INTRODUCTION

SpiceJet B737 Line & Training Guidelines (B737 LTG) are issued under the authority of the Chief Pilot and GM-Trng & Stds with
the aim of achieving safe flight operations in the SpiceJet B737 Fleet.

Adherence to the SpiceJet B737 LTG will ensure effective crew coordination and crew performance, the two central concept of
CRM. These guidelines will ensure that the operating crews have a shared mental model of each task. That mental model, in
turn, is founded on SOPs, that identify a core of mandatory actions or procedures which must always be performed because the
failure to do so has a direct adverse impact on the safety of operation.

These guidelines are extracted from FCTM, SpiceJet OM Chapter-17, FCOM Vol-I & B737 QRH and these standardize all
procedures to make it possible to crew any two pilots together on a non-regular basis without lowering safety standards.

SpiceJet 737 Flight Crews are required to adhere to the LTG at all times and personal methods or practices should not be
introduced.

Any changes to the guidelines may only be made or promulgated on the authority of the VP Ops. and GM – Trg & Stds.

It is reiterated that these procedures are in-house company guidelines to facilitate optimized and standardized line and training
operations and they do not override the existing Boeing and Company Manuals (eg. QRH, FCTM, FCOM, AFM, DDG etc).

Suggestions/comments would be appreciated and may be forwarded to Gurcharan.arora@spicejet.com

This issue of Line & Training Guidelines replaces the earlier issues, which stand canceled in toto.

VP-Flight Operations

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 CHAPTER 1: NORMAL PROCEDURES

Table of Content

1. REPORTING TIME at flight dispatch prior to operating a flight. .........................................................................................................5

2. DISPATCH BRIEFING ...........................................................................................................................................................................5
3. ON REACHING THE AIRCRAFT ............................................................................................................................................................5
4. PRELIMINARY PREFLIGHT PROCEDURE (PIC or Co-Pilot)....................................................................................................................5
5. PREFLIGHT PROCEDURE .....................................................................................................................................................................6
6. TAKE-OFF DATA ENTRY (Terms LHS & RHS are used to cover PIC upgrades as well) .........................................................................7
7. Review 737 SOP for EOT-OUT (To be done by PIC if applicable) ........................................................................................................7
8. PUSH BACK .........................................................................................................................................................................................7
9. ENGINE START ....................................................................................................................................................................................8
10. NORMAL BEFORE TAXI PROCEDURE & TAXI ......................................................................................................................................9
11. RUNWAY ENTRY ...............................................................................................................................................................................10
12. TAKE-OFF……………. ROTATION & TAKE OFF .....................................................................................................................................10
13. CLIMB PROCEDURE ..........................................................................................................................................................................12
14. CRUISE PROCEDURE .........................................................................................................................................................................13
15. DESCENT PROCEDURE......................................................................................................................................................................13
16. (a) APPROACH Guidance: .................................................................................................................................................................14
17. LANDING PROCEDURE GUIDANCE ...................................................................................................................................................16
18. BOUNCED LANDING RECOVERY .......................................................................................................................................................16
19. AFTER TOUCH DOWN PROCEDURE ..................................................................................................................................................17
20. AFTER LANDING PROCEDURE ..........................................................................................................................................................17
21. ONE ENG TAXI ..................................................................................................................................................................................17
22. Whenever entering into the parking stand, forward facing lights should be turned off (Use ‘Turn-off Lights’ as required). Do not
enter a Parking Stand if: ...................................................................................................................................................................18
23. SHUTDOWN PROCEDURE ................................................................................................................................................................18
24. SECURE PROCEDURE ........................................................................................................................................................................19
25. POST FLIGHT DUTIES ........................................................................................................................................................................19
A1 Appendix: 1 Precision Approach ......................................................................................................................................................20
A2 Appendix: 2 Non Precision Approach ..............................................................................................................................................21
A3 Appendix: 3 Circuit and Landing ......................................................................................................................................................22
A4 Appendix: 4 Touch And Go Landing .................................................................................................................................................23

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 CHAPTER 1: NORMAL PROCEDURES

1. REPORTING TIME at flight dispatch prior to operating a flight.

The reporting time for all Domestic Flights will be D-1 HOUR. (D=Scheduled Time of Departure). For practical purposes,
reporting time is the time when the Flight Crew signs the medical register. This reporting time shall be used for
calculation of all relevant FDTL criteria and Roster Planning purposes.

2. DISPATCH BRIEFING
The ‘Pre-Flight Briefing’ at Dispatch must include the following:
(a) Aircraft status (as applicable): MEL/DDG/EDTO/RNAV/ RVSM/CAT-2/-3A/Monsoon Circulars.
(b) NOTAMS: limitations at Departure, En-route, Destination and Alternate Airports e.g. watch hours, serviceability
and availability of radio navigation aids, approach or landings aids, availability of runway/runway length,
activation of dangerous/restricted areas etc.
(c) Weather: Check latest METAR for departure and T/O alternate, TAF for destination and alternates (refer B737 AOM
manual).
(d) CFP Review:
i. Check CFP is for EDTO/RE-DISPATCH if applicable.
ii. Check aircraft type (-800 or -900) and registration, match air distance and ground distance as per winds,
check selection and number of alternates.
iii. Check estimated ZFW and tankering requirement, if any.
iv. Calculate ‘Ramp Fuel’. The minimum Ramp Fuel shall be ‘Min Dispatch Fuel’ + [‘Destination hold + Extra’]
as indicated on the CFP.
(e) Check aircraft parking stand, runway in use.
(f) At transit stations, it is the responsibility of the PIC to give OTOW, Trip Fuel & Ramp Fuel as per CFP, in writing to
the commercial staff.

3. ON REACHING THE AIRCRAFT

(a) Reach the aircraft atleast by D-25
(b) Exterior Inspection, walk around, to be conducted as per FCOM Vol-I by PIC (or Co-pilot, on PIC instructions).
Use high-visibility jacket during walk around. The other pilot to go inside, set parking brakes (to check brake
wear indicator pins), select wheel well light ON and strobe lights on steady (to check serviceability).
(c) On entering cockpit: PIC to
i. Check/set Parking Brake (May be released if brake temperature is an issue and chocks are in place).
ii. Confirm cleanliness of the cabin and readiness from CCIC.
iii. Conduct the ‘Cabin Safety Briefing’ with CCIC viz formally introduce the CCIC to the Co-Pilot, brief the
CCIC on the details of the flight(s) , duration of the flight, possibility of delays for taxi out/take off ,
weather conditions which may affect the flight or cabin service while en-route, standard procedure for
Cockpit Security, codes for Unlawful Interference. Remind CCIC that you would like to be informed of
anything non-normal which may occur in the cabin such as unusual noises, reports from passengers etc.
Any other information relevant for the Cabin
iv. Put the ‘Seat Belts’ sign ON once refueling is complete.

4. PRELIMINARY PREFLIGHT PROCEDURE (PIC or Co-Pilot)

(a) Taking over cold aircraft- (APU Off and Ground power connected):-
i. Safety Checks: Check Battery switch, Stand-By Power switch and Alternate Flap Master Switch guards
closed. Check windshield wiper selectors in Park position, Electric Hydraulic Pumps switches off and
Landing gear lever down. Verify LG green lights ON, LG red lights extinguished and flap lever position
tallies with flap indication. (do not change lever posn).
ii. Check Ground Power available Light ON. Connect Ground Power and check Source OFF, Transfer bus
OFF, and Stand-by Pwr OFF lights are extinguished.
iii. Carry out “lights test”.
iv. Obtain ground clearance and carry out overheat detector, fire, and extinguisher tests and start APU.
v. Put left main tank fuel pump on (or if center tank fuel qty more than 453 kgs, then Left Centre Fuel Tank
Pump to be switched on), check APU bleed OFF.
vi. Start APU at D-5. After APU GEN OFF BUS light illuminates, select APU on buses and Check SOURCE OFF,
TRANSFER BUS OFF and STANDBY PWR OFF lights extinguish. Check all APU Warning lights (APU MAINT,
APU LOW OIL PRESSURE, APU FAULT, and APU OVERSPEED lights) extinguished.
vii. Ask ground staff to disconnect “Ground Power”.
viii. Place both engine bleed air switches and APU bleed air switch ON, pack switches AUTO, and isolation
valve switch OPEN.
ix. Repeat the overheat detector and fire tests if required, to test the wheel well fire warning system and
carry out cargo fire test.
Now conduct the ‘Preliminary Preflight Procedure’. Actions, sequence (para 5 below).

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 (b) Taking over aircraft with APU On and Connected.
PIC or Co-Pilot
i. Select IRS mode selectors OFF and then NAV. Set Display Selector (DSPL SEL) s/w on IRS Display Unit
(ISDU) to HDG/STS position and adjust brightness of display.
ii. Check/Set the parking brake.
iii. Voice Recorder switch on.
iv. Check Crew oxygen pressure.
Minimum Despatch Pressure (Cockpit Crew O2 Bottle)

v. Check hydraulic oil and engine oil quantities sufficient for the flight.
vi. Check Flight Deck Access System, key and emergency equipment (fire extinguisher, crash axe, and escape
ropes, smoke goggles, asbestos glove, Landing gear pins, PBE).
vii. Check Aft Overhead Panel: PSEU and GPS lights off, Service Interphone off, REVERSER and ENGINE
CONTROL lights off, EEC switches on, Pax. Oxygen switch guard closed and PAX OXY ON light off, LG
lights Green and FDR switch guard closed.
viii. Check CB panels (P6 behind Copilot and P18 behind PIC). Do not push any CB without checking with
engineer.
ix. Check manual gear extension access door closed.

5. PREFLIGHT PROCEDURE
(a) Co-Pilot (RHS)
i. Assume position, adjust seat, lap straps.
ii. Oxygen Test (Drop in pressure not to exceed 100 PSI)
iii. Obtain weather (ATIS/ATC) and obtain Delivery Clearance, if required.
iv. Take out relevant documents:- Apt Layout, Parking Stand Layout, and Approach Plate for ldg R/w in use,
SIDs, en-route charts and TAC for Runway in use.
v. Overhead Scan: Yaw Damper ON. One fuel pump ON for APU. CAB/UTIL and IFE power switch ON,
Window Heat ON. Do not pressurize hydraulics at this stage (In case of strong and gusty winds, obtain
clearance to pressurize hydraulics and switch ON one Electric Hydraulic Pump). Set Pressurization Panel
(Crz alt set, mode selector in auto) both engine bleed switches ON, APU bleed switch ON, both packs
AUTO and isolation valve OPEN. Adjust temp controls according to weather conditions.
vi. External Lights as required (only Position Lights by day, Logo and Position Lights by night), set EFIS control
panel and MCP (Captains Course Window will be set by the Captain).
vii. PFD: Set Baro Alt to AFE +800 rounded off to next higher 50 ft. Set QNH on PFD and Standby Altimeter.
viii. Auto brake selector to RTO.
ix. Reset Fuel Used indicator.
x. Carry out fire extinguisher and cargo fire test.
xi. Set up COM, NAV and ADF for departure.
xii. Once IRS’s are aligned, test GPWS & TCAS. Test Weather Radar (after refueling is completed) on the first
flight of the day/taking over the aircraft from another Crew.
xiii. PM’s ND set 20 NM range.
xiv. After finishing the above, at the discretion of the Capt, carry out CDU pre-flight procedures and enter FMC
data.
(b) PIC (LHS)
i. Assume position. Set Parking Brake (if not already set), adjust seat/lap straps.
ii. Oxygen Test, Lights Test & PA Check. Confirm from the Co-Pilot that weather radar and TCAS test has been
done.
iii. Enter/Cross-check position in FMC.
iv. Carry out/check CDU Preflight Procedure (Enter FMC Initial Data, Navigation Data and Performance Data).
v. Set up EFIS control panel and Check MCP settings.
vi. Check and set up PFD/ND and standby instruments. (Verify that the IRS alignment is complete before
checking the flight instruments). PF’s ND set 10 NM range.

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 vii. Check and set throttle quadrant. Ensure speed brake lever well seated in down detent. Check flap lever
and flap position at zero. IF NOT, obtain ground clearance to pressurize B system electric hydraulic
pump and then have flaps raised to zero.
viii. Take out relevant documents: Apt Layout, Parking Stand Layout, and Approach Plate for landing Runway in
use, SIDs, en-route charts.
ix. Check COM, NAV and ADF for departure.
x. Check FMC route and legs are in-compliance with ‘Delivery Clearance’
xi. Ensure that the SNY/OBS has checked his O2. Carry out his briefing as per placard.
xii. Ask for “Pre-flight Checklist”.
(c) PRE-FLIGHT BRIEFING (to be done by PF)
If First Officer (as PF) conducts the briefing, the PIC shall cover the Reject Take-off and Evacuation
procedure.
Wx dep, dest and alt is within minima.
There is no MEL affecting our flight/MEL is reviewed.
Taxi out will be ………
SID is …………………. and checked in FMC.
NAV-RADIOS are set.
This will be LHS/RHS, F5, Bleeds ON/OFF, Full/Red Thrust/24K Derate/Full length or --- Intersection Takeoff.
Standard instructions and callouts.
In case of any malfunction before 80 kts I will call reject and close thrust levers, disengage A/T, apply max
braking, raise speed brakes, apply max reversers and stop the aircraft and set parking brakes.
After 80 kts reject will be only for any fire/engine fail or severe damage/aircraft unsafe to fly or predictive wind
shear.
Your actions? Co-pilot replies: “I will see speed of reject and monitor your actions and call out any omissions. I
will call out “Speed-brakes Up” or “Speed-brakes Not Up”, “reversers”, “60 knots”. After the aircraft comes to
a complete stop, I will inform ATC and Cabin.” (Crew at stations/normal duties)
In case I continue takeoff after 80 kts, no actions below 400 ft AFE except cancelling fire warning and gear up.
Follow engine out procedure i.e ……… or disregard SID, call ATC and climb to …………….(MSA)
In case of Cabin Altitude ‘Intermittent Warning Horn’ activation in air, above 10,000 ft flight altitude, we will
Immediately, don oxygen masks and set regulators to 100%, Establish crew communications, do the Cabin
Altitude Warning or Rapid Depressurization non-normal checklist. We will remove oxygen mask only when
cabin altitude is established at or below 10,000 ft, one by one after checking that the other pilot is feeling ok.
Actions in case of communication failure after take-off.
Note 1: Detailed briefing on crew duties is required only for the first take-off of the day. For subsequent
take-offs an abbreviated briefing is sufficient.
Note 2: For 737-900 ops, a ‘Special Take Off briefing’, is to be conducted.

6. TAKE-OFF DATA ENTRY (Terms LHS & RHS are used to cover PIC upgrades as well)
When the trim sheet is presented, LHS pilot shall enter the data in FMC and call it out for the RHS pilot to check and
copy. All weights are to be rounded off to the next higher 100 Kg.
RHS pilot extracts Take-Off Data (Assumed Temperature and Speeds) from the ‘TAC’. LHS pilot verifies the data by
physically seeing the chart. RHS pilot to call out data identifiers e.g. “Delhi, Runway 28 Intersection C, Flaps 5, 24K, AC
Auto, Anti-ice Off”. LHS enters the assumed temperature, selects full thrust climb, in place of reduced thrust climb,
enters V1, Vr, V2 on Take-off page, sets V2 on MCP, enters the MACTOW on the Take-off page and sets the stabilizer
trim to the value generated by FMC. PF selects Take-off page and PM selects LEGS page on respective CDU.

7. Review 737 SOP for EOT-OUT (To be done by PIC if applicable)

Salient Features - PIC- Min 1000 hrs PIC on type
CO-PILOT - Minimum 500 hrs on type.
Specified domestic aerodromes, ramp/taxiway dry or damp, vis min 800m, 3mins after second eng start is assured
before takeoff, APU serviceable, no item of Air-con system unserviceable or under MEL and PIC assesses conditions
appropriate for EOT-OUT. 50% N1 “Breakaway Thrust” is only to be exceeded when there are no airplanes, eqpt or
nd
installation behind the airplane. 2 eng start shall be done only by Co-Pilot (RHS). A/c may be moving or stationary.

8. PUSH BACK
On completion of take-off data calculation and FMC entries, ensure all papers are in, (trim sheet, tech log and ARC),
cockpit door and all exterior doors are closed, ask ground crew for clearance to pressurize hydraulics and if he is ready
for push back. Then ask Co-pilot to obtain start-up/push-back clearance.
After obtaining start-up/push-back clearance, Co-pilot will complete the before start procedures i.e. Fuel pumps ON (As
per company policy, center tank fuel pumps to be selected OFF if quantity in center tank is less than 1,000 kgs to avoid
nuisance master caution in take off roll), passengers signs ON, Pressurize hydraulics (after pressurizing the hydraulics,
check hydraulic oil quantity and pressure in hydraulic systems A & B and brake pressure minimum 2800 psi and then
change lower DU to engines).

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 ‘Read the Before Start Check-list’.
If during RECALL check, an amber caution illuminates and then extinguishes after a master caution reset, check the MEL
for Dispatch Relief and the respective non-normal checklist is not needed.
If expected delay is more than 3 to 4 minutes, inform ATC.
If push back is required, coordinate and release parking brakes for pushback after obtaining clearance from ground
crew.
(For all Flights/simulator exercises, the sequence will be Pre-flight preparation, Pre-flight checklist, Briefing, Before-start
procedures, Before-start checklist and Delivery/ push-back/start clearance.)
WARNING: If the nose gear steering lockout pin is not installed and hydraulic system A is pressurized, any change to
electrical or hydraulic power with the tow bar connected may cause unwanted tow bar movement.
CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or towing. This can damage the nose
gear or the tow bar.
CAUTION: Do not use airplane brakes to stop the airplane during pushback or towing. This can damage the nose gear
or the tow bar.
9. ENGINE START
(a) NOTES
i. Engines may be started during pushback or towing.
ii. Starter duty cycle: Do not exceed 2 minutes during each start attempt. A minimum of 10 seconds is needed
between start attempts
iii. Normal engine start considerations: Do not move an engine start lever to idle early, or a hot start can occur.
Keep a hand on the engine start lever while monitoring N1, N2, EGT and fuel flow, until stable. If fuel is shutoff
accidentally (by closing the engine start lever) do not reopen the engine start lever in an attempt to restart the
engine. Failure of the ENGINE START switch to stay in GRD until the starter cut-out N2 can cause a hot start. Do
not re–engage the ENGINE START switch until engine is below 20% N2.
iv. Do the ABORTED ENGINE START checklist for one or more of the following abort start conditions:
The N1 or N2 does not increase or increases very slowly after the EGT increases/The EGT quickly nears or
exceeds the start limit/The EGT does not increase by 10 seconds after the engine start lever is moved to
idle/There is no oil pressure indication by the time that the engine is stable at idle.
v. If, during or after engine start, a red warning or amber caution light illuminates, do the respective NNC and if
on the ground, check the DDPG.
(b) START PROCEDURE – Without EOT-Out
PIC calls out the starting sequence to the ground crew and obtains clearance to start engines.
LHS RHS
“start no. 2” Both packs off
Start s/w to ground
Start chrono Start chrono
Check start valve open
Check N2 increase Check N1 increase
N2 25% (minimum 20% at max motoring and N1 Check oil pressure registering by 25% N2
+ve), start lever idle
Monitor fuel flow and EGT rise in 10 seconds.
N2 56% Check Start switch moves to off/auto and start valve
open light off and then call starter cut out.
If starter not cutoff, start lever off
Monitor N1, N2, EGT, Fuel flow & Oil pressure for normal indication while the engine accelerates to stable
idle .
In case of abort start due to no oil pressure indication by the time engine is stable at idle, do not motor the
engine. The engineer must be informed that the engine has not been motored.
Incase start is aborted, carry out memory items as applicable and ask for abort engine start NNCL.
____________________________________________________
START POCEDURE-EOT-OUT
Before Start: PIC shall inform the Engineer seeing off the airplane about the intention to carry out EOT-OUT.
After Pushback/Clearance to Engine Number 2: Start as per para (b) above.
Start:
After starting Engine Number Crew shall NOT carry out the standard ‘Before Taxi Procedure’ or ‘Before Taxi Checklist’.
2: (These shall be done later – at a holding point - after starting the second engine.)
Instead, LHS PILOT shall ask for “SINGLE ENGINE BEFORE-TAXI CHECKLIST” i.e.:

PACKS…Right Pack AUTO, Left Pack OFF

ISOLATION VALVE………..CLOSED

APU BLEED……………….……ON

FLAPS……………..……Set to Takeoff Flaps

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STABILIZER TRIM….……..______Units Set

GROUND EQUIPMENT…..Clear
(Note: This is a standard CHALLENGE-RESPONSE checklist that shall be done ‘read and do’
from this card).
Having finished this checklist, LHS PILOT shall:

Crosscheck ISOLATION VALVE…CLOSED

Check Engine #2 parameters are normal.

LHS PILOT shall then taxi out (EOT-OUT).

Maximum N1 for ‘Breakaway Thrust’: 50%
At least 4 minutes before RHS PILOT shall reconfirm:
estimated ‘Line Up’ Time, PIC
Left PACK switch…………..….….OFF
shall ask for: “START ENGINE
ISOLATION VALVE………..…..CLOSED
NUMBER 1”. Aircraft may be
APU BLEED……………………….ON
moving or stationary. And then start Engine #1 i.e.

Announce “STARTING ENGINE NUMBER 1”

ENGINE START switch……....GRD

Verify N2 RPM increases

At 25% N2 RPM, Engine Start lever…..IDLE

Monitor N1, N2, EGT, fuel flow and oil pressure for normal indications while the engine
accelerates to a stable idle.
After starting Engine 1: After starting Engine#1, the Crew will wait till the aircraft is stationary at a holding position
before doing the following standard items. The following standard items shall then be done:
(a) Before Taxi Procedure
(b) Before Taxi Checklist (both Pilots to ensure correct Packs and Bleed configuration).
(c) Before Takeoff Checklist (both Pilots to insure correct Flap and Stabilizer Trim set).
After completion of all the above items, the PIC shall consider the airplane ready for ‘line up’.

10. NORMAL BEFORE TAXI PROCEDURE & TAXI

(a) Clock usage: (For elapsed time)
RHS – Block Time (Chks Off to Chks on)
LHS – Flight Time (Take Off to Landing)
(b) LHS Pilot calls to ground crew: “Two good starts. You may disconnect and come to left/right hand side for hand
signals. Show the pin (incase of pushback). Departure time……..”
(c) RHS Pilot carries out the ‘After Start procedure’ i.e. Generators ON, Probe Heat ON, packs as required/on,
isolation vv auto, APU bleed off, start switches continuous, wheel well light off, APU off, recalls, Lower DU OFF,
Flaps to ‘Take-Off’ setting.
(d) LHS Pilot carries out check of Flight Controls (Make slow and deliberate inputs, one direction at a time, moving
control wheel and rudder pedals to full travel in both directions and verify the freedom of movement and that
controls/rudder pedals return to center. (Check of full and free movement of rudder may be done while
stationary or moving). During rudder check the Copilot must follow the movement of rudder and ensure that
he will be able to apply full brakes with full application of rudder to either side.
(e) LHS Pilot asks for “Before Taxi Checklist”.
(f) After the checklist, RHS obtains Taxi Clearance, notes it down and reads back to ATC. LHS repeats, indicating
that he has understood the clearance. LHS Pilot selects Taxi Light ON. While taxiing during day, Taxi Light must
be kept ON to indicate to others that the aircraft is moving. (Use additional lights i.e. Turn-Off Lights/Fixed
Landing Lights as needed).
(g) LHS Pilot commences Taxi by increasing thrust to 40% and moves forward. If there is a turn after moving out,
complete the turn and as the speed builds up to about 10knots, reduce thrust to approximately 25% N1 for
smooth taxiing at steady speed.
Normal taxi speed is approximately 20 knots, adjusted for conditions. On long straight taxi routes, speeds up
to 30 knots are acceptable, however at speeds greater than 20 knots use caution when using the nose wheel
steering wheel to avoid over controlling the nose wheels. When approaching a turn, on a dry surface, speed
approximately 10 knots for turn angles greater than those typically required for high speed runway turnoffs.
(h) Approaching the holding point, Co-Pilot verifies that the Cabin is secure for take-off. Both pilots to scan
instruments for no amber indications.
Verify clearance obtained and cross check with route page.
PF: TAKEOFF REF page.
PM: LEGS page.
(i) At the runway holding point/awaiting line up, LHS Pilot calls for ‘Before Take-off Checklist’. In case of short
taxi, ‘Before Take-off Checklist’ may be carried out immediately after ‘Before taxi Checklist’.

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11. RUNWAY ENTRY
(a) On line-up clearance,
i. RHS does the ‘entering runway procedure’ i.e. cabin chime, selects Strobes ON, Weather Radar ON both
sides (PF on w/x, PM on TERRAIN, if required), selects TCAS to TA/RA and gives the chime to cabin-crew.
(Lights-Radar-Transponder -Chime).
ii. LHS checks runway and approach path clear and no stop bar in front. Opens power 40% and moves
quickly to minimize runway occupancy time.
(b) When aligned with runway, (Auto-throttle ARM LHS pilot). Co-pilot calls out “ARM” from FMA (All changes on the
FMA must be announced by PM).

12. TAKE-OFF……………. ROTATION & TAKE OFF

(a) All Engines. GUIDANCE NOTES
i. Takeoff speeds are established based on minimum control speed, stall speed, and tail clearance margins.
Shorter-bodied airplanes are normally governed by stall speed margin while longer-bodied airplanes are
normally limited by tail clearance margin. When a smooth continuous rotation is initiated at VR, tail clearance
margin is assured because computed takeoff speeds depicted in the PI Chapter of the FCOM, airport analysis,
or FMC, are developed to provide adequate tail clearance for optimum takeoff and initial climb performance,
However, takeoffs at low thrust setting (low excess energy) will result in a lower initial pitch attitude target to
achieve the desired climb speed. The use of stabilizer trim during rotation is not recommended. After liftoff,
USE THE ATTITUDE INDICATOR as the primary pitch reference. The flight director, in conjunction with indicated
airspeed and other flight instruments is used to maintain the proper vertical flight path. The flight director pitch
command is not used for rotation. DO NOT ADJUST TAKE OFF SPEEDS OR CONTROL FORCES to compensate for
increased body length. Using the technique above, resultant rotation rates vary from 2° to 3° per second with
rates being lowest on longer airplanes. Liftoff attitude is achieved in approximately 3 to 4 seconds depending
on airplane weight and thrust setting. When operating at low gross weights, takeoff with less than full rated
thrust will aid in aircraft directional control in the event of an engine failure. The rotation should be
accomplished at the normal rate.
ii. In case of ‘Supervised take-off’, PIC (LHS) says, “Controls with you”. Now Copilot (RHS) as PF keeps both hands
on control column and feet on rudder pedals. (For Supervised Takeoff refer DGCA Car Sec 8, Series “F” Part III,
‘Supervised Take Off and Landing Requirements for Scheduled and Non-Scheduled Operators (Relevant extracts
appended below).

DGCA OPERATIONS CIRCULAR NO.4 OF 1999

Subject: Auto Throttle Operations

Recently one of the Scheduled Airlines was involved in an incident during take-off roll. The Aircraft kept
skidding to the left when ‘TOGA’ was pressed with auto throttle engaged. The take-off was discontinued and
the aircraft stopped away from the runway on left.
Investigation into the incident has revealed that primary cause of engine asymmetry was due to malfunction
of throttle lever of auto throttle system.
All the operators flying B-737-400/500/700/800 type of aircraft are required to implement the following
recommendations made in the report of incident mentioned above to prevent such recurrences in future:
i. While using auto throttle for take-off, the flight crews should be advised to trigger the TOGA level
only after both engine N1s are stabilised equally as close as possible to 40%.
-Sd-
CFOI, For DGCA

Eligibility requirements
PIC. The PIC who permits a co-pilot to effect take-off and landing shall have;
(a) Minimum flying experience – 3000 hours.
(b) Minimum command experience – 1000 hours.
(c) Minimum PIC experience on type – 300 hours.
(d) Blameworthy free accident/incident record for preceding 3 years.
(e) Recent flying experience of 10 hours in preceding 30 days.
(f) Been suitably trained and assessed for supervised take-off and landing in a level C/CG/D/DG simulator by
the operator.
Co-pilot. The co-pilot who effects takeoff and landing shall have;
(a) Been suitably trained and assessed for supervised take-off and landing in a level C/CG/D/DG simulator by
the operator.
(b) Completed type rating syllabus including base training/ZFTT simulator session as applicable.
(For Co-Pilots’ Simulator Training i.e. P2 endorsement training, Recurrent training and proficiency check/ IR-LR, the
thrust levers will be controlled by Copilot as PF. RTO will be carried out by Copilot as PF.)

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 iii. The F/D can also be engaged in the takeoff mode with the F/D switches off. If a TO/GA switch is pushed after
80 kts below 2000 ft AGL and prior to 150 secs after lift-off, the F/D command bars automatically appear for
both pilots. This feature is normally used for touch and go landings.
iv. Prior to 60 kts: the pitch command is 10 degrees nose down, the roll command is HDG SEL, the auto-throttle is
in N1 mode, the FMAs display N1 – HDG SEL – TO/GA. (In the Simulator, the display may be N1 – TO/GA. At 60
kts, the pitch commands 15 degrees nose up.
v. A momentary auto throttle overshoot of 4% may occur but thrust should stabilize at +/- 2% of target N1 after
THR HLD. If required, PM should adjust the thrust to -0% + 1% target N1. EGT Limits for take-off is 950° C. The
EGT is allowed to exceed 950°C upto 960°C for 20 seconds during acceleration. Once THR HLD annunciates, the
auto-throttle cannot change thrust lever position, but thrust levers can be positioned manually. The THR HLD
mode remains engaged until another thrust mode is selected.
vi. Takeoff into headwind of 20 knots or greater may result in THR HLD annunciation before the auto-throttle can
make final thrust adjustments.)
vii. If full thrust is desired when THR HLD mode is displayed, the thrust levers must be manually advanced. When
making a V1 (MCG)-limited takeoff, do not exceed the fixed de-rate thrust limit except in an emergency.
viii. At Lift-Off, the FD Pitch Command continues at 15 degrees until sufficient climb rate is acquired. Pitch then
commands MCP speed (normally V2 + 20 kts).
ix. The roll command maintains HDG SEL. Bank angle is limited to 8 degrees below 400 ft, and 10 to 30 degrees,
selectable, above 400 ft AGL.
x. It is prohibited to use the stabilizer trim during rotation.
xi. Rotation rate must be between 2 to 3 degrees per second.
xii. The correct pitch attitude at the moment of liftoff/un-stick is 8 degrees. If the attitude goes up to 10 degrees
or more at this point, there is a strong possibility of ‘Tail Strike’.
xiii. After Lift-Off, when the aircraft is clean off the ground, follow F/D commands and establish a positive rate of
climb. Following the F/D commands (especially pitch bar) ensures that the airspeed remains at V2+20 Kts
(white bug).
xiv. After Lift-Off, the A/T remains in THR HLD until 800 ft RA. A/T annunciation then changes from THL HLD to
ARM and reduction to climb thrust can be made by pushing the N1 switch or automatic reduction to climb
thrust occurs upon reaching the selected thrust reduction altitude which is shown on the FMC CDU TAKEOFF
REF page 2/2 during pre flight or when airplane levels off in ALT HOLD or VNAV PTH.)
xv. During a reduced thrust takeoff, a second press of the TO/GA switch below 800 ft RA will change the thrust
limit mode to GA and N1 reference bugs to full GA thrust, thrust levers will not be in motion. With a second
press of the TO/GA switch above 800 ft RA, thrust levers will advance toward full GA thrust.
xvi. Autopilot may be engaged, as required, above the minimum altitude for autopilot engagement (400 ft).
Engagement of autopilot terminates the F/D engaged status. CMD is annunciated, pitch engages in LVL CHG
and pitch mode FMA is MCP SPD unless another pitch mode has been selected.
xvii. To terminate the takeoff mode below 400 ft RA, both F/D switches must be turned off. Above 400 ft RA,
selection of another pitch mode or engaging an autopilot will terminate the takeoff mode. Other F/D roll
modes can also be selected.
xviii. At or above 800 ft (‘acceleration altitude’ on FMC Take Off page) when the aircraft altitude crosses the green
line, set by Baro, The pitch command bar goes down. Following the F/D command, airspeed increases and the
green trend arrow appears indicating acceleration. PF verifies airspeed and orders Flap retraction

Takeoff Flap Retraction Speed Schedule

xix. FOR FLAP RETRACTION OR EXTENSION..PM verifies airspeed, moves the flap lever as commanded, keeps
hand on the flap lever and eyes on the flap position indicator, and monitors flaps and slats retraction until the

Spicejet LTG Edition 2 dtd 01 Mar 2014 Page 11 of 24

 flaps reach the desired position. In case an asymmetry is deducted, the lever is moved to the vacated position
(PM shall call “checked, selected, moving”)

(b) TAKE OFF PROCEDURE

PF PM
Take-off clearance, Fixed and Retractable landing lights and runway
turn-off lights ON. take-off path clear, look out for birds and weather on
take-off path and compare with weather radar
Advances thrust levers to approximately 40% N1, Elapsed Time and “Stabalised”
start Chrono Chrono start
press TO/GA switches “N1,HDG SEL,TOGA”
“Set Thrust” “Thrust Set…….”
“80 KNOTS”.
“Checked”
Above 80 knots, relax the forward control column pressure to the At 84 kts. A/T mode “THR HLD”
neutral position
“ V1”
“check” Bring both hands on control column
At VR,“ ROTATE “
initiate a smooth continuous rotation at VR toward 15° of pitch attitude
+ve ROC on the altimeter
“positive rate”.
“GEAR up”
landing gear lever UP.
Gear Up no lts…”Gear Up”
“400 feet “
“ Hdg Sel “ / “ L Nav “ Engage as called by PF
“ 800’ “ /Accel Alt ( whichever is
later)
Set Flaps Up Maneuvering Spd “ Sets Flaps Up Maneuvering Spd
V2 + 15 Kts (except for a flaps 1 takeoff), and increasing, calls for flap “Check selected moving”
retraction in stages When Flaps 1/Up “Flaps 1/Up”
When the flaps and slats are fully
retracted and Leading Flap
Transit Light has extinguished,
“FLAPS UP NO LIGHTS”,
“ VNAV”
select VNAV(, monitor FMA
change and magenta speed bug
on speed scale moves to 250 kts)
“VNAV”
“RESTORE BLEEDS”. (Only in case of a ‘No Engine Bleed Take-off’). Restores Bleeds
“ AFTER TAKEOFF CHECKLIST “ Does scan procedure (bleeds,
packs, start switches, auto brakes
and landing gear lever)
Read the check list
1500 to 2000 feet AFE, all lights off except Strobes and Fixed Landing
Lights
“TRANSITION”
“ALT SET STD, PASSING…….feet “SET, PASSING….. feet”
AIRBONE R/T CALL: When
changed by Tower …“SpiceJet
………., Squak- …, Passing… for
FL..…, ..…SID…..

13. CLIMB PROCEDURE

(a) At Transition Altitude, either Pilot calls out “Transition” and both Pilots set the altimeters to ‘standard’ and
crosscheck passing altitude. (LHS Pilot is responsible for Standby Altimeter).
Climbing through 5000ft AFE, both Pilots check ‘Cabin Climbing, Differential Pressure building up, Cabin Altitude
……feet’, Fuel Balanced. No paper work below 10,000’. (Sterile cockpit)

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 (b) At or above 10,000 ft AFE, carry out the “Ten Thousand Feet Procedures” i.e., Set Landing light/Turn-Off light
switches to OFF, leave strobe light on STROBE POSITION. If weather is clear/no turbulence, then, with PIC
permission, select Fasten Seat Belts Sign to OFF (If weather not clear/turbulent, keep seat belt signs on until in
clear weather. PIC’s decision to allow cabin service).
(c) After the “Ten Thousand Feet Procedure”, PF informs PM of the Take-Off time. PM updates the CFP, informs
Dispatch of the Chocks Off/Airborne/ETA/Arrival Fuel/any other relevant info.
(d) Every 5000ft during the climb, the PM does a silent check of Fuel (Quantity/Balance) and Pressurization (Cabin
Altitude/ Differential Pressure). He informs PF of any significant discrepancy if any.
(e) At the ‘Top of Climb’ PM:
i. Checks “Pressurization checked and stabilised”
ii. Checks Engine parameters
iii. Notes Time/Fuel in CFP.

14. CRUISE PROCEDURE

(a) PIC to discuss basic requirement of side to turn/altitude to descent incase of engine fail/depressurization.
(b) If the Flight Time is more than 1 hour, then, at least 5 minutes after having settled down at the cruising altitude,
the PM fills up the Engine Log in the Tech Log Book as follows:
i. Not to be done in turbulent air
ii. Select Alt Hold
iii. Disconnect Auto Throttle
iv. Synchronise N1
v. Take readings
vi. Reset automations
(c) About 10 miles to a way point, PM :
i. sets next course in window,
ii. changes NAV frequency to the next NAV Aid
iii. at the way point, notes Time/Fuel entries in the CFP.
iv. notes ATA, revises next ETA and then makes the position report
e.g.1: SpiceJet ……. Checked position (waypoint) at (time) FL ………estimate (next way point) at (time)
e.g.2: SpiceJet……….Position ……… FL ……… Squak………
(d) Management of Centre Tank Fuel Pumps and engine anti-ice is the responsibility of PM (Monitoring by both Pilots).
(e) PM is responsible for obtaining enroute/destination alternate airfield weather at the appropriate points during the
crz and informing the PF.
(f) At 200nm to go to destination, PM hands over R/T to PF and obtains destination weather.
(g) Having obtained the weather, PF discusses the probable approach, STAR and sets up Nav Radios and Minimums for
the intended approach and FMC (or asks the PM to do so).
(h) Both Pilots crosscheck FMC, Radios and Minimums.
(i) The PF then briefs the expected approach.
Note: Briefing for ‘Stick shaker/Stall’ and ‘Windshear Escape Maneuver’, is to be conducted for first flight of the
day and for subsequent flights it would suffice to say in the briefing “as covered in the first sector”.
(j) 20nm to go for the ‘Top of Descent’ PM, checks with PF and asks for descent.

15. DESCENT PROCEDURE

(a) The standard profile for descent is ECON upto 10,000ft AFE, then 240kts. It may be modified keeping the
weather/cruise altitude/traffic at destination in mind. Note: .78/280 kts speed to be followed where justified. L-
NAV, V-NAV must be used as much as possible.
(b) At commencement of descent, both Pilots monitor that the Cabin is descending as appropriate.
(c) The PF asks for the “Descent Checklist” at this point.
(d) Every 5000ft during the descent, PM does a silent check of Fuel (Quantity/Balance) and Pressurization (Cabin
Altitude/ Differential Pressure) and informs PF of any significant discrepancy.
(e) Descending through FL200 PM does the “FL 200 procedure” i.e. the Fasten Seat Belt Signs are turned ON “to allow
the Cabin Crew adequate time to prepare for landing”.
(f) Descending through 10,000ft AFE, the PF asks for the “Ten Thousand Feet procedure” i.e.
i. Set Fixed LANDING lights to ON during Day/Turn-Off lights and Logo lights ON during Night.
ii. Check STROBE light is on STROBE.
iii. Check that Fasten Seat Belts Sign is ON.
(g) Descending through the Transition Level, PM calls “transition” and both set the QNH and crosscheck the passing
altitude. The PF asks for the ‘Approach Checklist’.
(h) At the appropriate time during the descent, if proceeding to a fix where hold is published, the PF asks for the ‘Hold
Preparation’. If not required to hold, the hold is to be deleted on the leg space. If being radar vectored he asks for
approach preparation.

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16. (a) APPROACH Guidance:
i. All approaches must be flown as charted .The picture on the ND, including the Hold, must tally with the
approach plate. Tracks and distances should always be checked, well before the commencement of the initial
approach. In case of Air traffic separation requirements, and radar vectors, modifications may be necessary.
Conditions beyond the control of the flight crew may preclude following an illustrated maneuver exactly.
ii. 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.
iii. Do not use radio navigation aid facilities that are out of service even though flight deck indications appear
normal.
iv. When cleared for an approach and on a published segment of that approach, the pilot is authorized to descend
to the minimum altitude for that segment.
v. Crossing altitudes may be higher than the minimum altitudes for that segment because the VNAV path is
designed to optimize descent profiles.
vi. The decision to execute a go-around is no indication of poor performance.
vii. Do not attempt to land from an unstable approach.
viii. 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.
ix. During maneuvering for an approach, when the situation dictates an earlier than normal speed reduction, the
use of flaps 10 with the gear up is acceptable.
x. At glide slope capture, observe the flight mode annunciations for correct modes. At this time, select landing
flaps and VREF + 5 knots or VREF plus wind additive.
xi. Check for correct crossing altitude and begin timing, if required, when crossing the FAF or OM. False glide
slope signals can be detected by crosschecking the final approach fix crossing altitude and VNAV path
information before glide slope capture.
xii. Delayed Flap Approach (Noise Abatement)
If the approach is not being conducted in adverse conditions that would make it difficult to achieve a stabilized
approach, the final flap selection may be delayed to conserve fuel or to accommodate speed requests by air
traffic. Intercept the glide slope with gear down and flaps 15 at flaps 15 speed. The thrust required to descend
on the glide slope may be near idle. Approaching 1,000 feet AFE, select landing flaps, allow the speed to bleed
off to the final approach speed, then adjust thrust to maintain it. Do the Landing checklist.
xiii. If an engine failure should occur on final approach:
1. If above 100 ft AFE, in IMC, carry out a missed approach, ask for radar vector or holding and complete
NNC and then carry out the approach.
2. If above 1000 ft AFE, and VMC, approach may be continued with landing flaps if already selected, and
sufficient thrust is available. If 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 by 20 kts over the previously
set F30 or F40 Vref. Wind additives must be added.
3. If below 1000 ft AFE, in all cases, execute a missed approach, ask for radar vector or holding and complete
the appropriate NNC and then carry out the approach.
(b) SPEED CONTROL
Under Non Radar Environment
All aircraft (including Arrivals and Departures) operating below 10000ft to fly IAS not greater than 250KT.
All arriving aircraft operating below 10000ft within 15NM Radius of VOR/DME serving the aerodrome to fly IAS
not greater than 220KT. ATC may suspend speed control by using the phrase “No speed restriction”, when traffic
conditions permit.
Radar Control Service
In order to facilitate safe and orderly flow of arriving air traffic within terminal area under the radar environment,
aircraft shall follow the speed in specified manner as provided in table “Speed Control under Radar Environment
for Arriving Aircraft” at the following airports:
Ahmedabad, Bangalore (Intl), Chennai (Intl), Delhi (Indira Gandhi Intl), Hyderabad (Rajiv Gandhi Intl), Kolkata
(Netaji Subhash Chandra Bose Intl) and Mumbai (Chhatrapati Shivaji Intl).
Flights Exempted from Speed Control
Speed control shall not be applicable to aircraft:
(a) entering or established in holding pattern;
(b) encountering the turbulent weather;
(c) conducting the Cat II/III operations and within 20NM from touch-down;
(d) within 5NM from touch-down;
(e) executing the published instrument approach procedure until interception of final approach track;
(f) carrying VVIP; and
(g) conducting priority/emergency landing.
Aircraft shall be advised as and when speed control restriction is not applicable or no longer required.
Speed Control under Radar Environment for Arriving Aircraft

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 1 At the time approach clearance is issued, speed restrictions shall remain applicable unless withdrawn by ATC.

(c) STABILIZED APPROACH

All approaches should be stabilized by 1,000'AFE in IMC and by 500'AFE in VMC. An approach is considered
stabilized when all of the following 7 criteria are met:-
i. The airplane is on the correct flight path,
ii. Only small changes in hdg and pitch are required to maintain the correct Flt path,
iii. The airplane should be at approach speed. (Deviations of +10 knots to – 5 knots are acceptable if the airspeed
is trending toward VAPP),
iv. The airplane is in the correct landing configuration,
v. 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),
vi. Thrust setting is appropriate for the airplane configuration and
vii. All briefings and checklists have been conducted.
Note: Specific types of approaches are stabilized if they also fulfill the following:- ILS and GLS approaches
should be flown within one dot of the glide slope and localizer, or within the expanded localizer scale.
Approaches using IAN should be flown within one dot of the glide path and wings should be level on final by
300 feet AFE.
Unique approach procedures or abnormal conditions requiring a deviation from the above elements of a
stabilized approach require a special briefing.
An approach that becomes unstabilized below 1,000 feet AFE in IMC or below 500 feet AFE in VMC requires
an immediate go-around.
(d) Runway Lighting and Marking requirements
The following Table summarizes the Runway Lighting and Marking requirements for SpiceJet airplane operations:

Type of Approach Type of Aid DAY NIGHT

1 (a) Visual Circuit, Runway Markings Mandatory Mandatory
Runway Lights Not mandatory. Mandatory
(b) Visual Approach (Threshold, Edge and End) Recommended
Runway Centreline Lights Not required. Not required.
PAPI (VASI) Mandatory Mandatory
2 (a) Non-Precision Approach Runway Markings Mandatory Mandatory
(VOR,NDB,LOC only) Runway Lights Not mandatory. Mandatory
(Threshold, Edge and End) Recommended (see Note 4 below).
(b) ASR Approach
Runway Centreline Lights Not required. Not required.
PAPI (VASI) Not mandatory. Mandatory.
Recommended
3 Precision Approach ILS CAT-1 Runway Markings Mandatory Mandatory
Runway Lights Mandatory Mandatory
(Threshold, Edge and End)
Runway Centreline Lights Not required. Not required.
PAPI (VASI) Not mandatory. Not mandatory.
Recommended Recommended

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 EXPLANATORY NOTES:
1. The above requirements are NOT APPLICABLE for AWO (LVTO/CAT2/CAT3). AWO requirements are stated
separately in AWO Manual.
2. The different visibility/RVR minima (AOM) for various types of ALS (Full/Intermediate/Basic) are accounted
for in the Company AOM Table for each Runway.
3. NIGHT: Night is the hours ‘between the end of evening civil twilight and the beginning of morning civil
twilight’ or such other period between sunset and sunrise as may be prescribed by the appropriate
authority. Typically, the time from beginning of civil twilight to sunrise or sunset to end of civil twilight
could vary between 15 to 30 minutes but depends on the geographic location. The exact time value can be
obtained from respective AIP GEN Section by Flight Dispatch. Specific airfield requirements having
conservative operation timing shall override this.
4. While ‘Runway Lights’ are not mandatory for Non-Precision Approaches by Day, if the visibility minima for
a particular approach is relatively low (e.g. 1600m), then the PIC must make a judicious assessment about
whether to commence an approach. He may elect to raise the requirement in terms of minimum visibility
if he feels that will assist him in making a better approach.
5. If the nominal descent slope is more than 4 degrees (7%) then Papi
6. For operations in conditions not covered in Table above, a specific approval shall be given by Chief Pilot.
( E) PICTORIAL PRESENTATION OF APPROACHES
Appendix 1 …………….….Precision Approach
Appendix 2……………….. NON Precision Approach
Appendix 3……………… Circuit & Landing
Appendix 4 ……………… Touch & Go Landing

17. LANDING PROCEDURE GUIDANCE

(a) Threshold crossing height (as depicted in approach chart, approximately 50 ft) must always be respected.
(b) If automatic call outs are not available, the RA should be used in judging terrain clearance, threshold height and
flare initiation. PM to Call 50’, 30’, 20’.
(c) When a manual landing is planned from an approach with the autopilot connected, the transition to manual flight
should be planned early enough to allow time to establish airplane control before beginning the flare. The PF
should consider disengaging the autopilot and disconnecting the auto-throttle 1 to 2 nm before the threshold,
(approximately 300 to 600 feet above field elevation).
(d) When the threshold passes under the airplane nose and out of sight, shift the visual sighting point to the far end of
the runway as seen. Shifting the visual sighting point assists in controlling the pitch attitude during the flare.
Maintaining a constant airspeed and descent rate assists in determining the flare point. Initiate the flare when the
main gear is approximately 20 feet above the runway by raising the pitch attitude by approximately 2° - 3°. This
reduces the rate of descent.
(e) After the flare is initiated, smoothly retard the thrust levers to idle, and make small pitch attitude adjustments to
maintain the desired descent rate to the runway.
(f) A smooth thrust reduction to idle also assists in controlling the natural nose-down pitch change associated with
thrust reduction. Hold sufficient back pressure on the control column to keep the pitch attitude constant.
(g) Ideally, main gear touchdown should occur simultaneously with thrust levers reaching idle.
(h) Avoid rapid control column movements during the flare. If the flare is too abrupt and THRUST IS EXCESSIVE near
touchdown, the airplane tends to float in ground effect. Do not allow the airplane to float or attempt to hold it off.
Fly the airplane onto the runway at the desired touchdown point and at the desired airspeed.
(i) Do not trim during the flare. Trimming in the flare increases the possibility of a tail strike.
(j) Prolonged flare INCREASES airplane pitch attitude by another 2° to 3°. When prolonged flare is coupled with a
misjudged height above the runway, a tail strike is possible. Do not prolong the flare in an attempt to achieve a
perfectly smooth touchdown. A SMOOTH TOUCHDOWN IS NOT THE CRITERION FOR A SAFE LANDING. Typically,
the pitch attitude increases slightly during the actual landing, but avoid over-rotating. Do not increase the pitch
attitude, trim, or hold the nose wheel off the runway after landing. This could lead to a tail strike.
(k) TAIL STRIKE Operations Circular 03 of 2011provides more detailed guidance.
(l) Max Company recommended speed for HIGH SPEED TAXI WAY is 30-40 kts.

18. BOUNCED LANDING RECOVERY

If the airplane should bounce, hold or re-establish a normal landing attitude and add thrust as necessary to control the
rate of descent. Thrust need not be added for a shallow bounce or skip. When a high, hard bounce occurs, initiate a go-
around. Apply go-around thrust and use normal go-around procedures. Do not retract the landing gear until a positive
rate of climb is established because a second touchdown may occur during the go-around.
If higher than idle thrust is maintained through initial touchdown, the automatic speed-brake deployment may be
disabled even when the speed-brakes are armed. This can result in a bounced landing. During the resultant bounce, if

Spicejet LTG Edition 2 dtd 01 Mar 2014 Page 16 of 24

 the thrust levers are then retarded to idle, automatic speed-brake deployment can occur resulting in a loss of lift and
nose up pitching moment which can result in a tail strike or hard landing on a subsequent touchdown.

19. AFTER TOUCH DOWN PROCEDURE

PF PM
Check speed brakes deployed or deploy manually “Speed brakes UP/Not Up”
Apply MAX reverser “Reverser normal/No reverser engine #1/No
reverser #2/No reverser”
Monitor Auto brakes or says “using manual brakes” “Auto brakes disarmed”
“60 kts”
Reversers IDLE
Turning off/taxi speed, stow reverser “SG…..Rwy vacated”

20. AFTER LANDING PROCEDURE

When clear of the active runway, ATC informed and Taxi route noted and understood, PF calls for after landing
procedures.
Pilot Flying Pilot Monitoring
The captain verifies or moves the speed brake lever down.
Start the APU, as needed
PROBE HEAT AUTO/OFF.
Taxi lights as needed STROBE light to STEADY.
ENGINE START switches to OFF.
Set the weather radar to OFF.
Chrono
AUTO BRAKE OFF.
Flaps UP.
Transponder as needed. (At airports where ground tracking is not
available, select STBY. At airports equipped to track airplanes on the
ground, select an active transponder setting, but not a TCAS mode)

21. ONE ENG TAXI

Guidance on EOT-OUT/EOT-IN:
EOT is a company policy that is strongly recommended for fuel saving. However it is emphasized that ‘SAFETY OF
FLIGHT’, cannot be compromised. Therefore, EOT needs to be done after proper consideration of :-
(a) Engine cool down recommendations:
Run the engines at near idle for at least 3 minutes. Use a thrust setting normally used for taxi operations. Routine
cool down times less than 3 minutes are not recommended.
(b) EOT IS NOT PERMITTED
i. In case of any MEL on Nose Steer
ii. In case of any suspected malfunction of the Electrical, Hydraulics or Braking System.
iii. If APU is unserviceable.
(c) Engine Out Taxi-In (EOT) procedure
i. Flaps - up, no lights
ii. Brake accumulator - charged to full pressure
iii. CAB/UTIL switch – OFF
After 3 minutes of engine running at idle/near idle thrust (Recommended)
iv. Engine Start Lever (One Engine)
(PF Guards live engine)
“CUT OFF” ……PM (after confirming from PF)
v. Isolation Valve – OPEN
(d) Failures during Engine Out Taxi
(a) Operating Engine Driven Generator OFF BUS-
i. Stop the aircraft immediately.
ii. Try to restore Engine Driven Generator on buses.
iii. If unable, start APU. Restore Electricals, Pneumatics and Hydraulics.
iv. Continue taxi-in.
(b) Operating Engine Failure:
i. Stop the aircraft immediately. Inform ATC about Engine Failure.
ii. Start APU - Restore Electricals, Pneumatics and Hydraulics.
iii. Get the aircraft towed to Parking bay

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22. Whenever entering into the parking stand, forward facing lights should be turned off (Use ‘Turn-off Lights’ as
required). Do not enter a Parking Stand if:
(a) Marshaller or AGNIS is not available
(b) Ground eqpt is seen on Bay area.

23. SHUTDOWN PROCEDURE

After aircraft is stopped.
 Parking brake .............................................................Set (LHS)
Verify that the parking brake warning light is illuminated.
 Electrical power ...........................................................Set (F/O)
(a) If APU power is needed:
Verify APU GENERATOR OFF BUS Blue light is illuminated.
APU GENERATOR bus switches – ON
Verify SOURCE OFF lights are extinguished.
(b) If external power is needed:
Verify GRD POWER AVAILABLE Blue light is illuminated.
GRD POWER switch – ON
Verify SOURCE OFF lights are extinguished.
Operate the engines at or near idle thrust for a minimum of three minutes before shutdown. Taxi thrust is
considered as idle thrust for this purpose. If idle reverse thrust or no reverse thrust is used during the landing
rollout, the three minute period begins when thrust is reduced to idle for landing.
Routine cool down times of less than three minutes before engine shutdown can cause engine degradation.
Engine start levers ....................................CUTOFF……….LHS
(c) If towing is needed:
Establish communications with ground handling personnel….C
Verify that the nose gear steering lockout pin is installed/not used………..C
System A HYDRAULIC PUMP switches – OFF
Verify that the system A pump LOW PRESSURE lights are illuminated.

WARNING: If the nose gear steering lockout pin is not installed and hydraulic system A is pressurized, any change
to electrical or hydraulic power with the tow bar connected may cause unwanted tow bar movement.
CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or towing. This can damage the
nose gear or the tow bar.
CAUTION: Do not use airplane brakes to stop the airplane during pushback or towing. This can damage the nose
gear or the tow bar.

LHS RHS
Parking brakes as required by ground Parking brakes as required by ground
Fasten belts off
Anti collision off
Fuel pumps as required/off
Cabin utility as required/off
IFE/passenger seat as required/off
Galley as required/off
Wing anti-ice off
Engine anti-ice off
Engine hydraulic pumps on
Electric hydraulic pumps off
Recirculation fan as required/off
A/C packs auto
Isolation valve open
Engine bleed air on
APU bleed air on
Exterior lights as required
Flight director off Flight director off
Transponder stand by
After chocks are in place parking brake release After chocks are in place parking brake release
APU switch as required/off
Flight deck door.........................Unlock
Call “SHUTDOWN CHECKLIST.” Do the SHUTDOWN checklist.

Spicejet LTG Edition 2 dtd 01 Mar 2014 Page 18 of 24

 Note: 1. If extended APU operation is needed on the ground and the airplane busses are powered by AC electrical
power, position an AC powered fuel pump ON. This will extend the service life of the APU fuel control unit.
Note: 2. If fuel is loaded in the center tank, position the left center tank fuel pump switch ON to prevent a fuel
imbalance before takeoff.
CAUTION: 1. Center tank fuel pump switches should be positioned ON only if the fuel quantity in the center tank
exceeds 453 kgs.
CAUTION: 2. Do not operate the center tank fuel pumps with the flight deck unattended.

24. SECURE PROCEDURE

LHS RHS
IRS mode selectors ..................OFF
EMERGENCY EXIT LIGHTS... OFF
WINDOW HEAT ...................... OFF
Air conditioning......................... OFF
Call “SECURE CHECKLIST.”
Do the SECURE checklist.

25. POST FLIGHT DUTIES

At night, when the aircraft is left in the "Movement' area of the airport, Navigation and Logo Lights must be kept on. All
snags/ defects must be written up in the aircraft Technical Log and flight time and arrival fuel data carefully recorded
after each sector. Charts and let down plates must be replaced in the correct location in the Jeppesen Route Manual.
Any discrepancies should be drawn to the attention of the Operations Staff on duty.
The ‘Flight Folder’ containing the Operational Flight Plan, Load and
Trim sheet, NOTAM list and Weather Briefing papers must either be:
(a) In Delhi: Personally handed over to Dispatch Officer at Dispatch Office
(b) Elsewhere: Personally handed over to representative of Company Station Manager. Company Station Manager is
responsible for sending the folder to Delhi Flight Dispatch Office.
The Meteorological Office should be informed of any adverse or potentially hazardous atmospheric conditions
encountered during
flight (e.g. Windshear, CAT, etc.).
If handing over the airplane to another Captain, brief the incoming
Captain on any significant points that may require his attention.

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A1 Appendix: 1 Precision Approach

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A2 Appendix: 2 Non Precision Approach

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A3 Appendix: 3 Circuit and Landing

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A4 Appendix: 4 Touch And Go Landing

----END----

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 INTENTIONALLY

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 Chapter 2
NON NORMAL GUIDELINES & PROCEDURES
(Paragraphs are continued from Chapter 1)

26. GENERAL GUIDELINES ........................................................................................................................................................................3

27. “REJECT TAKE OFF” (RTO) MANEUVER ..............................................................................................................................................3
28. Engine Failure on Take Off .................................................................................................................................................................4
29. ENGINE FAILURE ON APPROACH .......................................................................................................................................................5
30. FIRE ON APPROACH AFTER LANDING FLAP SELECTED AND LANDING CHECKLIST COMPLETED OR BELOW 1000 FT. .......................6
31. ENG FAIL DRIFT DOWN ......................................................................................................................................................................6
32. DUAL ENG FLAME OUT-ALL BY MEMORY ..........................................................................................................................................6
33. Stall Recovery and Training ................................................................................................................................................................7
34. TURB IN CLIMB...................................................................................................................................................................................8
35. WIND SHEAR ......................................................................................................................................................................................8
36. CABIN ALT WNG HORN / RAPID DES / EMERG DES............................................................................................................................8
37. WING BODY OVER HT. .....................................................................................................................................................................10
38. ENG FUEL LEAK ................................................................................................................................................................................10
39. FUEL BALANCING .............................................................................................................................................................................10
40. TE FLAP ASSY ....................................................................................................................................................................................10
41. RUN AWAY STAB ..............................................................................................................................................................................11
42. STAB JAM .........................................................................................................................................................................................11
43. ELEV JAM .........................................................................................................................................................................................11
44. MANUAL REVERSION. ......................................................................................................................................................................11
45. PARTIAL GEAR UP LDG .....................................................................................................................................................................12
46. AIR GND SENSOR FAULT.... ..............................................................................................................................................................12
47. INSTRUMENT FAILURE .....................................................................................................................................................................12
48. BOTH GEN FAIL...APU OK .................................................................................................................................................................13
49. UNRELIABLE ASI ...............................................................................................................................................................................13
50. CAPT IN-CAPACITATION ON TAKE OFF ROLL ....................................................................................................................................14
51. PAX COMMUNICATION ....................................................................................................................................................................14
52. CABIN CREW COMMUNICATION .....................................................................................................................................................14
53. PANPAN/MAYDAY............................................................................................................................................................................15

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 INTENTIONALLY

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 Chapter 2
NON NORMAL GUIDELINES & PROCEDURES
(Paragraphs are continued from Chapter 1)
26. GENERAL GUIDELINES
(a) “Trouble-shooting”, i.e., taking steps beyond published non-normal checklist steps, may cause further loss of
system function or system failure. “Trouble-shooting” should only be considered when completion of the
published non-normal checklist (NNC) results in an unacceptable situation.
(b) Non–normal checklists also assume:
i. During engine start and before takeoff, the associated NNC is done if a non normal is identified. After
completion of the checklist, the MEL & than DDG (if required) is consulted to determine if dispatch relief is
available.
ii. System controls are in the normal configuration for the phase of flight before the start of the NNC.
iii. If the MASTER CAUTION and system annunciator lights illuminate, all related amber lights are reviewed to
assist in recognizing the cause(s) of the alert.
iv. Aural alerts are silenced and the master caution system is reset by the flight crew as soon as the cause of
the alert is recognized.
v. The EMERGENCY position of the oxygen regulator is used when needed to supply positive pressure in the
masks and goggles to remove contaminants. The 100% position of the oxygen regulator is used when
positive pressure is not needed but contamination of the flight deck air exists. The Normal position of the
oxygen regulator is used if prolonged use is needed and the situation allows. Normal boom microphone
operation is restored when oxygen is no longer in use. The oxygen mask container door may need to be
closed to restore BOOM MIC operation.
vi. Indicator lights are tested to verify suspected faults.
vii. In flight, reset of a tripped circuit breaker is not recommended unless directed by a non-normal checklist.
However, a tripped CB may be reset once (after NNC), after a short cooling period (approximately 2
minutes), if in the judgment of the Captain, the situation resulting from the CB trip has a significant adverse
effect on safety. On the ground, flight crew reset of a tripped circuit breaker should only be done after
maintenance has determined that it is safe to reset the circuit breaker.
viii. Flight crew cycling (pulling and resetting) of a circuit breaker to clear a non-normal condition is not
recommended, unless directed by a NNC.
(c) It is suggested that whenever the crew take any action on the switches or push buttons which is not specifically
directed by NNC, the PF side ND may be put on CENTRE MODE. This will remind him that some action needs to
be undone. e.g.: Seat belt sign in case of turbulence needs to be switched off after the turbulence is over. Fuel
balancing needs to be stopped during approach. etc.

27. “REJECT TAKE OFF” (RTO) MANEUVER

(a) GUIDANCE
i. Below 80 KTS....reject due to master caution, system failure, unusual noise or vibration, tire failure,
abnormally slow acceleration, take off CONFIG warning horn, fire Warning, Eng failure, predictive wind
shear, side window opens, aircraft unsafe/unable to fly (These are the reasons, but need not be covered in
the briefing....It would suffice to say "in case of any malfunction before 80 KTS, I will reject "
After 80 kts reject for
1. Fire or fire warning
2. Eng Fail
3. Predictive wind shear warning
4. Unable/unsafe to fly.
These 4 Must Be Stated in the Briefing
ii. In case of LVTO, even though briefing would have covered the specificity of the call "go left or go right "PM
must be reminded that in case of an engine failure on take-off or in reject this aspect must not be
overlooked and may assume priority over his other actions.
iii. In case of fire, position the aircraft into the wind if possible.
iv. Parking Brakes must be set in case of reject below 100 kts. In case of reject >100kts, once a/c is stopped,
review not setting the parking brakes unless pax evacuation is needed
v. Do not taxi without area inspection by ATC in case of Engine separation
vi. On PA by PIC “crew at stations” this indicates to cc that an evacuation is impending or “cabin crew normal
duties” if an evacuation is not intended
vii. Do not say “standby to evacuate”
viii. Order evacuation only when the evacuation NNC dictates it.
ix. Area of responsibility CAPT....thrust lvrs & stt lvrs.
FO. .....fire switches
x. Evacuation command will be:
“evacuate, evacuate, evacuate” this means immediate evacuation from all usable exits

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 OR “evacuate right” x3 OR “evacuate left” x3 OR “evacuate fwd x 3. OR “evacuate rear” x 3 OR “evacuate
forward and over wing "x 3. OR “evacuate rear and over wing” x3. Revise these calls in your cabin crew pre
Flt Bfg with CCIC.
xi. Capt to open door
 and depending on situation in the cabin may call FO also to exit from cockpit door (otherwise FO to exit
out of window
 go back and assist in evacuation either on board or on ground. CCIC will ensure all have gone out and
exit last.
(b) PROCEDURE
MANOEUVRE MUST START BY V1
PF PM
Call Malfunction
Announce “REJECT” SEE SPEED OF REJECT
TH LVR CLOSE, A/T DISC VERIYFY TH LVR CLOSE, A/T DISCONNECT
MAX BRKS/AUTO BRKS “AUTO BRKS DISARM’’
SPEED BRAKES EXTEND “SP BRK EXTENDED”
MAX REVERSER “REV NORMAL//NO REV ENG #1//NO REV
ENG#2 OR NO REVERSERS”
CALL 60 KTS & THEN INFORM ATC
STOP A/C (REVERSERS MUST BE STOWED)
“IDENTIFY MALFUNCTION” STATES THE MALFUNCTION
“ANY MEMORY ITEMS” CONFIRMS
“CARRY OUT MEMORY ITEMS” DOES MEMORY ITEMS
ON PA BY CAPT. “CREW AT STATIONS” OR “CABIN CREW
RESUME YOUR DUTIES”
“ASK FOR R/W VACATION” OR CALL ATC
“SEVERE DAMAGE/FIRE NNC” OR READ NNC
“IF REQD “EVACUATION NNC” OR READ NNC
IF R/W VACATED, ASK FOR ENG FAIL NNC READ NNC

28. Engine Failure on Take Off

(a) Guidance:
i. At the first indication of an engine malfunction, the PM should call out “ENGINE MALFUNCTION” or “ENGINE
FIRE” and reset warning & bell. Do not indicate which engine has failed or attempt to diagnose the cause of
the failure at this point.
ii. A ‘reduced thrust takeoff’ is based on a minimum climb gradient that clears all obstacles with an engine failure
after V1. If an engine failure occurs during a ‘reduced thrust takeoff’, it is not necessary to increase thrust on
the remaining engine. If for any reason more thrust is desired, then, thrust on the operating engine may be
increased to full takeoff thrust by manually advancing the thrust levers. Additional performance margin is
not a requirement of the reduced thrust takeoff certification and its use is at the discretion of the flight
crew.
iii. During a ‘fixed’ derate take-off (e.g. 26K engine derated via FMC selection to 24K), a thrust increase beyond
the fixed de-rate limit following an engine failure could result in loss of directional control and should not be
accomplished unless in the opinion of the PIC, terrain contact is imminent.
iv. The rate of rotation, with an engine inoperative, is also slightly slower than that for a normal takeoff.
v. After liftoff, (pitch attitude of approximately 12.5°) follow F/D commands (pitch mode commands V2 to
V2+20 kts and roll mode commands wings level).
vi. The airplane heading is the best indicator of the correct rudder pedal input. In flight, correct rudder input
results in centering of the control wheel. To center the control wheel, rudder is required in the same
direction that the control wheel is displaced.
vii. Obstacle clearance or departure procedures may require a special EOEP (Engine Out Escape Procedure). If an
immediate turn is required, initiate the turn at the appropriate altitude (normally at least 400 feet AGL
unless required otherwise).
viii. Limit bank angle to 15° for speeds V2 + 15 or less. Bank angles up to 30° are permitted at V2 + 15 knots with
takeoff flaps. With LNAV engaged, the AFDS may command bank angles greater than 15 degrees.)
ix. When an engine fails during/ after takeoff, noise abatement is no longer a requirement.
x. At 400 ft PF “Hdg Sel” “State the malfunction.” The PM responds with the Type of failure/ malfunction e.g.
Engine flameout, severe damage, fire, separation etc. PM should check the engine parameters and call out,
identifying the engine indications e.g. “No N1 rotation, engine number one. Engine Seizure, Engine number
one.”
xi. Recommended Technique for an In-Flight Engine Shutdown

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 1. The PF verbally confirms the affected engine with the PM, then disconnects the A/T and slowly retards
the thrust lever of the engine that will be shutdown.
2. PM places a hand on and verbally identifies the start lever for the (bad) engine that will be shutdown.
3. PF places his hand on the other (good) engine start lever to ‘Protect’ it.
4. PF verbally confirms that the PM has identified the affected (bad) engine.
5. PF directs the PM to move the start lever to cutoff.
If the NNC requires activation of the Engine Fire Switch, coordinate as follows:
PM places a hand on and verbally identifies the engine fire switch for the engine that will be shutdown.
PF verbally confirms that the PM has identified the affected engine.
PF directs the PM to pull engine fire switch.
At engine-out acceleration the flight director commands a near level or a slight climb at 0 to 200 fpm.
xii. Decision for Air Turn back/continue to Dep Alt/Destination may be based on Departure weather/Alt
weather/urgency to land. As appropriate, captain to exercise his authority for landing back in case of un-
extinguished fire.
(b) ENG FAIL/FIRE ON T/O……..PROCEDURE
This non normal is best handled in 3 distinct stages,
PM TO CANCEL BELL IN CASE OF FIRE

PF PM
control a/c....with rudder. “+ve ROC”
rotate smoothly & continuously to 12.5 *.. (no bank)
“gear up”...follow FD pitch & roll commands (no bank) Retract gear
trim off rudder and elevator pressure
“400 ft”
“Hdg select” (Follow roll bar) Engage Hdg Select
“State malfunction” States malfunction
“Memory items” or“No memory items” Call &Carry out memory items
After memory items are completed “PAN-PAN/MAYDAY” “START Give call as required.
APU, CENTER TANK PUMPS ON” Start APU
“800 ft”
“Flaps up speeds” Selects flaps up speed
“Flaps 1” Select flap 1
“Flaps up” Select flaps up
M.. “Level change, MCT” “Flaps up no lights”
E.. “Engine Fail or Severe damage NNC” (as applicable) “up to Engage level change and set MCT
1 engine inop in NNC”
A.. “After take-off checklist” Read and do NNC
R.. “Relite option”? Do procedure and checklist.
D.. Decision and Decent checklist if applicable Check and carryout
I.. On PA “Ladies and gentlemen, this is your Captain. We
will be returning to……/We will be making an unscheduled
landing at ……. due to a technical problem with this
aircraft. Please be assured that there is no cause for
concern as this is only a precautionary measure. Thank
you.”
NOTE:
1. Auto pilot should be selected after roll mode has been selected and aircraft in trim, level change has been
made.
2. Select A/P on side of operating engine.(this may prevent it from tripping when APU is brought on bus)
3. Apply the one eng INOP C/L only after "MEARDI" has been applied Initial Climb---One Engine….After flap
retraction and all obstructions are cleared, on the FMC ACT ECON CLB page; select ENG OUT followed by
the prompt corresponding to the failed engine. This displays the MOD ENG OUT CLB page (ENG OUT CLB
for FMC U10.3 and later) which provides advisory data (MCT, ALT, SPD for an engine out condition.

29. ENGINE FAILURE ON APPROACH

1. If below 1000 ft AFE, in all cases, execute a missed approach, asked for radar vector or holding and complete the
appropriate NNC and then carry out the approach.
2. If above 1000 ft AFE, and VMC, approach may be continued with landing flaps if already selected and sufficient
thrust is available. If 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 by 20 kts over the previously set F30 or F40 Vref. Wind
additives must be added.

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 3. If above 1000 ft AFE, in IMC, carry out a missed approach, ask for radar vector or holding and complete NNC and
then carry out the approach.
4. Anytime an aircraft carrying out a Cat II/IIIA approach has an engine failure in IMC, an immediate Go Around is to
be initiated.

30. FIRE ON APPROACH AFTER LANDING FLAP SELECTED AND LANDING CHECKLIST COMPLETED OR BELOW 1000 FT.
(a) No action except inform ATC and PA call " Attn crew at Stns "
(b) Stop a/c. Do memory items and then evacuation C/L by ‘read and do’.
(c) Give evacuation order only when the check list leads you to do so.
(d) Do not call “standby to evacuate” or saying anything about evacuation, to the crew till the check list directs you to
order evacuation.
(e) If evacuation is not required, announce “crew normal duties”
(f) Before advising crew to evacuate, deliberate on the sides and exits to be used for evacuating
(g) After evacuation order FO, to open side window and be ready to exit out of the window. Capt to open cockpit door
and assist pax evacuation .Capt may call the FO to also come out of the cockpit door if situation at the back appears
favorable
(h) If a ENG /APU fire warning light is not illuminated, but a fire indication exists or is reported, discharge both bottles
into the affected ENG / APU bottle into the APU.
(i) There is no reason to discharge ENG or APU bottle for evacuations not involving fire indications (existing or
reported) e.g cargo fire, security, over run etc
(j) Eng fire switch....grab the switch and pull up. if not coming Up, press override button and pull .Can also be done by
the overheat/fire detection test switch, which can also unlock the switch.
(k) Fire switch when pulled ...opens Gene brkr //disables th rev.//. arms squib.//..closes bleed air
vv..//.deactivates hyd lo press lts //closes both, spar and HP fuel valves .//..closes hyd valves
(l) Rotating switch clockwise....right bottle is discharged. anticlockwise....left bottle is discharged
(m) Rotate to the extremity and look for discharge light illuminated.

31. ENG FAIL DRIFT DOWN

GUIDANCE
(a) Fly the aircraft,
(b) A/T disconnect,
(c) Live Eng Thrust Lever push forward to limit (MCT),
(d) Set Alt 240 (to be refined later),
(e) Set Spd 240( to be refined later )
(f) Level Change
(g) Exit Airway 90*
(h) Ask PM to give. pan pan call
(i) Review MEARDI
(j) Decision based on...Fuel consideration, wx, ldg dist
(k) 1 Eng Inop Max Alt ....PI 13.8
LRC control parameters..PI 13.9(N1,Mach,IAS,Fuel)
LRC fuel &time to destination at Alt.....PI 13.10
(l) FMC work...Crz Pg....Select Eng Out on side of failed Eng.
It will show modified eng out Crz ..refine MCP settings accordingly.
Eng-out target Spd & Alt keep getting updated as fuel keeps burning, and must be updated on MCP also

32. DUAL ENG FLAME OUT-ALL BY MEMORY

(a) GUIDANCE
The Instrument indications in the cockpit for a dual engine flameout would be similar to a dual generator fail.
However in case of the dual engine flame out the engine parameter would all be wounding down, where as in
case of dual generator fail the engine instruments may not be affected.
(b) Procedure
i. MAY DAY X3
ii. START S/W BOTH ON FLT
iii. Start LVRS BOTH CUT OFF.
iv. TURN GENTLY AWAY FROM TRK...
v. EGT DECREASING, Start Levers IDLE..
vi. ABOVE FL 270
vii. PITCH DOWN FOR SPD 275 KNOTS
viii. BELOW FL270
ix. PITCH DOWN FOR SPD 300 KNOTS
x. ST LVRS OFF AND ON. ..REPEAT...
xi. NNC....(7.6)

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 xii. APU Start (Best guaranteed below FL 250. Avoid repeated attempts to consume battery power)
xiii. Below FL 250, reduced speed to UP speed (will give best L/D and increase gliding distance)

33. Stall Recovery and Training

(a) Guidance
i. Recovery from an approach to a stall is a controlled flight maneuver, which is practiced in simulator to ensure
ability to control a stall. Most approach to stall accidents has occurred where there was altitude available for
recovery. The incidents that progressed into accidents often occurred because the crew failed to make a
positive recovery when the stall warning occurred, the condition progressed to a full stall, and the airplane
impacted the ground in a stalled condition. Emphasis, hence, must be on reducing the angle of attack below
the wing stalling angle to complete a positive and efficient recovery.
ii. Warnings...buffeting, stick shaker. .
iii. Characteristics....stall warning or buffeting or lack of pitch authority or lack of roll control or inability to arrest
descent (one or more of these could occur)
iv. Recovery at high alt results in a greater alt loss than a recovery at low alt.
v. Stick shaker is set to activate before the actual stall. There is sufficient margin of control to recover from stick
shaker without stalling.
vi. No change in config during any recovery and config change will be affected only in the missed approach
procedure ( Except in case of lift off, where, if flaps are up, call for flaps 1 )
vii. Upon completion of maneuver, recover to the command speed, adjust thrust as needed, and follow previous
instructions (e.g heading, altitude).
viii. Re-engage the autopilot and auto-throttle in accordance with normal procedures.
ix. Spd brks increase angle of attack which increases until buffet speed and stick shaker speed but has less effect
on the actual stalling spd...
x. All recoveries from approach to stall should be done as if an actual stall has occurred.
(b) Approach to stall/stall recovery in training OR in flight
Recovery will be initiated at the first indication of approach to stall, buffet or low speed warning or stick shaker.
For training in SIM, recovery is to be practiced at stick shaker and the other warnings are to be ignored. A/T is to
be disconnected by the instructor and Thrust levers closed. Auto Pilot is to be kept engaged till stick shaker
i. Level off phase ....recovery.(carried out at High Altitude)
1. Auto pilot disconnect
2. Lower Pitch towards zero, to un-stall the wing.(This will lead to stick shaker stopping since the angle of
attack is reduced)
3. Hold pitch where the stick shaker stopped
4. Roll to wings level
5. As the stick shaker stops, SMOOTHLY AND PROGRESSIVELY add max thrust and hold Pitch at the stick
shaker stopping point (when power is being added to accelerate, nose down trimming may be reqd to
hold the pitch attitude)
6. Speed brake retract
7. Once out of amber band gently raise pitch towards the PLI to recover lost Alt. When in control, engage
automation., Auto Pilot on...Lvl Ch, Hdg Sel, A/T on ..., Spd Set above amber band
ii. Base Turn Phase....(This training can be carried out during a turn from downwind to base or on Radar vectored
ILS when turning to intercept localiser ...with A/P Engaged,, Gear - Up, Flaps 5, spd brakes Retracted and stick
shaker occurring in turn)
Recovery
1. A/P disengage
2. Lower pitch and Hold pitch at the point where the stick shaker stopped.
3. Roll to wings level through the shortest direction
4. As the stick shaker stops, apply thrust as required to accelerate.
5. Ensure Nose does not pitch up and lead to stick shaker again (nose down trim will be needed)
6. Once accelerated out of half of the amber band, (1g capability now exists )start pitching up GENTLY to
regain alt, and when alt is recovered, adjust power to maintain F5 SPD
7. When in control, Engage Automation i.e A/P, A/T
8. Missed approach must be carried out on r/w hdg
iii. Final approach...Stick shaker in ldg config ..
Recovery....
1. A/P disengage, A/T disconnect, Lower pitch and simultaneously increase thrust to maximum power and
trim down as required. Hold pitch at the point where the stick shaker stopped.
2. Increase pitch attitude towards PLI to climb.
3. Spd crossing Vref, start clean up sequence (flaps & gear)
4. Follow missed approach procedure

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 (c) Responsibilities of PM
PM to monitor altitude and airspeed. Verify all required action are done and callout omissions and any trend
towards terrain contact.

34. TURB IN CLIMB.

GUIDANCE
(a) Strong echoes must be avoided by 20 NM or more, particularly above FL 200.
(b) Cockpit lighting to hi intensity
(c) Reduce to turbulence penetration speed. (This should be worked out fairly in advance when areas of turbulence
are known to be encountered) PI 20.1
(d) After crossing thunderstorm area, check flight instruments, pitot and static heating, radio and nav eqpt, compass
readings, elect syst
(e) Wx Rdr on during night flts, atleast on PF side.
(f) If on auto pilot... in case of severe turb, turn off Alt Hold.
(g) If not on auto pilot ..., leave stab trim in Lvl Flt trim setting and use moderate elevator force.

35. WIND SHEAR

(a) GUIDANCE
It is any abrupt change in speed and direction of the wind in a very short distance in the atmosphere. Direction
changes of 180 deg and velocity of 50 knots or more within a band of 200 ft have been recorded. It is an unusual
phenomenon and therefore a problem. The most obvious cause of significant low level wind shear is the gust
formation and front associated with a thunderstorm.
In a DESCENT OR ON APPROACH…….. if you suddenly encounter a head wind or an existing component increase,
the aircraft pitches up and ROC, ALT, and airspeed increases. Similarly in a tail wind, speed decreases, aircraft
pitches down and altitude decreases along with ROC in take off.
THE WORST SCENARIO is to fly into a sudden tail wind. It results in loss of lift and drop of speed. Encounters near
the ground are most threatening due to very little time or altitude to recover. Hence standard strategies are
evolved
(b) INDICATIONS: AURAL OR CHANGE OF 5 deg PITCH OR 15 KNOT SPEED OR 500 FEET V/S OR 1 DOT GLIDE SLOPE
OR UNUSUAL THRUST LEVER POSITION.
i. < T/O …. Delay or choose runway longest and not affected.
ii. During T/O ROLL—Warning “wind shear ahead”…
Before V1 … Reject.
If near V1- rotate normal to 15 deg. Once airborne
perform escape maneuver.
Near VR… And speed suddenly decreases and runway
left is less, .. at 2000 ft to go ….. rotate.
iii. After V1 … perform wind shear escape maneuver.
(c) ESCAPE MANEUVER
MANUAL. No change in configuration, Auto pilot off, TOGA, Max thrust, A/T off, Wings level, Rotate to 15 deg.
Speed brake in IN AUTO. TOGA, verify, speed brake in DURING APPROACH- Perform escape maneuver
or do normal go round if above 1000 feet.
IF DEPARTING and doubting existence of wind shear ..max take off thrust,higher flap setting, longest runway.
Consider VR for max gross WT.

36. CABIN ALT WNG HORN / RAPID DES / EMERG DES

(a) Guidance
i. Generally there are 2 scenarios when a Rapid Descent may be required.
1. The cabin altitude has reached 10000 feet (cabin alt warning horn sounds) and Is not getting controlled.
This abnormality is normally due to some failure in the pressurisation system or slow leak. (The cabin rate
of climb shows an increase and the Cabin Alt starts increasing & differential pressure starts reducing). In
this case the cabin ALT may come under control by timely memory actions
2. A structural failure which leads to a rapid loss of cabin pressure and the cabin rate of climb indication goes
to max climb and cabin Alt starts rapidly moving to environmental Alt., differential pressure moves
towards zero (needles move at a much faster rate than in the case of a leak).
ii. Structural failure is generally indicated by a loud bang and hissing sound like a inflated balloon being
punctured, papers flying around, cockpit misting. Chest and stomach discomfort is also likely. Cabin Alt
warning horn also sounds thereafter.
iii. Time is limited (12 mins of pax oxygen) to accomplish the descent to a safe altitude for the pax to remain
without oxygen.
iv. The full procedure from the time of occurrence is by memory and the QRH is confirmatory.

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 v. Initial memory items should normally be done by both the PF & PM. However in case a pilot is taking undue
long to don his oxygen due any reason, the actions may be started by the other pilot. Cabin Altitude warning
horn may be cancelled by either Pilot.
vi. Donning of the oxygen mask is most important. Do not look up at the pressurization panel on hearing the cabin
altitude warning horn.
vii. Time of useful consciousness is 9- 15 sec at 410
viii. All actions must be done deliberately and methodically and each pilot should call out and do his actions (this
enables the other Pilot to track any effect of hypoxia on the pilot doing the actions)
ix. After level off rate of decent is to be 500 ft per minute or below unless controllability is an issue.

(b) Procedure
PF PM
Don oxygen, 100%. Don oxygen, 100%.
Establish communication Establish communication
Cancel cabin alt warning horn Cancel cabin alt warning horn
Monitor PM memory actions
1. Pressn mode sel... Man
2. Outflow vv close Look for effect on the
cabin rate of climb (should stop increasing
& start reducing) & differential press
needle (should stop reducing). Cabin Alt
should stop increasing
3. Chk cab alt… If crossed or nearing
14000...inform PF
4. Seat belt sign on, Pax oxygen on, Stt s/w
cont
5. Set 7700
NOW MONITOR PF ACTIONS
1. “Emergency Descent (three times).. This is your Capt.
Return to your seats and use your Oxygen Masks ”
2. Hdg change if reqd & Hdg Sel
3. Alt reduce &LVL ch.
4. Spd window opens ..must show spd. press change over
s/w if reqd to change from. mach to speed
5. Thrust levers pull back without disconnecting. A/T
6. Spd brk extnd
As descend established
Now varify the Above Actions in reverse sequence (6 to 2). 6. Give MAY DAY call
6. Chk spd brks posn. 7. Obtain & set & fly area QNH, if applicable
(both sides)
5. Chk thrust lvrs back
4. Re-set spd VMO/MMO or leave
existing spd if structural damage
3. Re-set alt (10000 or MEA whichever is higher).
2. Reset hdg (radar or parralel track).
After completing the above actions, consider lowering of gear. 8. Lower gear if commanded.
(spd < 270 for lowering.)
“Cabin altitude warning, emergency descent NNC” 9. Read NNC
“2000 ft”
speed brake retract “1000 feet to LVL”
“speed<235, gear up” Gear up
After level off, speed as reqd i.e speed at time of structural
damage or 250// 300// LRC
“Ladies and gentlemen, this is your Captain. We have
completed our descent to a safe altitude. The situation is
under control. Cabin Crew-carry out post depressurization
duties.”
Note:
1. In case of structural damage, if excessive juddering is experienced, the speed brakes may be reduced.
2. After level out, the state of pax and crew must be ascertained and further action planned as appropriate.
Cancel distress if applicable. Request priority routing and landing

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 3. Oxygen masks to be removed only when cabin alt is 10000 and one by one after checking if other pilot is
feeling ok. Mask/Boom s/w to be re-set to Boom

37. WING BODY OVER HT.

GUIDANCE. An overheat occurs from a bleed duct leak. The right wing duct generally only involves the wing anti ice
operation. The left wing duct involves the APU also in addition to the Wing anti-ice, and here, elimination of the leak
from APU also is necessary. APU use is possible only as an elect source. It takes a little time for the duct to cool down.
PROCEDURE..Read and do NNC (2.14)

38. ENG FUEL LEAK

(a) GUIDANCE
i. Consider possibility of leak anytime an
1. Unexpected quantity is observed
2. FMC fuel message….using reserve fuel or insufficient fuel or check FMC Fuel qty
3. imbalance condition is experienced
ii. Can be detected by discrepancies in Flt Log, visual report, or by some annunciation.
iii. Estimated FOB at destination is known at the beginning of the flight and can be viewed all the time on the
Progress page .This would not change very much in a FLT. A continuous change in this figure would also
indicate a leak. It would be good Captaincy to note this expected figure on the Flt Plan at the beginning of
the Flt itself and keep comparing it with the indication of the PROG page, at the time of every fuel check
iv. Tank leak would result in total depletion of fuel even with eng shut down. After 20 min, expect respective
side hyd sys failure (no EDP and overheat of pump due no fuel in tank)
v. The NNC leads to ENG shut down, so that total loss of fuel is prevented and LO FUEL state is avoided and
also to remove a fire hazard
vi. The risk of fire increases with the use of Reversers, which significantly changes the flow of air around the
engine and can disperse fuel over a wider area.
(c) PROCEDURE - Read & Do NNC (12.7)

39. FUEL BALANCING

(a) GUIDANCE
The primary purpose of fuel balance limitations on Boeing airplanes is for the structural life of the airframe and
landing gear and not for controllability. Lateral control is not significantly affected when operating with fuel
beyond normal balance limits. The IMBAL NNC should be accomplished when the fuel balance alert is received.
There is a common misconception among flight crews that the fuel cross-feed valve should be opened immediately
after an in-flight engine shutdown to prevent fuel imbalance. This practice is contrary to Boeing recommended
procedures and could aggravate a fuel imbalance. Arbitrarily opening the cross-feed valve and starting fuel
balancing procedures, without following the checklist, can result in pumping usable fuel overboard.
Fuel Balancing Considerations
Consider the following when performing fuel balancing procedures:
i. routine fuel balancing when not near the imbalance limit increases the possibility of crew errors and does not
significantly improve fuel consumption
ii. during critical phases of flight, fuel balancing should be delayed until workload permits. This reduces the
possibility of crew errors and allows crew attention to be focused on flight path control
iii. fuel imbalances that occur during approach need not be addressed if the reason for the imbalance is obvious
(e.g. engine failure or thrust asymmetry, etc.).
iv. Cross feed valve Open…. Verify cross feed VALVE OPEN light illuminates bright and then Dims.
Closing cross feed…..Verify cross feed VALVE OPEN light illuminates bright and then extinguishes.
(b) PROCEDURE - Read & Do NNC(12.15)

40. TE FLAP ASSY

(a) GUIDANCE
i. On being commanded to lower or extend flaps, the pilot doing the
same, must check speed, move lever to commanded position, look at the gauge, call selected and moving and
keep hand on lever till position is reached. Call the position. The lever must be returned to vacated position
the moment an asymmetry is seen on the gauge.
ii. Flap lever moved 1--25..TE flaps move to commanded position.
LE flaps move to full ext position
Slats move to ext position
moved > 25....TE flaps go to commanded position,
LE flaps remain fully ext position
Slats go to fully ext position
iii. LANDING....full maneuvering capability exists even if assymetry occurred at flaps just out of full up position
.Burn off fuel to reduce wt and app spd.1 kt of reduction in speed needs about 800 kg burn off. Bring down wt

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 to get speed <195 kts(tire speed limitation) pitch attitude and ROD on finals is higher than normal. Air speed
bleed off in flare is difficult and will delay touchdown, affecting landing distance which higher as it is. Aircraft
should be flown to the runway surface at the desired touchdown point.
(b) PROCEDURE. Read and do NNC

41. RUN AWAY STAB

(a) GUIDANCE
Un commanded stab trim movement occurs continuously.
i. hold the control column firmly to maintain the desired pitch attitude
ii. if un-commanded trim movement continues, move the control column in opposite direction, the stab trim
commands are interrupted when control column is moved in the opposite direction
iii. use elect trim.....runway may stop
iv. if not stopping...use manual trim
v. ask for longer vectors and request +\_ 2000feet and tell ATC you need shallow turns
vi. configure early and avoid large thrust change
vii. The stab trim cutout interrupts power to the main elect trim motors and the auto pilot trim cuts out the pwr
to the A/P elect trim motors
viii. TCAS to TA....
ix. seat belts on
(b) PROCEDURE.NNC 9.1

42. STAB JAM

(a) GUIDANCE
i. Most common reason is Either a failed stab motor or a failed stab actuator
ii. Failed motor causes a loss of elect trim through both the autopilot and control wheel switches. Manual trim is
available. The effort required to manually rotate the trim wheel is higher than normal.
iii. Failed actuator causes loss of trimming capability.( Auto pilot, control wheel switches as well as manual trim
wheel). The stab just cannot be trimmed
iv. Flt tests have shown that a safe Landing can be made with stab trim INOP.
v. Ice accumulation on jack screws can be a reason. Can descend down to warmer region and try again
(c) Procedure…NNC 9.8

43. ELEV JAM

(a) GUIDANCE
i. PRIOR TO TAKE OFF..., if detected, REJECT
ii. IF ON TAKE OFF.............
1. both pilots to apply force to try and clear jam or activate the override feature.
2. use stab trim to rotate..
3. Move each control col individually...to identify if only one side jammed ...
4. Use stab trim for control and allow for slow response.
5. May Day call. Request ATC for 4000 feet height band to be kept clear....ask for longer vector use ILS
guidance if available.
6. Flap 15 landing
7. Flare a bit early with force....
8. Avoid go round....if needed open pwr slowly in coordination with trimming
9. Have cabin prepared for evacuation
10. All crew at stns call at 1000’ and brace x 3 call at 500 feet or latest by 200 ft or ALTERNATE SIGNAL i.e.
four chimes of seat belt sign...by PM
iii. IF IN CLMB..., ................it is not easy to detect since it gets masked by the Trim
iv. IF IN CRZ... jammed control due icing could clear if descend is made to warmer region. LASAP IN FLT- some
of the indications are…unexplained auto pilot disengagement, auto pilot that cannot be engaged,
undershoot or overshoots of ALT during level off, higher than normal control forces required during speed
or config. changes.
(c) PROCEDURE NNC 9.8

44. MANUAL REVERSION.

(a) GUIDANCE
i. Both Hyd A and B Inop
ii. May Day May x 3
iii. Assured Ldg clearance required give expected landing time to ATC
iv. Request 2000 feet above and below to be kept clear
v. Ailerons and Elev controlled manually.
vi. Noticeable dead band in Elev and Aileron controls

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 vii. Higher than normal control forces required. Elect and Manual trimming is available.
viii. Rudder powered by stand by Hyd Sys.
ix. Limit bank angle to 20 to avoid over banking
x. Descend in v/s mode at 800--1000 ft per min 10.
xi. Avoid overweight ldg.
xii. Configure early. Flaps should be taken from 1 to 10 directly to have more margin to the lower amber band.
Gear manual extension. Give adequate time to accomplish (about 20 mls to touch flown).
xiii. Flap 15 landing
xiv. Ask for longer straight in approach..Use ILS guidance if available (it would be prudent to select a runway with
least cross wind to avoid corrections due to drift close to the ground )
xv. On final approach, trim slight nose up & hold light fwd press on control column to minimize elevator dead
band
xvi. Initiate flare a bit earlier. Thrust reduction could be done by PM
xvii. Thrust Rev Operation is slow.
xviii. Apply steady brake press as only accumulator press is available.
xix. Do not taxi. Request tow truck
xx. If go round required, apply thrust smoothly and in coord with stab trim
xxi. Do not arm Auto Brk and Spd Brk for landing
xxii. Have cabin prepared for evacuation
xxiii. All crew at stns call at 1000 ' and brace x 3 call at 500 feet or latest by 200 ft...by PM
(c) PROCEDURE…READ AND DO NNC (13.10)

45. PARTIAL GEAR UP LDG

(a) GUIDANCE
i. land on all available gear.
ii. do not recycle the gear in an effort to lower the remaining gear.
iii. a gear up or partial gear up ldg is preferable to running out of fuel in an attempt to solve a gear problem.
iv. burn off to reduce landing wt and speed.
v. foaming is not necessary.
vi. advice crew.
vii. use rudder and nose wheel steering below 60 kts and use differential braking.
viii. use spd brks only if ldg dist is critical. Best avoided for evacuation. if have to use, delay extending till nose
and both sides have completely touched down.
ix. reversers to be used only if stopping dist is critical.
x. land in center if only nose gear affected ....land on side corresponding to the side which gear is down and
use brake also on same side.
xi. all gear up…. land in center.
xii. evacuation….may or may not be required
xiii. Have cabin prepared for evacuation
xiv. All crew at stns call at 1000 ' and brace x 3 call at 500 feet or latest by 200 ft...by PM
(b) PROCEDURE NNC 14.22

46. AIR GND SENSOR FAULT....

(a) GUIDANCE
Ldg GR LVR not moving up.
i. Aircraft is cleaned up to establish whether the AIR GND sensor has failed or the LDG GR LVR lock solenoid
has failed.
ii. If horn comes on after clean up, it is sensor fault and a air turn back would be required.
iii. If NO horn, ...trigger is used and gear retracted and flight can continue...
iv. Sensor fail will result in failing of all items associated with the sensor, --
1. TH HOLD remaining on( since it senses A/c to be on GND )
2. TCAS FAIL ( because it does not come below 1000 feet)
3. N1 will not come on when selected ...T/O, WILL REMAIN
4. Cabin will not pressurize because it pressurizes only once airborne,
5. Vref cannot be set since it cannot be set on ground.
(b) PROCEDURE…..NNC

47. INSTRUMENT FAILURE

On indication of Instrument failure, the Pilot on whose side the failure is annunciated, MUST:
 Announce the failure
 Ask the other Pilot “Confirm any failure your side”

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  The pilot being questioned, must cross check his instruments with the standby and then confirm as " no failure my
side " OR "
 indication my side also "
 In case of no failure on the other Pilot side, hand over controls to him and carry out the relevant NNC.
 In case of failure indication on both sides, The PIC is to take over controls (if required) and ask for NNC and plan
further action.

48. BOTH GEN FAIL...APU OK

(a) GUIDANCE
i. 2 out of 3 sources must be available.
ii. Since only APU is available, it becomes LASAP.
iii. Plan descend to 250 or below for APU start. APU start can be tried < FL 250. If both Gen do not come on,
only 1 attempt at APU start, to preserve battery power.
iv. fully charged 2 batteries can supply a minimum of 60 mins of stand by power
v. left IRS works as long as battery power remains.
vi. CB Panels: P6 behind FO and P18, behind Capt
vii. Must start going towards an airfield ....take ATC help.
viii. When operating on s/b power, flaps operate normal, but no Indication
ix. No auto speed brakes on landing
x. No Wx radar, No anti ice, No window heat.
xi. No fuel boost pumps and only wing suction feed available
xii. No elect trim, No Auto Pilot, No A/T
xiii. No auto brakes. No Anti-Skid
xiv. Only manual pressurization
xv. No auto call outs
(b) PROCEDURE..DO NNC 6.2

49. UNRELIABLE ASI

(a) GUIDANCE
i. Airspeed Unreliable......Increased reliance on automation has de-emphasized the practice of setting known
pitch attitudes and thrust settings. However, should an airspeed unreliable incident occur, the flight crew
should be familiar with the approximate pitch attitude and thrust setting for each phase of flight. This
familiarity can be gained by noting the pitch attitude and thrust setting occasionally during normal flight. Any
significant change in body attitude from the attitude normally required to maintain a particular airspeed or
Mach number should alert the flight crew to a potential airspeed problem.
ii. If abnormal airspeed is recognized, immediately return the airplane to the target pitch attitude and thrust
setting for the phase of flight. When airplane control is established, accomplish the Airspeed Unreliable NNC
iii. adjust ATT and SPEED
iv. probe heat on
v. x-check speeds both sides ...
vi. can be due Pitot block /freezing...spd slowly drops to zero if ram air inlet and drain holes are both
blocked.....speed indns abnormal (could be increasing airspd in clmb, decreasing air spd in descend or
abnormal air speed in crz)
vii. Radome damage or missing
viii. Pitch Attitude for each stage is imp e.g lvl is 6*..60%
ix. grnd spd can be seen from FMC & IRS and can also be asked from radar controller.
(b) PROCEDURE NNC 10.1
Climb: Flaps Up, Set Max Climb Thrust
PRESSURE WEIGHT (1000 KG)
ALTITUDE (FT) 60 70
30000 PITCH ATT 3.5 4.0
V/S (FT/MIN) 1500 1100
20000 PITCH ATT 6.0 6.0
V/S (FT/MIN) 2600 2100
10000 PITCH ATT 8.5 8.0
V/S (FT/MIN) 3600 3000

Cruise : Flaps Up, %N1 for Level Flight

PRESSURE WEIGHT (1000 KG)
ALTITUDE (FT) 60 70
35000 PITCH ATT 2.5 3.0
%N1 84 87

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 30000 PITCH ATT 2.0 2.5
%N1 83 84
25000 PITCH ATT 2.0 2.5
%N1 79 81

Descent: Flaps Up, Set Idle Thrust

PRESSURE WEIGHT (1000 KG)
ALTITUDE (FT) 50 60
40000 PITCH ATT -0.5 0.5
V/S (FT/MIN) -2400 -2300
30000 PITCH ATT -2.0 -1.0
V/S (FT/MIN) -2600 -2300
20000 PITCH ATT -2.0 -1.0
V/S (FT/MIN) -2300 -2000
10000 PITCH ATT -2.0 -1.0
V/S (FT/MIN) -2100 -1800

50. CAPT IN-CAPACITATION ON TAKE OFF ROLL

If the Captain gets incapacitated at a speed of less than 80 Kts, the F/O is to Reject the Take-off. Above a speed of 80
Kts, the F/O is to continue the Take-off. If the F/O is Cat II/IIIA qualified and the reported RVR is within minima for Cat
II/IIIA approach as applicable, the F/O is to do a Cat II/IIIA approach and autoland after declaring a medical emergency.
However, if the F/O is not Cat II/IIIA qualified and the reported RVR is below Cat I minima, the a/c is to proceed to T/O
Alternate after declaring a medical emergency.

51. PAX COMMUNICATION

PA Announcements for Emergency and Non - Normal Situations
(a) Rapid Depressurization Emergency Descent
“Emergency Descent Emergency Descent, Emergency Descent. This is your Captain. Return to your seats and use
your Oxygen Masks!” On Leveling Off At Safe Altitude “Ladies and gentlemen, this is your Captain. We have
completed our descent to a safe altitude. The situation is under control. Cabin Crew- carry out post
depressurization duties.”
(b) Technical Turn Back
"Ladies and gentlemen, this is your Captain. We will be returning to ……/We will be making an unscheduled landing
at ……. due to a technical problem with this aircraft. Please be assured that there is no cause for concern as this is
only a precautionary measure. Thank you."
(c) Emergency Landing
"Ladies and gentlemen, your attention please. This is your Captain. We will be making an emergency landing in
about …...minutes. It may be necessary to evacuate the aircraft after landing. This can be done successfully. Please
follow the instructions of your Cabin Crew at all times. They will now instruct you on the procedures to follow”,
(d) Bomb on Board As covered in the ‘SUSPECT DEVICE (BOMB) ON BOARD' Cockpit Quick Reaction Card (CQRC-02).

52. CABIN CREW COMMUNICATION

Flight Crew–Cabin Attendant Emergency Communication Procedures cockpit-to-cabin commands via the pa system:
(a) In-flight Emergencies
i. To alert the Cabin Crew that an In-flight emergency situation exists: “SENIOR CABIN ATTENDANT TO THE
FLIGHT DECK”
ii. This command must never be used in a normal situation.
iii. Along with the above command, the fasten seat belt sign will be selected ON.
iv. Then, on final approach at 1000 feet AGL, “ATTENTION CREW AT STATIONS” by the PM
v. For an anticipated hard landing/gear-up/partial gear-up landing/ ditching, at a height of 500 feet and not
later than 200 feet AGL: “BRACE, BRACE, BRACE” or ALTERNATE SIGNAL i.e. four chimes of seat belt sign
by the PM
(b) Ground Emergencies
i. To alert the Cabin Crew that a Ground Emergency situation exists: “ATTENTION CREW AT STATIONS” The Cabin
Crew must immediately proceed to their pre- assigned stations, look outside, evaluate the situation and wait
for further instructions.
ii. If an evacuation is warranted, the command from the Flight Deck will be: “This is the Captain. EVACUATE,
EVACUATE, EVACUATE” or ALTERNATE SIGNAL i.e. four chimes of seat belt sign, this command means
immediate evacuation through all usable exits.
OR. “EVACUATE RIGHT ONLY, EVACUATE RIGHT ONLY, EVACUATE RIGHT ONLY " (or EVACUATE LEFT as
appropriate).
OR. “EVACUATE FORWARD ONLY X 3

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 OR. “EVACUATE REAR ONLY X 3
OR. “EVACUATE FORWARD AND OVER WING ONLYX 3
OR. “EVACUATE REAR AND OVER WING ONLY” X3
(c) If subsequent to announcing that an emergency situation exists, the PIC decides that an evacuation is not
warranted, then he must command: “This is the Captain. “Cabin Crew resume your duties”. The PIC must then
follow this announcement up with an explanation to Passengers and Cabin Crew according to the situation.
53. PANPAN/MAYDAY
GUIDANCE
MAYDAY: MAYDAY. A grave and imminent threat requiring immediate assistance call three times in a row. The
following format is recommended.
“MAYDAY, MAYDAY, MAYDAY; Aircraft call sign and type; Nature of emergency; Pilot's intentions and/or requests;
Present position and heading (or if lost then last known position and heading and time when aircraft was at that
position), Altitude or Flight level; Squawk Code; Number of souls on board; Any other useful information.” (e.g.
“MAYDAY, MAYDAY, MAYDAY, Delhi Control, SpiceJet 345, main electric failure, request immediate landing at Delhi,
position 35 miles south west of DPN, heading 120, flight level 80, squawk 7700, 150 persons on board”.
MAYDAY relay: If an aircraft makes a MAYDAY call and it is not acknowledged by the ATC, then another aircraft
receiving the MAYDAY call should attempt to contact the ATC on behalf of the MAYDAY aircraft by broadcasting a
MAYDAY relay. A MAYDAY relay call should use the call sign of the transmitting (own) aircraft and give the name and
position of the MAYDAY aircraft.
PAN PAN: PAN PAN is used to indicate an urgent situation of a lower order than a "grave and imminent threat requiring
immediate assistance", such as a mechanical breakdown or a serious medical problem. A state of urgency, distinct from
a MAYDAY call which means there is imminent danger to life. Thus "pan-pan" informs potential rescuers (including
emergency services and other aircraft in the area) that a safety problem exists whereas "MAYDAY" will call upon them
to drop all other activities and immediately initiate a rescue attempt.
The following format of a PAN PAN is recommended “PAN-PAN,PAN-PAN,PAN-PAN; Details are similar to MAY DAY e.g.
“PAN-PAN,PAN-PAN,PAN-PAN, Delhi Control, SpiceJet 345, pressurization problem, request descent to FL 100, request
return to Delhi, present position 35 miles south west of DPN, heading 120, flight level 180, squawk 0247”.
Cancelling a MAYDAY OR PAN PAN call: In the rare event that the PIC determines that the situation has improved and
the aircraft is no longer under a grave and imminent threat, then he may consider cancelling the MAYDAY OR PAN PAN
condition. In this case, the appropriate call is “CANCEL DISTRESS”. The call of course must be supplemented with
relevant information about the aircrafts position and status.
The Table below shall be used to determine what type of situations warrant a MAYDAY
FAILURE CALL COMMN TO CC
1. Both Eng Fail MAY DAY Prepare for Crash Ldg/Ditching Brace call. Evac on
Ldg
2. Eng Fire (inext) MAY DAY "". "". """". """"". """
Confirm from ATC
3. Man Reversion MAY DAY. """"". """""". """"". """"
Keep R/W clr. """"""". """"". """"". """"
4. Elect Fire/ Smoke MAY DAY Prepare for Evcn
Locate source if possible
5. Loss of both eng PAN. Advice.
Gen (MAY DAY if not recovered) No lts in cabin Pressn
Radar vector. Problem. Diversion
Possible
Loss of Comn
6. Emerg des. MAY DAY. Cabin report
Med asst.
Nos of wounded/
Needing oxy. Airport
of Ldg. Time of Ldg
The Table below shall be used to determine what type of situations that warrant a PAN PAN
1. 1Eng Fail PAN PAN Advice
2. Loss of Sys B. Advice ATC. No. Advice
Assistance
3. Loss of Sys A. Advice ATC .May be. Advice
Committed to land
4. Jam Stab. PAN PAN. Advice. Pitch movements
Longer vectors
5. Flap up Lgd. PAN PAN. Advice
Hi Ldg Spd
6. TFR Bus Off. PAN PAN. Advice
Possible BRKS problem
7. Door lt & depressurization Advice ATC Advice. If Cabin Door,
Controllable/slow rate. direct Pax away from door
8. Wheel Well Fire. PAN PAN Prepare for Evcn
R/W insp. Tow after Ldg
The above suggestions may not be all inclusive and PIC must access the failure and implications after having
reviewed the appropriate NNC.

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 INTENTIONALLY

LEFT

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