................... ON

Advance thrust on operating engine to approximately 70% N2 and accomplish normal Engine Start procedure.

Engine Ground Pneumatic Start

Check duct pressure 30 psi or greater.

Start engine using normal Engine Start procedure.

Note: Two ground pneumatic air sources (or one pneumatic source with two hoses) are required with APU bleed air unavailable.

SP.7.2 August 15, 2005




Reduced Thrust Selection Prior To Takeoff

If reduced climb thrust desired:

Climb thrust line ........................................................................SelectOn the FMS Thrust Limit page, select desired climb thrust reference: CLB 1 or CLB 2.Observe <ARM> adjacent to the desired climb thrust.<ARM> will change to <SEL> when the armed climb mode becomes active.

If reduced takeoff thrust desired:

Assumed Temperature ....................................................................SetOn the FMS Thrust Limit page or Takeoff Reference page, enter desired assumed temperature.Observe assumed temperature and D-TO displayed (45°C D-TO for example).

Note: If preselected reduced climb thrust is changed or cancelled and reduced takeoff thrust is still desired, reduced takeoff thrust must be reselected

Reduced Takeoff Thrust Change or Cancellation

If change desired:

Assumed Temperature ....................................................................SetEnter new temperature value on Thrust Limit page or Takeoff Reference page.Observe new temperature and D-TO displayed (35°C D-TO for example).

If cancellation desired:

Assumed Temperature .............................................................. DeleteDelete the assumed temperature by selecting the FMS Delete key and then selecting the Takeoff line select key.Observe TO displayed.

Note: If full takeoff thrust desired during takeoff following 80 knots (autothrottle in THR HOLD mode) thrust levers must be adjusted manually.

SP.7.3August 15, 2005




Reduced Climb Thrust Selection Prior To Takeoff

If fixed thrust derate desired:

Climb Thrust Line ..................................................................... SelectOn the FMS thrust limit page, select desired climb thrust reference: CLB1 or CLB2.Observe <ARM> adjacent to the desired climb thrust.

Reduced Climb Thrust Change or Cancellation

If fixed thrust derate desired:

Climb Thrust Line ..................................................................... SelectOn the FMS Thrust Limit page, select desired climb thrust reference: CLB, CLB 1, or CLB 2.Observe <SEL> adjacent to the desired climb thrust.

If cancellation desired:

Climb Thrust Line ..................................................................... SelectOn the FMS Thrust Limit page, select desired climb thrust reference: CLB, CLB 1, or CLB 2.Observe <SEL> adjacent to the desired climb thrust.

Note: If preselected reduced climb thrust is changed or cancelled and reduced takeoff thrust is still desired, reduced takeoff thrust must be reselected.

Reduced Climb Selection In–flight

Climb Thrust Line .......................................................................... SelectOn the FMS Thrust Limit page, select desired climb thrust reference: CLB 1 or CLB 2.Observe <SEL> adjacent to the desired climb thrust.

SP.7.4 August 15, 2005




Manual Engine Performance ReportComplete the Engine Performance Report when the aircraft is stabilized in cruisefor flights over one hour once every three hours.

Autothrottles ............................................................................DisengageAllow engines to stabilize (3 to 5 minutes)

EICAS EVENT RCD ...................................................................... PressThis will take a snap shot of the required engine parameters and store them in the EICAS memory.

Autothrottles .............................................................................Reengage

Perform the following steps on one of the MCDUs.

MENU Function Key .....................................................................Select

Display (6L) ....................................................................................Select

Maintenance Pages (5L) .................................................................Select

71 PERF (5R) .................................................................................Select

Manual Event (3L)..........................................................................Select

Ensure that MAN is listed to the right of the title PERFORMANCE on the MFD display.

Record data on Engine Performance Report form (refer to TOPP 50-10-25 in MDM).

SP.7.5August 15, 2005




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SP.7.6 August 15, 2005


Preface Chapter SPFire Protection Section 8

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Fire and Overheat Test

Note: Prior to the aircraft’s first flight of the day, perform a fire/overheat test.

ENG/APU/Cargo Fire Test

ENG/APU/CARGO test switch ........................................................PushVerify the fire bell rings intermittently.

Observe the following lightsMaster WarningFuel CONTROL switchesLeft and Right ENG OVHTLEFT ENG, RIGHT ENG, and APU FIRE handlesFWD and AFT cargo fire

The following EICAS messages appearL ENGINE FIRER ENGINE FIREAPU FIREFWD CARGO FIREAFT CARGO FIREL ENGINE OVHTR ENGINE OVHT

Wheel Well Fire Test

WHEEL WELL FIRE test switch.....................................................PushVerify the fire bell rings intermittently.

Observe the following lights

Master Warning

WHEEL WELL FIRE EICAS Message

SP.8.1January 17, 2005


Preface -Fire Protection


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SP.8.2 August 1, 2000


Supplementary Procedures Chapter SPFlight Instruments, Displays Section 10

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Flight Recorder Test

Flight Recorder switch .......................................................................TestObserve OFF light extinguish.

Heading Reference Switch OperationUse TRUE when flying in regions where true referencing is required. Use NORMat other times.

Heading Reference switch ............................................NORM or TRUE

Note: The following information applies when using the Heading Reference switch:

• If the AFDS is in the HDG SEL mode and the Heading Reference switch position is changed, the AFDS mode changes to HDG HOLD; HDG SEL may be reselected.

• If making an ILS approach using true referencing, the localizer course referenced to true north must be set on the NAV RAD page.

• RDMI VOR bearings are not available when the Heading Reference switch is in TRUE.

SP.10.1March 31, 2006


Supplementary Procedures -Flight Instruments, Displays


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SP.10.2 March 31, 2006


Supplementary Procedures Chapter SPFlight Management, Navigation Section 11

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Transponder Test

This procedure requires the IRS to be aligned and in NAV mode.

TCAS Test switch .............................................................................PushVerify “TCAS SYSTEM TEST OK” aural sounds.

Weather Radar Test

EFIS Mode selector .............................. MAP, MAP CTR, VOR, or APP

Weather Radar ................................................................................ TESTThe TEST position on all Delta aircraft presents no hazard to personnel or equipment.

WXR (EFIS control panel) .................................................................ONVerify test pattern consisting of the following colors appears:

• Green

• Amber

• Red

• Magenta

If testing of the PWS system is desired:

Weather Radar Mode ............................... Cycle TEST OFF, then ON

Note: In the short time the weather radar is on and not in the TEST position, it will radiate.

WARNING: Do not operate in other than the TEST Position during refueling operations, in the vicinity of trucks or containers holding flammable or explosive liquids, while the aircraft is in the hangar, or parked at the jetway or gate.

Verify the amber WINDSHEAR caution, red WINDSHEAR warning and PWS FAIL annunciations display momentarily and then extinguish. Verify the following aural alerts:• "Monitor radar display"• "Go around, windshear ahead"• "Windshear ahead, windshear ahead"

SP.11.1March 31, 2006


Supplementary Procedures -Flight Management, Navigation


WXR (EFIS control panel)................................................................OFF

Weather Radar Mode............................................................... As desired

WXRTEST

TEST0

WXRTEST

TEST0

REDAMBER

GREEN

MAGENTA

SP.11.2 March 31, 2006




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 dictateflexibility 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 the radar in the WX, TURB or MAP modes within 100 feet of people, large reflective objects, or combustible liquids.

To evaluate terminal area weather before takeoff:

Set tilt at 15° UP, RANGE at 40 nm or less.The radar height of weather targets displayed is at least(Tilt x Distance x 100). Weather targets displayed at:

• 10 nm are at least 15,000 feet AGL

• 15 nm are at least 22,500 feet AGL• 20 nm are at least 30,000 feet AGL

Slowly lower tilt from 15° UP to 4° UP while evaluating weather returns in the area.

TakeoffDuring takeoff, tilt is initially set at 4° UP, with range at shortest appropriate forterminal area conditions.

During initial climb (below 10,000 feet AGL) gradually lower tilt to 1° - 2° UP.(Maintain the radar display clear of ground returns while allowing weather returnsto be displayed).

ClimbAs climb continues above 10,000 feet AGL, lower tilt as necessary to maintainground returns at the outer edge of the display.

A range selection of 80 nm or less is optimal during climb, unless a longer rangesetting is needed for deviation planning.

SP.11.3March 31, 2006




Cruise

To establish enroute park:

Set RANGE at 80 nm or less.

Adjust tilt to produce ground returns at the outer edge of radar display.This tilt setting guards against overscanning nearby weather areas and provides continuous confirmation that the radar is working. Weather targets will separate from ground returns and move toward the bottom of the display.

Range settings above 100 nm should be selected occasionally for long-range planning.

Set tilt to produce a scattering of ground returns beyond 100 nm.

Storms detected at long range will increase in displayed intensity as they are approached. Plan early deviations accordingly.

Note: Nearby weather areas may not be detected due to overscanning. When returning to a shorter range, lower tilt to enroute park position.

At cruise altitudes above 30,000 feet:

Use sufficient down tilt to direct the beam into unfrozen areas of nearby storms.

Confidence Check:

Enroute radar performance can be checked by adjusting tilt to display farthestpossible ground returns.

In WX mode and with GAIN control in AUTO, a properly functioning radarshould detect ground returns to the following distances:


10,000 ft. AGL 100 nm

20,000 ft. AGL 140 nm

30,000 ft. AGL 175 nm

40,000 ft. AGL 200 nm

SP.11.4 August 15, 2005





DescentOn descent from cruise altitude, raise tilt as necessary to maintain ground returnsat the outer edge of the display.

Low Altitude Park

Generally used at altitudes below 10,000 feet AGL.

To observe weather:

Set tilt 1 1/2° to 2° UP, range at shortest appropriate distance.

Note: If ground returns flood display, raise tilt until ground returns are removed, and weather can be displayed.

Approach

Approach Park

On final approach:

Set tilt at 10° UP, range at 20 nm.At 10° UP tilt the radar height of weather returns displayed will be above aircraft altitude by at least (Tilt x Distance x 100). Weather areas will be developed above aircraft altitude by at least:

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.11.5August 15, 2005




Radar Guidelines

Tilt Formula

Using ground returns as a reference provides quick and effective tilt management.When more precise tilt management is desired, the tilt formula can be used.

Tilt x Distance x 100 = feet (above or below) aircraft altitude.

Example: With 5° DOWN tilt, the radar beam would be centered approximately 20,000 feet below aircraft altitude 40 nm ahead.

5 X 40 X 100 = 20,000 feet (below aircraft altitude).

Tilt Accuracy Check

To check the accuracy of tilt control the following exercise can be conducted.Optimal conditions for this check are straight and level flight, altitude 10,000 feetAGL or higher, level terrain, and no intervening weather.

Adjust tilt until the yellow ground return arc starts at a distance equal to [2 x AGL altitude/1000].

Example: If aircraft at 34,000 feet AGL, yellow ground returns start at 68 nm on the display (2 x 34).

Check tilt setting.Tilt should be at 3 1/2° DOWN ±1 1/2° (acceptable limits 2° - 5° DOWN).

If tilt is not within 2° - 5° DOWN, note difference between tilt setting and 3 1/2° DOWN. This is the amount of tilt error present and should be applied to all tilt settings.


SP.11.6 August 15, 2005





Gain Control

For proper calibration of the receiver, GAIN control must be in AUTO.

Manual GAIN can be used to evaluate the relative strength of surrounding weatherareas.

Observe weather targets while slowly reducing the GAIN.

Weaker targets will shrink and disappear while stronger targets persist. At minimum GAIN any weather targets still displayed contain extremely heavy rain.

If display becomes filled with red returns:

Check tilt, raise if necessary to remove ground returns from the display.

Weather area being scanned may be Level 3 in strength.

Reduce GAIN level until only heavier areas display as red, to differentiate rain intensity within the weather area.

If GAIN control is out of AUTO:

- A blue CAL legend will be displayed on the radar scope.

- No blue CAL legend will be displayed on HSI display.

WARNING: At reduced levels of GAIN, some weather targets will disappear from the indicator. Targets which are displayed will understate the true strength of the weather. Return GAIN to AUTO, immediately after using manual GAIN.


SP.11.7August 15, 2005





Attenuation

Expect attenuation any time weather targets reach Level 3, when the radome is wetor ice covered, or when operating within precipitation.

To locate intense rain areas that may be totally attenuated:

Watch for crescent shaped returns, concave on the back side.

Note an absence of returns or shadow beyond the target.

Use ground returns to confirm radar penetration, and locate radar shadows.

When flying through areas of moderate to heavy rain, radar range may become limited by attenuation:

Set tilt to attempt to produce ground returns beyond the weather returns. If attenuation is confirmed:

Monitor the outer edge of the weather returns.

Turn away from shadows that dip towards the bottom of the display.

Fly towards the area of farthest returns (this is the area of lightest precipitation).

Advise ATC that your radar range is limited and request vectors away from known thunderstorm areas.

WARNING: Radar shadows are areas of unknown weather intensity. Never penetrate a storm that produces a radar shadow.


SP.11.8 August 15, 2005





Turbulence Avoidance

When using radar to avoid turbulence enroute:

Deviate upwind of storms when possible.

Expect turbulence to be present in any convective activity, regardless of intensity level displayed on radar.

When convective storms reach Level 3 (red), expect moderate to severe turbulence in all areas of the storm, including the Level 1 and 2 areas.

TURB mode can be used to detect areas of horizontal rain movement within 40 nm. Set tilt to insure beam is sweeping at flight altitude.

WARNING: An absence of indicated turbulence in TURB mode does not mean it is safe to penetrate a weather area that by other indications is hazardous.

SP.11.9August 15, 2005




IRS

Full Alignment

IRS Mode selectors ...........................................................................OFF

IRS mode selectors must be selected OFF for at least 30 seconds and ALIGN lights must be extinguished prior to a full alignment.

IRS Mode selectors .......................................................................... NAV

Observe ON DC lights illuminate momentarily.

Observe ALIGN lights illuminate after approximately 10 seconds.

Full Alignment takes 10 minutes - minimum.

Observe ALIGN lights extinguish approximately ten minutes after selecting NAV.

Select the POS INIT page.

Enter present position.

Enter present position on SET IRS POS line on the CDU POS INIT page, or through the IRS mode selector keyboard, using the most accurate latitude and longitude information available (using GPS, gate, parking spot, or ARP coordinates).

Quick Alignment (QA) / Fast Realignment


IRS Mode selectors ......................................................................ALIGN

CDU .................................................................................................... SetEnter present position on SET IRS POS line of CDU POS INIT page.

IRS Mode selectors .......................................................................... NAV

SP.11.10 November 20, 2006




High Latitude Alignment

This procedure applies to alignment at latitudes greater than 70°12.0' and less than 78°15.0'.

IRS Mode selectors ..................................................... OFF, then ALIGN

POS INIT page ....................................................................................SetEnter present position on SET IRS POS line using the most accurate latitude and longitude available.

IRS Mode selectors ...........................................................................NAVSelect NAV after remaining in ALIGN for 17 minutes minimum. Verify ALIGN lights extinguished.

SP.11.11August 15, 2005




Align Lights Flashing

Do not move IRS Mode selector to OFF except where called for in procedure.

POS INIT page ............................................................................... Select

Set IRS Position ....................................................Enter Present PositionEnter present position using most accurate latitude and longitude available. If a position is already displayed on the SET IRS POS line, enter new position over displayed position.

If ALIGN light continues to flash:

Set IRS Position ...............................................Enter Present PositionRe–enter same present position.

If ALIGN light continues to flash after re–entry:

IRS ...............................................................................................OFFRotate IRS Mode selector to OFF and verify ALIGN light extinguished.

Note: Light must be extinguished before continuing with procedure (approximately 30 seconds).

IRS .............................................................................................. NAVRotate IRS Mode selector to NAV and verify ALIGN light illuminated.

Set IRS Position ..........................................................................EnterEnter present position in boxes. If ALIGN light flashes, re–enter same present position over displayed position.

Note: Approximately ten minutes is required for realignment.

If ALIGN light continues to flash, maintenance action is required.

Position Entry Using IRS Mode Selector Panel

Latitude ............................................................................................EnterBegin with N or S, followed by latitude including trailing zeros, i.e., N003°30.0' entered as N3300.

Longitude .........................................................................................EnterBegin with E or W, followed by longitude including trailing zeros, i.e., E001°11.0' entered as E1110.

SP.11.12 August 15, 2005




Lateral Navigation

Alternate Route Entry/Activation

Desired RTE page 1 ........................................................................SelectIf desired route (1 or 2) not displayed, select desired route.

Route (if required) ........................................................................... EnterEnter route using preflight procedure.

ACTIVATE .....................................................................................Select

If in–flight, use DIRECT TO or INTC LEG TO boxes to enter desired course from present position to new route.

EXEC key .........................................................................................Push

Direct To A Waypoint Using Overwrite

RTE LEGS page .............................................................................Select

Desired Waypoint ............................................................................ EnterEnter the desired waypoint over the active waypoint.

Waypoint Sequence ....................................................................... CheckEnter waypoints in desired sequence.

EXEC key .........................................................................................Push

Estimate For Alternate

PROGRESS page 1.........................................................................Select

Desired Destination ......................................................................... Enter

Note: Estimates displayed are for present position direct.

SP.11.13August 15, 2005




Holding Pattern Entry

Holding fix must be a route waypoint or present position before accomplishing following steps.

HOLD key ........................................................................................ Push

NEXT HOLD (if displayed)........................................................... Select

Holding Fix ......................................................................................EnterTo hold at present position, select PPOS. To hold at waypoint, enter waypoint identifier in HOLD AT boxes.

HOLD page ....................................................................................Check

EXEC key......................................................................................... Push

Holding Pattern Exit

To exit holding accomplish the following procedure or refer to one of the “Direct to a Waypoint” procedures.

EXIT HOLD................................................................................... Select

EXEC key......................................................................................... Push

SP.11.14 August 15, 2005




Intercept A Leg Or Course To A Waypoint Using Overwrite


Desired Waypoint ............................................................................ EnterEnter the desired waypoint over the active waypoint.

Note: If waypoint not previously in route, a discontinuity occurs.

If waypoint was previously in route, the inbound course is set to same inbound great circle course. For airways, displayed course may not be identical to charted value.

If inbound course is correct:

Intercept Course ................................................................Line SelectLine select FMS computed course in INTC CRS to boxes.

If inbound course not correct:

Intercept Course ......................................................................... EnterEnter course desired at waypoint in INTC CRS TO boxes (or over existing intercept course to value if waypoint was already in route).

EXEC key .........................................................................................Push

Waypoint Sequence ....................................................................... CheckEnter waypoints in desired sequence.

EXEC key .........................................................................................Push

If necessary, use Heading Select mode to change intercept heading. Then, arm LNAV mode.

Lateral Offset

RTE page ........................................................................................Select

Offset ............................................................................................... EnterEnter desired offset direction and distance over OFFSET dashes.

EXEC key .........................................................................................Push

To remove offset, accomplish Direct To procedure or enter “0” in OFFSET line.

SP.11.15August 15, 2005




Leg Modification

To modify active waypoint or leg, accomplish one of the Direct To or Intercept A Leg Or Course procedures except when entering along track waypoints.

RTE LEGS page ............................................................................. Select

To change waypoint sequence:

Desired Waypoint Sequence .......................................................Enter

Note: If waypoint not previously in route a discontinuity occurs except when entering along track waypoints.

EXEC key ................................................................................... Push

To delete a waypoint at end of route:

DEL key ...................................................................................... Push

Waypoint ................................................................................... Select

EXEC key ................................................................................... Push

To enter along track waypoints:

Along Track Displacement .........................................................EnterSelect reference waypoint to scratch pad and modify for desired displacement.

Reference Waypoint .................................................................. SelectThe FMC will automatically position the created waypoint to the appropriate position.

EXEC key ................................................................................... Push

Route Removal

RTE page 1 ..................................................................................... Select

Origin ...............................................................................................Enter

If EXEC key illuminates:

EXEC key ................................................................................... Push

SP.11.16 August 15, 2005




SID Change Or Runway Change

This entire procedure must be accomplished when a SID is used and the runway or SID is changed. This will prevent the possibility of incorrect routing or inadequate obstacle clearance.

DEPARTURES page ......................................................................Select

Runway ....................................................................................... Reselect

SID .............................................................................................. Reselect

Transition (if required) ............................................................... Reselect


Waypoint Sequence and Altitudes ................................................. CheckModify as necessary to agree with clearance.

EXEC key .........................................................................................Push

SP.11.17August 15, 2005




STAR, Profile Descent Or Approach Change

Associated airport must be entered as route origin or destination.

ARRIVALS page ............................................................................ Select

STAR or Profile Descent (if required) ........................................... Select

Transition (if required) ................................................................... Select

Approach ........................................................................................ Select

Approach Transition (if required) .................................................. Select


Waypoint Sequence and Altitudes .................................................CheckModify as necessary to agree with clearance.

EXEC key......................................................................................... Push

SP.11.18 August 15, 2005




Vertical Navigation

Climb, Cruise Or Descent Speed Schedule Change

CLB or CRZ or DES page ..............................................................Select

To change schedule:

Desired Schedule .......................................................................Select

To enter fixed speed schedule:

Desired Speed ............................................................................. EnterEnter speed on ECON/SEL SPD line (line 2L).

EXEC key .........................................................................................Push

Climb Or Descent Direct To MCP Altitude

This procedure deletes all waypoint altitude constraints between current airplane altitude and altitude set in MCP.

Altitude Window..................................................................................Set

CLB or DES page ...........................................................................Select

CLB DIR or DES DIR ....................................................................Select

EXEC key .........................................................................................Push

Cruise Altitude Change

Altitude Window..................................................................................Set

CRZ page ........................................................................................Select

Cruise Altitude ................................................................................. Enter

EXEC key .........................................................................................Push

SP.11.19August 15, 2005




Speed/Altitude Constraint At Waypoint


To enter or modify constraint:

Speed/Altitude ............................................................................Enter

Note: Speed entry requires “/” mark and altitude.

EXEC key ................................................................................... Push

To delete constraint:

DEL key ...................................................................................... Push

Speed/Altitude .......................................................................... SelectSelect undesired constraint and observe estimated values appear.

EXEC key ................................................................................... Push

Speed/Altitude Transition And Restriction

CLB or DES page .......................................................................... Select

To enter speed/altitude restriction:

Speed/Altitude ............................................................................Enter

EXEC key ................................................................................... Push

To delete speed/altitude restriction or transition:

DEL key ...................................................................................... Push

Speed/Altitude .......................................................................... Select

EXEC key ................................................................................... Push

Temporary Altitude Restriction

Altitude Window ................................................................................. Set

To resume climb or descent:

Altitude Window ............................................................................ Set

VNAV...................................................................................... Engage

SP.11.20 August 15, 2005




Temporary Speed Restriction

IAS/MACH selector .........................................................................Push

Speed Window .....................................................................................Set

To resume FMC speed schedule:

IAS/MACH selector ....................................................................Push

Performance Data Entries

Descent Forecast

DES page ........................................................................................Select

DESCENT FORECAST page ........................................................Select

Transition Level ............................................................................. Check

Thermal Anti–ice On Altitude (if required) .................................... Enter

Wind Altitude .................................................................................. EnterEnter altitude over dashes on left.

Wind Direction/Speed ..................................................................... Enter

Step Climb Evaluation

CRZ page ........................................................................................Select

Step to Altitude ................................................................................ Enter

Savings ........................................................................................... Check

Waypoint Winds


RTE DATA page .............................................................................Select

WINDS page...................................................................................Select

Altitude and Wind............................................................................ Enter

EXEC key .........................................................................................Push

SP.11.21August 15, 2005




Additional CDU Functions

Data Link Request

FMC COMM page ......................................................................... Select

Desired page ................................................................................... Select

Request send .................................................................................. Select

Fix Page Entries

FIX page ......................................................................................... Select

Fix Identifier .....................................................................................Enter

Bearing or Distance From Fix ..........................................................EnterEnter desired bearing or distance or select ABEAM.

Note: Bearing/distance from fix may be used as route waypoint.

ND Plan Mode Control

ND Mode........................................................................................PLAN


Map Center Step ............................................................................. Select

SP.11.22 August 15, 2005




Navaid Inhibit

To inhibit use of radio navigation aids from position updating:

INIT REF page ...............................................................................Select

INDEX page ...................................................................................Select

NAV DATA page ............................................................................Select

Navaid Identifier .............................................................................. Enter

To inhibit use of a VOR and DME:

NAVAID line ......................................................................... Enter

To inhibit use of a VOR only:

VOR ONLY line .................................................................... Enter

To inhibit use of all VORs:

VOR/DME NAV OFF/ON prompt .......................................SelectALL is displayed in the VOR ONLY inhibit line and OFF is displayed in large font.

SP.11.23August 15, 2005




Update Active Navigation Database

The navigation database can be changed only on the ground. Changing the database removes all previously entered route data.

INIT REF ....................................................................................... Select

IDENT page .....................................................................................Enter

Inactive Date line .............................................................................EnterTransfers inactive date range to scratchpad

Active Date line ................................................................................EnterTransfers inactive database line to active database line. Transfers active database line to the inactive database line.

SP.11.24 August 15, 2005




FMC Class II NavigationPrior to entry into Class II airspace, a nav accuracy check will be performed. TheFlight Plan provides space to record the checks.

Nav Accuracy CheckUse the following:

Select POS - Page 2 in the FMS.

Verify RNP/Actual (ANP) values are displayed and that ANP is less than RNP.

Place check in Flight Plan block indicating NAV Accuracy Checks completed.

Note: "NAV UNABLE RNP" EICAS message will not be displayed if ANP is less than RNP.

SP.11.25August 15, 2005




RNAV Departure Procedures

During Preflight

Accomplish a full inertial/navigation system alignment prior to taxi (refer to Full Alignment procedure earlier in this chapter).

Ensure the waypoints, speed, and altitude constraints of the RNAV SID selected from the database match those depicted on the published Jeppesen procedure for the departure runway.

Taxi

Ensure the departure runway selected in the FMS is consistent with the assigned departure runway, and the associated first fix in the FMS/ND match the assigned RNAV SID/ATC departure clearance.

On the ND map display (maximum 10 nm scale) check aircraft position when approaching the departure runway.

SP.11.26 August 15, 2005




During/After Takeoff

The appropriate roll mode should be selected to comply with the departure procedure and clearance. If the departure procedure and clearance require an LNAV track from the runway, arm LNAV before takeoff; LNAV automatically engages at 50 feet.

Pay close attention to takeoff clearance. "Delta 123, cleared for takeoff" is the standard clearance issued to fly the RNAV SID as published.

Use of the autopilot is strongly encouraged. Optimum course adherence is ensured if the autopilot is engaged at approximately 1,000 ft. AFE. Recommend engaging autopilot after "VNAV, flaps 5".

Whenever a significant course change is depicted, expect the FMC to use turn anticipation for fly-by waypoints (waypoints depicted on Jeppesen charts without a circle around them).

RNAV SID/STAR design is based on path keeping accuracy bounded within 0.5nm. On the ND map display, the tip of the airplane symbol represents the precise present position of the aircraft. On straight-line flight path segments, the base of the airplane symbol approximates one-tenth of the selected ND map scale (e.g., in the 10 nm scale, the base of the airplane symbol represents approximately 1 nm.) Pilots may use the airplane symbol or the appropriate progress page in the FMS to monitor path-keeping accuracy.

Notify ATC of any degradation of performance or inability of the FMS to provide accurate navigation and request amended clearance.

SP.11.27August 15, 2005




FMS Preflight for Origins/Destinations Not Contained in FMS DatabaseCertain Offline Airports may not be in the FMS Database. If necessary use thefollowing procedures when FMS database support is unavailable:

Conduct a full alignment of the IRS using the most accurate information available; GPS coordinates, gate coordinates, or Airport Reference Point.

Enter the closest online airport as the airdrome of Origin/Destination on the FMS Route page.

Create a waypoint for the actual Offline Airport using Lat/Long or an available navaid collocated on the field; load this waypoint in the appropriate sequence on the Route Legs page.

Display and use Raw data as applicable for all Departures/Arrivals/ Approaches/ Missed Approaches at airports not supported by the FMC database.

SP.11.28 August 15, 2005


Supplementary Procedures Chapter SPFuel Section 12

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Fuel Balancing

If fuel leak is suspected:

Accomplish the ENGINE FUEL LEAK checklist.

Note: Fuel pump pressure should be supplied to the engines at all times. At high altitude, without fuel pump pressure, thrust deterioration or engine flameout may occur.

When the fuel quantities in left main and right main tanks differ by an appreciable amount:

Crossfeed valve switches (both) ....................................................ON

Fuel pump switches (low quantity tank) ..................................... OFF

When fuel load balanced:

Fuel pump switches .......................................................................ON

Crossfeed valve switches ............................................................ OFF

Fuel Crossfeed Valve Check

Fuel crossfeed valve switch ................................................................ONVerify VALVE light extinguished.

Fuel crossfeed valve switch .............................................................. OFFVerify VALVE light extinguished.

Fuel Quantity Test

Fuel Quantity Test switch ..................................................... FUEL QTYObserve FUEL CONFIG light illuminate and LOW FUEL message display.Observe fuel quantity indicators display all eights (8) except initial digit in total fuel quantity indicator which displays one (1). Observe fuel temperature indicator display -188 degrees Centigrade.

SP.12.1March 31, 2006


Supplementary Procedures -Fuel


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SP.12.2 August 1, 2000


Supplementary Procedures Chapter SPWarning Systems Section 15

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EICAS Status Message Erase ProcedureAny status message that appears following dispatch requires an entry in thelogbook. Do not erase status messages that appear following dispatch.A status message displayed prior to preflight requires maintenance coordinatorapproval prior to attempting a status message erase procedure.

If a status message appears during pre-flight prior to dispatch, proceed as follows:

MENU key (center MCDU) ........................................................Push

DSPLY (L6)...............................................................................Select

MAINTENANCE PAGES (L5) ................................................Select

31 MCDP/MSG (L4) .................................................................Select

ERASE (R4) ..............................................................................Select

RETURN (L6) ...........................................................................Select

To return to ACARS

MENU key (center MCDU) ........................................................Push

Event Record

Event Record switch .........................................................................PushUse as directed by Flight Operations for maintenance analysis or at the discretion of the captain to manually record parameters for a suspect condition.

SP.15.1March 31, 2006


Supplementary Procedures -Warning Systems


Ground Proximity Warning Test

Momentarily holding the GPWS TEST switch on the aux panel to the GRN PROX position and releasing to the neutral position will test the system.

The following occurs with a correctly operating system.• Aural annunciation of “Glide Slope, Pull-Up, Windshear, Windshear,

Windshear, Terrain, Terrain, Pull-Up”.

The following lights will illuminate.• GND PROX• PULL UP• MASTER WARNING• WINDSHEAR• TERRAIN (red then amber)

A simulated terrain model will be displayed on the ND made up of dot patterns of varying density and color.

Traffic Alert and Collision Avoidance System (TCAS) Test

Note: Prior to the airacraft’s first flight of the day, perform a TCAS test

TCAS test button .............................................................................. Push

Note: IRU alignment is required for a valid test.

Verify TCAS system display on the ND.

Verify TCAS avoidance display on the PFD.

Verify aural annunciation "TCAS SYSTEM TEST OK".

SP.15.2 March 31, 2006




Takeoff Configuration Warning Test

Establish one or more of the following conditions:Flaps not in takeoff positionSpeedbrakes not downStabilizer units set greater than green bandPark brake set

Configuration Test switch .................................................................. T/OObserve CONFIG light illuminate, and appropriate configuration warning message(s) display.

Establish appropriate configuration.

SP.15.3March 31, 2006




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SP.15.4 March 31, 2006


Supplementary Procedures Chapter SPAdverse Weather Section 16


Adverse Weather OperationAirplane operation in adverse weather conditions may require additional considerations due to the effects of extreme temperatures, severe turbulence, and windshear. The following additional instructions are intended to supplement the normal operating procedures and should be observed when applicable.

Cold Weather OperationConsiderations associated with cold weather operation are primarily those concerned with low temperatures and with ice and snow on the aircraft, ramps, taxiways, and runways.For flight deck preparation and ground operation, use normal air conditioning procedures, with all packs, trim air, and recirculation fans on, to provide cabin heating, unless ground conditioned air is utilized. Keep airplane windows and doors closed as much as possible to limit heat loss.Although removal of surface snow, ice or frost is normally a maintenance function, the flight crew should use additional care and scrutiny during preflight preparation to inspect areas where surface snow or frost could change or affect normal system operations.If any area will require special attention during deicing, coordinate with the ground crew.After extended cold soaking, equipment or systems may not operate or start when initially selected on. Should this occur, the control may be cycled OFF then ON one time to restore operation.During cold weather starts, displays may require additional warm–up time before displayed engine indications can accurately show changing values. Also, displays may appear less bright than normal.Use normal start procedures; however, note that oil pressure may be slow to rise and will initially be higher than normal. After engine start, use the Engine Anti–Ice Use supplementary procedures (refer to Section 3 – Anti–Ice, Rain).



Supplementary Procedures -Adverse Weather


For taxi, exercise caution by taxiing at a slower speed than normal. Taxi with flaps up if slush and standing water are present. Use smaller than normal tiller and rudder steering inputs, apply minimum thrust evenly and smoothly, and use anti–ice supplementary procedures for engine run–up.

Rejected TakeoffWhen aborting a takeoff on a slippery runway, extend spoilers if not deployed and use maximum allowable symmetrical reverse thrust. If a side slip develops, correct back to centerline by reducing reverse thrust to reverse idle and releasing brakes. This allows the tire cornering forces to be used for realignment to runway centerline. Use rudder, steering and differential braking, as required, to prevent over correcting past the centerline. When re-established on centerline, apply maximum braking and reverse thrust to stop the aircraft.

LandingTo minimize stopping distance on a contaminated runway:

• Use autobrakes for maximum stopping effectiveness.• Avoid excessive approach speed.• Touchdown within 1,500 feet from the approach end of the runway.• Assure spoilers deploy.• Use maximum allowable symmetrical reverse thrust.• Reduce reverse thrust to reverse idle prior to 60 knots.• The thrust levers should be positioned to reverse idle by taxi speed,

then to full down after the engines have decelerated to idle• If side slipping off the runway, select reverse idle and release

brakes to return to centerline.• Aircraft will tend to drift off the runway nose first with forward

thrust and tail first with reverse thrust.• Reverse thrust may reduce forward visibility due to blowing snow.• Avoid abrupt steering inputs.

After making an approach in icing conditions, or landing on a runway covered with snow or slush, do not retract the flaps until the flap areas have been checked free of debris by the ground crew.





Securing for Cold WeatherIf remaining overnight at off–line stations or at airports where normal support is not available, the flight crew should arrange for or ascertain that the following actions have been accomplished:

PACK CONTROL selectors ............................................................. OFF

OUTFLOW VALVE switch ........................................................... MAN

OUTFLOW VALVE MANUAL switch ...................................... CLOSEPosition outflow valves fully closed to inhibit intake of snow and ice.

Doors and side windows ..................................................................Close

Wheel chocks ....................................................................Check in place

Parking brake .................................................................................... OFFRelease parking brake to eliminate possibility of brakes freezing.

Protective covers.............................................................................InstallInstall protective covers and plugs to protect the airplane and engines from snow and ice.

Water storage containers ..................................................................DrainDrain all water tanks and containers to protect from freezing.

Toilets ..............................................................................................DrainDrain all toilets to protect from freezing.





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.





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.





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.





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.





ACS and/or contractors accomplish the majority of aircraft de/anti-icing. As always, pilot vigilance is paramount during any de/anti-icing procedure. If possible, the pilots should evaluate the operation from the flight deck as it is being conducted and:

• If deicing or anti-icing is not being performed properly and safety is jeopardized, stop the operation and attempt to have the problem corrected.

• When possible, provide timely feedback on individual station de/anti-icing performance to the Dispatcher. A telephone report is preferred.

• Document all de/anti-icing problems or kudos on a COR.Depending on the circumstances and local station procedures, aircraft de/anti-icing may be accomplished:

• Whenever requested by the Captain.• Prior to taxiing into the gate (to prevent accumulation).• During overnight parking (prior to pilots’ arrival).• At the gate - prior to pushback.• After pushback - clear of the gate.• During taxi operations, i.e., car wash.

Deicing at Offline Stations

If de/anti-icing is required at an offline station, consult with Flight Control.In unusual circumstances, such as when operating at an offline station, the pilots may be required to supervise the de/anti-icing operation. In this case, the pilots must ensure the aircraft is free of frozen contamination in accordance with the clean aircraft concept. If the Captain determines that the pilots are unable to effectively supervise the de/anti-icing procedure, the flight will not operate.

Note:Contact the Dispatcher if a noncertified fluid must be used. Refer to Noncertified Fluids section in this chapter.

SP.16.10 December 19, 2007




De/Anti-icing Fluids

Type I Fluid

Type I fluid is a deicing and anti-icing fluid with low viscosity and is considered an unthickened fluid. It forms a very thin wetting film on aircraft surfaces and has excellent deicing properties. Type I fluid can be orange-colored or colorless. Due to its low viscosity, it provides minimal anti-icing protection. Type I fluid is always diluted because adding water ensures fluid freeze point protection and ensures proper aerodynamic flow-off characteristics. Type I fluid is never applied 100 percent. Different dilution ratios of Type I fluids affect the freeze point of the fluid, but do not alter its holdover time significantly. Consequently, there are no ratio break outs on the Type I Holdover Time Table. The Type I Holdover Table will apply when this fluid is used.

Type II Fluid

Type II fluid is a deicing and anti-icing fluid of high viscosity and is considered a thickened fluid. It adheres to the aircraft surfaces to provide a protective film. It creates a thicker layer than Type I fluid and thus has improved anti-icing capability. Type II fluid can be straw-colored or colorless. Airflow during takeoff roll causes the fluid to shed so that by rotation the surfaces are aerodynamically clean. Varying concentration levels of Type II fluid affect its holdover time. Delta prefers to use 100 percent concentration of Type II fluid, but other concentration levels may be used at contract or overseas facilities. Not all stations will have Type II available. The Type II Holdover Table will apply when this fluid is used.

Type III Fluid

Type III fluid is a deicing and anti-icing fluid with longer [holdover] times than Type I fluid, but lower viscosity than Type IV fluids. It was primarily designed for use on aircraft with slower rotation speeds to ease shedding of the fluid during takeoff, but it is fully approved for use on Delta aircraft. Type III fluid is bright yellow in color. Few stations are expected to have Type III fluid available. The Type III Holdover Table will apply when this fluid is used.Type III fluid or fluid/water mixtures are normally applied heated when used for deicing (contamination removal), but may be heated or unheated for anti-icing (surface protection).





Type IV Fluid

Type IV fluid is an enhanced performance deicing and anti-icing fluid with characteristics similar to Type II. Type IV fluid is green colored, except in Japan, where it is colorless. Its anti-icing effectiveness is superior to Type II fluid and holdover time is increased by a significant factor under most conditions. There is a separate Holdover Time Table for Type IV which reflects this improved performance. Additionally, Type IV fluid has some unique visual characteristics. It is pale green in color and considerably thicker than Type II fluid. When applied to the wings, the extra thickness may cause the fluid to appear wavy or bumpy. Varying concentration levels of Type IV fluid affect its holdover time. Delta prefers to use 100 percent concentration of Type IV, but other concentration levels may be used at contract or overseas facilities. Not all stations will have Type IV available. The Type IV Holdover Table will apply when this fluid is used.Some contract deicing ground crews may communicate a specific brand of Type IV fluid during the Post De/Anti-icing Report, for example, “Type IV, Octagon, Max-Flight.” Flight crews should disregard the fluid brand information and utilize the Type IV Holdover Time Table.

Noncertified Fluids

A de/anti-icing fluid that does not meet SAE/ISO certification requirements (including military fluids) is classified as noncertified, Type I, Type II, Type III, or Type IV fluid. These fluids may be encountered at certain international stations, or during offline operations at military bases. The use of noncertified Type I fluid is not authorized for takeoff during active icing conditions. Contact the Dispatcher if a noncertified Type I fluid is used. Noncertified Type II, Type III, or Type IV fluids are not authorized under any circumstances.

Fluid Standards

Deicing fluids are:• Heated water when OAT is above or equal to -3°C (27°F).• Heated water mixed with Type I fluid.• Heated water mixed with one of the following SAE/ISO fluids:

•Type II, or•Type III, or•Type IV.

SP.16.12 December 19, 2007




Anti-icing fluids must be certified by the:• Society of Automotive Engineers (SAE).• International Standards Organization (ISO).

Anti-icing fluids are:• Heated or unheated water mixed with one of the following

SAE/ISO fluids:•Type I,•Type II,•Type III, or•Type IV.

• Undiluted SAE/ISO Type II fluid.• Undiluted SAE Type III fluid• Undiluted SAE/ISO Type IV fluid

All de/anti-icing fluids have a limit to their low operational temperature use. Ground deicing crews and Dispatchers have access to this information in the Technical Operations Policies and Procedures (TOPP) 20-30-05. The following is an approximate low temperature limit of the fluids:

• Type I has the lowest temperature use, approximately -30°C (-22°F)

• Type II and IV are approximately -25°C (-13°F)• Type III is approximately -29°C (-20°F)

Under extremely low temperature conditions consider using alternate means of deicing, such as brooms or nonheated forced air.

Fluid Effects on Braking and Steering

Generally, Type I, Type II, Type III, and Type IV fluids are considered to have the same affect on braking and steering as water.

CAUTION:A slippery condition may exist in and around the de/anti-icing ramp and taxi ways, particularly during dry weather conditions or light precipitation.

De/Anti-icing Fluid vs. Hydraulic Fluid

It is very difficult to distinguish between de/anti-icing fluids and hydraulic fluid. In small quantities and thin coatings, both fluids will have similar coloring and feel slippery to the touch. During the exterior inspection, if residual fluids on aircraft surfaces cannot be identified, contact local Maintenance or call the MCC through the Dispatcher for guidance.





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.

SP.16.14 December 19, 2007




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.





Cabin Check

This check is performed by the pilots and is required:• Any time the aircraft has been de/anti-iced, and holdover time is

exceeded during conditions of frost, freezing fog, or snow, or• Within 5 minutes of takeoff any time a pilot-assessed change in

intensity is to be used, or• When doubt exists after conducting the Flight Deck Check, or• During conditions of heavy snow (provided Type IV fluid has been

used for anti-icing).Since clear ice formation cannot be detected visually from inside the aircraft, the Cabin Check is not authorized when:

• Type I fluid has been applied during freezing drizzle.• Type II , Type III, or Type IV fluid has been applied during

freezing drizzle, light freezing rain, or rain on cold soaked wings and holdover time has expired. Secondary de/anti-icing or an External check must be accomplished prior to takeoff.

• Ice pellets have fallen.The Cabin Check consists of a visual inspection of all representative aircraft surfaces which are visible from the best vantage point(s) in the cabin. Normally, de/anti-icing fluid failure will first occur on the leading or trailing edges of the wing rather than the mid-chord. Therefore, the leading edges and upper surfaces of both wings must be visually checked for evidence of fluid failure. Additionally, engine inlets must be inspected for contamination. Takeoff must occur within five minutes of the most recent check.The ability to adequately perform this check from inside the aircraft is highly dependent upon several factors. Lighting conditions, cleanliness of cabin/flight deck windows, and outside visibility may severely hinder or prevent the pilot’s ability to satisfactorily assess aircraft surfaces for contamination. When circumstances do not permit a satisfactory visual check from inside the aircraft, return to the designated area and:

• Have ground de-icing crew perform the External Check.• If any doubt exists as to the condition of the aircraft, repeat the

ground de/anti-icing procedure.

SP.16.16 December 19, 2007




External Check

This check is performed by the de/anti-icing ground crew and is required anytime:

• Doubt exists after conducting a Cabin Check, or• The aircraft has been anti-iced with Type II, Type III, or Type IV

fluid, and holdover time is exceeded during freezing drizzle, light freezing rain, or rain on cold soaked wings.

This check consists of a close visual inspection of the aircraft’s upper wing surfaces and leading edges for frozen contamination. Takeoff must occur within five minutes of the External Check.If the External Check cannot be accomplished, return for secondary de/anti-icing.

CAUTION:An External Check is not authorized during freezing drizzle when Type I fluid is used.

Contact local operations for specific locations on the airfield to accomplish the External Check. Be aware that some stations may conduct secondary de/anti-icing as an alternative to the External Check.

Visual Indications of Loss of Fluid Effectiveness

It is difficult to determine when anti-icing fluid is beginning to fail, however, when any ice or snow can be seen accumulating on treated surfaces, the fluid has lost its effectiveness. Any ice, frost, or snow on top of deicing or anti-icing fluids must be considered as adhering to the aircraft, and secondary de/anti-icing must be accomplished prior to takeoff.

• Normally, de/anti-icing fluid failure will first occur on the leading or trailing edges of the wing rather than the mid-chord. However, when the aircraft is pointing downwind the mid-chord will fail first.

• The leading edges and upper surfaces of both wings must be visually checked for evidence of fluid failure.

• If the leading edges and upper surfaces of both wings cannot be inspected from the cabin, return for an External Check or secondary de/anti-icing.

Type I Fluid

When Type I fluid has lost its effectiveness, frozen precipitation will begin to accumulate on the aircraft surface in much the same manner as it would on a nontreated surface.





Type II, Type III, and Type IV Fluid

When Type II, Type III, or Type IV fluid has lost its effectiveness and is no longer able to absorb the freezing moisture, look for the following visual indications.

• Gray or white appearance and buildup of ice crystals in or on top of the fluid.

• Progressive surface freezing.• Snow accumulation.• Dulling of surface reflectiveness caused by the gradual

deterioration of the fluid to slush (loss of gloss or orange peel appearance).

• Ice buildup on the wing life raft attach points (if installed), adjacent to the over-wing exits.

SP.16.18 December 19, 2007




Types of De/Anti-icing ChecksTY

PE

S O

F D

E/A

NT

I-IC

ING

CH

EC

KS

* In

lieu

of e

xter

nal c

heck

, dei

cing

gro

und

crew

may

ele

ct to

de/

anti-

ice

airc

raft.

Typ

e o

f C

hec

kP

ost

De/

An

ti-i

cin

g C

hec

kF

ligh

t D

eck

Ch

eck

Cab

in C

hec

kE

xter

nal

Ch

eck*

Per

form

ed b

y:D

eici

ng G

roun

d C

rew

Pilo

tsP

ilots

Dei

cing

Gro

und

Cre

w

Req

uir

ed w

hen

:T

he fi

nal f

luid

coa

ting

is

appl

ied

to d

eter

min

e cr

itica

l su

rfac

es a

re fr

ee o

f fro

zen

cont

amin

atio

n.

Hol

dove

r tim

e is

stil

l va

lid.

Dou

bt e

xist

s af

ter

the

Flig

ht

Dec

k C

heck

, or

heav

y sn

ow is

falli

ng

(pro

vide

d T

ype

IV fl

uid

has

been

use

d fo

r an

ti-ic

ing)

, or

hold

over

tim

e is

exc

eede

d du

ring

cond

ition

s of

fros

t, fr

eezi

ng fo

g, o

r sn

ow, o

r

snow

gra

ins.

Dou

bt e

xist

s af

ter

the

Cab

in

Che

ck, o

r

Typ

e II,

Typ

e III

, or

Typ

e IV

flui

d ha

s be

en u

sed

and

hold

over

tim

e is

exc

eede

d du

ring

cond

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

.





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).

SP.16.20 December 19, 2007




• Ice pellets• Rain on cold soaked wings.

Three precipitation categories specify a time range (snow, freezing drizzle, and rain on cold soaked wings), and four categories specify a single time (freezing fog, frost, light freezing rain and ice pellets).Whenever a time range is given, the lower time in the range is for moderate precipitation conditions and the upper time is for light conditions.When a single time is specified in the table, it represents the approximate holdover time limit for that weather condition. However, it may be necessary to adjust the holdover time downward after considering other environmental factors.

Establishing Holdover Time

A holdover time is established using the following five steps.(1) Obtain the Post De/Anti-icing Report from the ground crew and

read back the information. The following data from the report is used to establish a holdover time:•Fluid type: Type I, Type II, Type III, or Type IV.•Fluid concentration: Mixture information is only required for

Type II, Type III, or Type IV fluid. There are no fluid mixture break outs on the Type I Holdover Time Table because dilution ratios do not significantly affect holdover time for Type I fluids.

•Local time that the final (anti-icing) fluid application began. This is the point at which the holdover timing starts.

(2) Determine the current weather conditions (OAT, type of precipitation, and intensity of precipitation).•OAT is determined by the most current weather report or ATIS.•The Holdover tables allow pilots to determine holdover times

based partly upon the type and intensity of the frozen precipitation that is falling.

•The type and intensity of frozen precipitation (light, moderate, or heavy) is officially determined by the most current official weather report (e.g.,from National Weather Service [NWS], NWS-approved automated system, or other agent approved by the NWS).

•If at any time a pilot assesses intensity greater than that being reported, he/she shall use the heavier precipitation when entering the holdover tables for holdover time.





•If, in the pilot’s judgement, the intensity is less than that being reported, the pilot shall request (e.g., to the tower or trained weather observer) a new observation be taken and reported or shall wait long enough for an update to an automated meteorological observation to be taken and reported as applicable.

•A pilot may act on their own assessment of lesser precipitation intensity only in those cases concerning snowfall or ice pellets where the officially reported (e.g., from NWS, NWS-approved automated system, or other agent approved by the NWS) meteorological precipitation intensity is grossly different from that which is obviously occurring. (For example: precipitation is reported when there is no actual precipitation occurring.)

•If an adjustment to intensity is pilot-assessed, the pilots shall communicate the newly assessed intensity to flight control via ACARS.

•If a pilot acts based upon their own assessment that precipitation intensity levels are LOWER than the official reported intensity level, a Cabin Check is required within the 5 minutes preceding takeoff.

•Pilot assessment of precipitation intensity levels may only be used when there is enough natural sunlight or artificial lighting available to provide adequate exterior visibility. All windows through which the assessment is made must be adequately transparent so as to not restrict the pilot’s visibility under the lighting conditions present.

•The Snowfall Intensities as a Function of Prevailing Visibility chart in the Flight Crew Operations Manual, Volume 1, is based on prevailing visibility and allowances are made for the effects of night light conditions.

•Ice pellet intensity shall be assessed using the following criteria:•Light - scattered pellets that do not completely cover

exposed surfaces regardless of duration•Moderate - slow accumulation on the ground•Heavy - rapid accumulation on the ground

•Pilots are not permitted to self-assess intensity in the case of reported freezing drizzle or freezing rain unless no precipitation is actually falling. Freezing drizzle and freezing rain quickly adhere to cold surfaces and can be difficult to see; for this reason, if conditions are reported or anticipated the aircraft shall be de-iced and/or treated with anti-icing fluid as a precaution against encountering these conditions during taxi-out.

SP.16.22 December 19, 2007




(3) Based on all the information obtained in steps 1 and 2, reference the appropriate Holdover Time Table and determine:•A single time from the frost, freezing fog, light freezing rain or

ice pellets column, or•A time range from the snow, freezing drizzle, or rain on cold

soaked wings column.(4) If a single time was extracted from the table, go to step 5. If a

time range was extracted, determine a specific holdover time from this range by assessing:•Intensity of precipitation. As a general rule, holdover time

ranges should be interpreted as follows:•Light conditions = Upper end of time range.•Moderate conditions = Lower end of time range.•Heavy conditions = Less than the lower time value.

•When determining intensity, the pilots must consider the rate, density, and moisture content of the precipitation. For example, wet snow is considered more intense than dry/powdery snow and will have a lower holdover time. Wet snow occurs at or near freezing temperatures of -1°C (30°F) or above.

(5) Further refine the determined holdover time after considering the following additional factors:•Environmental factors - Jet blast, high wind velocity, and wind

direction may cause anti-icing fluid to flow off aircraft surfaces thus reducing holdover time. Blowing snow due to wind or jet blast could decrease holdover time by increasing the amount of precipitation contacting aircraft surfaces and diluting the fluid. Solar radiation from direct sunlight may increase holdover time by warming aircraft surfaces.

•Aircraft skin temperature - Although this is difficult to determine, pilots need to be aware that aircraft skin temperature lower than OAT may decrease holdover time. One of the best ways to assess wing skin temperature is by referencing the fuel temperature, if available. Fuel temperature significantly lower than OAT may decrease holdover time.

•Operational experience of the pilots - For example, pilots who rarely fly in ground icing conditions may feel more comfortable using more conservative holdover times. Additionally, any background knowledge or experiences can be applied by the pilots.





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

SP.16.24 December 19, 2007




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.





IntentionallyBlank

SP.16.26



FOL

D

Ground De–Icing/Anti–Icing

Before de/anti-icing:

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

Establish communications with ground personnel.

Flaps ...............................................................................................UPPrevents ice and slush from accumulating in the flap cavities.

CAUTION: Snow/slush/ice ingestion in the APU inlet duct while theAPU is running can cause serious damage. Coordinatewith ground personnel to ensure that APU inlet area isclear before starting APU.

APU or external power .....................................................As required

PACK control selectors ............................................................... OFF

APU bleed air switch (when tail de-iced) ................................... OFFReduces the possibility of fumes entering the air conditioning system.

Engine(s) (if required) ........................................................Shut down

WARNING: Once the deicing operation begins, any aircraft movement or changes in configuration must be coordinated with the ground crew.

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:

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

APU bleed air switch ..................................................As requiredDo not use APU bleed air for pack operation for approximately 1 minute after de/anti-icing. Air conditioning smoke/fumes may result.



Engine(s) (if required)..............................................................RestartRun engines a minimum of 3 minutes with engine anti-ice on.

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

PACK control selectors .................................................... As requiredAllow approximately 1 minute for residual fluid to drain prior to using packs.

Determine holdover time.Use HOLDOVER TIME GUIDELINES table.

Holdover time starts when the final application of fluid begins.

Actual weather conditions could be different from reported conditions. The Captain makes the final determination using the most accurate of METAR, ATIS, or pilot observation. Refer to Icing in the Airway Manual, Weather chapter, Hazardous Weather section and the Snowfall Intensities as a Function of Visibility chart for additional information.

Complete Taxi ChecklistConsider delaying flap/slat extension when freezing precipitation or slush may accumulate on untreated surfaces, or when slush may accumulate in flap areas.

If OAT is +3° C (37° F) or less, perform engine run-up as required in the following table:

Interval Min. N1 Duration

30 min. 60 % 30 sec.


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


SP.16.28 December 19, 2007

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.




FOL

D


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 tosnowfall, lighting conditions, or any other reason, the aircraft must be completelydeiced and anti-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).


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.


SP.16.30 December 19, 2007

TY

PE

IV

OA

T

Flu

id

Con

cent

ratio

n(F

luid

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er)

AP

PR

OX

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LD

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ER

TIM

ES

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ST

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EA

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MO

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See Ice

Pel

lets

Hol

dove

rT

imes

Tabl

e

40-7

025

10-5

0

75/2

55

hrs

6520

-55

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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

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-14

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hrs

2020

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TA

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OF

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AU

TH

OR

IZE

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US

E T

YPE

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for

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(32

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acto

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f po

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use

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ver

times

.

❄ T

akeo

ffs

are

allo

wed

in h

eavy

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w p

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ded:

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the

airc

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wit

h 10

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pe I

V f

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deic

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inat

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(cab

in)

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k is

acc

ompl

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ithi

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min

utes

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a d

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ce P

elle

ts H

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Tim

es ta

ble

in th

is s

ecti

on.




Type II and Type III Fluid Holdover Times TablesT

YPE

II

OA

T

FLU

ID

CO

NC

EN

TR

AT

ION

(FL

UID

/WA

TE

R

APP

RO

XIM

AT

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DO

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R T

IME

(M

INU

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S)

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AC

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FOG

SNO

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AIN

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LE

❋❋

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IGH

TFR

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GR

AIN

RA

IN O

N C

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D

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KE

D

WIN

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MO

D -

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TM

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- 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

ilin

gVis

ibili

ty”

char

t if

no o

ther

env

iron

men

tal f

acto

rs in

hibi

ting

visi

bili

ty, 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.





TY

PE

III

OA

T

FL

UID

C

ON

CE

NT

RA

TIO

N(W

AT

ER

/FL

UID

)

APP

RO

XIM

AT

E H

OL

DO

VE

R T

IME

S (M

INU

TE

S)

°C°F

AC

TIV

EFR

OST

FRE

EZ

ING

FOG

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

G†

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

abov

e.

* 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

pr

esen

t.

** 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

.

SP.16.32 December 19, 2007




Hot Weather OperationDuring ground operation the following considerations will help keep the airplaneas cool as possible:

• If a ground source of conditioned air is available, the supply should be plugged in immediately after engine shutdown and should not be removed until either the APU or the engines are started.

• If a ground source of conditioned air is not available, use both air conditioning packs and recirculation fans.

• Keep all doors and windows, including cargo doors, closed as much as possible.

• Electronic components which contribute to a high temperature level in the flight deck should be turned off while not in use.

• Open all passenger cabin gasper outlets and close all window shades on the sun–exposed side of the passenger cabin.

• Open all flight deck air outlets.

Note: If only a ground source of conditioned air is supplied (no bleed air from the APU or ground external air), then TAT probes are not aspirated. Because of high TAT probe temperatures, the FMCs or TMSP may not accept an assumed temperature derate. Delay selecting an assumed temperature derate until after bleed air is available.





Operation In Heavy Rain or HailWhen flight in or near heavy rain or hail is encountered or anticipated, accomplishthe following:

ENGINE START selectors ............................................................ CONTMaintains a minimum thrust setting of approach idle and provides continuous ignition.

SP.16.34 December 19, 2007




TurbulenceDuring flight in light to moderate turbulence, the autopilot may remain engagedunless airspeed, altitude or attitude deviations require use of manual control. Theturbulent air penetration speed is 290 knots/.78 Mach, whichever is lower. Below10,000 feet a speed between 240 and 250 knots provides adequate buffet margin.

SEATBELTS sign selector ..................................................................ONAdvise passengers to fasten seat belts prior to entering areas of reported or anticipated turbulence. Instruct flight attendants to check all passengers’ seat belts are fastened.

Severe TurbulenceSevere turbulence should be avoided if at all possible. If severe turbulence cannotbe avoided, an increased buffet margin is recommended. This can be obtained bydescending approximately 4,000 feet below optimum altitude. The autothrottleshould be off in severe turbulence.





WindshearWindshear is a change of wind speed and/or direction over a short distance alongthe flight path. Indications of windshear are listed in the Windshear non-normalmaneuver in this manual.

AvoidanceThe flight crew should search for any clues to the presence of windshear along theintended flight path. Stay clear of thunderstorm cells and heavy precipitation andareas of known windshear. If windshear is indicated, delay takeoff or do notcontinue an approach.

The presence of windshear may be indicated by:

• Thunderstorm activity• Virga (rain that evaporates before reaching the ground)• Pilot reports• Low level windshear alerting system (LLWAS) warnings.

PrecautionsIf windshear is suspected, Takeoffs, Approaches and Landings are notrecommended. In the vicinity of unstable weather conditions, be alert for any ofthe danger signals and be prepared for the possibility of an inadvertent encounter.The following precautionary actions are recommended:


SP.16.36 December 19, 2007





Takeoff

• Use full rated thrust instead of reduced thrust.• Use the Flap setting (Flaps 5, 15, 20) selected by AWABS for the

runway in use. This setting satisfies runway, obstacle clearance, and climb gradient requirements and provides optimum takeoff performance.

• Use the longest suitable runway provided it is clear of areas of known windshear.

• Consider increasing Vr speed using the Runway Allowable Takeoff Weight (RATOW) from the AWABS. Refer to the ODM to determine the higher rotation speed, not to exceed actual gross weight Vr+20 knots. Set V speeds for the actual gross weight. Rotate at the adjusted (higher) rotation speed. This increased rotation speed results in an increased stall margin, and meets takeoff performance requirements. If windshear is encountered at or beyond the actual gross weight Vr, do not attempt to accelerate to the increased Vr, but rotate without hesitation.

• Be alert for any airspeed fluctuations during takeoff and initial climb. Such fluctuations may be the first indication of windshear.

• Know the all–engine initial climb pitch attitude. Rotate at the normal rate to this attitude for all non–engine failure takeoffs. Minimize reductions from the initial climb pitch attitude until terrain and obstruction clearance is assured, unless stick shaker activates.

• Crew coordination and awareness are very important. Develop an awareness of normal values of airspeed, attitude, vertical speed and airspeed build–up. Closely monitor vertical flight path instruments such as vertical speed and altimeters. The pilot monitoring should be especially aware of vertical path instruments and call out any deviations from normal.

• Should airspeed fall below the trim airspeed, unusual control column forces may be required to maintain the desired pitch attitude. Stick shaker must be respected at all times.







Approach and Landing

• Establish a stabilized approach no lower than 1000 feet above the airport to improve windshear recognition capability.

• Use the most suitable runway that avoids the areas of suspected windshear and is compatible with crosswind or tailwind limitations. Use ILS G/S, VNAV path or VASI/PAPI indications to detect flight path deviations and help with timely detection of possible windshear.

• Add an appropriate airspeed correction (correction applied in the same manner as gust), up to a maximum of 20 knots.

• Avoid large thrust reductions or trim changes in response to sudden airspeed increases as these may be followed by airspeed decreases.

• Crosscheck flight director commands using vertical flight path instruments.

• Crew coordination and awareness are very important, particularly at night or in marginal weather conditions. Closely monitor the vertical flight path instruments such as vertical speed, altimeters and glide slope displacement. The pilot monitoring should call out any deviations from normal. Use of the autopilot and autothrottle for the approach may provide more monitoring and recognition time.

Recovery

Accomplish the Windshear Escape Maneuver found in the Non–NormalManeuvers section the QRH.

SP.16.38 December 19, 2007




Guidelines For Contaminated RunwaysWhen there is contamination on the runway or the braking action is less than good,Captains must evaluate crew, aircraft, and environmental conditions indetermining the safety of operating their flight.

For takeoffs, refer to Flight Operations Manual, Chapter 5, Flight Planning,Weight Data Record (WDR), Contaminated Runways for additional guidance.

Refer to the Airway Manual, Chapter 4 (“Weather”) for Braking Action Reportdiscussion.

Procedure Guidance

General

• Consider crew capability.• Consider current Maintenance Carry Overs (MCOs) - reversers,

antiskid, etc.• Consider type and amount of contaminant.• Consider source and age of reported braking action.• Consider usable runways and taxiways (NOTAMS, ATIS, etc.).

Taxi

• Be aware that ramps and taxiways may be very slippery.• Be cautious of jetblast on contaminated surfaces. People and

equipment behind may be in jeopardy.• Taxi onto and off runways at an extremely slow speed. Nose wheel

slippage may occur causing the aircraft to continue straight ahead and possibly off the paved surface.

Crosswind

• On slippery runways, crosswind guidelines are a function of runway surface condition, airplane loading, and assume proper pilot technique.

• The following crosswind guidelines are applicable to all Delta aircraft for takeoff and landing.

Braking Action Crosswind Limit Tailwind Limit

Good Aircraft Limits 10 kts*

Fair 20 kts 5 kts

Poor 10 kts 0 kts

Nil Do Not Operate

* Unless the aircraft and airport are authorized to 15 kts.





Notes:

• Crosswind guidelines are not considered limitations. Refer to Volume 1, Limitations chapter, for crosswind limits.

• Reduce crosswind guidelines by 5 knots with a reverser inoperative.• When multiple reports are present, e.g. "Braking Action Fair to

Good", use the lower crosswind value.

Takeoff

• Do not take off with braking action report of NIL by any air carrier aircraft or airport operator.

• A rolling takeoff is strongly advised when the crosswind exceeds 20 knots.

• Do not take off with standing water, slush, or wet snow in excess of 1/2 inch (1.2 cm) depth.

• Do not take off in dry snow in excess of 4 inches (10 cm) depth.

Landing

• Do not land with a braking action report of NIL by any air carrier aircraft or airport operator in the landing or rollout portion of the runway.

• Do not land with standing water, slush, or wet snow in excess of1 inch (2.5 cm) depth.

• Do not land in dry snow in excess of 4 inches (10 cm) depth.

• Land as early in the touchdown zone as possible.• Ensure the ground spoilers are extended at touchdown.• Use autobrakes, if available.• Use reverse thrust judiciously.• Do not assume the last 2,000 feet of the runway will have braking

action as good as the touchdown zone.• Be aware of the possibility of white out effect from reverse thrust

use in dry snow.

SP.16.40 December 19, 2007