Sop 737-800

SereneAir
SOP 8737-800
OM PART-A
EDITION I
SereneAir
SOP 8737-800
CONTENTS OF THE SOP
OM PART-A
8737-800 SOP
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SereneAir
OM PART-A
CONTENTS OF THE SOP
CONTENTS OF THE SOP
S. NO. NAME OF CHAPTER

0 INTRODUCTION
1 GENERAL
2 PRE FLIGHT DUTIES
3 BEFORESTARTIPUSHBACKPROCEDURE
4 ENGINE START PROCEDURE
5 BEFORETA~PROCEDURE
6 REJECTED TAKEOFF PROCEDURE
7 TAKEOFF PROCEDURE
8 PROCEDURE IN CASE OF MALFUNCTION AFTER V1
9 AREA DEPARTURE & CLIMB
10 TOP OF CLIMB
11 DESCENT PREPARATION
12 HOLDING
13 APPROACH
14 ILS APPROACH CAT I
15 LVTO & ILS APPROACH CAT II
16 NON PRECISION APPROACH WITH STRAIGHT IN
LANDING
17 CIRCLING I VISUAL APPROACH
18 GO-AROUND PROCEDURE
19 LANDING ROLL PROCEDURE
20 AFTER LANDING PROCEDURE
21 SHUTDOWN PROCEDURE
22 STANDARD CALLOUTS ~
23 OPERATING PROCEDURE WITHOUT FMC "'~ s
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SOP 8737 -800
CHAPTER 0: INTRODUCTION
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CHAPTER 0: INTRODUCTION
S. NO. DESCRIPTION PAGE NO.

0.1 INTRODUCTION 3
0.1.1 Distribution List 3
0.2 SYSTEM OF AMENDMENT AND REVISION 3
0.2.1 Amendments I Record of Revision to the SOP 3
0.3 Record of Normal Revisions 5
0.3.1 Record of Temoorarv Revisions (TR) 6
0.4 LIST OF EFFECTIVE PAGES 7
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0.1 INTRODUCTION
The SOPs are promulgated to meet the requirements of AN0-003-FSXX-5.0.
The purpose of this SOP is to provide guidance where the FCOM is not
specific and to define duties and responsibilities of the crew. However,
procedure(s) disagreement with FCOM, if any, has been adjusted to suit
company requirement and hence supersedes such FCOM procedure(s).
-~, 0. 1.1 Distribution List
The approved Master Copy of 8737-800 Standard Operating Procedures is

retained and controlled by the office of the Chief Pilot Standards. Distribution
list of 8737-800 SOPs is as under:
1. Director Flight Operations
2. Chief Pilot Training
3. Chief Pilot Standards
4. Chief Pilot. Equipment
5. All Flight Crew (8737-800)
The distribution list will be maintained and updated by Chief Pilot Standards
according to operational needs and requirements.
0.2. SYSTEM OF AMENDMENT AND REVISION

0.2.1. Amendments I Records of revisions to the SOP
Chief Pilot Standards is responsible for the issuance of amendments and

revisions to this SOP with the approval of DFS, PCM.
A revision service is provided for each SOP. Amendments to the SOP are
promulgated by means of normal revisions issued as necessary to cover
corrections and to add new data.
All amendments will be in the form of printed, replacement pages. They are
accompanied by filing instructions and an updated LEP (List of Effective
Pages).
A normal revision record sheet mentioning the issue date is provided in the
SOP.
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Temporary revisrons are issued to cover urgent matters arising between

normal revisions. They are accompanied by filing instructions.
A temporary revision record sheet is provided in 0.3.1.
For those using the digital format of the SOP, all amendments will be intimated
by the office of the Chief Pilot Standards. The latest revision of the SOP can
then be downloaded from the Serene Air website.
A brief outline of the purpose and the nature of each change are included in
the transmittal sheet attached to each amendment.
A vertical bar in front of the line indicates a latest change in the text.
All authorized SOP holders are responsible for its security and safeguarding,
for insertion of amendments and revisions and for maintaining the SOP in a
current status.
After each normal or temporary revision is entered, a notation should be made

on the normal or temporary revision record sheet.
UG 2018
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0.3. RECORD OF NORMAL REVISIONS
Rev. No. Revision Date Filed Bv Signature

8737 ~800 SOP Chapter 0
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0.3.1 Record of Temporary Revisions (TR)

TR No. Issue date Filed By Location/Remarks/Status
e:...'O .
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SereneAir
SOP 8737-800
CHAPTER 1:
GENERAL
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Chapter 1
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GENERAL
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CHAPTER1:GENERAL
S. NO. TABLE OF CONTENTS PAGE NO.

1 GENERAL 3
1.1 NORMAL AND NON-NORMAL CHECKLIST 4
1.2 MISCELLANEOUS READING 5
1.3 STERILE COCKPIT 5
1.3.1 Mobile Phones 5
1.4 PROHIBITION OF SMOKING ONBOARD 5
1.5 CONFIGURATION CHANGES 6
1.6 COCKPIT CREW PERSONAL ITEMS AND 6
MANUALS
1.7 USE OF VHF RADIOS 6
1.8 USE OF EXTERIOR LIGHTS 6
1.9 FLIGHT DECK DOOR 7
1.10 CONTROL DISPLAY UNIT (CDU) 8
1.11 MODE CONTROL PANEL & FIGHT MODE 8
ANNUNCIATOR
1.12 AUTO THROTTLE USE 9
1.13 DUTIES OF PF AND PM 9
1.14 WEATHER RADAR AND TERRAIN DISPLAY 10
GUIDELINES
1.15 CHRONO I ELAPSED TIME CLOCK MANAGEMENT 11
1.15.1 Elapsed Time 11
1.15.2 Chrono I Stopwatch 11
1.16 FMC PAGES GUIDELINES 11
1.17 HEADSETS I BOOM MIKE AND FLIGHT DECK 12
SPEAKER USE
1.18 SEAT BELTS I SHOULDER HARNESS 12
1.19 REFUELING AND DEFUELING WHEN 12
PASSENGERS ARE EMBARKING, ONBOARD OR
DISEMBARKING
1.20 R2 DOOR OPENING 15
1.21 INFLIGHT FUEL MANAGEMENT 16
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1.22 FLIGHT CREW AND CABIN CREW 17

ST AN OARD EMERGENCY CALLS I
COMMUNICATION
1.23 MCP ALTITUDE SETTING TECHNIQUES 19
USING VNAV
1.24 AUTOMATION USE GUIDELINE FOR 20
MAINTAINING MANUAL FLIGHT PROFICIENCY
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1. GENERAL
Airline Standard Operating Procedures establish sequences, designate
individual crew member duties, responsibilities and furnish brief explanations,
where necessary.
Flight crew shall conduct flight operations in accordance with:
• Serene Air Operations Manual.
• 8737-800 Flight Crew Operations Manual (FCOM) which provides the

necessary operating limitations, procedures, performance and
systems information for safe and efficient operation.
• SOP which provides company procedures strictly concerning 8737-

800, but not covered in the FCOM. It contains those procedures and
callouts which, for safety or economic reasons, supplement the
FCOM. The SOP as the name implies, is the normal method of
operating a flight in the airline. However, circumstances may require
deviation from the SOP. When a deviation is unavoidable, the Pilot
Flying (PF) shall brief the Pilot Monitoring (PM) on the reason and the
extent of the planned deviation to avoid confusion.
• FCTM, which is a useful reference document providing training and

line operation guidelines for the 8737 models to supplement and
elaborate the FCOM.
Where there is a difference between the SOP and the Boeing FCOM or the
FCTM, the SOP reflects company policy.
The SOP elaborates division of duties and responsibilities between the Captain
(Capt.) and the First Officer (F/O) during the pre and post flight phases. Phase
of flight duties and responsibilities are divided between the Pilot Flying (PF)
and the Pilot Monitoring (PM). The Captain, however, retains the final authority
and responsibility for all actions directed and performed. Captain shall always
be the PF during all ground operations. First Officer will be PF for his sector
from takeoff until landing at the Captain's discretion.

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1.1 NORMAL AND NON-NORMAL CHECKLIST
All normal and non-normal checklist shall be carried out as per the "Checklist
Instructions" chapter of the QRH.
In case of a "non normal" situation,
• Any pilot noticing the anomaly will call out the abnormality. In case of
Master Caution activation, the callout will be "Master Caution",
followed by the system annunciation, e.g. "Electric".
• The PF will call "Identify".
• The PM will identify the malfunction. In case of multiple malfunction

lights, the primary malfunction will be identified.
• The PF will then call the appropriate Non-Normal checklist by its title,
e.g. "Zone Temperature Checklist", or "Engine Failure and
Shutdown Checklist".
• It is the Captain's responsibility that the appropriate non-normal

checklist is executed.
• In case of non-normal checklist having memory items, the PF will

announce the name of the checklist followed by the words "Memory
Items" e.g. "Emergency Descent Memory Items". The pilot in
whose area of responsibility the action lies will call out the memory
item before taking the action. In some memory checklists, where the
items are divided between the PF and PM based on area of
responsibility, a pilot after finishing calling out and taking actions in
his area of responsibility will announce "Continue" as a cue for the
other pilot to continue the following memory items callout and action
which now lie in his area of responsibility. As an example in case of
Engine Fire, Severe Damage or Separation memory items, the PF
after calling out the and carrying out the first 2 items upto "Thrust
Lever (affected engine) Confirm Close" will callout
"Continue" to cue the PM to continue with the remaining memory
items. Since the PF and PM memory items of Emergency Descent
@~ do not form a sequential chain, the emergency descent memory
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items are accomplished simultaneously by both pilots in their

respective areas of responsibility without calling them out.
• Where a checklist memory or reference item states (affected engine),

it will be called or read as "No1/2 Engine" as applicable.
1.2 MISCELLANEOUS READING
From the start of pre-flight procedure till completion of the shutdown checklist,
cockpit crew shall not involve themselves in reading newspapers, magazines
etc.
1.3 STERILE COCKPIT
The sterile cockpit rule shall be observed from the start of the Before Start
Checklist till 10,000 ft altitude I FL 100 while climbing and during descent from
FL100 I 10,000 ft altitude till after the Shutdown Checklist is complete. Cockpit
crew should refrain from consuming meals or involving in unnecessary
discussion I conversation, not related to operating the current flight during this
period.
1.3.1 Mobile Phones
Mobile phones shall be switched off before conducting the Before Start
Checklist.
1.4 PROHIBITION OF SMOKING ONBOARD
No smoking is permitted anywhere onboard the aircraft including the flight

deck. In case of smoking in the flight deck by either the operating crew or
passengers I supernumerary I cabin crew, the entire crew complement
present in the fight deck will be held responsible. The PCM has mandated
the following action against defaulters:
• First violation. In case of no-smoking violation licenses of entire

operating crew complement present in the cock.pit shall be
suspended for three months if it is reported revealed and proved that
someone out of the crew complement has smoked or permitted
smoking.

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• Second violation. The license of the crew member who is involved

in a no-smoking violation for the second time would be revoked I
cancelled.
1.5 CONFIGURATION CHANGES
The PM shall monitor and announce all configuration changes, e.g.
"Flaps_ selected, moving on the gauge" and "Flaps_ green light",

when the desired flaps position is reached.
1.6 COCKPIT CREW PERSONAL ITEMS AND MANUALS

Cockpit Crew will carry the following:
I. FLASH LIGHT-------------------------------------- ALL

11. SOP--------------------------------------------------- ALL
Ill. LICENSE, MEDICAL CERTIFICATE--------- ALL
IV. PASSPORT (For International Flights)------ ALL
1.7 USE OF VHF RADIOS
No. 1 VHF radio shall be used for communication with ATC and No. 2 VHF
radio for communication with company or monitoring ATIS. VHF emergency
frequency 121.5 MHz (Guard) shall be monitored on No. 2 VHF radio, when
not required for communicating with company or obtaining ATIS. VHF 3 will be
tuned to inter-pilot communication frequency 123.45 and monitored when
required.
1.8 USE OF EXTERIOR LIGHTS

The use of exterior lights shall be governed by the following guidelines:
a) Anti collision lights to be selected ON after obtaining start up

clearance and will remain ON till engine shutdown.
b) Taxi light to be selected ON I AUTO after obtaining taxi clearance.
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c) During taxi-out and taxi-in, taxi light is to be kept ON I AUTO while

RUNWAY TURNOFF light and FIXED (AP-BNC/D) I LANDING (AP-
BNA) light shall be switched ON only if required.
d) STROBE lights to be selected ON when cleared to enter or cross an

active runway.
e) During takeoff, FIXED, RETRACTABLE (AP-BNC/D) I LANDING

(AP-BNA) lights and RUNWAY TURNOFF lights shall be switched
ON and taxi light shall remain OFF I AUTO.
f) FIXED (AP-BNC/D) I LANDING (AP-BNA) lights will only be switched

ON before takeoff when takeoff clearance is received.
g) During climb from after takeoff checklist to Flight 100/10,000 feet,

only FIXED (AP-BNC/D) I LANDING (AP-BNA) lights shall be kept
ON. RETRACTABLE and RUNWAY TURNOFF lights shall be OFF.
During descent from FL 100/10,000 feet till commencement of the
landing checklist, only FIXED (AP-BNC/D) I LANDING (AP-BNA)
lights shall be kept ON.
h) During approach from the landing checklist, FIXED, RETRACTABLE

(AP-BNC/D) I LANDING (AP-BNA), RUNWAY TURNOFF lights shall
be ON. TAXI light shall be OFF I AUTO.
i) During the After Landing procedure, FIXED, RETRACTABLE (AP-

BNC/D) I LANDING (AP-BNA) lights and RUNWAY TURNOFF lights
shall be turned OFF, when clear of the runway while the taxi light will
be put to ON I AUTO.
j) All lights except POSITION lights to be switched OFF before entering

the parking position to avoid glare to the marshaller and other
operational personnel.
1.9 FLIGHT DECK DOOR

a) The flight deck door locking system will be kept armed during all
phases of flight. This starts from the moment when the Flight crew
enters the cockpit to operate the flight till the time they leave the
cockpit after operating the flight to include time spent during:.t:r:a siJ..
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stops. The Service lnterphone shall be used with the cabin crew for
communication and for coordination of door opening for access to
authorized personnel.
b) If a flight crew member is required to leave the cockpit for any reason,
it must be ensured that at least two crewmembers (to include a cabin
crew if necessary) are present in the cockpit at all times.
1.10 CONTROL DISPLAY UNIT (CDU)
In flight, the PM normally makes CDU entries. The PF may make simple CDU
entries when workload permits. However, below FL 100 I 1 O,OOOft the PF will
call for CDU Changes and PM will make them. All CDU entries after engine
start shall only be executed after confirmation by the other pilot.
During high workload times, e.g. departure or arrival, try to reduce the need
for CDU entries. When under radar vectors use the MCP heading, altitude,
and speed control modes. MCP can be easier to use than entering complex
route modifications into the CDU. The use of Speed and Altitude Intervention
will also avoid the need for CDU entries to an extent.
1.11 MODE CONTROL PANEL & FLIGHT MODE ANNUNCIATOR
Use of Mode Control Panel (MCP) and Flight Mode Annunciator (FMA) shall
be governed by the following:
a) It is mandatory for both pilots to verify I announce FMA and thrust

mode changes, through all phases of flight,
b) During Manual Flight, PM shall make MCP selections as directed by

PF and announces the FMA change. PF shall check his FMA and
acknowledge by saying "Checked". Heading and altitude changes
required by ATC may be set without PF's direction but shall be
announced e.g. "Heading 170 Set"
c) With the Autopilot Engaged, PF shall make the MCP selection and
announce the FMA changes. PM shall check his FMA and
acknowledge the change by saying "Checked".
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d) When an armed mode engages, any pilot noticing the change first
will announce the FMA. This also applies to ALT ACQ and ALT
HOLD annunciation during level off.
1.12 AUTOTHROTTLE USE
Auto throttle use is recommended during takeoff and climb, both for manual
and automatic flight. During other phases of flight, auto throttle use is only
recommended if autopilot is engaged. Auto throttle should not be used with an
engine inoperative, even during automatic flight.
1.13 DUTIES OF PF AND PM
PF's general phase of flight responsibilities are:
• Taxiing
• Flight path and airspeed control*
• Aircraft configuration
• Navigation
• Observance of SOPs
• Preparation of aircraft for the individual segments of the flight

procedure
• Correct use of checklists.
* Whenever other activities or special events prevent the PF from focusing

his full attention to piloting, he shall hand over these duties to the PM with
the call out 'You have controls', who confirms the takeover with the reply 'I
have controls'.
Note : At all times, one pilot (PF) shall always be flying and monitoring the
flight path, airspeed and navigation instruments. Both pilots shall not involve
themselves in non-flying activities at the same time.

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PM's general phase of flight responsibilities are:
• Checklist reading
• Communication*
• Tasks asked for by the PF
• Monitoring taxiing, flight path, airspeed, aircraft configuration, and

navigation
• Monitoring aircraft systems
• Setting, identifying and checking navigational aids according to the

instructions of PF
• Keeping the necessary flight records.
*To permit the PM to concentrate on his task during non-normal or emergency

checklists, PF will take over communications by announcing "I have
controls and communication". This task sharing will end when the
checklist is completed or deferred items are reached.
1.14 WEATHER RADAR AND TERRAIN DISPLAY GUIDELINES
The use of Weather Radar (WXR) and Terrain display (TERR) will be as
follows:
PHASE OF FLIGHT CONSIDERATION PF PM

Weather or Weather and Terrain WXR TERR
Takeoff, Departure & Climb
None or Terrain onlv TERR TERR
Weather WXR WXR·
Climb> 10.000'/MSA & Cruise
None WXR TERR
Weather or Weather and Terrain WXR TERR
Descent, Approach & Landing
None or Terrain only TERR TERR
* In case of emergency descent the PM will switch over to the TERR display to
estimate the MSA from the peaks.
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Note: In case of IMC and I or night, Weather consideration must

always be assumed.
1.15 CHRONO/ ELAPSED TIME CLOCK MANAGEMENT

1.15.1 Elapsed Time
CAPTAIN FIRST OFFICER

RUN Blocks OFF Pushing TO/GA Switch
HLD Blocks ON Reverser Stowed
Meaninq Block Time Fliqnt Time
1.15.2 Chrono I Stopwatch

Start lever raised to idle: for Start Switch moved to GND:
Start
EGT rise (15 seconds) For Starter Limitations (2 minutes)
Takeoff Thrust Limit Takeoff Thrust Limit
Takeoff
(5/10 minutes) (5/10 minutes)
Reverser Stowed: Engine cool down
After Landing None
(3 minutes)
1.16 FMC PAGES GUIDELINES
Flight Phase Pilot Flying Pilot Monitoring
Taxi Takeoff Ref Page 1 Legs page 1
Takeoff Takeoff Ref Page 1 Legs page 1

After flap retraction
Legs Page 1 Legs Page 1
till 10,000 I FL 100
Climb above
Legs Page 1 Progress Page 1
10,000 I FL 100
Cruise Legs Page 1 Progress Page 1
Descent upto
Legs Page 1 Progress Page 1
10,000 I FL 100
Descent below Legs page 1 Legs page 1
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10,000 I FL 100
Approach Ref
Approach Progress Page 2
page
Note: Duplication of displayed pages is not recommended.
1.17 HEADSETS I BOOM MIKE AND FLIGHT DECK SPEAKER USE
The flight crew members must use headsets I boom mike from engine start
until top of climb and from the start of descent until the engines are shut down
after landing. During cruise, flight deck speaker may be used. Speaker volume
should be kept at the minimum usable level adequate to avoid interference
with normal crew flight deck conversion, but still ensure reception of relevant
communication. Headsets I boom mike must be used for HF communication.
1.18 SEAT BELTS I SHOULDER HARNESS
Seat belts will be fastened during all phase of flight. Shoulder harness will be
worn for Taxi, Takeoff upto FL 100/1 O,OOOft, and from FL 100/1 O,OOOft to
Landing and when in moderate to serve turbulence.
1.19 REFUELING AND DEFUELING WHEN PASSENGERS ARE

EMBARKING, ONBOARD OR DISEMBARKING:
Refueling with Kerosene (JET A, JET A1) when passengers are embarking,
remaining onboard, or disembarking, is allowed unless prohibited by Airport
Authorities and following conditions are met to ensure a coordinated and
expeditious cabin evacuation in the unlikely event that fire does occur.
• After arrival of the aircraft, the Captain or ground engineer must

ensure that fueling shall not be commenced before passenger steps I
passenger jet ways are positioned and the passengers have started
disembarking.
• Permanent supervision of passengers by cabin crew and station

personnel shall be provided. The airport fire brigade and airport ramp
~ control shall be informed accordingly. Passengers shall be led
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directly to and from the aircraft, keeping the maximum possible

distance from the fueling zone.
• A two-way communication shall be maintained on the intercom

between the ground crew supervising the refueling and the qualified
personnel on board the aircraft.
• The "seatbelt" sign must be switched OFF.
• The "No Smoking" sign if applicable must be switched ON, together

with interior lighting to enable emergency exits to be identified.
• An adequate announcement must be made to the passengers,

repeated as necessary, including the following information:
Fueling will take place

No smoking must be observed
Passengers must remain seated with their seatbelts unfastened
Use of electronic devices is prohibited
• The minimum cabin crew complement must be present onboard and

be prepared for an immediate emergency evacuation.
• One exit door (normally used for passengers' disembarkation

embarkation) - with Jet way I stairs in position - must be designated
as primary exit intended for emergency evacuation. The area
outside that exit must be unobstructed.
• In addition. one secondary exit - with Jet way I stairs in position or

exit door • - must be designated as exit intended for emergency
evacuation. The area outside that exit must be unobstructed.
• This exit door must be closed and disarmed with the assigned
cabin crew standby until the re/de-fueling is completed. The ground
area beneath that exit (and the associated slide deployment area)
must be kept clear and free of vehicles I obstacles on the ramp within
at least 12 meters from the aircraft. In case evacuation is required,
following the Evacuation Command, the cabin crew shall open that
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door in the armed mode to allow slide inflation and rapid evacuation,
if outside conditions are safe.
• The choice of the designated primary and secondary exit doors shall
be communicated to all crews onboard by the Captain
• Inside the cabin, ground servicing activities and work (such as

catering and cleaning) should be conducted in such a manner that
they do not create a hazard. The required emergency exits as well as
the aircraft aisle leading to the exit doors must never be blocked by
unattended catering or cleaning equipment. Lavatories shall be
locked during the entire process.
• All dividers I curtains must be secured in the open position.
• In case of passengers remaining onboard, gathering in the entrance

area(s) shall be avoided. Cabin crew must be aware of the location
of wheelchair passengers, stretcher cases, and unaccompanied
minors to ensure a safe emergency evacuation of these passengers
if it becomes necessary.
• If presence of fuel vapour is detected inside the cabin, or any hazard

arises during the re/de-fueling, the process must be stopped
immediately.
• If only one fuel truck is used, it is recommended but not mandatory to

position it on the right (Starboard) side of the aircraft. Boarding shall
not be delayed because of the fuel truck position.
• A fire truck must be present (applies only if it is an airport

requirement)
• In case evacuation is required, crew shall follow Evacuation

procedures (refer to SEP).
The following procedure shall be applied:
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The fire brigade is positioned at the aircraft in case the fire

services' response time exceeds three (3) minutes
Ensure that at least one cockpit crewmember remains in the
cockpit during the entire process
Establish communication with the engineer
Switch the no smoking signs "ON", if applicable
Switch the fasten seatbelt signs "OFF"
Inform the cabin crew of the beginning and ending of refueling
Listen for fire warning from the ground engineer
Be prepared to initiate a passenger evacuation, if necessary
• The Cabin Crew shall:

Establish communication with the flight deck and inform in case
of presence of fuel vapour in the cabin
Make the required announcement according to SEP Manual
Ensure that lavatories are locked
Ensure that the designated emergency exits are unobstructed
Ensure that ground servicing such as catering or cleaning does
not pose any hazard or hinder an emergency evacuation
Secure all dividers and curtains in open position and ensure that
aisles are free from any obstacles
Be present in the immediate vicinity of their respective exits
Be prepared to initiate passenger evacuation if necessary
• The Ramp Agent must ensure that:

The area around emergency exits is kept clear
Passengers boarding I disembarkation is carried out in a
controlled manner
• The Ground Engineer shall:

Establish communication with the flight deck,
Inform the flight deck of the beginning and ending of refueling
Alert the flight deck if fire occurs and take appropriate actions
Stop refueling upon flight deck's request
1.20 R2 DOOR OPENING:
Caution should be observed to avoid FOO ingestion into the APU, when R2
£, ~
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door is opened with the APU running.
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1.21 IN-FLIGHT FUEL MANAGEMENT

Fuel will be checked and scored against the OFP at the first waypoint after
TOC and thereafter every 30 minutes approximately.
If, as a result of an in-flight fuel check. the expected fuel remaining on arrival at
the destination is less than the required alternate fuel plus final reserve fuel,
the Captain must take into account the traffic and the operational conditions
prevailing at the destination aerodrome, along the diversion route to an
alternate aerodrome and at the destination alternate aerodrome. when
deciding whether to proceed to the destination aerodrome or to divert, so as to
land with not less than final reserve fuel.
A Diversion to alternate may not be initiated if landing at destination having
two operational runways is assured, when weather at destination is above its
own alternate minima, and expected to remain so until at least 30 minutes
after the Expected Approach Time. A landing must be made with at least the
Final Reserve Fuel remaining. If at any time, fuel at landing is expected to go
below the Final Reserve Fuel, an emergency must be declared.
The Captain shall request delay information from ATC when unanticipated
circumstances may result in landing at the destination aerodrome with less
than the final reserve fuel plus any fuel required to proceed to an alternate
aerodrome.
The Captain shall 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.
Note 1: The declaration of MINIMUM FUEL informs ATC that all planned
aerodrome options have been reduced to a 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 should
any additional delay occur.
Note 2: Final Reserve is an emergency reserve holding fuel represented

by 30 minutes. holding in clean configuration at 1,500 ft. AFE, at the
~ stimated weight over the destination alternate aerodrome.
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Note 3: 1200kgs will be used as a conservative final reserve fuel for

8737-800 flight planning.
The Captain shall declare a situation of fuel emergency by broadcasting

"MAYDAY, MAYDAY, MAYDAY FUEL", when the calculated usable fuel
predicted to be available upon landing at the nearest aerodrome where a safe
landing can be made is less than the planned final reserve fuel.
Fuel Balancing
When the fuel balancing procedure is being accomplished, both pilots must
monitor the operation, so as to discontinue the procedure when the fuel is
balanced. The estimated time required for completion of the fuel balancing
must be noted on the OFP and monitored using the on-board stop watch. The
procedure for Fuel balancing In-flight is contained in the FCOM Supplementary
Procedures.
1.22 FLIGHT CREW AND CABIN CREW STANDARD EMERGENCY

CALLS I COMMUNICATION
Emergency Alert (When Aircraft is on Ground)

From To Communication Details
Flight Cabin Via PA Emergency evacuation may be required.
Deck "Attention Crew at Stations, Cabin Crew must return to their stations,
Attention Crew at Stations" evaluate and wait for further command
Evacuation Required
Flight Cabin Via PA Emergency evacuation is required. Cabin
Deck "Evacuate, Evacuate" Crew to evaluate and commence
immediate evacuation from all usable
exits
Cabin Flight Shout "Evacuate, Evacuate" When No command is given from Flight
Crew Deck (followed by applicable evacuation Deck and catastrophic condibons
and command) present.
Cabin
Evacuation Not Required

Flight Cabin Via PA Evacuation is not required. Cabin Crew to
Deck "Normal Operations, remain at their stations and await further
"Normal 0 erations" command.

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EmerQencv Alert 1 ln-fliqht)

Flight Cabin Via PA LCC to proceed to Flight Deck
Deck "LCC to the trnrnedratety. Cabin Crew to suspend
Cockpit Immediately" service, report to L 1 station and stand by
to receive N.l.T.S. briefinq
Flight Cabin Via PA Two Minutes before Impact: Cabin crew to
Deck "Attention Crew at Stations, discontinue any further cabin preparations
Attention Crew at Stations" (if no yet completed) and secure self in
jump seat immediately. Conduct menial
review.
Flight Cabin Via PA 30 Seconds prior to impact
Deck "BRACE ... BRACE, Cabin Crew to adopt appropriate
BRACE ... BRACE" BRACE position and shout appropriate
brace command (depending on whether
emergency rs planned or unplanned) to
oassencers
FIRE
Cabin Flight Identify yourself Upon discovering fire, the comrnunicator
Deck Station where call is in the firefighting team will make an
made emergency call to the flight deck
Location of fire in relation
with a door
What rs burning, if known
How many halons useo
Smoke - color/density/
smell
Effect on oassenaers
Cabin Flight "Fire is still on" Communicator to update the flight
Deck Further details: deck if the fire is still on
How many halons used
Smoke - Color/density/
smell
Cabin Flight
Deck
Effect on oassenaers
"Fire is out"
Further details:
Actions taken
After fire is completely out, the
communicator in the firefighting team will
make an emergency call
-
()
Passengers' condition to the flight deck

Cabin condition
Outcome of investigation.
e.g what was burning
(material\

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Decompression
Flight Cabin If Automatic Announcement is (As soon as practicable, when time
Deck not available, permits - during emergency descent)
Sample PA: Cabin Crew to remain on emergency
"Cabin
Descent" x 2
Crew - Emergency oxygen mask and strapped in until further
advice.
Flight Cabin Sample PA: Aircraft levels out - Cabin Crew to
Deck "Ladies and gentlemen, we are commence post-decompression duties
cruising at a safe altitude and
you may now remove your
oxygen mask. We will provide
you with more details shortly.
Cabin Crew, please proceed
with your post decompression
duties."
Incapacitation of Flight Crew

Flight Cabin "Cabin Crew to the Cockpit The cabin crew nearest to the flight deck
Deck immediately". must proceed to the flight deck
immediatelv.
Cabin Smoke Removal Procedure

Flight When starting "Smoke Fire or
Deck Cabin Fumes", or ·smoke or Fumes Fasten their seat belts
removal" checklist,
via PA
"Attention Crew at Stations,
Attention Crew at Stations"
Flight Via PA. LCC to make PA "Keep your seat belts
Deck Cabin ·we are starting depressurization fastened I heads down"
of the aircraft". when descending
to lowest safe altitude or 10,000ft
Flight Above 10,000ft LCC ensure CC on PBE via intercom
Deck Cabin Brief LCC on intercom if de ay in
reaching 1 O,OOOft
1.23 MCP ALTITUDE SETTING TECHNIQUES USING VNAV

When using VNAV for published SI Os, STARs and approaches, the normal
MCP altitude setting technique will be used unless crew workload is adversely
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affected by closely spaced altitude constraints. Only then, the alternate MCP
setting technique may be used.
Note: When the alternate MCP altitude setting technique is used,
the selection of a pitch mode other than VNAV PTH or VNAV SPD
will result in risk of violating altitude constraints.
Refer to FCTM Chapter 1 for MCP Altitude setting techniques using VNAV.
1.24 AUTOMATION USE GUIDELINE FOR MAINTAINING MANUAL

FLIGHT PROFICIENCY
When conditions permit, crew is encouraged to fly the airplane manually, as
long as conditions and workload for both the pilot flying and pilot monitoring
are such that safe operations are maintained.
-END-
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SereneAir
SOP 8737-800
CHAPTER 2:
PRE FLIGHT DUTIES
OM PART-A
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CHAPTER 2: PRE FLIGHT DUTIES

2.1 PRE FLIGHT DUTIES 3
2.1.1 Weather briefino 3
2.1.2 NOTAMs 3
2.1.3 Flight Plan and Operational Requirements 3
2.1.4 First Officer shall check that the following Forms are 4
available in the Technical Librarv.
2.1.5 Technical Library 5
2.1.6 Miscellaneous 5
2.2 PRE-FLIGHT PROCEDURE 5
2.3 FMC GUIDELINES 7
2.4 USE OF DERATE AND ASSUMED TEMPERATURE 8
2.5 MISCELLANEOUS GUIDELINES 8
2.6 IMPROVED CLIMB 9
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3
2.1 PRE-FLIGHT DUTIES

Flight Crew shall arrive at the airport one hour I 45 minutes prior to schedule
departure for international I domestic flights respectively.
The flight crew will receive a dispatch briefing from the Flight Operation Officer
(FOO) or carry out a self-briefing at stations where dispatch facilities are not
available. The briefing shall cover the following areas:
2.1.1. Weather Briefing
a) Actual and expected weather conditions for takeoff and climb out
including runway conditions.
b) En-route significant weather, winds and temperature.
c) Terminal forecast for destination and alternate(s).
d) Actual weather for destination and alternate(s) for short range flights
and recent past weather if available.
e) Terminal forecast for en-route alternates, if applicable.
2.1.2. NOTAMs
a) Checking of all latest relevant NOTAMs regarding operational status

of the required facilities at departure, destination and alternate
airports.
2.1.3. Flight Plan and Operational Requirements
a) Check of the operational flight plan (OFP) with respect to routing,
altitudes and fuel to destination I alternate in relation to flight time
and estimated TOGW.
b) Check of the estimated load figures, Max TOGW and landing weight.
c) The Captain is authorized to revise the amount of fuel necessary for
the safe conduct of flight, keeping in view, implications of fuel policy
and the impact on payload.
d) ATC flight plan shall be checked for filing according to t~e prescribed
procedures.
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e) The FOO shall confirm aircraft status with regard to MEL items and
performance penalties, if any. Serene Air MEL policy empowers the
Captain to exercise his judgment for continuation of flight in the light
of prevailing conditions like inclement weather, affected equipment,
IFRNFR constraints etc.
f) First officer shall check the Jeppesen manual for the availability of
relevant charts for entire route, destination and alternate(s).
g) Flight Crew is responsible to provide station with MTOGW, fuel
requirement, trip fuel and maximum landing weight (if go-ground I
landing climb limited) on the zero fuel weight performa at stations
where no dispatcher is available.
2.1.4 First Officer shall check that the following Forms are available in the
Technical Library.
a. Fuel Indent Form (3)
b. Comoanv Flioht Plan Form (2)
c. Air Miss form (1)
d. Bird strike form (5)
e. Mandatory Occurrence Report (MOR) (2)
f. Air Safety Report (ASR) (2)
g. Lightning strike reporting form (2)
h. Birth- onboard Performa (2)
i. Death on board Performa (2)
j. Crew property list (3)
k. Blank trim sheets (2)
I. Captain's debrief (1)
m. Security Checklist Forms A to H (2)
n. Communicable Disease Performa (5)

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2.1.5. Technical Library
Upon arrival at the aircraft, the First Officer is to mandatorily check the
technical library for the availability of the following books:
a) FCOM Vol. I & II.
b) Mass & Balance Program Document.
c) MEL.
d) DOG.
e) QRH
f) FCTM
g) Operations Manual (Part -A).
h) Airport analysis books (Flaps 5 and 15).
i) SEP Manual.
j) Emergency Response Guidance for aircraft incidents involving
dangerous goods (ICAO DOC# 9481).
k) Security Manual.
I) DGR Manual (When applicable as per Operations Specifications)
2.1.6. Miscellaneous
The crew shall also confirm availability of following documents:
a) Certificate of Airworthiness.
b) Certificate of Registration.
c) Certificate of Maintenance Release.
d) Air Operator Certificate (AOC)
e) Operations Specifications
f) Maintenance log book and Flight Log book.
g) Weight schedule.
h) Fuel carnet.
i) Wireless license.
j) Noise Certificate
2.2 PRE-FLIGHT PROCEDURE
SERENE AIR PVT LIMITE
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a) Captain and First Officer shall commence Pre-flight procedure at least

30 minutes before departure.
b) First Officer shall get the latest departure information from ATIS or the
ATC.
c) For originating flights or crew change, all items of the Power Up

procedure, Preliminary Pre-Flight Procedure, Exterior Inspection and
Pre-Flight Procedure (Captain and F/O), will be accomplished.
d) For transit flights, preliminary Pre-Flight, Exterior Inspection and Pre-

Flight procedure (Captain and F/O) shall be performed.
e) The Flow Pattern Sequence, as given in the FCOM shall be strictly

followed.
f) First Officer will carry out the exterior Inspection.
g) The most accurate latitude and longitude should be entered for IRS
position. Normally with GPS serviceable, the position of one of the
GPS from the POS REF page should be used. With un-serviceable
GPS, Captain shall cross check gate/stand present position co-
ordinates (from the Jeppesen route manual) while the First Officer
announces them, prior to entering into the FMC.
h) The Captain or First Officer will carry out the IRS initialization and
route data entries in the FMC. The Performance and Takeoff pages'
entries shall be completed during the Before Start Procedure when
the trim sheet is available and prior to initiating the "Before Start
Checklist". For verification of route data entries, Refer to FMC
GUIDELINES.
i) The light test shall be initiated by the Captain and accomplished

jointly with the F/0, each scanning their respective areas of
responsibility.
j) APU shall be started as per company policy recommendation of 1 O

minutes approx. before estimated time of departure (ETD). If ground
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air-conditioning is not available or unsatisfactory, then APU may be

started prior to boarding of passengers to cool the cabin.
k) Check VHF and HF radios including SELCAL on the first flight of day.
2.3 FMC GUIDELINES
a) Until specified otherwise, a cost index of "30" shall be used on all

sectors.
b) The OPF for B-737-800 is based on Mach .78 cruise, however, the
cruise mode used in the FMC is ECON, (where the cruise speed
varies depending on various factors). In case of strong head winds
the ECON speed can be significantly higher than Mach .78 resulting
in higher fuel consumption especially on long sectors. In such a
situation LRC cruise may be selected, after considering fuel over
destination (FOO), expected weather conditions at the time of arrival
and the maintenance of scheduled time of arrival.
c) The fuel to alternate plus the final reserve fuel shall be inserted as the
FMC reserve fuel. At stations where refueling facility is not available,
it is recommended that the next sector fuel may be inserted as
reserve fuel in the FMC.
d) Winds must be entered against en-route waypoints whenever there is

change of wind direction I speed by 10°/ 10 knots to ensure accurate
estimates and fuel prediction from the FMC.
e) Descent winds and destination QNH must be entered in the DES

FORECASTS page for an accurate VNAV path construction by the
FMC, latest by the top of descent.
f) FMC route shall be verified by comparing the operational flight plan to

the airways and waypoints on the ROUTE pages by the F/O reading
the routing from the flight plan and the Captain checking on the CDU.
Also, compare the total distance from the flight plan to the FMC-
calculated distance-to-destination. on the PROGRESS pa heck
,.....
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of track and distance between each waypoint on the LEGS page is

only necessary for a route which includes crew defined waypoints.
g) Climb constraints applicable to the SID should be checked on the

"LEGS page" and deleted only after clearance from ATC.
2.4 USE OF DERATE AND ASSUMED TEMPERATURE

T0-1 derate along with an assumed temperature will be used on both 24k and
26k en~ines if performance permits. If the assumed temperature is greater
than 54 C in the rated thrust airport analysis charts, assumed temperature will
be determined from the T0-1 derate airport analysis charts.
Reduced thrust using assumed temperature will be used for all Takeoffs
(including when T0-1 derate is selected) except when:
• Runway is contaminated
• Antiskid is inoperative.
• Taking off in known wind shear conditions or surface temperature
inversion.
• MEL dispatch requirement.
If reduced thrust is used for Takeoff, refer to Airport analysis and select the
temperature which corresponds to a weight equivalent to the sum of TOGW
plus QNH plus any bleed correction. The assume temperature shall be
inserted in the appropriate place on the Takeoff page 2.
2.5 MISCELLANEOUS GUIDELINES

a) If any technical discrepancy is observed by the flight crew during pre-
flight, maintenance shall be informed and an entry made in the
technical log, indicating time. The LCC and the dispatcher I OCC shall
also be notified, the latter on the company channel.
b) Crew shall verify departure fuel; check uplift receipts, retain copies
and cross check gauges with the flight plan fuel.
c) LCC shall report to the Captain on cabin status, emergency
equipment checks, validity of cabin crew competency certificate and
present the cabin attendants' allocation card.

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d) Captain shall brief the LCC/cabin crew. The information will include
flight time weather en-route, forecast, turbulence if any, weather at
destination, estimated taxi time and any expected delays. Code words
to indicate a security threat in the cabin will also be briefed. This
briefing will normally be conducted in the briefing room I hotel. In
unavoidable circumstances, this may be conducted on the aircraft.
e) Boarding clearance shall be as per company policy.
f) The Captain shall conduct the take-off whenever any of the following
conditions exists:
i. RVRNisibility less than 800m.
ii. Cross wind component of 15 kts or more.
iii. Slippery or wet runway.
iv. TOGW exceeds 90% of allowed max TOGW.
v. Captain has less than 100 Hrs. (Operational) in command on the
type.
2.6 IMPROVED CLIMB
When not field length limited, an increased climb limit weight is achieved by
using the excess field length to accelerate to a higher takeoff safety speed
(V2). This improves the climb gradient thereby increasing the permissible
second segment climb limited weight.
The use of assumed temperature for an improved climb is permissible and

should be used.
Note: Improved climb takeoff is not permitted when runway is

contaminated or antiskid is inoperative.
-END-
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,.
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SOP 8737-800
CHAPTER 3:
BEFORE START I PUSH BACK
PROCEDURE
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BEFORE START/PUSH BACK
PROCEDURE
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1
CHAPTER 3: BEFORE START I PUSH BACK PROCEDURE

3.1 DEPARTURE BRIEFING 3
3.2 TAKEOFF EMERGENCY BRIEFING 4
3.3 REJECTED TAKEOFF DECISION 5
MANAGEMENT
3.4 INITIATION OF ABORT MANEUVER BY V1 5
3.5 BEFORE START I PUSHBACK PROCEDURE 6
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Chapter 3
8737-800 SOP
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OM PART-A
BEFORE START/PUSH
PROCEDURE
BACK
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3.1 DEPARTURE BRIEFING

Prior to any departure the PF shall carry out departure briefing (in an
interactive style confirming agreement and understanding of PM) by reviewing
the following:
a) NOTAMs affecting taxi, takeoff and departure.
b) Prevailing weather at departure airport, runway conditions and

weather expected after takeoff.
c) VHF communication frequencies to be used.
d) Push back and engine start procedure.
e) Taxi procedure.
f) Use of anti-ice.
g) Flaps configuration, ENG Bleeds On/Off, Normal/Reduced thrust

takeoff.
h) SID/Departure procedure, VOR/NDB frequencies to be used.
i) Settings MCP, and ADFNOR selectors.
j) Acceleration altitude.
k) Engine out SID if applicable.
I) Noise abatement procedure (if applicable).
m) Transition altitude and the first cleared level.
n) Minimum sector altitude, terrain around departure airfield and en-

route.
o) Communication failure procedure, if non- standard.
p) Use of weather radar. ~

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q) Any other pertinent procedure/s affecting departure (e.g. any

supplementary procedures applicable, any procedure applicable by
MEUDDG, adverse runway conditions, adverse weather, takeoff
alternate etc.)
3.2 TAK EOFF EMERGENCY BRIEFING
a) Takeoff briefing shall be done for each originating flight and for
change of any crewmember.
b) Captain shall conduct takeoff emergency briefing and review rejected

takeoff items up to 80 knots and v, to preclude any ambiguity
regarding reasons for a rejected takeoff.
TO THE FIRST OFFICER

If the defined malfunction occurs before 80 kts or v,, clearly call out the
malfunction and I will call 'STOP' or 'GO'. If the call is "STOP", I will close the
thrust levers, disengage the Autothrottles, ensure RTO or max manual braking,
manually raise the speed-brake lever and apply maximum reverse thrust.
Monitor my actions and callout any omissions. In case of any malfunction after
v,, takeoff will be continued. You will call out the malfunction. No action other
than silencing any aural warnings and raising the landing gear will be taken
unless the aircraft is safely established in the climb and above 400 ft. AGL. At
that point carry out actions on my command. In case of engine fire or failure at
or after v-, if applicable, set MCP speed to "Up speed" at 1,000 ft. AFE or
Acceleration Altitude, whichever is higher.
List of items requiring rejected takeoff from wheels roll up to 80 kts:
a) Activation of master caution system.

b) System failure(s).
c) Unusual noise or vibration.
d) Tire failure.
e) Abnormally slow acceleration.
f) Takeoff configuration warning.
g) Side window opens
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List of items requiring rejected take off from wheels roll up to V1•
a) Fire or Fire warning.
b) Engine Failure.
c) Aircraft is unsafe or unable to fly.
d) Predictive Windshear
Review Evacuation procedure.
Review Intermittent Warning Horn Briefing if CABIN ALTITUDE and TAKEOFF

CONFIG lights are not installed I serviceable.
3.3 REJECTED TAKEOFF DECISION MANAGEMENT

The decision to reject a takeoff rests solely with the Captain. The decision
must be made so that stopping action can commence by V1. If the Captain
decides to reject the takeoff, he shall clearly announce "STOP", assume
control of the airplane and commence the stopping action. If the First Officer is
conducting the takeoff, he shall not abandon control of the aircraft until the
Captain makes a positive input to the controls.
a) UP TO 80 KTS.
80 knots is a less critical speed and facilitates the Captain in making
the decision, to avoid unnecessary stops from high speed.
b) AFTER 80 KTS & BEFORE V1

Rejecting a takeoff is a critical maneuver, particularly on slippery
runways and may lead to a hazardous situation when the speed is
close to V1.
c) AT OR ABOVE V1
Takeoff Must be continued.
3.4 INITIATION OF ABORT MANEUVER BY V1

Experience has shown that rejected takeoffs were sometimes hazardous even
though the performance was calculated based on flight tests. This may be due
to following factors:
a) Delay in initiating RTO procedure.
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b) Damaged tires.
c) Initial temperature of the brakes being higher than normal.
d) Brakes malfunctioning.
e) Brakes not fully applied.
f) Runway coefficient of friction "low".
g) Error in takeoff gross weight determination.
h) Runway line up not considered.
Since above 80 knots rejecting the takeoff becomes a serious action, and may
lead to a hazardous situation, in particular as speed approaches V1, it is
prudent to be "GO-MINDED". When rejecting takeoff close to V1 RTO mode is
active above 90 kts and automatically applies maximum brake pressure when
thrust levers are retarded to idle.
The V; callout has precedence over all other callouts.
3.5 BEFORE START /PUSHBACK PROCEDURE

a) Before Start procedure will be accomplished after the trim sheet is
received.
b) On receipt of trim sheet Captain shall insert zero fuel weight and CRZ
CG (if available) on the Performance Initialization page.
• Captain will cross check the FMC takeoff gross weight against trim
sheet weight, which will be announced by the FO.
• Captain will check "Pre Flight complete" status from the "Takeoff Ref
page.
• First Officer will determine assumed temperature and V speeds from

Airport Analysis charts.
• First Officer will prepare and enter takeoff data on the OFP after
checking trim sheet.
• Captain will cross check takeoff data against "Airport Analysis Chart"
and make corrections if required.
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• Captain will insert assumed temperature and v,, VR and V2 speeds on

the FMC "TAKEOFF" page.
c) When V speeds from FCOM/FMC are used in conjunction with airport

analysis charts, v, adjustments must be made for clearway and/or stop
way.
d) Captain will sign the trim sheet and record time, after all formalities of
boarding, loading and security have been completed.
e) Captain/First Officer shall verify that the "N1" bugs correspond to the
full rated thrust value.
f) Captain and First Officer will verify speed bugs as follows:
v, V,BUG from FMC takeoff page 1

VR R BUG from FMC takeoff page 1
V2 COMMAND SPEED CURSOR from
MCP
V2+15 Automatic WHITE BUG
FLAP UP Automatic UP BUG
SPEED
g) Baro minimums reference will be set to the acceleration altitude for

the departure runway.
h) After confirmation from LCC that all doors are closed. First Officer
shall announce on PA, "Cabin Crew, prepare for departure, arm the
door slides and cross check".
i) F/O shall ensure that the flight deck door is closed and locked.
j) F/O shall obtain start/push back clearance from ATC. He is to, then,
perform the Before Start Procedure.
k) Captain shall get clearance for pressurizing hydraulics before Electric

Hydraulic pumps are switched on by the F/O. The F/O will select
MFD to SYS to monitor hydraulic pressure and quantity
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I) Captain shall check each trim for freedom of movement, set the stab
trim from the takeoff data card and set the aileron and rudder trim to
zero.
m) F/O shall then read the Before Start checklist. on the Captain's
command.
n) Prior to aircraft movement (blocks off), Captain shall ensure that both
IRS align lights are extinguished.
o) Captain shall establish communication with the ground crew and

relay the standard I ATC-cleared pushback instructions and
coordinate the release of parking brakes.
p) Captain shall coordinate with the ground crew for chocks removal.
q) Captain shall start "Elapsed Time" when blocking off (i.e.
commencing push back or taxing out.) to keep a record of block time.
r) For pushback without nose gear steering lockout pin installed, refer
to FCOM normal procedures.
-END-
~/-J,r_;.
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SereneAir
SOP 8737-800
CHAPTER 4:
ENGINE START PROCEDURE
OM PART-A
Chapter 4
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CHAPTER 4: ENGINE START PROCEDURE

4.1 GENERAL 3
4.2 ENGINE START PROCEDURE 4
4.3 STANDARD CALLOUTS 5
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4.1. GENERAL
Engine starting shall be in accordance with the procedure given in the FCOM.
a) During engine starting, Captain shall not remove his hand from the
start lever until EGT has Peaked Off and normal idle parameters on
the engine have been confirmed by calling "Stabilized".
b) Do not move engine start lever to idle prematurely as a hot start may
occur.
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 increase very slowly after the

EGT increase
• There is no oil pressure indication by the time that the engine is
stable at idle
• 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
d) Failure of engine start switch to stay in ground (GND) position until

Starter Cut-Out (56% N2), may cause a hot start. In such cases, the
Aborted Engine Start Checklist shall be accomplished.
e) For starting with ground air source, cross bleed or battery, refer to
FCOM Chapter Supplementary Procedures.
f) Position ignition selector switch to "IGN R" for the first start. Alternate
L and R, for subsequent starts. Continue the flight using the ignition
position used for engine start.
g) First Officer shall call "Peak EGT" values and note it down after
engine stabilizes.

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4.2 ENGINE START PROCEDURE
Engine start procedure is as per FCOM, supplemented as follows:

a) Call ground crew on the flight
interphone and announce:
"Confirm all doors closed, area
clear, starting sequence is _,
call in case of an abnonnali ".
b) When ready to start, call ground c) Once cleared by Captain to start
crew on flight interphone and engines, select pack(s) off and
announce: announce
"Pack(s) off'
"Starting number __ ''. Select the correct engine start
Upon clearance from ground, switch to GND. Start
Announce to F/O, chronograph to monitor starter
"Start engine_". time limitation.
Observe Start Valve Open
indication and then call "Start
Valve o en".
d Veri increase in N2 RPM.
e) When N1 rotation is confirmed and
N2 is at 25% (or max motoring is
reached before 25% N2 and at a
minimum of 20% N2). position
engine start lever to IDLE and
start chronograph to ensure EGT
rise within 15 seconds.
Note: Max motoring occurs when

N2 acceleration is less than 1 % in
approx. 5 seconds.

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f) Monitor fuel flow and EGT indication.

g) At 56% N2, visually check engine h) At 56% N2 rpm, verify engine
start switch auto trips to OFF start switch automatically trips
position, indicating starter cut-out. to OFF, failing which, manually
position it to OFF.
Verify "Start Valve Open"
indication extinguishes and call
"Starter Cut-out, Valve
closed".
i) Monitor N1, N2, EGT, Fuel flow and oil pressure for normal indications
while the engine accelerates to a stable idle.
j) Call "stabilized k) After 2n° engine start perform
before Taxi Procedure.
4.3 STANDARD CALLOUT$

The following table identifies the standard callouts required during PUSH BACK,
ENGINE START and GROUND CLEARANCE prior to TAXI.
Condition Callout Bv
To initiate contact with Flight deck "Flicht Deck, Ground" Ground Crew
In response to Ground Crew call "Ground, Flight Deck" Flight Deck
(verbal or chime)
To initiate contact with Ground Crew "Ground, Flight Deck" Fliaht Deck
To request permission to remove 'May we remove ground Ground Crew
around power power?'
In response to request to remove 'Clear to remove ground Flight Deck
around power power'
When flight crew require to 'Are we clear to Captain
pressurize aircraft hydraulics pressurize hvdraulics?'
To confirm that it is safe to pressurize 'Clear to pressurize' Ground Crew
aircraft hydraulics*
To confirmed flight crew readiness for 'Are you ready for Ground Crew
push back pushback?'
When ready for pushback "Ready for pushback" Captain
When ready to commence pushback 'Confirmed Brakes Ground Crew
Released'
When brakes are released 'Brakes released' Captain
When commencinq oushback "Cornrnencinq pushback" Ground Crew
When required to stop pushback "Stop pushback" caotaln
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When pushback is complete "Pushback completed" Ground Crew

To confirm setting of parking brakes 'Confirm brakes set' Ground Crew
To confirm that parking brakes are "Brakes set" Captain

set
For disconnecting ground and "Disconnect" Captain
intercom equipment
To confirm disconnection of ground "Disconnecting, standby Ground Crew
and intercom equipment for visual on your left I
right"
Note: The last exchange is followed by a visual signal to the pilot to indicate
that disconnect is complete and all is clear for taxiing.
To confirm readiness of captain for "(Are you) Ready to Ground Crew

starting engine startup"
To inform when starting engine "Starting number ....... " Captain
To confirm clearance to start "Clear to start number ... ." Ground Crew
-END-
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__A_IR_(_P_VT
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~ 2 9 AUG 2018
SereneAir
SOP 8737-800
CHAPTER 5:
BEFORE TAXI I TAXI
PROCEDURE
OM PART-A
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OM PART-A
BEFORE TAX.I /
TAXI PROCEDURE
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CHAPTER 5: BEFORE TAXI I TAXI PROCEDURE

5.1 BEFORE TAXI PROCEDURES 3
5.2 TAXI PROCEDURE 4
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OM PART-A
BEFORE TAXI I
TAXI PROCEDURE
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5.1 BEFORE TAXI PROCEDURE

BEFORE TAXI PROCEDURE
a) Calls "Stabilized" b) Position both engine generator
switches ON and verify the "GEN OFF
BUS" lights extinguished.
c) Probe Heat - Position Pilot Heat
switches ON and verify proper
indications.
d) Anti-Ice - When icing conditions are
anticipated, turn Start Switches to
CONT. Position engine anti-ice switch
to ON. Position wing anti-ice switch to
ON. Verify proper indications.
e) Pack switches AUTO
f) Isolation Valve switch AUTO
g) APU Bleed switch OFF
h) APU switch OFF if not required for
takeoff.
i) Engine start switch CONT.
j) Push the MFD SYS switch to display
the flight control surface position
indications and hydraulic pressure on
the lower display unit
k) Verify ground equipment is clear and I) When the captain calls for the Flaps,
call for "Flaps_" (takeoff flap select the flap lever to the required
setting) flap position, monitor flap movement
and call "Flaps_, Green Light",
when flaps reach the commanded
position.
m) Call "Flight controls" - Check n) Note visually the full travel and
elevator (fore and aft) and ailerons freedom of movement.
(left and right) controls for full travel
and freedom of movement.
o) Call "Rudder Check - Full Left I Full p) Follow the rudder movement and
Right" callout any discrepancy.
Displace rudder pedals and verify full q) Blank the lower display when the flight
travel, freedom of movement. Hold controls check is complete.
nose wheel steering wheel to prevent
nose wheel movement.
'
r) Recall check.
s) Call "Before Taxi Checklist". t) Read and verify Before Taxi CbeGklifil.
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TAXI PROCEDURE
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Note 1: Captain shall ask the ground crew to "Disconnect",. He will respond,
"Disconnecting standby for visual on your left I right".
Note 2: The APU is to be left ON for No Engine Bleeds takeoffs. (Shut down
APU after takeoff when Bleed configuration has been normalized). No
Engine Bleeds takeoff must be used, if necessary, to comply with
takeoff performance requirements.
Note 3: F/O shall obtain taxi clearance on Captain's command.
5.2 TAXI PROCEDURE

a) After the ground and taxi clearance is received, First Officer shall
switch on taxi light. Captain shall release the parking brakes and
open thrust to allow the aircraft to roll forward.
Note:
DO NOT commence taxi, without ensuring clearance from ground
crew and visually checking respective sides for obstructions,
announcing "Left Clear/Right Clear".
b) Normal taxi speed is approximately 20 knots, adjusted for conditions.

On long straight taxi routes, the maximum taxi speed shall not
exceed 30 kts. However, at speeds greater than 20 knots use
caution when using the nose wheel steering wheel to avoid over
controlling the nose wheel. When approaching a turn, speed should
be slowed to an appropriate speed for conditions. On a dry surface,
use approximately 10 knots for turn angles greater than those
typically required for high speed runway turnoff.
c) First Officer shall monitor other traffic and obstructions.
d) Captain and First officer shall cross check for headings and no flags
on flight instrument and announce "No Flags, Heading __ ".
e) When clear of congested areas, First officer shall set the weather
radar for departure and note down ATC clearance. If any change to
the departure briefing, Pilot Flying (PF) will ensure that the
navigation/communication radios. Mode Control Panel and the FMC
are correctly set for the departure. Additionally terrain and radar
2 9 AUG 2018
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displays will be selected according to the guidelines in this SOP

chapter 01.
f) Prior to entering runway both pilots shall check that approach path is
safe for runway entry, and clear of any conflicting traffic. Each pilot
shall respectively announce, "approach/runway clear my side", as
the case may be.
g) First Officer shall switch on retractable landing lights, runway turnoff,

strobe lights and the taxi light to OFF I AUTO.
h) Before entering the runway, verify that the entry to the beginning I
intersection of the runway is correct by observing the runway identifier
display.
i) First officer shall announce on PA, "Cabin crew, take your stations
for takeoff".
j) Captain shall call for "Before takeoff check list".
k) When takeoff clearance is received fixed landing lights will be turned

ON.
Note:
Transponder operation shall be in accordance with the local aerodrome
procedure. In the absence of a specific procedure for the aerodrome, the
transponder shall be switched on prior to executing the takeoff.
-END-
2 9 AUG 2018
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SereneAir
SOP 8737-800
CHAPTER 6:
REJECTED TAKEOFF
PROCEDURE
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CHAPTER6:REJECTEDTAKEOFFPROCEDURE
6.1 REJECTED TAKEOFF PROCEDURE 3
6.2 EVACUATION DUTIES 3
2 9 AUG 2U18
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6.1 REJECTED TAKEOFF
If the decision is made to reject the takeoff, the flight crew should accomplish
the rejected takeoff non-normal maneuver as described in the MAN chapter of
the QRH supplemented by FCTM chapter 3.
When the aircraft is stopped on the runway, the following procedure will be
followed:

a) Call (two times) on PA: "ATTENTION,
CREW AT STATIONS".
b) Call for non-normal memory items I c) Carryout the requested memory
checklist (if appropriate) for conditions items I checklist.
which caused the RTO.
d) If decision is made to evacuate call e) Carry out Evacuation Checklist.
"Evacuation Checklist"
f) At checklist step "advise cabin to g) Complete Evacuation Checklist.
evacuate" call on PA "EVACUATE,
EVACUATE"
h) If evacuation is not required. Call on PA
"NORMAL OPERATIONS, NORMAL
OPERATIONS".
i) Call for review of considerations for RTO j) Read considerations for RTO from
from MAN chapter QRH. MAN chapter QRH.
Note 1: When reviewing Brake Cooling Schedule, all applicable foot

notes must be considered.
Note 2: When reviewing considerations for RTO from MAN chapter QRH,
applicable actions must be considered.
Note 3: If evacuation is not required, the runway must be cleared.
6.2 EVACUATION DUTIES

CAPTAIN
• Supervise passenger evacuation from in the front of the flight deck
door
• Evacuation completed Bring flash light (night time)

and if conditions allow the aircraft Technicaklo ook
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• Check cabin ... Ensure all passengers and crew have been evacuated
• Leave the aircraft through the nearest exit
• Move passengers away from the aircraft
• Organize ground duties and assist passengers
First Officer
• Proceed to forward cabin with flash light (night time)
• Leave the aircraft .......... through R1 door
• Supervise passenger evacuation
• Move passengers away from the aircraft
• Organize ground duties and assist passengers
-END-
~ 2 9 AUr, 2018
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SOP 8737-800
CHAPTER 7:
TAKEOFF PROCEDURE
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CHAPTER7:TAKEOFFPROCEDURE
7.1 TAKEOFF PROCEDURE 3
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7.1 TAKEOFF PROCEDURE

Takeoff procedure shall be in accordance with FCOM NP, supplemented as
follows:
CAPTAIN AS PF F/O AS PM
a) Once aligned with the runway, call b) Call "Compasses Checked R/W Hdg"
"Compasses checked R/W Hdg",
c) Announce "Takeoff" to convoy
intention of commencing takeoff.
Advance thrust levers to
aooroximatelv 40% N,.
d) Observe engine instruments stabilized and symmetrical N1
e) Press either TO/GA switch and call t) Start elapsed time for air time. Start
"Set takeoff thrust". Start Chronograph for takeoff thrust time.
chronoaraoh for takeoff thrust time.
g) Verify mode annunciation, call "N1 h) Ensure thrust levers advance to
TOGA". takeoff N,. Verify mode
annunciation.
Note: In case of extreme headwind,
the thrust levers may not advance to
full N,. In this case manually adjust
the thrust levers as required by 60
kts.
i\ Verlfv takeoff thrust is set. i) Call "Takeoff Thrust Set".
k) Captain must keep his hand on the thrust levers until v,
I) Maintain light forward pressure on the m) Monitor engine instruments. Verify oil
control column, limit control wheel pressure is not in Amber band
displacement into the wind to that (Amber Band not displayed below
required to keeps the wings level and 65% N2).
directional control through rudder
oedals.
o\ Verifv 80 knots and call "Checked". n) Call "80 Knots"
p) Verify that NT annunciation changes
to THR HLD, call "Throttle Hold"
r) Verify v, speed, move right hand from q) Call/verify "V1" callout and at VR call
thrust levers to the control column and "Rotate". Monitor Flight instruments
at VR rotate smoothly towards 15 and vertical speed.
dea ree pitch attitude.
t) Verify positive rate of climb indicated, s) Call "Positive Rate" on the pressure
call" Gear Up" and continue rotation to altimeter.
takeoff pitch attitude. After Lift off follow
FD Commands.
&,- . 10~~-........,
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u) Position landing gear lever up and call

"Gear up, no lights" when the gears
have retracted and gear lights have
extinauished
v) Check fliaht instruments
w) Maintain a speed of V2+15 to V2+25 x) Call "V2+15" when speed is stabilized
kts and V2 to V2+20 for one eng above V2+15.
INOP
vl Monitor enaine instruments.
aa) Verify 400' RA, call/verify appropriate z) At 400' RA Call "400 Feet"
roll mode i.e. "HOG SEL I LNAV".
Verify FMA and pitch mode VNAV
SPD if aoolicable.
bb) SelecVverify roll mode and call FMA
"HOG SEL I LNAV" and verify
pitch mode VNAV SPD if
aoolicable.
dd) Verify Climb Thrust, call "Up Speed" cc) Call "Acceleration Altitude"
1f applicable. Verify TMD (Thrust
Mode Disolav) and FMA.
ee) Select, verify TMD (Thrust Mode
Display) and FMA and call "N1,
Climb IR Climb, Uo Soeed Set"
ff) Call "Flaps_" on flap retraction gg) Position flap lever as directed and
speed scnecule.v monitor flaps and slats' retraction.
Call "Flaps Up, no lights" when
flaps are indicated up and LE flaps
transit liaht is off.
hh) Call "After Takeoff Checklist". A/P ii) Set or verify engine bleeds and packs
may be engaged after minimum are operating, position retractable
engagement altitude with A/C landing lights, turnoff lights OFF
properly trimmed. engine start switches as required,
auto brake and landing gear lever
OFF. Read the AFTER TAKEOFF
Checklist.
jj) Maintain flaps up speed till departure kk) Verify proper FMA.
maneuvering is completed and clear
of obstacles or above minimum
crossing altitudes, then accelerate to
normal climb speed and verify/call
FMA.
mm) Set altimeters to STD and call II) Call "Transition Altitude", and set
"Standard set, Passing FL_ " altimeter to STD. call "Standard set,
Passino FL "
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CAPTAIN AS PM F/O AS PF
a) Once aligned with the runway, call; b) Announce; "compasses checked R/W
"Com passes Checked R/W Hdg". Hdg, I have controls".
"You have Controls"
c) Announce "Takeoff'' to convoy
intention of commencing takeoff.
d) Advance thrust levers to approximately
40%N1•
e) Observe engine instruments stabilized and symmetrical N,.
g) Start Chronograph for takeoff thrust f) Press either TO/GA switch. Start
time. Place hand on thrust levers chronograph for takeoff thrust time.
after F/O removes his hand. Call "Set takeoff thrust" and remove
hand from thrust levers.
Start elapsed time for air time. Start
Chronoaraoh for takeoff thrust time.
i) Verify mode annunciation. h) Verify mode annunciation, call "N1
j) Ensure thrust levers advance to TOGA"
takeoff N1.
Note : In case of extreme headwind,

the thrust levers may not advance to
full N1. In this case manually adjust
the thrust levers as required by 60
kts.
k) Call "Takeoff Thrust set". I) Verify takeoff thrust is set.

m) Captain must keep his hand on the thrust levers until V,.
n) Subsequent procedure should be as described for takeoff with Captain as PF and
F/O as PM oace 3 of this chaoter.
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** Takeoff Flap Retraction Speed Schedule
Retract flaps on speed schedule below after ensuring an increasing speed

trend
hkoolf
Flaps
'\·: - I~
Ar>poed
(cll<pl•1)
I~
Selecr
Fllll)') l
'
::' --1~-- 5
··~·· 1
·r LP I
\'::'. - 15 I
15 or 10 .. 5 .. I
·r l'P I
\":: ... 15 1 I
·r l'P
·r l1'
Limit bnnk ~n£!le 10 15' nnril 1Nchiug \'2 - 1~ I
Note 1: Should the first officer's flight instruments fail, when he is carrying out
the takeoff, controls shall be handed over to the Captain by calling
out "You have Controls". F/O shall not leave the controls till the
captain says "I have controls". However, when Captain is
performing takeoff and his flight instruments fail, he will continue the
takeoff by reference to the standby instruments and hand over the
controls after ensuring that there is no failure on first officer's
instruments. Initiate handing over of controls only above 400 feet
AFE.
Note 2: If LNAV was selected or armed before takeoff LNAV guidance

become active at 50 feet if active leg is within 3 NM and 5 degree of
runway heading.
If VNAV is armed on-ground VNAV engages at 400 feet AFE and

provide AFDS management for acceleration. If VNAV not used, at
acceleration altitude, verify climb thrust, thrust Mode display changes
to CLB/R CLB and A/T mode engages in N1 mode. Set command
speed to flap up maneuvering speed.
Autopilot may be engaged above 400 feet AGL.

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Note 3: TAIL STRIKES
On takeoff, aft fuselage contact with the runway will occur at 11.0
degrees nose up attitudes on a 8737-800.
The usual causes of tail-strikes are rotation before VR and/or a

rotation rate greater than 3 degrees per second. On landing they are
due to abnormal flap configurations, speed falling below VREF, or
holding off too long for a smooth landing.
If a tail-strike occurs, the QRH procedure should be followed.
-END-
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CHAPTER 8:
PROCEDURE INCASE OF
MALFUNCTION AFTER V1
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CHAPTER 8: PROCEDURE IN CASE OF MALFUNCTION AFTER V1

8.1 PROCEDURE IN CASE OF MALFUNCTION 3
AFTER V1
8.2 PROCEDURE IN CASE OF ENGINE FAILURE 3
AFTER V1
8.3 PROCEDURE IN CASE OF ENGINE FIRE AFTER 5
V1
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8.1 PROCEDURE IN CASE OF MALFUNCTION AFTER V1

Refer to Flight Crew Training Manual, supplemented as follows:
a) In case of a malfunction after v., requiring reference to non-normal
checklist, the non-normal checklist shall be completed first, followed
by the after takeoff checklist.
b) In case of a flap failure, do not accelerate.
c) If the First Officer is conducting the takeoff, the Captain shall take
over the controls at a suitable time and the first officer shall assume
the duties of PM.
d) The company acceleration altitude will normally be 1,000' AFE.
However, for runways with obstacles, it may be higher and must
always be checked from the airport analysis charts.
e) ATC should be contacted with an urgency (PAN PAN PAN) and
distress (MAYDAY MAYDAY MAYDAY) call for engine failure and
fire respectively on the first contact.
f) In case of a land back the ATC, LCC/passengers and the company
should be informed (Inform, Inform and Inform or 3 "l''s).
g) Additionally whenever landing back or diverting due to an

abnormality the LCC will be given the NITS briefing, which will
consist of:
N Nature of abnormality or emergency

I Intentions
T Time available till landing
s Any special instructions
8.2 PROCEDURE IN CASE OF ENGINE FAILURE AFTER V1
a) PM shall immediately announce "Engine Failure". This is a

mandatory call as per takeoff briefing and shall be made without
delay.
b) After Takeoff, flap retraction shall be initiated at Acceleration Altitude.
For FMC U10.7, acceleration is normally in TOGA mAde. J19a e
~.. :>s
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autopilot when above minimum altitude for autopilot engagement

when the flaps are retracted and after a roll mode and LVL CHG are
engaged (1 engine).
With FMC U10.8 or later, when VNAV is armed for takeoff, the
autopilot is normally engaged anytime the airplane is above the
minimum altitude for autopilot engagement with correct rudder pedal
or trim input (1 engine).
c) If an engine flames out and there is N1 rotation and no abnormal

airframe vibration, condition permitting re-start should be attempted
keeping in view the start envelope.
d) Engine out SID, if applicable, will be annotated on the Airport

Analysis Chart. If not annotated, runway heading should be
maintained after clearance from ATC or the SID followed where
terrain and obstacles permit.
PILOT FLYING PILOT MONITORING
b) Maintain directional control through a) Announce "Engine Failure"

smooth rudder input*. Rotate
towards 12° to 13° pitch at VR. After
liftoff follow FD Commands.
d) Call "Gear Up". c) Call "Positive Rate".
f) Call for "Heading Select, Bank e) Call "400 feet".
Angle Selector 15, identify"
g) Make appropriate selections on MCP
and identify "Engine fail, No. __ I
with severe damage I separation" (If
applicable).
In case of engine failure with severe damage or separation follow procedure for
Enqine fire after V1.
i) Call/ verify "Set Up Speed" h) Call "Acceleration Altitude"
k) Call for Flap retraction on schedule
m) Call "Level Change, Bank Angle I) Call "Flaps Up, No Lights" when flap
Selector Normal, MCT". retraction is complete.
n) Select level change and reset bank
-- ~ angle to normal on MCP and select
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~ .._~~....,..~~~~~~~~~~....1..~~M~C~T_..;..~o~n_..;..F~M~C;._;N~,~p~a~1Q~e.....i.(~R
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Thrust Lever), Call "MCT Set".

o) Call "Engine Failure and Shutdown p) Complete the relevant checklist.
Checklist"
q) Call "After Takeoff Checklist". r) Complete and read the After Takeoff
Checklist.
s) Captain shall confirm decision for an Engine In-Flight Start, if applicable.
t) If In-Flight Start is not feasible, obtain
ATIS I Weather, runway in use and type
of approach.
u) PF will then hand over controls to PM and completes the descent procedure
includina briefina, NITS and 3 ''l''s before taking over controls.
v) Call "One Engine Inoperative w) Read and execute One Engine lnop
Landing Checklist" Landing Checklist up to deferred item
Landina Checklist.
x) For ILS and Non ILS instrument y) Execute PM duties/calls out for the type
approach procedure, refer to FCTM of approach being flown.
chapter 5 and QRH maneuver
section.
* If the engine failure occurs at or after liftoff, apply aileron and rudder to
control heading and keep wings level. Correct rudder input will center the
control wheel.
8.3 PROCEDURE IN CASE OF ENGINE FIRE AFTER V1
Crew shall concentrate on aircraft control and not take any other action except
silencing aural warning until passing 400' AGL. In case of engine fire, severe
damage or separation, the pilot in whose area of responsibility the action lies
shall callout the relevant memory items and carry out the actions.

b) Rotate normally as for two engine a) Silence the fire warning, Announce
lift-off. "Engine Fire",
d) Call "Gear Up". c) Call "Positive Rate".
f) Call for "Heading Select, Bank e) Call "400 feet".
Angle Selector 15, identify".
g)
Make appropriate selections on MCP
and identifv "Enaine fire, No "
h) PF and PM calls out their respective memory items for engine fire, severe
damaae or separation and take actions in their resoective areas of r,es=nc:ibilitv
~\),_._D$ ~
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as per Notes 1, 2 & 3 below.

j) Call I verify "Set Up Speed" i) On completion of memory items or the
extinguishing of the fire I overheat light
call "(Above) Acceleration Altitude"
I) Call for flap retraction on schedule. k) Call "V2 + 15"
n) Call "Level Change, Bank Angle m) Call "Flaps Up, No Lights" when flap
Selector Normal, MCT". retraction is complete.
o) Select level change and reset bank
angle to normal on MCP and select
MCT on FMC N1 page (Readjust Thrust
Lever), Call "MCT Set".
p) Call for "Engine Fire, Severe q) Complete the non-normal checklist for
Damage or Separation Check engine fire, severe damage or
List". separation.
r) Call "After takeoff checklist" s) Complete and read the After Takeoff
Checklist.
t) Obtain ATIS I Weather, runway in use
and type of approach.
u) PF will then hand over controls to PM and complete the descent procedure
includino brfeflnq, NITS and 3 "l''s before takinq over controls.
v) Call for "One Engine Inoperative w) Read and execute One Engine lnop
Landing Check List". Landing Checklist up to deferred item
Landing Checklist.
X) For ILS and Non ILS instrument y) Execute PM duties/calls out for the type
approach procedure, refer to of approach being flown.
FCTM chapter 5 and QRH
maneuver section.
Note 1: After calling out the second recall item "Thrust Lever (No. __
engine) ...... Confirm ...... Close" The PF shall place his hand on the
affected thrust lever and the PM will announce "Confinned" if the PF has
identified the correct thrust lever. Only then the PF will slowly retard the
thrust lever.
Note 2: When the PM calls out the recall item "Engine start lever
(No._ engine ...... Confirm ...... CUTOFF", the PM places his hand on
the affected engine start lever and the PF will announce "Confirmed" if
the PM has identified the correct engine start lever. Only then will the PM
move the start lever to CUTOFF.

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Note 3: When the PM calls out the recall item "Engine fire switch
(No. __ engine) Confirm Pull", he places his hand on the
affected engine fire switch and the PF will announce "Confirmed" if the
PM has identified the correct fire switch. Only then will the PM pull the fire
switch.
Note 4: Only after the completion of the memory items or the

extinguishing of the fire I overheat light, the PF will ask for the flap up
speed to accelerate and clean up.
-END-
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CHAPTER 9:
AREA DEPARTURE AND CLIMB
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CHAPTER 9: AREA DEPARTURE AND CLIMB

9.1 AREA DEPARTURE AND CLIMB 3
• ~'""""'"'l,,_
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9.1 AREA DEPARTURE AND CLIMB
a) Regardless of the prevailing weather, crew must make full use of all
avionics, navigation and automation available to reduce workload
and ensure optimum crew co-ordination to counteract complacency.
b) FMC may be used for conventional radio departure procedure

provided the procedure is available in the database and raw data is
monitored.
c) LNAV mode may be engaged above 400' AGL if not already armed
before takeoff, when a SID applicable to the runway is available in
the FMC database. When the applicable SID is not available in the
FMC database, LNAV should be engaged as per L.NAV engagement
criteria when established on the track I radial associated with the
SID.
d) Verify RNP if performing an RNAV SID.
e) A/P may be engaged above minimum engagement altitude.
f) Speed must be restricted to flaps up speed till maneuvering is

completed, clear of obstacles and above minimum crossing altitudes.
Climb speed schedule will be ECON, unless restricted by the ATC.
Below 10,000 feet I FL100, climb speed will be restricted to 250
knots.
g) Passing "10,000 feet I FL100", PM will call "10,000 feet I FL100"

and position all landing lights off and set the seat-belt sign as
required. The PM shall also check the pressurization panel for cabin
rate I differential pressure within normal range.
-END-
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CHAPTER 10:
TOP OF CLIMB AND CRUISE
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CHAPTER 10: TOP OF CLIMB ANO CRUISE

10.1 TOP OF CLIMB 3
10.2 CRUISE 3
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10.1 TOP OF CLIMB
a) On reaching top of climb:
• Verify FMA mode annunciation.

• Verify Thurs! Mode Display (TMD) limit changes from CLB to
CRZ.
• Verify that "ECON CRZ" is active. (If VNAV is not being used,
maintain LRC).
b) Pressurization system performance shall be checked at the top of

climb.
c) If the center tank fuel pump switches were OFF and the center tank
contains usable fuel set both center tanks fuel pump switches ON.
d) PM shall note down engine out data (drift down speed, altitude and
MCT N1) on the operational flight plan.
e) Review Optimum Alt. from FMC Cruise page and accomplish a step
climb if appropriate.
f) Check all altimeters for readings within RVSM tolerances prior to

entering and while in RVSM airspace and the reading should be
noted on operational flight plan at the top of climb.
g) Aircraft should be trimmed using the rudder trim technique described

in the General Information chapter of the FCTM.
h) Pass departure message and actual zero fuel weight on the company
channel, where applicable.
Note: Approaching level of altitude during climb and descent, monitor
aircraft's vertical speed to be 1000 FPM or less for the last 1000' before
level off to avoid spurious TCAS RAs.
10.2 CRUISE
a) A fuel check should be carried out on the first way point in cruise and
thereafter every 30 minutes approximately. ~
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b) The FMC is designed for area navigation within the constraints of

updating by radios or GPS. The degradation of navigational accuracy
can be monitored by viewing the ANP versus the RNP on the FMC
CDU pages. However, FMC alerting messages VERIFY POSITION,
UNABLE REQD NAV PERF-RNP, IRS-L DRIFT, IRS-R DRIFT or
both GPS-L INVALID and GPS-R INVALID will always require FMC
Navigation Check Procedure from the FCOM supplementary
Procedure (Flight Management, Navigation) to determine FMC
position accuracy and the options for further navigation or the QRH
procedure for UNABLE REQO NAV PERF - RNP if applicable.
c) Use of en-route navigational facilities to confirm track maintenance is

mandatory when flying airways defined by VOR I NOBs.
d) During climb and cruise, verify RNP as required.
e) International distress frequency 121.5 MHz shall be monitored on
VHF 2.
f) PM shall refer to Jeppesen manual regarding en-route ATC

requirements for:
• Advance position report and air defence clearance.

• Transponder Code.
• En-route communication failure.
g) PM shall monitor en-route alternates/destination weather from Volmet
I ATIS and note it down on the Operational Flight plan.
h) PM should record Cruise Data for each sector if flight time is more
than one hour. Auto-throttle must be OFF for at least 1 minute in
smooth flying conditions before recording the data.
i) All paper work will normally be completed during cruise or on ground.
j) During flight, if there is only one pilot on the controls, he should put on
the shoulder harness regardless of the flight conditions. Moreover, he
should not involve himself in any paper work activity or the
consumption of refreshments I meal or any activity except flying.
-END-
~
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\_~ , ; g AUG 2018

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CHAPTER 11:
DESCENT PROCEDURE
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CHAPTER11:DESCENTPROCEDURE
11.1 DESCENT PROCEDURE 3
11.1.1 Use of the Autobrake 5
11.2 DESCENT 6
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11.1 DESCENT PROCEDURE
a) Descent procedure shall be commenced 60-80 NM before TOD and

should be complete before TOD.
b) Approximately 60-80 miles before the TOD, the PM shall obtain

weather/ATIS and prepare the landing data on the OFP.
c) Captain shall set the standby altimeter to the destination airfield QNH
and both altimeters will be preselected to the QNH reference upon
receiving ATIS/ destination weather.
d) Before the TOD, modify the active route as needed for the arrival and
approach procedure. If expecting an RNAV arrival then FMC
waypoints must match exactly the waypoints on the chart. This
includes confirmation of the waypoint sequence reasonableness of
track angles and distances, any altitude or speed constraints. Raw
data monitoring must be made prior to commencing the approach.
Any degradation in RNAV capabilities or if there is any loss of integrity
of a navigation check, then ATC must be informed immediately and
go around I missed approach initiated or conventional navigation
procedures must be followed.
e) Descent forecast data shall be entered in the FMC Descent Forecast

page.
f) Verify approach RNP from PROG page 4 if FMC will be used for
course guidance (LNAV) on the final approach.
g) Verify that LAND ALT is set to destination elevation on pressurization

panel.
h) Check recall and review system annunciator lights.
i) VREF and minimums (RADIO I BARO) shall be set.
j) Navigation Radios and course for the approach.
k) The PM will verify that the landing distance available exceeds the
landing distance required for the planned landing weight, weather and
runway surface condition with the selected auto brake setting.
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I) Set the Auto brake to the required brake setting.
m) PF shall carry out approach briefing, which should review:
• Destination and alternate weather.
• In case of marginal weather, routing to the alternate.
• NOTAMS.
• STAR/Clearance limit.
• Transition level.
• Terrain around the destination, minimum sector altitudes.
• Fuel available and time available above the FMC RESERVE fuel
and procedure for any holding if required.
• Specific radio failure procedure, (if non standard)
• Procedures as dictated by prevailing weather, i.e. use of anti-ice

and radar.
• Runway in use and type of approach.
• ADF IVOR selectors in proper position.
• Navigation Radios and course for the approach.
• Vital altitudes (initial, intermediate and final approach fix, DME

check height on final approach and minima).
• Missed approach procedure.
• Go Around Procedure shall be discussed in the first approach

briefing of a multi-sector flight.
• Useable runway length and landing distance required for current

conditions.
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• Runway lighting.
• Taxi in procedure.
• Management of AFDS.
n) PM shall contact company I handling agency within VHF range and

transmit ETA, aircraft serviceability and estimated fuel remaining on
landing.
Note: Captain shall perform approach and Landing when any of the
following conditions exist:
i. RVR I Visibility Less than 800 m.
ii. Cross wind component of 15 kts or more.
iii. Slippery or wet runway.
iv. Any abnormality.
v. Captain has less than 100 hours (Operational) in command on

type.
11.1.1 Use of the Autobrake
For normal operation of the autobrake system select a deceleration setting.
Settings include:
• Autobrake MAX: Used when minimum stopping distance is required.

Deceleration rate is less than that produced by maximum manual
braking.
• Autobrake 3: Should be used for wet or slippery runways or when

landing rollout distance is limited. If adequate rollout distance is
available. autobrake setting 2 may be appropriate.
• Autobrake 1 or 2: These settings provide a moderate deceleration

suitable for all routine operations.
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11.2 DESCENT
a) Just prior to TOD, the PM shall recycle twice the fasten seat belt sign.
This acts as a trigger for the cabin crew to prepare the cabin for
landing.
b) Descent checklist shall normally be completed before TOD, but in any

case prior to reaching 10,000 ft I FL 100.
c) FMC VNAV path descent in tne "ECON" mode shall be flown as it is

the most economical. Early descent in capture mode may be flown
where circumstances warrant its use, like pressurization malfunctions
etc.
d) If speed brakes are required in descent, it is recommended that the

PF keep his hand on the lever while in use. In flight, do not extend the
speed bake lever beyond the FLIGHT DETENT.
e) Pressurization system performance shall be monitored during

descent.
f) Passing 10,000ft I FL 100, PM shall announce "Ten Thousand Feet/

FL 100" and position the Fixed I Landing Lights and Seat-Belt Sign
ON. The PM shall also tune and identify the NAV aids associated with
the approach. When the destination is a high elevation airport, these
checks can be performed at 10,000ft AFE.
g) Below 10,000 feet I FL 100, descent speed will be restricted to 250

knots, unless a specific speed is assigned by ATC, in which case the
speed shall not be greater than 250 KIAS below 5,000 feet.
Note : The FMC default speer of 240 kts below FL 100 I 10,000 ft is
meant to provide a margin to the 250 kts limit applicable in certain
classes of airspace.
h) Pilots shall not become involved "heads-down" in FMC CDU changes

at low altitudes. In high density traffic, or when being radar vectored
and the arrival procedure is used only as a reference, MCP Modes
shall be used. If displaying the arrival procedure is not desired,
perform only a "DIRECT TO" or "INTERCEPT COURSE TO" the FAF,

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OM, or appropriate fix, to simplify the navigation display. This

provides:
• a display of distance remaining to the FAF, OM, or appropriate

fix
• a depiction of cross track error from the final approach course
• LNAV capability during the missed approach procedure.
i) Normal altimeter setting below transition level is QNH. QNH shall be

set once crossing transition level. After approach clearance has been
issued and the descent to land is begun, altimeter can be set to QNH
provided that level flight above the transition altitude is not indicated
or anticipated.
j) At airfields, where QFE is used, minima calls shall be in height,

(DH/MOH). QFE operation procedures which are available in the
Supplementary Procedures of the FCOM must be reviewed.
~END~
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SereneAir
SOP 8737-800
CHAPTER 12:
HOLDING
OM PART-A
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CHAPTER 12: HOLDING

12.1 HOLDING 3
12.2 MAXIMUM HOLDING SPEEDS 4
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12.1 HOLDING
a) For best fuel economy, FMC based holding speeds shall be used, in
the clean configuration, from the HOLD page.
b) Wherever applicable, standard ICAO/FAA maximum holding speeds

shall prevail. If the FMC holding speeds are higher than the
ICAO/FAA maximum speeds, request for higher holding speed or
reduce to flaps up maneuvering speed.
c) Mach.76 /280/250 knots (latter below 15,000ft and below Max landing
weight) shall be used for flight through turbulence and may also be
used for holding only after prior clearance from ATC, unless relevant
publications indicate that the holding area can accommodate aircraft
flying at these speeds.
d) During high altitude holding procedures, where the radius of turn can
be large, crew shall monitor parameters of restricted I prohibited
areas and proximity to other airways. Where a possibility of a violation
exists, ATC shall be notified and an alternate holding procedure shall
be requested.
e) Crew shall monitor the time available for holding, (fuel remaining
above reserve fuel) against the EFC (Expected Further Clearance)
time in the FMC HOLD page.
f) Allowance shall be made for known wind by applying correction to

heading and time when FMC HOLD feature is not in use.
SERENE AIR (PVT LIMITED

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12.2 MAXIMUM HOLDING SPEEDS

New holding speeds according to ICAO Doc 8168 PANS-OPS applicable in
Pakistan
LEVELS 1 NORMAL TURBULENCE
CONDITIONS CONDITIONS
Up to 14000 ft inclusive 230 kts ' 280 kts:'
Above 14000 ft to 280 kts
240 kts 4
20000 ft inclusive
Above 20000 ft to or
34000 ft inclusive
265 kts" Mach 0.8,
whichever is less3
Above 34000 ft Mach 0.83 Mach 0.83
1. The levels shown represent altitudes or corresponding flight

levels depending upon the altimeter setting in use.
2. When the holding procedure is followed by the initial segment of an

instrument approach procedure promulgated at a speed higher than 230 kt,
the holding should also be promulgated at this higher speed wherever
possible
3. The speed of 280 kt (Mach 0.8) reserved for turbulence conditions shall
be used for holding only after prior clearance with ATC, unless the relevant
publications indicate that the holding area can accommodate aircraft flight at
these high holding speeds.
4. Wherever possible, 280 kt should be used for holding procedures

associated with airway route structures.
Note : Some countries still used the ICAO old holding speeds which are
found in Jeppesen ATC chapter, Holding Procedures table IV-1-2. Check the
Jeppesen national ATC rules and procedures to determine the applicability of
the maximum holding speed.
-END-
2 9 AUG 2018
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CHAPTER 13:
APPROACH
OM PART-A
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CHAPTER13:APPROACH
13.1 APPROACH 3
13.1.1 General 3
13.1.2 Crew Coordination 5
13.2 STABILIZED APPROACH 8
13.2.1 Elements of Stabilized Approach 8
13.2.2 Maneuvering (Including runway changes and 10
circlina)
13.3 MANDATORY MISSED APPROACH 10
13.4 COMMENCEMENT &CONTINUATION OF 11
AN APPROACH (APPROACH BAN)
13.5 MET VISIBILITY I RVR CONVERSION 12
2 ! AuG ZOtl
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______ ___;;S;.:;E;,;..R;.;;;E;;.;N:..=E:..:A..:.:.;
h~ (PVT) LIMITED
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13.1 APPROACH
13.1.1 General
a) All safe instrument approaches have certain factors in common.

These include good descent planning, careful review of the approach
procedure, accurate flying, and good crew coordination. Thorough
planning is the key to a safe, unhurried, professional approach.
b) Ensure the waypoint sequence on the LEGS page, altitude and speed
restrictions, and the map display reflect the air traffic clearance. Last
minute air traffic changes or constraints may be managed by
appropriate use of the MCP heading, altitude and airspeed selectors.
Updating the waypoint sequence on the LEGS page should be
accomplished only as time permits.
c) Regardless of the weather conditions prevailing or the type of arrival

and instrument approach being conducted, pilots shall make use of all
avionics, ground/navigational aids and automation to reduce work
load and ensure optimum crew co-ordination, to counteract
complacency.
d) Approach preparation part of which is completed in the descent

procedure shall be completed before arrival in the terminal area. Both
pilots shall select and verify:
• Relevant course is set.
• DH/MDA are set.
• The required ADF. VOR I ILS frequencies are tuned and

identified.
• Marker beacon volume is set on the audio panel, if applicable.
• ADFNOR selector is in the required position.

e) During descents other than VNAV:
• Level Change shall be used for descents exceeding 1,000 feet.
•
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0f/S) mode shall be used.
f) During descent below 5,000ft. the rate of descent shall, for safety
reasons not exceed the following values:
2,000 ft./min. down to 2,000 ft. AGL
1,000 ft./min. below 2,000 ft. AGL

g) During descent, when passing the transition level, all altimeters shall
be set to QNH. However, after approach clearance has been issued
and the descent to land is begun, altimeters can be set to QNH
provided that level flight above the transition altitude is not indicated
or anticipated.
h) The approach checklist shall be completed, after altimeters have

been set to the QNH and cross checked.
i) During the arrival phase, maneuvering shall be carried out with air
speed decreasing with reducing distance and altitudes. Reduction to
flaps up maneuvering speed shall be initiated approximately 20 track
miles to the airfield unless ATC instructs otherwise.
j) Changes in altitude/ air speed and configuration shall be made in
accordance with arrival and approach requirements. The following
Flap extension schedule will be used:
Cur reut Flap ..\I Speedtape Select Command Speed for

Position "Di•pby" Flaps Selected nap•
··up·· -1 ··
UP
I l
I r 5 ·5··
5 -~5-- 15 ·1s-·
(\.'ref 30 or Vref ~O)

15 ·15·· 30 or ~o plus wind additives
k) To enhance the flight crew's awareness of proximity to terrain, when

the radio altimeter becomes alive, any flight crewmember will
announce "Radio Altimeter alive" and correlate it with the pressure
altimeter. Thereafter it shall be included in the instrument scan for the
remainder of the approach.
~~~RDSI. l) "Minimums" shall be set during Cat I ILS/ Non Precision approaches
i ~di.-, ,-_,,-,_-7
~~ ~.....--~~~~~~~~~~~~~~~~~~~~~~~~----.
...;.S....,.E....,.R
......
E __ N.;;;.E_A--IR_(i....P_VT_,):...L_IM;......
.;D.;. ;. ;,IT..; ; E __.
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with reference to the BARO on the minimums selectors. The

minimums selectors will be set to RADIO and DH should be set for
the particular approach when performing CAT II/ Ill Approaches.
m) 8737-800 aircraft are classified in approach categories C and D

depending upon the operator's maximum certified landing weight and
the VREF associated with the landing flaps. The category used is
determined by the operator in coordination with the applicable
regulatory authority.
AIRCRAFT CATEGORY VREF IAS

AP-BNA, 141 knots or more but less
AP-BNC than 166 knots
D
&
AP-BND
Note: An airplane's approach category does not change if the actual

landing weight is less than the maximum certificated landing weight. The
certified approach category is permanent and independent of the
changing conditions of day-to-day operations.
13.1.2 Crew Coordination

a) Optimum crew coordination and awareness shall be exercised,
particularly at night or in marginal weather conditions. PM shall
monitor engine and flight instruments at all times and shall announce
flight path and airspeed deviations.
b) The PM shall immediately inform the PF if any of the following

parameters are exceeded:
• "Bank Angle", any time the bank exceeds 30° during normal
flight maneuvering or 15° when such restriction is applicable.
• "Plus or Minus _ Kts" during approach, if the speed exceeds

plus 10 or minus 5 kts form the Cursor or MCP speed.
• "Sink Rate", when rate of descent on final approach exceeds

1,000 fpm.
SERENE AIR PVT
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• "Attitude", whenever the pitch attitude changes by more than 5,

from normal steady state flight conditions.
• "Localizer" or "Glide slope", whenever below 1000 AAL,

localizer or glide slope deviation exceeds 1/2 dot.
• "Pitch_ Degrees", whenever during flare and touch down the
pitch attitude exceeds 7 degrees nose up.
• "Track", whenever during a non-precision approach, the

deviation on final approach track exceeds 1 dot or 5 degrees.
• Below 1000 AAL, these calls are mandatory. Above 1000 AAL
these calls are only required if corrective action has not been
taken.
c) PM shall call out localizer and glide slope deviations, but need not
refer to actual displacement, but only as "Localizer to the Left" or
"Below Glide Slope", if corrective action has not been taken, or any
other appropriate remark relating to the trend of deviation.
d) If the profile deviation at decision height exceeds Yi dot from the

localizer, Yi dot form the glide slope or if visual cues become lost, the
PF shall announce "Go Around" and execute a Missed Approach.
e) PF shall closely monitor auto pilot and FMA, and from 1,500' AAL,
keep one hand on the control column and the other on the thrust
levers, ready to take over manually and disengage A/P or AfT in the
event of a malfunction.
f) The correct seat adjustment is imperative to take full advantage of
visibility over the aircraft nose.
g) The approach conditions, system configuration and speed on glide

path must be stabilized by latest 500' AFE in VMC and 1,000'AFE in
IMC.
NOTES:
i. 1 OOOft. is the limit for instrument transfer switching in IMC. If
visual below 1000' AFE, execute a landing. If not visual. execute
-e:
~..~ 7
a missed approach.
~:_~~/-<-_-_.-----------SE_R
__E_N_E_A_l_R_(P_VT
__ )_L_l_M_IT_E_D __
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ii. During coupled approaches,
• PF monitors alternatively head up and head down starting

from the "Approaching Minimums" call and starts looking for
visual cues like approach, strobe and runway lights.
• Do not fly below the prescribed MDA or continue
approach below the DH unless the aircraft is in a position
from where a normal approach to the runway of intended
landing can be made and the threshold of that runway or
approach lights or other markings identifiable with the
approach end of the runway are clearly visible to the PF.
• If upon arrival at the missed approach point or at any time

thereafter, the above requirements are not met, PF will
immediately execute a missed approach.
• If sufficient visual cues are available to execute the landing,

PF announces "Landing" and continues to land. PM
maintains head down and will continue announcing flight
parameter deviations.
iii. During manual approaches,
• PF monitors head down while flying up to minimums. The

PM monitors head up and head down from the "Approaching
Minimums" call and starts looking for visual cues like strobe,
approach and runway lights and as they become visible he
announces "Strobe Lights" etc.
• The PF maintains head down, monitoring flight parameters

till approaching minimums. At the announcement of visual
cues, the PF looks out and determines whether a safe
landing can be executed. He will then announce
"Continue", and thereafter "Landing" when sure of landing.
• If it is not safe to land, a go-around shall be executed

immediately. If the PM is unable to pick and call any visual
cues by DA(H), then at the call of "Go-Around", PF shall
immediately execute a missed approach ~
"Go-Around". ~'II\~ r ''\,
~~
- r ~
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iv. In case of an Engine Failure above 1000' AAL, if the approach

is continued and sufficient thrust is not available for landing flaps,
retract the flaps to 15 and adjust thrust on the operating engine.
Command speed should be increased to 20 knots over the
previously set flaps 30 or 40 VREF· This sets a command speed
that is equal to at least VREF for flaps 15. Wind additives should
be added as needed if time and conditions permit.
v. In case of Engine Failure below 1000' AAL, execute a go-

around.
vi. In case of an Engine Fire above 1000' AAL, carry out the
Engine Fire memory items, select flaps 15 and increase speed to
VREF + 20 kts. Continue the approach if it does not get
destabilized.
vii .. In case of Engine Fire below 1000' AAL, continue approach

and carry out the Engine Fire memory items after the aircraft
comes to a stop on the runway. If for any reason a go-around
was initiated carry out the Engine Fire memory items as for the
take off phase.
viii. In case of APU fire, memory items can be completed during

approach at any altitude at the captain discretion.
13.2 STABILIZED APPROACH
a) Maintaining a stable speed, descent rate, vertical/lateral flight path in

landing configuration is commonly referred to as the stabilized
approach concept.
b) Any significant deviation from planned flight path, airspeed, or

descent rate should be announced. The decision to execute a go-
around is no indication of poor performance.
Note: Do not attempt to land from an unstable approach.
13.2.1 Elements of Stabilized Approach
with criteria
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b) All approaches should be etaotuzeo by 1,000 feet AFE in instrument

meteorological conditions (IMC) and by 500 feet AFE in visual
meteorological conditions (VMC). 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 the approach speed. Deviations of

+ 10 knots to -5 knots are acceptable if the airspeed is trending
toward approach speed.
• The airplane is in the correct landing configuration.
• Sink rate is no greater than 1,000 fpm; if an approach requires a

sink rate greater than 1,000 fpm, a special briefing should be
conducted.
• Thrust setting is appropriate for the airplane configuration.
• All briefing and checklists have been conducted.
c) Specified types of approaches are stabilized if they also fulfill the

following:
• ILS approaches should be flown within one dot of the glide slope
and localizer, or within the expanded localizer scale.
• Approaches using JAN should be flown within one dot of the

glide path and FAC
• During a circling approach, wings should be level on final when

the airplane reaches 300 feet AFE.
d) Unique approach procedures or abnormal conditions requmnq a

deviation from the above elements of a stabilized approach require a
special briefing.
SERENE AIR (PVT LIMI

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Note: An approach that becomes un-stabilized below 1,000 feet AFE

in IMC or below 500 feet AFE in VMC requires an immediate go-
around.
e) These conditions should be maintained throughout the rest of the

approach. If the above criteria cannot be established and maintained
until approaching the flare, initiate a go-around.
f) At 100 feet 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 edges extended.
g) As the airplane crosses the runway threshold it should be:
• Stabilized on approach airspeed within +10 knots 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 feet or first third of the runway, whichever is less)
Initiate a go-around if the above criteria cannot be maintained.
13.2.2 Maneuvering (Including runway changes and circling)
When maneuvering below 500 feet, be cautious of the following:
• Descent rate change to acquire glide path
• Lateral displacement from the runway centerline
• Tailwind or crosswind components
• Runway length available
13.3. MANDATORY MISSED APPROACH

On all instrument approaches, where suitable visual reference has not been
_established and maintained, execute an immediate missed approach when:

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• 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 glide slope
indicator shows full deflection.
• On IAN final approach and either the FAC pointer or the glide path
pointer shows full deflection.
• On an RNP based approach and an alert massage indicates that ANP

exceeds RNP
• For aircraft with NPS, during RNP approach operation, anytime the
NPS deviation exceeds the limit or an amber deviation alert occurs
unless the aircrew is able to change to non-RNP procedures
• For aircraft without NPS, during RNP approach operation, anytime the
XTK exceeds 1.0 X RNP unless the aircrew is able to change to a
non-RNP procedure
• On a radar approach and radio communication is lost.

13.4. COMMENCEMENT & CONTINUATION OF AN APPROACH
(APPROACH BAN)
An instrument approach may be commenced regardless of the reported

RVRNIS but the approach shall not be continued beyond the outer marker or
equivalent position, if the reported RVRNIS is less than the applicable
minimum. Where RVR is not available, RVR values may be derived by
converting the reported visibility. If, after passing the outer marker or
equivalent position the reported RVRNIS falls below the applicable minimum,
the approach may be continued to DA(H) or MDA(H).
Where no outer marker or equivalent position exist. the pilot shall make the
decision to continue or abandon the approach before descending below 1 OOOft
above the aerodrome on the final approach segment.
The approach may be continued below DA(H) or MDA(H) and the landing may
be completed provided that the required visual reference is established at the
DA(H) or MDA(H) and is maintained. ~· \~ v ...
.
'"~""
Ir~---.,,..,_,;'\.~
,_
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The touchdown zone RVR is always controlling. If reported and relevant, the
mid-point and stop-end RVR are also controlling. The minimum RVR for the
mid-point is 125m or the RVR required for the touchdown zone if less. The
minimum RVR for the stop-end is 75m. For aircraft equipped with a roll-out
guidance or control system, the minimum RVR value for the mid-point is 75m.
Note: Relevant in this context means that part of the runway used during the
high speed phase of the landing down to a speed of approximately 60kt.
13.5. MET VISIBILITY I RVR I CMV CONVERSION
a) Aerodrome Operating Minimums are generally expressed in RVR. If

only meteorological visibility is reported, the charted RVR values can
be derived by converting the reported visibility for Straight-in
Instrument Approaches as shown in table below;
Note: This table shall not be applied for calculating:
• Takeoff minimums
• Category 11/111 minimums where RVR report(s) is mandatory
• When a reported RVR is available.
Light Element in Operation

CMV = Reported Meteorological Visibility x
Conversion Factor
Day Night
High Intensity Approach and
1.5 2.0
Runwav Liahts
Any type of light installation
1.0 1.5
other than above
No Liohts 1.0 Not applicable
-END-
SereneAir
SOP 8737-800
CHAPTER 14:
ILS APPROACH CAT I
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CHAPTER 14: ILS APPROACH CAT I

14.1 GENERAL 3
14.2 APPROACH PROCEDURE 4

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14.1 GENERAL
a) For two engines and one engine inoperative ILS approach, refer to
FCOM and FCTM supplemented by the information in this chapter.
b) PF shall change over to ILS frequency depending on the aircraft

position and track. As a general rule, ILS frequency shall be selected
when the aircraft is:
• Vectored off a standard arrival route for an ILS approach or
• Cleared to the initial approach fix or the final approach fix for a
straight in approach
• Executing the inbound turn.
c) The captain will select Approach (APP) on the standby Attitude

Indicter/ Integrated Standby Flight Display.
d) PM shall change over to the ILS frequency when on the intercept

heading to the localizer.
e) CAT I approaches shall be coupled down to minimums if required for
the prevailing weather conditions.
f) CAT I minimums shall be called with reference to the pressure
altimeter
g) Approach and Landing Accident Reduction Program (ALARP)
recommendation requires that aircraft shall be in landing
configuration, leaving FAF/DME substitute or minimum height before
final descent, with speed VREF to VREF+20kts.
h) Early stabilization of air speed, power and sink rate will contribute
towards a safe landing.
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14.2 APPROACH PROCEDURE
PILOT FL YING PILOT MONITORING
a) When on localizer intercept b) Verify mode annunciation and call

heacinq", with flaps 5, ILS tuned "Checked".
and identified and LOC and G/S
pointers in view, arm the APP
mode, verify FMA and call
"VOR/LOC and G/S armed".
c) At VOR/LOC capture, set the d) Verify mode annunciation call
heading to the inbound course. Call "Checked".
"VOR/LOC Captured".
f) Call "Gear Down, Flaps 15" (final e) Call "G/S Alive·. on G/S activation.
flap for 1 engine inop), arm the
speed brakes and verify green light
illuminated.
g) Position landing gear lever Down
and flap lever to 15. Select engine
start switches to CONT. Announce
on PA "Cabin Crew take your
stations for landing", select all
Lda. And Turn Off Us ON.
h) At G/S interception set Missed i) At glide slope capture, verify mode
Approach Altitude and call "G/S annunciation and verify missed
captured", "Missed Approach approach altitude set - call
Altitude Set". "Checked".
j) Announce "Flaps_" as required for k) Position Flap lever as desired and
landing. Set MCP speed to VREF+ when flaps reach the selected
wind additive (5 kts min.). position, call "Flaps_ green
Licht".
I) Call "Landing Checklist". m) Accomplish the Landing Checklist.
Call "Ldg. checklist comoleted".
n) Crossing Outer marker or a DME
substitute, call "OUT MARKER I
DME, FEET".
p) Verify 1000 feet AFE I RA, and call o) At 1000' AFE I RA callout, call
"Instruments checked gears (1000 ft), instruments checked,
green". aears qreen".
~
~/-~1'7-------SE_R_E_N_E_A-IR_(_P_VT_)_L_l_M_IT_E_D _,
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r) Acknowledge "Checked" q) At 500' AFE I RA callout, call (500

feet\.
t) Acknowledge "Looking Out" in s) 100 ft above DA(H). call I monitor
case of coupled approach. RA callout, "Approaching
Minimums"
v) At minimums on the call of suitable u) Call "Minimums, Strobe lights I
visual reference established, approach lights I threshold
announce "Continue", disengage lights I Touchdown zone lights I
auto pilot, auto throttle and when field in sight I field not insight".
sure of landing announce
"Landing". On the call of "field not
insight" I suitable visual references
not established, call and execute a
"Go-Around".
w) At minimums callout, if no
response from PF, "I have
controls <State intentions)"
* When using LNAV to intercept the final course, LNAV might parallel the
localizer without intercepting it.
-END-
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CHAPTER 15:
LVTO & ILS APPROACH CAT II
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CHAPTER 15: LVTO & ILS APPROACH CAT 11

15.1 DEFINITIONS 3
15.2 LOW VISIBILITY TAXI 4
15.3 LOW VISIBILITY TAKEOFF 5
15.3.1 LVTO Reauirements 5
15.3.2 LVTO Procedures 5
15.3.3 Reiected Takeoff Considerations 6
15.4 OPERATING CONDITIONS CAT II 6
15.5 REQUIRED GROUND EQUIPMENT CAT II 8
15.6 REQUIRED AIRBORNE EQUIPMENT CAT II 9
15.7 TASK SHARING 9
15.8 FAILURE AND ASSOCIATE ACTIONS 10
15.9 APPROACH BRIEFING 12
15.10 MINIMUMS 12
15.11 RVR I APPROACH BAN 12
15.12 PROCEDURES 12
15.12.1 Aooroach Preparation 12
15.12.2 The Approach 13
15.13 THE VISUAL SEGMENT 16
15.14 RECENCY AND PRACTICE CAT II 16
APPROACHES
15.15 B737 -800 LOW VISIBILITY BRIEFING 18
GUIDELINES
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15.1 DEFINITIONS
Category-I (CAT I) Operation:- A precision instrument approach and landing

with a decision height not lower than 60M (200 ft) and with either a visibility not
less than 800M, or a runway visual range not less than 550 M.
Category-II (CAT II) Operation:- A precision instrument approach and

landing with a decision height lower than 60M (200 ft) but not lower than 30M
(100 ft), and a runway visual range not less than 350M.
Category Ill A (CAT lllA) Operations:- A precision instrument approach and

landing with:
a) A decision height lower than 30M (100 ft) but not lower than 50ft
b) A runway visual range not less than 200M.
Category Ill B (CAT 1118) Operations:- A precision instrument approach and

landing with:
a) A decision height lower than 15m (50 ft), or no decision height; and
b) A runway visual range less than 200m belt not less than 50m.
Fail Operational Automatic Landing System:- If in the event of a failure, the

approach, flare and landing can be completed by the remaining part of the
automatic system.
Fail Passive Automatic Landing System:- In the event of a failure, there is

no signification deviation of Aircraft trim, flight path or attitude but the landing
will not be completed automatically. For a fail passive system the pilot
assumes control of the aircraft after failure.
Alert Height (AH):- Height above the runway based on the characteristics of
the aircraft and its fail operational automatic landing system, above which a
CAT Ill approach would be discontinued and a missed approach initiated if a
failure occurred in one of the redundant parts of the automatietf~ocial
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landing system, or in the relevant ground equipment. Above AH, go around

must be made if a failure effects the fail operational system. Below AH, the
approach will be continued.
Low Visibility Procedures (LVP):- Procedures applied at an aerodrome for

the purpose of ensuring safe operations during Category II and Ill approaches
and Low Visibility Take-offs.
Low Visibility Take-off (LVTO):- A take-off where the Runway visual Range
(RVR) is less than 400M.
15.2 LOW VISIBILITY TAXI
During taxi with LVP in-force, the following shall be applied:
• Through briefing from airport and related charts, both pilots should
understand the expected taxi route
• F/O to call out all signs to verify position and enhance captains
situational awareness.
• If unfamiliar with the airport, consider requesting a follow-me.
• Read back all clearances, stop the aircraft if clearance is doubt.
• If obstruction clearance is in doubt, stop the aircraft and request a

wing walker.
• Checklist should be performed when the aircraft is stationary.
• Maximum taxi speed should not exceed 10 knots.
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15.3 LOW VISIBILITY TAKEOFF
15.3.1 LVTO Requirements

• LVP must be in force
• Takeoff alternate within 395m with TAF, METAR or combination

indicating weather at or above landing minimums should be
nominated if taking off with weather below landing minimums.
• Captain will be PF for all LVTOs
• Consider a full thrust, Flaps 15 takeoff
• LVTO minimums according to JEPSSEN airport page. Table below

for reference for Approach Cat D aircraft :
LVTO MINIMA AND REQUIREMENTS

FACILITIES RVR I VISIBILITY ( NOTE 3)
Nil (Day Only) 500 M
Runway edge lighting and/or center 300 M (Note 1)
line markino
Runway edce and centre line liohtino 250M
Runway edge and centre line lighting 200 M (Note 2 & 3)
and multiple RVR information
Note 1: For night operation at least runway edge and runway end lights are
required.
Note 2: The reported RVRI Visibility value representative of the initial part of
the takeoff can be replaced by captain's assessments.
Note 3: The required RVR value must be achieved for all the relevant RVR
reporting points with the exception given in note 2 above.
15.3.2 LVTO Procedures
• Set courses to runway front course if ILS is available on departure

runway
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• Tune ILS on both VHF NAV receivers if applicable
• After takeoff at 400ft, tune radios to VOR for VOR departures.
After acceleration altitude, set courses to the VOR radial associated

with the departure if applicable.
15.3.3 Rejected Takeoff Considerations
• If visual reference is lost due to fog patches before 80 knots, it may

be advisable to reject takeoff. However, reject a takeoff from 80 knots
to V1 for only the defined abort items. During an RTO, it is
recommended that the autobrake remains engaged unless
AUTOBRAKE DISARM light illuminates or braking is insufficient.
Manual braking may lead to uneven braking or an inadvertent
application of rudder, thereby, increasing the risk of runway
excursion.
• To avoid runway excursion during an RTO, the F/O to call out

localizer I heading deviation.
15.4 OPERATING CONDITIONS CAT II
A CAT 11 I LS Approach may be conducted if:
• Capt. and F/O are qualified (competency card entry) for such
operation.
• Required ground equipment is operational.
• All required aircraft systems are operational including reversers &

automatic Ground spoilers.
• Normal landing configuration (flaps 40°) can be obtained .
• Maximum crosswind component for the landing runway shall not

exceed 15 knots for CAT II, maximum head and tail wind 20 and 10
knots respectively.
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• Light to moderate turbulence only.
• Precipitation is only moderate
• RVR information shall be continuously available. At touchdown zone

min required RVR for CAT II must be established and is always
controlling. For midpoint RVR must be at least 125m, and the
stop-end 75m.
• Autothrottle may be inop. For CAT II.
• ILS glide slope maximum 3.25° and minimum 2.5°
• Minimum auto brake setting: 2
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8
15.5 REQUIRED GROUND EQUIPMENT CAT II
Decision Height 100

Runway Visual Range
350
(Meters)
Ground ILS Facility CAT 111111 Authorized
Ground ILS Facility CAT I Not Authorized
ILS
Standby
Capability
Not required 0
OM if associated with Alternate means of
approach determining promulgated
Approach Lighting system Last 450 meters available
Runway EdQe *ReQuired
Centerline ** Minimum spacing of 30
RW
meters
Lights
Touchdown Required
Secondary power ReQuired
Touchdown
Required
zone***
RVR Midpoint zone and Stop End If both installed and one unit
Zone fails this does not prohibit
CAT II /Ill operations.
NOTES
* May be unavailable by day with good contrast between RWY markings and
surface.
**May be unavailable by day (CAT II by day operation with failure of TDL
and/or CLL acceptable)
***Touchdown Zone: State may allow valuation to derive TDZ from Mid Point
Zone MPZ , ilots will be notified

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CAT II/ Ill Runway End

Lighting
Distance to Runway Color of Lights
End
900 Meters Center ling alternate
(3,000 ft) red and white
600 Meters Edge lights change to
(2,000 ft) yellow
300 Meters Center line lights
(1,000 ft) chances to all red
15.6 REQUIRED AIRBORNE EQUIPMENT CAT II
The instrument and automatic flight control systems meet the associated
performance standards if the listed minimum equipment is operative at the
time, CAT II is initiated. The system has been demonstrated on a CAT II and
CAT Ill quality beam both with and without yaw damper. Landing flap setting
required for CAT II /lllA approaches is flaps 40.
• Dual channel autopilot engaged.

• Independent Radio altimeters and display for each pilot.
• Decision height (DH) displays for each pilot.
• 2 digital air data computer systems.
• Windshield wipers for each pilot {If required).
• Independent ILS receivers and display for each pilot.
• Flight mode annunciator for each pilot.
• 2 ADIRUs in NAV mode.
• Hydraulic systems A and B operative.
• 2 sources of electrical AC power {The APU generator may be used as
an independent AC power source).
• Both Engines Operating
15.7 TASK SHARING
For All Weather Operations Capt. is the Pilot Flying (PF), controlling the aircraft
by means of the AFDS. The workload is distributed in such Awa hat.the PF's
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primary tasks are supervising and decision making. The primary task of F/O,
the PM is monitoring the operation of the AFDS and aircraft systems.
Note: For CAT II approaches it is a must requirement to be stabilized, no

later than 1500ft AFE I AGL.
15.8 FAILURES AND ASSOCIATED ACTIONS
In general there are three possible responses to the failure of any system,
instrument or element of the AFDS during the approach which causes
capability reduction:
• REVERT to a higher minima and proceed to a new DH, provided it

has been included in the landing briefing.
• GO-AROUND and re-assess the capability.
• LAND if the required visual reference has been attained.
The nature of the failure and the point of its occurrence will determine which
response is appropriate.
Engine failure on final approach

Normally an engine failure on final approach will require a go-around as a dual
channel auto land is not permitted with an engine inoperative.
When a go-around is required, follow the go-around and missed approach

procedures except use flaps 15 initially if trailing edge flaps are at 40. A
subsequent flap retraction should be made at the acceleration altitude. The
cleanup must be made in accordance with an engine failure after v, for a flaps
15 takeoff.
If an approach can be continued to CAT I minimums the procedure for engine

failure on final approach given in Chapter 13, Approach, for engine failure
above 1,000 ft AAL should be followed.
IRS failure
Both autopilots will disengage, after switching (IRS to the "good side"), the
approach may be continued to CAT I minimums.
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LOC I GS - flag
Both autopilot will disengage with LOC flag after 10 second with GS flag after
4-5 seconds. If the failure is on aircraft's equipment, switch to VHF NAV both
to the working set, the approach may be continued to CAT I minimums.
Hydraulic failure
Both autopilots will disengage. Only a CAT I approach is feasible.
No Flare Armed
At 500' AFE the "flare armed" annunciation must be seen, if not initiate a go-
around.
Autopilot Red Light Steady On

Only during a dual channel approach a "stabilizer out of trim" Indication will be
seen beside the A/P warning light, in this case disengage the autopilots and
either continue to CAT I minimums or initiate a go-around.
Auto throttle failure

Continue the CAT II approach and control the thrust manually. At 20ft the pilot
must gradually reduce the thrust in order to let the aircraft land in the
touchdown zone.
Radio altimeter failure

Both autopilots will disengage, but there is still the possibility for a continuation,
down to CAT I minimums.
Loss of a Generator in Dual Channel Approach

Disengagement of both autopilots & F/D failure on affected side. 1 autopilot
and A/T can be reengaged. Approach can be continued down to CAT I
minimums. If the APU is started, the APU generator can be selected on the
failed side and the approach can be continued to CAT II minimums after re-
engagement of both autopilots.
1,000 FEET LIMIT FOR TRANSFERS AND REVERSION TO HIGHER

MINIMA
1,000 feet is the lowest limit for any transfers and for deciding to continue to a
higher minima. Below 1,000 feet a go-around must be made for situations
which require transfers or reversion to higher minima.
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15.9 APPROACH BRIEFING
In addition those listed in Chapter 11 of this manual, the following items should
be covered:
• Confirmation that the crew is CAT II qualified.
• Check of aircraft systems status and airfield facilities (NOTAMs) for
CAT II operations.
• Review and set applicable DH for CAT II and downgraded CAT I DA
with Minimums Reference Selector.
• Review distribution of tasks and procedures in case of a malfunction.
• Review procedures for downgrading to CAT I.
• Review approach ban, ATC calls required and LVP runway exits.
• Check seat positions and flight deck lighting.
• APU and autobrakes as required, use of landing lights.
15.10 MINIMUMS
The minimums to be used for CAT II are those as shown on the appropriate
Jeppesen approach charts.
15.11 RVR I APPROACH BAN
The Captain may commence an instrument approach regardless of the reported

RVRNisibility but the approach shall not be continued beyond the outer marker,
or equivalent position, if the reported RVR is less than the applicable minima.
If, after passing the outer marker or equivalent position, the reported RVR falls
below the applicable minimum, the approach may be continued to DA/H.
15.12 PROCEDURES
For CAT II operations, the following procedures will be followed.
15.12.1 Approach Preparation
Aircraft Status
Check the aircraft technical logbook for any MEL carried forward defects which
_A ~~ect CAT II operational capability.
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Weather
Check weather conditions at destination and at alternates. Required RVR values
must be available for CAT II. The selected alternate must have weather
conditions equal to or better than CAT I at time of dispatch.
15.12.2 The Approach
The approach will be flown using the AFDS with dual autopilot selection using
Flaps 40. CAT 11 procedures will be reviewed as part of the standard approach
brief. The Captain's and Co-pilot's Radio Altimeter Decision Height will be set
to DH, and the downgraded CAT I minimums on BARO selector. Prior to the
approach both pilots will set the inbound course and manually tune and identify
the ILS frequency.
On the intercept heading the "APP" and autopilot B should also be selected.
During the intermediate approach both pilots may use their choice of ND mode
but the Captain must select EXP VOR/ILS not later than the intercept heading
and the FIO stays on MAP. The GIA altitude will be set on the MCP when
established on the GIS and the FMA annunciates GS capture.
The Captain
The Captain will monitor the AFDS and maintain a full instrument scan during
the approach. From 1500' AGL the Captains hands will rest on the control
wheel and throttles so as to be in a position to disengage the A/P's or A/T or to
initiate a GIA.
At the FIO's "Approaching minimums" call/ auto callout , the Captain will call
"looking-out" and will commence looking out for visual cues. At DH the
Captain will call either "CONTINUE" or "GO-AROUND".
To permit the approach to continue below DH the Captain must be satisfied by

DH that the aircraft will land in the TDZ. If the Captain is not satisfied or loses
visual reference below DH a go around must be executed.
First Officer
The FIO will monitor the Captain and maintain a full instrument scan
throughout the approach, landing and rollout, down to taxi speed.
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The F/O will make the following calls in addition to the normal CAT I calls are:
CAT 11 ILS APPROACH CALLOUTS

CONDITION CAPTAIN CO-PILOT
AT 1500' RAD ALT "CHECK" "SYSTEM TEST"
AT 500' AGL "CHECK" " FLARE ARMED"
AT 400' RAD ALT (APPROX) "CHECK" "STAB TRIM"
AT DH+ 100 "LOOKING OUT" "APPROACHINGMINIMUMS'
ATDH "CONTINUE" or "MINIMUMS"
"GO-AROUND"
IF NO FLARE AT 50' AGL "GO-AROUND" or "NO FLARE"
"CONTINUE" (for
a manual landina\
From DH to landing the F/O will call out any abnormality, malfunction or any
significant deviation, as shown on the flight instruments. Arrival at the DH will
be indicated by the "MINIMUMS" call from the EGPWS and F/O followed by
the Captain's call of either "CONTINUE" or "GO-AROUND". Should the
" MINIMUMS" call from the EGPWS not be accompanied by a call or action on
the part of the Captain, the F/O should execute an immediate go-around on
the assumption that the Captain has become incapacitated.
REQUIRED VISUAL REFERENCE FOR CAT II
At DH, the visual references specified below should be distinctly visible and
identifiable to the pilots:
• A segment of at least three consecutive lights being the centerline of

the approach lights, or touchdown zone lights, or runway centreline
lights, or runway edge lights, or a combination of these;
• This visual reference should include a lateral element of he ground

pattern, such as an approach light crossbar or the landing threshold
or a barrette of the touchdown zone light.
The Missed Approach

In addition to a missed approach for any routine operational reason, a CAT II
ILS will be discontinued and go-around I missed approach made if:
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• During the approach any of the required airborne or ground

equipment becomes inoperative:
• Over outer marker

The last reported RVR is below minimum
• At or below 500 ft AGL:

an instrument cross-check shows a significant discrepancy;
a localizer or glideslope deviation of more than one dot occurs;
• The maximum acceptable deviation passing 100 ft AGL is:

LOC: 1/3 DOT= 70 ft
GS: 1 DOT= 13 ft
• At Decision Height:
Visual references are not established
the Visual Reference is inadequate
a touchdown within the TDZ cannot be accomplished.
• After Decision Height:

the visual reference becomes inadequate
The Go-Around
Based on zero pilot reaction time, a 8737 will lose about 30 feet in the process
of a go-around. This, combined with the close ground proximity of CAT II
minimums, makes essential an accurate and properly executed go-around.
The Landing
If the decision is to continue the approach for landing, the autopilots and the
Autothrottle should not be disengaged until after touchdown. The autopilot
must be manually disengaged after touchdown. Landing roll is executed
manually after disengaging the autopilot.
If a system malfunction or engine failure occurs below DH and adequate visual

reference exists, the Captain may:
• Continue the approach and landing manually .

• On main gear touchdown select reverse thrust.
• On nose gear touchdown disconnect NP .
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• The NT automatically disengages 2 seconds after main gear

touchdown.
15.13 THE VISUAL SEGMENT
Cockpit Cut-Off: The cockpit cut-off of the visual sector is a significant factor
in low visibility landings. On 8737 aircraft the factors affecting cockpit cut-off
that can be influenced by the pilot are:
Drift: Compensation on approach for a crosswind from the left will impose a
greater section of glare-shield on the Captains vision and thereby effectively
increase the cockpit cut-off. Conversely, compensation for a crosswind from
the right will decrease the cut-off.
Body Angle: At CAT II minimums, a 8737 in a stabilized condition at Flaps 30

has a body angle of 2.4 degrees approximately. This represents a cut-off
angle of 13.5 degrees. In the same situation for Flaps 40 the body angle is
approximately 1.4 degrees, the cut-off angle is 14.5 degrees to 14.7 degrees.
Pilot Eye Height: A vertical adjustment of one centimeter in pilot eye height
equates to a change of one degree in the cut-off angle, which in turn equates
to 6.5 meters of the visual segment.
The cockpit cut-off can be minimized by:
• Observing the crosswind limit for CAT II;

• Ensuring that seat height is adjusted to give the highest practicable
eye-height;
• Ensuring that speed, pitch, and rate of descent are stabilized.
• Using Flap 40 for Approach and Landing.
15.14 RECENCY AND PRACTICE CAT II APPROACHES
Recency Requirements to retain CAT II operations recency, a pilot must

participate in approved simulator cyclic and Proficiency Program and complete
an auto coupled ILS approach to touchdown at least every 45 days. If an auto
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land using low visibility procedures has not been completed in the preceding 45
days, recency can be up-dated by:
a) Completing an auto land in the aircraft in CAT I or better conditions

using low visibility procedures, or
b) Completing an auto land in an approved flight simulator to the

approved minima, or
c) Viewing a video detailing low visibility procedure. Where recency is up-
dated by this method, the succeeding up-date must be in the aircraft or
flight simulator.
During a practice CAT II approach, the ATC should be informed of the practice
approach and autoland and the captain should be prepared to disconnect the
autopilots and take appropriate action (continue manually or go around) should
unsatisfactory autopilot performance occur.
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15.15 B737 -800 LOW VISIBILITY BRIEFING GUIDELINES
LOW VISIBILITY TAKEOFF
• Weather at departure and takeoff alternate aerodromes.
Note: The takeoff alternate should be no more than 395 NM from the
departure aerodrome and the TAF, METAR or a combination should
indicate the a/female weather above landing minimums.
• LVP in force if visibility is less than 400 M.
• Rejected takeoff considerations
Note: if visual reference is lost before 80 knots, it may be advisable to

reject takeoff. However reject a takeoff from 80 knots to V1 for only the
defined abort items. During RTO, it is recommended that the autobrake
remains engaged unless AUTOBRAKE DISARM light illuminates or
braking is insufficient. Manual braking may lead to uneven braking or an
inadvertent application of rudder, thereby increasing the risk of runway
excursion.
• Captain will be PF for all takeoff with visibility less than 800 M.
• Company authorized takeoff minima 200M for Approach Cat D aircraft
LVTO MINIMA AND REQUIREMENTS

FACILITIES RVR I VISIBILITY ( NOTE 3}
Nil (Day Only) 500 M
Runway edge lighting and/or center 300 M (Note 1)
line marking
Runway edge and centre line lighting 250 M
Runway edge and centre line lighting 200 M (Note 2 & 3}
and multiple RVR information
Note 1: For night operation at least runway edge and runway end lights are
required.
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Note 2: The reported RVRI Visibility value representative of the initial part of
the takeoff can be replaced by captain's assessments.
Note 3: The required RVR value must be achieved for all the relevant RVR
reporting points with the exception given in note 2 above.
CAT II APPROACH
• Check actual weather at destination and alternate. For dispatch with a

forecast of Cat II weather at destination, the alternate forecast should
be at or above Cat I minima.
• Review NOTAMS I ATIS to confirm required ground equipment for
Cat II.
Ground !LS Facility CAT 11/111 Authorized
Ground ILS Facility CAT I Not Authorized
Standby capability Not required
ILS
Alternate means of determining
OM if associated with approach
promulaated
Approach tichtino System Last 450M available
Runway edoe Recuired "
Runway Centre Line Minimum spacing 30M required ••
Lights Touch Down Reau ired
Secondarv power Reau ired
Touch Down Zone••• Reau ired
RVR If both installed and one unit fails,
Mid-Point and Stop End
Cat II operations permitted.
Notes
• May be unavailable by day with good contrast between runway markings and
surface
**May be unavailableby day (CAT II operation by day with failure of TDL and CLL
acceptable).
••• Touchdown Zone: States may allow valuationto derive TDZ from MPZ
• Check of aircraft systems status .

• Dual channel autopilot engaged.
• Independent Radio altimeters and display for each pilot.
• Decision height (DH) displays for each pilot.
• 2 digital air data computer systems.
• Windshield wipers for each pilot (If required).
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• Independent ILS receivers and display for each pilot.

• Flight mode annunciator for each pilot.
• 2 ADIRUs in NAV mode.
• Hydraulic systems A and B operative.
• 2 sources of electrical AC power (The APU generator may be
used as an independent AC power source).
• Both Engines Operating
• Check competency of crew for Cat II (both Capt. and F/O. must hold a
valid LVTO and Cat II competency card.)
Note: No L VTO or Cat II approaches by a Capt. with less than 100

hrs experience (including line training under suoetvision). Capt. with
100 to 200 hrs (including line training under suoervision) experience
to add 50 feet/150 M to the applicable Cat II decision height/ RVR
minima unless he has previously qualified for Cat II operations.
• Review approach procedure and set applicable DH for Cat II (RADIO)
and downgraded Cat I DA (BARO) from approach chart.
Minimum DA Hl and RVR reauired for Cat I & II
Cat I Cat II
Lower than 200 ft, but
DH Not lower than 200ft
not lower than 100 ft
Minimum Visibility 800 Mor NA
350 M for TDZ*
Minimum RVR 550 M for TDZ 125 M for MID*
75 M for SE*
*TDZ RVR is always controlling. If reported and relevant mid-point
and stop end RVR are also controlling. Relevant means that part of
the runway used during high speed phase of the landing down to
approx. 60kts.
• Review distribution of tasks: PF Capt., PM F/O.
• Review procedures in case of a malfunction including 1,000 ft limit for
transfers and reversion to higher minima.
• Review Procedure for downgrading to Cat I.
• Review approach ban and ATC calls required.
• Check seat position and flight deck lighting.
~~=ll~Os=- APU and autobrakes as required, use of landing lights.
,~~,,..~
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CAT II APPROACH TECHNIQUES

• Select autobrake 2 or 3, verify landing performance.
• Approach stabilization required by 1500 feet AFE
• Start APU at 10,000 feet.
• Check wind
Max autoland headwind - 20 knots
Max autoland tailwind - 10 knots
Max autoland crosswind - 15 knots
• Flaps 40 landing for better visual segment.
• Dual autopilot approach with auto land.
DUAL AUTO PILOT APPROACH AND GO-ROUND

WARNINGS - FAIL PASSIVE
WARNING When Cause Pilot Resoonse
Below 800' RA Stabilizer out of Disengage A/P
during approach trim and execute
manual landing
(see note) or
Steady red AJP
manual go- cround
disengage
warning light During GA Elevator position Disengage A/P
not suitable for and execute
single A/P manual level off or
operation Select higher go-
around altitude
500' AFE during Pitch and roll Disengage A/P
approach monitors may not and execute
No FLARE arm
annunciation be enabled, or manual landing
only first A/P up is (see note) or
engaged manual go-around
Flashing red AJP Below 800' RA A/P Execute manual
disengage during approach disengagement landing (see note)
warning light or manual go-
and wailer around
Flashing red A1T
Anytime A/T Cancel A/T
disengagement disengage warning
disengage
warning light and control thrust
levers manually
Note: Execute manual landing only if suitable visual reference is established or if
downgraded landing minima {Cat I) can be used.
-END-
~~
• "" -~~.;!"
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CHAPTER 16:
NON PRECISION APPROACH
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CHAPTER 16: NON PRECISION APPROACH

16. NON PRECISION APPROACH 3
16.1 GENERAL 3
16.2 APPROACH REQUIREMENT RELATING TO 3
RNP
16.3 RAW DATA MONITORING 4
16.4 NON PRECISION APPROACH USING VNAV 5
16.4.1 Aooroach Preparations for Usinq VNAV 5
16.4.2 Approach Procedures uslnc VNAV 5
16.5 NON PRECISION APPROACH USING IAN 7
16.5.1 IAN Requirements and Restrictions 7
16.5.2 Approach Preparations for Usinq IAN 8
16.5.3 IAN Approach Procedure 9
16.6 NON PRECISION APPROACH USING V/S 10
16.6.1 Approach Preparations for Usinq V/S 10
16.6.2 Approach Procedure Using V/S 11
16.7 8737-800 RNAV RNP APP BRIEFING REVIEW 13
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16. NON PRECISION APPROACH
16.1 GENERAL
a) Approach and Landing Accident Reduction Program (ALARP)

recommends Constant Angle Non-Precision Approach (CANPA) or
Continuous Descent Final Approach (CDFA) profile instead of
traditional Dive & Drive descent profile. It is Serene Air Policy to
conduct non precision approaches using the CANPA I CDFA profile.
Where VDP is not published then it may be derived by distance
method as follows:
• Distance (NM) from VDP to threshold equals height above

Touchdown (HAT) divided by 300.e.g. if HAT is 400ft then
Distance from VDP to threshold is 400 I 300=1.3nm.
b) Automatic flight is the preferred method of flying Non-lLS

approaches. Automatic flight minimizes flight crew workload and
facilitates monitoring the procedure and flight path. During non-lLS
approaches, autopilot use allows better course and vertical path
tracking accuracy, reduces the probability of inadvertent deviations
below path, and is therefore recommended until suitable visual
reference is established on final approach.
c) If required to use MDA(H) for the approach minimum altitude, the

barometric minimums selector must be set at MDA + 50 feet to
ensure that if a missed approach is initiated, descent below the
MDA(H) does not occur during the missed approach.
16.2 APPROACH REQUIREMENTS RELATING TO RNP
Approaches requiring RNP alerting may be conducted in accordance with the

following provisions:
• AFM indicates that the aircraft has been demonstrated for the
selected RNP
• At least one GPS or one DME is operational
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• Any additional GPS or DME requirements specified by Operations

Specification or by the selected terminal area procedure must be
Satisfied
• Go-around I missed approach is required if the UNABLE REQD NAV

PERF-RNP, FMC DISAGREE or VERIFY POSITION alert is
displayed unless suitable visual reference is established and
maintained
• When operating with the following RNP values, or smaller:
APPROACH TYPE RNP

NOB, NDB/DME 0.6 NM
VOR, VOR/DME 0.5 NM
RNAV 0.5 NM
RNAV 0.3 NM
(GPS)l(GNSS)
16.3 RAW DATA MONITORING
Normally, MAP mode will be selected on the ND during non-precisron

approaches for better situational awareness. However Raw Data will still be
monitored, if available.
During localizer-based approaches; LOC, LOC-BC, LOA, SDF, and IGS,

applicable localizer raw data (APP mode) must be monitored throughout the
approach by the PM.
During non-localizer based approaches where the FMC is used for course or
path tracking (VOR, NOB, RNAV, GPS, etc.), monitoring raw data is
recommended, if available. Checking raw data for correct navigation may be
accomplished by either of the following:
• Selecting POS and comparing the displayed raw data with the navaid
symbols on the map. Example: The VOR radials and raw DME data
should overlay the VOR/DME stations shown on the map and the
GPS position symbol should nearly coincide with the tip of the
-..;; airplane symbol (FMC position)
s 0'
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• Displaying the VOR and/or ADF pointers on the map display and
using them to verify your position relative to the map.
Note: When using LNAV for a non-precision approach without GPS

updating, single FMC, single IRS or single GPS refer to FCTM for Raw
Data Monitoring requirements.
16.4 NON PRECISION APPROACH USING VNAV

16.4.1 Approach Preparations for using VNAV
a) Select the approach procedure from the arrivals page of the FMC.
b) Tune and identify appropriate navaids.
c) Do not manually build the approach or add waypoints to the

procedure. If additional waypoint references are desired, use the FIX
page.
d) If displaying the arrival procedure is not desired, perform a "DIRECT

TO" or "INTERCEPT COURSE TO" the FAF, OM, or appropriate fix,
to simplify the navigation display. This provides:
• A display of distance remaining to the FAF, OM, or appropriate

fix
• A depiction of cross track error from the final approach course
• LNAV capability during the missed approach procedure. select a
straight-in intercept course to the FAF when being radar
vectored to final approach.
e) Verify/enter the appropriate RNP and set the DA(H) or MDA(H) +

50ft using the baro minimums selector.
16.4.2 Approach Procedure Using VNAV
VNAV should be used only for approaches that have one of the following
features:
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• A published GP angle on the LEGS page for the final approach

segment.
• An RW'XX waypoint at the approach end of the runway.
• A missed approach waypoint before the approach end of the runway,
(for example, MXxx).
This procedure is not authorized using QFE.
PILOT FL YING PILOT MONITORING 0

. .
Initially
If on radar velors
HOG SEL
. • Pitch mode (as needed)

If en-route to a fix
• LNAV or other roll mode
• VNAV or other oitch mode
Notify the cabin crew to prepare for
landina. Verifv that the cabin is secure.
Call "FLAPS__ " according to the flap Set the flap lever as directed. Monitor flaps
extension schedule and slats extension.
.
The recommended roll modes for the final approach are:
For an RNAV or GPS approach use LNAV
.
• For a LOC-BC, VOR or NOB approach use LNAV
For a LOC, SDF or LOA aooroach use LNAV or VOR/LOC
When on the final approach course intercept heading for LOC, LOC-BC, SDF or LOA
approaches:
• Verify that the localizer is tuned and identified
• Verify that the anticipation cue or LOC pointer is shown
Use LNAV or HOG SEL to intercept the
final aooroach course as needed.
Select LNAV or arm the VOR/LOC mode
WARNING : When using LNAV to intercept the localizer, LNAV might parallel the
localizer without capturing it. The aircraft can then descend on the VNAV path with the 0
localizer not captured.
Verify that LNAV is engaged or the VOR I LOC is captured.
Approximately 2 NM before the final Approximately 2NM before the final
approach fix and after ALT HOLD or approach fix call "APPROACHING GLIDE
VNAV PTH or VNAV ALT is annunciated: PATH"
~
. Set DA(H) or MDA(H) on the MCP
Note: if the desired altitude is not an
-::, ~ ~ hundred feet increment, set the
~r/-~-,:- 7~-~~~~-S-E_R_E_N_E_A-IR~(P-VT~)-L-IM-IT_E_D~
t > > --,....,
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MCP altitude to the nearest 100 ft

increment above the DA(H) or
MDA(H)
• Select or verify VNAV

• Select or verify speed intervention,
as needed.
Call:
.. "GEAR DOWN"
"FLAPS 15"
Set the landing gear lever to ON.
Verify that the green landing gear indicator
lights are illuminated.
Set the flap lever to 15.
Set the enaine start switches to CONT.
Set the speed brake lever to ARM
Verify that the SPEED BRAKE ARMED
liaht is illuminated.
Beginning the final approach descent, call Set the flap lever as directed.
"FLAPS as needed for landina.
n
Call" LANDING CHECKLIST". Do the LANDING checklist.

When established on final approach and at
least 300 feet below the missed approach
altitude, set the missed approach altitude
on the MCP.
.
Al the final approach fix:
Verify the crossing altitude
• Cross check the altimeter. Verifv thev aaree within 100 feet.
Monitor the approach.
If suitable visual reference is established at
DA(H}, MDA(H) or the missed approach
point, disengage the autopilot and the
autathrottle at the same time. Maintain the
alide path to landina.
16.5 NON PRECISION APPROACH USING IAN
16.5.1 IAN Requirements and Restrictions
a) QFE operation is not authorized
~
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b) RNP appropriate for the approach must be used
c) Approaches using IAN are not authorized for RNAV (RNP)

AR (Approval Required).
d) Raw data monitoring is required during localizer based approaches
e) Waypoints in the navigation database from the FAF onward may not
be modified except as described below:
• For airplanes with FMC update U10.8A (AP-BNC and AP-BND).

cold temperature altitude corrections are permitted for the FAF,
or any waypoints between the FAF and the runway. However,
the corrections must be entered prior to reaching the IAF, and
only if the waypoints have an "at or above" altitude restriction.
• For airplanes with FMC update U11.0 (AP-BNA) and later, cold
temperature altitude corrections are permitted for the FAF, or
any waypoints between the FAF and the runway.
16.5.2 Approach Preparations for using IAN
a) IAN may be used with the flight director, single autopilot, or flown
with raw data. The procedure turn, initial approach, and final
approach are similar to the ILS.
b) For FMC based approaches, a proper series of legs/waypoints

describing the approach route including an appropriate vertical path
or glide path (GP) angle must appear on the LEGS page.
c) A GP angle displayed on the LEGS page means the vertical path

complies with final approach step-down altitudes (minimum altitude
constraints). A typical GP angle suitable for an approach using IAN is
one that approximates 3° and crosses the runway threshold at
approximately 50 feet.
d) The appropriate procedure must be selected in the FMC.
e) If final approach course guidance is derived from the localizer, the

----- radios must be tuned to the appropriate frequency. If final approach

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course guidance is derived from the FMC, the ILS or GLS should not
be tuned. When flying a localizer approach with the glide slope out or
unreliable (LOC GS out). the G/S prompt is selected OFF to ensure
that the FMC generated glide path is flown.
16.5.3 IAN Approach procedure

Initially
• If on radar vectors
• HOG SEL
. •
• Pitch mode (as needed)
If enroute to a fix
LNAV or other roll mode
• VNAV or other oitch mode
Notify the cabin crew to prepare for
landino. Verify that the cabin is secure.
Call "FLAPS _. according to the flap Set the flap lever as directed. Monitor
extension schedule. flaps and slats extension.
When on localizer/final approach course intercept heading:
• verify that the navigation radios are tuned and identified (as needed)
• verifv that the deviation oointers are shown.
Use LNAV or HOG SEL to intercept the
final aooroach course as needed.
WARNING: When using LNAV to intercept the localizer, LNAV might parallel the
localizer without capturing it. The airplane can then descend on the glide path with the
localizer not caotured.
Arm the APP mode.
Verify that the localizer/final approach
course is captured. Verify final approach
course headina. I
Approximately 2 NM before the final
approach fix, call "APPROACHING GLIDE
PATH."
Approximately 2 NM before the final
approach fix, call:
.
• "GEAR DOWN"
"FLAPS 15"
Set the landing gear lever to ON.
Verify that the green landing gear
indicator lights are illuminated.
~~
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Set the engine start switches to CONT.
Set the speed brake lever to ARM.
Verify that the SPEED BRAKE
ARMED lioht is illuminated.
At glide path capture, call "FLAPS Set the flap lever as directed.
"as needed for landing.
Set the missed approach altitude on the
MCP.
Call "LANDING CHECKLIST." Do the LANDING checklist.
0
.
At the final approach fix:
Verify the crossing altitude
• Crosscheck the altimeters. Verify they agree within 100 feet.
Monitor the approach.
If suitable visual reference is
established at MDA(H). DA(H). or the
missed approach point, disengage the
autopilot and the a utoth rottle at the
same time. Maintain the glide path to
landino.
16.6 NON PRECISION APPROACH USING V/S
16.6.1 Approach Preparations for Using V/S
a) Select the approach procedure from the arrivals page of the FMC.
b) Tune and identify appropriate navaids.
c) If additional waypoint references are desired, use the FIX page.
d) To enable proper LNAV waypoint sequencing, select a straight-in

intercept course to the FAF when being radar vectored to final
approach.
e) Verify/enter the appropriate RNP and set the MDA(H) using the baro
minimums selector. If required to use MDA(H) for the approach
minimum altitude, the barometric minimums selector may be set at
MDA + 50 feet to ensure that in case of a missed approach, descent
below the MDA(H) does not occur.
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16.6.2 Approach procedure Using V/S

Initially
• If on radar vectors
• HOG SEL
• Pitch mode (as needed)
• If enroute to a fix
.
• LNAV or other roll mode
VNAV or other pitch mode
Call "FLAPS_. according to the Set the flap lever as directed. Monitor
flap extension schedule. flaos and slats extension.
Recommended roll modes:
• RNAV, GPS, LOC-BC, VOR or NOB approach: LNAV or HOG SEL.

• LOC, SOF or LOA approach: VOR/LOC or LNAV.
Note: When using LNAV to intercept a localizer, LNAV might parallel the
localizer without capturing it. Use HOG SEL to intercept the final approach
course, if needed.
Ensure appropriate navaids (VOR, LOC or NOB) are tuned and identified
before commencing the approach.

Use LNAV or other roll mode to intercept
the final aocroach course as needed.
Approximately 2 NM before the final Approximately 2 NM before the final
approach fix, set the first intermediate approach fix, call "APPROACHING
altitude or MDA(H). GLIDE PATH."
If the constraint or MDA(H) does not end

in zero zero (00), for example, 1820, set
the MCP ALTITUDE window to the
closest 100 foot increment above the
constraint or MD(H), i.e. 1900.
When the current constraint is assured,

set the next constraint before ALT HOLD
is engaged to achieve a continuous
descent path. ~
,.._. nll.l\US •'
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Call: Set the landing gear lever to DN.

• "GEAR DOWN" Verify that the green landing gear
• "FLAPS 15" indicator lights are illuminated.
Set the engine start switches to CONT.
Set the speed brake lever to ARM.
Verify that the SPEED BRAKE ARMED
llqht is illuminated.
Before descent to MDA(H) :

Call "FLAPS -- " as needed for Set the flap lever as directed.
landing
At descent point:
Desired V/S SET
Set desired VIS to descend to MDA(H). Use A V/S that results in no
level flight segment at MDA(H).
Verify V/S mode annunciates.
Note: Refer to Ground Speed vs Rate of Descent table on the
approach chart
PILOT FLYING I PILOT MONITORING

I Call "LANDING CHECKLIST." I Do the LANDING checklist.
I At the final approach fix, crosscheck the altimeters. Verify they aqree within 100 feet.
Approximately 300 feet above MDA(H).

MCP altitude Set missed approach altitude
At MDA(H)/missed approach point:

If suitable visual reference is not established, execute missed
approach.
After suitable visual reference is established:
A/P disengage switch Push
A/T disengage switch Push

F/D switches Recycle
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16.7 6737-800 RNAV RNP APP BRIEFING REVIEW

Airplane Equipment Required For Approach:
• AFM demonstrated RNP less than Approach RNP.
• At least one GPS or One DME is operational.
• One FMC/CDU.
• One ADRIU in NAV mode
• One Flight Director
• One PFD/ND (MAP)
• Current NAV database
• One radio Altimeter.
Go-around I missed approach is required if the UNABLE REQD NAV
PERF- RNP, FMC DISAGREE or VERIFY POSITION alert is displayed
unless suitable visual reference is established and maintained.
Approach Preparation, PF:
• Brief approach procedure including speed and altitude restrictions,
missed approach and UNABLE REQD NAV PERF- RNP
procedures.
• MAP TERR display on.
• CDU : LEGS page
• Raw data monitoring of NAV AIDs if available through ADF/ VOR
selector and STA and POS selection on EFIS control panel.
Approach Preparation, PM
• Approach procedure - from navigation database, no modification
afterlAF.
• RNP PROGRESS page - seVverify RNP
• NAV OPTIONS page - VOR UPDATE - OFF; inhibit DME
stations as per NOTAM if applicable.
• Verify FMC LEGS page as briefed, with no lateral/ vertical
modifications.
• MAP: TERR or WX radar display on.
• CDU: RNP PROGRESS page (without NPS)
• Raw data monitoring of NAV AIDs if available through ADF/ VOR
selector and STA and POS selection on EFIS control panel.
Note: without NPS installed one pilot should have MAP display in
10NM range.
Note: with NPS flight Crew must enter 125 feet for vertical RNP.
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Other Pre-Approach Requirements

• No UNABLE REQD NAV PREF-RNP alert.
• Approach RNP equal to or greater than
- 0.1 O(NP or F/D) AP-BNA
- 0.11 (NP without NPS) AP-BNC & AP-BND
- 0.15(F/D without NPS) AP-BNC & AP-BND
• Current local altimeter setting obtained (remote altimeter setting
not allowed)
• Reported airport temperature within published limits for the
approach.
• Review the maximum IAS for each segment of approach as
determined by Aircraft category and applicable approach
reauirements.
Approach Procedures
• Use LNAV and VNAV or LVL CHG for initial descent.
• Prior to GP intercept:
- MCP altitude - Set minimums
- VNAV -Engage, SPD INTV - select and set desired speed.
- Altimeters - cross check ( must be within 100 feet)
• When on final descent vertical path and 300 feet below missed
approach altitude:
- MCP altitude - set missed approach altitude.
Note: For AP-BNC & AP-BND, IAN procedures mav be used.
Maximum deviations - FAF to minimum:
• VTK +/- 75 feet, XTK 1 xRNP; NPS amber indication
• Monitor NPS (AP-BNA) or RNP PROGRESS page AP-BNC & AP-
BND.
UNABLE REQD NAV PERF-RNP during approach:
• Without suitable references, initiate a go-around I missed
approach
• Maintain course, above 400 feet RA - selecUverify LNAV.
• Observe speed restrictions.
• Clear of speed restrictions, climb at flaps up speed to missed
approach attitude.
-END-
~ 2 9 AUG 2018
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CIRCLING I VISUAL
APPROACH
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CHAPTER 17: CIRCLING I VISUAL APPROACH

17.1 CIRCLING APPROACH - GENERAL 3
17.2 CIRCLING APPROACH - SPECIFIC 3
17.2.1 Obstacle Clearance 4
17.2.2 Missed Approach - Circlino 5
17.3 ~SUALAPPROACH-GENERAL 6
17.3.1 Visual Circuit 7
17.2.2 Thrust Management 7
17.3.3 Downwind and Base Leg 7
17.3.4 Final Aooroach 8
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17.1 CIRCLING APPROACH - GENERAL

The circling approach may be flown following any instrument approach
procedure. During the instrument approach. use VNAV or V/S mode to
descend to the circling MDA(H). Use of the APP mode for descent to the
circling MDA(H) is not recommended for several reasons:
• The AFDS does not level off at MCP altitude
• Exiting the APP mode requires initiating a go-around or disengaging

the autopilot and turning off the flight directors or retuning VHF NAV
receiver.
Descent to the minima circling MDA (H) should be flown with landing gear
down and flaps 15 at flaps 15 speed. Alternatively for single engine, flaps 10
with gear up will be used.
Maintain MDA (H) using ALT HOLD mode. Use HOG SEL for the maneuvering
portion of the circling approach.
Note 1 the use of VNAV ALT for maintaining the MDA(H) will revert to
CWS(P), when a higher altitude is set in the MCP, e.g miss approach
altitude.
Note 2: If the MDA(H) does not end in ·oo·. set the MCP altitude to the nearest
100 feet above the MDA(H) and circle at MCP altitude.
17.2 CIRCLING APPROACH - SPECIFIC

The circling approach will be flown according to the pattern given in the QRH,
Maneuvers Chapter supplemented by the following:
a) When circling to land from an instrument approach course opposite to
the landing runway:
• Level off at the circling MDA. After ALT HOLD is annunciated, set
missed approach altitude on the MCP.
• When runway is in sight, break off 45° Left or Right. (maintaining
visual contact with the runway).
• Fly parallel to the runway (Cater for cross wind) so as to arrive at
the proper position approximately 1.5 miles abeam the threshold
keeping the runway in sight. #.: ~
/7-~~~~
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• PM shall take time 15/20 seconds for starting the base turn. For
reference fly 3 seconds for each 100ft AFE :!: wind.
• Set courses for the landing runway.
• Remain within approx. 2.5 miles radius of the runway threshold.
• The initial turn to finals shall be executed with 30° bank, and then
reduced as required to achieve wings level on finals at a
minimum of 300' AFE.
• Before turning base or when initiating the turn to base leg, select
the gear down for single engine and the landing flaps for both
single engine and all engine and begin decelerating to the
approach speed plus wind additive. To avoid overshooting the
final approach course, adjust the turn to final to initially aim at the
inside edge of the runway threshold. Timely speed reduction also
reduces turning radius to the runway. Complete the Landing
checklist. Do not descend below MDA(H) until intercepting the
visual profile to the landing runway.
• When intercepting the visual profile, disengage the autopilot,
disconnect the auto throttle and continue the approach
manually. After intercepting the visual profile, recycle both F/D to
OFF, then to ON. This eliminates unwanted F/D commands and
allows F/D guidance in the event of a go-around. Complete the
landing.
17.2.1 Obstacle Clearance
Obstacle clearance areas during the circling approach are depicted in the
following figure. Distances are determined by the maximum IAS during the
circling approach and are depicted in the table following the figure .
--
__ .,....,_.
.._..,l....__ ,, ..
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ICAO
Maximum IAS Circlina Area Radius (r) from Threshold
180 Kts 4.2 NM
205 Kts 5.28 NM
Note 1 : The circling area should be shown on the map by entering the
runway threshold in the FIX page and selecting the appropriate distance
as a down track fixed depicted as a circle on the MAP display.
Note 2 : Adjust aircraft heading and timing so that the airplane ground
track does not exceed the obstacle clearance distance from the runway at
any time during the circling approach.
17.2.2 Missed Approach - Circling
If a missed approach is required at any time while circling, make a climbing

turn in the shortest direction toward the landing runway. This may result in a
turn greater than 180° to intercept the missed approach course. Continue the
turn until established on an intercept heading to the missed approach course
corresponding to the instrument approach procedure just flown. Maintain the
missed approach flap setting until close-in maneuvering is completed.
Different patterns may be required to become established on the prescribed

missed approach course. This depends on airplane position at the time the
missed approach is started. The following figure illustrates the maneuvering
that may be required. This ensures the airplane remains within the circling and
missed approach obstacle clearance areas.
SERENE AIR (PVT) LIMITE~c__~...x-·..,.....-,7

J
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(/~+y +A=~missed
Visual Puhhshcd
reference
lost here opproo~h
~ .JC'.
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. Approach fix
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In the event that a missed approach must be accomplished from below the
MDA(H), consideration should be given to selecting a flight path which assures
safe obstacle clearance until reaching an appropriate altitude on the specified
missed approach path.
17.3 VISUAL APPROACH - GENERAL
A visual approach is an approach by an IFR flight when either part or all of an

instrument approach procedure is not completed and the approach is executed
with visual reference to terrain.
Visual approaches may be conducted under the following conditions:
• Visibility not less than 5000 m.
• Visual contact with the runway at all times.
• When requested by ATC to follow preceding traffic, maintain visual

contact.

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17.3.1 Visual Circuit
An approach conducted using visual references descending from a point within

5 nautical miles of the airport.
These approaches may be conducted under the following conditions:
• At least 5000 m of visibility, ceiling of 1,500 ft unless special VFR

clearance can be obtained from ATC
• Clear of cloud, vertically by 300m (1,000 ft) and horizontally by
1500m
• Terrain clearance can be maintained at all times
• EGPWS must be serviceable.
The recommended landing approach path is approximately 2 1/2° to 3°. Once

the final approach is established, the airplane configuration remains fixed and
only small adjustments to the glide path, approach speed, and trim are
necessary. This results in the same approach profile under all conditions.
PAPls and VASls should be used for maintaining the appropriate glide path.
17.3.2 Thrust Management
Engine thrust and elevators are the primary means to control attitude and rate
of descent. Adjust thrust slowly using small increments. Sudden large thrust
changes make airplane control more difficult and are indicative of an unstable
approach.
No large changes should be necessary except when performing a go-around.

Large thrust changes are not required when extending landing gear or flaps on
downwind and base leg. A thrust increase may be required when stabilizing on
speed on final approach.
17.3.3 Downwind and Base Leg
Fly at an altitude of 1,500 feet above the runway elevation and enter downwind
with flaps 5 at flaps 5 maneuvering speed. Maintain a track parallel to the
landing runway approximately 2 NM abeam. Take time 45 seconds ±.wind for
starting the base turn.
SERENE AIR (PVT) LIMITED 1 %{ l

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Before turning base or initiating the turn to base, extend the landing gear,
select flaps 15, arm the speed brake, and slow to flaps 15 maneuver speed or
approach speed plus wind additive if landing at flaps 15. If the approach
pattern must be extended, delay lowering gear and selecting flaps 15 until
approaching the normal visual approach profile. Turning base leg, adjust thrust
as required while descending at approximately 600-700 fpm.
Extend landing flaps before turning final. Allow the speed to decrease to the
proper final approach speed and trim the airplane. Do the Landing checklist.
When established in the landing configuration, maneuvering to final approach
may be accomplished at final approach speed (VREF plus wind additive).
17.3.4 Final Approach
Roll out of the turn to final on the extended runway centerline and maintain the
appropriate approach speed. An altitude of approximately 300 feet AFE for
each NM from the runway provides a normal approach profile. Attempt to keep
thrust changes small to avoid large trim changes. With the airplane in trim and
at approach airspeed, pitch attitude should be approximately the normal
approach body attitude. At speeds above approach speed, pitch attitude is
less. At speeds below approach speed, pitch attitude is higher. Stower speed
reduces aft body clearance at touchdown. Stabilize the airplane on the
selected approach airspeed with an approximate rate of descent between 700
and 900 feet per minute on the desired glide path, in trim. Stabilize on the
profile by 500 feet above touchdown.
Note: Descent rates greater than 1,000 fpm should be avoided.
With one engine inoperative, the rudder trim may be centered before landing.
This allows most of the rudder pedal pressure to be removed when the thrust
of the operating engine is retarded to idle at touchdown.
Full rudder authority and rudder pedal steering capability are not affected by
rudder trim. If touchdown occurs with the rudder still trimmed for the approach,
be prepared for the higher rudder pedal forces required to track the centerline
on rollout.
-END-
~
C'
L. . #. ) SERENE AIR (PVT) LIMITED
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CHAPTER 18:
GO-AROUND PROCEDURE
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CHAPTER 18: GO~AROUND PROCEDURE

18.1 GO~AROUND PROCEDURE 3
18.1.1 Two Encine Go-Around 3
18.1.2 One Enaine lnooerative Go-Around 4
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18.1 GO-AROUND PROCEDURE
In case the criteria for a stabilized approach are not met, a Go-around shall be
performed.
As a company policy, a go-around will be non-punitive.
18.1.1 Two Engine Go Around
As per FCOM and FCTM supplemented as follows:

a) Announce "Go Around".
b) Push TOGA switch and simultaneously c) Ensure/verify GA thrust is set.
call "Set GA thrust, Flaps 15". (If full GA Position flap lever to 15 and
thrust is required, press TOGA switch monitor flap retraction
again after reduced thrust is established).
d) Rotate to GA attitude, verify thrust e) Verify rotation to go-around attitude.

increases.
f) Announce "Autopilot disengaged"
if applicable (Autopilot will
disengage when TOGA switch is
pressed during single channel go-
around)
g) Verify I callout FMA.
i) Verify positive rate of climb on the h) Call "Positive Rate" when indicated.
altimeter and Call 'Gear Up".
j) Position landing gear lever up Call
"Gear Up, no lights", when gears
are retracted and lights
extinauished.
k) Verify that missed approach altitude is set.
m) Call I verify appropriate roll mode I) Call "400 feet"
("Heading Select I LNAV), Tune n) Select I verify Heading select I
Radios for Missed Approach" and LNAV mode and callout mode
verify proper FMA. annunciation. Tune radios as
directed.
o) Verify that missed approach route is
tracked. ~
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q) After acceleration altitude cleanup on Flap p) Call "Acceleration Altitude"

retraction speed schedule. (The IAS
window will remain blank and speed r) Position flap lever as directed and
cursor will increase to the existing flap monitor flap retraction.
maneuvering speed at maximum takeoff
weight. The window will open at existing s) Call "Flaps Up, no lights", when
speed at ALT ACQ or when flaps are flaps and slats are up and
retracted). Reset MCP speed to Flap Up associated lights are extinguished.
speed if required, verify FMA changes and
climb thrust set.
t) Call "LVL CHGNNAV" (If A/P was not u) Carry out after takeout procedure
previously engaged). Call "After Takeoff and read the after takeoff checklist.
Checklist" and follow the published
missed approach procedure.
v) Verify that missed aooroach altitude is caotured.
w) Verify TMD changes to CLB when
reaching missed approach altitude.
Note 1: If TO/GA is pressed, with the autothrottle armed and below 2000
ft RA the thrust levers will advance to the reduced go around setting. This
reduced setting produces a 1000/2000ft rate of climb. After reaching
reduced go- around thrust. pressing either TO/GA switch the second time
will advance the thrust levers to full go around N1 limit.
Note 2: For dual channel autopilot go-around, refer to chapter 4 of

FCOM, Automatic Flight system description.
18.1.2 One Engine Inoperative Go-Around
a) Announce "Go Around".

b) Push TOGA switch and simultaneously c) Ensure/verify GA thrust is set.
call "Set GA thrust, Flaps 1". (IAS Position flap lever to 1 and
window does not go blank) monitor flap retraction
d) Rotate to GA attitude e) Verify rotation to go-around attitude.

f) Announce "Autopilot disengaged"
if applicable (Autopilot will
disengage when TOGA switch is
pressed)

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g) Verify I callout FMA.

i) Verify positive rate of climb on the h) Call "Positive Rate" when indicated.
altimeter and Call 'Gear Up".
j) Position landing gear lever up Call
"Gear Up, no lights", when gears
are retracted and lights
extinquished.
k) Verify that missed approach altitude is set.
m) Call "Heading Select, bank selector 15, I) Call "400 feef'
Tune Radios for Missed Approach"
and verify proper FMA. n) Engage heading select mode, set
bank angle selector to 15 and tune
radios as directed and callout FMA.
o) Verify that missed approach route is
tracked.
q) Call "Set up speed" p) Call "Acceleration Altitude"
r) Set Flap up Speed on MCP and call

"Up speed set"
t) Call "Flaps up" s) Call "1 speed"
u) Retract Flaps to up and call "Flaps
up no lights" when retraction is
comolete.
v) Call "Level change (or engage Autopilot) w) Select level change and reset bank
Bank Angle Selector Nonnal, MCT" selector to normal. on MCP and
MCT on FMC N, page (Readjust
thrust lever). Verify I call FMA and
"MCT set"
x) Call "After Takeoff Checklist". y) Carry out after takeout procedure
and read the after takeoff checklist
z) Verify that missed approach altitude is captured.
Note:
PM shall monitor and announce the following deviations:
i) "Pitch Attitude", if in excess of 15° (nose up).

ii) "Bank Angle" if in excess of 15° until VREF 15+ 15 kts
iii) "Speed" if indicating a deceleration.
-END-
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CHAPTER 19:
LANDING ROLL PROCEDURE
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CHAPTER 19: LANDING ROLL PROCEDURE

19.1 GENERAL 3
19.2 LANDING ROLL PROCEDURE 3
2 s AUG 1018
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19.1 GENERAL
For landing roll procedure and techniques refer to FCTM.
19.2 LANDING ROLL PROCEDURE

a) Verify that the thrust levers are
closed.
c) Verify Speed Brake lever (ground b) Verify Speed Brake lever is up and call
spoilers) up. If not, manually move "Speed Brakes Up." If Speed Brake
the Speed Brake lever to the "UP" lever is not up, call "Speed Brakes
position. Not Up."
d) Without delay, fly the nose wheel

smoothlv onto the runwav.
e) Verifv correct auto brake operation
f) Without delay, raise reverse thrust g) Verify the forward thrust levers are
levers to the interlock, hold light closed. When both REV indications
pressure until release, and then apply are green, call "REVERSERS
reverse thrust as required. Conditions NORMAL". If there is no REV
permitting limit reverse thrust to the indication(s) or the indication(s) stays
number 2 detent. amber, Call "NO REVERSER
ENGINE # 1/2" or "NO
REVERSERS."
i) By 60 kts, start reducing reverse thrust h) Call "60 Knots".
to be at idle reverse before taxi soeed.
j) Approaching taxi speed and with k) Verify REV indication goes off.
engines in idle reverse, slowly move
the reverse thrust levers to full down
oosition.
I) Prior to taxi speed, disarm the m) Call "Auto brake disarm" when
autobrake and continue manual autobrake disarm light illuminates.
brakina as reauired.
WARNING After reverse thrust has been initiated, a full stop landing must be
made.
-END-
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CHAPTER 20:
AFTER LANDING PROCEDURE
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CHAPTER 20: AFTER LANDING PROCEDURE

20.1 AFTER LANDING PROCEDURE 3
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20.1 AFTER LANDING PROCEDURE
a) "After landing" procedure shall be initiated after clearing the runway.

However, if the aircraft requires backtracking on the runway, the "after
landing" procedure, except lights and strobe may be initiated during
backtrack.

The captain moves I This is a cue for the F/O to start the after landing
verifies that the procedure provided the aircraft is clear of the runway
SPEED BRAKE lever or back track is commenced.
is DOWN
Start APU, if serviceable*
Set the PROBE HEAT switches to AUTO I OFF
All Landing and runway turnoff lights OFF I as
reauired, taxi light AUTO and Strobe liahts OFF
Set ENGINE START switches OFF
Set the weather radar to OFF
Set the AUTO BRAKE select switch to OFF
Set stab trim to 5 units
Set the flap lever to UP
Change VHF NAV frequency from ILS to VOR if
aoolicable
Set the transponder mode selector as reauired.
* APU start may be delayed incase of long taxi to parking
b) After the thrust reversers are stowed, the F/O will start the Chrono to
take a time of 3 minutes to engine shutdown.
c) While entering congested areas or approaching the parking stand,
F/O shall check brake pressure and announce "Brake Pressure
Normal" and shall transfer electrical power to the APU generator and
announce "Electrical on APU".
-END-
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CHAPTER 21:
SHUTDOWN PROCEDURE
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CHAPTER 21: SHUTDOWN PROCEDURE

21.1 SHUTDOWN PROCEDURE 3
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21.1 SHUTDOWN PROCEDURE
a) When aircraft is stationary at the parking position the Captain shall

set the parking brake.
b) Captain shall shut down engines one at a time while monitoring EGT.
If APU generator is not available, initially only No. 2 engine shall be
shut down.
Note : Routine cool down times of less than three minutes at near
idle thrust before engine shutdown can cause engine degradation.
c) Captain shall establish contact with ground crew and coordinate

brake release after the chocks are in position and both engines are
shutdown. Prevention of aircraft movement after brake release
should be monitored by reference to an external abeam fixed point
while releasing brakes.
d) After engines have been shutdown, First Officer shall announce on

PA "Cabin Crew, prepare for arrival, disarm door slides and
cross check", and complete the shutdown procedure.
e) After completion of the shutdown procedure, First Officer shall read

the shutdown checklist on Captain's command.
f) For terminating flights, the Secure Procedure shall be followed by

the "Secure checklist". This shall be followed by the "Electrical Power
Down" Supplementary Procedure FCOM Chapter 6, if engineering is
not available on arrival.
g) First Officer shall complete the logbooks, the Captain's De-brief

(except comments) and present them to the Captain.
h) Captain shall ensure that all defects are entered in the Technical log.
i) First Officer shall record the actual Blocks Off, Blocks On, takeoff
and landing time along with the arrival fuel on the flight plan.
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j) First officer shall place all documents e.g. Trim Sheet, fuel vouchers,
Flight plan etc. in the post flight documents envelope and deposit it in
the Flight Dispatch Office JIAP.
k) Captain shall sign all relevant documents and de-brief the crew as
required.
I) Captain shall debrief the ground engineer on the reported defects.
m) Captain and F/O are to ensure cockpit is clean and all documents are
in place before leaving the aircraft.
n) First officer shall carry out post- flight inspection.
-END-
~2- 9 AUG 2018

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CHAPTER 22:
STANDARD CALLOUTS
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CHAPTER 22: STANDARD CALLOUTS

22.1 ST ANDA RD CAL LOUTS 3
2 9 ~{J 2lf18
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22.1 STANDARD CALLOUTS
One basic principle of CRM is to assist the flight crew member to act as a
backup for the other flight crewmember. Proper adherence to recommended
callouts is an essential element of a well-managed flight deck. These callouts
provide both crewmembers required information about airplane systems and
about the participation of the other crewmember. The absence of a callout at
the appropriate time may indicate a malfunction of an airplane system or
indication, or indicate the possibility of incapacitation of the other pilot.
a) The following table identifies the standard calls required during
various phases of flight for operation in IMC and VMC.
b) If the automated electronic voice call feature (where installed),
becomes inaudible or unserviceable, the PM shall make the relevant
calls.
c) The PM shall accomplish the relevant calls based on instrument
indications or observations for the appropriate condition. The PF shall
verify the condition/location from his instruments and acknowledge. If
the PM fails to make the required call, the PF shall do so.
CALLS
CONDITION I LOCATION
(By PM unless noted)
Takeoff/ When T.O. N1 is required after
After "SET TAKEOFF THRUST". (PF)
pressing TOGA switch
Takeoff
When reauired T.O. N1 is set. "THRUST SET".
At 80 knots. "80 KNOTS".
"CHECKED" (PF)
AtV1. Verify auto callout or call "V1".
AtVR. "ROTATE".
Positive rate of climb indicated on "POSITIVE RATE".
altimeter.
After verifying Positive Rate of "GEARS UP". (PF)
Climb.
Speed stabilized at or above V2+ "V2+15"
15
Gears up and lights out. "GEARS UP, NO LIGHTS".
At 400 ft. AGL, "400 FEET".
"HEADING SELECT I LNAV" (PF)
if required.
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At acceleration altitude. "ACCELERATION ALTITUDE".

To set climb thrust, accelerate and "SET CLIMB THRUST, UP SPEED
initiate flaps retraction. (if needed), FLAPS_" (PF).
After flaps retraction. "FLAPS UP, NO LIGHTS"
To select oitch mode. "VNAV/LVL CHG". (PF) if needed.
For after takeoff checks. "AFTER TAKEOFF CHECKLIST"
(PF)
Climb Approaching Transition Altitude I TRANSITION ALTITUDE/ LEVEL,
and
Descent
Level.
ALTIMETERS SET STANDARD I
0
_, PASSING FL_ I_ FEET.
(PF)
"ALTIMETERS SET STANDARD

I PASSING FL I FEEr'.
1000 ft. above I below assigned "1000 FEET TO LEVEL OFF".
altitude I flioht level.
10,000 ft. MSUFL 100 "TEN THOUSAND FEET/FL100"
Approach On first Positive Indication of "RADIO AL Tl METER ALIVE".
Radio Altimeter.
First positive inward movement of "LOCALIZER ALIVE".
Localizer Pointer IVOR CDI "COURSE ALIVE"
First positive movement of Glide "GLIDE SLOPE ALIVE".
Slope Pointer
Within 2 NM from Final Approach "APPROACHING GLIDE PATH"
Fix (Non Precision Aooroach)
Crossing Outer marker or a DME "OUTER MARKER/_ DME, -
substitute FEET".
Crossing FAF "FINAL APPROACH FIX,_
FEET" (non precision approach)
1000 ft. AFE I RA (The call of "ONE THOUSAND FEET (If no
1000 ft. instruments checked
gears green means altimeters,
auto callout),
INSTRUMENTS CHECKED GEAR
0
instruments cross checked, and GREEN".
no flags, gears are checked down
and locked and landing clearance "INSTRUMENTS CHECKED
obtained) GEAR GREEN". (PF)
500 ft AFE I RA. "FIVE HUNDRED FEET" (If no
auto callout).
"FLARE ARMED" (For dual
channel aooroach onlv).
~ 100 ft. above DH/MDA "APPROACHING MINIMUMS".
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"LOOKING OUT" (PF)

Reaching Decision Height (DH) or "MINIMUMS, STROBE LIGHTS
missed approach point (MAP) I APPROACH LIGHTS I
THRESHOLD LIGHTS I
TOUCHDOWN ZONE LIGHTS I
FIELD IN SIGHT I FIELD NOT
INSIGHT".
At DA-suitable visual reference "CONTINUE". (PF)
established
At DA - suitable visual reference "GO AROUND". (PF)
not established
At minimums callout, if no "I HAVE CONTROLS "
response from PF (State intentions)
Decision to land (Threshold I "LANDING" (PF)
touchdown zone insight)
Pilot flying callouts
c on f 1gura tiion
comman d s
Command for a Flap setting "FLAPS
UP
- "
ONE
FIVE
TEN
FIFTEEN
TWENTY FIVE
THIRTY
FORTY
Command to retract landing gear "GEAR UP"
Command to extend landing gear "GEAR DOWN"
Th rus t S ettimqs
To set takeoff thrust "SET TAKEOFF THRUST"
To set co-around thrust "SET GO-AROUND THRUST''
To set max cont thrust "SET MCT''
To set climb thrust "SET CLIMB THRUST"
To set Cruise Thrust "SET CRUISE THRUST'' ~
,_,
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Chapter 22
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STANDARD CALLOUTS
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6
MCP Settings
To set a speed "SET KNOTS"
To set approach commands speed "SET VREF PLUS __ .. (additive)
To set a maneuvering speed "SET (required flap setting)
SPEED"
To set a headino "SET HEADING ..
To set a Bank Angle "SET BANK SELECTOR __ "
To select a vertical speed "SET VERTICAL SPEED ..
To set flight level I altitude "SET FLIGHT LEVEL I ALTITUDE -- "
To engage an AFDS mode " "(Name of mode required)
To arm an AFDS mode "ARM " (Name of mode required)
Decision callouts
Decision to commence TIO "TAKEOFF"
Decision to continue an approach "CONTINUE"
Decision to land "LANDING"
Decision to go-around "GO-AROUND"
Decision to reject a takeoff "STOP" (By Captains only)
Decision to continue a takeoff "GO" (By Captains only)
Non-normal memory items callouts

The following callouts allow the crew to be aware of a situation that requires
actions to be done by memory. Crew will be prepared to properly react in
terms of crew coordination, task sharing and communication.
When EGPWS warning require an avoidance

maneuver. "PULL UP"
When windshear conditions require the windshear
"WINDSHEAR TOGA"
escape maneuver.
When an unreliable speed indication is detected. "UNRELIABLE SPEED"
"Traffic" warning is triggered by TCAS "TCAS, I HAVE
CONTROLS"
When emergency Descent has to be initiated "EMERGENCY DESCENT
MEMORY ITEMS"
-END-
2 9 AUG 2018
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SOP 8737-800
CHAPTER 23:
OPERATING PROCEDURES
WITHOUT FMC
OM PART-A
Chapter 23
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WITHOUT FMC
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CHAPTER 23: OPERATING PROCEDURES WITHOUT FMC

23.1 OPERATING PROCEDURE WITHOUT FMC 3
23.1.1 Before Start 3
23.1.2 After Start 3
23.1.3 Take Off 3
23.1.4 After Take Off 3
23.1.5 Climb 3
23.1.6 Cruise 4
23.1.7 Descent 4
23.1.8 Approach, Landino & Go-Around 5
2 9 AUG 2~1R
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OM PART-A
WITHOUT FMC
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Chaoter 23
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OM PART-A
WITHOUT FMC
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Revision#
Date: DEC
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23.1. OPERATING PROCEDURES WITHOUT FMC

23.1.1 Before Start
Normal Procedures - Except:
• Set present position on the IRS display Unit on the aft overhead
panel. (Insert latitude value, press 'enter', then longitude and press
'enter').
• Set N1 bugs manually to full/reduced thrust value calculated for

altitude and temperature. See FCOM SP 7.5
• Calculate initial climb thrust using airport OAT as TAT and note on
the Takeoff Data.
• Set air speed bugs according to FCOM SP 10.3
• Set weight according to FCOM SP. 10.3
23.1.2 After Start
Normal procedures.
23.1.3 Takeoff
Normal Procedures, except:
• As A/T will not arm on ground, manually set thrust to desired N1

setting i.e. full or Reduced by the time 60 kts. is reached.
Note: Press TOGA to engage Flight Director in takeoff mode.
23.1.4 After Takeoff
Normal Procedures except:
• Reduce thrust manually to climb N1 setting:
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OM PART-A
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Note: If initial climb thrust is greater than reduce takeoff thrust, do not change
thrust till first 5,000 of climb.
23.1.5 Climb
Normal Procedures except:
Maintain Speed 250 kts. Below 10000 ft./FL 100
• Thereafter climb at 280 kts. I .78M.
• Manually set thrust for maximum climb N, and check every 5000 ft.
ensuring that maximum climb N1 is not exceeded. Refer to QRH
Performance lnflight for Maximum Climb N1.
23.1.6 Cruise
Normal Procedure except:
• Engage auto-throttle when level at cruise altitude. NT will engage in

SPEED mode and NT LIMIT is annunciated. Monitor NI limits at all
times.
• Initially maintain all engines LRC Mach. Schedule/ Target% N1, as

given in QRH. First Officer will prepare Cruise Data for LRC. For
Long Range Cruise Control refer to FCOM, Performance lnflight.
• Set Left N, bug to maximum continuous thrust N, and the right bug
to required N1. For Max Continuous N1 refer to QRH Performance
lnflight.
• Set MCP command speed to target Cruise Speed and additional

white bug to the drift down speed as per Cruise Data and engine out
data. For engine out data refer to QRH Performance lnflight.
Note: To reduce work load on short sectors where flight time is less than
one hour, it is recommended that cruise data be prepared before
departure on estimated cruise weight.
23.1.7 Descent
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Normal Procedures except, before reaching TOD:
• First Officer prepares Landing Data.

• Set NI bugs to GIA limit. Refer to QRH Performance lnflight.
• On reaching TOD, maintain speed .78/280/250 kts. Or .76 Mach I

280 I 250 kts for turbulence and ATC requirement.
- 23.1.8 Approach, Landing & Go-Around
Normal Procedures, Except:
• Press TO/GA to engage Flight Director in Go-around mode.
• Disengage Auto Throttle.
• Manually set thrust to GIA limit.
-END-
2 9 AUfi018
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OM PART-A
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CONTENTS OF THE SOP

S. NO. NAME OF CHAPTER

SERENE AIR (PVT) LIMITED

S. NO. DESCRIPTION PAGE NO.

SERENE AIR PVT LIMITED

INTENTIONALLY LEFT BLANK

SERENE AIR (PVT) LIMITED

8737-800 SOP Chapter 0

The approved Master Copy of 8737-800 Standard Operating Procedures is

0.2. SYSTEM OF AMENDMENT AND REVISION

Chief Pilot Standards is responsible for the issuance of amendments and

Temporary revisrons are issued to cover urgent matters arising between

A temporary revision record sheet is provided in 0.3.1.

After each normal or temporary revision is entered, a notation should be made

SERENE AIR PVT LIMITED

0.3. RECORD OF NORMAL REVISIONS

Rev. No. Revision Date Filed Bv Signature

SERENE AIR PVT LIMITED

0.3.1 Record of Temporary Revisions (TR)

CHAP PAGE REV DATE

=r·--- -----·r---- ----oo-

SERENE AIR PVT) LIMITED

CHAP PAGE REV DATE CHAP PAGE REV DATE

18 5 00 DEC 20ff ....

CHAP PAGE REV DATE

SERENE AIR (PVT) LIMITED

INTENTIONALLY LEFT BLANK

SERENE AIR (PVT) LIMITED

S. NO. TABLE OF CONTENTS PAGE NO.

1.22 FLIGHT CREW AND CABIN CREW 17

Flight crew shall conduct flight operations in accordance with:

• Serene Air Operations Manual.

• 8737-800 Flight Crew Operations Manual (FCOM) which provides the

• SOP which provides company procedures strictly concerning 8737-

• FCTM, which is a useful reference document providing training and

SERENE AIR PVT LIMITED

1.1 NORMAL AND NON-NORMAL CHECKLIST

In case of a "non normal" situation,

• The PF will call "Identify".

• The PM will identify the malfunction. In case of multiple malfunction

• It is the Captain's responsibility that the appropriate non-normal

• In case of non-normal checklist having memory items, the PF will

. [ ' '-;; \ SERENE AIR (PVT) LIMITED

~ i}-~ AUG 2018

items are accomplished simultaneously by both pilots in their

• Where a checklist memory or reference item states (affected engine),

1.2 MISCELLANEOUS READING

1.3 STERILE COCKPIT

1.3.1 Mobile Phones

1.4 PROHIBITION OF SMOKING ONBOARD

No smoking is permitted anywhere onboard the aircraft including the flight

• First violation. In case of no-smoking violation licenses of entire

SERENE AIR (PVT) LIMITED

• Second violation. The license of the crew member who is involved

1.5 CONFIGURATION CHANGES

The PM shall monitor and announce all configuration changes, e.g.

"Flaps_ selected, moving on the gauge" and "Flaps_ green light",

1.6 COCKPIT CREW PERSONAL ITEMS AND MANUALS