SOP REV 4 Issue 1

IX-OPS-001-SOP
STANDARD OPERATING PROCEDURES

Boeing 737-800 NG
Refers to Operations Manual Part A
Issued by Air India Express Limited
Published under the Authority of

Chief Executive Officer
Issue – 4, Rev. 1 dated 26 OCT 2020

IX-OPS-001-SOP
AIR-INDIA EXPRESS LTD.
B 737-800 STANDARD OPERATING PROCEDURES
REFERS TO OPERATIONS MANUAL

PART A
Published under the

Authority of
Chief Executive Officer
Issue-4, Rev. 1 dated 26 Oct 2020

AIR INDIA EXPRESS IX–OPS-001-SOP
B 737-800 STANDARD
OPERATING PROCEDURES PRE
PREAMBLE
Issue-4 Rev-1 26 OCT 2020
PREAMBLE
Dear Colleagues,
The environment of aviation is constantly evolving. We gain new insights
into the human factors of operations from scientific studies and from
experience in day-to-day operations. The regulatory environment and
aircraft specifications also get updated from time to time. These changes
require fine-tuning of procedures to keep them in alignment with the
Company’s philosophy and policies.
We hope that this document provides you with clear, concise and
comprehensive guidance in all aspects of operations.
The SOP has been re-arranged as follows:
a) Section-1: SOP: This section contains mandatory procedures and
information: Limitations, SOP (normal and non-normal situations)
and flight patterns.
b) Secton-2: Recommended Practices: This section includes
statement of company policy on various operational matters and
contains advisory information to guide decision-making, CRM,
communication, navigation, performance, etc.
You are urged to periodically refresh your awareness of procedures from
this SOP to ensure that line practices are always in conformity with these
procedures. As always, we are open to your queries and solicit inputs
towards further refinement. Please forward all such questions, comments
and suggestions to aixchieftrg@airindiaexpress.in.
Wish all of you Happy Landings,
--Sd--
Capt Dhiraj Rai Gupta
Chief of Training
Air India Express Limited
PRE-1
B 737-800 STANDARD
OPERATING PROCEDURES PRE
PREAMBLE
INTENTIONALLY LEFT BLANK
PRE-2
B 737-800 STANDARD
OPERATING PROCEDURES RR
RECORD OF REVISIONS
RECORD OF REVISIONS
Amendments to this manual are promulgated whenever necessary

by issue of revisions to incorporate corrections, addition or
modification of its contents, to be incorporated into the next revision.
Revisions to the manual are indicated by a vertical bar on the outer
side of the revised data. The page number and the revision number
of the effected page are updated accordingly. The list of effective
pages and history of revisions page are amended accordingly.
All revisions to this manual shall have prior approval of the
approving authority of this manual.
Issue Revision no. Date Entered by

1 0 01 Jun 2015 CEO,AIXL
2 0 01 Nov 2016 CEO,AIXL
3 0 01 Aug 2017 CEO,AIXL
4 0 11 Nov 2019 CEO,AIXL
4 1 26 Oct 2020 CEO, AIXL
RR-1
B 737-800 STANDARD
OPERATING PROCEDURES RR
RECORD OF REVISIONS
RR-2
B 737-800 STANDARD
OPERATING PROCEDURES DL
DISTRIBUTION LIST
DISTRIBUTION LIST
Sl Control Name of Holder Type of Remarks

no. Copy no. Document
1. 01 DGCA Hard Copy Master 01
2. 02 Doc Section Hard Copy Master 02
3. 03 CEO Hard Copy
4. 04 COO Hard Copy
5. 05 Chief of Operations Hard Copy
6. 06 Chief of Training Hard Copy
7. 07 Chief of Flight Safety Hard Copy
8. 08 Flight Dispatch BOM & COK Hard Copy 02 Copies
9. 09 Chief Manager Training Hard Copy
10. 10 Quality manager Hard Copy
11. 11 Library Hard Copy
12. 12 Onboard aircraft Hard Copy 25 Copies
13. 13 B 737 simulator Hard Copy
14. 14 Head QMS Hard Copy
15. -- Chief of Airport Services Soft Copy
16. -- Head DMS Soft Copy
17. -- Crew Scheduling DEL Soft Copy
18. -- Base Stations Soft Copy 08 Copies
19. -- Operating Crew Soft Copy Crew Portal
DL-1
B 737-800 STANDARD
OPERATING PROCEDURES DL
DISTRIBUTION LIST
DL-2
B 737-800 STANDARD
OPERATING PROCEDURES LEP
LIST OF EFFECTIVE PAGES
Page no. Revision no. Date

Preamble
PRE-1 to PRE-2 Issue 4, Rev 1 26 Oct 2020
Record of Revisions
ROR-1 to ROR-2 Issue 4, Rev 1 26 Oct 2020
Distribution List
DL-1 to DL-2 Issue 4, Rev 1 26 Oct 2020
List of Effective Pages
LEP-1 to LEP-2 Issue 4, Rev 1 26 Oct 2020
History of Revisions
HOR-1 to HOR-2 Issue 4, Rev 1 26 Oct 2020
Table of Contents
TOC-1 to TOC-6 Issue 4, Rev 1 26 Oct 2020
Abbreviations
ABB-1 to ABB-12 Issue 4, Rev 1 26 Oct 2020
Section 1: SOP
1 – 157 Issue 4, Rev 1 26 Oct 2020
Section 2: Recommended Practices
159 – 292 Issue 4, Rev 1 26 Oct 2020
LEP-1
B 737-800 STANDARD
OPERATING PROCEDURES LEP
LEP-2
B 737-800 STANDARD
OPERATING PROCEDURES HOR
HISTORY OF REVISIONS
Issue Revision Date of Brief Description of

No Effective Date
No. Revision Change
Submission of Manuals
1 0 01 Jun 15 01 Jun 15 for certification as per
new CAR and CAP 8100
SOP revised in
accordance with new
DGCA regulations, FCOM
2 0 01 Nov 16 01 Nov 16
revisions and updated
with current operating
procedures.
Revised in accordance
with new DGCA
3 0 01 Aug 17 01 Aug 17 regulations, FCOM
revisions and updated
operating procedures.
Revised layout.
Incorporated FCOM
4 0 11 Nov 19 30 Mar 20 revisions, FOBs and
updated operating
procedures.
Incorporated FCOM
4 1 26 Oct 2020 revisions, updated some
procedures.
HOR-1
B 737-800 STANDARD
OPERATING PROCEDURES HOR
HOR-2
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
OPERATING PROCEDURES TOC
TABLE OF CONTENTS
Issue-4 Rev-1 26 Oct 2020
TABLE OF CONTENTS
PREAMBLE PRE-1
RECORD OF REVISIONS RR-1
DISTRIBUTION LIST DL-1
LIST OF EFFECTIVE PAGES LEP-1
HISTORY OF REVISIONS HOR-1
TABLE OF CONTENTS TOC-1
ABBREVIATIONS ABB-1
SECTION-1 1
1.1 DESCRIPTION 3
1.1.1 General 3
1.1.2 Description of Terms 5
1.2 LIMITATIONS 7
1.2.1 General 7
1.2.2 Airplane General 7
1.2.3 Weight Limitations 9
1.2.4 Air Systems 9
1.2.5 Anti–Ice, Rain 10
1.2.6 Autopilot/Flight Director System 10
1.2.7 Communications 11
1.2.8 Engines and APU 12
1.2.9 Flight Controls 13
1.2.10 Flight Management, Navigation 14
1.2.11 Fuel System 14
1.2.12 Landing Gear 15
1.3 NORMAL PROCEDURES 16
1.3.1 General 16
1.3.2 Pre-Flight: Planning and Briefing 16
1.3.3 Areas of Responsibility 18
1.3.4 Preliminary Preflight Procedure (Captain/ F/O) 22
1.3.5 CDU Preflight Procedure: (Capt and F/O) 27
1.3.6 Exterior Inspection 30
1.3.7 Preflight Procedure – First Officer 36
1.3.8 Preflight Procedure – Captain 50
1.3.9 Loadsheet and Performance 55
1.3.10 Departure Briefing 56
1.3.11 Before Start Procedure 59
1.3.12 Pushback or Towing Procedure 62
TOC-1
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
TABLE OF CONTENTS
1.3.13 Engine Start Procedure 63

1.3.14 Before Taxi Procedure 65
1.3.15 Taxi Procedure 67
1.3.16 Runway Entry Procedure 68
1.3.17 Runway Exit Procedure 69
1.3.18 Before Takeoff Procedure 69
1.3.19 Takeoff Procedure 70
1.3.20 After Takeoff Procedure 73
1.3.21 Takeoff Notes 74
1.3.22 Climb Procedures 75
1.3.23 Fuel Management in Climb and Descent 76
1.3.24 Top of Climb Procedures 76
1.3.25 Cruise Procedures 77
1.3.26 Descent Preparation 78
1.3.27 Approach Briefing 80
1.3.28 Descent 84
1.3.29 Approach Procedure 85
1.3.30 Approach Preparation 87
1.3.31 ILS: Landing Procedure 88
1.3.32 VNAV: Landing Procedure 92
1.3.33 V/S: Landing Procedure 97
1.3.34 RNAV Visual Approach 101
1.3.35 Transition to Manual Approach and Landing 101
1.3.36 Circling Approach 102
1.3.37 Circle-to-Land/ Circling Maneuver 103
1.3.38 Touch and Go Landings 106
1.3.39 Go-Around and Missed Approach Procedure 108
1.3.40 Actions After Go-around 111
1.3.41 Diversion to Alternate 112
1.3.42 Landing 113
1.3.43 Landing Roll Procedure 116
1.3.44 After Landing Procedure 117
1.3.45 Shutdown Procedure 118
1.3.46 Secure Procedure 121
1.3.47 Post-Flight 123
1.3.48 Normal Checklist 125
1.4 NON-NORMAL PROCEDURES 127
1.4.1 General 127
1.4.2 Priorities 127
1.4.3 Non – Normal Situations 128
1.4.4 Non – Normal Checklist Operation 130
1.4.5 Coordination in Emergency Situations 132
TOC-2
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
TABLE OF CONTENTS
1.4.6 Rejected Takeoff (RTO) 134

1.4.7 Engine Malfunction/ Fire at or after V1 135
1.4.8 Rapid Depressurization / Emergency Descent. 139
1.4.9 Diversion to the Nearest Suitable Airport 141
1.4.10 Engine Failure in Cruise 142
1.4.11 Additional Go Around Thrust 144
1.4.12 Engine failure on Final Approach 144
1.4.13 Bird strike 145
1.4.14 Overweight Landing 146
1.4.15 Evacuation 147
1.5 FLIGHT PATTERNS 150
1.5.1 Takeoff 150
1.5.2 ILS Approach 151
1.5.3 Approach (VNAV) 152
1.5.4 Approach (V/S) 153
1.5.5 ILS (One Eng Inop) 154
1.5.6 Touch and Go Landings 155
1.5.7 Go Around and Missed Approach 156
Appendix – 1 157
QUICK-REFERENCE TABLE 157
SECTION-2 159
2.1 OPERATIONS 161
2.1.1 Checklists 161
2.1.2 Supplementary Procedures 161
2.1.3 Critical Flight Actions 161
2.1.4 Documents on Board 162
2.1.5 Crew Items 164
2.1.6 Tech Log 165
2.1.7 Deferred Maintenance/ MEL 167
2.1.8 Aircraft Unserviceability After Pushback/ Start 169
2.1.9 Dispatch without APU 170
2.1.10 Loadsheet 171
2.1.11 Change of Runway at Short Notice 175
2.1.12 Noise Abatement 176
2.1.13 Speed Policy 177
2.1.14 Flap Speed Schedules 179
2.1.15 Takeoff Minima 179
2.1.16 Takeoff Alternate 180
2.1.17 Alternate Aerodrome Operating Minima for Dispatch 181
2.1.18 AOM and RVR Requirements 182
2.1.19 Converted Meteorological Visibility (CMV) 183
TOC-3
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
TABLE OF CONTENTS
2.1.20 Approach Minima 186

2.1.21 Approach Ban 186
2.1.22 Minimum Runway Marking/ Lighting: ILS CAT 1 OPS 187
2.1.23 Adverse Weather / Monsoon Operations 187
2.1.24 TCAS 193
2.1.25 Weather Avoidance 193
2.1.26 CAT and Wake Turbulence 194
2.1.27 Windshear 197
2.1.28 Choice of Flaps 198
2.1.29 Autobrake Selection 200
2.1.30 Autoland 200
2.1.31 VNAV: Approach Preparations 201
2.1.32 VNAV General Features 203
2.1.33 RNAV: SIDs, STARs and Approaches 204
2.1.34 Use of LNAV/ VNAV for Instrument Approaches 206
2.1.35 CDFA 206
2.1.36 Delayed Flap Approach 207
2.1.37 Sidestep Approach 207
2.1.38 Stabilized Approach 208
2.1.39 Go-around Following an Unstabilized Approach 209
2.1.40 Mandatory Missed Approach 210
2.1.41 Diversion 212
2.1.42 Fuel Conservation 213
2.1.43 Fuel Planning and Management 214
2.1.44 Low Fuel State 216
2.1.45 Refueling with Passengers on Board 218
2.1.46 Route Preparation 218
2.2 CRM 220
2.2.1 Crew Resource Management (CRM) 220
2.2.2 Situational Awareness 221
2.2.3 Briefings 222
2.2.4 Risk Management 222
2.2.5 Airmanship 224
2.2.6 Time Management 224
2.2.7 On-Time Performance 225
2.2.8 Automation Management 226
2.2.9 Displays and Raw Data Monitoring 227
2.2.10 FMS CDU Procedures 229
2.2.11 Autopilot Flight Director System Procedures 232
2.2.12 Autothrottle 233
2.2.13 Flight Mode Annunciations/ Thrust Mode Displays 233
2.2.14 Manual Flying 236
TOC-4
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
TABLE OF CONTENTS
2.2.15 Supervised Takeoff and Landing 237

2.2.16 Crew Duties During Instrument Approach 238
2.2.17 FDTL 239
2.2.18 Controlled Rest 239
2.2.19 Critical Phase of Flight (Sterile Flight deck) 240
2.2.20 Opening of Flight Deck Door 241
2.2.21 Flight Deck Discipline 242
2.2.22 Shoulder Harness and Headsets Policy 244
2.2.23 Jump Seats 244
2.2.24 Uniform and Dress Code 246
2.2.25 Transit Halts 247
2.2.26 Pilot Incapacitation 247
2.2.27 Passenger Medical Emergency/ Death on Board 249
2.3 COMMUNICATIONS 251
2.3.1 VHF Radio Tuning Panels 251
2.3.2 Flight Deck Audio 252
2.3.3 Standard Callouts 252
2.3.4 Communication with Cabin Crew 257
2.3.5 Communication with Ground Crew 259
2.3.6 Communication with ATS Units 261
2.3.7 Communication Failure 261
2.3.8 Communication During Non-Normal Situations 263
2.3.9 Distress and Urgency Calls 264
2.3.10 Passenger Announcements 266
2.4 NAVIGATION 268
2.4.1 OFP 268
2.4.2 SLOP/ Parallel Offset Procedure 268
2.4.3 Cruising Flight Level 269
2.4.4 EDTO 269
2.4.5 RVSM 269
2.4.6 PBN 270
2.4.7 In-flight Contingency Procedures (Indian FIRs): 275
2.4.8 Weather Radar 276
2.4.9 Aerodrome Fire-fighting Category 276
2.4.10 Aircraft Approach Category 277
2.4.11 Aircraft Code 277
2.4.12 ACN/ PCN 277
2.5 PERFORMANCE 278
2.5.1 Introduction: Performance Data 278
2.5.2 Engine Characteristics – CFM Notes 279
2.5.3 Short Field Performance (SFP) 279
TOC-5
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
TABLE OF CONTENTS
2.5.4 Aquaplaning 280

2.5.5 Runway Friction 281
2.5.6 Takeoff and Landing Performance Assessment 284
2.5.7 Takeoff Performance Calculations 285
2.5.8 Operational Use of RTOW Tables 288
2.5.9 Assumed Temperature 289
2.5.10 Takeoff on a Contaminated Runway 290
2.5.11 Determination of Takeoff Speeds 291
2.5.12 Performance Data without RTOW Tables 293
2.5.13 Climb Gradients in Terminal Area 293
2.5.14 Improved Climb Performance 294
2.5.15 Landing Performance 294
2.5.16 Converting Climb Gradient to Climb Rate (ROC) 295
2.5.17 Brake Cooling 296
2.5.18 Effect of Inoperative Equipment 297
TOC-6
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
OPERATING PROCEDURES ABB
ABBREVIATIONS
ABBREVIATIONS
AAL Above Aerodrome Level
AC Advisory Circular,
A/C Aircraft
ACARS Aircraft Communication Addressing & Reporting System
ACAS Airborne Collision Avoidance System
ACN Aircraft Classification Number
AD Airworthiness Directive
ADI Attitude director indicator
ADS Automatic Dependent Surveillance
AFM Aeroplane Flight Manual
AFE Above Field Elevation
AFS Automatic Flight System
AGL Above Ground Level
AH Alert Height
AIP Aeronautical Information Publication
ALS Approach Light System
ALT Altitude
ALTN Alternate
AMSL Above Mean Sea Level
AOA Angle of attack
AOC Air Operator Certificate
AOG Aircraft On Ground
A/P Auto-Pilot
APU Auxiliary Power Unit
ASAP As Soon As Possible
ASDA Accelerate-Stop Distance Available
ATA Actual Time of Arrival
ATC Air Traffic Control
ATD Actual Time of Departure
ATIS Automatic Terminal Information Service
ATPL Airline Transport Pilot License
ABB-1
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
ABBREVIATIONS
ATS Air Traffic Services

A/T Auto throttle
AWO All Weather Operations
AWY Airway
BARO Barometric
BELW Brake Energy Limited Weight
BRG Bearing
C Celsius, Centigrade
CAA Civil aviation authority
CAPT Captain
CAR Civil Aviation Requirements
CAS Calibrated Airspeed
CAT Clear Air Turbulence
CB Cumulonimbus
CBT Computer Based Training, Competency-based training
CCIC Cabin Crew In-Charge
CDL Configuration Deviation List
CDU Control Display Unit
CFIT Controlled Flight Into terrain
CFP Computerised Flight Plan
CG Centre of Gravity
CLW Climb Limited Weight
C/L Check List
CMD Command
CNS Communication, Navigation, Surveillance
COM Communication
CP Critical Point (ETOPS)
CPDLC Controller Pilot Data Link Communications
CPL Commercial Pilot License
CRM Crew Resource Management
CRZ Cruise
CVR Cockpit Voice Recorder
DA Decision altitude
ABB-2
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
ABBREVIATIONS
DDG Dispatch Deviation Guide

DEG Degree
DEST Destination
DFDR Digital Flight Data Recorder
DGPS Differential GPS
DH Decision Height
DME Distance Measuring Equipment
DOC Document
DOI Dry Operating Index
DOW Dry Operating Weight
ECON Economic
EDTO Extended Diversion Time Operations
EEP ETOPS Entry Point
EF Echo Foxtrot (Time zone for India)
EFB Electronic Flight Bag
EFIS Electronic Flight Instrument System
EFOB Estimated Fuel On Board
EGPWS Enhanced GPWS
ELD Estimated Landing Distance
ELT Emergency Locator Transmitter
EMER Emergency
ENG Engine
ENGG Engineering
EST Estimated
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
ETOPS Extended Twin Engine Operations
ETP Equal Time Point
EXP Exit Point (ETOPS)
EXT External
F Fahrenheit
FAA Federal Aviation Administration
FADEC Full Authority Digital Engine Control
ABB-3
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
ABBREVIATIONS
FAF Final Approach Fix

FANS Future Air Navigation System
FAR Federal Aviation Regulations
FBS Fixed Base Simulator
FCOM Flight Crew Operating Manual
FCTM Flight Crew Training Manual
FCU Flight Control Unit
FD Flight Director
FF Fuel Flow
FFS Full Flight Simulator
FIR Flight Information Region
FL Flight Level
FLW Field Limited Weight
FLLW Field Length Limited Weight
FLT Flight
FM Flight Manual
FMGS Flight Management and Guidance System
FMS Flight Management System
F/O First Officer
FOB Fuel On Board
FOD Foreign Object Damage
FOQA Flight Operations Quality Assurance
FPPM Flight Performance Planning Manual
FSTD Flight simulation training device
FTO Flying training organization
FWD Forward
GEN Generator
GNSS Global Navigation Satellite System
GPS Global Positioning System
GPU Ground Power Unit
GPWS Ground Proximity Warning System
GS Ground Speed
G/S Glide Slope
ABB-4
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
ABBREVIATIONS
GW Gross Weight
HDG Heading
HF High Frequency (3 to 30 MHz)
Hg Mercury
HIALS High Intensity Approach Light System
HIRL High Intensity Runway Lights
HMU Height Monitoring Unit
HP High Pressure
hPa hecto Pascal
HSI Horizontal Situation Indicator
HUD Head Up Display
HVR High Vertical Rate
HYD Hydraulic
Hz Hertz (cycles per second)
IAF Initial Approach Fix
IAN Integrated Approach Navigation
IAP Instrument Approach Procedure
IAS Indicated Air Speed
IATA International Air Transport Association
ICAO International Civil Aviation Organisation
IDENT Identification
IDG Integrated Drive Generator
IFR Instrument Flight Rules
IFSD In-Flight Shut Down
IFTB In-Flight Turn Back
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
INFO Information
INIT Initialisation
INOP Inoperative
INS Inertial Navigation System
IRS Inertial Reference System
ISA International Standard Atmosphere
ABB-5
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
ABBREVIATIONS
Kg, KG Kilogram
kHz kilohertz
km, KM Kilometre
kt/KT knot
L Litre
LAT Latitude
lbs Pounds
LCD Liquid Crystal Display
LCN Load Classification Number
LDA Landing Distance Available
LDG Landing
LEP List of Effective Pages
LLZ Localizer
LOAS Line Operations Assessment System
LOC Localizer
LOFT Line Oriented Flight Training
LONG Longitude
LP Low Pressure
LPV Localizer Performance with Vertical guidance
LRC Long Range Cruise
LRNS Long Range Navigation System
LRU Line Replaceable Unit
LVL Level
LVP Low Visibility Procedures
M Mach
m, M Metre
MAC Mean Aerodynamic Chord
MAG Magnetic
MAINT Maintenance
MAP Missed Approach Point
MAPt Missed Approach Point
MAX Maximum
mb, MB Millibar
ABB-6
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
ABBREVIATIONS
MCT Maximum Continuous Thrust

MDA/H Minimum Descent Altitude / Height
MEL Minimum Equipment List
MET Meteorological
METAR Meteorological Aerodrome Routine Report
MHz Megahertz
MIALS Medium Intensity Approach Light System
MIN Minimum, Minute
MIRL Medium Intensity Runway Light
MLS Microwave Landing System
MLW Maximum Landing weight
Mm Millimetre
MMEL Master Minimum Equipment List
MMO Maximum Operating Mach
MMR Multi Mode Receiver
MNPS Minimum Navigation Performance Specification
MOCA Minimum Obstruction Clearance Altitude
MORA Minimum Off-Route Altitude
MRC Maximum Range Cruise
MRVA Minimum Radar Vectoring Altitude
MSA Minimum Safe (or Sector) Altitude
MSG Message
MSL Mean Sea Level
MSN Manufacturer's Serial Number
MTOM Maximum take-off mass
MTOW Maximum Take Off Weight
MZFW Maximum Zero Fuel Weight
N/A Not Applicable
NAV Navigation
NAVAID (Radio) Navigation Aid
ND Navigation Display
NDB Non Directional Beacon
NIL No Item Listed /(Nothing)
ABB-7
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
ABBREVIATIONS
NM Nautical Miles
NORM Normal
NOTAM Notice to Airmen
NOTOC Notice To Captain
OAT Outside Air Temperature
OCA/H Obstacle Clearance Altitude / Height
OEM Original equipment manufacturer
OEW Operating Empty Weight
OLW Obstacle Limited Weight
OM Outer Marker
OM Operations Manual
OPT Optimum
OTS Oceanic Track System
OXY Oxygen
PA Passenger Address
PANS Procedures for Air Navigation Services
PAPI Precision Approach Path Indicator
PAR Precision Approach Radar
PAX Passenger
PBN Performance Based Navigation
PCN Pavement Classification Number
PED Personal Electronic Device
PERF Performance
PF Pilot Flying
PFD Primary Flight Display
PIC Pilot In Command
PM Pilot monitoring
P/N Part Number
PNR Point of No Return
PROC Procedure
PPR Prior Permission Required
PSI Pounds per Square Inch
PT Point
ABB-8
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
ABBREVIATIONS
PWR Power
QA Quality Assurance
QAR Quick Access Recorder
QFE Atmospheric pressure at aifield elevation
QNE Atmospheric pressure at Sea level in ISA(1013 hPa)
QNH Atmospheric pressure at Sea level in prevailing conditions
QRH Quick Reference Handbook
RA Radio Altitude/Radio Altimeter
RA Resolution Advisory
RAIM Receiver Autonomous Integrity Monitoring
REF Reference
REV Reverse
RFFS Rescue and Fire-Fighting Services
RH Right Hand
RLD Required Landing Distance
RMI Radio Magnetic Indicator
RNAV Area Navigation
RNP Required Navigation Performance
RPL Repetitive flight plan
RPM Revolutions Per Minute
RTA Required Time of Arrival
RTO Rejected Take Off
RTOW Regulatory Take Off Weight
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minima
RWY Runway
SA Standard Atmosphere
SALS Simple Approach Lighting System
SAp Stabilized approach
SARPS Standards And Recommended Practices
SAT Static Air Temperature
SATCOM Satellite Communication
SB Service Bulletin
ABB-9
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
ABBREVIATIONS
SEL Selector
SELCAL Selective Calling
SI International System of units
SID Standard Instrument Departure
SIGMET Significant Meteorological report
SMS Safety management system
SOP Standard Operating Procedures
SPECI Aviation selected special weather report
SRA Surveillance Radar Approach
SRE Surveillance Radar Element of PAR
SSR Secondary Surveillance Radar
STAR Standard Terminal Arrival Route
STA Standard Time of Arrival
STD Standard, Standard Time of Departure
SYS System
TA Traffic Advisory
TACAN Tactical Air Navigation
TAF Terminal Aerodrome Forecast
TAS True Air Speed
TAT Total Air Temperature
TAWS Terrain Awareness and Warning System
TBD To Be Determined/Defined
TCAS Traffic alert and Collision Avoidance System
TDZ Touch Down Zone
TEM Threat and Error Management
TEMP Temperature
TEMPO Temporary
THR Thrust
TLA Thrust Lever Angle
TMA Terminal Maneuvering Area
T/O Take-Off
TOC Top Of Climb
TOD Top Of Descent
ABB-10
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
ABBREVIATIONS
TODA Take-Off Distance Available

TOGA Take-Off/Go-Around
TORA Take-off Run Available
TOW Take-Off Weight
TR Temporary Revision
TRK Track
TWR Tower
TWY Taxiway
UHF Ultra High Frequency (300 - 3000 MHz)
UIR Upper Information Region
ULD Unit Load Device
UPRT Upset Prevention and Recovery Training
U/S Unserviceable
UTC Universal Time Coordinated
V1 Critical engine failure speed
V2 T/O safety speed
VAPP Final Approach Speed
VASI Visual Approach Slope Indicator
Vc Cruising speed
VDF Very high frequency Direction Finding
VDR Very high frequency Data Radio
VFE Maximum Velocity Flaps/slats Extended
VFR Visual Flight Rules
VHF Very High Frequency (30 - 300 MHz)
VMC Visual Meteorological Conditions
VMCA Minimum Control Speed in the Air
VMCG Minimum Control Speed on Ground
VMO Maximum Operating speed
VOR VHF Omni-directional Range
VR Rotation speed
VREF Reference speed in the landing configuration
VS Stall speed
VSI Vertical Speed Indicator
ABB-11
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
ABBREVIATIONS
WBM Weight and Balance Manual

WPT Waypoint
WX Weather
WXR Weather Radar
XFR Transfer
XMTR Transmitter
Z Zulu time (UTC)
ZFW Zero Fuel Weight
ABB-12
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
OPERATING PROCEDURES SEC-1
STANDARD OPERATING
PROCEDURES Issue-4 Rev-1 26 Oct 2020
STANDARD
OPERATING
PROCEDURES
Page 1
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
Page 2
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
1.1.1 General
a) The objective of Air-India Express is “to provide safe, efficient,
adequate, economical and properly coordinated air transport
services”. The continued progress and prosperity of our company
depends on satisfactory performance of its prime duty, viz. the safe
and efficient transportation of passengers, mail and cargo. To retain
the value of service and to attract the travelling public, it is
imperative that the following objectives are constantly pursued by all
those concerned:
• Safety
• Passenger comfort
• Regularity
• Economy
b) Air-India Express adheres to the Operating Limitations and
procedures as stipulated in Boeing FCOM. The information
contained in this document is provided to supplement the FCOM.
c) Structure of the Operations Manual. The Operations Manual is
organized with the following structure.
PART A: General. This part comprises all non-type related
operational policies, instructions and procedures needed for a
safe operation. This document is a component of Ops Manual A.
PART B: Aircraft Operating Information. This part comprises all
type related instructions and procedures needed for safe
operations. It shall take account of any differences between
types, variants or individual aircraft used by the Company. e.g,.
FCOMs, FCTM, QRH, MEL/DDG, RTOW, etc.
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PART C: Areas, Routes and Aerodromes. This part comprises all

instructions and information needed for the area of operation.
e.g. Jeppesen Route Manuals
PART D: Training. This part comprises regulations, instructions
and guidelines for training.
d) Procedures recommended by the manufacturer are the essence
of Company SOP. Where necessary to address peculiarities of our
operating environment, additional steps have been incorporated.
This SOP to be understood in conjunction the following documents:
o Guidance issued by the manufacturer (Boeing Aircraft
Company) specific to the aircraft type and configuration
(hardware and software update status):
o FCOM (Rev 29 dtd 17 Sep 20 Current)
o QRH (Rev 29 dtd 17 Sep 20 Current)
o FCTM (Rev 19 dtd 30 Oct 20 Current)
o FPPM (Rev 3 dtd 13 Nov 10 Current)
o AFM (Rev 29 dtd 18 Dec 20 Current)
o DDG (Rev 57 dtd 15 Jul 20 Current).
o Instructions issued by the regulatory authority (DGCA) in the
form of CARs, Ops Circulars and Air Safety Circulars.
o Instructions issued by the Company (Operations Manuals,
MEL, FOBs, RTOW tables, Circulars, Advisories, etc.)
e) Aim of the SOP. This document is issued with the purpose of
standardising procedures and to harmonise activities of crew, who
could be unfamiliar with each other’s experience, levels of
professional skills and knowledge. The Standard Operating
Procedures (SOPs) describe the standard tasks and duties for each
phase of flight. Section-2 (Recommended Practices) provides
additional information for pilots to understand the reason for the
procedures and guide decision-making.
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f) Scope. This SOP is issued for guidance in the operation of the

Company’s Boeing 737-800NG aircraft in the environment
encountered during routine operations. Where detailed guidance is
made available separately, the same is not reiterated in this SOP
(Operation to specific airfields, EFB, Cat II & III, etc.); for these
aspects, this SOP is to be read in conjunction the appropriate
document. Pilots are urged to keep themselves updated with
contents of documents listed in para (c) and (d) above.
g) SOPs cannot cover all possible circumstances. Pilots are
expected to exercise sound judgment and discretion while handling
each situation. In case of conflict, the latest Operations Manuals,
Boeing manuals and regulator (DGCA) orders in effect shall be take
precedence over the SOP.
1.1.2 Description of Terms

a) Crew Duties:
• Pilot In Command (PIC/CP): The pilot designated by the
Company as being in command and charged with safe conduct
of the flight. The PIC has final authority and responsibility for safe
and successful execution of the flight, irrespective of the other
pilot’s status (i.e. DE / Senior Commander etc.) or flight deck
seat occupied.
• Co-pilot. A licensed pilot serving in any piloting capacity other
than as PIC but excluding a pilot who is on board the aircraft for
the sole purpose of receiving flight instruction.
• PIC Under Supervision: A co-pilot performing, under the
supervision of the PIC, the duties and functions of the PIC, in
accordance with the method of supervision acceptable to the
licensing authority.
• Captain (C). The pilot occupying the left seat and carrying out
duties assigned to the Captain. The Captain is usually the PIC,
except when a PIC under Supervision is to occupy the left seat
as part of training or line checks.
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• First Officer (F/O). The pilot occupying the right seat and
carrying out duties assigned to the F/O. When a PIC under
Supervision is occupying the left seat as part of training or line
checks, the LTC/ TRI/ DE occupying the right seat carries acts
as a F/O while concurrently performing responsibilities of PIC.
• Pilot Flying (PF). The pilot actively controlling or managing the
taxiing or flight path of the aircraft and carrying out all duties and
procedures associated with this task. PF duties span the period
starting when the aircraft is cleared to move under its own power
upto the time it is stopped at the end of the flight.
• Pilot Monitoring (PM). The pilot carrying out the duties of in
support of the PF including monitoring and checklist reading. The
PM must be at readiness to immediately assume the duties of
PF, should the situation arise.
b) Words and Phrases: The words or phrases used in this
document to describe crew actions are meant to indicate as follows:
• “Shall” or “Must”: Compliance is mandatory.
• “Will”: Action referred to will not take place at the present
moment but there is a commitment to comply with the
requirement.
• “Should”: Compliance is recommended but not compulsory.
• “May”: There is discretion to apply alternate means of
compliance or ignore the requirement.
• “Set”: Accomplish the specified action by operating the
appropriate selection knob or button.
• “Verify”: Check, take action if needed to achieve the desired
state.
• “Check”: Verbally confirm/ acknowledge an indication or
action.
• “Crosscheck”: Confirm an indication using alternate means.
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1.2.1 General
a) Limitations and operational information may not be included in
this section if they are:
• Incorporated into FCOM normal, supplementary or non-
normal procedures, with a few exceptions
• Shown on a placard, display or other marking.
b) Limitations and operational information listed in this chapter that
are marked with a hash (#) symbol must be memorized to the
extent that compliance is assured.
1.2.2 Airplane General

AFM Limitations
Runway slope ± 2%
Maximum speeds Observe gear and flap placards
Maximum Operating Altitude 41,000 ft
Maximum Takeoff and 8,400 ft
Landing Altitude
Max Operating Temperature ISA + 39.5˚C up to 8,400 ft PA
(Environmental envelope): for takeoff/ landing
ISA + 34.5˚C above 8,400 ft PA
for cruise.
Installation of handle covers on the over-wing exits must be verified
prior to departure whenever passengers are carried.
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Verify that an operational check of the flight deck door access

system has been accomplished according to approved procedures
once each flight day.
# Surface Winds Limitations (Takeoff / Landing)
Max Crosswind Component
Runway condition
(in kts) *
DRY: 25 ***
WET: 20 ***
Slush / Standing water 15
Snow / Ice – No Melting ** 15 ***
SLIPPERY runway 10
Tailwind Component: Any runway condition - 10 kts.
* Winds measured at 33 ft (10m) tower height. Limitations apply for
runways 148 ft (45m) or greater in width.
** Takeoff/ Landing on untreated ice or snow should only be
attempted when no melting is present.
***Sideslip only (zero crab) landings are not recommended with
crosswinds in excess of 15 kts for flaps 15, 18 kts for flaps 30 or 21
kts for flaps 40.
Note: Reduce crosswind guidelines by 5 kts on wet and
contaminated runways whenever asymmetrical reverse thrust is
used.
AFM Operational Information:
# Severe turbulent air penetration speed is 280 KIAS / .76M,
whichever is lower. Applicable to climb and descent only. During
cruise, refer to FCOM SP.16, Severe Turbulence supplementary
procedure.
Non–AFM Operational Information:
On revenue flights, the escape slide retention bar (grit bar) must be
installed during taxi, takeoff and landing.
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For Company Speed Policy, refer Section 2.

Altitude Display Limits for RVSM Operations
Standby altimeters do not meet altimeter accuracy requirements of
RVSM airspace.
The maximum allowable in-flight difference between Captain and
F/O altitude displays for RVSM operations is 200 ft.
The maximum allowable on-the-ground altitude display differences
for RVSM operations are:
Max Difference Max Difference
Field Elevation Between Captain & Between Captain or
F/O F/O & Field Elevation
Sea Level to 5,000 ft 50 ft 75 ft
45,001 to 10,000 ft 60 ft 75 ft
1.2.3 Weight Limitations

AFM Limitations
Maximum Taxi Weight 79,242 Kilograms
Maximum Takeoff Weight 79,015 Kilograms
Maximum Landing Weight 66,360 Kilograms
Maximum Zero Fuel Weight 62,731 Kilograms
1.2.4 Air Systems

AFM Limitations
Pressurization
The maximum cabin differential pressure (relief valves) is 9.1 psi.
Non–AFM Operational Information
With either one or both engine bleed air switches ON, do not
operate the air conditioning packs in HIGH for takeoff, approach or
landing.
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Note: The fire protection Non-Normal Procedures take

precedence over the statement regarding no air conditioning
pack in HIGH during takeoff, approach, or landing. The CARGO
FIRE and SMOKE/FUME REMOVAL checklists require the
Operating PACK switch(es) HIGH switch(es) need to be placed
in HIGH in order to open overboard exhaust valve (OEV).
1.2.5 Anti–Ice, Rain

Engine TAI must be on when icing conditions exist or are
anticipated, except during climb and cruise below -40°C SAT.
Engine anti–ice must be ON before and during descent in all icing
conditions, including temperatures below -40°C SAT.
When operating in areas of possible icing, activate engine anti–ice
before entering icing conditions.
WARNING: Do not rely on airframe visual icing cues before
activating engine anti–ice. Use the temperature and visible
moisture criteria because late activation of engine anti-ice may
allow excessive ingestion of ice and result in engine damage or
failure.
CAUTION: Do not use engine or wing anti-ice when OAT (on
the ground) or TAT (in flight) is above 10°C.
CAUTION: Use of wing anti-ice above approximately FL350
may cause bleed trip off and possible loss of cabin pressure.
1.2.6 Autopilot/Flight Director System

AFM Limitations
# Use of aileron trim with the autopilot engaged is prohibited.
# Do not engage the autopilot for takeoff below 400 ft AGL.
# For single channel operation during approach, the autopilot shall
not remain engaged below 50 ft AGL.
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# Maximum allowable wind speeds when landing weather minima

are predicated on autoland operations:
• Headwind 25 kts
• Crosswind 25 kts
• Tailwind 10 kts.
# Maximum and minimum glideslope angles for autoland are 3.25°
& 2.5° respectively.
# Autoland capability may only be used with Flaps 30 or 40 and
both engines operative.
# Autoland with one engine inoperative is not permitted (Company
policy).
Do not use LVL CHG on final approach below 1,000 ft AFE.
1.2.7 Communications
AFM Limitations
Do not use VHF–3 for ATC communications with ACARS
operational.
Aircraft Communications Addressing and Reporting System:
The ACARS is limited to the transmission and receipt of messages
that will not create an unsafe condition if the message is improperly
received, such as the following conditions:
• The message or parts of the message are delayed or not
received,
• The message is delivered to the wrong recipient, or
• The message content may be frequently corrupted.
However, Pre-Departure Clearance (PDC), Digital Automatic
Terminal Information Service (D-ATIS), Oceanic Clearances,
Weight and Balance and Takeoff Data messages can be
transmitted and received over ACARS if they are verified per
approved operational procedures.
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Use VHF 1 for primary ATC communications on the ground.
# Do not operate HF radios during refueling operations.
1.2.8 Engines and APU

AFM Limitations
Engine Limit Display Markings:
• Maximum and minimum limits are red.
• Caution limits are amber.
Engine Ignition: Engine ignition must be on for:
• Takeoff
• Landing
• Operation in heavy rain
• Anti-ice operation.
Thrust:
Operation with assumed temperature reduced thrust is not
permitted with anti-skid inoperative.
Reverse Thrust:
# Intentional selection of reverse thrust in flight is prohibited.
APU:
# In-flight: APU bleed + electrical load: max alt 10,000 ft.
# Ground only: APU bleed + electrical load: max alt 15,000 ft.
# APU bleed: max alt 17,000 ft.
# APU electrical load: max alt 41,000 ft.
APU bleed valve must be closed when:
• Ground air (External Air Cart) connected and isolation valve
open.
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• Engine no. 1 bleed valve open.

• Isolation and engine no. 2 bleed valves open.
APU bleed valve may be open during engine start but avoid engine
power above idle.
After three consecutive aborted start attempts, a 15 - minute cooling
period is required.
1.2.9 Flight Controls

AFM Limitations
# The Maximum altitude with flaps extended is 20,000 ft.
# Holding in icing conditions with flaps extended is prohibited.
In flight, do not extend the SPEED BRAKE lever beyond the
FLIGHT DETENT.
# Avoid rapid and large alternating control inputs, especially in
combination with large changes in pitch, roll, or yaw (e.g. large side
slip angles) as they may result in structural failure at any speed,
including below VA (Maneuvering Speed).
# Do not deploy the speedbrakes in flight at radio altitudes less than
1,000 ft.
Alternate Flap Duty Cycle:
• When extending or retracting flaps with the ALTERNATE
FLAPS position switch, allow 15 seconds after releasing the
ALTERNATE FLAPS position switch before moving the switch
again to avoid damage to the alternate flap motor clutch.
• After a complete extend/retract cycle, i.e., 0 to 15 and back
to 0, allow 5 minutes cooling before attempting another
extension.
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1.2.10 Flight Management, Navigation

AFM Limitations
Air Data Inertial Reference Unit (ADIRU):
ADIRU alignment must not be attempted at latitudes greater than 78
degrees 15 minutes.
All flight operations based on magnetic heading or magnetic track
angle are prohibited in geographic areas where the installed IRS
Mag Var table errors are greater than 5 degrees.
Look-Ahead Terrain Alerting (GPWS):
Do not use the terrain display for navigation.
Do not use the look-ahead terrain alerting and terrain display
functions within 15 NM of takeoff, approach or landing at an airport
or runway not contained in the GPWS terrain database
Non-AFM Operational Information:
# Avoid weather radar operation in a hangar, This recommendation
does not apply to the weather radar test mode.
Avoid weather radar operation when personnel are within the area
normally enclosed by the aircraft nose radome.
1.2.11 Fuel System

AFM Limitations
Maximum tank fuel temperature: 49°C.
Minimum tank fuel temperature prior to takeoff or inflight is -43°C, or
3°C above the freezing point of the fuel being used, whichever is
higher.
• The freezing point of Jet A1 fuel is -47°C
• The freezing point of Jet A fuel is -40°C
Intentional dry running of a center tank fuel pump (low pressure light
illuminated) is prohibited.
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Fuel Balance:
Lateral imbalance between main tanks 1 and 2 must be scheduled
to be zero.
Random fuel imbalance must not exceed 453 kgs for taxi, takeoff,
flight or landing.
Fuel Loading:
Main tanks 1 and 2 must be full if center tank contains more than
453 kgs.
1.2.12 Landing Gear

Do not apply brakes until after touchdown.
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OPERATING PROCEDURES SEC 1
STANDARD OPERATING
Air-India Express adheres to the Normal Procedures as

stipulated in Boeing FCOM Vol. 1. The information contained
in the subsequent paragraphs is provided to supplement the
FCOM.
1.3.1 General
a) Pilots must be conversant with FCOM/ Normal Procedures/
Introduction (Section 11).
1.3.2 Pre-Flight: Planning and Briefing

a) Preflight planning and briefing will be conducted at Dispatch office
or similar suitable location where the paper documents can be
analysed and annotated, free of distractions. The F/O will compile
and set up the briefing from the information in the flight package and
other relevant sources. The briefing is to follow the pattern:
• Flight Release. Verify planning parameters.
• NOTAMs. Impact of NOTAMs on the flight with respect to the
flight plan airfields, alternates and associated FIRs and relevant
to the flight schedule.
• Weather. Current weather and forecast relevant to the
period of the flight and area of operations.
• Flight Plan and OFP. Check ATC flight plan and ensure it is
valid. Check Operational Flight Plan (OFP) meticulously for
correct route, altitudes, etc.
• Other Factors. Account for the effect of other factors like
variation of takeoff weight, flight level, performance constraints,
deferred maintenance (MEL/CDL), anticipated delays, etc.
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b) The Captain is to carefully consider alternates prior to departure

and in flight, keeping in mind NOTAMs and (current and forecast) at
destination and alternates. Additional fuel may be uplifted if needed.
Finalise the sector fuel and max ZFW (refer guidelines in Section 2:
Fuel Planning and Management and Operational Use of RTOW
Tables).
c) If performance is likely to be a constraint for operations with the
standard engine bleeds ON/ flaps 5/ thrust 26K configuration, carry
out a thorough review of RTOW and consider alternate flaps/ no
engine bleeds/ 27K thrust/ revised destination alternate, etc., so as
to avoid or minimise such a load penalty. A similar analysis must be
kept ready for transit halts as well. If a payload restriction remains
unavoidable, dispatch must be informed as early as possible for
necessary coordination with the commercial department. Obtain /
ADC number from flight dispatch or ATC at all Indian airports.
Ascertain aircraft availability, parking location and serviceability
status. In case of delay, ascertain reasons (for passenger
announcements).
d) In case of change of aircraft after the OFP is generated, the
available flight plan may be used after accounting for difference in
PAD of the two aircraft. A fresh flight plan may be needed in case:
i) MEL/ CDL/ EDTO/ NOTAM/ weather constraints impose
limitations on flight planning significantly different from the one in
the OFP
ii) In case the PIC feels that a fresh flight plan is necessary.
e) One copy of page 1 of the OFP must be signed by both operating
pilots after acceptance as dispatch release.
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1.3.3 Areas of Responsibility

a) Each crewmember is assigned a flight deck area to initiate action
in accordance with Normal and Supplementary Procedures. Each
procedure sequence follows a definitive scan pattern. Action outside
the area of responsibility are initiated at the direction of the captain.
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Scan Flow Areas of Responsibility

Preflight and Postflight
Figure 1
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Area of Responsibility
Captain as Pilot Flying or Taxiing
Figure 2
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Areas of Responsibility
F/O as Pilot Flying or Taxiing
Figure 3
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1.3.4 Preliminary Preflight Procedure (Captain/ F/O)

a) Preliminary Preflight procedure assumes that the Electrical Power
Up Supplementary Procedure (SP.6.1) is complete.
A full IRS alignment is recommended before each flight. If time does
not allow a full alignment, do the Fast Realignment supplementary
procedure.
IRS mode selectors .......................................... OFF, then NAV
For G-series aircraft, if necessary (ref FCOM Bulletin IDC-44):
IRS mode selectors ........................................................ ALIGN
Carry out fast realignment procedure (SP.11.3)
Verify that the ON DC lights illuminate then extinguish.
Verify that the ALIGN lights are illuminated.
VT-AXQ+: The UNABLE REQD NAV PERF-RNP message may
show until IRS alignment is complete.
VOICE RECORDER switch and CB………………................. ON
Displays and area brightness controls .................. As Needed
Verify that the following are sufficient for flight:
• Hydraulic quantity – RF not displayed
• Engine oil quantity - Min 13 quarts. For EDTO flights 18
quarts. (Checked between 5 to 60 min after shutdown)
• Oxygen – adequate for flight crew oxygen requirements
Bottle Temp Number of Crew in Flight deck
(°C) 2 3 4
30 495 690 885
40 510 715 915
Circuit breakers (P6 panel) ............................................ Check

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Circuit breakers (control stand, P18 panel) ................. Check

Parking brake ........................................................................Set
Set the parking brake to check the brake wear indicators during
the exterior inspection.
Flight Documents / Charts / Manuals organize ............ Organize
ATIS / Airfield Information.............................................. Obtain
Do the remaining actions after crew/ aircraft change or

maintenance action:
Note: The following oxygen pressure drop test only needs to be
performed at one crew member or observer station.
Oxygen pressure drop..........................................................Test
VT-AXI to VT-AYD:
Note the crew oxygen pressure.
Oxygen mask – Stowed and doors closed
TEST/RESET switch – Push and hold
Verify that the yellow cross shows momentarily in the flow
indicator.
Regulator selector – Rotate to EMER
Continue to hold the TEST/RESET switch down with the regulator
selector in the EMER position for 5 seconds. Verify that the yellow
cross shows continuously in the flow indicator.
Verify that the crew oxygen pressure does not decrease more
than 100 psig.
If the oxygen cylinder valve is not in the full open position,
pressure can:
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• decrease rapidly, or
• decrease more than 100 psig, or
• increase slowly back to normal.
Release the TEST/RESET switch and rotate the regulator
selector to 100%.
Verify that the yellow cross does not show in the flow indicator.
Crew oxygen pressure - Check. Verify that the pressure is
sufficient for dispatch.
G-series aircraft:
Note the crew oxygen pressure.
RESET/TEST switch – Push and hold
indicator.
EMERGENCY/Test selector – Push and hold
Continue to hold the RESET/TEST switch down and push the
EMERGENCY/Test selector for 5 seconds. Verify that the yellow
cross shows continuously in the flow indicator.
Verify that the crew oxygen pressure does not decrease more
than 100 psig.
If the oxygen cylinder valve is not in the full open position,
pressure can:
• decrease rapidly, or
• decrease more than 100 psig, or
• increase slowly back to normal.
Release the RESET/TEST switch and the EMERGENCY/Test
selector. Verify that the yellow cross does not show in the flow
indicator.
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Normal/100% switch – 100%

Crew oxygen pressure - Check. Verify that the pressure is
sufficient for dispatch.
Aircraft Documents ………….…. .................................... Check
Tech Log Section A (Pink Book) –
• Check ‘MEL’ section for details of current MELs and verify if
the procedures/ restrictions are acceptable for the flight.
• Check the ‘Base Snags Not Affecting Safety’ section for
information relevant to the flight.
Tech Log Section B (Blue Book) –
• Check recent post-flight entries and snag history
• Enter the required sector fuel in the ‘Oil Uplift’ block to the
right of the ‘Hyd Uplift’ column as: “Fuel Reqd: …… kg” with
PIC’s signature.
Check Autoland Book for Cat II/ III status
EFB ............................................................ Check and takeover
Check status of all EFBs as per EFB SOP.
Cabin Status.................................................................... Check
Update status of cabin snags from CCIC.
FLIGHT DECK ACCESS SYSTEM switch .......................... OFF
Operational check of the flight deck door access system must be
accomplished (according to SP 1.1) once each flight day.
Manual gear extension access door ............................ Closed
Emergency equipment ................................................... Check
Fire extinguisher – Checked and stowed
Crash axe – Stowed
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Escape ropes – Stowed

Other equipment (Fire protection gloves, PBE, crew life vests,
emergency flashlights) – Checked and stowed
ELT switch........................................................... Guard closed
Verify that the ELT light is extinguished.
PSEU light ................................................. Verify extinguished
GPS light ................................................... Verify extinguished
SERVICE INTERPHONE switch.......................................... OFF
Observer Audio Control Panel ............................................ Set
Receiver and Transmitter selector: As required
Push-to-Talk switch: Neutral.
ENGINE Panel ...................................................................... Set
Verify that the REVERSER lights are extinguished.
Verify that the ENGINE CONTROL lights are extinguished.
EEC switches – ON
Oxygen panel ....................................................................... Set
Note: PASSENGER OXYGEN switch activation causes
deployment of the passenger oxygen masks.
PASSENGER OXYGEN switch .......................... Guard closed
Verify that the PASS OXY ON light is extinguished.
Landing gear indicator lights .......................Verify illuminated
Flight recorder switch ........................................ Guard closed
Verify that the OFF light is illuminated.
MACH AIRSPEED WARNING
TEST switches ........................................... Push, one at a time
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Verify that the clacker sounds.

STALL WARNING
TEST switches ........................... Push and hold, one at a time
Verify that each control column vibrates when the respective
switch is pushed.
1.3.5 CDU Preflight Procedure: (Capt and F/O)

a) Start the CDU Preflight procedure any time after the Preliminary
Preflight procedure. The Initial Data and Navigation Data entries
must be complete before the flight instrument check during the
Preflight Procedure.
b) Either Captain or F/O may make CDU entries; the other pilot must
verify the entries. Enter data in all boxed items. Enter data in the
dashed items or modify small font items that are listed in this
procedure. Enter or modify other items at pilot's discretion. The
Performance Data entries must be complete before the Before Start
Checklist.
IDENT page:
- Verify that the MODEL is correct.
- Verify that the ENG RATING is correct.
- Verify that the ACTIVE navigation database is current.
- Verify software version.
POS INIT page:
- Verify that the time is correct.
- Enter the present position on the SET IRS POS line. Use the
most accurate latitude and longitude. Preferably use GPS
position.
ROUTE page:
- Enter ORIGIN & DESTINATION
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- Enter Flight Number (AXB_ _ _)

- Select runway and SID from DEPARTURES page.
- Enter the route. Enter best-guess STAR and approach.
- Remove discontinuities where applicable
- Activate and execute the route.
PERF INIT page:
- Enter COST INDEX as per OFP
- Enter RESERVES: [Dest Alternate Fuel + Final Reserve Fuel]
- Enter ZFW (Estimated if not actual)
- Enter the PLAN takeoff fuel: [Gross fuel – 200kg]
- Verify takeoff GW and cruise CG (GW/CRZ CG) on the CDU.
- Verify the TRIP ALT. Enter planned CRZ ALT.
- Enter the CRZ WIND (at first TOC)
- Enter ISA DEV temperature (at first TOC)
- Enter the TRANS ALT of departure airfield
- Execute the PERF INIT data.
N1 LIMIT page:
- Enter higher of OAT (aspirated TAT) or ATIS reported
temperature, whichever is higher.
- Enter the assumed temperature, a fixed derate takeoff or a
combination of both, as derived from performance calculations.
Thrust Mode Display:
- Verify that TO/R-TO displayed.
TAKEOFF REF page:
To be entered as height AFE by subtracting airfield elevation from
altitudes specified (RTOW table/ FOB/ airfield SOP).
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STANDARD OPERATING
Acceleration ht Engine out Thrust

acceleration ht reduction ht
Normal 800 ft/ Flap retraction ht*
Obstruction 800 ft/ Flap
Clearance retraction ht* 800 ft/ Eng out 800 ft
Noise 3,000 ft/ as acceleration ht*.
Abatement per NADP
*As specified in RTOW tables/ Special Engine Out Procedure
- Enter RW WIND, RWY COND and RW SLOPE as needed.
- Enter the planned takeoff FLAPS.
LEGS Page:
- Verify the correct RNP for the departure.
- Verify LEGS pages comply with the SID, flight plan and STAR.
- Resolve discontinuities, if any
- Activate and execute.
RTE DATA Page:
- Time permitting, enter winds corresponding to cruise waypoints
from the CFP. This enables accurate ETA and fuel burn
calculations.
PROGRESS Page:
- Verify the computer flight plan total distance and estimated fuel
remaining with the corresponding FMC-calculated data.
FIX page:
- Enter the reference points and 25 NM circle to depict MSA
area at departure and departure alternate.
CLB, CRZ and DES Pages:
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B 737-800 STANDARD
STANDARD OPERATING
- Review TGT SPD and SPD REST

- Verify MAX ALT, review CRZ ALT
- DES FORECAST page: Enter TRANS LVL of departure
airfield.
Only for G-series aircraft:
NAV OPTIONS Page 2/2:
- Verify or set all update settings to ON.
FLT INIT (ACARS):
- Enter Trip Time/ Initialize
Additional Procedures for EDTO:
- Verify all tracks and distances between waypoints.
- Time permitting, insert C-EEP, C-ETP and C-EXP from CFP as
waypoints in the TEMP NAV DATABASE.
After data entry is complete, the other pilot must crosscheck it.
1.3.6 Exterior Inspection

a) Before each flight, the Captain or F/O shall carry out an exterior
walkaround inspection to verify that the airplane is satisfactory for
flight.
b) At each location, items may be checked in any sequence. Use of
the Exterior Inspection checklist is recommended. Follow the
inspection route to check that:
✓ The surface and structures are clear, not damaged, no
missing parts and there is no fluid leakage.
✓ The tires are not too worn out, not damaged, and there is no
tread separation.
✓ The gear struts are not fully compressed.
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NORMAL PROCEDURES/Exterior Inspection
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IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
✓ The engine inlets and tailpipes are clear, the access panels
are secured, the exterior, including the bottom of the nacelles, is
not damaged, and the reversers are stowed.
✓ The doors and access panels that are not in use are latched.
✓ The probes, vents and static ports are clear and not
damaged.
✓ The skin area adjacent to the pilot probes and static ports is
not wrinkled.
✓ The antennas are not damaged.
✓ The lenses over the lights are clean and not damaged.
Notes:
a) Fluid leaks from the engine drains are allowed provided the
leaks are less than a continuous stream. Refer to the Engine
Start Procedure for additional guidance.
b) For cold weather operations see the Supplementary
Procedures.
c) If brakes are found to be excessively hot, after walkaround
ensure chocks in place and release parking brakes to facilitate
cooling.
d) It is advisable to carry the External Inspection checklist while
carrying out the inspection.
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STANDARD OPERATING
Figure 4
Left Forward Fuselage:

Probes, sensors, ports, vents, and drains (as applicable) .. Check
Doors and access panels (not in use) ............................. Latched
Nose:
Radome ............................................................................. Check
Conductor straps .............................................................. Secure
Forward E and E door ....................................................... Secure
Nose Wheel Well:

Tires and wheels................................................................ Check
Exterior light....................................................................... Check
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B 737-800 STANDARD
STANDARD OPERATING
Gear strut and doors .......................................................... Check

Nose wheel steering assembly .......................................... Check
Nose gear steering lockout pin ................................... As needed
Gear pin...................................................................... As needed
Nose wheel spin brake (snubbers)................................... In place
Right Forward Fuselage:

Probes, sensors, ports, vents, and drains (as applicable) . Check
Oxygen pressure relief green disc ................................... In place
Doors and access panels (not in use) ............................. Latched
Right Wing Root, Pack, and Lower Fuselage:

Ram air deflector door .................................................. Extended
Pack and pneumatic access doors ................................... Secure
Exterior lights ..................................................................... Check
Leading edge flaps ............................................................ Check
Number 2 Engine:
Exterior surfaces
(including the bottom of the nacelles)….…… .. Check for damage
Access panels .................................................................Latched
Fan blades, probes, and spinner ....................................... Check
Thrust reverser ................................................................ Stowed
Exhaust area and tailcone ................................................. Check
Right Wing and Leading Edge:

Leading edge flaps and slats ............................................. Check
Fuel measuring sticks ....................................... Flush and secure
Wing Surfaces ................................................................... Check
Fuel tank vent .................................................................... Check
Right Wing Tip and Trailing Edge:

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B 737-800 STANDARD
STANDARD OPERATING
Position and strobe lights ................................................... Check

Static discharge wicks (02) ................................................ Check
Aileron and trailing edge flaps ............................................ Check
Right Main Gear:

Tires, brakes and wheels ................................................... Check
Verify that the wheel chocks are in place as needed.
If the parking brake is set, the brake wear indicator pins must
extend out of the guides.
Gear strut, actuators, and doors ........................................ Check
Hydraulic lines .................................................................. Secure
Gear pin ...................................................................... As needed
Right Main Wheel Well:

APU FIRE CONTROL handle ................................................. Up
(AXX Onwards)
NGS operability indicator light ........................................... Check
Verify that the light is green.
Wheel well ......................................................................... Check
Right Aft Fuselage:

Doors and access panels (not in use) ............................ Latched
Negative pressure relief door ............................................ Closed
Outflow valve ..................................................................... Check
Probes, sensors, ports, vents, and drains (as applicable) . Check
APU air inlet........................................................................ Open
Tail:
Vertical stabilizer and rudder.............................................. Check
Elevator feel probes .......................................................... Check
Tail skid ............................................................................. Check
Verify that the tail skid is not damaged.
Horizontal stabilizer and elevator ...................................... Check
Static discharge wicks ....................................................... Check
Strobe light ........................................................................ Check
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B 737-800 STANDARD
STANDARD OPERATING
APU cooling air inlet and exhaust outlet............................. Check
Left Aft Fuselage:

Doors and access panels (not in use) ..............................Latched
Left Main Gear:

Tires, brakes and wheels ................................................... Check
Verify that the wheel chocks are in place as needed.
If the parking brake is set, the brake wear indicator pins must
extend out of the guides.
Gear strut, actuators and doors ......................................... Check
Hydraulic lines .................................................................. Secure
Gear pin...................................................................... As needed
Left Main Wheel Well:

Wheel well ......................................................................... Check
Engine fire bottle pressure ................................................. Check
Left Wing Tip and Trailing Edge:

Aileron and trailing edge flaps............................................ Check
Static discharge wicks (02) ................................................ Check
Position and strobe light .................................................... Check
Left Wing and Leading Edge:

Fuel tank vent .................................................................... Check
Wing surfaces .................................................................... Check
Fuel measuring sticks ....................................... Flush and secure
Leading edge flaps and slats ............................................. Check
Number 1 Engine:
Exhaust area and tailcone ................................................. Check
Thrust reverser ................................................................ Stowed
Fan blades, probes, and spinner ....................................... Check
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B 737-800 STANDARD
STANDARD OPERATING

Access panels ................................................................ Latched
Exterior surfaces
(including the bottom of the nacelles)……………Check for damage
Left Wing Root, Pack, and Lower Fuselage:

Leading edge flaps ............................................................ Check
Exterior lights ..................................................................... Check
Pack and pneumatic access doors ................................... Secure
Ram air deflector door .................................................. Extended
1.3.7 Preflight Procedure – First Officer

a) The F/O normally does this procedure. The Captain may do this
procedure if needed, and inform the F/O.
Flight control panel ........................................................ Check
FLIGHT CONTROL switches – Guards closed
Verify that the flight control LOW PRESSURE lights are
illuminated.
Flight SPOILER switches – Guards closed
YAW DAMPER switch – ON
Verify that the YAW DAMPER light is extinguished.
Verify that the standby hydraulic LOW QUANTITY light is
extinguished.
Verify that the standby hydraulic LOW PRESSURE light is
extinguished.
Verify that the STBY RUD ON light is extinguished.
ALTERNATE FLAPS master switch – Guard closed
ALTERNATE FLAPS position switch – OFF
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NORMAL PROCEDURES/Preflight Procedure – First Officer
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
Verify that the FEEL DIFF PRESS light is extinguished.

Verify that the SPEED TRIM FAIL light is extinguished.
Verify that the MACH TRIM FAIL light is extinguished.
Verify that the AUTO SLAT FAIL light is extinguished.
NAVIGATION panel ...............................................................Set
VHF NAV transfer switch – NORMAL
IRS transfer switch – NORMAL
FMC source select switch – NORMAL
DISPLAYS panel ...................................................................Set
SOURCE selector – AUTO
CONTROL PANEL select switch – NORMAL
Fuel panel .............................................................................Set
Verify that the ENG VALVE CLOSED lights are illuminated dim.
Verify that the SPAR VALVE CLOSED lights are illuminated dim.
Verify that the FILTER BYPASS lights are extinguished.
Check fuel CROSSFEED valve
CROSSFEED selector – Open
Verify that the VALVE OPEN light illuminates bright, then dim
CROSSFEED selector – Close
Verify that the VALVE OPEN light illuminates bright, then
extinguishes
FUEL PUMP switches – OFF
Verify that the center tank fuel pump LOW PRESSURE lights are
extinguished.
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B 737-800 STANDARD
STANDARD OPERATING
Verify that the main tank fuel pump LOW PRESSURE lights are
illuminated.
Note: If extended APU operation is needed on the ground and the
airplane busses are powered by AC electrical power, then
position an AC powered fuel pump ON. This will extend the
service life of the APU fuel control unit.
Electrical panel ................................................................... Set
BATTERY switch – Guard closed
CAB/UTIL power switch – ON
IFE/PASS SEAT power switch – ON
STANDBY POWER switch – Guard closed
Verify that the STANDBY PWR OFF light is extinguished.
Verify that the BAT DISCHARGE light is extinguished.
Verify that the TR UNIT light is extinguished.
Verify that the ELEC light is extinguished.
Generator drive DISCONNECT switches – Guards closed
Verify that the DRIVE lights are illuminated.
BUS TRANSFER switch – Guard closed
Verify that the TRANSFER BUS OFF lights are extinguished.
Verify that the SOURCE OFF lights are extinguished.
Verify that the GEN OFF BUS lights are illuminated.
Overheat and fire protection panel ................................ Check
Do this check if the flight crew did not do the Electrical Power Up
supplementary procedure. This check is needed once per flight day.
Verify refueling is complete. Alert ground personnel before the
following test is accomplished:
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B 737-800 STANDARD
STANDARD OPERATING
Verify that the engine No. 1, APU, and engine No. 2 fire switches are
in.
OVERHEAT DETECTOR switches – NORMAL
TEST switch – Hold to FAULT/INOP
Verify that the MASTER CAUTION lights are illuminated.
Verify that the OVHT/DET annunciator is illuminated.
Verify that the FAULT light is illuminated.
If the FAULT light fails to illuminate, the fault monitoring
system is inoperative.
Verify that the APU DET INOP light is illuminated.
Do not run the APU if the APU DET INOP light does not
illuminate.
Note: The fire warning light flashes and the horn sounds on
the APU ground control panel when this test is done with the
APU running. This can be mistaken by the ground crew for
an actual APU fire; advise ground crew before test.
TEST switch – Hold to OVHT/FIRE
Verify that the fire warning bell sounds.
Verify that the master FIRE WARN lights are illuminated.
Verify that the MASTER CAUTION lights are illuminated.
Verify that the OVHT/DET annunciator is illuminated.
Master FIRE WARN light – Push
Verify that the master FIRE WARN lights are
extinguished.
Verify that the fire warning bell cancels.
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B 737-800 STANDARD
STANDARD OPERATING
Verify that the engine No. 1, APU and engine No. 2 fire
switches stay illuminated.
G-series aircraft
Verify that the engine No.1 and engine No.2 start lever
lights stay illuminated.
Verify that the ENG 1 OVERHEAT and ENG 2 OVERHEAT
lights stay illuminated.
Verify that the WHEEL WELL light stays illuminated.
EXTINGUISHER TEST switch – Check
TEST switch – Position to 1 and hold.
Verify that the three green extinguisher test lights are
illuminated.
TEST switch – Release
Verify that the three green extinguisher test lights are
extinguished.
Repeat for test position 2.
APU switch (as needed) ............................................... START
(Start CHR timer as reference for bleed use)
Note: If extended APU operation is needed on the ground and
the airplane busses are powered by AC electrical power, position
an AC powered fuel pump ON. This will extend the service life of
the APU fuel control unit.
Note: If fuel is loaded in the center tank, position the left center
tank fuel pump switch ON to prevent a fuel imbalance before
takeoff.
CAUTION: Center tank fuel pump switches should be positioned
ON only if the fuel quantity in the center tank exceeds 453 kg.
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B 737-800 STANDARD
STANDARD OPERATING
CAUTION: Do not operate the center tank fuel pumps with the
flight deck unattended.
When the APU GEN OFF BUS light is illuminated:
APU GENERATOR bus switches – ON
Verify that the TRANSFER BUS OFF lights are extinguished.
Note: Run the APU for one full minute before using it as a bleed
air source.
EQUIPMENT COOLING switches .................................. NORM
Verify that the OFF lights are extinguished.
EMERGENCY EXIT LIGHTS switch ....................Guard closed
Verify that the NOT ARMED light is extinguished.
Passenger signs ..................................................................Set
FASTEN BELTS switch – ON
CAUTION: Verify that refueling is complete and bowser is
disconnected before switching on the fasten seatbelts signs.
Windshield WIPER selectors .......................................... PARK
Verify that the windshield wipers are stowed.
WINDOW HEAT switches ..................................................... ON
Position switches ON at least 10 minutes before takeoff.
Verify that the OVERHEAT lights are extinguished.
Verify that the ON lights are illuminated (except at high ambient
temperatures.)
PROBE HEAT switches ................................................... AUTO
Verify that all lights are illuminated.
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IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
WING ANTI–ICE switch....................................................... OFF

Verify that the VALVE OPEN lights are extinguished.
ENGINE ANTI–ICE switches ............................................... OFF
Verify that the COWL ANTI–ICE lights are extinguished.
Verify that the COWL VALVE OPEN lights are extinguished.
Hydraulic panel ................................................................... Set
ENGINE HYDRAULIC PUMPS switches – ON
Verify that the LOW PRESSURE lights are illuminated.
ELECTRIC HYDRAULIC PUMPS switches – OFF
Verify that the OVERHEAT lights are extinguished.
Verify that the LOW PRESSURE lights are illuminated.
Air conditioning panel ........................................................ Set
AIR TEMPERATURE source selector – As needed
TRIM AIR switch – ON
Verify that the ZONE TEMP lights are extinguished.
Temperature selectors – As needed
Verify that the RAM DOOR FULL OPEN lights are
illuminated.
RECIRC FAN switches – AUTO
Air conditioning PACK switches – AUTO or HIGH
ISOLATION VALVE switch – OPEN
Engine BLEED air switches – ON
APU BLEED air switch – ON
Verify that the DUAL BLEED light is illuminated.
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IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
Verify that the PACK lights are extinguished.

Verify that the WING–BODY OVERHEAT lights are
extinguished.
Verify that the BLEED TRIP OFF lights are extinguished.
Cabin pressurization panel .................................................Set
Verify that the AUTO FAIL light is extinguished.
Verify that the OFF SCHED DESCENT light is extinguished.
FLIGHT ALTITUDE indicator – Cruise altitude
LANDING ALTITUDE indicator – Destination field elevation
Pressurization mode selector – AUTO
Verify that the ALTN light is extinguished.
Verify that the MANUAL light is extinguished.
Lighting panel .......................................................................Set
LANDING light switches – RETRACT and OFF
RUNWAY TURNOFF light switches – OFF
TAXI light switch – OFF
Ignition select switch ..............................................IGN L or R
Select IGN R for the first sector.
Alternate the ignition select switch position on subsequent starts.
ENGINE START switches .................................................. OFF
Lighting panel ......................................................................Set
LOGO light switch – As needed
POSITION light switch – As needed
ANTI–COLLISION light switch – OFF
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B 737-800 STANDARD
STANDARD OPERATING
WING illumination switch – As needed

WHEEL WELL light switch – As needed
Mode control panel ............................................................. Set
COURSE(S) – Set first outbound Radial/Track
FLIGHT DIRECTOR switch – ON
Move the switch for the pilot flying to ON first.
EFIS control panel .............................................................. Set
MINIMUMS reference selector – BARO
MINIMUMS selector Set engine out acceleration altitude (airfield
elevation + flap retraction height 800 ft or higher, as specified).
FLIGHT PATH VECTOR switch – As needed
METRES switch – As needed
BAROMETRIC reference selector – IN or HPA
BAROMETRIC selector – Set local altimeter setting
VOR/ADF switches – As needed
Mode selector – MAP
CENTER switch – As needed
Range selector – Set as needed for departure
TRAFFIC switch – ON
WEATHER RADAR – Off
Verify that the weather indications are not shown on the MAP.
Map switches – As needed
Note: The oxygen test and set is not needed if the oxygen pressure drop
test was done at this station during the Preliminary Preflight Procedure -
Captain or First Officer.
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B 737-800 STANDARD
STANDARD OPERATING
Oxygen ................................................................. Test and set

VT-AXI to -AYD
indicator.
Release the TEST/RESET switch and rotate the regulator selector to
100%.
VT-GHA+:
indicator.
RESET/TEST switch – Release Normal/100% switch – 100%
ELECTRONIC FLIGHT BAG .................................................Set
Clock ....................................................................................Set
Set to UTC
Display select panel ............................................................Set
MAIN PANEL DISPLAY UNITS selector – NORM
LOWER DISPLAY UNIT selector– NORM
TAKEOFF CONFIG light ............................Verify extinguished
CABIN ALTITUDE light ..............................Verify extinguished
Disengage light TEST switch .................................... Hold to 1
Verify that the A/P light is illuminated steady amber.
Verify that the A/T light is illuminated steady amber.
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B 737-800 STANDARD
STANDARD OPERATING
Verify that the FMC light is illuminated steady amber.

Verify that the A/P light is illuminated steady red.
Verify that the A/T light is illuminated steady red.
Do the Initial Data and Navigation Data steps from the CDU Preflight
Procedure and verify that the IRS alignment is complete before
checking the flight instruments.
Flight instruments ......................................................... Check
Verify that the flight instrument indications are correct.
Verify that only these flags are shown:
• TCAS OFF
• NO VSPD until V-speeds are selected
• Expected RMI flags.
Verify that the flight mode annunciations are correct:
• Autothrottle mode is blank
• Roll mode is blank
• Pitch mode is blank
• AFDS status is FD.
Select the map mode.
GROUND PROXIMITY panel ........................................... Check
FLAP INHIBIT switch – Guard closed
GEAR INHIBIT switch – Guard closed
TERRAIN INHIBIT switch – Guard closed
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B 737-800 STANDARD
STANDARD OPERATING
Verify that the GROUND PROXIMITY INOP light is extinguished.

Landing gear panel ...............................................................Set
LANDING GEAR lever – DN
Verify that the green landing gear indicator lights are illuminated.
Verify that the red landing gear indicator lights are extinguished.
AUTO BRAKE select switch...............................................RTO
Verify that the AUTO BRAKE DISARM light is extinguished
ANTISKID INOP light .................................Verify extinguished
Engine display control panel ...............................................Set
N1 SET selector – AUTO
SPEED REFERENCE selector – AUTO
FUEL FLOW switch – RATE
Move switch to RESET, then RATE.
Engine instruments ........................................................ Check
Verify that the primary and secondary engine indications show
existing conditions.
Verify that no exceedance is shown.
Verify that the hydraulic quantity indications do not show RF.
MFD Cancel/Recall switch – Push
Verify that autoland status advisory messages are not shown.
CARGO FIRE panel ......................................................... Check
This check is needed once per flight day.
Verify refueling is complete. Alert ground personnel before the
following test is accomplished:
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B 737-800 STANDARD
STANDARD OPERATING
DETECTOR SELECT switches – NORM

TEST switch – Push
Verify that the fire warning bell sounds.
Verify that the master FIRE WARN lights are illuminated.
Master FIRE WARN light – Push
Verify that the master FIRE WARN lights are extinguished.
Verify that the fire warning bell cancels.
Verify that the green EXTINGUISHER test lights stay illuminated.
Verify that the FWD and AFT lights stay illuminated.
Verify that the DETECTOR FAULT light stays extinguished.
Verify that the DISCH light stays illuminated.
Radio tuning panel .............................................................. Set
WARNING: Do not key the HF radio while the airplane is being
fueled. Injury to personnel or fire can occur. Verify that the OFF
light is extinguished.
VHF NAVIGATION radios .............................Set for departure
VORs tuned for departure and departure alternate, ILS for turnback
(both sides)
Audio control panel ............................................................. Set
Transmitter and Receiver selectors: As required
ADF radios ........................................................................... Set
WEATHER RADAR control panel........................................ Set
Accomplish weather radar test once per flight day (Verify refueling is
complete)
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B 737-800 STANDARD
STANDARD OPERATING
Mode selector switch - WX/TURB

TILT mode – MAN or AUTO
Transponder panel ...............................................................Set
Verify mode selector – STBY.
Set 2000 (1100 in Saudi Arabia) until assigned.
Set ATC selector to 1.
Set ALT selector to 1 if Captain is PF and 2 if F/O is PF
Do not perform the TCAS test.
STABILIZER TRIM override switch ....................Guard closed
WARNING: Do not put objects between the seat and the aisle
stand. Injury can occur when the seat is adjusted.
EFB .................................................................................. Set up
Set up EFB for ready reference to required charts on JeppFD and
relevant RTOW tables, etc., on AOT.
Seat.................................................................................. Adjust
Use the handhold above the forward window for assistance when
pulling the seat forward. Do not use the glareshield as damage can
occur.
Adjust the seat for optimum eye reference.
Whenever the seat is adjusted, verify a positive horizontal (fore and
aft) and seat recline lock by pushing against the seat.
Rudder pedals ................................................................ Adjust
Adjust the rudder pedals to allow full rudder pedal and brake pedal
movement.
Seat belt .......................................................................... Adjust
Do the PREFLIGHT checklist on the Captain’s command.
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B 737-800 STANDARD
STANDARD OPERATING
1.3.8 Preflight Procedure – Captain

a) The Captain normally does this procedure. The F/O may do this
procedure if the Captain directs.
Lights .................................................................................. Test
Master LIGHTS TEST and DIM switch – TEST
The fire warning lights are not checked during this test. Use
individual test switches or push to test features to check lights
which do not illuminate during the light test. Use scan flow to
verify that all other lights are flashing or illuminated. Verify that all
system annunciator panel lights are illuminated.
Master LIGHTS TEST and DIM switch – As needed
EFIS control panel ............................................................... Set
MINIMUMS reference selector – BARO
MINIMUMS selector – Set engine out acceleration altitude (airfield
elevation + flap retraction height 800 ft or higher, as specified).
FLIGHT PATH VECTOR switch – As needed
METRES switch – As needed
BAROMETRIC reference selector – HPA
BAROMETRIC selector – Set local altimeter setting
VOR/ADF switches – As needed
Mode selector – MAP
CENTER switch – As needed
Range selector – Set as needed for departure
TRAFFIC switch – ON
WEATHER RADAR – Off
Verify that weather radar indications are not shown on the MAP.
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NORMAL PROCEDURES/Preflight Procedure – Captain
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
Map switches – As needed

Mode control panel ...............................................................Set
COURSE(S) – Set first outbound radial/track.
FLIGHT DIRECTOR switch – ON
Move the switch for the pilot flying to ON first.
IAS/MACH- Set 100 kts
Bank angle selector – 25º or as needed
Autopilot DISENGAGE bar – UP
Oxygen ................................................................. Test and set
Note: The oxygen test and set is not needed if the oxygen pressure
drop test was done at this station during the Preliminary Preflight
Procedure - Captain or First Officer.
VT-AXI to VT-AYD
indicator.
Release TEST/RESET switch and rotate regulator selector to 100%.
VT-GHA+:
indicator.
RESET/TEST switch – Release Normal/100% switch – 100%
ELECTRONIC FLIGHT BAG..................................................Set
Clock .....................................................................................Set
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B 737-800 STANDARD
STANDARD OPERATING
Set to UTC
NOSE WHEEL STEERING switch....................... Guard closed
Display select panel ........................................................... Set
MAIN PANEL DISPLAY UNITS selector – NORM
LOWER DISPLAY UNIT selector – NORM
TAKEOFF CONFIG light ........................... Verify extinguished
CABIN ALTITUDE light ............................. Verify extinguished
Verify that the A/P light is illuminated steady amber.
Verify that the A/T light is illuminated steady amber.
Disengage light TEST switch ..................................... Hold to 2
Verify that the A/P light is illuminated steady red.
Verify that the A/T light is illuminated steady red.
STAB OUT OF TRIM light ......................... Verify extinguished
Do the initial data and navigation data steps of CDU Preflight
Procedure and verify that the IRS alignment is complete before
checking the flight instruments.
Flight instruments .......................................................... Check
Verify that only these flags are shown:
• TCAS OFF
• “NO V-SPD” until V-speeds are selected.
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B 737-800 STANDARD
STANDARD OPERATING
Verify that the flight mode annunciations are correct:

• Autothrottle mode is blank
• Roll mode is blank
• Pitch mode is blank
• AFDS status is FD.
Select MAP mode.
Integrated Standby Flight Display ......................................Set
Verify that the approach mode display is blank.
Set the altimeter.
Verify that no flags or messages are shown.
Standby RMI ..........................................................................Set
Select VOR.
SPEED BRAKE lever ......................................... DOWN detent
Firmly push the speed brake lever down into the slot to ensure that it
is in the down detent.
Verify that the SPEED BRAKE ARMED light is extinguished.
Verify that the SPEED BRAKE DO NOT ARM light is extinguished.
Verify that the SPEED BRAKES EXTENDED light is extinguished.
Reverse thrust levers ..................................................... Down
Forward thrust levers ................................................... Closed
FLAP lever ............................................................................Set
Set the flap lever to agree with the flap position.
Parking brake .......................................................................Set
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B 737-800 STANDARD
STANDARD OPERATING
Verify that the parking brake light is illuminated.

If brake units are excessively hot, ensure chocks are in place and
release parking brakes to provide adequate cooling time (as dictated
by brake cooling schedule).
Engine start levers .......................... ................................. CUTOFF
STABILIZER TRIM cutout switches ................................ NORMAL
Radio tuning panel ......................... .......................................... Set
WARNING: Do not key the HF radio while the airplane is being
fueled. Injury to personnel or fire can occur.
Verify that the OFF light is extinguished.
VHF NAVIGATION radios ............... ................... Set for departure
Set VOR for departure and ILS for turnback
Audio control panel ........................ .......................................... Set
Transmitter and Receiver selectors: As required
WARNING: Do not put objects between the seat and the aisle
stand. Injury can occur when the seat is adjusted.
EFB .................................................. ..................................... Set up
Set up EFB for ready reference to required charts on JeppFD and
relevant RTOW tables, etc., on AOT.
Seat .................................................. ..................................... Adjust
Adjust the seat for optimum eye reference.
Whenever the seat is adjusted, verify a positive horizontal (fore and
aft) and seat recline lock by pushing against the seat.
Rudder pedals ................................. ..................................... Adjust
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Adjust the rudder pedals to allow full rudder pedal and brake pedal
movement.
Seat belt .......................................................................... Adjust
Call “PREFLIGHT CHECKLIST” ..............................................C
Do the PREFLIGHT checklist .............................................. F/O
1.3.9 Loadsheet and Performance

a) When the final Loadsheet is available, the Captain shall read out
the figures from it and the F/O shall copy these figures on the OFP
and make corresponding FMC CDU entries.
b) After entering ZFW on the PERF INIT page of the FMC and
verifying takeoff fuel, the F/O shall read out the indicated GW (gross
weight) and execute after the Captain verifies that this weight
corresponds with the takeoff weight on the Loadsheet.
c) On TAKEOFF REF page 1/2, the F/O shall enter the takeoff CG.
Verify correct takeoff flaps have been selected and call out the
stabiliser trim indicated by the FMC (This shall take precedence over
the value indicated on the Loadsheet).
d) The PIC shall sign acceptance of the Loadsheet and append the
date and time (UTC) when the aircraft has been cleared by
commercial staff for departure.
e) For modalities of ‘Operational Use of RTOW Tables’, refer
Section 2.4. RTOW calculations must be verified by both pilots. If
carried out on AOT (EFB), data must be derived individually and
crosschecked by both pilots on their respective devices. Finalise the
derate, Assumed Temperature and speeds for the takeoff. V1
corrections must be applied to account for excess clearway/
stopway, where included in RTOW tabulation. The N1 for takeoff
thrust (without assumed temperature) must be noted for easy recall,
if required during takeoff. The extracted performance data inputs
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NORMAL PROCEDURES/Loadsheet and Performance
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
(runway, winds, temperature, bleed config, flaps) and output

(assumed temperature, limit weights, speeds, N1) shall be recorded
on the OFP. The F/O shall make the FMS entries while the Captain
sets the MCP and trim.
Takeoff speeds, Assumed temp ....Set ..................................... F/O
Stabiliser trim ..................................Set ___units ......................... C
IAS/MACH selector ........................Set V2 ___ ............................ C
Autothrottle .....................................ARM ..................................... C
1.3.10 Departure Briefing

a) If the final Loadsheet is not yet available, carry out a preliminary
performance evaluation based upon the EZFW prior to the departure
briefing so as to avoid rushed calculations. Have a clear plan,
considering updated information (ATIS, relevant weather,
performance data, etc.) prior to briefing.
b) The PF will carry out the departure briefing. It must be ensured
that there are no external interruptions or distractions to the briefing.
For short sectors where cruise time could be inadequate for a
detailed approach briefing, the arrival briefing may be conducted on
ground in continuation to the departure briefing. This briefing is to
include applicable items from the following:
• Aircraft state (MEL, etc.)
• Weather (departure and takeoff alternate). ATIS, if obtained
via ACARS, must be crosschecked vis-à-vis weather forecast
and ATS briefing documents.
• Expected pushback and taxi pattern, relevant NOTAMS,
special procedures, if applicable.
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NORMAL PROCEDURES/Departure Briefing
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
• Takeoff: Expected runway, viable options for intersection

departures, runway conditions, flaps, thrust setting, bleed
configuration, anti- ice operation
• Expected RNAV SID/departure; verify FMC with SID. PDC, if
obtained via ACARS, must be crosschecked vis-à-vis the filed
flight plan before setting up on the FMS.
• MCP, FMC modes and nav-aid setup for the departure
• Adverse weather procedures [wipers/ hot weather
procedures (FCOM SP.16.17), etc]
• MSA: If terrain along departure and initial climb path is a
consideration, include grid MORA and obstruction details.
• Special/ Contingency procedures
• Threat and Error Management
• Emergency briefing.
c) Threats and Error Management (TEM). Threats and plans to
manage consequent errors should be discussed. These could be
covered at any stage, even during preflight briefing in Dispatch or as
and when apparent.
d) Threats include, but are not limited to, the following:
• Weather: Low visibility, precipitation, CB activity requiring
weather deviations, gusty winds or strong cross-winds,
performance restrictions due to wet runway, high temperature or
dusty environment.
• Movement Area/ Airspace: Wet/contaminated runway,
complicated taxi instructions, work in progress, new taxi tracks,
obstructions, hotspots, congested aprons, anticipated delays or
holding, likelihood of runway change, intersection departure,
proximity to international border, restricted airspace, bird strike
hazard.
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B 737-800 STANDARD
STANDARD OPERATING
• Time: FDTL, departure slot time, airspace or airfield closure.

• Human Factors: Fatigue, pressure from passengers on
delayed flights, disruptive /sick passenger or death on board
Operation in WOCL. Inexperience of crew member.
• Engineering: MEL – dictated operational procedures or
maintenance steps, effect of the inoperative items.
• Terrain: In case terrain beyond 25 NM of departure airfield is
relevant, requirement for PM to maintain TERR display to a
specific Flight Level in climb.
• Special Procedures: Non-ICAO standard lost communication
procedure, etc., if applicable.
• Any other situations where it is necessary to review or
redefine crew responsibility.
e) Emergency Briefing. A review of the following non-normal
procedures must be carried out:
• RTO maneuver
• Evacuation
• Departure Contingency / Engine failure procedure at or after
V1. Specific to the procedure, clarify intention to continue with
the SID or otherwise in case of an engine failure or shutdown. If
performance permits, initially maintain LNAV rather than revert to
HDG SEL to minimise distraction and conflict with other aircraft
following their assigned SID/ STAR in the vicinity.
f) For subsequent flights on the same day, with the same crew
compliment, the standard briefing may be abbreviated with the as:
“STANDARD REJECT AND EVACUATION PROCEDURES, AS
BRIEFED FOR THE PREVIOUS SECTOR.” Non-standard aspects
of emergency briefing and departure contingency procedures
specific to the departure, if any, must covered separately.
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B 737-800 STANDARD
STANDARD OPERATING
g) Briefing for Observer. Authorised personnel occupying flight deck

observer seat(s) must be briefed on the following:
• Operation of flight deck door, observer seat and ACP
• Use of oxygen mask
• Sterile flight deck procedures
• Evacuation procedures.
1.3.11 Before Start Procedure

a) Commence the Before Start Procedure when the flight is ready in
all respects and all documents are on board.
The F/O is to confirm following documents are received:
F - Fuel Receipt
L - Loadsheet
A - Acceptance Certificate (Tech Log)
G - General Declaration
S - Security (Release Certificate)
Call “BEFORE START PROCEDURE” ......................................... C
Announce “CABIN CREW CLOSE AND ARM ALL DOORS,
CROSS-CHECK AND REPORT” ..... PA ..................................... F/O
CDU display .................................... Set ................................ C, F/O
Normally the PF selects the TAKEOFF REF page and the PM
selects the LEGS page.
N1 bugs .......................................... Check ........................... C, F/O
Verify that the N1 reference bugs are correct.
MCP ................................................. Set ........................................ C
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NORMAL PROCEDURES/Before Start Procedure
AIR INDIA EXPRESS
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B 737-800 STANDARD
STANDARD OPERATING
Verify:
FD switches – Both ON
AUTOTHROTTLE ARM switch – ARM
Course – Set to first course on departure
IAS/MACH selector – V2
VNAV armed as needed (For RNAV SID, LNAV & VNAV armed)
Initial heading – Set to runway heading or as needed
LNAV armed as needed
Initial altitude – Set MSA / first ‘At or Below’ altitude constraint in
departure, as applicable.
Exterior doors .................................Closed ............................... F/O
Flight deck windows .......................Closed &locked ........... C, F/O
Pushback /startup clearance ........Obtained ......................... ATC
After ATC and ground crew clearance is obtained:

Fuel panel ........................................Set ..................................... F/O
If the center tank fuel quantity exceeds 453 kg:
LEFT and RIGHT CENTER FUEL PUMPS switches – ON
Verify that the LOW PRESSURE lights illuminate momentarily
and then extinguish.
If the LOW PRESSURE light stays illuminated turn off the
CENTER FUEL PUMPS switch.
AFT and FORWARD FUEL PUMPS switches – ON
Verify that the LOW PRESSURE lights are extinguished.
Hydraulic panel ...............................Set ..................................... F/O
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B 737-800 STANDARD
STANDARD OPERATING
If pushback is needed is needed and the nose gear steering lockout

pin is not installed:
WARNING: Do not pressurize hydraulic system A. Unwanted tow
bar movement can occur.
System A HYDRAULIC PUMP switches – OFF
Verify that System A pump LOW PRESSURE lights are
illuminated.
System B electric HYDRAULIC PUMP switch – ON
Verify that system B electric pump LOW PRESSURE light is
extinguished.
Verify that brake pressure is 2,800 psi minimum
Verify that system B pressure is 2,800 psi minimum
If pushback is not needed, or if pushback is needed and the nose
gear steering lockout pin is installed:
Obtain ground clearance before pressurizing hydraulics.
Electric HYDRAULIC PUMP switches – ON
Verify that the electric pump LOW PRESSURE lights are
extinguished.
Verify that the brake pressure is 2,800 psi minimum.
Verify that the system A and B pressures are 2,800 psi
minimum.
ANTI COLLISION light switch ........ ON ..................................... F/O
Trim ................................................ Set ........................................ C
Check each trim for freedom of movement.
Stabilizer trim – ___ UNITS
Set the trim for takeoff.
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B 737-800 STANDARD
STANDARD OPERATING
Verify that the trim is set as required and in the green band.
Aileron trim – 0 units
Rudder trim – 0 units
Flight deck door ..............................Closed and locked ........... F/O
Verify that the LOCK FAIL light is extinguished.
Seat and shoulder harness ............Adjust........................... C, F/O
Call “BEFORE START CHECKLIST”............................................ C
Do the BEFORE START checklist. . ......................................... F/O
1.3.12 Pushback or Towing Procedure

a) Appropriate checklists and briefings are to be completed prior to
airplane movement. The Engine Start procedure may be done during
pushback or towing as applicable, in coordination with ATC and
ground crew.
b) Engine Crossbleed Start procedure is permitted only after the
pushback and/or pull ahead procedure is completed and tow truck
disconnected. Engine(s) should not be operated above idle thrust
and flaps must remain retracted during pushback. Any delay or
interruption of the pushback procedure must be communicated to
ATC. Pilots must remain vigilant of the external situation during the
procedure.
Call “GROUND, CONFIRM ALL GROUND CHECKS
COMPLETED, AIRCRAFT CLEAR, ALL DOORS SECURED” .. C
When cleared by ATC and ground handling personnel,
Parking brake .................................Release ................................ C
Transponder....................................ALT ON ............................. F/O
Start Timing (ET) ............................. .......................................... F/O
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NORMAL PROCEDURES/Pushback or Towing Procedure
AIR INDIA EXPRESS
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B 737-800 STANDARD
STANDARD OPERATING
CAUTION: Do not hold or turn the nose wheel steering wheel or

use airplane brakes to stop the airplane during pushback or
towing. This can damage the nose gear or the tow bar.
When directed by ground handling personnel,
Parking brake ................................. Set ........................................ C
1.3.13 Engine Start Procedure

a) Commence the Engine Start Procedure after obtaining clearance
from ATC and ground handling personnel. During the start, do not be
distracted by events that do not demand immediate attention, such
as FMS CDU scratchpad messages. For power-out stands, confirm
that chocks are in place and parking brakes set prior to start.
Call “START SEQUENCE___,
CALL WHEN CLEARED TO START” ........................................... C
After ground clearance to start,
Call “ENGINE START PROCEDURE” .......................................... C
Lower Display ................................. ENG ................................... F/O
Air conditioning PACK switches ... OFF ................................... F/O
Call “START ___ ENGINE” ............. . ............................................ C
ENGINE START switch .................. GRD................................... F/O
When ‘START VALVE OPEN’ light illuminates,
Start timing (CHR)........................... ............................................. C
Verify that the N2 RPM increases .. ..................................... C, F/O
When N1 rotation is seen and N2 is at 25%, or (if 25% N2 is not
possible), at maximum motoring and a minimum of 20% N2:
Note: Maximum motoring occurs when N2 acceleration is less
than 1% in approximately 5 seconds.
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NORMAL PROCEDURES/Engine Start Procedure
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
CAUTION (G-series aircraft): Do not apply rotational force when

moving the engine start lever.
Engine start lever ...........................IDLE DETENT ...................... C
Start timing (CHR) ........................... .......................................... F/O
If EGT does not increase by 15 seconds after the engine start lever
is moved to IDLE,
Call “15 sec, NO EGT” ................. .......................................... F/O
Monitor fuel flow and EGT indications. ............................... C, F/O
At 56% N2, verify that the ENGINE START switch moves to OFF
and START VALVE OPEN light extinguishes. If not,
ENGINE START switch ...............OFF ................................... F/O
Call “STARTER CUTOUT” .............. .......................................... F/O
Monitor N1, EGT, N2, fuel flow and oil pressure for normal
indications while engine accelerates to stable idle ............ C,F/O
Note: The engine is stable at idle when the EGT start limit redline
is no longer shown.
b) After the engine is stable at idle, start the other engine. In case of
a cross-bleed start, connect the engine generator, disconnect GPU
and/or jet starter before starting the other engine.
c) Do the ABORTED ENGINE START checklist for one or more of
the
following abort start conditions:
• the N1 or N2 does not increase or increases very slowly after
the EGT increases
• there is no oil pressure indication by the time that the engine
is stable at idle
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NORMAL PROCEDURES/Engine Start Procedure
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
• the EGT does not increase by 15 seconds after the engine

start lever is moved to IDLE detent
• the EGT quickly nears or exceeds the start limit
1.3.14 Before Taxi Procedure

a) Commence the Before Taxi Procedure after both engines are
stabilised at idle.
Call “GROUND, DISCONNECT ALL EXTERNAL SOURCES,
DISPLAY HAND SIGNALS AND LOCKOUT PINS TO MY
LEFT/RIGHT”................................... ............................................. C
Call “FLAPS__, BEFORE TAXI PROCEDURE” ........................... C
Flap lever......................................... Set takeoff flaps ............... F/O
Takeoff Speeds ............................... Review ......................... C, F/O
Review FMS ‘QRH’ speeds, discuss and finalise speeds. If
indicated TOW matches planned takeoff weight, ACCEPT
speeds and restore display of QRH speeds. If not, REJECT and
enter speeds as per determined from performance calculations.
MFD SYS switch ............................. Push .................................. F/O
Display the flight control surface position indications on the lower
display unit.
GENERATOR 1 and 2 switches ..... ON ..................................... F/O
PROBE HEAT switches ................. ON ..................................... F/O
WING ANTI–ICE switch .................. As needed......................... F/O
ENGINE ANTI–ICE switches ........... As needed......................... F/O
PACK switches ............................... AUTO ................................ F/O
ISOLATION VALVE switch ............. AUTO ................................ F/O
APU BLEED air switch ................... OFF ................................... F/O
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AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
ENGINE START switches ..............CONT ................................ F/O

APU switch ......................................OFF ................................... F/O
Switch off the APU after concurrence of the Captain unless the
APU is required for Hot Weather supplementary procedures or a
no-engine bleeds takeoff is planned.
Recall ..............................................Check ........................... C, F/O
Verify that all system annunciator panel lights Illuminate and then
extinguish.
Engine start levers .........................IDLE detent .................... C
Flaps ................................................__, Green light ............ F/O
Flight controls .................................Check ................................... C
Before commencing rudder check, verify that nose wheel
steering bypass pin is removed. Hold the nose wheel steering
wheel during the rudder check to prevent nose wheel movement.
Make slow and deliberate control inputs, one at a time to full
travel in both directions. Verify:
✓ Freedom of movement
✓ That the controls return to centre
✓ Correct flight control movement (lower DU set to SYS).
Blank the lower DU ......................... .......................................... F/O
Ground equipment .........................Clear ............................. C, F/O
Call “BEFORE TAXI CHECKLIST.” ............................................. C
Do the BEFORE TAXI checklist ..... .......................................... F/O
Wave off ground crew after completion of BEFORE TAXI
checklist
ATC taxi clearance..........................Obtain ............................... F/O
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NORMAL PROCEDURES/Before Taxi Procedure
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
Update changes to the taxi briefing, as needed. ............... C, F/O

Taxi and turnoff lights .................... ON ..................................... F/O
Weather Radar Mode ...................... WX/TURB .......................... F/O
For power-out stands:
Transponder.................................... ALT ON ............................. F/O
Start Timing (ET) ............................. .......................................... F/O
1.3.15 Taxi Procedure

a) In case the aircraft had been towed or pushed back for start,
verify that the steering lockout pin has been removed (displayed by
ground crew). Before turning on external lights, releasing brakes or
opening thrust, scan visually on both sides to ensure that the area is
clear and obtain confirmation from the ground crew that the aircraft
is cleared to taxi. Acknowledge this clearance by waving to them
(day) or by cycling the runway turnoff light twice (night). In case
confirmation of all-clear cannot be obtained from ground crew, seek
external verification via ATC. Taxi lights will remain on when the
aircraft is taxiing by night or day to indicate movement.
b) The PM shall note down all taxi clearances. The PF shall confirm
the taxi instructions and restate any hold-short instructions. Both
pilots shall verify and confirm that the taxi path is clear and taxi
instructions clearly understood before advancing thrust or releasing
parking brakes. Do not open more than 40% N1 as breakaway
thrust.
c) The PM shall progressively follow the aircraft position on the taxi
chart/ airport diagram, identify the relevant location signs and
announce the approaching turns and holding positions. The PF shall
call/ announce while approaching a turn; this shall be crosschecked
and confirmed by the PM with reference to the chart and ground
markings/ lights.
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IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
d) EFB functions ‘Display Ownship’/ ‘Airport Moving Map’/ ‘Show

Taxi on Landing’ shall not be used as a primary navigation
reference; both pilots shall have ready reference to the relevant
apron charts and maintain awareness of own position and plan. Be
aware of hotspots, specially while taxiing under low visibility
conditions. Use any or all exterior lights as required to identify
features or signs. If at any time there is a doubt (ATC instructions,
aircraft position, obstacle clearance, etc.), the aircraft should be
stopped with lights on. Where available, use ATC SMGCS to provide
progressive taxi instructions. Alternately, ask for a ‘Follow-me’
service. When taxing behind and under the guidance of a ‘Follow
Me’ vehicle, keep the taxi lights off. Proceed only when certain that it
is safe to taxi further.
e) When following another aircraft, maintain a minimum distance of
approximately 2 taxiway edge lights and in case of wet/contaminated
conditions, approximately 4 taxiway edge lights behind the leading
aircraft.
f) Whenever the airplane is required to hold position, set and verify
parking brake to prevent unmonitored movement of the airplane.
Taxi light and runway turnoff lights may be switched off after
ensuring that parking brakes are set.
g) Preventing High Brake Temperatures. Do not ride brakes against
thrust while taxiing. If the aircraft tends to accelerate on idle thrust,
allow the speed to build up to maximum appropriate for the location,
then apply steady moderate pressure to bring the speed down to 10
kts and then release the brakes.
1.3.16 Runway Entry Procedure

a) Prior to crossing a taxi holding point to enter an active runway,
confirm ATC clearance and verify that the stop bar lights are
extinguished, runway and approach clear in both directions. Carry
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NORMAL PROCEDURES/Runway Entry Procedure
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
out this procedure after ATC clearance and just prior to crossing the
taxi-holding point to enter an active runway.
Call “RUNWAY ENTRY PROCEDURES” ................................... PF
Fixed Landing Lights...................... ON ..................................... PM
POSITION light switch .................... STROBE & STEADY ......... PM
Transponder mode selector........... TA/RA................................ PM
1.3.17 Runway Exit Procedure

a) Carry out this procedure after the entire aircraft is clear of the
runway strip and outside the taxi-holding markings.
Call “RUNWAY EXIT PROCEDURES”........................................ PF
Landing lights ................................. As Required...................... PM
POSITION light switch .................... STEADY ............................ PM
Transponder mode selector........... ALT ON ............................. PM
1.3.18 Before Takeoff Procedure

a) The PM shall record the departure clearance on the OFP in the
assigned space. After the clearance has been read back,
comprehensively review all ATC departure instructions and set up
the MCP and FMC as directed by the Captain. When an immediate
turn after takeoff is necessary, the assigned heading may be preset
before takeoff. Use A/T and F/D for all takeoffs. Arming of VNAV and
LNAV is recommended, wherever conditions permit.
b) Complete the BEFORE TAKEOFF procedure and checklist in
time so as to be able to commence takeoff roll without delay.
Accomplish these procedures after:
• Clear of aprons and congested areas.
•ATC departure instructions have been reviewed
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NORMAL PROCEDURES/Runway Exit Procedure
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IX–OPS-001-SOP
B 737-800 STANDARD
STANDARD OPERATING
• Cabin crew have confirmed “Cabin and Galley Secured” (two

chimes)
Pilot Flying Pilot Monitoring
Call: “BEFORE TAKEOFF

PROCEDURES”
➢ Set WXR display ➢ Pressurisation: Set for bleeds
➢ MCP: FD switches on, on/ no engine bleeds, as
A/T armed, CRS, V2, required.
HDG, altitude set, VNAV/ ➢ Set TERR display
LNAV armed/ as needed ➢ Select VSD
for departure. ➢ FMC: Takeoff thrust, V speeds
set as briefed (verify ‘QRH’
speeds). Route set as per
departure clearance. Set to
TAKEOFF REF/LEGS on
PF/PM
Verify that the cabin is secure
Announce on PA: “CABIN CREW,
TAKEOFF STATIONS”
Call “BEFORE TAKEOFF
Carry out the BEFORE TAKEOFF
CHECKLIST.”
checklist.
1.3.19 Takeoff Procedure

a) Commence Takeoff procedures after clearance is received to
enter the runway to line-up for departure.
Before entering the departure runway, verify that the approaches

and runway are clear.
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B 737-800 STANDARD
STANDARD OPERATING
When entering the departure

runway,
Call: “RUNWAY ENTRY Carry out the Runway Entry
PROCEDURES” Procedure.
Align the airplane with the
runway.
Verify that the airplane heading agrees with the assigned runway
heading.
Review runway and takeoff path for threats.
When cleared for takeoff, call Set all LANDING light switches to
“COMPLETE THE BEFORE ON.
TAKEOFF CHECKLIST” Complete the BEFORE TAKEOFF
Checklist:
“TAKEOFF CLEARANCE…”
“OBTAINED” “OBTAINED”
Time ET and CHR (LHS). “BEFORE TAKEOFF CHECKLIST
COMPLETE”
Verify that the brakes are released.
Advance the thrust levers to
approximately 40% N1.
Verify and call “STABILISED”.
Allow the engines to
stabilize,
Push the TO/GA switch. Verify and call “N1, TOGA”
Call “SET TAKEOFF
THRUST …..%”
Verify that the correct takeoff thrust is set.
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STANDARD OPERATING
Monitor the engine instruments during

the takeoff. Call out any abnormal
indications.
Adjust takeoff thrust before 60kts as
needed. Call “THRUST SET”
After takeoff thrust is set, the PIC’s hand must be on the thrust
levers until V1.
Monitor airspeed. Monitor airspeed and call out any
abnormal indications.
Maintain light forward
pressure on the control
column.
Call “80 KNOTS.”
Verify 80 kts, call “CHECK.”
Verify V1 speed. Verify the automatic V1 callout or call
“V1”. The call must be completed by
V1 and has precedence over all
other calls.
At VR, rotate toward 15° At VR, call “ROTATE”.
pitch attitude. After liftoff,
follow F/D commands. Monitor airspeed and vertical speed.
Establish a positive rate of Verify a positive rate of climb on the
climb. altimeter and call “POSITIVE RATE”.
Verify a positive rate of climb Set the landing gear lever to UP.
on the altimeter and call
“GEAR UP”.
Above 400 ft, call for a roll Climbing out of 400 ft radio altitude,
mode as needed. call “400 FEET”.
Autopilot may be engaged Select or verify the roll mode, call
when above 400 ft AGL. FMA changes.
At thrust reduction altitude,verify that climb thrust is set.
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B 737-800 STANDARD
STANDARD OPERATING
At acceleration altitude, call Monitor FMA, call “N1, CLIMB

“SET FLAPS UP SPEED” (If THRUST”
VNAV not armed). Set or verify the flaps up maneuver
speed.
Verify acceleration. Call “ACCELERATING” on initial
accelerating trend above V2 + 15
Call “FLAPS ___” (white bug).
according to the flap
retraction schedule. Set the FLAP lever as directed.
Monitor flaps and slats retraction.
Call: “FLAPS ___, GREEN LIGHT”.
Select or verify VNAV or a After flaps and slats retraction is
pitch mode as needed. complete,
Call “FLAPS UP, NO LIGHTS”.
Call: “AFTER TAKEOFF Carry out the After Takeoff Procedure
PROCEDURES AND and checklist
CHECKLIST”.
1.3.20 After Takeoff Procedure

a) The PM will carry out this procedure after configuring the aircraft
for enroute climb, on the call of the PF.
➢ Set or verify engine bleeds and airconditioning packs are
operating
➢ Set the retractable landing lights, runway turnoff and taxi
lights OFF
➢ Set the engine start switches as directed by the PF
➢ Set the AUTO BRAKE select switch to OFF
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➢ Set the landing gear lever to OFF after landing gear

retraction is complete.
1.3.21 Takeoff Notes

b) A rolling takeoff procedure is recommended for setting takeoff
thrust. Use a standing takeoff procedure if:
• Performance is limited to due to runway or an obstacle
• During low visibility operations
• When the runway is contaminated.
c) In case the takeoff is being performed by an F/O or Captain under
supervision, the PF must remove the hand from the thrust levers
after the TOGA switch is pushed. The PIC is to keep his hand on the
thrust levers upto V1 to enable immediate RTO if required.
d) The PM should verify that the takeoff thrust has been set and the
throttlehold mode (THR HLD) is engaged. A momentary autothrottle
overshoot of upto 4% N1 may occur but should stabilize at ±2% after
THR HLD. During strong headwinds, if the thrust levers do not
advance to the planned takeoff thrust, manually advance the thrust.
Thrust should be adjusted by the PM, if required to -0%/+1% target
N1 levers prior to 60 kts.
e) PM shall announce all FMA changes except “THR HLD” during
takeoff. Monitor the engine and flight instruments during the takeoff
roll and announce any abnormalities. If an engine exceedance
occurs after thrust is set and the decision is made to continue the
takeoff, do not retard the thrust lever in an attempt to control the
exceedance. No corrective action should be taken until passing 400
ft AFE and when conditions permit.
f) Minimum height to commence a turn after takeoff is 400 ft AGL
(or higher if specified) with speed at least V2+15 kts with takeoff
flaps.
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g) When the cleared level is in close proximity to the acceleration

altitude, more so in areas of dense air traffic and high flight deck
workload, engage the auto pilot at the earliest.
h) Do not presume that direct clearances during a SID imply that
altitude and/or speed restrictions stand cancelled. Unless
cancellation of altitude and/or speed restrictions is explicitly stated in
the clearance, these restrictions are to be complied with. If in doubt,
clarify from ATC.
1.3.22 Climb Procedures

a) Avoid head-down activity and interaction with the cabin crew until
procedures at Top of Climb are complete. Complete the AFTER
TAKEOFF checklist before starting the Climb procedure.
Verify RNP as needed

Climbing above 10,000 ft AMSL:
➢ Set all landing light switches to
OFF
Verify that APU is off.
➢ Set passenger signs as directed by
PF
➢ Verify normal pressurization
Shoulder harness (as needed)
When climbing above transition altitude:
“TRANSITION ALTITUDE, SET
“ALTIMETERS STANDARD, STANDARD, PASSING FL….””
“CROSSCHECKED FL …”
Verify RVSM capable
➢ Set the WX display
➢ Deselect VSD.
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Verify proper cabin pressurization and air conditioning during climb.
1.3.23 Fuel Management in Climb and Descent

a) During climb or descent, set the affected center tank fuel pump
switch to OFF when a center tank fuel pump LOW PRESSURE
light illuminates. Set both center tank fuel pump switches to OFF
when a center tank fuel pump LOW PRESSURE light illuminates if
the center tank is empty. When established in a level flight
attitude, if the center tank contains usable fuel and a center tank
fuel pump switch(es) is OFF, set the center tank fuel pump
switch(es) to ON again. Set the affected center tank fuel pump
switch to OFF when a center tank fuelpump LOW PRESSURE
light illuminates. Set both center tank fuel pump switches to OFF
when a center tank fuel pump LOW PRESSURE light illuminates if
the center tank is empty.
1.3.24 Top of Climb Procedures

a) After levelling out, carry out the following actions:
• PM:
➢ Call FMA changes. Verify CRZ annunciates on the TMD,
set CONT on N1 REF page to set bugs for ready reference.
➢ Recheck proper altimeter setting and crosscheck altimeters.
➢ Verify cruise FL on MCP, FMC CRZ and FLT ALT setting.
➢ Check recall.
➢ Check CABIN ALT and differential pressure as scheduled,
adjust auto temp selectors if needed.
➢ Check parameters on ENG and SYS.
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• PF:
➢ Recheck proper altimeter setting and crosscheck altimeters.
➢ Check recall.
➢ Verify aircraft trim
b) The PM will thereafter carry out the following activity:
• Record fuel used, FOB and time at TOC.
• Verify waypoint winds entered for the assigned cruising level.
• Compile estimates on the OFP.
• EDTO: Enter EEP, ETP and EXP waypoint coordinates. On
the
FIX page set circles at 431 NM range to the EDTO alternates.
1.3.25 Cruise Procedures

a) Ensure that two-way communication (VHF/HF) is established and
maintained at intervals not exceeding about 15 to 20 minutes. On all
oceanic flights, flight-watch with Air India Mumbai on HF (21949/
17916/ 13351/ 10072/ 8930/ 6637khz) must be established. Pass
the ETA, confirm operations normal and get the SELCAL checked.
As far as possible, one set must maintain SELCAL watch with
Company. This facility must be used to co-ordinate with the
company for any deviation from plan.
b) For EDTO flights, additional steps as laid down in the EDTO
Manual must be carried out. APU must be kept running while in the
EDTO segment (except in G-SERIES aircraft).
c) Nav Log. A well-maintained OFP log enables the crew to revert to
basic navigation if required, in case of failure of FMS or other
navigation systems. It also supports reconstruction of the situation in
case of misunderstanding of clearances, deviation from planned
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performance, etc. Over waypoints at adequate intervals (15 to 30

min) record the following on the OFP–
• Note and compare actual burnoff with planned (CBO) and
FREM (fuel remaining) with REQF (Fuel Required) of OFP, to
enable monitoring of expected reserve fuel. The latter indicates a
trend to surplus fuel over the MDF at destination. Annotate as ±
xxx kg.
• Note ATA and revised ETA for next waypoint.
• Time of step climb should be noted and planned levels
corrected to show actual levels flown over each WPT.
• Keep ENG OUT Altitude, MORA, alternate airfield
information updated.
d) Tech Log. After approximately 30 min in cruise and when
conditions permit, record details required in the tech log.
• Altimeter readings must be recorded for all RVSM flights.
• Engine readings need not be recorded if the trip time is
shorter than 60 min, unless a non-normal parameter is observed.
Readings shall be recorded during cruise above FL 200 and
clear of turbulence at steady thrust setting (A/T on) and stable
parameters, with engine and wing anti-ice off, engine bleeds ON,
packs and isolation valve switches AUTO. Record each
parameter to the extent of accuracy displayed.
1.3.26 Descent Preparation

a) The PM is to update arrival weather (METAR or forecast) and
review pressurisation settings and navaids tuning. The PF is to
review terminal information and relevant NOTAMs and accordingly
plan the terminal procedures and set up the FMS. If update of
weather/ ATIS is delayed, set up and brief for the likely runway and
arrival procedures.
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• Pressurization: Verify landing altitude set.

• FMS. Review FMS setup as follows:
o FIX: Set circles as required: 25 NM at destination
and destination alternate for MSA reference, and 200
NM to destination for reference of VHF range and
descent.
o RTE, LEGS: Modify the flight plan to incorporate
STAR/ arrival pattern expected to be flown (verify PLAN
view against approach chart). Review altitude and speed
restrictions and clear discontinuities where applicable.
Retain the discontinuity if STAR does not terminate in a
specific heading prior to approach transition.
o HOLD: Verify missed-approach hold parameters.
o DES: ECON descent profile and speed restrictions
(240/10,000 ft). On FORECAST page set transition level,
average SA temp deviation, QNH and descent winds.
o PERF INIT: Set RESERVES to the sum of Alternate
fuel + Final Reserve fuel (min 1,200 kg). If surplus fuel is
available, this figure may be increased so that the
caution message ‘USING RESERVE FUEL’ is generated
more conservatively.
o PROG: Verify or enter the correct RNP for arrival
(page 4/4).
o Approach Speeds: Confirm and enter estimated
landing weight: ZFW + Landing fuel, or current GW –
(FOB - FOD). Select landing flaps to set VREF and
VAPP. Manual entry of wind additives value on APP REF
page is not required unless accomplishing instrument
approach using VNAV.
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• Performance: Review landing roll constraints (runway

surface condition, distance available to expected runway
clearance constraint, if any). Estimate landing performance
and decide upon the combination of flaps and autobrakes
(Refer Section 2.1 Choice of Flaps, Autobrake Selection) to
match the runway constraints. Set autobrakes as needed.
• MCP, Displays: Check recall and MFD C/R for systems
and autoland status. Set the CRS to final approach, DA/DDA
as needed. Pre-set destination QNH on PFD and ISFD.
• Navaids and Communication: Tune VOR and ILS for
terminal procedure (active frequency may be retained as
needed enroute). Set required frequencies on VHF 1 and 3
standby windows. Set ACP as needed.
• Diversion Plan: Nominate suitable destination alternates,
review corresponding MDF and holding time available.
1.3.27 Approach Briefing

a) It is recommended that the PM independently verify the FMS
before the briefing. This will minimise PF’s distraction with head-
down activity while the briefing is being conducted. If there is a need
for elaborate discussions on any aspect such as NOTAMs, MEL
procedures, etc., these may also be discussed at a convenient time
before the Approach briefing. The pace of briefing should allow
situational awareness to be maintained by monitoring of R/T and
flight parameters while participating in the briefing. Headsets must
be donned with interphone ON to ensure clarity and radio
monitoring.
b) As a general guideline for long sectors, plan to complete the
briefing before entering the 200 NM circle to destination. For flights a
flying time of 45 minutes or less, the approach briefing may be
completed on the ground before start-up, leaving the salient points
and current parameters to be refreshed during the briefing. The
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approach briefing should be complete before cockpit workload

increases, ideally at least 10 minutes prior to top of descent.
c) Briefings should be concise, clear and logical. As a guide, the
approach briefing should include at least the following as applicable:
• Aircraft State. Review serviceability, MELs (if any) that affect
the plan.
• NOTAMS. Review relevant NOTAMS at the destination and
alternate, as applicable.
• Weather. Review current weather and trend forecast. If
needed, deviations from published procedures may be discussed
and coordinated with relevant ATC.
• Procedures. Review STAR and type of approach (Check
validity of charts referred to).
o Frequencies. Navigation and communication frequencies
to be used.
o Transition level and MSA. In case terrain constraints
above Transition Level are relevant to the arrival pattern,
brief PM to select TERR on his display at the appropriate
flight level above the Transition Level during descent.
o Procedure. STAR and approach procedure in sequence,
including holding, approach segments, altitude constraints,
approach minimums and through missed approach
procedure and holding. Discuss localiser-only procedure
where applicable. If a runway change is likely, include
briefing for the other option.
o Approach. Standard/ Delayed Flap Approach. (Where
possible, use delayed flap approach for fuel saving.)
o Minima. Review procedure minima vis-a-vis reported
weather and trend and verify appropriate DA/DDA set on
both sides.
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o Automation. Plan with relation to the autopilot,

autothrottle and FD modes to be used for the procedure.
o Pressurization. Verify that land altitude is set.
• VAPP. Estimate the landing weight [ZFW + FOD or GW –
(FOB – FOD)] and enter corresponding approach and landing
speeds on the APPROACH REF page. Add half the reported
steady headwind component plus full gust increment to the
reference speed to obtain the VAPP. Minimum VAPP is VREF+5
kts. Maximum VAPP is VREF+15kts or flap placard speed – 5
kts, whichever is lower. For flap 15 landings, set VREF ICE
(VREF 15 + 10 kts) if any of the following conditions apply:
o Engine anti-ice will be used during the landing
o Wing anti-ice has been used anytime during the flight
o Icing conditions were encountered during the flight and
landing temperature is below 10ºC.
• Landing Performance and Taxi Plan.
o For all landings, the LDA should equal or exceed ELD
(unfactored distance including 1,000 ft of air distance from
threshold to full stop, as derived from the QRH/ FPPM) by a
margin of 15% or 1,000 ft, whichever is greater. Where
preferred runway exits are specified by ATC, the distance
effectively available must be factored in Choice of Flaps and
Autobrake Selection to ensure smooth deceleration while
minimising runway occupancy. The QUICK-REFERENCE TABLE
may be used if time is a constraint.
o Landing in moderate to heavy rain must be avoided;
consider holding or diversion. For all landings in continuous
moderate-to-heavy rain or when braking is reported as
‘medium’ water patches on the runway, calculate for
‘Medium’ braking and additionally account for both reversers
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being inoperative. In practice, reversers must be used as

required.
o Specify the combination of landing flaps and autobrake
setting to ensure smooth deceleration while minimising
runway occupancy (Refer Choice of Flaps and Autobrake
Selection.) Set the AUTO BRAKE select switch to
the planned setting.
o Other considerations such as use of windshield wipers,
landing lights, etc. appropriate for existing conditions.
o Plan for runway vacation and taxi route to parking stand,
including relevant hot-spots in case of adverse weather.
• Tech Status. Status of the aircraft such as MEL items or in-
flight failures that could affect the approach. Discuss additional
procedures, if any (such as for operations without APU).
• Diversion Plan. Nominate a primary alternate after studying
the options. Review expected FOD, approximate holding time
available over destination and MDF to the alternate. Discuss
updated weather and minima requirements if diversion is
anticipated. Consider briefing for landing at alternate in case of
limited flight time to diversion.
• Threats and Error Management (TEM). Discuss possible
threats and errors, and measures to mitigate them. Possible
threats include, but are not limited to the following: fatigue,
weather, winds, airspace restrictions, condition of runway surface
and taxi-track, parallel runways, new taxiways, movement area
marking/ signages, work in progress, terrain, birds, etc.
• Special Procedures. Non-standard procedures such as Loss
of Communication procedure, noise abatement, especial engine
failure procedure, etc., if applicable.
• Emergencies. Normal go-around/ windshear go-around/ stall
recovery to be reviewed for the first sector of the day or crew
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change. For subsequent flights with the same crew, the PF may
abbreviate the briefing: “STANDARD GO AROUND/
WINDSHEAR GO-AROUND/ STALL RECOVERY
PROCEDURES, AS COVERED IN PREVIOUS SECTOR”
d) PF shall also brief to the effect that:
"Call deviations as per SOP. If the flight path is unstabilised, you
will call “Unstabilised”. If it continues to be unstabilised, you will
call “Go around, Captain”. If I do not go around after your second
call, you will take over controls and initiate the go around”.
e) Upon completion of the Approach briefing, carry out the Descent
checklist. Notify the CCIC to prepare for landing.
f) Notify company or ground handling agent. Inform them of:
• Estimated landing time.
• Any other operations, engineering or commercial requirement
(GPU/ air conditioning cart, wheelchair/ high-lift, UNM, etc).
• Request parking stand number.
1.3.28 Descent
a) Before top of descent, both pilots shall
• Adjust seat position, recline and other adjustments to the
recommended position. Verify proper lock of seat and recline by
pressing against the stops.
• Don headsets and keep the interphone switch latched on.
• Carry out the Descent checklist.
b) When clearance is received, it is expected that the aircraft will
commence descent without delay, unless cleared to descend “when
ready” or “at pilot’s discretion”. Plan to descend with idle thrust and
in clean configuration in ECON speed profile. Monitor the desired
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descent profile using raw data reference (altitude Vs track miles)

based on a typical 3 NM/1,000 ft altitude loss for nil – wind condition.
Plan to minimize low-altitude level-offs for optimum fuel efficiency
and avoid exposure to birds and turbulence. Do not become
distracted with excessive ‘heads-down’ FMC manipulation for map
building, etc. below 10,000 ft.
c) Speedbrakes may be used to correct the descent profile if arriving
too high and/or too fast. Flaps are normally not to be used for
increasing descent rate/angle. With flaps 15 or greater, or with
landing gear extended, the speedbrakes must normally be retracted.
Avoid using the landing gear for increasing drag in order to minimize
passenger discomfort and increase gear door life.
d) Radar Vectors. While being radar vectored for approach
positioning, account for possible differences between expected and
actual routing. The use of LVL CHG or V/S is recommended for
vertical profile control. Under radar control, variation of speed should
be avoided and if necessary (such as to vary the descent rate), only
with prior clearance. While on HDG SEL, set and execute
“INTERCEPT LEG TO/INTERCEPT COURSE TO” the FAF, OM or
the appropriate fix on the planned Final Approach Course to simplify
the navigation display. This provides:
• A display of distance to the FAF, OM or appropriate fix.
• A depiction of lateral displacement from the final approach
course. (XTK ERROR, PROG page 2/4)
• LNAV capability for missed approach procedure.
e) Do not hesitate to inform ATC and request additional track miles
(in case of vectors) or descent in a hold to be assured of establishing
stabilised approach parameters early.
1.3.29 Approach Procedure

a) The Approach procedure is carried out during the descent.
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Descending through 10,000 ft/ FL 100,

• Call “10,000 ft/ FL 100”
• Set the passenger signs to ON.
• Set FIXED LANDING LIGHTS to
ON.
When descending below transition level:
“TRANSITION LEVEL, ALTIMETERS
“ALTIMETERS SET (QNH),
SET (QNH), PASSING (ALTITUDE)”
(ALTITUDE) CROSS-
CHECKED”
Set the TERR display @.
Select VSD.
Update the approach
briefing as needed.
Call “APPROACH Do the APPROACH checklist #.
CHECKLIST.”
@ During adverse weather conditions, at the Captain’s discretion
both pilots may select WXR display on both NDs. In such a case,
the PM must momentarily return to TERR display and maintain
awareness of terrain.
# The altimeter crosscheck need not be repeated; check and
confirm QNH set on all altimeters.
b) Do not presume that direct clearances during STAR imply that
altitude and/or speed restrictions stand cancelled. If cancellation of
altitude and/or speed restrictions is not explicitly stated, comply with
the restrictions.
c) On radar vectors, commence speed reduction to ‘Flaps up’ speed
by 20 miles to landing. DME arcs to be flown with speed 210 kts or
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less. Initial approach is normally flown with flaps 1 and the

intermediate approach with flaps 5.
1.3.30 Approach Preparation

a) The PF is to call for approach preparation upon commencement
of vectors or before crossing IAF (full procedure). PM should
maintain the VOR indications as long as reference to radial/DME is
needed according to the IAP.
b) Approach Preparation must be completed on both sides:
• Full Procedure: On crossing IF (Intermediate Fix), or
• Radar Vectors: On heading ‘to intercept’ final approach
course, or
• Upon start of a visual approach.
c) Approach Preparation. On the call, “ILS PREPARATION” or
“APPROACH PREPARATION”, set or verify and call:
• PM:
✓ ILS or VOR (as appropriate) frequency is tuned and
identified as required for the approach, (approach chart)
✓ Published inbound course set (approach chart)
✓ Correct DA/DDA is set (approach chart)
• PF:
✓ ISFD: APP mode
✓ FMS (PF): LDG REF, update VREF if required
✓ FMS (PF): Set PROG 4/4 for reference to ANP/RNP.
d) Leave VOR/ADF Switches on EFIS Control Panel and on
Standby RMI to VOR, unless the procedure requires reference to an
NDB for holding or as LOM.
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1.3.31 ILS: Landing Procedure

a) Commence the procedure while approaching the Initial Approach
Fix or upon start of radar vectors to the approach.
Initial AP/ FD modes

• On radar vectors
- HDG SEL
- LVL CHG or V/S
• Enroute to IAF/ IF
- LNAV
- Pitch mode as needed
Call “FLAPS ___” according to Set the flap lever as directed.
the flap extension schedule. Monitor flaps and slats extension.
Call: “FLAPS_ , GREEN LIGHT”
➢ Select or verify VSD. Announce on PA: “CABIN CREW
LANDING STATIONS”.
When on localiser intercept heading:
Call “COMPLETE APPROACH Verify and call:
PREPARATION”
✓ ILS tuned and identified,
Use LNAV or HDG SEL to Inbound course … set both
intercept final approach course as
needed. sides
➢ Arm VOR/LOC mode. ✓ DA set … ft
➢ ISFD – Select APP ✓ Pointers on the correct side.

➢ Select LDG REF, verify Call “APPROACH
VREF PREPARATION COMPLETE”
➢ Select PROG page 4/4
Verify clearance for the approach has been received
➢ Arm the APP mode. Verify and call:
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If dual channel approach is “VOR/LOC, GLIDE SLOPE

planned, engage the second ARMED”
autopilot. “LNAV ARMED”
Note: When using LNAV to intercept the final approach course, LNAV
might parallel the localizer without capturing it.
At the first positive inbound motion of localiser pointer:
Verify the localiser is captured, all “LOCALISER ALIVE”
set the final approach course Call “LOCALISER CAPTURE
heading. (SINGLE CHANNEL)”
At first positive inbound motion of glideslope pointer:
Call “GLIDE SLOPE ALIVE.”
At one dot to glide slope (on ➢ Set landing gear lever to
intercepting glideslope in case of down. Verify that the green
one engine inop), call: landing gear indicator lights
are illuminated.
“GEAR DOWN”
➢ Set the flap lever to 15.
“FLAPS 15”
➢ Set the engine start switches
➢ Set the speed brake lever to to CONT.
ARM. Verify that the
SPEEDBRAKE ARMED light
is illuminated.
At glide slope capture:
Call “FLAPS___”, as needed for Call: “GLIDE SLOPE
landing, (or as planned, for CAPTURED”
Delayed Flap Approach)
Set the flap lever as directed.
➢ Set the missed approach Monitor flaps and slats
altitude on the MCP. extension.
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Call “LANDING CHECKLIST.” Do the LANDING checklist.

At the outer marker or equivalent position (LOM/ DME fix) verify the
crossing altitude.
At 1,000 ft to AFE (Top of white landing altitude reference bar)
Call “ONE THOUSAND FEET”
Verify and call “STABILISED,
NO FLAGS”
“ALL LIGHTS ON”
Select all landing lights on.
Monitor the approach and call deviations.
With autopilot engaged, guard controls
At 500 ft to AFE (Top of amber landing altitude reference bar)
Verify automatic callout or call
“FIVE HUNDRED FEET”
100 ft above DA/H
“Check” “APPROACHING MINIMUMS”
When visual reference is
acquired:
Call “APPROACH LIGHTS (or as
applicable)”
At DA, if suitable visual reference
is established:
• Call “CONTINUE” or “GO-
AROUND”.
• A/P and A/T disengaged
If suitable visual reference is not established, execute the
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missed approach procedure.
b) Where possible, carry out a Delayed Flap Approach, intercepting
GS with Flaps 5/ 10. Complete configuration and maintain SAp
parameters as per the procedure.
c) At runways where autoland is permitted, both autopilots may be
engaged. In case a manual landing is planned, autopilot(s) must be
disengaged by 600 ft AFE. On a dual-autopilot approach, the
stabilizer is automatically trimmed an additional amount nose up
below 400 ft RA. If the autopilots are subsequently disengaged,
anticipate the mis-trim condition; forward control column force will be
required to hold the desired pitch attitude.
d) If the G/S is not captured or the approach not stabilized by 1,000
ft AFE, initiate a go-around. ILS G/S should be captured and
stabilized approach criteria should be established by 1,000 ft AFE,
even in VMC.
e) Intercepting Glide Slope from Above. When cleared for an ILS
approach, if the aircraft is initially above the G/S, there should be an
attempt to capture the G/S prior to the FAF. The map display with
VSD can be used to enhance awareness of flight path. The use of
autopilot is also recommended. Ensure that the localizer is captured
before descending below the cleared altitude or the FAF altitude in
an attempt to intercept the G/S from above.
f) The following technique will help the crew intercept the G/S safely
and establish stabilized approach criteria by 1,000 ft AFE:
➢ Select APP on the MCP and verify that the G/S is armed.
➢ Establish final landing configuration and set the MCP
altitude no lower than 1,000 ft AFE.
➢ Select the V/S mode and set -1,000 to -1,500 ft/min to
achieve G/S capture and be stabilized for the approach by
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1,000 ft AFE. Use of the VSD and the green altitude range arc
may assist in establishing the correct rate of descent. Do not
use LVL CHG after FAF/ below 1,000 ft.
➢ Monitor the rate of descent and airspeed to avoid
exceeding flap placard speeds and flap load relief activation. At
G/S capture observe the FMA for correct modes and monitor
G/S deviation. After G/S capture, reset MCP to missed
approach altitude and continue with normal procedures.
➢ G/S should be captured and stabilized approach criteria
should be established above 1,000 ft AFE. If ALT HOLD gets
engaged at 1,000 ft AFE prior to GS capture, go-around.
g) Guard against excessive rates of descent, which could lead to
descent below GS. If SAp criteria are not met, do not hesitate to
execute a missed approach.
1.3.32 VNAV: Landing Procedure

Initial AP/ FD modes

• On radar vectors Verify that cabin is secure
- HDG SEL
- LVL CHG or V/S Select or verify ACT RTE X
• Enroute to IAF/ IF LEGS page
- LNAV
- Pitch mode as needed
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Call “FLAPS ___” according to Set the flap lever as directed.

the flap extension schedule or Monitor flaps and slats
approach speed constraint extension.
➢ Select or verify VSD Call: “FLAPS_ , GREEN
LIGHT”
Announce on PA: “CABIN
CREW LANDING STATIONS”.
Recommended roll modes for the final approach:
• for RNAV, GP or NDB approach use LNAV
• for LOC or VOR approach use LNAV or VOR/LOC.
Upon crossing IF or on intercept heading to the final approach
course (radar vectors):
PREPARATION”
✓ VOR/ LOC tuned and
Use LNAV or HDG SEL to identified (as applicable),
intercept final approach course as Inbound course … set both
needed. sides
➢ Select LNAV @ or arm ✓ DDA set … ft
VOR/LOC mode.
✓ Pointers on the correct side.
➢ ISFD – Select APP (if ILS
LOC approach) Call “APPROACH
PREPARATION COMPLETE”
➢ Select LDG REF, verify
VREF
➢ Select PROG 4/4 for
reference to RNP/ANP.
@: If on radar vectors, select LNAV only when established on an
intercept heading to the final approach course.
On first positive inbound movement of VOR/ LOC course pointer
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Call “COURSE/ LOCALIZER

ALIVE”
Upon VOR/LOC capture, select Verify FMA, call “COURSE/
heading to match the inbound LOCALIZER CAPTURED”
course.
Verify that LNAV is engaged or that VOR/LOC is captured.
After ALT HOLD or VNAV PTH/ VNAV ALT is annunciated,
Approximately 2 NM before FAF:
➢ Set DDA on the MCP Call “APPROACHING
GLIDEPATH”
➢ Select or verify VNAV
➢ Select or verify Speed
Intervention, as needed.
Call: “GEAR DOWN, FLAPS 15” ➢ Set the landing gear lever to
(on crossing FAF in case of one DN. Verify that the green
eng inop) landing gear indicator lights
➢ Set the speed brake lever to are illuminated
ARM. Verify that the SPEED ➢ Set the flap lever to 15
BRAKE ARMED light is
illuminated. ➢ Set the engine start
switches to CONT.
Approximately 0.5 NM to FAF, Set the flap lever as directed.
Call “FLAPS___”, as needed for On completion Call: “FLAPS__,
landing, (or as planned, for
Delayed Flap Approach) GREEN LIGHT”.
Call “LANDING CHECKLIST” Do the LANDING CHECKLIST
At the FAF, verify the crossing altitude, crosscheck altimeters and
monitor descent on NVAV path.
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When at least 300 ft below the Verify missed approach

missed approach altitude and altitude.
established on the final descent,
set the missed approach altitude
on the MCP.
At 1,000 ft to AFE (top of the white landing altitude reference bar)
Call “ONE THOUSAND FEET”
Verify and call “STABILISED,
NO FLAGS”
“ALL LIGHTS ON”
Continue the final approach Call out DME vs altitude
descent using the VSD and crosschecks as specified on the
vertical deviation scale. Monitor approach chart from the FAF
DME vs altitude references. down to DDA. Call out significant
deviations (if any)
100 ft above DA/H
When visual reference is
acquired:
Call “APPROACH LIGHTS (or as
applicable)”
At DDA, if suitable visual
reference is established:
AROUND”.
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If suitable visual reference is not established, execute the missed
approach procedure.
b) Consider that selecting the next flap too early in level flight before
FAF could led to difficulty in maintaining speed, especially with one
engine inop. Aim for a smooth transition to landing configuration,
avoiding the need to increase thrust for level flight.
c) During RNP/RNAV approaches, the PM is to monitor the RNP vs
ANP (PROG 4/4 on PF side FMC) and callout in case of
exceedance or trend towards exceedance.
d) VNAV PTH mode contains no path deviation alerting. For this
reason, the autopilot should remain engaged until suitable visual
reference has been established. VNAV PTH guidance may be used
as a reference once the airplane is below DA(H) or MDA(H). Do not
descend below the visual glide path reference (PAPI/ VASI).
e) Intercepting Glidepath from Above. If VNAV ALT has engaged
beyond FAF, it could be due to the following:
• Aircraft has not entered the on-approach logic
• Lower altitude or DDA not set prior to FAF.
f) If this occurs,
➢ Set the next lower altitude or 1,000 AFE (whichever is higher)
in the MCP
➢ Select altitude intervention. Ensure ROD does not exceed
1,500 fpm. LVL CHG is not recommended after FAF
➢ Ensure SAp parameters are established by 1,000 ft AFE.
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1.3.33 V/S: Landing Procedure

Initial A/P / F/D modes Verify that cabin is secure.

• On radar vectors
- HDG SEL Select ACT RTE X LEGS page
- LVL CHG or V/S
• Enroute to IAF/ IF
- LNAV
- Pitch mode (as needed)
Call “FLAPS ___” according to the Set the flap lever as directed.
flap extension schedule. Monitor flaps and slats
extension.
➢ Select or verify VSD
Call: “FLAPS_ , GREEN
LIGHT”
Announce on PA: “CABIN
CREW, LANDING STATIONS”.
Recommended roll modes for the final approach:
• for RNAV, GPS or NDB approach use LNAV
• for LOC or VOR approach use LNAV or VOR/LOC.
Upon crossing IF or on intercept heading to the final approach course
(radar vectors):
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PREPARATION”
✓ VOR/ LOC tuned and identified
Use LNAV or HDG SEL to intercept (as applicable), Inbound course
final approach course as needed. … set both sides
➢ Select LNAV ® or arm VOR/LOC ✓ DDA set … ft
mode.
✓ Pointers on the correct side.
➢ ISFD – Select APP (if ILS LOC
available) Call “APPROACH
PREPARATION COMPLETE”
➢ Select LDG REF, verify VREF
➢ Select PROG 4/4 for reference to
RNP/ANP.
®: On radar vectors, select LNAV only when established on an
intercept heading to the final approach course.
On first positive inbound movement of VOR/ LOC course pointer
Call “COURSE/ LOCALIZER
ALIVE”
When established on final approach Verify FMA, call “COURSE/
course or at localizer capture, select LOCALIZER CAPTURED”
heading to match the inbound
course.
Verify that LNAV is engaged or that VOR/LOC is captured.
Plan to reach FAF altitude with ALT HOLD/ VNAV PATH/ VNAV ALT at
about 2 NM before the FAF.
Approximately 2 NM before the FAF:
Call “APPROACHING
GLIDEPATH”
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After ALT HOLD or VNAV PTH/ VNAV ALT is annunciated:
➢ Set DDA on MCP.

Call “GEAR DOWN, FLAPS 15” (on ➢ Set the landing gear lever to
crossing FAF in case of one eng DN. Verify that the green
inop) landing gear indicator lights
are illuminated.
➢ Set the speed brake lever to
ARM. Verify that the SPEED ➢ Set the flap lever to 15.
➢ Set the engine start switches
illuminated.
to CONT.
Approximately 0.5 NM to FAF, Set the flap lever as directed.
Call “FLAPS___”, as needed for
landing, (or as planned, for On completion Call: “FLAPS__,
Delayed Flap Approach) GREEN LIGHT”.
Call “LANDING CHECKLIST” Do the LANDING checklist
At the FAF, initially set V/S -700 to - Verify V/S mode annunciates
800 ft/min. Adjust V/S to maintain the
Call DME – altitude crosschecks.
DME – Altitude profile.
At FAF, verify the crossing altitude and crosscheck altimeters. Verify
they agree within 100 ft.
At 1,000 ft to AFE (top of the white landing altitude reference bar)
Call “THOUSAND FEET”
Verify and call “STABILISED, NO
FLAGS”
“ALL LIGHTS ON”
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Continue the final approach, Monitor DME vs altitude

controlling the path using V/S by crosschecks as specified on the
referring to the VSD, deviation scale approach chart from the FAF
and DME – altitude checks down to DDA. Make significant
deviation callouts (if any)
Approximately 300ft above the DDA/DA:
Set the missed approach altitude on
the MCP.
100 ft above DDA/DA:
When visual reference is acquired:
Call “APPROACH LIGHTS (or as applicable)”
At DDA, if suitable visual reference is established:
AROUND”.
Call “Recycle FDs”
If suitable visual reference is not
established, execute the missed
approach procedure.
b) Aim for a smooth transition to landing configuration and descent,
avoiding the need to increase thrust for level flight. Selecting the
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next flap too early in level flight before FAF could led to difficulty in
maintaining speed, especially with one engine inop. Final landing
configuration may be delayed for a Delayed Flap Approaches.
c) During RNP/RNAV approaches, the PM is to monitor the RNP vs
ANP (PROG 4/4 on PF side FMC, also PFD on G-series aircraft)
and callout in case of exceedance or trend towards exceedance.
1.3.34 RNAV Visual Approach

a) RNAV approaches may be flown by trained and qualified crew
down to applicable minima. ‘RNAV visual’ approaches may be flown
using charted LNAV CDFA minima + 50 ft (DDA) and minimum
visibility of 3,200m or charted minima, whichever is higher. The
approach may be continued beyond the DDA, if adequate visual
reference is established and can be sustained to maneuver into a
stabilised approach and landing.
1.3.35 Transition to Manual Approach and Landing

a) For a single channel approach, the transition to manual flight
should be planned early enough to allow the pilot time to establish
manual A/P and A/T must be disengaged between 1 to 2 NM before
the threshold (approximately 300 to 600 ft above field elevation) if
adequate visual reference can be maintained, and otherwise latest
by minimums. Leaving A/T in ARM mode is not recommended.
b) PM must continue to monitor parameters and call significant
deviations even below DA/DDA. Monitor PROG page 2 and advise
PF in case of tailwind component approaching/ exceeding limit for
landing. If SAp parameters cannot be maintained or, upon arrival at
DA(H)/ MDA(H) or anytime thereafter, if adequate visual reference
cannot be maintained, immediately execute a missed approach
procedure. Maintain the 3º (or otherwise specified) glide path to the
flare. Below DA(H)/ MDA(H), the primary means of approach
guidance is visual.
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1.3.36 Circling Approach

a) Where terrain or other constraints to instrument approaches bring
an aircraft into position beyond the criteria for straight-in approach
(angle between final approach track and the runway centreline
greater than 30º), circling approaches are created. The instrument
approach procedure then feeds into a visual circuit prior to landing.
b) For such approaches, associated minima are to be authorized by
the DGCA. Air India Express does not operate to such airfields and
is therefore not currently approved for this type of circling
approaches.
c) During the instrument approach, use VNAV or V/S modes to
descend on the final approach segment to circling MDA(H). Do not
use APP mode. If using VNAV for approach, do not select Missed
Approach Altitude until VNAV ALT or ALT HOLD is annunciated.
d) Maintain inbound track of the final approach segment until visual
reference is established with the runway. Level out at the circling
MDA with gear down, flaps 15 and flaps 15 maneuver speed,
speedbrakes armed. In case of one engine inop, the maneuver may
be flown with gear up, flaps 10, and flaps 10 maneuver speed from
the FAF until just before starting the turn to base leg for landing.
When less than 4.2 NM inbound to the airfield, once it is established
that suitable visual reference can be maintained for the circling
maneuver at MDA,
• Select or verify ALT HOLD
• Set Missed Approach Altitude
• Set Heading and select HDG SEL
• Bank Angle 30 deg.
e) If the final approach track of the instrument approach positions
the aircraft along the approach to the reciprocal runway, consider the
following maneuver to position on downwind:
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• Crossing/ leaving the centreline, turn towards downwind by

45º relative to the runway.
• Wings level, time out 40 sec and then turn to maintain the
downwind track.
f) Maneuver to join downwind/ base leg for the circuit. Do not
descend below circling minima unless on visual approach profile. In
case SAp parameters cannot be maintained or visual reference to
the runway is lost at any time, execute a missed approach. Initiate
the missed approach by making a climbing turn in the shortest
direction toward the landing runway, then intercept the missed
approach course corresponding to the instrument approach
procedure just flown.
g) After establishing downwind displacement of approximately 2.5
NM and tracking parallel to the runway, follow procedures for the
circle-to-land maneuver
1.3.37 Circle-to-Land/ Circling Maneuver

a) Visual traffic patterns streamline traffic in and out of an airport. A
circle-to-land maneuver may be followed in case of a go-around from
an instrument approach, if weather conditions and ATC permit.
Specific sectors may be barred for circle-to-land maneuvers at some
airfields.
b) Minima for Circle-to-Land Maneuvers. A circle-to-land maneuver
can be carried out within the protected area, at the specified minima
of altitude and visibility for Cat C aircraft (minimum 600 ft AGL/ 2,400
m). However, as company policy, circle-to-land maneuver must be
flown at least 1,000 ft AGL, with airfield visibility not less than 5,000
m or the circle-to-land minima (if specified), whichever is higher. The
circuit is normally flown at 1,500 ft.
c) Circle-to-land MDA and visibility minima are classified by
maximum airplane IAS rather than airplane approach category.
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These minima are based on minimum obstruction clearance within a

defined region of airspace in the vicinity of the runway known as
Protected Area. When flown at the published circling MDA, obstacles
in the protected area are cleared by 120 m (394 ft) only. Lateral
extent of the protected area is as follows:
Maximum IAS Circling Area Radius (r) from Threshold
180 Kts 4.2 NM
205 Kts 5.28 NM
d) Approach Preparation. FMC FIX circles set to 3 NM and 4.2 NM
referenced to the landing threshold (RWxx) and approach set to the
landing runway for FPA 3º may be used for reference. Set baro
minima to 500 ft AFE (airfield elevation + 500) for SAp reference.
e) The ‘required visual reference’ for a circling approach is the
runway environment; visual orientation anchored to the runway must
be maintained throughout the pattern. Join the downwind leg of a
circuit with flaps up maneuver speed by about 7 NM from the airfield,
descending to traffic pattern altitude. Maintain FPV on the horizon
and tail of the FPV aligned to the downwind track to assist in
maintaining level flight and downwind track respectively.
Call “FLAPS ___” according
to the flap extension
schedule. On completion Call: “FLAPS__,
GREEN LIGHT”.
Fly at an altitude of 1,500 ft* AFE and join downwind with flaps 5 at
flaps 5 maneuver speed. Maintain a track parallel to the landing
runway approximately 2.5 to 3NM abeam.
*The circuit may be flown above 2,000 ft if required.
Carry out the AFTER TAKEOFF, DESCENT and APPROACH
checklists (if maneuvering after takeoff or go-around)
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Abeam Landing Threshold: Start timing: 3 sec per 100 ft of circling
height ± 1 sec per kt HWC/TWC more than 10 kts in seconds. i.e., For
WC < 10 kts at 2,000 ft, time 60 sec.
e.g, 1,500 ft & 15kt TWC => (15 x 3) ft – (15 x -10)=) kts => 40 sec.
Call 15 sec to turn, as briefed.
Call: ➢ Set the landing gear lever to
• “GEAR DOWN” DN. Verify that the green
• “FLAPS 15” landing gear indicator lights are
• “SPEED 15” illuminated
➢ Set the speed brake lever to ➢ Set the flap lever to 15
ARM. Verify that the SPEED ➢ Set Flap 15 speed
illuminated. ➢ Set engine start switches to
CONT
Set or verify MCP altitude to
500 ft AFE
Verify autopilot and FDs OFF.
Turn to base leg, descend at Call “45 SECONDS” (or as briefed)
approximately 600-700 fpm. ➢ Set the flap lever as directed.
Call “FLAPS__, SET VAPP” ➢ Set VAPP.
as needed for landing.
Monitor flaps and slats extension.
Call “LANDING
CHECKLIST.” Call: “FLAPS_ , GREEN LIGHT”
Do the LANDING checklist.
Roll out of the turn to final on
the extended runway
centreline and maintain the
appropriate approach speed.
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Verify autopilot and ➢ Set missed approach altitude.

autothrottle disengaged.
➢ Turn both F/D switches ON.
Call: “SET MISSED
APPROACH ALTITUDE
AND RECYCLE FDs”
At 1,000 ft AFE, verify lights ON, all checks complete.
f) Stabilize the airplane on the selected approach airspeed with
ROD 700 - 900 fpm on the correct glide path, in trim. Avoid descent
rates greater than 1,000 fpm. SAp parameters must be achieved and
maintained latest by 500 ft AFE. Utilise visual aids to approach
(PAPI/ VASI) to augment visual perspective. Utilise the VSI and FPV
to anticipate changes in approach alignment and slope. Crosscheck
a height of approximately 300 ft AFE for each NM to TDZ.
g) The visual traffic pattern/ circling maneuver is not an instrument
flying manoeuvre. Maintain orientation with reference to the runway
and vigilance against threats such as bird activity, traffic and terrain.
1.3.38 Touch and Go Landings

a) The combination of visual traffic pattern and visual approach with
touch-and-go landings is used in training, with the following
objectives:
• To practice basic flying skills with reference to body attitude,
heading, thrust setting and visual cues.
• To practice instrument scanning techniques during visual
flying.
• For training in the recommended landing techniques.
b) Takeoff. Accomplish a normal takeoff.
i) Climbing above 400 ft RA, PM actions:
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✓ Select or verify HDG SEL

✓ Set VREF 30 from APP REF page (removes V2 + 15 bug
and displays flap 5 maneuvering speed on the PFD)
✓ Set flap 5 maneuvering speed
ii) At 800 ft AFE, retract on schedule to flaps 5, set thrust 80%
N1, pitch attitude about 10º and commence climbing turn with
flap 5 maneuvering speed with bank 25º to 30º to join downwind
leg. Level out at the planned circuit altitude. Training circuits are
normally carried out at 1,500 ft / 2,000 ft).
c) Circuit. Accomplish the pattern depicted in Touch and Go
Landings and procedures as described for Circle-to-Land/ Circling
Maneuver. On downwind, carry out AFTER TAKEOFF, DESCENT
and APPROACH checklists. Do not arm the speedbrakes and keep
autobrakes off. Verify autopilot and FDs off. On base leg, select
landing flaps and complete the LANDING checklist. Establish a
stabilised approach.
d) Touch and Go. Carry out a normal approach and landing. After
touchdown, the instructor will instruct the trainee to set thrust levers
to the approximately vertical position. The takeoff configuration
warning horn may sound momentarily if the flaps have not yet
retracted to flaps 15. Simultaneously, the Instructor will ensure the
following:
➢ Set flap lever to 15
➢ Set speedbrake lever down
➢ Set stabilizer trim in green band
➢ When the engines are stabilized, instruct the trainee to set
GA thrust.
e) The PF is to press TOGA (FD commands return) and set GA
thrust. At VREF, on the instructor’s call “ROTATE”, rotate at the
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normal rate initially to approximately 15° pitch for a climb at VREF +

15 to 25 kts.
f) Flaps 15 is recommended after touchdown to minimize the
possibility of a tail strike and improve field performance during the
subsequent takeoff. After reverse thrust is initiated, a full stop
landing must be made.
g) Thrust settings and Pitch Attitudes for Approach. The following
attitude and thrust settings may be used for reference. (valid for GW
65,000 kgs, 3º glidepath and nil winds). Reduce pitch attitudes 1° for
each 5 kts above reference speed.
Configuration Pitch Attitude %N1
Flaps 5 (Gear UP) 6º 60-65
Flaps 15 (Gear Down) 6º 65-70
Flaps 15 (VREF15+5)* 3º 71 (OEI)
Flaps 30 (VREF30+5)* 2º 58
Flaps 40 (VREF40 + 5)* 1º 64
* Pitch attitudes reduce by 1º/5 kts above this speed.
1.3.39 Go-Around and Missed Approach Procedure

a) On an approach with one autopilot engaged, be prepared to
assume manual controls upon pressing TOGA. Anticipate the pitch-
up moment due as the thrust increases.
b) When a go-around is initiated after disengaging the autothrottle
during a manual landing, thrust must be set manually during the go-
around. The PM is to adjust thrust levers to set GA or as necessary.
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c) Procedure:
Call “GO AROUND” Position the FLAP lever to 15/1
At the same time: as directed
➢ Push the TO/GA switch Monitor flaps and slats retraction
➢ Call “FLAPS 15” (FLAPS 1 Call: “FLAPS 15/ 1, GREEN
for one engine inop) LIGHT”.
➢ Call “SET GO-AROUND
THRUST”
➢ Rotate to go-around attitude.
Verify:
• The rotation to go–around attitude
• That the thrust increases.
Verify thrust is sufficient for the go-
around or adjust as needed
Call: “GO-AROUND THRUST SET”.
Verify positive rate of climb on the
altimeter, call “POSITIVE RATE”
Verify positive rate of climb on
altimeter, call “GEAR UP.” Set the landing gear lever to UP.
If the airspeed is within the Verify that the missed approach

amber band, limit bank angle to altitude is set.
15°.
When above 400 ft RA, call “400
Above 400 ft RA, verify LNAV
FEET”
or call for HDG SEL, as
appropriate. Set mode as directed, verify
mode annunciation.
Re-engage autopilot and
autothrottle as required.
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Verify that the missed approach route is tracked.

Call ATC: “EXPRESS INDIA XXX
GOING AROUND”
Tune navigation radios as
required for missed approach.
At acceleration height, call
“FLAPS_” according to the flap Set the FLAP lever as directed.
retraction schedule. Monitor flaps and slats retraction.
After flap are set to the planned Verify CLB thrust set.
flap setting and at or above the
flap maneuvering speed, select
or verify LVL CHG. VNAV may
be selected when flaps are up.
Verify that the missed approach altitude is captured.
Call “AFTER TAKEOFF Carry out the After Takeoff
PROCEDURE FOLLOWED BY Procedure and checklist
CHECKLIST”
d) In case of a missed approach off a dual-A/P approach with
FLARE ARM annunciated, A/P go-around is available upon pushing
the TOGA switch. The stabilizer is automatically trimmed an
additional amount nose up below 400 ft RA; Subsequently when the
autopilots are disengaged or revert to single channel operation, be
prepared for the mis-trimmed condition.
e) A turning maneuver associated with the missed approach should
be initiated not earlier than the MAP. Do the missed approach
procedure through gear up before initiating the turn.
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f) A go around may be initiated if needed from a very low height or

even after touchdown. If a go-around is initiated before touchdown
and touchdown occurs, continue with normal go-around procedures.
At all weights, the min VAPP (VREF+5 kts) for the landing flap is not
less than V2 for the corresponding go-around flap. Go-arounds
initiated just prior to touchdown carry a higher risk of tailstrike: do not
rotate at an excessive rate or over-rotate.
g) Balked Landing. If reverse thrust is initiated, a full stop landing
must be made. For go-arounds initiated after touchdown has
occurred, disengage A/P, disconnect A/T, smoothly advance thrust
to GA and verify that speedbrakes are retracted. The takeoff
configuration warning horn will sound momentarily if the flaps are at
greater than 15 as the thrust levers are advanced. Maintaining
landing flaps, smoothly rotate towards 15º pitch at not less than
VREF. When safely airborne with a positive rate of climb, continue
with the Go-around and missed approach procedure above.
h) After two missed approaches due to weather, a Diversion to
Alternate is mandatory.
1.3.40 Actions After Go-around

a) Complete the After Takeoff procedure and checklist.
b) Consider a hold to discuss the reason for the last go-around,
update weather at destination and alternates, review surplus
endurance and MDF, likely delays due to other traffic, etc. Study
available options, choose the best course of action and prepare for
it. If it is decided to make another attempt, a quick review of setup for
the approach may be carried out as follows:
➢ A: Autobrakes – select as required
➢ F: FMC – setup or verify arrival parameters vis-à-vis charts.
➢ T: Tune – retune radios and navaids
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➢ V: VREF – revise
➢ M: Minima – set or verify
➢ C: CRS – set or verify.
c) Carry out the Descent and Approach checklists.
d) See actions for ‘Change of Runway at Short Notice’ for details of
aspects to be reviewed, time permitting.
1.3.41 Diversion to Alternate

a) If time permits, keeping RTE 2 ready for route to the intended
alternate helps in workload management. The PM is to carry out the
following actions:
i) FMS RTE Page. Modify the DEP, DEST and RTE as per the
clearance received. Insert instrument approach at alternate.
Check on PLAN/ LEGS page for any discontinuity. Advise PF
when LNAV is available.
ii) FMS PERF INIT Page. Modify RESERVES to the final
reserve fuel (1,200 kg or greater) to avoid generating the
‘USING RESERVE FUEL’ message. Enter cruising flight
level and transition altitude. Set Cost Index 0 and fly ECON
profiles for maximum range.
iii) FMS PROG Page. Review fuel at destination (not less than
1,200 kg).
iv) Pressurisation: Enter FLIGHT altitude and LAND altitude.
v) Navaids: Re-tune as required for the route.
b) Upon commencing diversion, log the fuel at start and estimate of
fuel remaining at diversion on the OFP. Inform company, crew and
passengers, as workload permits. Carry out normal climb, cruise,
descent and approach procedures, keeping in mind the Low Fuel
State.
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c) For planning considerations, refer Section – 2 ‘Diversion’.
1.3.42 Landing
a) Final Approach. Make optimum use of displays (VSI, MAP
display, position trend vector, FPV and VSD) and navigation aids
(ILS, VOR, LOM) to enhance situational awareness. Crosscheck
altitude of approximately 300 ft AFE for each NM from the
touchdown zone.
• Stabilized Approach criteria must be complied with. If
approach becomes unstabilised or visual reference to the runway
is lost at any time below DA/MDA, execute a missed approach.
• Wings should be level on final when the airplane reaches 300
ft AFE.
• At 100 ft HAT, the airplane should be positioned so the flight
deck is within and tracking to remain within the lateral confines of
the runway extended edges.
b) Adjust VAPP for reported TDZ/ surface winds by adding half the
steady headwind component and all of the tower-reported gust factor
(irrespective of direction), subject to a minimum of VREF + 5 kts and
maximum approach speed of VREF + 15 kts or landing flap placard
speed minus 5 kts, whichever is lower.
c) When a manual landing is planned from an approach with the
autopilot connected, disengage the autopilot and autothrottle at least
1 to 2 NM before the threshold (approximately 300 to 600 feet above
field elevation). Below DA/H, maintain the glidepath aiming 1,000 ft
ahead of the threshold until initiation of flare; maintain PAPI/ VASI
on-path indication and crosscheck with glideslope where available.
This normally provides the landing gear a clearance of 33 ft for over
the runway surface. ‘Duck down’ below the glidepath/ PAPI is not
recommended, even on short runways.
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d) Begin with a stabilised approach on speed, in trim and on glide

path, taking cues from the PAPI/ VASI and aiming to cross the
landing threshold at about 50 ft with VREF+5 kts plus gust
correction, if any. Maintaining a constant airspeed and descent rate
assists in determining the flare point. When the threshold passes out
of sight under the airplane nose, shift the visual sighting point
towards the far end of the runway. This assists in controlling the
pitch attitude during the flare.
Figure 5
e) Under ideal entry conditions, initiate the flare when the main gear
is approximately 20 feet above the runway by increasing pitch
attitude by approximately 2° - 3°. After the flare is initiated, smoothly
retard the thrust levers to idle. As the thrust is reduced, anticipate
the natural nose-down pitch change due to thrust reduction and
sustain the small pitch attitude adjustments required to control the
descent rate. With proper flare technique and thrust management,
main gear touchdown should occur simultaneously with thrust levers
reaching idle, 1,000 to 2,000 ft from the threshold, at a pitch attitude
of 4º to 7º and speed between VREF and (not below) VREF - 5
knots.
f) Gust correction should be maintained to touchdown while the
steady headwind correction should be bled off as the airplane
approaches touchdown. Do not allow the airplane to float or attempt
to hold it off. A flare extended for ensuring a smooth touchdown,
causing touchdown beyond the touchdown zone is not desirable.
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Prolonging the flare could lead to tail strike, runway overrun and/ or
excessive brake heating.
g) Landing in Crosswinds. The preferred technique is to decrab
during the flare. Approach the threshold with wings level and nose
offset into the wind to a crab angle, tracking the runway centreline.
Just prior to touchdown while flaring the airplane, apply downwind
rudder to align the nose with the runway centreline. With application
of rudder as the upwind wing tends to lift up, hold wings level with
simultaneous application of aileron into the wind. The touchdown is
made with wings level and both gear touching down simultaneously.
During strong crosswinds, the aircraft may touchdown with upwind
gear first. On very slippery runways, it is preferrable to land without
de-crabbing, with wings level.
h) Landing in Tailwinds. Avoid landing in tailwinds, which could lead
to delayed touchdown, shallow touchdown attitude and high brakes-
on ground speed, demanding much higher braking effort to stop in
the rapidly reducing runway available. On table-top runways,
tailwinds could also be associated with updraughts on short finals.
Even when the landing is properly executed (correct touchdown
zone, attitude and speed) in tailwinds, the increase in landing
distance can be considerable. With autobrakes MAX, the impact of
tailwind on ELD (with touchdown at 1,000 ft without extra speed) is
as follows:
5 kts 10 kts
Increase in ELD
Good Medium Good Medium
Flaps 40 330 ft 535 ft 660 ft 1070 ft
Flaps 30 340 ft 545 ft 680 ft 1090 ft
15 (1 eng inop) 360 ft 595 ft 720 ft 1190 ft
i) Do not carry excess airspeed on finals and follow the correct
approach and landing technique described above. Do not delay
closing thrust. After touchdown, ensure that speedbrake lever is up
and reverse thrust is applied as needed without delay.
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j) If a touchdown is not possible in the touchdown zone (first 3,000

ft or 1/3 of LDA, whichever is less) and/ or if remaining runway
length at touchdown is not adequate and reverse thrust has not been
initiated, initiate an immediate go-around using normal Go-Around
and Missed Approach Procedure. If reverse thrust has been initiated,
do not attempt a go-around.
1.3.43 Landing Roll Procedure

a) Procedure:
Verify that the thrust levers are Verify that the SPEED BRAKE
closed. lever is UP, Call “SPEED BRAKES
Verify that the SPEED BRAKE UP.”
lever is UP.
If the SPEED BRAKE lever is not
Without delay, fly the nose UP, call “SPEED BRAKES NOT
wheel smoothly onto the UP.”
runway.
Verify correct autobrake operation.
Reverse thrust may be initiated Verify that the forward thrust levers
at touchdown of main wheels. are closed.
Move the levers to the
When both REV indications are
interlocks and hold light
green, call “REVERSERS
pressure until the interlocks
NORMAL.”
release.
If there is no REV indication(s) or
Apply reverse thrust as
the indication(s) stay amber, call
needed.
“NO REVERSER ENGINE
NUMBER 1”, or “NO REVERSER
ENGINE NUMBER 2”, or “NO
REVERSERS”
When stopping is assured, Call “60 KNOTS.”
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start movement of the reverse
thrust levers by 60 KIAS, to be
at the reverse idle detent
before taxi speed.
After the engines are at
reverse idle, move the reverse
thrust levers full down.
Before taxi speed, disarm Monitor and call “AUTOBRAKES
the autobrake. Use manual DISARMED”
braking as needed, Call:
“MANUAL BRAKING”.
b) Autobrake should be allowed to maintain the steady rate of
deceleration as long as possible. Make optimal use of available
landing distance. Override autobrakes (Refer FCTM 6.37: Transition
to Manual Braking) as required, before ground speed drops below
30 kts.
c) Reverse thrust and speedbrake drag are most effective during the
high-speed portion of the landing and reduces strain on the
autobrakes. Ensure that speedbrake lever is up without delay.
Reverse thrust may be initiated at main gear touchdown. Reverse
thrust reduces load on the brakes, is more effective at high speeds
and may be the dominant force of deceleration on wet runways.
Conditions permitting, limit reverse thrust to the number 2 detent.
1.3.44 After Landing Procedure

a) After Landing procedure may be commenced when speed is
below 30 kts, autobrakes are disarmed, reversers are stowed and no
immediate distraction is anticipated. It may be carried out before the
Runway Exit Procedure, if expedient (such as during long
backtrack). Carry out the Runway Exit Procedure when the entire
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aircraft is clear of the runway strip. By night or in poor visibility,

external lights must be switched off only on call/ with concurrence of
the PF.
Call “AFTER LANDING ➢ Set Flap lever up

PROCEDURES”
➢ Select autobrakes OFF
➢ Move the speedbrake
lever down ➢ WX and TERR off on both sides
➢ Deselect WXR. ➢ Switch landing lights off with consent

➢ Set START switches OFF
➢ Set probe heat switches to AUTO
➢ Set Weather radar mode selector to
TEST
➢ Start APU (Start CHR) about 5 min to
the parking stand (do not delay start).
b) Once clear of the runway strip, on call of the PF, the PM shall
Carry out the Runway Exit Procedure. Both pilots must confirm the
taxi instructions and route and maintain a lookout approaching the
ramp/ congested areas. Apron charts must be available for ready
reference.
c) In case of high ambient temperatures, set airconditioning
temperature selectors to AUTO COOL. Consider Hot Weather
Operation supplementary procedure (SP.16.17) to provide additional
cooling using APU bleed air.
1.3.45 Shutdown Procedure

a) Docking/ Parking. Turning into the assigned parking stand,
confirm the stand number, ensure that the taxi path and parking area
is clear, marshaller identified/ docking guidance is on and indicating
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correctly. Switch off the taxi and turnoff lights with consent of the PF
while entering the parking area. If docking guidance is APIS++, the
pilot occupying the left seat must be PF since the system is aligned
for use from that seat: the guidance will appear different from either
seat. Before turning into such stands, it must also be ensured that
wing walkers are available. The aircraft must be parked without
overshooting the assigned nose wheel position by more than 0.5 m
to avoid requirement to pushback to correct position before
disembarkation.
b) Start the Shutdown Procedure after taxi is complete:
Parking brake ................................. Set ...................... C or F/O
Verify that the parking brake warning light is illuminated.
Electrical power ............................. Set .............................. F/O
If APU power is needed:
Verify that the APU GEN OFF BUS light is illuminated.
APU GENERATOR bus switches ... ON ............................... F/O
If external power is needed:
Verify that the GRD POWER AVAILABLE light is illuminated.
GRD POWER switch ....................... ON ............................... F/O
Operate the engines at or near idle thrust for a minimum of three
minutes before shutdown to thermally stabilize the engines and
reduce undercowl soak-back temperatures.
• If idle reverse thrust or no reverse thrust is used during the
landing rollout, the three-minute period can begin when thrust
is reduced to idle during landing.
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• Routine cool down times of less than three minutes before

engine shutdown can cause engine degradation.
Check time (3 min), call “CLEAR TO SHUTDOWN” ........... F/O
Engine start levers ..........................CUTOFF ......................... C
Call “SHUTDOWN PROCEDURE” .. ....................................... C
Announce: “CABIN CREW DISARM ALL DOORS, CROSS-
CHECK AND REPORT”...................PA................................ F/O
When N1 is below 10%
ANTI COLLISION light switch ........OFF ............................. F/O
FUEL PUMP switches .....................OFF ............................. F/O
Note: If extended APU operation is needed on the ground and
the airplane busses are powered by AC electrical power, position
an AC powered fuel pump ON. This will extend the service life of
the APU fuel control unit.
Note: If more than 453 kg fuel is available in the center tank,
position the left center tank fuel pump switch ON to prevent a fuel
imbalance before takeoff.
CAUTION: Do not leave a center tank fuel pump on if the flight
deck will be left unattended.
CAB/UTIL power switch .................As needed................... F/O
IFE/PASS SEAT power switch .......As needed................... F/O
WING ANTI–ICE switch...................OFF ............................. F/O
ENGINE ANTI–ICE switches ...........OFF ............................. F/O
Hydraulic panel ...............................Set .............................. F/O
ENGINE HYDRAULIC PUMP switches ........... On
ELECTRIC HYDRAULIC PUMP switches ....... Off
Air conditioning PACK switches ...AUTO .......................... F/O
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ISOLATION VALVE switch ............. OPEN .......................... F/O

Engine BLEED air switches ........... ON ............................... F/O
Run the APU for one minute before use as a bleed air source
APU BLEED air switch ................... ON ............................... F/O
Exterior lights switches ................. As needed................... F/O
FLIGHT DIRECTOR switches ......... OFF ......................... C, F/O
Clocks ............................................. Reset ....................... C, F/O
FUEL FLOW switch......................... RATE ........................... F/O
Move switch to RESET and release to RATE.
Stabilizer trim .................................. Set 5 units.......................C
Transponder mode selector........... STBY ........................... F/O
Set SQUAWK 2000 (1100 in Saudi Arabia)
APU switch ...................................... As needed................... F/O
FASTEN BELTS switch .................. OFF ............................. F/O
Verify doors are disarmed before positioning FASTEN SEAT
BELTS switch to OFF
Parking Brakes ............................... Release ............... C or F/O
Release the parking brake after chocks in place as directed by
ground handling personnel.
Call “SHUTDOWN CHECKLIST.” ... ........................................C
Do the SHUTDOWN checklist. ....... .................................... F/O
1.3.46 Secure Procedure

a) Carry out the Secure procedure after Shutdown procedure and
checklist are complete.
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Call “SECURE PROCEDURE” ........ ....................................... C

IRS mode selectors ........................OFF ............................. F/O
G-series aircraft: Do not power off IRS unless there will be a
considerable interval before the next flight or the IRS has been/
will be in operation for more than 18 h unless shut down.
EMERG EXIT LIGHTS switch..........As needed................... F/O
WINDOW HEAT Switches ...............OFF ............................. F/O
Air conditioning PACK switches ...As needed................... F/O
EFB ................................................................................. Secure
Shutdown and secure all EFBs and sign-off their Log Cards.
Call “SECURE CHECKLIST.” ......... ....................................... C
Do the SECURE checklist. ............. .................................... F/O
CVR CB ............................................Pull ................................. C
b) Before leaving the aircraft:
• Verify that the Tech Log is completed in all respects and
signed. Block and flight and hours are to be logged without any
rounding off.
• Discuss defects, if possible, with the receiving engineer.
• Verify data and send ACARS POST FLIGHT message. In
case of ambiguity in ACARS data, an image of the techlog is to
be sent to tech.log@airindiaexpress.in.
• Carefully replace all documents within the appropriate folder
and stow in the proper place. Take care to ensure that the charts
are not damaged and that folders are stowed in the appropriate
location (outer side of respective pilots’ seat). No document
folder is to be left on the instrument coaming, on the electronic
panels or the space between the control stand and seats.
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• Ensure that all EFBs are shutdown, all units and accessories
returned to the EFB bags and log cards updated.
• On the ACP, deselect all but FLT and SPKR. (VT GHA+:
verify PTT switches on all ACP are in Neutral Position.) Ensure
INT position (hot mic) of Control wheel PTTs are OFF.
• Restore the flight deck to initial settings for the next flight
(MCP, display controls, memory devices, etc.). Dim lights and
annunciators. Carefully stow the airplane headsets, replace and
strap the sun visor. Raise the sunscreens as required.
• Clear all trash (cups, water bottles, etc.). Return the flight
deck to the condition in which you would like to find it: neat and
tidy.
• Cabin Defects Log is to be reviewed and endorsed by the
Captain. Defects in only those item that affect airworthiness of
the aircraft due to high electrical load (ovens, water boilers, etc.)
or safety equipment (emergency lights, passenger warning lights,
oxygen, safety equipment, crew call system, etc.) and structures
(cabin doors, windows, etc.), etc., are to be entered.
• Before leaving the flight deck, confirm that:
o Tech log has been completed in all respects
o Flight Deck Access System switch is OFF.
1.3.47 Post-Flight
a) The F/O is to complete all required entries on the OFP. ‘ACTUAL
B OFF’ is to be derived by subtracting the fuel remaining in tanks
from final block fuel.
b) The F/O will ensure all documentation is complete and compile all
flight documents (completed Nav Log, pink copies of the Tech Log,
fuel receipts, Loadsheet, General Declaration and Flight Release,
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etc.). The PIC is to verify and ensure all entries and signatures are
recorded on the OFP.
c) All flight papers are to be deposited at the Flight Dispatch Office
of the terminating base on arrival after completing the series of
flights or while reporting for the next flight. Avoid leaving these
documents on the aircraft.
d) In case of any incident requiring raising of FSR, all related flight
documents are to be carried by the F/O and handed over to flight
dispatch with marking and instruction to dispatch to Chief of Flight
Safety.
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1.3.48 Normal Checklist

B 737-800 NORMAL CHECKLIST
PREFLIGHT
Oxygen ...........................................................Tested, 100% ... C, F/O
Navigation transfer & display switches ........... NORMAL, AUTO ....... F/O
Window Heat ................................................................... ON ....... F/O
Pressurization Mode Selector ........................................ AUTO ....... F/O
Flight Instruments ................................. Heading_ Altimeter_ ... C, F/O
Parking Brakes .................................................................Set ... C, F/O
Engine Start Levers .................................................. CUTOFF ... C, F/O
BEFORE START
Flight deck door ........................................ Closed and Locked ....... F/O
Fuel .............................................................__kg, Pumps on ....... F/O
Passenger Signs .............................................................. ON ....... F/O
Windows ................................................................... Locked ... C, F/O
MCP ................................................V2_, Heading_, Altitude_ ........... C
Takeoff Speeds ................................................. V1_, V_, V2_ ... C, F/O
CDU Preflight ........................................................Completed ... C, F/O
Rudder and Aileron trim ....................................... Free and 0 ........... C
Taxi and takeoff briefing .......................................Completed ....PF/PM
Anticollision light .............................................................. ON ....... F/O
BEFORE TAXI
Generators ..................................................................... ON ....... F/O
Probe heat ...................................................................... ON ....... F/O
Anti-ice .......................................................................... ___ ....... F/O
Isolation valve ............................................................. AUTO ....... F/O
Engine Start Switches .................................................. CONT ....... F/O
Recall ...................................................................... Checked ... C, F/O
Autobrake ..................................................................... RTO ....... F/O
Engine Start levers .............................................. IDLE detent ........... C
Flight Controls ......................................................... Checked ........... C
Ground Equipment ........................................................ Clear ... C, F/O
BEFORE TAKEOFF
Flaps .............................................................. __, green light ......... PF
Stabiliser trim .......................................................... __ units ......... PF
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T/O Clearance .........................................................Obtained .. PF, PM

AFTER TAKEOFF
Engine bleeds ................................................................. ON ........ PM
Packs ......................................................................... AUTO ........ PM
Landing gear ...................................................... UP and OFF ........ PM
Flaps ................................................................ UP, no lights ........ PM
DESCENT
Pressurisation .................................................. LAND ALT__ ........ PM
Recall ..................................................................... Checked ... PF/PM
Autobrake ........................................................................ __ ........ PM
Landing data ........................................ VREF__, Minimums__ .. PF, PM
Approach briefing ................................................. Completed .. PF, PM
APPROACH
Altimeters ................................................................. QNH__ .. PF, PM
LANDING
Engine start switches ................................................... CONT ......... PF
Speedbrake .............................................................. ARMED ......... PF
Landing Gear .............................................................. Down ......... PF
Flaps ............................................................. __, Green light ......... PF
Landing clearance ...................................................Obtained .. PF, PM
SHUTDOWN
Fuel pumps .................................................................... OFF ....... F/O
Probe heat .................................................................. AUTO ....... F/O
Hydraulic Panel ............................................................... Set ....... F/O
Flaps ............................................................................... UP ....... F/O
Parking brake ................................................................. ___ .......... C
Engine start levers ................................................... CUTOFF .......... C
Weather radar................................................................ OFF ... C, F/O
SECURE
IRS................................................................................ ___ ....... F/O
Emergency exit lights ..................................................... ___ ....... F/O
Window heat ................................................................. OFF ....... F/O
Packs ............................................................................ ___ ....... F/O
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Air-India Express adheres to Non-normal Procedures as

stipulated in Boeing FCOM Vol. 1, FCTM and QRH. The
information contained in the subsequent paragraphs is
provided to supplement the FCOM.
1.4.1 General
a) Pilots must be conversant with Non-normal Operations (FCOM
NP.11, FCTM Ch 8) and Checklist Instructions (QRH CI).
1.4.2 Priorities
a) Maintain the following priorities:
1. Aviate. Maintaining control must always remain first priority.
2. Navigate.
o Know where you are
o Know where terrain and obstacles are
o Know where you should be
3. Communicate. Advise ATC and seek the required
assistance. While desirable, a formal declaration of emergency
(distress or urgency) is not necessary before taking necessary
action while dealing with a potentially life-threatening situation.
Set the appropriate SSR emergency code (TCAS) and make
appropriate calls for awareness of the controlling ATS unit and
traffic in the vicinity.
4. Manage. Consolidate information, evaluate available options
and assess time pressures before acting. In case either pilot is
not present in the flight deck at the time of the event, the other
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pilot must commence the immediate actions of both PF / PM

actions till the other pilot is available.
1.4.3 Non – Normal Situations

a) A thorough review of the QRH section CI.2, (Checklist
Instructions, Non-Normal Checklists), is an important prerequisite to
understanding non-normal operations.
b) Boeing classifies non-normals as warnings, cautions and
advisories.
• Warning: Immediate awareness and corrective action is
required to maintain safe flight. These indicate time-critical
situations demanding the highest priority.
• Cautions and Advisories: Non-normal operational or system
condition requiring immediate crew awareness.
c) The following pattern is recommended in handling non-normal
situations:
i) Recognize
ii) Control
iii) Analyze
iv) Act
v) Review
d) Non-Normal Recognition. The crewmember recognizing the
malfunction must call it out promptly and clearly. If the Master
Caution illuminates:
i) Call out “MASTER CAUTION”
ii) Call out the system annunciated (e.g., “ELECT”/ “AIR
CONDITIONING”).
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iii) Identify and call out the light that triggered the master caution
(“GEN1 SOURCE OFF”/ “OFF-SCHEDULE DESCENT”)
before resetting the Master Caution.
e) If the crewmember is unsure of the exact nature of the
malfunction, a generic call (e.g.: “ENGINE MALFUNCTION/
INSTRUMENT FAILURE”) is preferable to an incorrect call. In case
a Fire Warning illuminates, identify and call out the affected zone
and then reset the warning. Call out the warnings/ observations, not
inferences/ conjunctures that may not be valid.
f) Maintain Airplane Control. When encountering an event, the flight
crew’s first consideration should be to maintain or regain full control
of the airplane and establish an acceptable flight path. Exercise all
options to control the airplane and maintain a safe flight path.
Generally, the PF continues to maintain control of the airplane,
unless the PIC takes over and makes a positive input to the controls.
The PIC is the final authority and may review allocation and sharing
of tasks as the evolving situation demands. Maximum use of the
autoflight system is recommended to reduce crew workload.
g) Analyze the Situation. When the flight path is under control and
the appropriate configuration is established, proceed with a
deliberate, systematic process to understand the situation. Review
all indications to positively identify the malfunctioning system(s).
h) It should be noted that, in determining the safest course of action,
troubleshooting, taking steps beyond published non-normal checklist
steps may cause further loss of system function or system failure.
Troubleshooting should only be considered when completion of the
published non-normal checklist results in an unacceptable situation.
i) Take the Proper Action. With flight path control established, do
the memory steps of the appropriate NNC. Reference steps are
initiated after the airplane flight path and configuration are properly
established. Commands must be clear and concise, allowing time for
acknowledgment of each command prior to issuing further
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commands. This eliminates confusion and ensures efficient,

effective, and expeditious handling of the non-normal situation.
j) Checklists directing an engine shutdown must be evaluated by
the Captain to determine whether an actual shutdown or operation at
reduced thrust is the safest course of action. Consideration must be
given to the probable effects of running the engine at reduced thrust.
k) Waiting for a request to be approved in a time-critical situation
could have disastrous consequences. Be assertive; decide what
needs to be done and keep ATC informed. (refer Communication
During Non-Normal Situations)
l) Anticipate and consider additional contingencies and evaluate the
exposure to risks (see Section 2 Risk Management). If the
requirement of manual gear extension is a certainty, for example,
consider verifying access to the landing gear emergency extension
handles early so that progress of the gear extension procedure is not
hampered by a jammed access door or other distractions.
m) Evaluate the Need to Land. If the directed by an NNC or if the
situation demands a Diversion to the Nearest Suitable Airport, a
diversion to the nearest airport where a safe landing must be
accomplished is required.
n) Review. Review progress of the situation and make modifications
to the plan, if needed.
1.4.4 Non – Normal Checklist Operation

a) Aircraft Stationary. Until the Before Taxi checklist is accomplished
and whenever the airplane is stationary on brakes/ chocks, actions
are seat-oriented (Captain or F/O) based on ‘Preflight and Post-flight
areas of responsibility (Figure 1).
• During an evacuation, the F/O sets the flap lever to 40.
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• During an Engine/APU fire, Captain moves the start levers

and the F/O operates the fire switch with the concurrence of the
Captain.
b) Aircraft Moving under Own Power. With the airplane in flight or in
motion on the ground, responsibilities are role-oriented (PF or PM).
Actions are based on respective crewmember’s areas of
responsibility: ‘Captain as PF or Taxiing’ (Figure 2) / ‘F/O as PF or
Taxiing’ (Figure 3), as applicable.
c) Under the direction of the Captain / PF, both crewmembers do all
memory items in their respective areas of responsibility without
delay. When required, movement of the start lever to cutoff and/ or
pulling the fire switch must each be only after confirmation of the
other pilot. After moving the control, the crewmember taking the
action also states the checklist response.
d) Non–normal checklist use starts when the airplane flight path and
configuration are correctly established. All actions must then be
coordinated under the Captain's supervision and done in a
deliberate, systematic manner. Flight path control must never be
compromised.
e) The PF calls for the checklist when:
• The flight path is under control
• The airplane is not in a critical phase of flight
• All memory items are complete.
f) The PM first confirms that the appropriate NNC is taken up and
then reads aloud and verifies that memory items, if any, have all
been done. Thereafter the PM reads aloud each reference item
including precautions (if any), response/ action and any amplifying
information. After moving the control (based on each crewmember’s
area of responsibility), the crew member taking the action restates
the checklist response.
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g) After completion of the non–normal checklist, normal procedures

are used to configure the airplane for each phase of flight. Complete
all applicable NNCs prior to beginning final approach. Exercise
common sense and caution when accomplishing multiple NNCs with
conflicting directions. The PIC may direct reference checklists to be
done by memory if the situation does not allow reference to the
checklist.
h) In certain cases, amber caution lights illuminate during MASTER
CAUTION recall to inform the flight crew of the failure of one element
in a system with redundant elements. If system operation is
maintained by a second element, the amber caution light will
extinguish when MASTER CAUTION is reset. In these situations, the
amber caution light alerts the flight crew that normal system
operation will be affected if another element fails. If an amber
caution light that illuminated during MASTER CAUTION recall
extinguishes after MASTER CAUTION reset, completion of the
associated checklist is not required.
1.4.5 Coordination in Emergency Situations

a) When faced with an emergency, timely coordination is necessary
for the required priority and exclusive attention. This facilitates the
quick provision of required services, such as short vectors,
assurance of landing, use of an isolation bay (in situations such as
hijack or bomb threat), etc., to support the most desirable outcome.
b) The following table is intended to provide guidance for
communication during emergencies. This list is not intended to be
either exhaustive or rigid; PICs are to exercise discretion considering
the gravity of the situation. Be guided by the ICAO definition of
Distress and Urgency situations (refer Sec-2 Distress and Urgency
Calls.)
Situation ATC Cabin
Engine failure • PAN PAN call • Brief crew
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Situation ATC Cabin

Any fire/ engine • MAYDAY call • Prepare pax and
severe damage • Confirm from ground cabin crew for
or separation crew/ATC in case of wheel evacuation on landing
well/ cargo fire
Loss of System • Advise ATC • Brief crew
B • No assistance
Loss of System • Advise ATC • Brief crew
A • Extend LG only when
assured of landing.
Manual • MAYDAY call • Brief, prepare pax
reversion • Request to keep rwy and crew for evacuation
clear for landing on landing
• May not vacate runway
Jammed • PAN PAN call • Brief crew
stabilizer • Long finals for vectors • Minimize cabin
• High speed landing movements
Asymmetrical • PAN PAN call • Brief crew
TE flaps
Elect fire and • MAYDAY call • Brief crew
smoke • Immediate priority • Assist in locating
landing source
Transfer bus • PAN PAN call • Brief crew
off • Some cabin lights
U/S
Loss of both • PAN PAN call initially, • Brief crew
engine – driven MAYDAY if buses cannot • No cabin lights
generators be restored • Pressurization could
be affected
Emergency • MAYDAY call • Cabin report
descent • Medical assistance may (damage, injuries)
be needed • Brief diversion time
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1.4.6 Rejected Takeoff (RTO)

a) An RTO is a discontinuation of takeoff after takeoff thrust
application is initiated (TOGA pressed for setting takeoff thrust) and
takeoff roll has begun. An RTO may be executed for the conditions
listed in QRH MAN.1.2 for low-speed/ high-speed regime. RTO
initiated below 80 kts is considered a low-speed RTO and RTO
initiated at or above 80 kts is considered a high-speed RTO.
Historically, rejecting a takeoff close to V1 has often resulted in the
airplane stopping beyond the end of the runway.
b) During the takeoff, the crewmember observing the non-normal
situation will immediately call it out as clearly as possible. The
decision to reject takeoff or continue is the PIC’s sole responsibility.
If the decision is to reject the takeoff, the PIC will announce
“REJECT!” and commence the maneuver as listed in QRH MAN.1.2.
If the F/O or PIC Under Supervision is carrying out the takeoff, he
will maintain control of the airplane until the PIC makes a positive
input to the controls and then revert to PM duties.
c) The decision must be made in time to start the rejected takeoff
maneuver by V1. Whether it is initiated at low speed or high speed,
the complete RTO procedure should always be followed.
d) The PM will make all standard callouts applicable during landing.
After the “60 KTS” call and when stopping is assured, the PM will
inform the control tower “EXPRESS INDIA_XXX, REJECTED
TAKEOFF DUE__ (cause).” Thereafter, on PA, announce
“ATTENTION CREW AT STATIONS” (twice).
e) Evaluate the situation and assess the necessity of evacuation.
When the airplane is stopped, perform procedures as needed and
accomplish the Evacuation NNC with preflight/ postflight areas of
responsibility (Figure 1, seat – oriented: Captain/ First Officer).
f) If evacuation is not required,
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• F/O shall make the following passenger announcement:

“CABIN CREW AND PASSENGERS PLEASE REMAIN
SEATED” twice “ALL OPERATIONS NORMAL”
• The Captain will not taxi until the CCIC confirms that all
passengers are seated and all doors / exits are closed. Make a
brief PA reassuring passengers and cabin crew that the situation
is under control and inform them of further plan.
• Accomplish After Landing procedure.
• Advice ATC and request taxi/tow with fire tenders at
readiness, if needed.
• Vacate the runway and hold position if needed to allow
Airport Rescue and Fire Fighting Services to monitor the brakes.
The brake units reach maximum temperature about 10 to 15
minutes after the RTO.
• Review Brake Cooling Schedule for brake cooling time and
precautions.
1.4.7 Engine Malfunction/ Fire at or after V1

a) The intention to continue on RNAV SID, follow Special Engine
Failure Procedure (as described in Jeppesen chart 10-7, RTOW
chart, FOB or airfield SOP) or maintain heading shall be clarified as
part of departure contingency briefing. Climb initially to be at or
above MSA or altitude advised by ATC, if higher, and decide further
plan of action.
Verify the automatic V1 callout or

call “V1”.
Control the aircraft, maintain Call “ENGINE MALFUNCTION /

takeoff path. ENGINE FIRE”.
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At this point, identification of the engine (No 1 or 2) or cause (engine

failure/ severe damage/ separation, etc.) must not be a priority.
At VR, Call “ROTATE”.
At VR, rotate toward 12-13°
pitch attitude. After liftoff, follow Monitor airspeed and vertical
F/D commands. speed.
Establish a positive rate of Verify a positive rate of climb on
climb. the altimeter and call “POSITIVE
RATE”.
Verify a positive rate of climb
Set the landing gear lever to UP.
on the altimeter and call
“GEAR UP”.
When the FD adjusts to the
engine failure, follow it
accurately and trim the aircraft.
No actions till height of 400 ft and aircraft flight path stabilized, except
silencing the fire warning bell and selecting the landing gear UP.
Climbing out of 400 ft radio altitude,
Climbing above 400 ft, call for a
call “400 FEET”.
roll mode (as needed). The
autopilot may then be engaged. Select or verify the roll mode, call
FMA changes.
“IDENTIFY” Identify and announce the engine

and situation by crosschecking
indications (e.g. “ENGINE FAILURE,
Confirm identification NUMBER ONE ENGINE”, “ENGINE
SEVERE DAMAGE, NUMBER TWO
ENGINE”, etc.)
Carry out memory items as required in accordance with NNC and

QRH/CI.2
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“ADVISE ATC” Call ATC: “MAYDAY (x3),

EXPRESS INDIA XXX, ENGINE
FIRE, HEADING ___
CLIMBING____ FT”.
Climbing past 800 ft AFE or specified flap retraction altitude, if higher:
Call “SET FLAPS UP SPEED” Set or verify Flaps Up speed.
Call “ACCELERATING” on initial
Verify acceleration.
accelerating trend above V2+15.
Limit bank angle to 15° until V2
+ 15 kts.
Monitor flaps and slats retraction.
Call “FLAPS__” according to flap
retraction schedule. Call “FLAPS_ , GREEN LIGHT”
When flaps and slats retraction is

complete,
Call: “FLAPS UP, NO LIGHTS”
Call: “LVL CHG, MAX Select or verify LVL CHG.
CONTINUOUS THRUST”
Select CON on N1 LIMIT Page and
“_____NNC FOLLOWED BY set CON thrust on live engine.
AFTER TAKEOFF
Accomplish applicable NNC
PROCEDURES AND
followed by AFTER TAKEOFF
CHECKLIST”
procedures and checklist.
Disconnect autothrottle before
reaching level off altitude.
b) If the PIC calls “CONTINUE”, the PF continues the take off. PIC
announces “I HAVE CONTROLS” if he/she decides to take control of
the airplane. The PF maintains control of the airplane until the PIC
makes a positive input to the controls, then responds “YOU HAVE
CONTROLS” and immediately reverts to PM duties.
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c) The autopilot may be engaged when above 400 ft AGL after

appropriate roll and pitch modes are engaged. Where applicable,
follow the Special Engine Failure Procedures published in the
applicable FOB/ RTOW tables/ Jepessen10-7 charts. Maintain last
issued ATC clearance as far as possible. In case of any requirement
for deviation or inability to comply with it, advise ATC at the earliest.
d) In case of an engine failure with VNAV engaged, the FMC
ignores the ‘Thrust Reduction Height' and ‘All Engine Acceleration
Height’ and initiates a level-off for acceleration upon reaching the
‘Engine Out Acceleration Height’.
e) In the event of an engine failure below engine out acceleration
altitude, PF may use takeoff thrust by disconnecting A/T and calling
“SET TAKEOFF THRUST”. PM will recall and set the noted
reference N1 (27K/ 26K as appliable), then call out ‘TAKEOFF
THRUST SET”. Further increase of thrust is not recommended due
to VMCA considerations, unless terrain contact is a factor. If the
speed bug has already automatically moved to command a higher
speed, manually set to V2/ V2+15 kts if at takeoff flaps, or
maneuvering speed for current flap, until reaching engine out
acceleration altitude.
f) An engine that is restricted from operating upto full thrust due to
any malfunction after completion of the appropriate NNC, is to be
considered ‘inoperative’ for further handling, procedures and NNCs.
g) Review further plan after checking weather (departure and
alternate). Retune navaids as required. When a below-minima
takeoff has been performed and diversion to the takeoff alternate is
needed, select the engine-out schedule from the CDU CLB page
after flap retraction and all obstructions are cleared.
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1.4.8 Rapid Depressurization / Emergency Descent.

a) Without delay, accomplish the memory items of Rapid
Depressurization checklist (QRH 0.1). Donning of oxygen mask must
be immediate and have priority over all other actions (checking
pressurisation panel, etc). Once the mask is donned and oxygen
regulator verified, each pilot must don headset and verify
communication using the mask microphone. Adjust ACP volumes as
required. Thereafter attend to the pressurisation control and
indications. If required, immediately initiate Emergency Descent
(QRH 2.1).
b) Captain (PF): After re-establishing communication, without delay,
announce on PA “CABIN CREW RAPID DESCENT, CABIN CREW
RAPID DESCENT” and commence emergency descent to the lowest
safe altitude or 10,000 ft whichever is higher. In addition to the
actions listed in the QRH procedure, consider the following:
➢ Commence turn to the appropriate side and heading to vacate
the airway, as required by applicable contingency procedures.
➢ Avoid descent within the airway to avoid conflict with traffic at
lower flight levels.
➢ Set a lower altitude in the altitude window and press LVL CHG.
Verify thrust levers retard to idle and smoothly extend the
speed brakes. If structural integrity is not in doubt, accelerate
to MMO/VMO.
➢ Structural damage may be suspected in case of explosive
decompression or if the cabin altitude continues to climb or
equals the actual flight altitude despite adequate bleed
pressure and outflow valve fully closed. In such a situation,
limit speed as much as possible and avoid high maneuvering
loads. Consider extending the landing gear (observe placard
speed limit) to increase the descent rate.
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➢ Auto throttles should be left engaged.

➢ Review MCP altitude, heading (as required for contingency
procedures) and speed during the descent.
➢ After memory items are complete and flight path is stabilized,
carry out the appropriate NNCs.
➢ Approaching level-off altitude, (PM call “2,000 ft TO LEVEL
OFF”), reduce speed and rate of descent, smoothly move
speed brake lever to down detent and raise the landing gear if
extended (observe placard speed limit). Stabilise altitude and
airspeed.
c) First Officer (PM): In addition to the actions listed in the QRH
procedure, consider the following:
➢ Switch on fixed landing lights and turnoff lights
➢ Set squawk code 7700
➢ Call ATC on the active frequency “MAYDAY, MAYDAY,
MAYDAY, EXPRESS INDIA XXX, EMERGENCY DESCENT
THROUGH ___ (altitude) ON HEADING ___, POSITION ___”.
Request ATC for area QNH. If on oceanic segment, repeat the
call on guard (121.5 Mhz) and obtain relay.
➢ Monitor all actions and call out any omissions
➢ Review MORA from the enroute chart/ SHT on CFPL.
➢ Call “2,000 ft TO LEVEL OFF” and “1,000 ft TO LEVEL OFF”
➢ Carry out the appropriate NNCs when called for
➢ Verify pressurization system operation and advise Captain
when CABIN ALTITUDE is at or below 10,000 ft
➢ On the Captain’s instructions, remove oxygen masks one at a
time, don headsets, re-establish communication
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➢ On the Captain’s instructions, announce on PA: “REMOVE

OXYGEN MASKS”.
d) Once the situation is under control and checklists have been
completed, obtain a status report from the cabin. Determine the new
course of action based on weather, oxygen, fuel remaining, medical
condition (crew and passengers) and available airports. Review
priorities, revise further plan and obtain a fresh ATC clearance.
e) The time of useful consciousness (TUC) without supplemental
oxygen depends upon rate of ascent of the cabin, activity level, age
and health. Expect smokers to have severely impaired tolerance.
Flight Level TUC (Slow TUC (Rapid
Depressurisation) Depressurisation)
250 3 to 5 min 1.5 to 3.5 min
300 1 to 2 min 30 to 60 sec
350 30 to 60 sec 15 to 30 sec
400 15 to 20 sec 7 to 10 sec
1.4.9 Diversion to the Nearest Suitable Airport

a) Situations where the flight crew must land at the nearest suitable
airport include, but are not limited to, conditions where:
• The non–normal checklist includes the item “Plan to land at
the nearest suitable airport.”
• Fire or smoke continues
• Only one AC power source remains (engine or APU
generator)
• Only one hydraulic system remains (the standby system is
considered a hydraulic system)
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• Any other situation determined by the flight crew to have a

significant adverse effect on safety if the flight is continued.
b) For smoke that continues or a fire that cannot be positively
confirmed to be completely extinguished, the earliest possible
descent, landing and evacuation must be done. Immediate landing
implies immediate diversion to a runway. In a severe situation, the
flight crew should consider an overweight landing, a tailwind landing,
an off-airport landing, or a ditching.
c) If the NNC or the Checklist Instructions do not direct landing at
the nearest suitable airport, the Captain must determine if continued
flight to destination or Diversion will be a safer option.
1.4.10 Engine Failure in Cruise

a) Actions:
Call “ENGINE FAILURE / ENGINE FIRE”

Identify and clearly announce the
failure indication(s) by
crosschecking the engine display
(e.g. “No N1 rotation, engine
number one”)
Verify and confirm. Call out the specific failure (e.g.

“Engine Severe Damage, Engine
Carry out memory items in number one”).
accordance with the NNC
Carry out memory items in
accordance with the NNC
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➢ Disengage A/T, set CON thrust ➢ Set or verify CON thrust.

➢ Gently apply rudder to
approximately center the control
wheel. Use rudder trim to relieve
rudder pedal pressure
➢ Verify or re-engage autopilot
➢ Initiate a turn using HDG SEL ➢ Call out ENG OUT SPD and
as dictated by the contingency MAX ALT from ENG OUT CRZ
procedure. Limit bank angle to (LEFT/RIGHT ENG OUT) page
15º at high altitudes.
➢ Turn ON Turnoff and FIXED
➢ Set engine out altitude and Landing Lights
airspeed on MCP
➢ Set squawk 7700
➢ As the aircraft slows to ENG
Verify MORA on Enroute chart/
OUT airspeed, select LVL CHG
SHT on CFPL
Follow ATC instructions if received Call ATC, “MAYDAY (x3),
or initiate actions dictated by EXPRESS INDIA XXX,
applicable contingency procedures ENGINE_______, POSITION
____, DESCENDING______
(Intentions)”
Call for relevant NNC Accomplish the NNC
Clear of the airway, adjust speed to 290 kts or as needed for descent,
and diversion.
Evaluate options against fuel available. Do not use FMC fuel
predictions.
Levelling off at the target altitude, initially maintain LRC.
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1.4.11 Additional Go Around Thrust

a) For one engine-inop approaches, consider use of additional go-
around thrust for any of the following conditions:
• Obstacles in missed approach procedure area
• Missed Approach procedure requirement of climb gradient
exceeding 2.5%
• High field elevation (exceeding 4000 ft PA)
• High OAT (greater than SA +20ºC)
• Above maximum landing weight.
1.4.12 Engine failure on Final Approach

a) If an engine failure should occur on final approach with the flaps
in the landing position, the decision to continue the approach or
execute a go-around should be made immediately. If sufficient thrust
is available, continue the approach with landing flaps.
b) If the approach is continued but thrust is not adequate for
approach with flaps 30/40 and performance permits landing with
flaps 15, the PM will carry out the following actions on the PF’s
command:
Flaps .................................................................................. 15
Command Speed ............................................. Set VREF+20
AUTOBRAKES ................................................... As required
GPWS FLAP INHIBIT switch ......................... FLAP INHIBIT
c) In case of engine failure above 1,000 ft, continue approach only if
all SAp parameters can be established and maintained by 1,000 ft in
IMC or by 500 ft in VMC. If required, carry out immediate go-around
with flaps 15.
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d) Command speed 20 kts over the previously set VREF flaps 30 or

40 provides speed that is equal to at least VREF for flaps 15 and is
indicated by the white bug. It provides a ready target airspeed which
allows sufficient tail clearance margin during a one engine
inoperative flap 15° landing. Wind additives should be added as
needed, if time and conditions permit. In case of engine fire/ severe
damage, consider delaying the memory items until completing the
landing, especially if it occurs below 500 ft AFE.
e) If the aircraft is not stabilized at any stage, go around. Ensure GA
thrust is set and LNAV engaged where applicable. If established for
that runway and published as Jeppesen chart index 10-7 or FOB,
follow the Special Engine Failure Procedure. If there is no special
procedure is established, follow standard missed approach
procedure/ ATC instructions. Follow the Go-Around and Missed
Approach Procedure. If a missed approach is accomplished from a
flaps 15 approach, use flaps 1 for the go-around flap setting with
speed VREF + 20 kts. In case VREF + 20 was not achieved at the
time of initiating the go-around, it must be executed with flaps 15.
1.4.13 Bird strike

a) In the event of a bird strike on takeoff, the decision to continue or
reject the takeoff is made using the criteria listed in QRH MAN.1.2. If
the bird strike occurs above 80 kts and prior to V1, and there is no
immediate evidence of engine failure (e.g. failure, fire, power loss,
surge/ stall), the preferred option is to continue with the takeoff
followed, if necessary, by an immediate turn back.
b) If birds are encountered on approach and landing is assured,
continue the approach to landing. If engine ingestion is suspected,
limit reverse thrust on landing to the amount needed to stop on the
runway. Refer to maintenance after shutdown.
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1.4.14 Overweight Landing

a) Recommended. An overweight landing is acceptable in the
following situations:
• A malfunction seriously affects airworthiness of the aircraft
• Any condition where a delay in landing might be detrimental
to safety. e.g. engine failure, fire or smoke, one AC power source
remains
• Medical Emergency.
b) Not recommended. Autoland is not recommended for overweight
landings. An overweight landing is not recommended in the following
situations:
• Hydraulic failure that impairs braking performance
• Tire burst/failure
• Flight control malfunction that adversely affects aircraft
handling.
c) To minimise brake heating, consider the following points:
• Evaluate landing performance for prevailing conditions
• Select the longest runway
• Avoid tailwind landing
• Consider a flap 40 landing if wind conditions are not gusty
and a safe margin to flap limit speed exists at VAPP
• Use an autobrake setting consistent with the aim of
spreading the deceleration using maximum runway length, with
adequate margin.
• Minimise touchdown speed; bleed off the headwind additive
before touchdown
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• Aim to touchdown in the normal zone; avoid floating

• Use maximum reversers as soon as main gear touchdown
d) An entry is to be made in the tech log (mention if it was a hard
landing) and an FSR is to be raised after landing for the required
follow-up action.
1.4.15 Evacuation
a) Thorough briefing and preparation of crew and passengers
improve the chances of successful evacuation. For planned
evacuations, a briefing of crew and passengers must be carried out
and CCIC notified about adverse conditions and affected exits. If the
aircraft goes off the movement area, do not attempt to taxi back to
the surface. For unplanned evacuations, the PIC must analyse the
situation carefully before initiating an evacuation order.
b) For an evacuation due to fire in windy conditions, if possible,
position the aircraft so that fire is on the downwind side when
stopped. Accomplish the Evacuation NNC with preflight/ postflight
areas of responsibility (Figure 1) after the aircraft is stopped.
c) If the situation does not immediately appear time-critical and
demands additional information before a decision can be taken
(such as when the aircraft has come to rest outside pavement or has
a gear collapse), carry out the EVACUATION checklist initially down
to point #8 (“Advise cabin to evacuate”). Take further action after
obtaining necessary inputs and briefing the crew. Emergency
evacuation procedure must be used if the situation could be time-
critical.
d) Controlled Evacuation. If the PIC determines, in consultation with
the airport RFFS, that the situation is not time-critical, proceed with a
controlled evacuation. A controlled evacuation reduces the risk of
passenger injury in the process of evacuation, which must be
weighed against the risks of injury and loss of life in case of delay in
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evacuating the aircraft and getting passengers and crew to a safe

distance.
e) After completing the Evacuation checklist (seat-oriented actions)
upto point #8 “Advise cabin to evacuate”, on the PIC’s direction, the
F/O will announce “CIC to cockpit” and brief the CCIC on the
modalities of evacuation considering high-risk zones, preferred exits
and assembly points. Then proceed with the remaining items.
f) If the PIC decides that evacuation is NOT necessary, the F/O
shall make the following passenger announcement without delay:
“CABIN CREW AND PASSENGERS PLEASE REMAIN SEATED”
twice and “ALL OPERATIONS NORMAL”
g) Emergency Evacuation. If an emergency evacuation is
considered necessary by the PIC, the following passenger
announcement is to be made: “EVACUATE, EVACUATE,
EVACUATE!”. If time does not permit, it may be left to the judgement
of the CCIC to decide upon the exits to be used. The cabin crew will
independently check suitability of exits and initiate evacuation. After
opening the door in armed mode, the Cabin Crew will check for
proper inflation of the slide and verify that the area is clear of
obstruction, etc. before commencing passenger evacuation from that
exit.
h) Once the aircraft comes to a stop, should any cabin crew member
consider an evacuation necessary, the CCIC shall advise the
Captain of the situation and await a decision. In case of no response
from the cockpit and it appears that the pilots are incapacitated, the
CCIC may initiate evacuation if necessary.
i) Not Possible to Reach the Passenger Cabin: Flight deck crew
shall evacuate the aircraft using flight deck number 2 windows. Once
on ground, assist passengers and direct them away from the aircraft.
j) Possible to Reach the Passenger Cabin:
• PIC:
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o Shall be the last person to leave the flight deck, then

proceed to the cabin and assist in passenger evacuation, as
situation dictates.
o Shall be the last person to leave the aircraft, after
ensuring that all persons have been evacuated.
o Evacuate the aircraft through the aft exit if possible, or
any other suitable exit.
o On ground, take command of operation until the arrival of
the rescue units.
• First Officer:
o Shall proceed to the cabin.
o Assist in passenger evacuation as situation dictates.
o Evacuate the aircraft through any suitable exit.
o Assist passengers on the ground and direct them away
from aircraft.
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STANDARD OPERATING
1.5.1 Takeoff
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STANDARD OPERATING
1.5.2 ILS Approach
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STANDARD OPERATING
1.5.3 Approach (VNAV)
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1.5.4 Approach (V/S)
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STANDARD OPERATING
1.5.5 ILS (One Eng Inop)
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STANDARD OPERATING
1.5.6 Touch and Go Landings
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1.5.7 Go Around and Missed Approach
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STANDARD OPERATING
QUICK-REFERENCE TABLE
Estimated and Required Landing Distance
Ldg
Wt> 78.6 66.3 65.0 60.0 55.0
Config Braking ELD RLD ELD RLD ELD RLD ELD RLD ELD RLD
3 6,670 7,670 5,960 6,960 5,880 6,880 5,560 6,560 5,240 6,240
Good
40 Max
3
5,610
7,900
6,610
9,090
5,040
7,020
6,040
8,070
4,980
6,920
5,980
7,960
4,730
6,540
5,740
7,540
4,480
6,160
5,480
7,160
Normal Medium
Max 7,730 8,890 6,870 7,890 6,770 7,790 6,400 7,400 6,030 7,030
3 7,210 8,300 6,430 7,430 6,340 7,340 5,990 6,990 5,640 6,640
Good
30 Max
3
5,920
8,410
6,920
9,670
5,310
7,470
6,310
8,590
5,240
7,370
6,240
8,480
4,980
6,970
5,980
8,015
4,720
6,570
5,720
7,570
Normal Medium
Max 8,180 9,400 7,240 8,330 7,140 8,220 6,750 7,770 6,360 7,360
Good Max 6,170 7,170 5,500 6,500 5,430 6,430 5,140 6,140 4,850 5,850
15 Medium
3 8,970 10,320 7,890 9,070 7,770 8,940 7,310 8,410 6,850 7,880
Eng Inop Max 8,650 9,950 7,600 8,730 7,480 8,610 7,030 8,090 6,580 7,580
ELD: Estimated Landing Distance, derived from QRH PI: includes air distance of 1,000 ft from threshold to touchdown.
RLD: Required Landing Distance, determined by applying a factor of 1.15 to the ELD, or margin of 1,000 ft over ELD (whichever is higher).
Parameters: Pr Altitude 1,000 ft Slope Nil Winds Calm
Temp SA + 20ºC Auto speedbrakes One reverser
To accurately apply prevailing parameters, refer QRH.PI.11.x
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RECOMMENDED PRACTICES
RECOMMENDED
PRACTICES
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2.1.1 Checklists
a) Checklists are normally used after the associated procedure is
complete. This provides two levels of safety; first execute as part of
procedure by scan-flow, then verify that the action is done when the
checklist challenge is read out, before moving to the next item. No
checklist is to be read out by memory (without reference to the
physical checklist). Pause of a checklist is to be announced by the
call “HOLD(ING) AT ___”. Resume on call “CONTINUE___
CHECKLIST”. Completion of each procedure/ checklist must be
announced “___ PROCEDURE/ CHECKLIST COMPLETE”.
b) Where responses are assigned as Captain/ F/O, responsibilities
are seat-oriented. When assigned as PF/ PM, responsibilities are
role-oriented. Where the PIC occupies the right seat, he performs
actions assigned to F/O while the aircraft is stationary and
according to role (PF/ PM) when it is not.
2.1.2 Supplementary Procedures

a) Supplementary procedures are provided in FCOM Vol.1. Section
titles correspond to the respective chapter title for the system being
addressed except for the Adverse Weather section, which contains
procedures that are accomplished ‘as required' rather than
routinely. (Adverse Weather Operation, Engine Cross-bleed Start,
No Engine Bleed Takeoff and Landing and so on.)
b) At the discretion of the Captain, a supplementary procedure may
be performed by memory, by reviewing the procedure prior to
accomplishment, or by reference to the procedure during its
accomplishment.
2.1.3 Critical Flight Actions

a) Pilots are to crosscheck flight crew critical actions such as:
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• Configuration changes
• Heading, altitude, altimeter and airspeed (bug) settings
• Transfer of controls
• Changes to MCP/FMS and radio navigational aid tuning
during an instrument approach procedure
• Performance calculations including FMS entries.
b) When the word “Confirm” in a checklist indicates the requirement
for both pilots to verbally agree before action is taken. During in-
flight non-normal situations (except in the case of loss of thrust on
both engines), verbal confirmation is required for:
• An engine thrust lever
• An engine start lever
• An engine, APU or cargo fire switch
• A generator drive disconnect switch
• An IRS mode selector, when only one IRS has failed
• A flight control switch
This does not apply to the Loss of Thrust on Both Engines checklist.
2.1.4 Documents on Board

a) The following documents shall be carried on board all flights
(DGCA CAR section 2 series ‘X’ Part VII):
i. Certificate of Registration*
ii. Certificate of Airworthiness*
iii. Airworthiness Review Certificate (ARC)*
iv. Noise Certification*
v. Air Operator’s Permit*
vi. Appropriate Licences for each member of the flight crew
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vii. Aeromobile Radio Operators’ Licence for Radio

Communication apparatus*
viii. Journey Log Book or equivalent documents approved by the
DGCA
ix. Flight deck and Emergency Check List
x. Aeroplane search procedure checklist*
xi. Certificate of Flight Release/ Maintenance
Release/Certificate to release to service
xii. LOPA (Layout of Passenger Arrangements) *
xiii. Emergency and Safety Equipment Layout*
xiv. Weight Schedule*
xv. Loadsheet
xvi. If carrying passengers, a passenger manifest
xvii. If carrying cargo, a manifest and detailed declaration of the
cargo
xviii. If carrying dangerous goods, a list of such goods. The list
must be specifically brought to the notice of the PIC before
the flight.
* Filed in the Engineering Folder
b) The Flight crew must check all documents in accordance with
the Preliminary Pre-flight Procedure. Following are the operational
documents must be on board the aircraft:
• Flight deck checklists (including one for exterior inspection)
• Route guides (Jeppesen Manuals)
• Current navigation charts for the planned flight route and
any route along which the flight may be diverted
• EFB and associated equipment and documents as per EFB
SOP
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• RTOW Tabulations Handbook

• Company SOP
• Operations Manuals (A, B, C & D)
• FCOM
• FCTM
• QRH (two copies)
• FPPM
• Minimum Equipment List
• DDG
• Airplane Flight Manual
• SEP Manual and QRH
• EDTO, PBN, RVSM Manual
• Route Manual and Airport Information Guide
• Flight Operations Bulletins (FOBs) folder
• ICAO Emergency Response Guide (ERG)
• Bomb Threat Contingency Plan
• CARNET card
• Flight Safety Report (FSR) forms.
2.1.5 Crew Items

a) Where applicable, crew licences shall bear the individual’s
signature. Crew shall bear responsibility for the validity of their
licenses and certificates and always carry the following:
• Valid BCAS and Company identity cards
• Crew licenses*
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• Radio operators license

• Crew member certificate (CPL/ ATPL or equivalent)
• Applicable valid training certificates for PPC, IR, Route
Check, SEP, GTR, DGR, CRM, LVTO, TCAS, MNPS, EGPWS,
RNAV, RVSM.
• Valid CA-35 (original), medical assessment countersigned
by the pilot
• CAT II/CAT III - Certificate of competence (if applicable)
• DE/TRE/LTC Certificate (if applicable)
• Valid IR/PPC (CA-40/41)/ Route Check (CA-42) form copy
• For Route Checks, carry fully updated log book
• Passport (for all International flights)
• Serviceable and suitable flashlight
• Is required to wear corrective lenses, a spare set must be
carried and readily available.
* In case the license is submitted to DGCA, for domestic sectors
the pilot must carry a certificate (‘Annexure B’) issued under the
seal and signature the Chief of Operations or Chief of Training.
b) For all flights, including QTA flights or as SOD, pilots should
carry adequate clothing, etc., so as to be prepared for a diversion or
unscheduled unscheduled overnight layover for any reason.
2.1.6 Tech Log

a) Pre-Flight. Browse the snag history. Verify the tech status of the
aircraft including annotations for RVSM, EDTO, Cat II/III, MEL/CDL
and replenishment of fuel, oils and gasses. The PIC’s signature
against ‘Pilot Acceptance’ indicates acceptance of the following:
i) The aircraft has a current C of A and valid Certificate of
Flight Release,
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ii) The instruments and equipment as prescribed by the

manufacturer are installed and sufficient for the flight/ type of
operation to be undertaken,
iii) All emergency equipment required for the flight are
serviceable and are on board,
iv) The aircraft is satisfactorily loaded with respect to total load
and its distribution and that the load is properly fastened and
secured,
v) It carries sufficient fuel and oil for the intended flight,
vi) The engines are developing the correct power (to be
ensured before takeoff),
vii) Various documents required for the flight are valid and on
board,
viii) There is no physical damage apparent during the walk
around inspection,
ix) Sufficient length of runway is available for safe takeoff and
line of flight in the takeoff direction is not obstructed,
x) The flight controls are working freely and in the correct
sense,
xi) View of the pilot is not interfered with by any part of the
aircraft structure,
xii) A check has been completed to ensure that the aircraft can
be operated within the approved operating limitations contained
in the C of A/ Flight Manual or other appropriate relevant
documents,
xiii) The operational flight plan has been completed for the
intended flight.
b) Post-Flight. Under ‘Defects Reported/ Observed’, list the MEL
releases carried forward as “MEL:_...... (MEL no.)” and record
details of defects observed in the last flight. Operation of any red-
guarded or wire-locked switches must be recorded. Cabin defects
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that do not affect safety are to be recorded in the Cabin Defects log
book. Cabin defects that affects airworthiness of the aircraft are to
be recorded/ transferred to the technical log book. Deficiencies in
operational documentation (Jeppesen folders, checklist, RTOW
tables, etc.) cannot be addressed by maintenance; these are to be
addressed directly to local Dispatch/ Ops Coordinator.
2.1.7 Deferred Maintenance/ MEL

a) It is possible to dispatch aircraft with unserviceable or missing
components by taking advantage of redundancies provided in the
design. Repair of the unserviceable item may thereby be deferred
so that operations are not immediately disrupted. The company
MEL is based conservatively upon the MMEL issued by the
manufacturer. If an item is not listed in the MEL, dispatch by
deferred maintenance is not permitted. The Dispatch Deviations
Guide (DDG) provides guidance for dispatch the systems or
components unserviceable/ unavailable.
b) Repair Categories:
Category Repair Interval (UTC) *
A………… As specified in the ‘Remarks’ column
B………….3 consecutive calendar days
C………….10 consecutive calendar days
D………….120 consecutive calendar days
* Excluding the UTC day the malfunction was recorded.
c) MEL. Applies to operation with certain unserviceable systems or
components thereof. Additional operational and/or maintenance
precautions may be a pre-requisite for dispatch. The former may
impose modification of procedures, fuel mileage decrement,
additional restrictions on N1 and performance limit weights for
takeoff and/or landing, etc., to mitigate the effect of inoperative item.
d) CDL. Applies to certain items which, if missing, affect the
physical characteristics and/ or performance of the airplane.
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e) Penalties. Penalties to ‘Takeoff, landing and approach’ and/ or

‘Enroute climb’ are specified in kg or stated as ‘Negligible’ or ‘No
penalty’.
• ‘Negligible’: Upto three items may be missing with no
penalty. For each item more than three, a penalty of 46 kg is to
be applied to the takeoff, landing and enroute climb limits.
• ‘No penalty’: Any accumulative number may be missing
without further penalty.
f) Inoperative/missing components cause loss of performance and
fuel mileage. The penalties are stated under the following
categories:
• Takeoff, Approach and Landing. Account for the reduced
takeoff and landing performance by directly applying the total
penalty in this category to all performance (not structural) limit
weights relevant to takeoff, approach and landing, as applicable.
• Enroute Climb. Account for the reduced fuel economy by
first finding the total Enroute Climb penalty. For each 46 kg,
increase the flight plan fuel (sector, contingency, diversion, hold)
by 0.15%.
g) Example: Application of CDL penalties
Sl CDL no. Item Items Enroute Climb
no. missing penalty
i) 53-11-01 Cab vortex generators 4 No penalty
ii) 32-10-07 Wheel well blade seals 3 Negligible
iii) 57-71-01 Spoiler seals 2 Negligible
iv) 57-10-05 Flap support fairing #1 & #8 1 1338 kg
v) 32-41-02 Main gear hubcap fairing 1 68 kg
• Item (i) need not be considered since it has ‘no penalty’.

• There is a total of 5 items [items (ii) and (iii)] with ‘negligible
penalty’ of which any number above 3, i.e., 2 need to be accounted at
46 kg each (46 x 2 = 92 kg). Apply this penalty directly to takeoff
performance limit weights.
• For the total enroute climb penalty, add this penalty to items (iv)
and (v) (92 + 1338 + 68) to total 1498 kg.
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• 1496 ÷ 46 = 32.56. At the rate of 0.15% for every 46 kg, that

amounts to 32.56 x 0.15 = 4.89% penalty.
• Therefore additional 4.89 % fuel burn will be entailed due to the
cumulative effect of all the CDL dispatch items, which needs to be
factored in the fuel planning (Trip, diversion, contingency and reserve
fuel figures).
h) After making the prescribed maintenance (M) procedures the
AME makes an appropriate entry in the tech log (MEL/CDL section
of Section A). The PIC must study the implications of the prescribed
operations (O) procedures on the flight and/ or series of flights to be
operated by the aircraft in this state. If the invoked MEL/CDL is not
acceptable to the PIC, an entry to the effect is to be made in the
Tech Log. An FSR must then be raised, explaining the reasons for
the decision. If acceptable, the PIC must acknowledge the same by
an entry in the Tech Log Special Remarks column “MEL ____DDG
B737-800 procedures noted”.
2.1.8 Aircraft Unserviceability After Pushback/ Start

a) From the time all cabin doors are closed to commencement of
takeoff run, should a system, component or function become
inoperative, proceed as follows:
• Accomplish the appropriate checklist / procedure, if any. If
after application of such procedure the fault is satisfactorily
resolved, the flight may be continued.
• In case the fault is not resolved after application of the
checklist/ procedure, coordinate with ATC to stop the aircraft
and set parking brakes in order to consult the required
document.
• Check the MEL to determine if dispatch in this condition is
permitted. If the defect is not covered by the MEL, no dispatch is
allowed.
• Refer the DDG to ascertain the associated maintenance (M)
and/or operations (O) procedures/ restrictions that are to be
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observed.
b) The PIC may continue the flight and refer the unserviceability to
maintenance upon completion of the flight, if all of the following
conditions can be satisfied:
• The MEL item associated with the defect can be identified.
• All dispatch requirements and (O) procedures given in MEL
and DDG, if any, associated with the MEL item can be satisfied
without the need for a turnback.
• There must be no (M) procedure associated with the MEL
item.
• All actions required by the MEL on the flight deck controls
must be crosschecked and confirmed by both crew members.
• While taking the decision to continue the flight without
turnback, consider the possible need and acceptability of the
MEL release on subsequent sectors and effect that could have
on safety, maintenance and operational aspects.
c) The defect may be accepted without turnback after evaluating
these aspects, but must be recorded at the end of that flight.
d) If the conditions cannot be met, return to the stand and refer the
aircraft to maintenance. The PIC may at his discretion opt to return
to the gate even if the MEL requirements appear to be acceptable.
2.1.9 Dispatch without APU

a) Review suitability of the flight plan. If only APU bleed is inop
(APU generator is available but not the bleed), EDTO flight plan
may be maintained. Review the Supplementary Procedure for
Crossbleed start. Consider the following:
• Jet starter (also GPU in case APU gen also unserviceable)
should be available at departure and destination. Availability of
ground airconditioning is desirable. Ground air-conditioning
should be connected before boarding.
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• Review FCOM SP 7.4 for procedures for Start with Ground

Air Source and Engine Crossbleed Start. Brief ground crew for
start sequence and procedures.
➢ Disconnect the air-conditioning cart prior to Before Start
procedures or earlier and connect the jet starter. Ensure
adequate duct pressure for the start.
➢ Obtain ATC permission “to start one engine at idle power
in the stand and for partial power on one engine after
pushback, with all ground precautions”.
➢ After starting number 1 engine, connect Gen 1 before
disconnecting ground power. Disconnect jet starter.
➢ Verify all ground sources are disconnected before
commencing pushback.
➢ With aircraft on brakes and the tow truck removed after
pushback, confirm area behind is clear before opening
thrust on no.1 engine for the cross-bleed start.
b) During the approach briefing, cover the additional procedures to
be followed on account of non-availability of APU.
➢ GPU must be available when the aircraft is parked in stand
➢ Shut down no.2 engine to enable connection of the GPU.
➢ After it is connected to buses, complete the shutdown
procedure.
2.1.10 Loadsheet
a) The Load and Trim sheet is to be presented for the Captain’s
approval at least 15 minutes before scheduled departure time. The
maximum permitted LMC is for load is 300 Kg and for fuel 1,000 kg.
For changes exceeding these values, a fresh Loadsheet must be
prepared.
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b) It is the responsibility of the Captain to satisfy himself that

passengers / cargo, fuel and other load on the aircraft are properly
distributed and safely secured before commencement of the flight.
c) In case of diversion or a non-scheduled landing at an airport
where Load Control/ Traffic staff are not available for preparation of
trim sheet, the flight crew themselves will prepare the Load and
Trim sheet for the flight. For details of load and trim management,
refer to the Load and Trim Manual.
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d) Sample Loadsheet.
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e) Description of Terms used on the Loadsheet:

Code Description
EDNO Edition number (maximum two digits)
VERSION Configuration code of aircraft
Crew in the flight deck (max 4) /Operating crew
CREW
in the cabin
LOAD IN Total weight of load per compartment numbered
COMPMENTS 1 to 4
PASSENGER/ Total wt of PAX + cabin baggage followed by
CABIN BAG Passenger profile (Male/ Female/ Child/ Infant)
TTL Total no. of PAX on board
CAB Wt of cabin baggage not included in PAX wt
PAX Total seats occupied (not counting infants)
Seats occupied by cargo, baggage and/or mail
SOC
per class
BLKD Fitted seats not available for PAX. or dead-load
LIZFW Loaded index at zero fuel Wt.
LITOW Loaded index at takeoff weight.
LILAW Loaded index at landing Wt.
MAC (Mean Aerodynamic Chord) at ZFW (Zero
MACZFW
Fuel Weight).
MACTOW MAC at Takeoff Weight.
MACLAW MAC at Landing Weight.
STABTO Stab trim setting for Takeoff.
SEAT ROW
TRIM/ CABIN Type of trimming used in cabin area
AREA TRIM
SEATING No of PAX per zone (A to D)
UNDER LOAD Difference between max and actual gross
BEFORE LMC Weight indicated by U
LAST MINUTE
Self-explanatory.
CHANGES
DEST Destination of LMC
SPEC Kind of LMC
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Code Description
Class/compartment position of unutilized /
CL/CPT
additional pax or load
+- Add for Up-load and subtract for Off-load.
WEIGHT Total LMC weight
LMC TOTAL + - Identification of LMC sum total
PAD Passengers available for Disembarkation
2.1.11 Change of Runway at Short Notice

a) Departure. If a runway change is likely, discussing the
parameters during pre-flight briefing helps in smooth adjustment to
the change.
• Charts: Extract relevant taxi, SID and approach charts, as
applicable. Revise expected taxi plan.
• Performance: Review RTOW, assumed temperature. Check
for change in thrust reduction altitude and Engine Out Special
Procedure.
• FMC Route: Revise departure runway and SID, crosscheck
with chart.
• FMC Thrust: Revise takeoff thrust, flaps, assumed
temperature as determined from performance calculations and
thrust reduction altitude.
• MCP: Revise V2, HDG, CRS, ALT as required for SID/MSA.
Arm VNAV/LNAV as required.
• Displays: Revise thrust reduction altitude if required.
• Navaids: Retune navaids as required for the departure.
b) Arrival. If a runway change is likely, discussing the parameters
during approach briefing helps in smooth adjustment to the change.
• Charts: Extract relevant STAR and approach charts, as
applicable.
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• MCP: Revise CRS as required for the approach.

• Displays: Revise DA/DDA.
• FMC Route: Verify STAR parameters, transitions and
approach.
• Navaids: Retune navaids as required for the departure.
• Performance: Revise landing flaps, VREF and autobrakes
as per landing performance and runway exit. Revise taxi plan.
2.1.12 Noise Abatement

a) Noise Abatement Departure Procedure. Some airports require
noise abatement procedures for departure and/or arrival. NADP-1 is
the most commonly used procedure. Set height for ‘Thrust
Reduction’ and ‘Engine Out Acceleration’ to the higher of ‘Flap
Retraction Height’ (RTOW table) or ‘Engine Out Acceleration’
altitude (Special Engine Failure Departure Procedure in FOB or
airfield SOP). Set ‘Acceleration’ height to 3000 ft or as specified for
NADP. Any emergency situation such as engine failure will
supersede NADP. When an engine failure is detected in a VNAV
Figure 6
climb, the thrust-reduction altitude and acceleration height will be
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ignored and the VNAV will command acceleration at the engine out
acceleration height.
b) Noise-related restrictions on use of reverse thrust on the landing
roll, where and when applicable, must be factored into planning and
execution.
2.1.13 Speed Policy

a) Speed restrictions at specific fixes/ altitudes/ flight levels and
generic restrictions in the vicinity of airports must be reviewed in
briefing and respected. When accomplishing a DME arc approach,
enter the DME arc with max 210 KIAS.
b) Speeds may be assigned by ATC/ radar for flow control or
separation. Assigned airspeeds are expected to be maintained
accurately. Advise ATC if an assigned speed adjustment is
excessive or incompatible with operating instructions. When
expecting or experiencing gusty conditions, keep adequate margins
to prevent exceedances.
c) Although bird strikes can occur at higher altitudes, they are more
likely below 6,000 ft Beside the risk of bird-hit, high closure rates
and unstabilised approach are also risk factors.
d) Climb:
• Recommended:
o Below 10,000 ft: Max 250 kts
o At or above 10,000 ft: ECON speed schedule
• Max Speeds:
o Upto 6,000 ft: 250 kts
o Above 6,000 ft, upto 10,000 ft: 300 kts
o Above 10,000 ft: 320 kts / M 0.80
e) Cruise:
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• Recommended: ECON speed schedule

• Max Speed: M 0.80/ 320 kts. 10 kts margin to VMO/MMO /
High-speed and low speed buffet.
f) Descent:
• Recommended: ECON speed schedule
o At or above 10,000 ft: ECON speed schedule
o Below 10,000 ft: 240 kts
• Max Speeds:
o Above and down to 10,000 ft: M 0.80 / 320 kts
o Below 10,000 ft: 250 kts
• Minimum Speed. In case of a requirement to reduce speed
during descent, maintain at least VREF 40 + 100 down to FL
200, and then follow up with flaps-up maneuver speed.
• Deceleration to initial approach speed should commence
latest by 20 NM to touchdown.
g) In case of an ATC requirement to maintain higher speeds, advise
inability and maintain 250 kts or less below 10,000 ft.
h) Approach Speed. When using the A/T down to landing
(autoland), set the command speed to VREF + 5 kts. If the A/T is
disengaged, or planned to be disengaged prior to landing, add one
half of the tower reported steady headwind component plus the full
gust increment above the steady wind to the VREF.
i) When making adjustment for winds, the maximum command
speed should not exceed the lower of VREF + 15kts or landing flap
placard speed minus 5 kts, whichever is lower. In case of a tailwind
condition, do not apply any wind correction (A/T engaged or
disengaged). When tailwinds are reported, the tower observed
surface or TDZ winds shall be used to assess whether winds are
within the aircraft limitation. Any reported gust shall also be
considered for this assessment.
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j) Taxi:
• In the apron/ congested areas, limit speed to 10 kts so that
an immediate stop can be affected if required.
• During sharp turns, limit speed to 10 kts to avoid sideloads.
• On taxiways on or adjoining aprons, limit speed to 15 kts.
• On parallel taxiways or backtracking on runways, limit speed
to 25 kts.
• Before turning on to high-speed exit taxiways after landing,
reduce speed to 20 kts (wet runway) and 30 kts (Dry runway).
2.1.14 Flap Speed Schedules

a) Between V2 and V2+15 kts, limit bank angle to 15º. Begin flap
retraction while accelerating past this (white bug) speed. For a flaps
1 takeoff or go-around, accelerate to flap 1 maneuver speed before
commencing flap retraction.
b) During deceleration, select the next flap selection when
approaching and prior to decelerating below the maneuvering
speed for the existing flap position.
c) Flap Maneuver Speeds.
Flaps Placard Speed Advisory Limit
1 to 5 250 240
10 210 200
15 200 190
25 190 180
30 175 171
40 162 158
2.1.15 Takeoff Minima

a) Do not take-off with RVR/visibility less than standard Cat-I
condition of 550m RVR/800m visibility unless Low Visibility
Procedures (LVP) are in force (irrespective of the actual status or
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availability of a Cat I ILS). Whenever reported visibility is below

800m, then the 550m RVR interpretation applies.
b) Flight operations referring to a takeoff on a runway where the
RVR in any zone is less than 400 m are termed as Low Visibility
Takeoff Operations (LVTO). Use of takeoff minima less than 400 m
requires additional flight crew training and qualification. Air India
Express is authorized LVTO minima of down to 125m RVR.
c) The following aspects are to be noted for execution of low
visibility takeoff:
• Supervised takeoff and landings are not permitted.
• Full takeoff thrust rating is to be used.
• Required RVR/ VIS must equal or exceed the values given
in the table below for different conditions.
2.1.16 Takeoff Alternate

a) The following criteria will be applicable to takeoff alternate:
• A takeoff alternate aerodrome shall be selected and
specified in the operational flight plan, which should have
weather conditions and facilities suitable for landing the
aeroplane in normal and non-normal configurations.
• Any limitation related to one-engine-inoperative operations
shall be taken into account; the aeroplane should be capable of
climbing to altitudes which provide adequate obstacle clearance
and navigation signals enroute to the takeoff alternate.
• Available information shall indicate that, at the estimated
time of use, the conditions at the selected alternate will be at or
above the operator’s established aerodrome operating minima
for that operation and in any case not lower than Cat-I minima
(where ILS is available).
b) The takeoff alternate aerodrome should be located within the
following distances from the aerodrome of departure:
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• Non-EDTO Dispatch: One hour of flight time at a one-

engine inoperative cruising speed, calculated in ISA and still-air
conditions using the actual takeoff weight; or
• EDTO Dispatch: Where an alternate aerodrome meeting the
distance criteria of para (a) above is not available, the first
available alternate aerodrome located within the distance of
approved maximum diversion time (120 min) considering the
actual takeoff weight. This provision is applicable if the aircraft
has been dispatched in accordance with applicable EDTO
requirements (even if the affected flight does not involve EDTO).
2.1.17 Alternate Aerodrome Operating Minima for Dispatch

a) A flight shall not be continued towards the destination unless the
latest available information indicates that at the expected time of
arrival, a landing can be affected at destination or at least one
destination alternate.
b) Alternate aerodrome operating minima are to be used as a
planning tool for dispatch of a flight. After commencement of the
flight, the authorized DA or DDA for the approach and associated
visibility/RVR may be used. The following minima apply for
destination and enroute alternate.
Approach Facility Ceiling DA/DDA RVR
Configuration
For airports supporting one Authorised Authorised
approach and landing DA/DDA plus an visibility plus
operation increment of 400 ft an increment
of 1,500 m
For airports supporting at Authorised Authorised
least two approach and DA/DDA plus an visibility plus
landing operations, each increment of 200 ft an increment
providing a straight-in of 800 m
approach and landing
operation to different,
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Approach Facility Ceiling DA/DDA RVR

Configuration
suitable runways
For airports with a published Cat II: ceiling of at Cat II: RVR at
Cat II or Cat III approach and least 300ft, or least 1,200m
landing operation, and at or,
Cat III: ceiling of at
least two approach and
least 200ft Cat III: RVR
landing operations, each
at least 550m
providing a straight-in
approach and landing
operation to different,
suitable runways (applicable
to qualified crew).
Note 1: Conditional forecast elements need not be considered
except that PROB 40 or TEMPO condition below the lowest
applicable minima must be taken into account.
Note 2: When determining the usability of a runway/ IAP, the
value of wind forecast (including gust) must be within operating
limits applicable to the state of visibility and runway surface.
Note 3: When dispatching under the provisions of MEL, the
MEL limitations affecting instrument approach minima must be
considered in determining alternate minima.
Note 4: The term “suitable runways” will account for factors
such as crosswind/ tailwind components, LDA, runway surface
that shall be within aircraft limitations. Reciprocal runways of the
same surface are considered ‘different’ for this interpretation.
2.1.18 AOM and RVR Requirements

a) Touch-down zone RVR needs to be reported for CAT – I
operations and will always be controlling. However, if any other
RVR is reported and is relevant (that part of the runway required
during the high-speed phase of the landing, down to a speed of
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approximately 60 kts), it also becomes controlling. Minimum Mid

and Roll out RVRs as per CAR AWO are as follows:
TDZ RVR MID RVR ROLLOUT RVR
CAT 1 550m 125m 125m

b) Restricted AOM. Newly released Captains shall add the following
to the applicable approach minima until experience of 100 hours as
PIC on type is achieved:
i) DA(H) or MDA(H): + 100 ft
ii) VIS/RVR: + 400m
c) Required Visual Reference. A pilot may not continue an
approach below DA or DDA unless at least one of the following
visual references for the intended runway is distinctly visible and
identifiable to the pilot:
i) Elements of the approach light system
ii) The threshold:
o Threshold markings
o Threshold lights
o Threshold identification lights
iii) Visual glide slope indicator (VASI/ PAPI)
iv) Touchdown zone or touchdown zone markings
v) Touchdown zone lights
vi) Runway edge lights.
2.1.19 Converted Meteorological Visibility (CMV)

a) RVR is a measure of visibility more closely related to approach
and landing conditions as compared to visibility. In cases where
RVR is not reported, a pilot may derive RVR/ CMV from reported
visibility by using a mathematical conversion, to assess the
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feasibility of an instrument approach. Jeppesen approach charts

depict only RVR values, except where CMV or VIS values are
published by the State as AOM.
Lighting Elements in Operation RVR/CMV
= Reported MET VIS x
Day Night
HIALS and HIRL 1.5 2.0
Any type of lighting installation other 1.0 1.5
than above
No lighting 1.0 N/A
b) CMV shall only be used by flight crew in-flight and not as a
planning tool for dispatch of a flight. Where the state publishes a
CMV value as minima, “CMV” is mentioned under visibility minima
on the relevant approach chart.
c) If the RVR is reported at being above the maximum value
assessed by the aerodrome operator, e.g.: “RVR more than
1,500m”, it is not considered to be a reported RVR in this context
and the conversion table may be used.
d) CMV must not be applied for either of the following:
i) For takeoff
ii) For calculating any other required RVR minimum less than
800m
iii) When reported RVR is available
iv) For any visual / circling approaches
v) When reported visibility is below 800m and RVR
(instrumented or human observation) is not available
vi) Where the configuration of ALS is unknown or is less than
420m.
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2.1.20 Approach Minima

a) Instrument Approaches. India publishes state Airport Operating
Minimums (AOM). Jeppesen published minimums are not below
state minimums. Minima depicted on the applicable Jeppesen
charts are to be respected for approach, takeoff or filing as
alternate. For takeoff, use higher of minima specified on AIC
Minimums sheets (indexed 10-9A or 11-0) or applicable approach
charts respectively.
b) Visual Approaches. For straight-in visual approaches, use higher
of the associated non-precision approach minima or minimum
visibility/RVR of 3,200 m. If a circling approach is necessary, the
ground visibility shall not be less than 5 Km.
2.1.21 Approach Ban

a) The PIC shall not continue an instrument approach beyond the
Approach Ban Point if the reported RVR/Visibility is below the
applicable minimum. The approach ban point is defined as:
• 1,000 ft above the aerodrome on approach; or
• The point where the final approach segment is joined.
b) If, after entering the final approach segment or descending below
1,000 ft AFE, the reported RVR/visibility falls below the applicable
minimum, the approach may be continued to DA/H or MDA/H.
Below minimums the approach may be continued to landing
provided that the required visual reference is established at the
minimums and is maintained. If adequate visual reference is not
established or the approach is not feasible at minima, a missed
approach will be carried out.
c) Approach Ban policy and definition of Approach Ban Point
specific to the country must be known. Variations to definition of
Approach Ban Point:
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• Kuwait. Outer marker or equivalent position. Where no such

point exists, 1,000 ft above aerodrome on final approach
segment.
• UAE. 1,000 ft above aerodrome, irrespective of alignment on
approach.
2.1.22 Minimum Runway Marking/ Lighting: ILS CAT 1 OPS

a) For takeoff and landing upto Cat 1, the following are the
minimum runway marking/ lighting requirements (refer DGCA CAR
Sec 8 Series C Pt 1 on AWO):
Approach Runway Aid Day Night
Type
Approach lights Revise minima# Revise minima #
Visual or Runway edge/ Recommended Required
Non- threshold/ end lights
precision Runway centreline Not required Not required
approach lights
VASI/ PAPI Recommended Required
Approach lights Revise minima # Revise minima #
Runway edge/ No effect Required
ILS CAT 1 threshold/ end lights
Runway CL lights Not required Not required
VASI/ PAPI Recommended Required
# Minima to be revised for ‘ALS Out’/ BALS/ IALS or as applicable.
b) If a failure is announced or apparent below 1,000 ft, the
approach may be continued at the discretion of the PIC, taking into
account the revision to minima caused by the failure.
2.1.23 Adverse Weather / Monsoon Operations

a) Adverse weather operations encompass those operations
conducted in weather conditions that impose challenging conditions
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such as low ceilings, poor visibility and degradation of surfaces due

to rain, snow, ice, sleet and other contaminants associated with wet
and cold weather.
b) Adverse weather prevails in one part of our network or another at
different times of the year and is not bound to any specific season.
The period of adverse weather is reckoned by actual and forecast
weather conditions at an aerodrome (departure, destination and
alternate). Requirements of the CAR are to be complied with
whenever weather conditions are adverse, during or beyond pre-
monsoon, monsoon or post monsoon periods.
c) Rostering. Both pilots must be qualified for monsoon operations.
Minimum total flight deck experience level of the crew as PIC and
Co-Pilot should not be less than 500 hrs on type. A pilot who has
less than 100 hrs on-type experience as PIC or has obtained
endorsement prior to or during monsoons may continue flying as
PIC during the monsoon season provided the co-pilot has a
minimum of 1,000 hrs on type and has a minimum of two monsoon
seasons’ experience on type. (In the context of crew experience,
the months April to September are considered as the monsoon
season.)
d) The Captain must have at least 100 hrs PIC experience on type
before being released as PIC during adverse weather conditions
unless the pilot has operated as P2 on type for a minimum of three
monsoons prior to obtaining PIC rating. Until the 100 hrs are
achieved, the Captain must be paired with a P2 who has a minimum
of 1,000 hrs on type and has a minimum of two monsoons on type.
e) Planning
i) Weather Forecast. Review the weather reports, trend and
forecast (METAR and TAF) for the departure, destination and
alternate airports, synoptic information and satellite images.
‘PROB’ forecast or ‘TEMPO’ due to TS, RA or DZ need not be
taken as limiting. However, ‘TEMPO’ due to fog, haze or mist
forecast to be below minima must be considered as limiting
minima and factored into planning. An airport requiring a Cat I/
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II/ III landing must not be designated as alternate unless the

aircraft and crew are qualified for such a landing. Before
dispatch, confirm that at the time of arrival, a landing can be
affected at destination, or at least one alternate aerodrome
(Refer “Alternate Aerodrome Operating Minima for Dispatch”).
ii) Fuel Planning. A list of preferred alternates, considering
seasonal weather and availability of assistance, standby crew,
etc. is updated periodically and must be used to guide decision-
making. The Captain may at his discretion, uplift additional fuel
to ensure adequate holding time over destination and/or
diversion to the farther alternate where weather is forecast to be
conducive for landing.
iii) MEL Requirements. MEL/DDG and individual airport SOPs
should be consulted to check that unserviceable items do not
affect adverse weather performance. The following equipment
shall be serviceable when operating to/ from airports where
adverse weather/monsoon conditions exist or are forecasted
during the time of operation:
o Weather Radar
o Windshield Wiper
iv) Tire Condition: Tires are considered fit for operation if at
least 20% of original tread remains and there are no flat/ bald
patches. If there is a doubt as to the condition of tires, a PDR
entry should be made and aircraft accepted after Maintenance
certifies the tires are fit for use.
v) Autobrake. While desirable, autobrakes are not mandatory;
its serviceability status does not alter the aircraft performance
provided antiskid is operational.
vi) Flight deck windows should be clean.
vii) CRM. Supervised Takeoff and landing is not permitted in
actual adverse weather monsoon conditions.
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viii) RTOW. Apply appropriate corrections for wet/ contaminated

runway. Ensure actual takeoff weight is within limits and apply
appropriate V-speed corrections.
f) Taxiing. Recommended taxi speed is 15 kts. On straight taxi
tracks not adjacent to aprons, speed may be increased to a
maximum of 20 kts to comply with ATC requests. Reduce taxi
speed to 10 kts before sharp turns.
g) Takeoff.
i) Rain/ Windshear- If the airfield is affected by TS/ windshear
or if heavy rain is expected immediately after getting airborne,
wait for the rain to pass. If the runway is affected by continuous
moderate to heavy rain, consider applicability of slush/standing
water performance and delaying departure to give time for water
to drain adequately from the runway. On a contaminated runway
surface, max crosswind is 15 kts.
i) Avoid use of Flaps 1 for takeoff in gusty conditions.
ii) Thrust. Use Max Takeoff Thrust if runway is contaminated or
windshear is expected. Reduced thrust takeoff may be carried
out on wet runways at the Captain’s discretion.
iii) Performance. Use RTOW tables for wet runway or apply
corrections for contaminated runway, as applicable.
h) Enroute. In flight, monitor the weather and trend at destination
and alternates, so as to be prepared for the dynamic scenario and
take appropriate decisions well in time.
i) Landing Performance. For all landings, LDA should equal or
exceed ELD (unfactored distance including 1,000 ft of air distance
from threshold to full stop, as derived from the QRH/ FPPM) by a
margin of 15% or 1,000 ft, whichever is greater. Where preferred
runway exits are specified by ATC, the distance effectively available
must be factored in planning of landing flaps and autobrakes. The
QUICK-REFERENCE TABLE may be used if time is a constraint.
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j) Wet Runway. While estimating landing distance when braking

action is not reported, use reported braking action ‘Good’ for wet
runway and ‘Medium’ if the runway appears contaminated (i.e.,
landing in or immediately after moderate rain, or if water patches
are reported). If the landing is must be made in continuous
moderate-to-heavy rain or if braking action is reported as medium,
in addition the ELD is to be estimated without the benefit of reverse
thrust (NO REV) so as to be conservative. In practice, the reversers
should be fully utilised. Landing in continuous moderate to heavy
rain must be avoided and, if unavoidable, must take into account
‘Poor’ braking action.
k) Approach and Landing. Approach briefing shall include the
following:
i) Supervised takeoff and landings are not permitted in actual
adverse weather conditions.
ii) Data pertaining to ALD, RLD and LDA for the prevailing
conditions must be discussed in the approach briefing.
iii) ILS approaches are to be preferred over non – ILS
approaches. For non – ILS approaches, CDFA procedure
should be used.
iv) For non-precision approaches, discuss the expected runway
orientation with respect to the aircraft to the final approach path.
v) Strictly comply with the Stabilized Approach (SAp) criteria.
Do not hesitate to go-around if approach is unstabilized or visual
reference is temporarily lost below DA/DDA, or when it is not
possible to land in the touchdown zone.
vi) Crosswind. Company crosswind limits as per SOP (Airplane
General).
vii) Approach and Landing. If heavy rain patches are expected
across landing path near the threshold or near DA/DDA,
consider delaying the approach until passage of the rain. Unless
gusty winds are anticipated, plan a Flaps 40 landing to minimize
landing distance.
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viii) Wipers. If relevant, brief PM on use of windshield wipers.

ix) Diversion. Review weather and trend at alternate airfields,
prioritise alternates.
l) Landing Roll. Do not land short of the touchdown zone. Aim to
make a firm landing 1,000 ft down the runway. A firm landing does
not mean a hard landing, but rather a deliberate or positive
touchdown in the desired touchdown zone. On very slippery
runways with crosswind, touchdown firmly with crab angle; when
armed, speedbrakes and auto brakes operate sooner when all main
gear touch down simultaneously. Verify speed brake is deployed,
and if required deploy it manually. Without delay select reverse
thrust and apply adequate and symmetrical reverse thrust and
maintain until stop in the desired zone is assured. Lower the nose
smoothly. Verify auto brakes are functioning normally. If required,
use manual braking. Consider the threat of viscous aquaplaning in
the touchdown zone towards the stop end of runway due to rubber
deposits and adjust deceleration accordingly.
m) Missed Approach. After a weather – related missed approach,
only one subsequent approach is permitted. Before commencing
the another approach the Captain should be confident that the next
approach has high probability of success and there is adequate fuel
to divert in case the second approach too ends in a missed
approach. After two missed approaches due to weather, it is
mandatory to divert.
n) In case of missed approaches due to reasons other than weather
(e.g., ATC requirement, unstabilised approach, etc.), the Captain
may review all aspects and decide to attempt more than two
approaches provided adequate fuel for diversion will be available
after the approach. Deterioration of performance due to fatigue on
successive approaches must be considered.
o) The airline follows a non-punitive policy for go-around and
diversion. No punitive action will be taken for executing a go-around
or diversion in the interest of safety.
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2.1.24 TCAS
a) Avoidance of False TCAS RAs. In order to avoid High Vertical
rate (HVR) encounters leading to false RAs, regulations require
aircraft to maintain vertical rate less than 1,500 ft/min through the
last 1,000 ft of climb and descent, when made aware of another
aircraft at or approaching an adjacent level.
b) Reduce the aircraft vertical rate to 1,500 ft per min or less when
the airplane is 2,000 ft to level off altitude. Only if required, restrict
the vertical rate further to 1,000 ft/min when within 1,000 ft to level
off
altitude. Variations:
• Qatar. Vertical speed in the last 1,000 ft of climb or descent
should not exceed 1,000 ft/min. Pilots must ensure that the
aircraft neither undershoots nor overshoots the target level by
more than 150 ft, manually overriding if necessary.
c) Traffic Alert. Maintain vigilance for conflicting visual traffic. In
case of a TA, switch on fixed landing lights and runway turnoff lights
and adjust ND range to enable close monitoring of the traffic. Do not
initiate a maneuver unless directed by ATC or a TCAS RA.
d) Resolution Advisory. In case an RA is encountered, follow the
RA commands and advise ATC (“TCAS RA” while carrying out the
maneuver and “CLEAR OF CONFLICT” after the conflict is
resolved). Report on the appropriate ATS unit (by VHF/ HF) at the
earliest stating details of altitude, position and identification of the
intruder aircraft (if recognized). An AIRMISS report is to be raised
after landing.
2.1.25 Weather Avoidance

a) Avoid CBs laterally by at least:
ii) 10 NM when OAT is warmer than freezing
iii) 15 NM when OAT is cooler than freezing
iv) 25 NM when at or above FL 250.
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b) Icing. For departure in icing conditions, review FCOM

Supplementary Procedures for adverse weather operations. Icing
conditions exist when OAT (on the ground) or TAT (in flight) is 10˚C
or below and any of the following exist:
• Visible moisture (clouds, fog with visibility of one statute mile
[1,600m] or less, rain, snow, sleet, ice crystals, and so on) is
present
• Ice, snow, slush or standing water is present on the ramps,
taxiways, or runways.
c) Ice Crystal Icing. Ice crystal icing may be encountered over or
close to the top of convective clouds with little or no weather radar
returns. Ice crystal icing is indicated by TAT rising to and remaining
at 0º C, with visible moisture, possibly accompanied by appearance
of rain on the windshield at temperatures too cold liquid water to
exist. Ice crystals do not stick to cold airplane surfaces, but could
accumulate and then shed in the engine, causing vibration, power
loss and damage. Likely areas of High Ice Water Content (HIWC)
must be avoided. If ice crystal icing is suspected, carry out the Ice
Crystal Icing NNC.
d) Hail. Flight through hail can result in considerable airframe
damage. Maintain safe vertical and lateral spacing from mature Cb
cells. Hail could be encountered outside the visible extent on the
downwind side below an anvil and below 10,000 ft laterally within 2
NM of Cb clouds. Hail prediction is available on the weather radar of
G-series aircraft.
2.1.26 CAT and Wake Turbulence

a) CAT is a potential safety hazard that could hit without warning.
The following observations could indicate the presence of CAT:
i) SR (Shear Rate) of 4 or greater on the CFPL
ii) Vertical shear of 5 kts or greater per 1000 ft
iii) On isobaric charts, 20 kt isotachs spaced closer than 60 NM
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iv) 0º Isotherms closer than 2º latitude

v) Curving jet streams
vi) Pressure ridge lines.
b) As far as possible, the CCIC must be briefed about expected
turbulence so that service is stopped and the cabin and galley are
secured in time. Maintain the ‘Seat Belts’ sign on for the duration of
anticipated or actual turbulence where safety could be a concern.
Cabin Crew will make appropriate announcements.
c) Maintain TURB speed when moderate to severe turbulence is
anticipated or encountered. If severe turbulence is encountered
(large and abrupt changes in attitude/ altitude and large variations in
IAS, occupants forced violently against seat belts, etc.), use the
Turbulence procedure listed in the FCOM (SP.16.24). While
maneuvering in severe turbulence and/ or to avoid weather within
5,000 ft of MAX ALT, limit bank angle to 10º. After the situation has
passed, remember to restore the bank limit to 25º.
d) Turbulence at or near maximum altitude can momentarily
increase angle-of attack and/ or cause IAS to drop and activate the
stick shaker. Maneuvering further reduces the margin to buffet
onset and stick shaker. Lack of thrust margins could then
necessitate descent to recover airspeed. Aim to keep a margin of at
least 10 kts to both upper and lower amber bands at all times to
avoid clacker/ stick shaker warnings.
Figure 7
e) Wake Turbulence. A departing aircraft generates symmetrical

wingtip vortices while it is airborne, with strongest vortices when the
generating aircraft is heavy, clean and slow. When close to the
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ground, the wake is arrested about half-wingspan above the

ground. A light quartering crosswind can make the upwind vortex
linger close to the trail of the departing aircraft. The wake descends
initially at the rate of about 400 to 500 ft/ min for about 30 sec, the
rate decreasing with time. The wake vortex normally descends to
between 500 and 900 ft below the flight path and about 5 NM
behind the airplane. It may remain significant in strength in this
plane, upto 25 NM behind and down-wind of the generating aircraft.
f) Wake Avoidance Enroute. Wake of aircraft operating on the
same/ converging track encountered need not normally be
considered significant, given the 2,000 ft vertical separation. If
crossing 1,000 ft under a heavy or super-heavy category aircraft is
anticipated, apply SLOP as per procedures applicable for the
airspace. Consider the effect of crosswinds; avoid offsetting towards
downwind side of the airway.
g) Wake Separation in Terminal Area. Encounter with wake of other
traffic in the terminal area is more probable and could be more
persistent. Flying at or above the flight path of the preceding aircraft
provides the best method of avoidance. The proposed ICAO
Enhanced Wake Turbulence Separation (eWTS) seven group Re-
categorisation (RECAT) is applicable in Dubai TMA (Refer UAE AIC
40/2020 dated 03 Dec 2020 for details). In all other airspaces where
standard three group (Heavy, Medium and Light) system is
followed, separation applied to aircraft operating directly behind a
heavy jet (or B757) at the same altitude or less than 1,000 ft below
is as follows:
i) Medium landing behind Heavy (or B757) – 5 NM.
ii) Medium landing behind Super (A380-800) – 7 NM.
h) Departure. The following minimum separation is required to be
applied:
i) Two Minutes: Behind a Heavy (H) jet (or B757) from the
same threshold.
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ii) Three Minutes: Behind a Super (A380-800) from the same

threshold.
iii) Three Minutes: Behind a heavy jet (or B757) from an
intersection on the same runway.
iv) Four Minutes: Behind a Super Heavy jet from an intersection
on the same runway.
2.1.27 Windshear
a) Some of the clues to the presence of wind shear are:
• The Flight Plan indicates ‘Shear Rate (SR) 4 or greater at
cruise waypoints in the zone
• Prognostic chart indicates turbulence.
• Weather radar indications of thunderstorms in the vicinity of
the aircraft path
• Pilot reports
• Virga (rain that evaporates before reaching the ground)
• Expanding patches of dust seen along the surface
• Low level wind shear alerting system (LLWAS) warnings
• On-board predictive windshear system.
b) The following precautions are recommended when windshear is
suspected:
i) Departure:
o Consider delaying takeoff.
o Use max takeoff thrust.
o Avoid use of Flaps 1 for takeoff unless necessary due to
climb or obstacle constraint.
o Use the longest runway that provides safe takeoff and
climb path
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o Consider increasing VR to that for the performance-

limited gross weight, but not more than VR + 20 kts for the
current weight. If windshear is encountered at or beyond the
VR for actual gross weight, do not delay rotation but not
beyond the last 2,000 ft of runway.
o Delay lowering of attitude from the initial climb-out
attitude until adequate clearance from terrain is established
and clear of windshear.
ii) Arrival
o A go-around should be initiated immediately if
indications of windshear exist.
o Plan a Flaps 30 landing.
o Establish SAp parameters early.
o Maintain a VAPP upto 15 kts higher than VREF (not
more than landing flap placard speed minus 5 kts) for the
expected landing weight. Maintain the gust correction until
commencement of flare but do not allow the aircraft to float.
o Prefer the longest runway that affords a clear path for
approach and missed approach.
c) Low-level windshear could hit without notice and suddenly
demand the highest levels of flying skills and energy management
on the part of the PF. Be alert for unacceptable flight path
deviations and EGPWS predictive windshear warnings and initiate
the windshear escape maneuver without delay. PM is to call out
changes in vertical speed until clear of windshear. After the
windshear zone has been traversed, make prompt changes to
attitude and thrust to re-establish the desired flight path.
2.1.28 Choice of Flaps

a) Takeoff. Certified takeoff flaps are 1,5,10,15 and 25. Use the
optimum flap for takeoff performance. If conditions permit, consider
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using the larger flap setting for shorter takeoff distance and better
tail clearance.
b) Maneuvering. For low-speed maneuvering to comply with
procedure restrictions or ATC speed requirements, use flaps 1, 2,
5,10,15 or 25 (with gear extended for flaps 15/ 25). Flap maneuver
speed is the recommended minimum operating speed for takeoff
and landing operations, which guarantees full maneuver capability
or at least 40º bank (25º bank + 15º overshoot) to within a few
thousand feet of airport altitude. Maintain speed not exceeding
placard speed minus 5 kts and not below corresponding flap
maneuver speed indicated on the PFD.
c) Landing. Certified Landing Flaps are 15, 30 and 40.
Considerations should be given to runway, weather, noise
abatement and fuel when deciding landing flap settings. Account for
requirement to vacate the runway via ATC-assigned runway exits,
which could impose a requirement for shorter landing distance.
When conditions permit, use a flap setting that balances the
requirements to minimize braking and runway occupancy time.
d) For normal landings, use Flaps 30 for better noise abatement
and reduced flap wear/loads. Use Flaps 30 for approach in
conditions of expected or known windshear/gusts.
e) Use Flaps 40 to minimize landing speed and landing distance.
Landing with Flaps 40 is recommended when:
• Landing in tailwinds
• Glidepath angle greater than 3º
• For non-precision approaches
• When LDA (accounting for runway vacation requirements) is
8,000 ft or less
• Runway wet/ light to moderate showers are expected.
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2.1.29 Autobrake Selection

a) Smooth and steady deceleration minimizes strain on the airframe
and brake units, while maximizing passenger comfort. Evaluate the
braking requirement for the prevailing conditions from the QRH PI
chapter to obtain Estimated Landing Distance (ELD). Required
Landing Distance (RLD, which is the ELD increased by a margin of
15% or 1,000 ft, whichever is more) must be less than the total
LDA, particularly in wet/ monsoon conditions. Where preferred
runway exits are specified by ATC, the distance effectively available
must be factored in planning of landing flaps and autobrakes. The
QUICK-REFERENCE TABLE may be used if time is a constraint.
b) For landing in continuous moderate to heavy rain or when
braking action is reported as medium, in addition assume reverse
thrust not available (only for planning; during the landing, reverse
thrust may be applied as needed). Landing in heavy rain is not
recommended.
c) Choose a landing flaps - autobrakes combination that ensures
RLD less than LDA for the prevailing conditions. This ensures
smooth deceleration with minimum brake heating.
• Autobrake MAX: Used when minimum stopping distance is
needed.
• Autobrake 3: With AB-3, brake units need to absorb twice
the kinetic energy as compared to AB-2. This setting should be
used when landing rollout distance is limited vis-à-vis RLD
estimated for appropriate braking in rain or when runway is
slippery.
• Autobrake 1 or 2: If rollout distance is not a constraint, use
AB-1 or AB-2 for moderate deceleration suitable for routine
operations.
2.1.30 Autoland
a) Autoland may be carried out under the following conditions:
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• Crew is qualified
• Aircraft is recent (if not, then certified by AME) and not
restricted from autoland operations
• The facility and procedure are certified for Cat II/ III.
• For actual or practice autolands, the runway must figure in
the current ‘List of Airfields Authorised for Practice Autoland’
with weather above Cat-I minima unless crew, aircraft and
airfield are qualified for Cat-II/ IIIA or IIIB approach and LVP in
force.
b) If a dual-autopilot ILS approach is planned, all autoland
procedures, callouts and emergencies must be revised prior to or
during the destination briefing. In case the autopilots are
disengaged below 400 ft RA, be prepared with sufficient forward
control column force to counter the nose-up trim and hold the
desired pitch attitude.
c) It must be remembered that and lobe distortions and signal
interference is possible beyond certified limits of the beam. Further,
ILS critical areas are not protected unless LVP is in force. Lobe
distortions, such as those caused by aircraft or vehicular movement
in the beam, usually last a very short time and are handled by the
AP in attitude stabilising mode. However, persistent ILS beam
bends or disturbance at critical times could cause sudden and
unexpected flight control movements at very low altitudes or during
the landing/ rollout. It is therefore necessary to be at heightened
alertness; closely guard flight controls and be prepared to
disengage the AP and A/T for manual landing or go-around.
d) As Company policy, autoland with one engine inoperative is not
permitted. For details of LVO and autoland operations, refer to
‘LVTO/Cat II/ Cat III A&B Reference Booklet’.
2.1.31 VNAV: Approach Preparations

a) The following aspects are to be considered while preparing for a
VNAV Approach:
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• Select the approach procedure from the arrivals page of the

FMC. Tune and identify appropriate navaids. At least one GPS
or one DME must be operational.
• Verify that the approach has one of the following features:
o a published GP angle on the LEGS page for the final
approach segment
o an RWxx waypoint at the approach end of the runway
o a missed approach waypoint before the approach end of
the runway, (for example, MXxx).
• For procedures where final approach course fix (CFxx/ CIxx/
CDxx) is coded with “at or above” altitude constraints, consider
revising the FACF altitude constraint to “at” (hard constraint).
This enables a shallower path before the FAF, permitting easier
deceleration for flap and gear extension.
• Do not add or delete waypoints from a database procedure.
If an additional waypoint reference is desired, use the FIX page
and do not modify waypoints on the LEGS page.
• If the approach is constructed using manual entry of
waypoints (in case of approach not available in database), then
the approach shall be carried out using V/S mode with
continuous raw data monitoring of altitude vis-à-vis distance
from touchdown.
• Verify/ enter appropriate RNP (PROG 3/4) and set DDA (H)
using baro minimums selector to DDA (procedure CDFA MDA
+50 ft).
• Enter appropriate wind additives on the approach reference
page or use speed intervention as needed.
• If the charted FAF is too close to the runway to permit a
stabilized approach, consider establishing final approach pitch
mode and configuring for approach and landing earlier than
specified in the procedure.
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2.1.32 VNAV General Features

a) VNAV is the preferred method for accomplishing non-ILS
approaches that have an appropriate vertical path defined on the
FMC LEGS page. V/S may be used as an alternate method. All
non-precision approaches shall be flown using the CDFA technique.
b) Cold and Warm Temperature Considerations. In Baro VNAV, the
approach vertical path is created by joining FAF at FAF altitude to
the TCH over landing threshold. The final approach path therefore
Figure 8
coincides with the published angle only when the temperature

corresponds to ISA (standard). The Vertical Path angle will be
steeper in warmer temperatures (at SA+15º, the actual VPA is 3.2º
for a 3º path) and shallower in colder temperatures. This path error
reduces as the aircraft approaches the runway.
c) Some approaches have a published minimum temperature. In
extreme cold temperatures, when appropriate, it is necessary to add
a cold temperature altitude correction to minima, altitudes at FAF
and approach transition waypoints to ensure safe clearance.
d) Fly-Off. If the distance from the FAF to the runway is greater
than that required for an immediate descent, a “fly-off” is created. A
T/D is shown on the ND for a fly-off. The FMC will command level
flight in VNAV PATH until reaching the descent path. A fly-off and a
new T/D on the ND should only appear on the approach when there
is a GP angle specified, and the distance from the FAF to the
runway greater than required for an immediate descent.
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2.1.33 RNAV: SIDs, STARs and Approaches

a) RNAV SIDS and STARs. An RNAV 1 or RNAV 2 SID or STAR
may not be flown unless it is retrievable by name from the onboard
nav database. Ensure that the correct SID/ STAR and transitions
are loaded to correspond with the last clearance issued. For RNAV
SIDs, a final check of proper runway entry and correct route
depiction is recommended; this is incorporated in the Before
Takeoff procedures. For RNAV STARS, a final check before IAF is
recommended. The aircraft should commence tracking by the LNAV
guidance no later than 500 ft. Pilots must respond promptly to route
modifications issued by radar in the form of headings or ‘direct to’
clearances, to points extracted from the onboard nav database.
b) LNAV. While setting up for the procedure, verify that RNP values
are as required and that DME update (NAV OPTIONS 2/2) is ON.
The procedure must be executed by reference to the lateral
deviation indicator and controlled by FD or autopilot in LNAV mode.
Route/ procedure centerlines must be maintained, with lateral
deviation limited to ½ the nav accuracy associated with the
procedure (0.5 NM for RNAV 1). Brief deviations (e.g. overshoots or
undershoots) before/ after turns upto one times the navigation
accuracy (1.0 NM for RNAV 1) are allowable. Do not manually
override bank angle as it could cause unacceptable deviation from
the defined path.
c) GPS failure: For departures without GPS, RUNWAY REMAIN
entry must be made on TAKEOFF REF page to enable accurate
position update (within 1,000 ft) on pressing TOGA. IRS drift may
exceed requirements for RNAV STAR/ approach during transit in
the oceanic phase. However, subsequent DME-DME updates could
restore ANP and RNAV capability for the terminal phase. Certain
countries (UAE, KSA, Kuwait, Malaysia and Singapore) mandate
RNAV with GNSS for some procedures.
d) VNAV. Approaches may be flown by CDFA technique to
applicable DDA. Where laid-down, minimum temperature for the
procedure must be known and respected. Since our aircraft are not
capable of automatic temperature correction to compensate VNAV
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guidance, cold-temperature corrections must be applied where

applicable to all minimum altitudes.
e) RNAV Approaches. Air India Express is authorized to conduct
RNAV approaches, flown as 3-D instrument approaches on LNAV/
VNAV modes alone, to applicable DA (not DDA). Procedures are as
laid down in Section 1 for ‘VNAV: Landing Procedure’. RNAV
approaches must be executed in LNAV-VNAV mode: ANP must be
monitored against RNP for each segment. (Refer notes on
RNAV1/2 in RVSM
a) Refer to the RVSM Manual for details. All pilots must be familiar
with the following aspects of RVSM operations:
• Phraseology related to RVSM Operations
• Aircraft minimum equipment requirements
• Contingency procedures (general and area-specific).
a) Systems. Serviceable TCAS is recommended. The following
systems must be serviceable prior to entry into RVSM airspace:
• An autopilot (altitude control system)
• Both primary altimetry systems
• An altitude alerting system
• An ATC Transponder with Mode C (select ALT to the side
controlling the autopilot)
b) After entry into RVSM airspace, ATC must be informed if the
aircraft is no longer RVSM compliant due to equipment failure, loss
of redundancy of altimetry systems, loss of thrust, depressurization,
etc., or if encountering turbulence that affects the ability to maintain
the assigned flight level. If unable to communicate with ATC, follow
the appropriate In-flight Contingency Procedures (Indian FIRs):.
f) PBN)
g) RNP AR APCH. RNP AR approaches are indicated by chart title
as RNP AR/ RNAV(RNP), by note in the briefing box ‘Authorisation
required’ or requirement of RNP less than 0.3 NM. Air India Express
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is currently not authorised to conduct RNAV (RNP) AR Instrument

Approaches.
2.1.34 Use of LNAV/ VNAV for Instrument Approaches

a) . Conventional Approaches. RNAV equipment may be used for
guidance to overlay conventional approaches (primarily defined by
single or combination of ground-based navaids such as ILS, VOR,
DME, NDB, etc.). However, the following points are to be noted:
• The procedure must be published and in effect.
• Waypoints must be extracted by name (not user-defined)
from an on-board nav database, which must be current.
• The approach may be flown on LNAV and/or VNAV.
However, raw data should be available for reference and
crosscheck against the radial/DME defining the initial and
intermediate segments.
• For the final approach segment, guidance with respect to the
centreline must be monitored with reference to LOC/ VOR radial
indications and DME-altitude crosschecks, as applicable.
• The approach vertical path must be executed as a CDFA.
b) RNAV Approaches. For RNAV approaches, the final approach is
flown with respect to the path definition of that RNAV procedure;
reference to raw data from the VOR/DME/ILS is not necessary.
2.1.35 CDFA
a) Continuous Descent Final Approach is a technique, consistent
with stabilized approach procedures, for flying the final approach
segment of a 2-D approach procedure as a continuous descent
without level-off, from a specified altitude/height at or above the final
approach fix to a point approximately 15 m (50ft) above the landing
runway threshold or the point where the flare maneuver should
begin.
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b) In the CDFA technique, a Derived Decision Altitude (DDA) shall

be used, which is derived by adding 50 ft to the MDA, to determine
the altitude at which the missed approach should be initiated in
order to prevent a descent below the MDA during the go-around
maneuver.
c) Do not continue the approach below DA/ DDA unless the
airplane is in a position from which a stabilised approach to the
runway of intended landing can be made maintaining suitable visual
reference throughout. A missed approach must be carried out if
these parameters cannot be not achieved or sustained.
2.1.36 Delayed Flap Approach

a) If conditions are conducive to achieving a stabilized approach,
the final flap selection may be delayed to conserve fuel, reduce
approach noise and/ or accommodate speed requests by ATC.
b) The glideslope is normally intercepted with gear down and Flaps
15 at Flaps 15 speed. Where interception of the glideslope is above
2,000 ft AFE, selection of gear down - Flaps 15 and further to
landing flaps may be delayed. The approach must be stabilised and
in the planned landing configuration with the Landing checklist
completed, latest by 1,000 ft AFE. Account for the effect of aircraft
weight, wind and glideslope angle on the rate of deceleration to
ensure a stabilised approach and time to complete the landing
checklist.
2.1.37 Sidestep Approach

a) ATC may require the aircraft to land on a parallel runway after
completing an instrument approach to the other runway. Such
approaches may be accepted if the PIC considers it safe. Consider
position with respect to the landing runway, visibility, lighting, cross-
winds, etc while deciding on feasibility of the maneuver.
b) The sidestep maneuver must be commenced above 1,000ft AFE
and not less than 3 NM from the landing runway threshold. Final
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approach must meet SAp criteria by 500 ft AFE, failing which a

missed approach procedure must be executed. Sidestep
approaches must be carried out by the PIC, except in case of
command training and route checks for commanders.
2.1.38 Stabilized Approach

a) A stabilised descent is the foundation of a stable approach.
Maintain a mental picture of the required descent profile. Be aware
of local ATC procedures/airspace restrictions that impact the
approach. Request distance updates from Radar if in doubt.
Anticipate the implications of clearances/ delays and advise ATC as
soon as possible if an ATC instruction cannot be complied with or if
additional track miles are required; the sooner ATC knows, the
greater is the probability that the request can be accommodated. Do
not accept clearances that could put lead to an unstable approach.
b) A stable approach is the foundation of a good landing. All
approaches are required to be stabilized by 1,000ft AFE when
under IMC and by 500ft AFE during VMC. All ILS approaches must
be stabilised by 1,000ft AFE irrespective of prevailing met
conditions. 360º turns or S turns to lose altitude during the final
approach phase are prohibited. Unique approach procedures or
conditions that are anticipated to require deviation from the
elements of a stabilized approach must be briefed in advance. Do
not attempt to land from an unstable approach. A go-around is not
an indication of poor performance.
c) Stabilised Approach (SAp) Criteria. An approach is considered
stabilized when all of the following criteria are met:
• The airplane is on the correct flight path.
• Only small changes in heading and pitch are required to
maintain the correct flight path.
• The airplane should be at approach speed (VAPP).
Deviations of +10 kts to -5kts are acceptable if the airspeed is
trending toward approach speed.
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• The airplane is in the correct landing configuration.

• Sink rate is no greater than 1,000 ft/min and not less than
400 ft/min: if an approach requires a sink rate greater than
1,000 ft/min, a special briefing should be conducted.
• Thrust setting is appropriate for the airplane configuration.
• All briefings and checklists have been conducted.
d) Specific types of approaches are stabilized if they also fulfil the
following:
• ILS approaches should be flown within one dot of the
glideslope and localizer or within the expanded localizer scale
• During a circling approach, wings should be level on final
when the airplane reaches 300 ft AFE.
e) These conditions should be maintained throughout the rest of the
approach for it to be considered a stabilized approach. An approach
that becomes unstabilised below 1,000ft AFE in IMC or below 500ft
AFE in VMC at any stage down to the flare requires an immediate
go-around.
f) When maneuvering below 500 ft, be cautious of the following:
• Descent rate change to acquire the glidepath
• Lateral displacement from the runway centreline
• Tailwind or crosswind components
• Runway length available.
g) At 100ft HAT for all visual approaches, the airplane should be
positioned so the flight deck is within and tracking to remain within
the lateral confines of the runway extended edges.
2.1.39 Go-around Following an Unstabilized Approach

a) PMs must use Standard Callouts and be assertive in announcing
deviation from SAp parameters. Even if in the judgement of the PF
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the situation is not alarming and it appears safe to continue, the

pilot should take cognizance of the PM’s input and abandon the
manoeuvre. If acknowledgement of the call and corrective action
results from the PM’s callouts, the pilot is not considered
incapacitated. In case the response from the PF is absent or
inadequate (subtle incapacitation) and the situation continues to
deteriorate, corrective action must be initiated.
b) An approach that becomes unstabilised below 1,000 ft AFE
during an instrument approach or 500 ft HAT during a visual
approach requires an immediate go-around. The following
progressive steps are expected of the PM if flight safety continues
to be threatened:
i) First call: “UNSTABILISED”.
ii) Second call: If insufficient, incorrect or no response from
PF, loudly call “GO AROUND, CAPTAIN!”.
iii) If an appropriate response is not noted, the PM shall
announce “MY CONTROLS, CAPTAIN” and immediately
initiate a go-around. Make use of all available automation and
inform ATC as soon as possible.
c) The action to take over controls by the PM should only be in the
case of total / subtle incapacitation. In order to ensure adequate
margin for the progressive escalation described above, the action
must be initiated with the first call (“unstabilised”) at least by 300 ft
to minimums in case of instrument approaches or by 500 ft AFE for
visual approaches, so that a go-around may be initiated above
DA/DDA/ 200 ft AFE respectively. No punitive action will be taken
for action being initiated by a PM to prevent an accident/incident
d) The airline follows a non-punitive policy for go-arounds.
2.1.40 Mandatory Missed Approach

a) The go-around is an exercise in good judgment. On all
instrument approaches, the decision-making process should
commence well above minima and there should be no hesitation at
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the “Minimums” call. If suitable visual references have not been

established at DA/DDA or are not maintained thereafter, execute an
immediate missed approach. Missed approach is mandatory if:
• A navigation radio or flight instrument failure occurs which
affects the ability to safely complete the approach
• The navigation instruments show significant disagreement
• On ILS final approach and either the localizer or the
glideslope indicator shows full deflection or false glide slope
capture is suspected.
• On a radar approach and radio communication is lost.
• On RNP approach (unless change to a non-RNP procedure
is possible) if:
o An alert message indicates that ANP exceeds RNP
o XTK exceeds RNP or
o NPS deviation indication exceeds the limit or an amber
deviation alert occurs.
b) Initiate a go-around if the following criteria cannot be maintained
as the airplane crosses the runway threshold:
• Stabilized on target speed to within +10 kts until arresting
descent rate at flare.
• On a stabilized flight path using normal maneuvering.
• Positioned to make a normal landing in the touchdown zone
(the first 3,000 ft or first one-third of the runway, whichever is
less). Consider landing run required vis-à-vis remaining runway
length following the delayed touchdown.
c) If a touchdown cannot be accomplished with adequate runway
remaining for a safe landing, carry out a go-around. If visibility drops
to unsafe limits, even during the flare, do not hesitate to carry out an
immediate go-around.
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d) A go-around carried out above DA/MDA need not be reported to

DGCA. However, if it is carried out below DA/MDA, an FSR shall be
submitted by the PIC after landing. All go-arounds (above or below
DA/MDA) shall be reported by an email to the Chief of Flight Safety
(cofs.aiex@airindiaexpress.in) with copy to Chief of Operations
(co.ops@airindiaexpress.in) giving the reasons, for statistical
purposes.
2.1.41 Diversion
a) Minimum Diversion Fuel. The OFP assigns a suitable alternate
with the aim of economising the fuel uplift and thereby optimising
payload, and accordingly assigns MDF (Destination Alternate Fuel
+ Final Reserve Fuel). After assessing the current constraints (ATS,
weather, etc.,), Final Reserve fuel must at all times be protected at
1,200 kg or more.
b) If additional fuel is available, RESERVES entry of FMS may be
appropriately increased to enable the advisory ‘USING RESERVE
FUEL’ to be generated conservatively. When extra fuel is available
over destination, the additional reserve should be judiciously used
to either:
i) Hold over the destination, if the trend (holding due to weather)
or runway clearance time (ATC related delays) indicates
reasonable certainty of clearing within that time. Maintain
recommended hold speeds and consider extending hold leg
times to 2 min or more with ATC coordination to conserve fuel or
ii) Initiate a timely diversion to a suitable alternate airfield.
c) In considering a Diversion to Alternate, evaluate:
i) Fuel requirements
ii) Weather and trend forecast
iii) Performance requirements vis-à-vis field and climb
constraints
iv) Navaids and lighting
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v) Emergency services, parking and handling facilities

vi) Surplus endurance available.
d) In some cases, the next destination may be the best alternate.
For example, for flight from CCJ to BAH and onwards to DOH –
Alternate for BAH is DMM. However, if the flight has to divert from
BAH, fuel permitting, DOH could be the most appropriate alternate.
e) When the expected fuel over destination approaches
RESEREVES/ MDF, ask ATC to coordinate and obtain departure
instructions so that fuel on board is not less than MDF when
diversion is actually initiated. Once the decision to divert is made,
stick to plan. Keep crew, Company, passengers and handling
agents informed.
2.1.42 Fuel Conservation

a) Economy of operations is one of the pillars of success of any
airline. Notwithstanding this aspect, it is more important to
remember that fuel conserved could come handy in case of any
contingency requiring holding or diversion later in the flight.
b) Consider the following points:
i) Preflight. For efficient conduct of the flight, FMC must have
the wind and temperature data of the flight to enable it to offer
the most economical profile. On the PERF INIT page enter
forecast wind and ISA temperature deviation corresponding to
the first cruise altitude planned. This enables selection of the
optimum climb speed in ECON mode. On RTE DATA page,
enter wind at cruise waypoints.
ii) Cruise. If forced to cruise at off-optimum altitudes with LRC
speeds, mileage penalty is entailed:
o 5% for 2,000 ft above optimum
o 2% for 2,000 ft below optimum
o 3% for 4,000 ft below optimum
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o 6% for 6,000 ft below optimum.

iii) Note that the penalty for cruise 2,000 ft above optimum
altitude is higher than for 2,000 ft below optimum altitude.
Review level clearances to try to remain close to optimum cruise
altitudes. Evaluate the savings possible from re-routing and step
climb/ descent.
iv) Descent. Before descent, enter wind and average ISA
deviation for descent and destination QNH in ISA DEV/QNH on
DESC FORECAST page. Early descent imposes level flight at
lower altitudes, entailing additional fuel burn of 50 kg per minute
of flaps-down. With flaps and gear extended, this figure goes up
to 60 kg/ min.
2.1.43 Fuel Planning and Management

a) Fuel Planning: The following aspects must be considered while
finalising fuel uplift:
• ‘Final Reserve Fuel’ must always be protected at a minimum
of 1,200 kg or higher if indicated on the OFP, for planning
purposes.
• Contingency fuel must account for at least 10 min of
additional flying at holding speed over the destination airfield or
5% of trip fuel, whichever is higher.
• Total of Contingency, Diversion and Final Reserve Fuel
must not be less than 2,500 kg.
• Fuel consumption before takeoff (taxi plus APU) is to be
considered as 200kg. Variations in line operations are minor
and factored into the procedures.
b) Adjust the flight plan fuel to account for significant difference
between planned and actual takeoff weight. CDL penalties are not
factored in the OFP fuel planning and need to be accounted for, as
prescribed in the section on Deferred Maintenance/ MEL. In
addition, the Captain may at his discretion uplift additional fuel to
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ensure safe and efficient conduct of the flight. If additional fuel is to

be uplifted, state the reason for doing so.
• Delta Factor [TOW]
• Performance Adjustment [PAD]
• Destination Weather [WXD]
• Farther Alternate [ALT]
• Economic Tankering [ETK]
• Fuel already on board [FOB]
• Contingency/ Final reserve [RES]
c) The aircraft shall normally be flown at ECON speeds to conserve
fuel, particularly when operating grossly below the optimum levels
due to ATC restrictions or on short sectors.
d) Economic Tankering (ETK). ETK sectors are periodically
updated. Positive FECO values on the OFP indicate profitability of
fuel tankering. Plan tankering fuel based on the following factors:
i) Planned landing weight at destination is to be kept below
65,300 kgs to ensure that actual landing weight at destination
does not become a constraint in any event,
ii) After completion of the flight, the remaining fuel must not
exceed the minimum fuel required for the next sector. If the
aircraft movement for the next sector is not known, fuel
remaining on landing should be limited to 4,300 kgs.
Example:
MTOW (structural/ perf) 79,015 (if not perf limited)
MTOW ZFW 60,000
Sector Fuel 79,015-60.000 = 19,015
MLW-1,000 65,300
TRIP Fuel 7,000
MLW
ZFW 60,000
Sector Fuel 65,300+7,000-60,000 = 12,300
Next sector MIN fuel 13,000
ETK
Current TRIP Fuel 7,000
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Sector Fuel 13,000+7,000 = 20,000

Of the three, the most limiting (MLW limited, 12,300 kg) would be considered as max sector fuel
for ETK.
e) Avoid offloading of payload for carrying extra fuel. Instead,

consider options such as revising to a closer alternate or enhancing
performance limited takeoff weight (improved climb, thrust, flaps
and engine bleed options). If operational circumstances demand
additional fuel uplift, then suitable action may be taken and
justification provided by raising a Voluntary Report super-scribed
"OFFLOADING OF PAYLOAD". De-fuelling should not be resorted
to unless the payload/ aircraft performance is adversely affected. In
the interest of on-time performance, avoid additional last-minute
uplift of fuel on account of ETK due to drop in ZFW.
f) The FUEL FLOW (used) feature may not accurately indicate fuel
actually used during the flight because fuel used computed from
engine fuel flow transmitters which have lower accuracy, particularly
at low engine RPM/fuel flow and deal with varying fuel density.
Further, the indications do not include fuel consumed by the APU.
Fuel at start minus remaining at the end of the flight gives the
correct indication of fuel used.
2.1.44 Low Fuel State

a) The coordinated escalation process with ATC is aimed at
protection of final reserve fuel and typically occurs in three steps.
i) Step 1: Request for delay information from ATC when
unanticipated circumstances may start leading to a situation of
calculated on-board fuel on landing at the destination aerodrome
less than Minimum Diversion Fuel (MDF) i.e. sum of the
Destination Alternate Fuel (DAF) and Final Reserve Fuel (FRF).
Final Reserve fuel must be protected at 1,200 kg or more. When
approaching the MDF, ATC should be informed regarding fuel/
flight time to make good a landing at destination else divert to
alternate. Update suitability of alternates. Use the FMS to
estimate available hold time:
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o Create a hold over a fix and enter the EAT as given by

ATC in EFC TIME on the HOLD page.
o Thereafter, check the predicted Fuel Remaining at
Destination on PROGRESS 1/ 4 or CRZ page and compare
with the MDF. Accordingly, advise ATC.
o It is important to note that HOLD AVAIL time is
computed based on RESERVE fuel value entered on PERF
INIT page, which does not change with the entry of EFC
Time. The crew must cross check the Fuel Remaining at
Destination upon entry of EFC time and decide accordingly.
ii) Step 2. Advise ATC of a minimum fuel state by declaring
“MINIMUM FUEL” when, having committed to land at a specific
aerodrome, the pilot calculates that any change to the existing
clearance to that aerodrome may result in landing with less than
planned Final Reserve Fuel (min 1,200 kgs). The declaration of
“Minimum fuel” informs ATC that all planned aerodrome options
have been reduced to one specific aerodrome of intended
landing and any change to the existing clearance may result in
landing with less than planned final reserve fuel. This is not an
emergency situation but an indication that an emergency
situation is possible in case of any additional delay.
iii) Step 3. Declare a situation of fuel emergency by transmitting
“MAYDAY – MAYDAY – MAYDAY FUEL” when the it is
estimated that fuel remaining upon landing at the nearest
aerodrome where a safe landing can be made will be less than
the planned Final Reserve Fuel.
b) Expected Messages and Alerts:
• “USING RSV FUEL” (FMC message): Predicted fuel
remaining at DEST is less than the RESERVES entry on the
PERF INIT page. Diversion should have been initiated at this
time. If reserves have already been modified to 1,200 kg when
the message appears, an Urgency situation has been entered.
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• “FUEL LOW” Alert (upper DU, digits turn amber): Actual fuel
quantity is less than 907 kgs in the related main tank. Review
the FUEL LOW checklist.
• “INSUFFICIENT FUEL” (FMC message): Predicted fuel at
destination is predicted to be 900 kgs. or less. Review FMS route
or level, or review diversion options.
2.1.45 Refueling with Passengers on Board

a) The following precautions must be taken:
• The flight deck must be manned by at least one flight crew
or authorized engineering personnel, for initiating emergency
evacuation if required (Variation: In Kuwait, the presence of a
flight crew is mandatory).
• One door each in the FWD cabin and AFT cabin on the LHS
to be kept OPEN, each with jetty/ step ladder aligned fully.
• If only one jetty or step ladder is available during fuelling, the
second door shall be manned by a cabin crew in ‘closed and
armed’ position.
• In case of an evacuation command from the flight deck, the
cabin crew shall immediately initiate evacuation. In case there is
no ladder at L2 door, verify door armed and open the door to
automatically deploy the slide for evacuation.
2.1.46 Route Preparation

a) Before operating a flight, the Crew should be familiar with
aspects specific to the route flown and the following documents:
• Pilots are expected to be aware of the latest FOBs/
Company Advisories/ Circulars and other orders/ instructions
passed from time to time via email or the company website.
• Terminal Information. Airport briefing information (Chart
index 10-1/ 20-1)/ Information pertaining to departure/take off,
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enroute and destination alternate(s)/ SIDs/ instrument approach

procedures/ noise abatement departure procedure/ speed
restrictions for departure & arrival/ transponder procedure /
STAR / MSAs/ preferential runway system/ communication
frequencies / approach lighting systems / visual approach aid /
parking location and guidance/ slot time constraints/
communication frequencies including company or ground
handling agency/ airport data/ special procedures.
• Enroute. Airway Designator and airway width / track and
distances/ RNAV constraints/ ADIZ and airspace boundaries/
international borders / compulsory or non-compulsory or met
reporting points/ navaids (frequencies and identification)/ MSA/
MEAs/ MOCA/ grid MORA/ region of highest grid MORA/
countries over-flown/ danger, restricted and prohibited areas/
emergency, VOLMET and normal enroute VHF-HF
communication frequencies/ special procedures/ magnetic
variation / time zones/ area chart coverage.
• Chart Change Notices. Jeppesen charts are updated every
Friday and updates are available online on JeppFD and
Jeppesen website in the form of Chart Change Notices. Enroute
Charts and Terminal Charts must be reviewed as applicable to
the route flown.
• ATC and Emergency Sections of the Airway Manual. ADIZ
flight procedures/ SSR procedures/ Preferential Route System/
airway restrictions/ state rules and procedures. Pilots must be
aware of the difference from standard ICAO procedures
applicable to the specific airspace.
• NOTAMS and Weather. Study the latest NOTAMs and
weather updates. Be aware of seasonal weather phenomena and
their implications.
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2.2.1 Crew Resource Management (CRM)

a) Automated aircraft, by the nature of the equipment employed,
require well-developed crew coordination and monitoring. Effective
CRM recognizes that human error is likely. The goal is to reduce the
probability that serious errors will occur, and to promptly detect and
correct mistakes when they do happen.
b) Effective CRM is essential for maintaining safety and to
harmonize line operations. It helps crew manage normal operations
with safety and efficiency and achieve safe conclusion of the flight
when non-normal situations occur. The company is committed to
fostering a high level of CRM skills.
c) The Captain sets the pace on the flight deck. PIC is always the
final decision-making authority on the aircraft and should encourage
all crewmembers to provide information about operational issues. It
is the responsibility of all crewmembers to contribute to the
decision-making process to help ensure that the best decisions are
made. Towards this end, they must bring any information that could
have an impact on operational safety to the attention of the Captain
without any fear or apprehension. The most important thing is “what
is right, not who is right”. In case of any doubt about the flight’s
safety, communicate with appropriate persistence until there it is
resolved. While putting a point across, crewmembers should
balance assertiveness with tact.
d) Timely and assertive inputs from the copilot could be crucial to
safe outcome of a flight. No punitive action will be taken for such
action being initiated by a PM to prevent an accident/incident.
e) It must be ensured at all times that there is no impediment at
either side to access and full movement of flight controls. Before
turning to other distracting activity such as techlog entry, meals,
etc., controls must be formally handed over. There should be no
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ambiguity at any time as to who has controls. Before controls are

handed over for any reason, the PF must brief the PM on the state
of the aircraft and ongoing tasks. Handing/taking over of controls
must thereafter be clearly announced “You have controls” – “I have
controls”.
f) A debrief should always be conducted after a flight which
challenged a crew in some manner. At any level of experience,
potential exists for valuable new learning if a crew conducts a frank,
yet positive self-evaluation. Debriefings should be conducted by the
Captain but may be initiated by anyone in the crew.
2.2.2 Situational Awareness

a) Effective decision-making requires situational awareness. This is
comprised of three elements: Perception, comprehension and
projection.
i) Perception. A pilot needs to perceive important elements
such as own aircraft system and crew status, other aircraft,
weather, etc., along with their relevant characteristics. This could
come from various combinations of audio, visual and tactile,
among other sensory inputs: intercommunication, R/T calls,
information from the weather radar, navaids, TCAS, METARs,
status indicating and alerting systems, etc.
ii) Comprehension. The significance of these elements
individually and in combination need to be understood in relation
to one’s goals. This demands general awareness and
intelligence to understand how indications, at times apparently
isolated or trivial could, in combination, create a hazard. This
comprehension enables the pilot to form a holistic picture of the
environment.
iii) Projection. In order to understand and anticipate how the
situation will progress with time, the pilot requires to be aware of
the nature of each component, their interactions and how these
may change with time. This is the basis of planning and enables
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the crew to ‘stay a few steps ahead’ while dealing with a

situation.
b) Planning, briefing, coordination and communication are essential
ingredients of situational awareness and decision making.
Complacency, distraction and inefficient CRM threaten situational
awareness. In a team, each member is required to contribute their
individual perception. Follow a deliberate process so as not to jump
to incorrect conclusions.
2.2.3 Briefings
a) A good briefing is the foundation of good CRM, harmonizing
crewmembers to a common perception of what is expected. This
enhances situational awareness, TEM (Threat and Error
Management) and avoids surprises.
b) Briefings should be accurate, brief, clear and logical. Lengthy
briefings can be counter-productive; normal procedures need not be
reiterated. Briefings must be scalable, addressing aspects relevant
to the departure environment. They must be interactive; where
applicable, each pilot must cover actions in the respective area of
responsibility (for example, the PM may cover current weather and
PM actions in case of an RTO). All essential information should be
reviewed and alternate courses of action considered. At the
completion of each briefing, the other pilot should be given the
opportunity to contribute or clarify any points.
c) Arrange to conduct briefings in situations that minimis
interruptions and distractions. The pace of briefing should allow
situational awareness to be maintained by monitoring of R/T and
flight parameters. All briefings must be conducted with headsets
and interphone ON to ensure clarity and radio monitoring.
2.2.4 Risk Management

a) Aviation involves an inherent exposure to risk. A systematic
approach to managing these risks is essential for maintaining the
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highest levels of safety while sustaining the company’s long-term

goals. A predictive risk management process is followed in design
of all systems and SOPs to assure safety in routine activity. A
similar systematic approach to proactive and reactive risk
management must be followed in all aspects of operations.
b) Management of risk involves a three-step process:
i) Hazard Identification. Identify the situations or events that
could cause exposure to hazards. Beyond obvious stand-
alone hazards, this could also include hypothetical situations
from likely interaction of different factors. The latter could
emerge out of ‘What-if?’ analyses to consider such
situations.
ii) Risk Assessment. Risk assessment needs to be carried out
in two distinct aspects:
• Probability: What is the likelihood of the event
happening? The answer may range between very likely/
frequent to remote/ improbable.
• Severity/ Criticality: What will be the consequences of
the event, should it happen? The answer may lie
between catastrophic (loss of life/ destruction of
equipment) to negligible (little consequences).
iii) Risk may be assessed as the product of probability and
severity. The worst case would be an event that is assessed
as ‘very likely’ with ‘catastrophic’ severity.
iv) Risk Mitigation. Explore the scope for reducing the impact of
risk. Take measures to defend against that risk or to avoid or
remove the risk, if this is possible. Explore all available
options such as time (delay in case of heavy rain), resources
(diverting to land on a longer runway if RLD is high), etc.
Review the risk assessment after implementing the
mitigation measures.
c) Consider these steps in discussion and decision-making while
faced with active or potential situations during conduct of a flight.
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Decisions must be taken at the level appropriate to the risk

assessment.
2.2.5 Airmanship
a) Airmanship can be described as “Aviation Common Sense”, the
consistent use of good judgment and skills to harmonize one’s team
and aircraft with the flying environment, so as to optimally
accomplish flight objectives. Sound judgment and decision-making
demand a high state of situational awareness through awareness of
one’s self, aircraft, environment, team, regulations, time and risks.
The three foundations of good airmanship are:
• Judgment. Sound judgment requires situational awareness,
awareness of regulations and problem-solving skills.
• Control. Proper control requires skill in handling the aircraft,
its automation, navigation, communication and information.
• Discipline. A high level of discipline is necessary for
maintaining the level of vigilance, cooperation with other crew
and external agencies and most importantly to maintain the
consistent effort towards self-improvement.
2.2.6 Time Management

a) Harmonious and efficient functioning of any team requires
timeliness of individual and collective activities. Punctuality is
therefore a vital aspect of the professional culture of any
organization.
b) Actions carried out in a hurry always carry the inherent risk of
errors. Remember that a chain is only as strong as the weakest link;
while some may keep pace, all crew members may not be able to
cope with an unusual rush. It is therefore important for the Captain
to review situations with respect to time and consider alternate
plans rather than create preconditions for unsafe acts.
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c) Act in time to save time. The key to countering the threat of time
pressure is effective time management. It is important to have a
budget of time strategically for entire flight (or duty) and tactically for
the current and next activity or phase of the flight. Recommended
timelines for routine operations are available in the guidelines for
On-Time Performance.
d) Whether actual or perceived, pilots need to be aware of the
potential threat of organizational time pressure. Prioritise safety-
critical operational time pressure over commercial time pressure.
Adherence to SOP takes precedence over departure time. Consider
mitigating measures such as accepting the inevitability of delayed
departure or asking for a delay/ hold to evaluate the situation or
complete procedures.
2.2.7 On-Time Performance

a) Integrity of the schedule is important for the airline’s reputation
and depends upon OTP at each stage as minor delays could
snowball into greater disruption. Every effort must be made by the
flight crew to stay in sync. Complete activities at Flight Dispatch with
adequate time considering location of the aircraft / security
clearance/ Customs and Immigration, etc.
b) The following timelines are to be followed so as to harmonize
with other agencies and ensure adequate time for proper
procedures and briefing:
Time to Activity
STD
45 min Cabin crew onboard aircraft
42 min Cabin security checks start
35 min Catering uplift completed
30 min Pilots onboard, cleaning and security checks complete,
pax boarding starts
20 min Notification of missing pax to aircraft
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Time to Activity
STD
15 min Onboard paperwork completed (Loadsheet, GD, tech
log
11 min Last passenger onboard, ATC clearance
10 min Ground staff deplane, doors closed
c) Delays are usually the result of disturbances caused by multiple
dynamic factors. Preventing such circumstances from recurring
requires a proper understanding of these causes. If there is a delay
which is could get attributed to operations, or in case of any delay
exceeding 2 h beyond the STD, the PIC is to send a voluntary
report to co.ops@airindiaexpress.in clarifying the actual reasons.
Obvious delays such as slot time/ consequential (late arrival of
previous sector, etc.) need not be reported.
2.2.8 Automation Management

a) With increasing levels of automation available, pilots have more
options and strategies from which to select, for the task to be
accomplished. Automation should be used in the most appropriate
modes and to the maximum extent possible. Operation of the A/P
and A/T must be crosschecked at all times by FMA, TMA and
system response. If doubt exists about flight path or speed control,
do not attempt to immediately reprogram the FMS; revert to lower
levels of automation on the MCP or hand-flying until time and
circumstances permit attending to the FMS. Flight controls must be
monitored and guarded with automation engaged, especially during
critical phases of flight, for prompt intervention if needed. If the
aircraft response is inappropriate or inadequate, do not hesitate to
revert to manual control.
b) Use the FMS for long-term guidance and the MCP for short-term
guidance. Safe and efficient use of A/P and FMS is based upon the
following four-step method:
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• Anticipate. Both pilots must anticipate what needs to be

done next and how the airplane should respond. Plan tasks,
brief and allow sufficient time for programming tasks. Revert to
MCP/ CWS/ Manual flight rather than get bogged down in head-
down activity during critical phases.
• Execute. Execute changes after crosscheck by the other
pilot. Perform the required action on the FMS CDU or MCP.
Limit programming during critical phases or conditions of flight.
Verbalize entries and changes to automated systems. Callout
FMA/TMA changes.
• Confirm. Cross-check armed modes, selected modes and
target entries on FMA, FMS CDU and PFD/ND. Verify that
system response is as anticipated and required.
• Review. If progress is not satisfactory, review and refine the
plan. Loop back to the first step: anticipate and plan for the next
action.
2.2.9 Displays and Raw Data Monitoring

a) MCP/ Displays and Navaids.
• Clocks. ET (Elapsed time) feature of the clock on the left is
to be used to record flight time and the one on the right for block
time. CHR (chronograph) function is to be used to monitor
progress of engine starts (main engine and APU) and duration
of takeoff thrust.
• MCP Hdg. Maintain the HDG cursor aligned at all times to
the current heading to be prepared for mode reversion.
• MCP CRS. It is desirable to maintain the CRS aligned to the
planned track (TRM) as this provides ready reference to
crosscheck TRK MAG displayed on ND and to the desired VOR
radial where applicable, while reducing meaningless clutter on
the ND.
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• VHF Nav. The PM is to keep the VHFNAV receivers tuned

to usable VORs enroute.
• Radar. During monsoons or whenever when rain/ convective
weather is expected, at least one display must be set to WXR
with range 80 NM or less. It is desirable for PM to set display
range to one step larger than the PF to enable better SA.
b) VSD and TERR Display. The Vertical Situation Display (VSD)
enhances situational awareness and helps prevent controlled flight
into terrain (CFIT) and approach and landing accidents. The PM
maintains VSD while below Transition Level/ altitude. PF selects
VSD upon first flap extension for the approach.
• VSD and/ or TERR Displays may be maintained above
transition level/ altitudes at either station if needed for situational
awareness.
• During departure, the VSD allows crews to readily recognize
possible terrain conflicts before a GPWS alert is generated and
is a very useful aid in case of an engine failure during departure.
• During climb and descent, the VSD allows crews to check
the vertical flight profile and monitor the vertical flight path vis-à-
vis terrain and altitude constraints applicable to the instrument
approach procedure/ RNAV SID/ STAR.
• It assists in managing the path and energy state of the
aircraft during descent and approach by use of the range-to-
target speed symbol (green dot) which shows where, along the
vertical flight path vector, excess speed will be dissipated.
• During adverse/ marginal weather conditions in case
weather display at different ranges is desired, at the Captain’s
discretion both pilots may select WX display on respective NDs.
In such situations, the PM must momentarily return to TERR
display and maintain awareness of terrain.
• During an instrument approach using V/S, use the dashed
vertical speed line to establish and monitor the vertical path.
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Depiction of decision gates at 1,000 ft and 500 ft help in

achieving a stabilized approach. This leads to earlier recognition
of an unstable approach or an inappropriate rate of descent. For
visual approaches without a designated approach angle, a 3°
reference line is displayed. Adjust the flight path vector to
overlay the 3° reference line for a stable approach.
c) Raw Data Monitoring. Do not be entirely dependent upon the
FMS. Enroute, the PM is to have ready access to relevant charts
(ENR Charts and/or EFB) and keep relevant VORs tuned
progressively to maintain orientation with respect to raw data.
Manage the receivers and displays for optimum use of navaids.
d) Instrument approaches must be executed to conform accurately
to the parameters laid down for the IAP, overruling the FMS if
necessary, for non-RNAV/ RNP procedures. It is therefore
necessary to maintain orientation with raw data for before
commencing and during the approach. Use the POS option on the
EFIS control panel:
• Compare the displayed radial/DME with the procedure
depicted. Use the indications to verify position relative to the
procedure and to detect possible map shift errors.
• The VOR radial/ DME indication should overlay the
VOR/DME stations shown on the MAP.
• GPS position symbol should nearly coincide with the tip of
the airplane symbol (FMC position).
2.2.10 FMS CDU Procedures

a) Before taxiing, the Captain or F/O may make CDU entries. The
other pilot must verify the entries. Make CDU entries before taxi or
when stopped, when possible. If CDU entries must be made during
taxi, the PM makes the entries. The PF must verify the entries
before they are executed.
b) In flight, the PM usually makes the CDU entries. The PF may
make simple CDU entries when the workload allows. The pilot
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making the entries executes the change only after the other pilot
has verified the entries. Routes, especially RNAV/RNP routes,
SIDs & STARs must be verified by the other pilot vis-a-vis OFP and
Jeppesen route/ terminal charts.
c) Below 10,000 ft and during periods of high workload, for example
departure or arrival, try to reduce the need for CDU entries by using
the MCP. The MCP can be easier to use than entering complex
route modifications into the CDU.
d) FMS Data Entry. The effectiveness of any computing device like
the FMS is dependent upon accuracy of data. The following
principles are recommended to ensure accurate data entry.
• Check the aircraft position for initialisation against the
prescribed data (aerodrome chart or parking stand depiction).
• FMS entries should be deliberate to ensure that they reflect
the pilot’s intention.
• While modifying route parameters and prior to executing a
change, use the PLAN view on the ND to verify the result.
• Scratchpad messages should be reviewed by both pilots to
confirm the implications before being deleted. Check that the
scratchpad is blank/clear before commencing programming or
preparing an entry.
• Never make simultaneous entries on both MCDUs. Ensure
only one key is pressed at a time. Do not make data entries
while the FMS is processing a calculation.
• Perform the takeoff data calculation and crosscheck,
ensuring that the latest runway and environmental data are
used and that the loadsheet values are accurately entered.
• Where available, use gross error checks from other sources
to crosscheck FMS data. V2, for example, may be
crosschecked using the aircraft gross weight: GW in tons + 80
kts for Flaps 5, + 85 kts for flaps 1. Before finalising landing
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VREF, crosscheck estimate of landing gross weight against

planned landing weight on the loadsheet.
• Use FMS predictions of time and fuel at destination to
identify gross errors especially after route amendments – any
significant change in these values must be investigated.
• Pilots must adhere rigorously to the calculation and cross-
checking procedure and not be tempted to make short cuts or
blindly accept FMS data.
• Perform individual cross-checks of all flight-critical data
entry. After data entry, the other pilot must cross-check prior to
activation. Avoid distractions during data entry or cross-
checking.
• There should be no occasion when both pilots are engaged
‘head down’ with the FMS at the same time.
• If holding is required, confirm the orientation and direction of
the holding pattern in the FMS with the chart or with ATC before
entry.
• When cleared for the approach, ensure correct waypoint
sequencing to maintain accurate guidance.
e) Phase-wise recommendation of FMS CDU pages is as follows:
• Takeoff:
o PF: TAKEOFF REF for ready reference to takeoff thrust
and to speeds
o PM: LEGS for reference to waypoint distance, altitude/
speed constraints
• Climb, Cruise, Descent and Instrument Approach:
o PF: VNAV for ready access to speed schedule and
options. During descent, provides information for
managing the descent profile.
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o PM: LEGS for reference to waypoint distance, altitude/

speed constraints. Select PROG page ¼ when no
immediate constraints are expected.
• Holding:
o PF: VNAV DES
o PM: HOLD for reference to hold information
• Final Approach Preparation:
o PF: Revise frequency and VREF from APPROACH REF
page, then select PROG page 4/4 to monitor RNP/ ANP
and XTK errors.
o PM: PROG page 2/4 to monitor wind components and
XTK errors.
2.2.11 Autopilot Flight Director System Procedures

a) With A/P Engaged. Engagement and disengagement of
autopilot/ autothrottle must be announced and crosschecked by
both pilots. The selections and settings for the MCP will be made by
the PF. When a mode change is selected or scheduled to occur, the
PM will make the associated FMA/TMD callouts. The PF shall verify
the annunciation and acknowledge the callout.
b) With A/P not Engaged. The PM shall make MCP selections as
directed by the PF. MCP heading and altitude changes directed by
ATC may be made by the PM without specific directions from the
PF, with appropriate callouts.
c) Verbalise, Verify, Monitor. The pilot making the change shall
point to and announce any change made to an MCP value or mode.
The PM must monitor and verify the selected change and announce
all automatic changes to A/P / FD/ A/T modes indicated by FMA
and TMD (except THR HLD during takeoff).
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2.2.12 Autothrottle
a) Except during takeoff and climb, A/T use is recommended only
while A/P is engaged in CMD.
b) Deselecting speed mode on the MCP engages A/T in ARM
mode and provides minimum speed protection in the event the
airplane slows to minimum maneuver speed and provides instant
and accurate thrust setting for go-around with TOGA selection.
However, use of A/T in ARM mode is not recommended since its
function can be confusing. Some malfunctions that affect maneuver
speeds cause the A/T to maintain a speed above approach speeds.
A/T in ARM mode should not be used with non-normal checklists.
Leaving autothrottle in ARM mode on approach is therefore not
recommended.
2.2.13 Flight Mode Annunciations/ Thrust Mode Displays

a) AFDS modes for phases of flight are as follows:
Phase A/T Mode ROLL Mode PITCH A/P TMD
Mode Status
Preliminary Pre-flight - - - - TO
Procedure
CDU Procedure - - - - TO/
R-TO
Pre-flight Procedure - - - FD TO/
R-TO
Before Start Procedure ARM - - FD TO/
R-TO
LNAV /VNAV arm on ARM LNAV (arm) VNAV FD TO/
ground (arm) R-TO
BEFORE TAKEOFF ARM LNAV (arm) VNAV FD TO/
Procedure (arm) R-TO
Push TOGA Switch N1 LNAV (arm) TO/GA FD TO/
R-TO
Takeoff
84 Kts THR HLD LNAV (arm) TO/GA FD TO/
R-TO
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Mode Status
50 Ft AGL THR HLD LNAV/ TO/GA FD TO/
HDG SEL R-TO
400 Ft RA ARM LNAV/ TO/GA FD TO/
HDG SEL R-TO
800 Ft AFE N1 LNAV/ TO/GA FD CLB/
Thrust Redn Alt HDG SEL R-CLB
Flaps UP
a) VNAV N1 LNAV/ VNAV FD CLB/
HDG SEL SPD R-CLB
b) LVL CHG N1 LNAV/ MCP FD CLB/
HDG SEL SPD R-CLB
c) V/S MCP SPD LNAV V/S FD CLB/
R-CLB
Engage A/P(at or above 400 ft AGL)
LNAV armed on THR HLD LNAV MCP CMD TO/
ground SPD R-TO
LNAV not armed on THR HLD HDG SEL MCP CMD TO/
ground SPD R-TO
Intermediate Level off(at intermediate Altitude/ FL)
a) VNAV FMC SPD LNAV VNAV CMD CLB
-MCP constrained ALT
altitude
b) VNAV constrained FMC SPD LNAV VNAV CMD CLB

altitude PTH
c) LVL CHG MCP SPD LNAV ALT HLD CMD CLB
d) V/S MCP SPD LNAV ALT HLD CMD CLB
Final Level off(at Cruise FL)
a) VNAV FMC SPD LNAV VNAV CMD CRZ
PTH
b) LVL CHG MCP SPD LNAV ALT HLD CMD CRZ

c) V/S MCP SPD LNAV ALT HLD CMD CRZ
Descent(at TOD)
a) LVL CHG RETARD- LNAV MCP CMD CRZ
ARM SPD
b) V/S MCP SPD LNAV V/S CMD CRZ
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Mode Status
c) VNAV PTH RETARD- LNAV VNAV CMD CRZ
ARM PTH
d) VNAV SPD RETARD- LNAV VNAV CMD CRZ
ARM SPD
Early Descent/ Cruise Descent
a) VNAV PTH FMC SPD/ LNAV VNAV CMD CRZ
RETARD- PTH
ARM
b) VNAV SPD RETARD- LNAV VNAV CMD CRZ
ARM SPD
Approach (Single A/P)
a) Arm APP VOR/LOC GS CMD CRZ
(arm) (arm)
b) Localiser capture VOR/LOC GS SINGLE CRZ
LNAV (arm) (arm) CH
c) Established on ILS MCP SPD VOR/LOC GS SINGLE GA
LNAV (arm) CH
d) Deselect Spd /
Disengage AP ARM VOR/LOC GS FD GA
e) Touchdown - - - FD //
Approach (Dual A/P)
a) Arm APP & Second VOR/LOC GS (arm) CMD CRZ
A/P (arm)
b) Localiser capture VOR/LOC GS SINGLE CRZ
LNAV (arm) (arm) CH
c) Established on ILS MCP SPD VOR/LOC GS SINGLE GA
above 1500 ft RA. LNAV (arm) CH
d) Below 1500 ft RA MCP SPD VOR/LOC GS LAND GA

ROLLOUT FLARE 2/
arm/LNAV arm LAND 3
arm
e) 50 ft RA MCP SPD VOR/LOC FLARE LAND GA
ROLLOUT/ 2/
LNAV (arm) LAND 3
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Mode Status
f) 27 ft RA RETARD VOR/LOC FLARE LAND GA
ROLLOUT 2/
(arm) LAND 3
g) 2 ft RA RETARD ROLLOUT FLARE LAND GA
2/
LAND 3
h) Touchdown - ROLLOUT FLARE LAND T/O
2/
LAND 3
Go-Around
a) FD GA GA As selected TO/GA FD GA
Dual A/P GA
b) Below 1,500 ft GA As selected TO/GA CMD GA
c) Above 1,500 ft GA As selected TO/GA FD GA
2.2.14 Manual Flying

a) Not all approaches can be flown or completed using automation.
Withdrawal, failure or malfunction of ground-based or airborne
equipment could occasionally necessitate manual flying. It is
therefore desirable for pilots to have training and recent experience
to maintain proficiency in manual flying.
b) Manual flying must be avoided during high workload periods and
at airports with demanding arrival and departure procedures.
Intentional degradation of aircraft systems to practice/simulate
failure scenarios with passengers on board is prohibited. Flying with
FDs OFF may only be carried out only during training flights (the
trainer must keep FD ON).
c) The PIC must use good judgment to consider the factors
described below and decide, on a case-by-case basis, when it is
appropriate to conduct manual flying. Basic Threat and Error
Management (TEM) principles must be implemented. Factors to
consider include, but are not limited to:
• Weather conditions, terrain, any other environmental threats
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• Time of day
• Psychological and/or physiological factors
• Level of crew expertise.
• PM’s additional workload for supporting FMC changes
• Possibility of reduced SA while hand-flying
• Traffic density
• Condition of the aircraft, and/or any non-normal conditions
• Air Traffic Control and/or instrument procedural challenges
• Passenger comfort and convenience
• Any other operational threats.
2.2.15 Supervised Takeoff and Landing

a) Supervised takeoff and landing by co-pilots enables them to
maintain flying skills in order to ensure redundancy. A PIC cleared
for STOL may permit a co-pilot to carry out the takeoff and/or
landing provided the co-pilot is also cleared for STOL. At the
discretion of the captain, once clear of high-density apron areas and
when the taxi instructions are clearly understood, the F/O may also
be permitted to be PF and taxi the aircraft (on aircraft equipped with
dual nose wheel steering). The PIC shall ensure that the co-pilot is
adequately briefed, all actions are carried out as per SOP and the
approach meets SAp criteria by 1,000 ft AFE. The PIC retains sole
responsibility for safety and proper conduct of the flight and shall at
any stage take over controls by clearly announcing "I have
controls". The PIC must retain controls if traffic density is high or
procedures are complex. The decision to continue takeoff or carry
out a missed approach shall be made by the PIC. The PIC will
retain control of the thrust levers to ensure prompt action in case of
a decision to reject the takeoff. In case of a “Go” decision on the
takeoff roll or during a missed approach procedure, avoid a change
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in PF/PM roles below minimum flap retraction altitude unless

necessary for flight safety.
b) Due consideration is to be given to aspects of the aircraft
serviceability state that may affect operations. Supervised takeoff
and landing shall not be permitted in the following conditions:
• During an emergency/precautionary landing.
• During actual monsoon/adverse weather conditions.
• At Category C aerodromes.
• When LDA is less than (ALD x 1.15) plus margin of 1,000 ft.
• When the runway surface is wet.
c) The meteorological minima for conduct of STOL are as follows:
• Visibility - 500 m higher than applicable minima.
• Cloud base - 200 ft above MDA/DA.
• Cross/tail wind component - maximum 10 kts.
2.2.16 Crew Duties During Instrument Approach

a) It is the airline policy that PM will stay focused on monitoring the
flight instruments during approach for out–of–parameter excursions.
When carrying out an instrument approach in weather conditions
near to or at minimums, the PM will remain head down to monitor
flight instruments through the approach and if needed through the
missed approach procedures. Make standard callouts for significant
deviations of flight parameters, minima, etc.
b) The decision-making process should commence well before
minimums. The PF shall start adjusting his scan to acquire visual
reference below about 500ft to minimums (approximately when the
minimums bug starts to rise into view) but remain on instruments.
This enables a clear assessment of the feasibility of meeting SAp
criteria for the continued approach below DA/DDA and timely
initiation of go-around procedure. At the call “Approaching
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Minimums”, the PF must assess the situation; at minimums, there

should be no hesitation. The PF shall clearly announce his decision
“Going around” and execute a missed approach if:
• Adequate visual reference is not acquired before DA/DDA
to complete the approach or,
• After visual reference is established, it is assessed that the
instrument approach cannot be continued into a stabilised
approach (SAp criteria) and landing.
c) If at DA there is no call (“Continue” or “Go around”) by PF, the
PM shall immediately initiate a missed approach.
d) The Company follows a strictly ‘non-punitive’ policy for a go-
around: if and when flight parameters or environmental conditions
are not conducive to a stable approach, pilots are encouraged to go
around, irrespective of position with respect to the runway.
2.2.17 FDTL
a) Refer the latest DGCA-approved FDTL scheme.
2.2.18 Controlled Rest

a) Controlled rest is another line of defence in managing fatigue
risks. It is an effective fatigue mitigation tool for flight crews for
managing fatigue in-flight. The following guidelines must be
followed in controlled rest:
• Controlled rest may be used on flight sectors with a
minimum duration of 3 hours.
• The provision must be used during periods of low workload
in cruise flight when weather conditions are benign and
weather-related deviation is not required or expected.
• Controlled rest shall commence after reaching TOC and will
terminate 30 min before planned TOD. Rest shall not be longer
than 40 min, with another 20 min for operational orientation
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before resuming flight deck duties; these 20 min may be part of

30 min prior to TOD as mentioned above.
• The Captain should brief on criteria under which rest is to be
terminated and inform the CCIC of the intention of the pilot to
take controlled rest and of the time of the end of that rest. Brief
the non-resting pilot on tasks in progress and consider
physiological needs of either crew member during the period.
Either pilot depending on the circumstances may terminate the
rest at any time.
• The resting pilot shall keep his seat belt and harnesses
fastened and move the seat aft so that there is no possibility of
unintentional interference with the controls. Wear a headset with
the flight deck audio speaker adjusted to normal volume. The
pilot must perform the duties of the PF and the PM, be able to
exercise control of the aircraft at all times and maintain full
situational awareness of his surroundings. The autopilot and
auto-thrust systems shall be operational in LNAV / NAV mode.
FMS / FMGS manipulations must be kept to a minimum.
• Any system intervention which would normally require a
cross check according to multi crew principles must be avoided
until the resting pilot resumes duties. If altitude or flight plan
changes are necessary, the resting pilot must be woken up and
the action carried out with proper crosschecking procedure.
b) At the end of a controlled rest period, the non-resting pilot shall
conduct a full operational briefing to the flight crew member that
was resting which should include at least the following: Route
progress, ETAs, estimated and actual FOB figures, aircraft status,
enroute and terminal weather and significant operational events
during the rest period.
2.2.19 Critical Phase of Flight (Sterile Flight deck)

a) All ground operations from ‘start up to shut down’ and all other
normal flight operations conducted below cruise altitude, require
crew to be fully alert and are considered critical phases of flight. No
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crew member or observer shall engage in any activity during critical

phases of flight which could cause distraction and reduce situational
awareness. Cabin crew is not to be called into the flight deck, nor
will the cabin crew disturb the flight deck crew during a critical
phase, except in case of critical situations such as damage, fire, DG
incident, structural damage, medical emergency, suspicious
passenger behaviour, etc.
b) The following activities are prohibited:
• Reading material or paperwork not related to conduct of the
flight.
• Engaging in non-essential conversation.
• Taking meals
• Announcements to passengers promoting the airline or
pointing out sites of interest.
• Non-operational communication.
• No person shall enter the flight deck unless specifically
permitted by the Captain.
c) Cabin Crew Entry into Flight deck. Cabin crew must not enter the
flight deck during climb until reaching TOC, similarly from TOD until
landing, except in case of urgent operational requirement/
emergency.
2.2.20 Opening of Flight Deck Door

a) Security of the flight deck must not be compromised at any time.
The flight deck door is to remain locked at all times when the
airplane is ‘in flight’. Do not pull the Door Lock CB (P63-E) at any
stage. In case a pilot must leave the flight deck, such absence is
permitted only for essential use of the rest room and only during
cruise phase, above 10,000 ft/ FL 100. The absence should be
restricted to the minimum time.
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b) In case the flight deck door must be opened, the procedure to be

followed is as follows:
i) Inform the cabin crew over the intercom and await
confirmation of readiness.
ii) Having checked that Lav A is unoccupied and that there is
no passenger in the galley area and the curtains are closed,
the passage between passenger cabin and forward galley
will be blocked with a food cart.
iii) One cabin crew will be available to guard the area while the
flight deck door is open for entry/exit and to ensure that the
galley area remains clear of passengers during the period.
iv) A cabin crew is required to be in the flight deck and occupy
an observer seat during the period of absence. In no case
will the cabin crew occupy a pilot seat. The cabin crew shall
be vigilant for signs of subtle incapacitation of the pilot or
any other situation that may require assistance.
v) The flight deck door is to be kept locked whilst the pilot is
absent. The pilot remaining in the flight deck shall wear
shoulder harness and headsets and maintain high level of
alertness, situational awareness and readiness to take over
controls.
vi) The pilot returning to the flight deck should follow the entry
procedure.
c) When a cabin crew is required to enter the flight deck for
interaction or meal service, it must first be ensured that no
passenger is in the galley area. Another cabin crew will guard entry
to the galley while the door is open. The door must be kept open for
the bare minimum time.
2.2.21 Flight Deck Discipline

a) Mobile communication devices (PEDs and the EFB) are to
remain switched off/ set to ‘flight’ mode and stowed prior to
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commencing Prefight procedures until secure procedures and

checklist are completed. Newspapers and magazines are not
permitted in the flight deck.
b) Smoking onboard the aircraft or in its vicinity is strictly prohibited.
c) No loose item including writing instruments, loose papers,
document folders, PEDs, cup, trays, etc. are to be placed on the
control stand, the space between the control stand and pilots’ seats
or on the instrument panel coaming. Take extreme care with fluids
and small metallic objects such as pins which could fall through
gaps between panels. Any event of FOD or spillage seeping into
panels/ underfloor must be reported to maintenance.
d) Jeppesen folders must be stowed on the outboard side of the
respective pilots’ seats for easy access and secure stowage. The
EFB must remain in the mounting once removed from its bag.
Stowage of manuals and other objects on the floor in the space
between the control stand and pilot’s seat/ rudder pedals is
prohibited. All loose articles such as manuals, plastic bottles, cups
should be secured during takeoff and landing. Items such as tissue
boxes, water bottles, etc., shall not be placed anywhere else other
than the stowage area next to the sun visors.
e) The space adjacent to #2 window panes is not to be used to
stow objects which could obstruct visibility across the window and/
or damage window heating circuit components located in that
space. No water or foreign object is to be present in this channel.
Flight deck windows are not to be covered in flight with any material
other than that provided for the purpose on the airplane. During
critical phases of flight, ensure clear view across the flight deck
windows.
f) Avoid casual and nonessential conversation during critical
phases of flight, particularly during taxi, takeoff, approach and
landing. Unnecessary conversation reduces crew efficiency and
alertness and is prohibited when below 10,000 ft AFE.
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g) Refrain from touching the CDU and LCD screens with bare
hands as this leads to smudging and distortion of images on the
instrument and may lead to permanent damage to the screen.
h) The forward panel bracket is not to be used as a footrest as it
causes damage to FMS CDU keys, vent knobs, etc., and also
causes obstruction to full and free movement of flight control.
2.2.22 Shoulder Harness and Headsets Policy

a) Harness. During flight, pilots may only leave their respective
seats for the performance of their duties or to meet physiological
needs. Occupants of the flight deck shall have seat belts fastened
at all times while seated. Shoulder harness shall be fastened and
headsets shall be worn during critical phases of flight. Shoulder
harness may be unfastened if conditions permit while climbing
above 10,000 ft/ FL 100. It is recommended that shoulder harness
and crotch straps be fastened before commencing descent to avoid
distraction in the terminal phase. While unfastening, hold both
straps before releasing, then allow the straps to retract slowly to the
stowed position to avoid operating CBs inadvertently.
b) Headsets. Headsets are to be worn from the Pre-flight checklist
until the TOC and from the TOD to completion of Secure checklist.
During cruise, the flight deck speakers may be used, with volume
levels set to a level that ensures that communication is audible
clearly. All briefings, loadsheet entries and RTOW calculations are
to be carried out with headsets and interphone on.
2.2.23 Jump Seats

a) Flight deck Jump Seats. No person shall enter the flight deck
and occupy the jump seat during flight time without the permission
of PIC unless he meets either of the following criteria:
i) A crew member
ii) An officer of the Civil Aviation Department, or India
Meteorological Department authorized by the Director
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General of Civil Aviation to perform official duties in the flight

deck of the aircraft
iii) An officer in the Ministry of Civil Aviation of the rank of Joint
Secretary and above who by virtue of his functions may
enter the flight deck for inspection
iv) An employee of the aircraft operator who has the permission
of the PIC and whose duties are such that his entry into the
flight deck is necessary for safe operation of the aircraft
v) Officials of the airline who have been deputed for
familiarization of flight for better practical understanding and
knowledge of the functions of the instruments used in the
flight deck, provided prior permission has been obtained
from the PIC
vi) A duly authorized representative of the manufacturer of the
aircraft who is required to observe the techniques used by
the Pilots and monitor the instruments provided prior
permission of the PIC has been obtained for such entry
vii) Any crew member scheduled as Supernumerary or as
Additional Crew member
viii) Any other person authorised by DGCA.
b) Cabin Crew Jump seats. If the cabin crew jump seat is not
required for operational reasons, it may be made available for travel
at the discretion of PIC as follows:
• Limited to Air India Express/ Air India staff or spouse/
dependent of employee.
• Limited to be used by ‘able bodied passenger’ aged 15
years or greater.
c) Release of Cabin Crew jump seats shall be made at the
discretion of the PIC in following priority:
1. SOD (Positioning to operate flight/ simulator/ training)
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2. SOD (Returning to base after operating flight/ simulator/

training)
3. SOL (Returning from leave)
4. SOL (Proceeding on leave)
5. Spouse / dependents of employees.
2.2.24 Uniform and Dress Code

a) Elegant appearance is an essential complement to personality,
status and authority of any individual.
• Freshly laundered, clean and well-pressed uniform must be
worn whenever required. Epaulettes, badges and shoes must
be clean, bright and shiny. Belt must be black half to one inch
wide with plain buckle. Shoes must be black, made of plain or
synthetic leather and worn with black socks.
• When in view of passengers (including while outside the
flight deck for use of the rest room), shirt sleeves must be rolled
down and buttoned and neckties worn properly.
• Individuality in manner of dressing that makes obvious
departure from that laid down for the company are not
acceptable. While there is no objection to wearing of simple
chains or rings, too many items of jewelry should not be worn.
No badges may be worn on uniform other than company
authorized ones.
• Male crewmembers are not permitted to keep long hair or
sideburns, ponytails or earrings/ nose-rings while in uniform.
Lady pilots maintaining long hair (longer than the nape of the
neck) are required to properly tie up their hair while in uniform.
• While traveling as SOD, visiting office premises or during
training, wear formal/ semi-formal dress (full/ half-sleeved shirt
tucked in trousers, shoes and socks). Jeans, tee-shirts, kurtas,
sports shoes, sandals, slippers, etc must not be worn.
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• While proceeding for training to another base, crew should

carry uniforms to be prepared if required to undertake a flight. A
spare uniform must be carried for layover flights.
• Adequate clothing, etc., must be carried while operating a
flight to be prepared for an unscheduled layover or delay.
• During layovers while visiting the hotel restaurant or other
public places, smart casuals may be worn. Do not be seen in
public areas in shabby clothing such as baggy jogging pants/
shorts, crumpled tee shirts, slippers, etc.
• Consumption of alcoholic drinks is not permitted at any time
in uniform.
2.2.25 Transit Halts

a) Applicable local rules at each station must be followed.
b) Crew must not deplane at transit stations without permission of
the Captain. Crew should not deplane at transit stations in case of
delayed flights. Passengers in transit should be informed to return
to their original seats and assist in identifying their hand baggage to
the security staff. Upto two Cabin Crew may be permitted to
deplane, provided they return to their stations well in advance of
passenger boarding. A full complement of Cabin Crew is to be on
board the aircraft at transit stations while passengers are on board.
2.2.26 Pilot Incapacitation

a) Incapacitation may not be immediately obvious. It may be
inferred from non-response to stimuli (parameter deviation, system
alert or warning, standard callouts, etc.). At altitude, the effect of
hypoxia must also be considered. A pilot could be so deeply
involved in a maneuver as to be oblivious of these inputs, a
condition called ‘subtle incapacitation’. Suspect incapacitation of the
PF in case of lack of response to calls in general and specifically to
the call “80 knots” on the takeoff roll or “500 feet” on approach. In
case the PF fails to respond to the 80 kt/ 500 ft call, the PM must,
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without delay, make a second call stating the actual speed/ height
at that instant and take over controls.
b) Prioritise activity as follows:
i) Control. The other pilot will immediately announce “I have
controls” and take control of the aircraft. If a stabilised approach
cannot be established or maintained, carry out a missed
approach. Calling out actions aloud and full use of automation
will help in staying focussed and maintaining SA.
ii) Help. Declare an emergency (MAYDAY) and inform ATC of
“Single-pilot operations”. Call the CIC to restrain the
incapacitated pilot and slide the seat aft to ensure there is no
hindrance to operation of controls and systems. Epaulettes and
wings must be removed from the affected pilot’s uniform if the
incapacitated pilot is to be moved out of the flight deck. Page for
a doctor and ensure the best possible medical aid is given.
iii) Assess. Plan a landing at a suitable airfield to ensure that the
earliest comprehensive medical attention is provided to the
affected pilot. If available, secure the assistance of other
qualified crew on board to share flight deck workload. Advise
ATC so that suitable medical aid can be kept ready on ground. If
possible, keep the company informed via ACARS or HF.
iv) Approach and Landing.
• Return the flight deck to normal operation. Perform
approach and final checks earlier than normal.
• Fly the aircraft from the position you are qualified for and
comfortable.
• Carry out an autoland if possible or disengage the autopilot
when the airfield is in sight and a landing is assured in terms
of stabilized approach parameters.
• After the aircraft is stopped (as coordinated with ATC) and
brakes are set, complete the after landing and shutdown
procedures.
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• Get incapacitated crew member evacuated to the

ambulance as quickly as possible.
c) The F/O is the Second in Command of the flight. Succession of
command in case of incapacitation of the captain is as follows:
i) F/O of the flight
ii) ACM Examiner/Instructor/Check Pilot rated on the aircraft (if
available)
iii) ACM/ Supy line captain rated on aircraft, if available.
d) ACM / Supy F/O, if available, shall assist the First Officer. If more
than one such crew is available the senior most shall assist. If none
are available, consider taking assistance from any qualified pilot on
board (even if not a company pilot) or cabin crew (with/ without
flying licence).
2.2.27 Passenger Medical Emergency/ Death on Board

a) In case serious illness of a passenger is known, the cabin crew
will make use of their training and the resources available onboard
(FAK, portable oxygen, AED) to provide all possible medical care
under the circumstances. If the passenger is accompanied by family
or friends, they may be able to help in understanding the
passenger’s situation and also access medicines that the
passenger may be carrying. Services of trained medical
professionals among fellow-passengers may be solicited. Only a
medical professional with credentials equivalent or better than
MBBS may utilise the Medical Kit.
b) The CCIC will inform the Captain immediately if it appears that
the situation cannot be controlled with the available resources.
Consider diversion when it is possible to land and provide
appropriate emergency medical care within a reasonable time, as a
measure to save a life or limit/ prevent permanent medical damage
to the passenger. Inform the company over ACARS or HF regarding
the situation and intention.
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c) In case death of the passenger is confirmed, the CCIC will

immediately inform the Captain. If a diversion had been initiated,
review the plan. Update appropriate agencies on the development.
If necessary, for confidence of fellow-passengers consider
relocating the body to an isolated seat. The move must be as
unobtrusive as possible.
d) The CCIC will ensure that all belongings including travel
documents are listed and secured and obtain the signatures of
passengers seated on adjacent seats on the witness form. This
form is to be countersigned by the CCIC and Captain.
e) After landing, the Captain is to report the event to the local
Airport Manager, base station and furnish local authorities with the
information they need. Hand over the passenger’s personal
belongings to the appropriate company representative or local
authorities. Make a report to the Chief of Operations as soon as
possible.
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2.3.1 VHF Radio Tuning Panels

a) Before Chocks-off:
• VHF COM 1: ATC
• VHF COM 2: 121.5 on both windows
• VHF COM 3: DATA. When necessary, ATIS/ Company/
ground handling
b) From Chocks-off to Chocks-on:
• VHF COM 1: ATC
• VHF COM 2: 121.5 on both windows
• VHF COM 3: DATA. When necessary, ATIS/ 123.45
c) After a change of frequency, leave the previous frequency in the
standby window until contact has been established on the new
frequency to enable return in case of difficulty in establishing
contact on the newly assigned one. Both windows of VHF COM 2
must be left to 121.5 Mhz to preclude inadvertent change.
d) International Air Distress/ Guard Frequency. 121.5 MHz must be
monitored at all times. This frequency is a vital common resource
and is not to be used for any type of communication other than
during an emergency, or when requested by ATC. During cruise,
keep the inter-pilot frequency 123.45 Mhz tuned on the standby
window of VHF-3.
e) Not more than two VHF Com may be used concurrently; If
needed, use VHF 3 and restore to DATA as soon as the
requirement is met.
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2.3.2 Flight Deck Audio

a) All operational briefings and checklists are to be conducted with
headsets and interphone on. Headsets are to be worn from the Pre-
flight checklist until the TOC and from the TOD to completion of
Secure checklist. Headsets may be removed after immediate
actions are completed at top of climb.
b) Ensure that volume of the VHF 1 and 2 and the area speaker is
kept at adequately high volume at all times, especially during cruise.
c) Use of hand microphone is recommended during all HF
communications and PA, as it provides better clarity than the
headset boom microphone.
d) While any PTT is pressed to transmit position on VHF/ HF / PA
or latched to interphone, the area speaker volume is automatically
reduced to near-inaudible level and calls on other channels
including VHF may not be heard. To prevent loss of communication,
the following steps are to be taken:
• Flight interphone feature for inter-pilot communication must
not be latched to INT position using the control wheel PTT
unless both pilots’ headsets are on. Both control wheel PTTs
and PTTs on all ACPs (G-series aircraft) must remain released/
unlatched from INT position whenever either pilot is off
headsets.
• As a standard practice, before either headset is removed,
confirm that all PTT switches are released. Crosscheck & call
out: “Interphone OFF, speaker ON, volume adjusted” and only
then remove the headset.
• Use the headset when the other pilot is transmitting on any
another channel, including PA.
2.3.3 Standard Callouts

a) In the time-constrained environment of aviation, communication
must be precise, effective and efficient. Monitoring callouts (e.g.,
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“positive rate”) serve as markers for initiating further action.

Precautionary callouts (e.g., “sink rate”) alert crew to deviation or
potential for deviation from the desired state. Use of standard
terminology enables clarity and eliminates scope for errors from
misunderstanding.
b) A callout is required if either pilot observes a deviation from the
specified limits of stabilization criteria or a deviation from standard
procedures. If the deviation has been observed first by the PF, the
callout advises the PM that PF is aware and attempting to correct; if
observed by the PM, the callout will bring the PF’s attention to the
deviation. Identification of a potential unstable approach before
reaching the specified gate must also be made by either pilot.
c) The PM makes callouts based on instrument indications or
observations for the appropriate condition. If the automatic
electronic voice callout is not heard by the flight crew, the PM
should `make the callout. If the PM does not make the required
callout, the PF should make it. No callout is necessary from the PM
if the GPWS voice callout has been acknowledged by the PF. The
standard response of "CONTINUE" or "GO-AROUND" to the call
“MINIMUMS” should always be made.
d) The crew member noting an event should communicate
promptly, clearly and precisely without jumping to conclusions. The
PF should verify the indication/ condition independently and
respond with “CHECK” or as appropriate, to acknowledge that he
has heard and concurs with the call. The PF should acknowledge all
GPWS voice callouts that occur during approach except altitude
callouts below 500 ft AFE.
e) Callouts should not be limited to a single occasion at the initial
deviation, but should continue at reasonable intervals, until the
deviation is corrected. The repeated callouts ensure continuing
awareness until the undesirable condition has been corrected.
f) The absence of a standard callout at the appropriate time may
indicate a malfunction of an airplane system or indication or point to
the possibility of incapacitation of the other pilot. Failure to make a
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call at the appropriate times does not mean that it should be

omitted. At busy times, it may be convenient to anticipate a call or
delay it to an appropriate quiet period.
g) Transfer of control of the aircraft must be announced and
acknowledged: “I HAVE CONTROLS/ YOU HAVE CONTROLS.”
Similarly, transfer of radio monitoring responsibility should be
called/acknowledged by “I HAVE VHF/HF_ / YOU HAVE VHF/HF_”
h) Verbalise, verify and monitor actions. Changes to MCP or FMC
modifications, tuning VHF COM/NAV, flight plan deviations and
selecting such systems as anti-ice etc. must be called out. Setting
of the MCP being particularly critical, the PF must clearly verbalise
the change. The PM will then verify it against the clearance/
procedure and call out (e.g., PF: “250 kts set”. PM: “250 kts
crosschecked”).
i) Monitoring Callouts. Monitor all commanded configuration
changes. During flaps and slats extension/ retraction, the PM is to
monitor and call, “FLAPS …, GREEN LIGHT” once the desired
state is achieved. Standard callouts are available in the respective
detailed procedures in Section 1.
j) After assessment of visual cues, the PF will call “APPROACH
LIGHTS” (or strobes/ centreline/ runway lights/ runway, as seen). In
response to the ‘MINIMUMS’ callout, announce “CONTINUE” or
“GO AROUND” if adequate visual reference not achieved. The F/O
acting as the PF will continue the approach when PIC calls
“CONTINUE” when he too has acquired visual reference.
k) Altitude callouts are normally referenced barometric altimeter
indications, except the call “400 ft” during takeoff or go-around,
which is referenced to radio altitude.
• “ONE THOUSAND FEET” call on approach is referenced to
AFE, indicated by the top of the white altitude bar. This call
defines the lowest altitude at which stabilised approach criteria
should be established during an instrument approach. It is also
the lowest altitude at which it is permissible to revert to higher
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IMC approach minimums (e.g., LOC only) or to correct any

system malfunctions prior to landing.
• “FIVE HUNDRED FEET” call on approach is referenced to
AFE, indicated by the top of the amber altitude bar. This call
demands a response from the PF; absence indicates possible
incapacitation. It also defines the lowest altitude at which
stabilised approach criteria should be established during a
visual approach.
• The “CONTINUE” call on approach may NOT be made
when higher than 1,000 ft AFE, except on a visual approach.
“CONTINUE” or “LANDING” implies that suitable visual
references have been acquired, but not that a landing is
assured. A go-around remains an option at any time after this
call, should the situation demand.
l) Precautionary Callouts. Precautionary callouts are intended to
bring to the notice of PF the fact that a parameter exceedance is
impending and requires correction. Callouts should not be limited to
a single occasion at the initial deviation, but should continue at
reasonable intervals, until the deviation is corrected. The PF must
respond with corrective action and declare his intention in response
to each call.
• The “UNSTABILISED” callout maybe be made at any point
on the final approach. It can be made by either PM or PF. This
call is applicable even after the callout “CONTINUE”. An
immediate go-around must be initiated if the call is heard below
1,000 ft. Both pilots must abide by this decision.
• When significant wind-shift is observed or anticipated with
relation to tower report of surface wind or if windshear is
forecast, wind callouts are to be given below 1,000 ft AFE (FMC
PROG Page 2).
PM Callout
Event
Excessive or insufficient bank angle. “BANK ANGLE”
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PM Callout
Event
Glideslope deviation more than one dot. “GLIDESLOPE”
Localizer deviation more than one dot. “LOCALIZER”
Excessive or insufficient pitch attitude. “PITCH”

Rate of descent more than 1200 ft/min on final “SINK RATE”
approach below 500 ft AFE
▪ Any phase other than approach: Speed
consistently more than 10 kts above/below the “SPEED”
target speed.
▪ On final approach: Speed below VREF.
Significant decrease of rate of climb during takeoff “CLIMB/
or go-around DESCENT RATE”
2,000 ft to assigned altitude/ level, if vertical speed “2,000 FT TO

is likely to exceed 1500 ft/min at 1500 ft to go. LEVEL OFF”
“1,000 FT TO
1,000 ft above/ below assigned altitude LEVEL OFF”
m) MCP Phraseology. The following standard callouts are used to
instruct the PM to make the desired changes to MCP settings:
Event Command
Flight Directors ON/OFF “FDs ON”
“FDs OFF”
Speed Change “SET __KNOTS”
“SET FLAPS ___ SPEED”
“SET VREF PLUS (additive)”
Change MCP Altitude/ Vertical “SET FLIGHT LEVEL__”
Speed “SET____FT”
“Vee Ess UP__/ DOWN__”
Heading Change "SET LEFT/RIGHT
Align cursor to heading HEADING__”
“ALIGN HEADING”
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Event Command
Bank Angle “SET BANK ANGLE__”
Arming a mode “ARM VOR/LOC”

“ARM APPROACH”
After RTE LEGS page “LNAV AVAILABLE”
modifications, status of LNAV “LNAV ENGAGED”
Selecting a Mode On MCP “HEADING SELECT”
“LNAV”
“VNAV”
“Vee Ess”
“ALT HOLD”
“LEVEL CHANGE”
2.3.4 Communication with Cabin Crew

a) At the beginning of a flight or whenever a crew change occurs,
the Captain shall conduct an introduction and pre-flight briefing. As
far as possible this briefing should be completed at Flight Dispatch
or alternately on board the aircraft before passenger boarding.
Cabin crew introductions during the flight should be avoided.
i) Dispatch Briefing. Cover the following:
▪ Any anticipated delays
▪ Short Taxi time, if applicable
▪ Weather conditions
▪ Flight deck access
▪ Emergency evacuation commands or any other items
appropriate to the flight.
ii) Before Boarding. CCIC will advise on the status of the
emergency equipment and any inoperative items.
iii) Before Start.
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▪ After all papers are on board as start of Before Start

Procedures, (F/O): “CABIN CREW CLOSE AND ARM ALL
DOORS, CROSS-CHECK AND REPORT”
▪ After completing the task, the CCIC will open the flight
deck door, place the Flight Deck Access switch to NORM
and report: “ALL DOORS ARMED AND CROSS-CHECKED”
iv) Before Takeoff. After confirming cabin and galley secured
for takeoff (2 chimes from CCIC) and shortly before entering
runway for takeoff (PM): “CABIN CREW TAKEOFF STATIONS”
v) Before Landing. After confirming cabin and galley is secured
for landing (2 chimes from CCIC) and with the selection of first
flaps for approach (PM): “CABIN CREW LANDING STATIONS”
vi) Shutdown Procedure.
▪ After shutdown (F/O): “CABIN CREW DISARM ALL
DOORS CROSS-CHECK AND REPORT”
▪ The CCIC will enter the flight deck place the Flight Deck
Access switch to OFF and report: “ALL DOORS DISARMED
AND CROSS-CHECKED”
b) Emergency communication to Flight Deck. In a situation which
threatens the safety of the flight/ aircraft or its occupants, cabin
crew may contact the pilots irrespective of the phase of flight. [refer
Section 2 Critical Phase of Flight (Sterile Flight deck)]. In case of a
possibility of unlawful interference, the cabin crew should use
intercom to indicate this by saying clearly: “CAPTAIN, I AM THE
CCIC, I WANT TO COME IN IMMEDIATELY”. Complicated code
words may be forgotten during a stressful situation or arouse
suspicion of the hijacker.
c) In case intercom is not possible then continuous chimes of 4 or
more chimes to the flight deck (handset 2222) should be used to
alert the cockpit crew to any threat.
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2.3.5 Communication with Ground Crew

a) Flight Deck to Ground. The Captain should use standard
phraseology in all communication with the ground crew to avoid
misunderstandings. These will normally be by flight interphone
unless prior arrangements have been made for hand signals to be
used.
Condition/
Flight deck Ground
Location
Before Start “CONFIRM CLEAR TO
“CLEAR TO
procedure PRESSURISE
PRESSURISE
HYDRAULIC SYSTEM
HYDDRAULIC SYSTEM,
(only for pushback:
(only for pushback: NOSE
CHECK STATUS OF
STEER BYPASS PIN
NOSE STEER BYPASS
INSTALLED/ NOT
PIN)”
INSTALLED)”
Ready for “CONFIRM ALL
“ALL GROUND CHECKS
pushback GROUND CHECKS
COMPLETED, ALL
COMPLETED, ALL
DOORS SECURED,
DOORS SECURED,
AIRCRAFT CLEAR”
AIRCRAFT CLEAR”
Pushback /Pull “PUSHBACK TO
“PUSHBACK TO
instructions FACE__ PULL/PUSH
FACE______
ABEAM____ CHOCKS
OFF_(time)” CHOCKS OFF_(time)”
Prior to “RELEASE PARKING
“PARKING BRAKE
pushback BRAKE”
RELEASED”
Once “PUSHBACK
“PARKING BRAKE SET”
pushback is COMPLETED, SET
complete PARKING BRAKE”
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Condition/
Flight deck Ground
Location
When ready to “START SEQUENCE___,
“CLEARED TO START
start engines CALL WHEN CLEARED
ENGINE No._____”
TO START”
“STARTING ENGINE
No__”
After both “GROUND,
“DISCONNECTING, PIN
engines are DISCONNECT, DISPLAY
REMOVED, HAND
started and NOSE WHEEL LOCK
SIGNAL LEFT/ RIGHT
ready to OUT PIN, HAND
SIDE”
disconnect SIGNALS LEFT/ RIGHT
SIDE”
On arrival into “PARKING BRAKE
“CHOCKS ON”
the bay RELEASED. CHOCKS
ON”
b) Visual Signals to Ground Crew. The following signals will be
used in case there is a need to re-establish communication between
the flight deck and ground.
• Flight deck Initiated – Switch ON and OFF the turnoff lights
towards the ground crew twice and leave the light OFF. Hold
headset near the windshield (illuminated with flash light torch at
night). Ground crew will acknowledge by waving headset
(illuminated with flash light at night). They will approach aircraft
only after all lights mentioned above are switched OFF. The
ground crew will approach from 45º angle from the nose so as
to be seen clearly from the flight deck.
• Ground Initiated – Ground crew shall attract the attention of
the flight deck crew by waving the headset by day and by
flashing the signal wands and illuminating the headset with
flashlight torch at night. The flight deck is to acknowledge by
switching ON and OFF the turnoff lights towards the ground
crew twice and then leaving the light OFF. Lights off indicates
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that it is safe for the ground crew to approach the aircraft and
connect the headset for further communication.
2.3.6 Communication with ATS Units

a) Communication with ATS units must conform to the standards
and phraseology laid down (ICAO DOC 4444, Chapter 12).
b) The PM, while handling RT, communicates on behalf of the
Captain. The following points must be borne in mind:
• The quality of RT communication affects the prestige of not
only the airline, but the nation in the perception of all privy to
the conversation.
• Every call must include the callsign of the originating station
to avoid misunderstanding.
• Respond promptly and keep calls clear, brief and precise.
Be polite and courteous in all conversations. Avoid use of non-
standard phraseology and unnecessary calls or discussions.
• If further clearance has not been received within a
reasonable time (such as clearance to takeoff after line-up), or
if an instruction is not fully understood, seek clarification from
ATC.
• Do not use the distress frequency (121.5 Mhz) for
unnecessary calls as it would deny use of the frequency to
aircraft in distress.
2.3.7 Communication Failure

a) In case communication failure is suspected, try to restore it by
the following steps:
i) Both pilots must don headsets.
ii) Ensure both control column PTT are released from the INT
position.
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iii) Verify that the ACP volume selectors are set to high and that
all four ACP PTT switches are in neutral position.
iv) Rule out any PTT stuck in transmit position: on all ACPs
select FLT INT. Continuing voice feedback identifies a stuck
PTT. Isolate the associated ACP by keeping the selection on
FLT INT.
v) Verify that the connector jacks of all headset and hand-held
mikes are plugged in correctly.
vi) Verify that the correct frequency is tuned. Attempt contact on
alternate frequencies. Attempt to contact other aircraft in the
vicinity on the operating frequency and on International
Distress Frequency (121.5 Mhz). If possible, obtain relay of
necessary information to/from the appropriate ATS unit.
vii)Attempt to establish communication on HF with the
appropriate FIC and Air India Operations.
b) If communication failure is confirmed, immediately set squawk to
7600 and switch on external fixed lights. Where SLOP without prior
permission is authorised, maintain offset 2NM right of track.
c) Follow the ICAO Lost Communication procedure (ref DOC 4444,
Chapter 15) with differences from standard ICAO procedures, if
applicable to the specific flight for departure, enroute or arrival
segments.
d) If it is suspected that only the receiver is unserviceable, make at
least two blind calls on the operating and then secondary frequency
preceded by the phrase “TRANSMITTING BLIND DUE TO
RECEIVER FAILURE” and including the callsign of the station
addressed. Before changing to another frequency, announce the
frequency to which you are changing.
e) If only the receiver is serviceable, maintain listening watch and
comply with the ATC instructions if possible.
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2.3.8 Communication During Non-Normal Situations

a) Establish flight deck communications as soon as possible on the
flight deck interphone system. If oxygen masks have been donned,
wear headsets again. In extreme cases of high noise levels, hand
signals and gestures may be needed in order to communicate
effectively.
b) After completing initial actions and checklists, communicate
relevant information to all concerned:
• ATC
• CCIC
• Passengers
• Company.
c) Declare an emergency with Air Traffic Control (ATC) to be
assured of priority handling and provision of emergency services. If
possible, request a discrete radio frequency to minimize distractions
and frequency changes. If unable to establish radio communication
with ATC, squawk 7700 and proceed as circumstances dictate.
d) Communications with the cabin crew, passengers and with
company ground stations are important but should be accomplished
only as time permits. If an immediate landing is required, inform the
cabin crew as soon as possible
• Nature of emergency
• Intentions
• Time available to landing
• Special briefing, if any
e) Emergency on Ground. The PIC has the prime responsibility for
initiating passenger evacuation. Wait until the aircraft comes to a
complete stop and all checklist memory actions are complete.
f) As soon as possible, the F/O calls the cabin on PA and
announces “ATTENTION! CREW AT STATIONS” twice–This
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indicates that the flight deck crew is not incapacitated and the
decision to evacuate has not been made yet. If there is no
“ATTENTION! CREW AT STATIONS” call within 30 seconds after
the aircraft comes to a complete stop, the cabin crew will attempt to
contact the flight deck crew. (Further, refer to section ‘Evacuation’)
g) Emergency in Flight. Flight Crew Notifications to Cabin Crew (PA
Announcement):
• “CCIC TO FLIGHT DECK” call made twice or a series of
chimes (3 or more) indicates that either a flight deck member is
incapacitated or the cockpit crew has urgent information for the
CCIC. The CCIC should immediately proceed to the flight deck.
• “CABIN CREW RAPID DESCENT” call made twice indicates
that the flight deck will or has begun a rapid descent due to
cabin pressurization problems. The cabin crew shall take the
nearest available passenger seat or jump seat and don oxygen
masks without delay.
• “REMOVE OXYGEN” call made twice indicates that the cabin
crew and passengers can remove their oxygen masks after a
pressurization problem or emergency descent.
• “BRACE, BRACE, BRACE” call should be made
approximately one minute prior to landing, or as directed by the
checklist. Passengers to brace before an emergency landing.
2.3.9 Distress and Urgency Calls

a) Distress. A condition of being threatened by serious and/ or
imminent danger and of requiring immediate assistance.
• A non-normal condition which requires immediate
assistance, with an emergency landing.
• The non-normal has an impact on the safety of flight and
passengers.
• Safe landing on the runway cannot be guaranteed and/or
the situation requires an immediate evacuation after landing.
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• CCIC is briefed to prepare for emergency landing and

(probably or definitely) followed by an evacuation.
• The passengers are informed and will be briefed by the
cabin crew.
Examples: Fire, smoke, jammed flight control, bomb threat,
emergency descent, partial gear up landing, manual reversion,
ditching.
Call: MAYDAY MAYDAY MAYDAY (Station) (Callsign)
(Situation) (Position) (Intention)
b) Urgency. A condition concerning the safety of an aircraft or other
vehicle, or of some person on board or within sight, but which does
not require immediate assistance.
• A non-normal condition with precautionary landing.
• The non-normal situation has a minor impact on the safety
of flight.
• A precautionary landing is expected without runway overrun
and without the need to evacuate immediately.
• CCIC is briefed and passengers are informed.
Examples: Flaps-up landing, medical emergency, jammed
stabiliser, transfer bus off.
Call: PAN-PAN PAN-PAN PAN-PAN (Station) (Callsign)
(Situation) (Position) (Intention)
c) Format of Distress/ Urgency Communication. The initial call,
prefixed by the appropriate code (MAYDAY/ PAN PAN) spoken
thrice, shall be on the frequency in use at the time, and consist of as
many as possible of the following:
• Name of the station addressed (time and circumstances
permitting)
• Identification of the aircraft
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• Nature of the distress/ urgency condition

• Intention of the PIC
• Present position, altitude/ FL and heading
• (Not necessary for distress communication) Any other useful
information.
d) Cancelling MAYDAY/ PAN-PAN: When an aircraft is no longer in
distress/urgency it shall transmit a message cancelling the
emergency condition. Transmission to cancel MAYDAY:
Aircraft – “Mumbai Radar, EXPRESS INDIA_____, fire
extinguished, CANCEL MAYDAY, request_______.”
2.3.10 Passenger Announcements

a) Timely flight deck announcements go a long way in controlling
passenger anxiety and enhancing the professional image of the
airline. Any issue that could be a concern for passengers, such as
inordinate delay on ground, anticipated moderate/ severe
turbulence, prolonged holding for landing, etc., should be
announced in time.
b) The Captain, or on his instructions the F/O, should make the
announcement. The following aspects may be noted:
• Do not carry out announcements during climb or descent or
when this distraction could affect monitoring of flight parameters
or calls.
• Choose a time when a majority of the passengers are not
asleep and cabin crew is not using the PA.
• Use the hand mic as it provides better clarity.
• To be understood clearly and easily, avoid professional
jargon or terms that a layman may be unaware of.
Exercise special care while conveying non-normal situations
ranging from flight delays to in-flight emergencies. Use tact in
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conveying information so that there is no cause for confusion or

alarm among passengers, many of whom could be unaccustomed
to air travel and professional jargon.
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2.4.1 OFP
a) The OFP is a vital tool for continuous situational awareness.
Regular navigation log must be maintained enroute, at intervals of
15 to 30 minutes. Make a note of any significant parameter change
or deviation from planned route or cruise level, forecast winds, SA
deviation, etc. to enable correlation to detect trends of deviations
from planned fuel consumption.
b) A copy of the OFP is to be signed as ‘read and understood’ and
left at the airfield of initial departure for the record. One copy of the
OFP is to be used for the flight, which is to be updated in flight
completed at the end of the flight and deposited along with other
flight papers. The captain is finally responsible for timely and proper
record of required information on the OFP.
c) Takeoff and landing parameters (runway, derate, assumed temp,
bleeds, flaps, V-speeds, limit weights, RLD/ ELD, etc.) are to be
recorded in the space for departure and destination information
respectively.
2.4.2 SLOP/ Parallel Offset Procedure

a) Strategic Lateral Offset Procedures (SLOP) are designed to
mitigate the effects of wake turbulence. Offsets are normally
permitted only to the right and in specified increments of one-tenth
of a NM or larger. Maximum deviation is linked to separation
between adjacent route centrelines; up to 2 NM when separation is
23 NM or more and 0.5 NM for lesser separation. Prior permission
of ATC is required. Variations:
• India. On specified ATS route segments, SLOP may be
executed without prior permission. Offsets must be only to the
right and in steps of 1 or 2 NM and must be flown using the
offset tracking capability of the aircraft.
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• Saudi Arabia. Change of heading by 30º/ 45º is necessary to

establish or terminate the procedure.
2.4.3 Cruising Flight Level

a) Max Operating Altitude. FMCs are defaulted for 1.3 g (40º bank)
for buffet limited altitude and 100 ft/min residual rate of climb for
thrust limited altitude. Lower of these two altitudes is limiting.
b) If the aircraft is flown at max altitude, bank capability could be as
low as approximately 15º. When flying close to max altitude,
turbulence or temperature inversions could cause sudden drop in
speed / altitude and reduction in buffet margins. Be alert and in
case of reduction in IAS, set Maximum Continuous thrust.
2.4.4 EDTO
a) All pilots must be familiar with EDTO procedures published in the
EDTO Manual, FCOM, FCTM and FPPM. For aircraft VT-AXI to VT-
AYD, APU must be started and operating 10 minutes before the
EDTO Entry Point (EEP). It may be shut down 5 minutes after
EDTO Exit Point (EXP). APU need not be started for G-series
aircraft.
b) Before proceeding beyond the threshold time, it must be
confirmed that, during the estimated time of use, suitable alternates
are available.
2.4.5 RVSM
b) Refer to the RVSM Manual for details. All pilots must be familiar
with the following aspects of RVSM operations:
• Phraseology related to RVSM Operations
• Aircraft minimum equipment requirements
• Contingency procedures (general and area-specific).
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c) Systems. Serviceable TCAS is recommended. The following

systems must be serviceable prior to entry into RVSM airspace:
• An autopilot (altitude control system)
• Both primary altimetry systems
• An altitude alerting system
• An ATC Transponder with Mode C (select ALT to the side
controlling the autopilot)
d) After entry into RVSM airspace, ATC must be informed if the
aircraft is no longer RVSM compliant due to equipment failure, loss
of redundancy of altimetry systems, loss of thrust, depressurization,
etc., or if encountering turbulence that affects the ability to maintain
the assigned flight level. If unable to communicate with ATC, follow
the appropriate In-flight Contingency Procedures (Indian FIRs):.
2.4.6 PBN
a) Refer to the Company PBN Manual, FCTM Ch-1 and FCOM Vol-
2 Ch-11 for details. PBN denotes area navigation based on
performance requirements for aircraft operating along an ATS route,
on an instrument approach or in a designated airspace. ‘R’ in item
10 if the flight plan indicates PBN approval.
b) Navigation Specifications: These are a set of aircraft and flight
crew requirements needed to support PBN operations in a defined
airspace. There are two kinds of navigation specifications:
• RNP Specification: Area navigation specification that
includes the performance monitoring and alerting requirement,
designated by the prefix RNP e.g., RNP 4, RNP 1, RNP APCH,
RNP AR APCH.
• RNAV Specification: Area navigation specification that does
not include the performance monitoring and alerting
requirement, designated by the prefix RNAV e.g. RNAV 5,
RNAV 2, RNAV 1.
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c) Cross-track error/ deviation (the difference between the RNAV

system computed path and the aircraft position relative to the path)
should be limited to the route width applicable for the specification
(e.g., ±10 NM for RNP 10) for 95% of total flight time. Cross-track
error/ deviation must normally be limited to half this value (e.g., ±2.5
NM for RNP 5). Brief deviations during or after route turns upto a
maximum of are permissible.
d) Dispatch Requirements: In case of dispatch under MEL, the
impact of the unserviceable component must be factored into route
planning. For dispatch with specific components inoperative, refer to
the company MEL. The following table broadly summarises the
requirements, for quick reference:
Sl no. Class Systems Required for Dispatch
1 RNAV-1, Both ADIRUs, one autopilot, both FMC with
RNAV-2, DME/DME or VOR/DME, valid nav database,
RNAV-5 one GNSS, two CDUs, one FDS, both DMEs
2 RNAV-10 Both ADIRUs, one autopilot, two FMCs and
(RNP-10) valid nav database, two CDUs, one FDS
3 RNP-1 Both ADIRUs, one autopilot, two FMCs with
DME/DME or GNSS and valid nav database,
two CDUs, one FDS
4 RNP-2 Both ADIRUs, one autopilot, two FMCs with
valid nav database, two GNSS, two CDUs,
5 RNP-APCH
one FDS,
6 RVSM Both ADIRUs, one autopilot, one FDS, one
FCC, both primary altimeter indications, ATC
transponder with Mode C, TCAS, altitude
alerting system
e) In-flight Failures. In case of dispatch under MEL, the impact of
the unserviceable component must be factored into route planning.
In flight, ATC must be promptly informed if failure of the navigation
equipment causes deterioration below the navigation specifications
of the route or if any deviation is required for a contingency
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procedure. The following information (extracted from ICAO Doc

9613: PBN and DGCA OCs) is meant revise salient features of the
system. The ‘Equipment’ section lists the minimum aircraft
capability towards guiding decision-making in the event of inflight
failures.
f) Cross-track error/deviation (the difference between the RNAV
system computed path and the aircraft position relative to the path)
should be limited to the route width applicable for the specification
(e.g., ±10 NM for RNP 10) for 95% of total flight time. Cross-track
error/ deviation must normally be limited to half this value (e.g., ±2.5
NM for RNP 5). Brief deviations during or after route turns upto a
maximum of are permissible.
g) RNP 10 / RNAV 10. RNP 10 specifications are designed to
support reduced lateral and longitudinal separation minima for
application in oceanic and remote areas where the availability of
active communication navigation, surveillance and air traffic
management is limited. Flight RMK ‘A1’ in item 18 indicates RNP
10/RNAV 10 capability.
i) Equipment. At least two independent and operational LRNSs
(Long-Range Navigation Systems) must be serviceable at the
oceanic entry point. An IRS or GNSS (via FMS) is considered an
LRNS. Pilots must use a lateral deviation indicator, FD or
autopilot in LNAV mode.
ii) Operating Procedures. Before entering oceanic airspace, the
position of the aircraft must be updated using external NAVAIDs.
Use lateral deviation indicators, FD, or AP in LNAV mode and
maintain within 5 NM of the route. Cross-check FMS information
to identify navigation errors in sufficient time to prevent aircraft
from inadvertent deviation from the cleared route.
h) RNAV 5. Most overflight routes in Oman and Pakistan, all
Kuwaiti and Saudi airspace above FL160 and a large number of Q-
series routes in India fall under this specification. Direct controller-
pilot communication is mandatory. Radar monitoring is desirable.
Flight plan RMK B1 in item 18 indicates RNAV-5 capability.
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i) Equipment. At least one RNAV equipment (FMS) using input

from one or a combination of VOR/DME or IRS or GPS is
necessary. Certain countries (UAE, KSA, Kuwait, Malaysia and
Singapore) mandate use of GNSS. It is necessary to use a
lateral deviation indication (ND MAP mode with reference to NPS
where available). ATC voice communication is necessary, radar
control is not.
ii) Operating Procedures. The cleared flight plan must be cross-
checked with charts. Deviation scaling must be adjusted (±5 NM
for RNAV 5) or set automatically on the NPS where available.
Use lateral deviation indicators, FD or AP in LNAV mode and
monitor progress of the flight by cross-checking with
conventional navaids. If ATS issues a heading assignment taking
the aircraft off a route, do not modify the flight plan in the FMS
until clearance is issued to rejoin the route or a new clearance is
confirmed.
i) RNAV 1 & 2. RNAV 1 & 2 operations are designed for ATS
routes, SIDs and STARs and IAPs upto the FAF. RNAV 1 and 2
specs are primarily developed for RNAV operations in a radar
environment, but may be approved for use outside radar coverage
with appropriate safeguards. Flight plan RMK ‘D1’ and ‘C1’ and in
item 18 indicates capability with all permitted sensors for RNAV-1
and RNAV-2 respectively.
i) Equipment. At least one FMS must provide guidance to an
FD/ A/P in LNAV, with ANP less than the RNP. Deviation scaling
must be adjusted or set automatically on the NPS where
available. States may prescribe lay down minimum navaids
specifications (RNAV with GNSS is mandatory in UAE, KSA,
Kuwait, Malaysia, Singapore and optional GNSS or
DME/DME/IRU in India).
ii) Surveillance. ATS surveillance and controller-pilot
communication is not mandatory. Performance must be matched
with route spacing, traffic density, contingency procedures, etc.
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iii) Operating Procedures. for SIDs, radar control is expected

prior to the first RNAV course change, with LNAV guidance
commencing not later than 500 ft AFE on SIDs. Waypoints may
only be extracted from the database in its entirety, by SID/STAR
name; insertion of individual waypoints or manual waypoints is
not permitted. Prior to commencing a procedure, a final
crosscheck of the route with the charts is recommended. The
procedure must be flown with reference to a lateral deviation
indicator, FD/ A/P in LNAV mode. If an ATC-assigned heading
takes the aircraft off route, do not modify the flight plan until
cleared to rejoin the route or a re-routing is issued. Manually
limiting bank during turns is not recommended: if performance
constraints impose deviation from lateral, vertical or speed
parameters, ATC must be informed without delay for issue of
alternate clearance. FD or AP in LNAV mode is not mandatory
for RNAV-2.
j) RNP 1. RNP 1 is designed for operations outside radar coverage
RNP 1 specification and provide means to connect routes with
terminal procedures with little or no ATS surveillance and are
applied to SIDs, STARS and IAPs. Flight plan RMK ‘O1’ in item 18
indicates RNP 1 capability with all permitted sensors.
i) Equipment. RNP 1 specification is based upon GNSS with
RAIM capability. Both FMCs are required, with input from at least
one GNSS and DMD/DME or DME/DME/IRS. It is necessary to
use a lateral deviation indication (ND MAP mode/ CDI), FD or
autopilot in LNAV mode. Deviation scaling must be adjusted (±1
NM for RNAV 1, ± 2 NM for RNAV 2) or set automatically on the
NPS where available. For RNAV SIDs, guidance from the
required equipment must commence no later than 500’ AFE.
ii) Surveillance. ATS surveillance and controller-pilot
communication is not necessary.
iii) Operating Procedures. The flight plan based upon onboard
data should be compared with charts and available resources
before execution. Modification of the route entered from the
onboard database is not permitted except for insertion or deletion
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of specific waypoints in response to ATC requests or clearances.

If an ATC-assigned heading takes the aircraft off route, do not
modify the flight plan until cleared to rejoin the route or a re-
routing is issued. Manually limiting bank during turns is not
recommended as the procedure requires fixed-radius turns.
2.4.7 In-flight Contingency Procedures (Indian FIRs):

a) If an aircraft is unable to continue flight in accordance with its
ATC clearance and/or an aircraft is unable to maintain the
navigation performance accuracy specified for the airspace, a
revised clearance shall be obtained, whenever possible, prior to
initiating any action. If prior clearance cannot be obtained prior
deviation, the following procedure shall be followed:
➢ Issue a MAYDAY/ PAN-PAN call (as appropriate) and
intentions, on the frequency in use/ 121.5 MHz/ 123.45 MHz
➢ Maintain lookout for conflicting traffic visually and by reference
to TCAS, keep external lights on
➢ Leave the assigned route or track by turning 90º left/ right
➢ If unable to maintain the assigned FL, minimize ROD to the
extent that is operationally feasible until clear of the airway
➢ If deviating due to loss of navigation performance, acquire
and maintain in either direction a track laterally separated by
15 NM from the assigned route. Once established on the
offset track, climb (deviating towards South)/ descend
(deviating towards North) to select a FL which differs from
those normally used by 500 ft.
➢ If deviating due to weather, maintain assigned FL while within
10 NM of route centreline. If deviation exceeds 10 NM, climb
(deviating towards South)/ descend (deviating towards North)
to select a FL which differs from those normally used by 300
ft.
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2.4.8 Weather Radar

a) Weather radar shall be displayed on at least one ND at all times,
with range set to display the immediate area of concern. Sensitivity
Time Control (STC) function of the radar provides enhanced
sensitivity when range is set to 80 nm or less, which is required for
weather avoidance. Ranges beyond 80 nm should be used primarily
for strategic weather planning.
b) The weather radar tilt angle (WXR-2100 radar) can be used to
find the height of the top of the precipitation above aircraft altitude.
Adjust the tilt to the point where the top of the cell just reappears.
Δ h (ft) = d (NM) x tilt (in degrees) x 100
Example: If the cloud top just reappears at a tilt angle of - 1° at a
range of 60 NMs then Δ h (ft) = 60 x (-1) x 100 = -6000’. At this
altitude you may clear the area of precipitation by 6000’.
c) The weather radar beam width is 3.5°. Tilt is normally adjusted
automatically to match the selected range and altitude and is
stabilized in roll and pitch with reference to the horizon.
2.4.9 Aerodrome Fire-fighting Category

a) B737-800 airplanes require operating airfields to hold at least
Category 7 of Airport Rescue and Fire Fighting Services (RFFS)
(aircraft overall length 39 to 49 m, fuselage width <5 m). Planned
operations involving airports with lower RFFS may be accepted
after a suitable risk assessment has been conducted by the
operator and with prior approval/remission of applicable regulations.
b) In flight, a PIC may decide to land at an aerodrome regardless of
the RFFS category if, in the PIC’s judgement after due
consideration of all prevailing circumstances, to do so would be the
safest option.
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2.4.10 Aircraft Approach Category

a) Aircraft are classified on the basis of indicated airspeed at
threshold VAT: higher of 1.3x VSO or 1.23x VS1G in landing
configuration (flaps 40) at AFM maximum certificated landing
weight. B737-800 airplanes have a corresponding VAT between 121
and 140 kts and are classified as Category C (FAA TERPS and
ICAO PANS-OPS).
2.4.11 Aircraft Code

a) Aircraft Code. The ICAO Aerodrome Reference Code is a two-
part categorisation of aircraft types which simplifies the process of
establishing whether a particular aircraft is able to use a particular
aerodrome.
b) For the first element which is based on the reference field length
of the runway; our operations are normally restricted to Code-4
(1,800m/ 5,905 ft or longer).
c) Element 2 of the code is derived from the most restrictive of
either the aircraft wingspan or the aircraft outer main gear wheel
span. B737-800 airplanes are classified as Code “C” based on wing
span (>24 m but <36 m) and outer main gear wheel span (>6 m but
<9 m). Airports may have ground maneuvering restrictions based
on aircraft code. Aircraft Code is not to be confused with Aircraft
Approach Category.
2.4.12 ACN/ PCN

a) ACN. (Aircraft Classification Number) AIXL aircraft at Max Apron
Mass have a max ACN 56 for rigid and 55 for flexible pavements of
the most adverse specification.
b) PCN. (Pavement Classification Number) Aircraft operations must
normally match ACN to PCN. Occasional minor overloading
operations are acceptable for flexible pavements by aircraft ACN
upto 10% above PCN and for rigid/composite pavements upto 5%
above PCN.
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2.5.1 Introduction: Performance Data

a) Performance data of the B737-800 is made available by Boeing
in text and digital format (AFM-DPI), all derived from the Airplane
Flight Manual (AFM). The following documents contain performance
data:
• FPPM. Comprehensive performance data to support flight
planning, presented in graphical and tabular format.
• FCOM / PD & PI. Performance data generally to be used
during flight planning and in-flight, presented in tabular format.
• QRH / PI. Performance data required for quick reference in
situations encountered in-flight.
• Performance Software: Airplane Flight Manual – Digital
Performance Information (AFM-DPI) generates runway analysis
such as RTOW tables. Not used for routine for line operations.
b) All flight crew are required to be thoroughly clear about the
general performance concepts and definitions and with the following
type-specific performance notes:
• FCOM Vol.1: Section PD.14 (Text describing performance
data presented and related parameters).
• QRH: Section PI-QRH.15 (Text describing performance data
presented and related parameters).
• FPPM:
o Section 1.1: Takeoff and Landing
o Section 2.1: Flight Planning
o Section 3.1: Enroute
o Section 4.1: Non-Standard Configuration.
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2.5.2 Engine Characteristics – CFM Notes

a) CFM56 engine is a flat rated engine, producing constant TOGA
thrust up to the Flat-Rated Temperature (FRT) or Corner Point
OAT. Both N1 and EGT increases with OAT up to the FRT, beyond
which N1 decreases and EGT remains constant.
• Flat-Rated Temperature
o Takeoff: ISA + 15°C. The FRT is given as Minimum
Assumed Temp in FCOM/PI assumed temperature reduced
thrust.
o Climb/Cruise: ISA + 10°C.
• EGT Margin is the difference between the EGT red line and
the EGT, observed on an engine at TOGA thrust with OAT
greater than the FRT. Keeping the EGT margin as large as
possible will improve the health of the engine (and thereby flight
safety) and lower the maintenance costs.
• EGT margins and thereby health of the engine can be
maximised by the following measures:
o Allow enough time for the engine to cool down. CFM
recommends a cooling time, at or near idle, of at least 3
minutes (taxi time included) after landing.
o Whenever possible, perform reduced thrust takeoff.
b) TO/GA Thrust Time Limit. TO/GA Thrust Time Limit is normally
limited to 5 minutes. For single engine operations this time limit is
increased to 10 minutes.
2.5.3 Short Field Performance (SFP)

a) Short Field Performance Improvement Package was developed
to operate with increased payload in and out of airports with
runways length less than 5,000 ft. It includes the following
enhancements:
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• Flight spoilers are capable of 60º deflection on touchdown

by addition of increased stroke actuators. This compares to the
standard 33º/38º and reduces stopping distances by increasing
the normal force on wheels.
• Slats are sealed upto flap 15 to allow the wing to generate
more lift at lower rotation angles for takeoff.
• Slats only travel to FULL EXT when TE flaps are beyond 25.
Autoslat function available from flap 1 to 25.
• Flap load relief function active from flap 10 or greater.
• Main gear camber (splay) reduced by 1 degree to increase
uniformity of braking across all MLG tyres.
• Reduction of engine idle-thrust delay time from 5 sec to 2
sec to shorten landing roll.
• FMC & FCC software revisions.
2.5.4 Aquaplaning
a) Also known as hydroplaning, this is the situation where the tires
of the aircraft are, to a large extent, separated from the runway
surface by a thin film of fluid. Under these conditions, tire traction
(including nose wheel traction for turning) could drop to almost
negligible values. Antiskid systems prevent rapid decrease of wheel
speed and locking of brakes, thereby preventing aquaplaning.
b) Dynamic Aquaplaning. This type of aquaplaning is a high-speed
phenomenon that occurs with appreciable water depth (about 2.5
mm). Aquaplaning speed may be estimated by the following
relationship:
• Rotating Wheel. Lowest full dynamic aquaplaning speed is
9 x √ Tyre pressure (PSI).
e.g. For B737-800 it is 9 x √205 = 129 kts
• Stationary Wheel. Lowest full dynamic aquaplaning speed is
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7.7 √ Tyre pressure (PSI).

e.g. For B737-800 it is 7.7 x √205 = 110 kts
c) Viscous Aquaplaning. This type of aquaplaning takes place over
surfaces that are made very smooth by rubber deposits, paint or
contaminants like oil, mud, etc., which smoothens the micro-texture
and prevents water from escaping from under the tire footprint.
Viscous aquaplaning can occur with very thin film of fluids, start at
speeds well below dynamic aquaplaning speeds and continue down
to taxi speeds.
d) Reverted Rubber Aquaplaning. This type of aquaplaning occurs
when friction from a locked wheel skid generates heat, causing the
tyre rubber to soften (revert). Steam is generated underneath, which
is trapped by the reverted rubber of aircraft tyres, forming a layer
that removes direct contact of the tyre with the runway surface. This
produces a kind of hydroplaning that can occur with very thin film of
fluids and persist to extremely slow groundspeeds (20 kts or less).
e) Aquaplaning could occur at any speed above this speed. During
takeoff, there is usually a considerable difference (20 to 30 kts)
between the minimum aquaplaning speed and V1. During landing or
RTO, if aquaplaning occurs, it could continue at speeds lower than
the calculated aquaplane speed. This is so because while
aquaplaning will not start below the speed, once started it could
continue well below that speed.
f) Be alert and cautious for aquaplaning while rolling at high speed
over water or wet surfaces coated with paint or rubber deposits, and
avoid harsh manual braking. Functional antiskid systems normally
prevent aquaplaning. In case aquaplaning starts, release the brakes
and allow the wheels to spin up and then apply moderate braking.
2.5.5 Runway Friction

a) Description of terms:
• Dry Runway: A surface which is clear of contaminants and
visible moisture. This includes paved runways which have been
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specially prepared with grooves or porous pavement and

maintained to retain “effectively dry” braking action, even when
moisture is present. A runway is considered dry when not more
than 25% of the surface area is covered with visible moisture or
dampness. The maximum coefficient of friction (µmax) can
exceed 0.6 and is unaffected by aircraft speed.
• Damp Runway: A surface is considered damp when it is not
dry but shows a change of colour due to moisture, but not a
shiny surface. A damp runway is considered wet if more than
25% of runway surface area within the length and width being
used is covered by visible dampness.
• Wet Runway: A runway is considered wet when more than
25% of the runway surface area within the length and width
being used is covered with any visible dampness or water that is
3 mm or less in depth. µmax for a wet runway is sensitive to
surface texture and reduces with increase in speed.
• Contaminated Runway: A runway is considered to be
contaminated when more than 25% of the runway surface area
(whether or not in isolated areas) within the required length and
width being used is covered by water in liquid state with depth of
3mm (0.125 in) or more, or slush, snow, frost, wet ice or ice.
The term ‘Standing Water’ indicates a contaminated runway.
• Slippery Runway. A slippery surface is any surface where
the braking capability is less than that on a dry surface.
Therefore, a surface is considered “slippery” when it is wet or
contaminated with ice, standing water, slush, snow or any other
deposit that results in reduced braking capability.
• Slippery When Wet. Reported when it is found that friction
characteristics indicate diminished braking action when wet, as
compared to a normal wet surface. When wet, such runways
must be considered to support only ‘Medium’ braking.
b) Takeoff in slush depths greater than 0.5 inches (13 mm) is not
recommended because of risk of airplane damage as a result of
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slush impacting on the airplane structure and severely degraded

acceleration due to impingement drag.
c) There is no established meaningful correlation on most
contaminants between estimated surface friction established by
ground measurement devices and aircraft performance. Braking
action reported as ‘Good’ means conditions should not be expected
to be as good as on clean, dry runways but airplanes should not
experience braking or directional control difficulties when stopping.
d) Flight Crew Reported Braking Action
• Good: No pronounced problems with braking or
controllability in crosswind are to be expected.
• Medium (or Fair): A value between GOOD and POOR.
• Poor: Problems with braking or controllability in crosswind
can become severe.
• Nil: Uncertainty about braking and controllability.
e) Friction Coefficient
Runway Friction Coefficient Airplane Braking
Braking (ICAO) Coefficient
Action:
CODE µ 0.4 (DRY RWY)
POOR 1 0 – 0.29 0.05
MEDIUM 3 0.30 – 0.39 0.1
GOOD 5 0.40 & above 0.2
• Runway Friction Coefficient µ(mu): Reported by airport
authorities as measured by the runway friction measuring
vehicles. µ = Frictional force ÷ Normal force
• Airplane Braking Coefficient: The average percentage of the
weight on wheels that can be converted (subject to variables
like condition of the tyres and brake units, airplane weight,
speed, etc.) to braking force. A braking coefficient of 0.2 means
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that, for example, an airplane with a weight of 79,000 kg would

create 15,800 kgf (20% of 79,000 kg) of decelerating force.
• Landing with reported braking action ‘POOR’ is not
permitted, except in an emergency.
2.5.6 Takeoff and Landing Performance Assessment

a) Takeoff and Landing Performance Assessment (TALPA) is a
product of the Aviation Rulemaking Committee (ARC) constituted by
the FAA. The emphasis is on the physical condition, rather than
friction measurement, which eludes universal acceptability. The
following table is an extract of the Paved Runway Condition
Assessment (PRCA) Matrix formulated by TALPA-ARC.
b) The following table amalgamates runway condition descriptions
(limited to conditions normally encountered in AIXL operations) and
codes, control/braking action reports and corresponding max
crosswind guidelines for takeoff and landing.
Runway Condition Assessment Matrix
(RCAM)
Takeoff Landing
Guidelines Guidelines
Runway Condition Runway Control /
(kts)*# (kts) *
Description Condition Braking
Code Action
Dry 6 -------- 34 40
Wet (includes damp
and ≤ 3mm depth of 5 Good 25 40
water)
Slippery when wet
3 Medium 20 25
(wet runway)
Water depth>3mm Medium to
2 15 17
Poor
# Further reduced by company limitations (Airplane General).
* Winds measured at 33 ft (10 m) tower height.
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Note: Reduce crosswind guidelines by 5 kts for landing on wet

or contaminated runways whenever asymmetric reverse thrust
is used.
c) Landing Crosswind Guidelines - Non-TALPA
Runway Condition Code Crosswind Component (kts) *
Dry 40
Wet 40
Standing Water/Slush 20
d) Sideslip-only (zero crab) landings are not recommended with
crosswind component in excess of 15 kts for flaps 15, 18 kts for
flaps 30 and 21 kts for flaps 40 landings. This is to ensure adequate
ground clearance and control margins. Landing on snow or ice must
be attempted only when no melting is present.
2.5.7 Takeoff Performance Calculations

a) The RTOW tabulations are based on the AFM performance data
(AFM-DPI) and are presented in a tabular format to extract data for
Maximum Brake Release Weights for given temperature and wind
conditions. Separate RTOW tabulations are available thrust ratings
(27K/ 26K), runway conditions (dry/ wet), flaps 01 and 05 (and 15
for some airfields) engine bleeds for air-conditioning ON (also
engine bleeds OFF for some airfields), anti-ice off and antiskid
operative conditions. The basic data input for the preparation of an
RTOW table for a specified configuration are airport elevation,
declared distances, slope and the obstacles in the takeoff path.
Prevailing temperature and winds are input to derive a performance
prediction.
b) Runway Length. Takeoff weight calculations are based on
optimally utilising the available clearway and stopway. For an
intersection takeoff, the RTOW tabulations are prepared with a built-
in margin of 1,000ft. While computing the regulated Takeoff weight
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(RTOW), fixed values of 40 ft and 90 ft are used for line up

allowances for TODA and ASDA respectively.
c) Runway Condition. Performance penalties account for the effect
of 25% of the required field length and width being covered by
standing water. Whenever a runway is wet with estimated water
depth 3 mm or less, use ‘Wet’ RTOW tables. When slush depth is
estimated to exceed 3 mm of standing water, performance must be
extracted for DRY runway and then adjusted (Slush/Standing Water
tables in FPPM) for estimated slush depth to find slush/standing
water limited weights and V1 adjustments.
d) Obstacles. For computing MBRW, critical obstacles in the
takeoff path are considered. The obstacle(s) that are in the zone of
consideration are included for the takeoff weight analysis and listed
at the bottom of the page with relevant details. “OBS FROM LO -
FT/FT” refers to the distance of the obstacle from lift – off end of the
runway and height, both in feet.
e) Where obstacle clearance is a factor, minimum flap retraction
height higher than the standard 800 ft may be necessary. This is
noted as a height above 800 ft on the RTOW table (e.g VABB Rwy
14, OOMS Rwy 26, etc).
f) A critical obstacle in the takeoff path could impose a very low or
nil payload. In such circumstances, an obstacle avoidance
procedure or a turning departure procedure is designed to mitigate
the threat and provide a safe exit for the aircraft in case of engine
failure and also improve the takeoff weight. Airport – specific engine
out departure procedures are provided where required on the
relevant RTOW table and/ or FOB.
g) Environment. The first column in the tabulation represents
ambient temperature (OAT). Those temperatures marked with 'A'
refer to temperatures outside environmental envelope (SA+39.5ºC
for takeoff and landing) and are to be used only for use as assumed
temperature.
h) Performance Limited Weights:
Page 286
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
▪ Field Limit Weight. Columns 2 to 6 provide runway/ obstacle

limited weight for different wind components. The most limiting
of following constraints, annotated by the corresponding code, is
extracted as the field length limit weight for the given OAT:
- F : Field (Length) Limit Weight
- B : Brake Energy Limit Weight
- V : V1MCG Limit Weight
- T : Tire Speed Limit Weight
- * : Obstacle / level off.
▪ For a given OAT, if the weight indicated by * increases
across the wind column with increasing head wind, then it is
obstacle limited weight. Otherwise, if the weight across the wind
column remains constant, then it is the 10 min takeoff thrust
rating that is limiting.
▪ Climb Limited Weights. Column 7 provides the CLW.
▪ QNH Corrections:
- Corrections to Field Limits (FLLW, OLW, Brake Energy,
VMCG or Tire Speed Limit) are to be applied for deviation
of QNH from standard 1013 mb as per values stated
below the column for applicable wind component.
- Corrections to CLW are to be applied for deviation of
QNH from standard 1013 mb as per values stated below
CLW column.
i) Structural Limit Weights.
▪ MZFW (Max Zero-fuel Weight) : 62,731 kg
▪ MTOW (Max Takeoff Weight) : 79,000 kg
▪ MLW (Max Landing Weight) : 66,360 kg
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2.5.8 Operational Use of RTOW Tables

a) Each table or graph (FPPM/ AFM) is made for specific airfield,
runway and line-up position (full length or intersection), environment
(surface dry/ wet) and configuration (engine thrust 27K/ 26K, engine
bleeds for air conditioning and anti-ice, flaps, etc.). Each parameter
must therefore be read out and both pilots must concur that it is
indeed the most appropriate table, before proceeding to derive data
from it. To ensure effective crosscheck (Flt Ops Tech Bulletin 737-
18-02), both pilots must follow the RTOW calculations together:
from the same sheet if using a paper RTOW chart and parallelly
from their respective devices if AOT (company EFB) is used.
b) Unless otherwise specified, interpolation is permitted in all
performance tables and graphs. Extrapolation is not permitted.
c) Calculation of Maximum Brake Release Weight:
i) Read against the row of OAT using the higher of reported
and indicated OAT (If the probe is not aspirated, do not use
indicated OAT), under the column for prevailing wind
component to obtain Field Limit Weight (field length, brake
energy, obstacle/ level-off, V1MCG or tyre-speed) and under
the last column to obtain Climb Limit Weight. Apply the QNH
correction mentioned at bottom of the corresponding
column. Note the corrected values for FLW and CLW.
ii) When calculating the MBRW for a wet runway, the limit
weight for dry runway under the same conditions must also
be determined and the lower of the two weights used. This is
required to exclude the theoretical possibility that, due to
credits for reverse thrust and use of a reduced screen
height, a higher takeoff weight is obtained on a wet runway
than on a dry runway, which is not allowed.
iii) In case a CDL penalty is applicable, make appropriate
adjustments (refer section ‘Deferred Maintenance’).
iv) Lower of the following weights becomes the Maximum Brake
Release Weight (MBRW):
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PERFORMANCE/Operational Use of RTOW Tables
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
• Performance limited RTOW: Lower of Field and Climb

limited weight with all applicable corrections.
• MZFW-limited: (62,731 kg + takeoff fuel)
• MTOW (Structural limit): (79,000 kg)
• MLW-limited: (66,360 kg + burnoff).
2.5.9 Assumed Temperature

a) Operation with reduced thrust leads to reduced stress on the
engine and thereby improves reliability and lowers maintenance
costs. Regulations permit the use of 25% thrust reduction for
operation with assumed temperature reduced thrust. A reduced
thrust takeoff is recommended whenever conditions permit.
b) Reduced thrust using the assumed temperature method is not
permitted for the following conditions:
• Antiskid inoperative
• EECs in ALTN mode
• Contaminated runway (slush, standing water, ice or snow)
• Windshear
• Visibility less than 2,000 m
• Thrust reversers INOP.
c) Determination of assumed temperature &reduced N1 for DRY
and WET Runway:
i) Verify that the actual Takeoff weight (ATOW) is below the
MTOW for the prevailing conditions.
ii) From the RTOW tables, find the lowest weight above the
ATOW for the prevailing wind in the field limits columns and
read the corresponding temperature in OAT column.
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PERFORMANCE/Assumed Temperature
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
iii) Similarly, find the lowest weight above the ATOW in the
climb limit column and read the corresponding temperature
in OAT column.
iv) Lower of the temperatures (obtained from step ‘ii’ and ‘iii’
above) is the maximum assumed temperature for the
ATOW. Correct this assumed temperature for QNH below
1013 mb by reducing 1ºC for every 5 mb below 1013 mb. No
correction is to be applied for QNH above 1013 mb. This
accounts conservatively for the QNH variation; no further
correction needs to be applied to the RTOW.
v) From the FCOM / PI section (PI.10.16 for 27K, PI.10.31 for
26K), find the max assumed temperature.
vi) Compare the assumed temperature obtained in step ‘iv’ and
‘v’ above. Lower of these two temperatures may be set as
the assumed temperature.
vii) Reduced Thrust Takeoff N1 corresponding to the assumed
temperature may be derived from FMC after entering the
assumed temperature. Alternately, the same may be derived
from FCOM (PI 10.16 or 10.31). From table 1/3 find max
assumed temperature, from Table 2/3 note minimum
assumed temperature and takeoff N1%. Use Table 3/3 to
find correction to takeoff N1% for difference between OAT
and assumed temp.
2.5.10 Takeoff on a Contaminated Runway

a) A runway covered with water or slush of depth exceeding 3mm is
considered contaminated. 3mm depth is commonly encountered in
moderate rain and 6 mm in heavy rain, often made worse by
uneven surface or lack of camber.
b) In the case of a contaminated runway, the first option is to wait
until water drains adequately from the runway, which could take as
long as 15 min after the rain has ceased. Consider applicable
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IX–OPS-001-SOP
B 737-800 STANDARD
performance adjustments and penalties and any further safety

measures required under the prevailing conditions.
c) On contaminated runways, assumed temperature reduced thrust
is not allowed for takeoff, but derated takeoff thrust (fixed de-rate
26K) may be used. Use FCOM/PI Slush/Standing Water Takeoff -
Weight Adjustment table (based upon slush/standing water depth):
i) Enter with DRY field or obstacle limit weight from RTOW
analysis (figure could be above structural limits) and
slush/standing water depth to note applicable slush/standing
water weight adjustment. Apply the weight correction to the
dry FLW/ OLW to obtain corrected FLW/ OLW.
ii) Enter with field length adjusted for OAT (± 90 ft/ every 5ºC
above 4º) and slush/standing water depth to obtain
V1(MCG) limit weight.
iii) Lesser of the weights obtained from steps (i) and (ii) above
will be the max allowable slush/standing water limited
weight. Compare the slush/standing water limited weight
with other limit weights (CLW, ZFW, Max landing weight or
structural limits) to obtain MTOW.
iv) Enter with ATOW against slush/standing water depth to
derive V1 adjustment.
2.5.11 Determination of Takeoff Speeds

a) V-speeds from FCOM/PI Tables. Use the appropriate table for
flaps, takeoff thrust (27/26K) and field conditions (DRY/ WET).
i) For the Actual Takeoff Weight (ATOW) and flap settings,
find V-speeds (V1, VR and V2).
ii) Find the V1, VR & V2 adjustments for temperature (OAT for
full thrust takeoff and assumed temperature derived from
RTOW analysis in case of reduced thrust takeoff, as
applicable) and pressure altitude.)
iii) Find the V1 adjustments for slope and wind.
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IX–OPS-001-SOP
B 737-800 STANDARD
iv) Find the V1 adjustments for clearway and stopway, if utilised

in the RTOW tables. Apply all corrections to obtain corrected
V1. Corrected V1 must and not exceed VR.
v) Apply corrections where necessary for slush/ standing
water, antiskid inop, thrust reverser inop, DDG
requirements, etc.
vi) From the minimum control speed table of the FCOM/PI or
FPPM enter with airport pressure altitude and actual OAT to
find V1MCG.
vii) If corrected V1 (step v) is less than V1MCG, set V1 = V1MCG.
viii) If corrected VR is less than V1MCG, set VR equal to V1MCG
and determine new V2 by applying the difference between
the normal VR and V1MCG to the normal V2.
b) V-speeds from FMC. FMC is a valid source for obtaining takeoff
speeds for a given gross weight. With AZFW, PLANNED TOF,
actual wind, runway slope and runway surface condition entered,
speeds displayed in the TAKEOFF REF page will be same as that
obtained from the FCOM/PI or FPPM takeoff speed tables.
c) FMC speeds are for balanced field conditions, no improved climb
and forward most CG. For optimised V1(unbalanced field length),
improved climb, contaminated or slippery runway, brake
deactivation, anti-skid inoperative, thrust reverser inoperative, etc.
appropriate corrections must be applied to V-speeds to account for
excess clearway/ stopway and other variations specified on the
RTOW table.
d) Follow the following steps to derive speeds from FMC:
i) PERF INIT: Verify GW indicated on FMS matches planned
takeoff weight on loadsheet.
ii) N1 LIMIT: Verify planned derate (TO-1 or TO-2) selected.
Verify OAT for full thrust takeoff or entry of assumed
temperature in case of reduced thrust takeoff.
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PERFORMANCE/Determination of Takeoff Speeds
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IX–OPS-001-SOP
B 737-800 STANDARD
iii) TAKEOFF REF 2/2: Verify RW WIND (surface wind), RW

COND (dry/wet) and RW SLOPE (from RTOW chart) entered.
iv) TAKEOFF REF 1/2: Verify takeoff flaps and takeoff CG. Apply
V1 corrections derived from FCOM/PI or FPPM for clearway/
stopway, contaminated runway, etc. to obtain final speeds.
2.5.12 Performance Data without RTOW Tables

a) In case actual runway or obstacle parameters do not match
parameters specified for the RTOW tables, or in case performance
for another flap setting is necessary, the necessary evaluation (field
length, climb, obstacle, tire speed and max brake energy limit
weights) may be extracted from FCOM/PD tables or FPPM graphs.
These calculations must also be verified by both pilots and recorded
on the OFP, along with the page number of tables and graphs from
which the data was extracted.
2.5.13 Climb Gradients in Terminal Area

a) RNAV SIDs or go-around procedures could have specific
minimum climb gradients for airspace management or terrain
clearance, which could be beyond the performance capabilities in
case of one engine inop. The required minimum gradient and
corresponding rate of climb for climb speed is indicated on the SID
or approach chart. If it appears, following an engine malfunction,
that the minimum gradient could be unsustainable, advise ATC at
the earliest to obtain clearance for alternate routing under radar
guidance to ensure clearance from traffic and terrain.
b) B737 NG Gradient Report. Twin-engine climb gradients intake-
off configuration (flaps 05, landing gear up), speed V2 for flaps 5,
engine bleeds for airconditioning on, anti-ice off and wings-level
climb:
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PERFORMANCE/Climb Gradients in Terminal Area
AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
Climb Gradient (%)

OAT
(ºC) SL 1,000’ 2,000’ 3,000’ 4,000’ 5,000’ 6,000’
10 15.4 14.7 14.1 13.3 12.6 11.9 11.2
20 15.3 14.7 14.0 13.3 12.5 11.8 11.0
30 15.2 14.2 13.4 12.5 11.7 10.9 10.1
40 13.0 12.2 11.5 10.7 10.0 9.3 8.5
2.5.14 Improved Climb Performance

a) When the takeoff weight is primarily restricted by CLW (field
length, obstacle, tyre-speed, brake energy or level-off not limiting),
consider improved climb performance to enhance takeoff weight.
The additional field length available is used to accelerate to obtain a
higher V2, which results attaining the required climb gradient for an
increased weight. V1 and VR are also increased when V2 is
increased. Improved climb is not allowed if antiskid is inoperative.
b) After calculating FLW/OLW and CLW from the RTOW tables or
FPPM, Improved climb performance can be calculated from FPPM
[table 1.2.24-27 (dry runway) or 1.2.28-31 (wet runway)], using data
from RTOW tables. Enter with the value of FLW minus CLW to
obtain climb weight improvement. Against the original CLW, obtain
increment to V1, VR and V2. Tire speed and brake energy limited
weights must also be reviewed for the enhanced MTOW.
2.5.15 Landing Performance

a) Max allowable landing weight is determined from the most
limiting of the structural and the performance limited landing weight.
The latter is the lowest of the Landing Field and Landing Climb Limit
Weights. FCOM/PD provides data to determine the Landing Field
Limit Weight for both dry and wet runways. It also provides data to
determine the Landing Climb Limit Weight.
b) Landing Field Limit:
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PERFORMANCE/Landing Performance
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IX–OPS-001-SOP
B 737-800 STANDARD
• Dispatch. For dispatch purposes, at the planned landing

weight, it should be possible to bring aircraft to a stop within
60% of the effective length of runway. This imposes a factor of
1.67 to the ALD.
• Operational. Advisory information to derive normal and non-
normal configuration landing distance is provided in the QRH/PI.
The tables assume touchdown 1,000 ft beyond the threshold
under ideal conditions with minimum flare distance. However, in
practice flare times range from 4 to 8 seconds. Therefore,
calculated ELD (unfactored distance including 1,000 ft of air
distance from threshold to full stop, as derived from the QRH/
FPPM) by a margin of 15% or 1,000 ft, whichever is greater.
RLD must always be less than the LDA (usable length landing
beyond threshold). If time is a constraint, use the QUICK-
REFERENCE TABLE.
c) Landing Climb Limit. FCOM (PD 12.5) and FPPM (1.4.7)
provides data to determine limit weight at which it will be possible to
achieve the both approach and go around climb gradients.
• Approach Climb. A minimum climb gradient of 2.1% must be
achievable with one engine inoperative, gear retracted and flaps
in the designated go-around configuration, as in a go-around
from a one engine inoperative approach.
• Go-Around Climb. A minimum gradient of 3.2% must be
achievable with both engines operating, flaps in landing
configuration and landing gear extended.
d) Go-round Climb Gradient. FCOM (PD 12.6) and FPPM (1.4.10)
provides means to determine go-around climb gradient with one
engine inoperative with gear retracted and flaps at 15.
2.5.16 Converting Climb Gradient to Climb Rate (ROC)

a) To convert required climb gradient to required climb rate (nil
wind), multiply the gradient by the airspeed in kts.
Climb rate (ft/min) = Climb gradient (%) x Airspeed (kts)
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PERFORMANCE/Converting Climb Gradient to Climb Rate (ROC)
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IX–OPS-001-SOP
B 737-800 STANDARD
Assumes: 1 % gradient over one nautical mile = 60 ft (1% of

6000ft=1nm) No wind; ground speed = airspeed
Example: Climb gradient = 5.5% and airspeed = 220 kts
Climb rate = 5.5 x 220 = 1210 ft/ min.
b) To convert the gradient in ft/ NM to the climb rate in ft/min, divide
the ground speed in kts by 60 and multiply by climb gradient in
ft/min.
Climb rate (ft/min) = [GS (kts) / 60] x Climb Gradient (ft/NM)
Example: For 200 ft per NM (3.3%) and ground speed 150 kts,
the required rate of climb 500 ft/min. (150/60 x 200 = 500)
2.5.17 Brake Cooling

a) Dispatch. Quick Turnaround Limit Weight table in FCOM/PD
shows the maximum landing weight for which there is no mandatory
minimum ground time for brake cooling prior to the next departure.
It only guarantees that fuse plugs will not melt during the next
takeoff and does not provide additional brake energy protection if it
becomes necessary to reject the takeoff.
b) Operational. Recommended Brake Cooling Schedule tables 3
provide means to determine minimum brake cooling time on ground
following a landing or RTO, prior to the next departure or additional
in-flight gear down time prior to the next approach.
c) Brake Cooling Schedule. The maximum certified brake energy (E
Max) for B737-800NG Cat ‘C’ brakes is 56 MFP. Brake energy is
cumulative; residual brake energy (E Residual) after previous
landing or RTO is calculated from the brake cooling schedule.
Available brake energy (E Available) is the difference maximum
certified energy minus the residual brake energy.
E AVAILABLE = E MAX – E RESIDUAL
3
Refer QRH (PI-QRH.11.29), FCOM (PI.12.29), FPPM (1.4.15)
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B 737-800 STANDARD
d) If the resulting ‘E Available’ is less than the energy required for

the RTO in the subsequent takeoff, the takeoff must be delayed and
brakes cooled until E AVAILABLE is equal to or more than required
for subsequent RTO on takeoff.
2.5.18 Effect of Inoperative Equipment

a) Antiskid Inop (MEL 32-02-02).
• Only allowed on a dry runway.
• Reduced thrust takeoff not allowed.
• Improved climb is not allowed.
• Normal dry runway FLW and OLW must be reduced by
8,100 kg. V1 adjustment needs to be applied (Refer FCOM
PI/TEXT 1.1.4).
• Must be serviceable at the commencement of LVTO, CAT
II/III operations.
• For adverse weather/ monsoon operations, only a direct
return for repair is permitted, if performance permits.
b) Thrust Reverser Inop (MEL 78-01-03). An inoperative thrust
reverser has no effect on dry runway takeoff performance
calculations. When dispatching on a wet runway with one thrust
reverser inoperative (one is required for dispatch), the wet
runway/obstacle weight must be reduced by 850 kg and V1 by 2
kts. If the resultant V1 is less than V1(MCG), set V1 equal to
V1(MCG). Both reversers must be serviceable at the
commencement of LVTO, CAT II/III operations.
c) EEC ALTN Mode (MEL 73-11). With EEC in ALTN mode,
variations in N1 can occur during takeoff, necessitating adjustments
to takeoff speeds and lower performance limited takeoff weights.
Dispatch is permissible with both EECs in ALTN mode, with
performance adjustments. Application of derate and/or assumed
temperature reduced thrust is not permitted.
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PERFORMANCE/Effect of Inoperative Equipment
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IX–OPS-001-SOP
B 737-800 STANDARD
• Enter FCOM (PI.14.1) or FPPM (4.5.1) with the normal

mode performance limit weight to obtain corrected FLW, CLW,
OLW and BELW (use the most limiting as max performance
limited takeoff weight). Obtain increment to V1 (dry/wet), VR
and V2. Obtain max takeoff N1% and adjust for bleed
configuration (N1 bugs to be manually set after performance
planning).
• Reduced thrust takeoff is not allowed
• Do not use the FMC takeoff N1 or V-speed values.
• Use of Autothrottle for takeoff is prohibited
• Max rated thrust may be reached before thrust levers are full
forward; guard against overboosting the engines.
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PERFORMANCE/Effect of Inoperative Equipment

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IX-OPS-001-SOP

STANDARD OPERATING PROCEDURES

Refers to Operations Manual Part A

Issued by Air India Express Limited

Published under the Authority of

Issue – 4, Rev. 1 dated 26 OCT 2020

AIR-INDIA EXPRESS LTD.

B 737-800 STANDARD OPERATING PROCEDURES

REFERS TO OPERATIONS MANUAL

Published under the

Issue-4, Rev. 1 dated 26 Oct 2020

INTENTIONALLY LEFT BLANK

Amendments to this manual are promulgated whenever necessary

Issue Revision no. Date Entered by

INTENTIONALLY LEFT BLANK

Sl Control Name of Holder Type of Remarks

INTENTIONALLY LEFT BLANK

LIST OF EFFECTIVE PAGES

Page no. Revision no. Date

INTENTIONALLY LEFT BLANK

Issue Revision Date of Brief Description of

INTENTIONALLY LEFT BLANK

1.3.13 Engine Start Procedure 63

1.4.6 Rejected Takeoff (RTO) 134

2.1.20 Approach Minima 186

2.2.15 Supervised Takeoff and Landing 237

2.5.4 Aquaplaning 280

ATS Air Traffic Services

DDG Dispatch Deviation Guide

FAF Final Approach Fix

MCT Maximum Continuous Thrust

TODA Take-Off Distance Available

WBM Weight and Balance Manual

INTENTIONALLY LEFT BLANK

PART C: Areas, Routes and Aerodromes. This part comprises all

f) Scope. This SOP is issued for guidance in the operation of the

1.1.2 Description of Terms

1.2.2 Airplane General

Verify that an operational check of the flight deck door access

For Company Speed Policy, refer Section 2.

1.2.3 Weight Limitations

1.2.4 Air Systems

Note: The fire protection Non-Normal Procedures take

1.2.5 Anti–Ice, Rain

1.2.6 Autopilot/Flight Director System

# Maximum allowable wind speeds when landing weather minima

Non–AFM Operational Information:

1.2.8 Engines and APU

• Engine no. 1 bleed valve open.

1.2.9 Flight Controls

1.2.10 Flight Management, Navigation

1.2.11 Fuel System

1.2.12 Landing Gear

Air-India Express adheres to the Normal Procedures as

1.3.2 Pre-Flight: Planning and Briefing

b) The Captain is to carefully consider alternates prior to departure

1.3.3 Areas of Responsibility

Scan Flow Areas of Responsibility

1.3.4 Preliminary Preflight Procedure (Captain/ F/O)