2022

XJ LARGE JET TRANSITION

STUDENT MANUAL

April 1st, 2022

XJ LARGE JET TRANSITION
01/04/2022
 XJ LARGE JET Student Manual

INDEX

1. FTD PROCEDURES AND NOTES………………………………………………………...…3

2. CONTENTS……………………………………………………………………………………4
3. SYLLABUS………………………………………...……………………………………….…8

4. FTD FLIGHT OPERATION MANUAL…………………………………………..…………37

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FTD PROCEDURES AND NOTES

Notes:
Using adv FTD
2 trainees per session
Duration: 2 weeks
Brief following items in classroom and practice during training.
Use English all the time during FTD training.
Debrief after session.

1. Checklist management/accomplishment
2. Attitude Instrument Flying.
• Instrument interpretation and scanning techniques.
• Intercepting Tracking VOR or LOC.
• DPs, STARS Procedures.
• Holdings and DME Arcs.
3. Altitude Selection on the Mode/Flight Control Panel.
4. FMS Usage.
5. Operation of Speed Brakes.
6. Autopilot Operation and Basic Automation Dependency
7. Crew Responses to Emergencies and Abnormal Situations.
8. Timing, Descent Planning and Workload Management.

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CONTENT

2.1 Objectives ................................................................................................................................. 5

2.2 Description ................................................................................................................................ 5

2.3 Syllabus Content ....................................................................................................................... 5

2.4 Completion Standards ............................................................................................................... 6

2.5 Approximate Training Time ..................................................................................................... 7

2.6 FTD training ............................................................................................................................. 7

2.7 Termination............................................................................................................................... 7

2.8 Briefing ..................................................................................................................................... 7

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2.1 Objective
• To learn, practice and evaluate the procedures required for a safe and effective
operation of a Multi Crew Aircraft
• Apply advanced systems knowledge and crew resource management skills in the
operations of a jet aircraft.
• Provide students an understanding of high-altitude flight theory, advanced
aerodynamics and problem solving using abnormal checklist.
• Recognize the importance of Procedural Compliance during flight operations.
• Expose students to the regimen of airline training they should expect as a new hire
and provide them the skill sets to maintain the pace of training and the pace of
execution that is expected of a Copa Airlines Pilot.

2.2 Description
The FTD Training program will be conducted over 9 sessions. All flights are completed with a
two-person crew in which one trainee will assume the role of Pilot Flying (PF) and the other the
role of Pilot Monitoring (PM). Pilots are trained in PF and PM roles. SOPs and Checklist are
used to operate the aircraft at all times.

2.3 Syllabus Content

This syllabus describes all the events covered during the FTD training phase of the Jet Transition
Program. The FTD phase consists of nine sessions per pilot consisting of approximately a two
hour briefing (2:00 hour) and one and half hour FTD time (1.5 hour) per student.
This syllabus is designed to prepare pilots who will be undergoing initial training who have had
very little experience with Jet Aircraft or with multi crew operation.
Pilots who are familiar with both will progress to advanced training items more quickly and will
receive the opportunity to deal with more complex emergencies and high workload/systems
problem scenarios.
English will be used during all training events during FTD training.

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Phase 1

Consist of Sessions 1-3

Training objectives:
• FTD familiarization.
• Flight Preparation and setup during ground operations.
• Operation of aircraft systems and the integration of systems knowledge in cockpit
procedures
• Verification of basic Flying Skills.

Phase 2
Is comprised of sessions 4-6.
Training objectives:
• Introduction to Basic automation.
• Concepts of Automation Management (How to recognize when they are not receiving the
correct results and system behavior from their inputs to automation) • Approach
preparation, understanding and execution (ILS and NON-ILS).
• Working as a crew in a high workload environment.

Phase 3
This phase is composed of sessions 7-8

Training objectives
• Demonstrate how to manage Non-Normal situations with special emphasis on V1 cut and
Instrument procedures.
• Use of the emergency checklist.
• How to execute Normal and Non-Normal procedures at the pace expected during an
airline initial training.

2.4 Completion Standards

Upon Completion of the program, candidates will be able to:
Demonstrate the ability to safely operate the FTD as a Jet Airplane. Use Standard Operating
Procedures, Standard Callouts, Approved Airplane Flight Manual (AFM) and airplane checklist.
Demonstrate proper checklist use as a crew in both Normal and Non-Normal situations.
Understand the difference between the roles of pilot flying (PF) and the pilot monitoring (PM)
and the importance of cockpit leadership and Workload Management.

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2.5 Approximate Training Time

13.5 Hours as Pilot Flying PF
13.5 Hours as Pilot Monitoring
PM
27.0 Hours Total Time.

2.6 FTD training

Criteria used in the FTD sessions will be devoted to a Final Check Ride at the completion of the
syllabus. The Jet Transition FTD training is programmed to be comfortably completed, in 9
sessions. Nevertheless, extra training sessions could be scheduled, in case remedial training is
needed and approved by Copa Airlines.
A session is composed of a 1:00 briefing, 3:00 of training interrupted halfway by a short break to
allow for both pilots to swap seats/roles (PF and PM), and a 2:00 de-briefing for a total elapsed
time of 6:00.
The PF position during the FTD training is conducted while on the right seat, the instructor
should allow the PM on the left seat to participate as much as possible (reading checklists, tuning
radios, etc., as requested by the PF) from that side to get both pilots used to their future F/O role,
regardless of their previous experience.

2.7 Training Termination

Academic and IFR flying skills performance are not the only parameters used by Copa Airlines
to determine whether a trainee should be allowed to continue. Other aspects observed such as,
but not limited to, are responsibility, attitude, class attendance, punctuality, professionalism,
honesty. A pilot showing an academic or piloting performance and/or conduct which Copa
Airlines considers sub-standard or inappropriate will be terminated and removed from the
course.

2.8 Briefing
Brief following items in classroom and practice during training. Use English all the time in FTD.
Debrief after session.
Emphasizing the crew on CRM/TEM concept, include as much subject areas as possible,
workload and Cockpit Management, checklists, correct use of Emergency procedures, emphasis
on resolution as crew.

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SYLLABUS

3.1 Session 1 MPTO – MROC…………………………………………………………… 9

3.2 Session 2 MPTO – MROC…………………………………………………………… 11
3.3 Session 3 MPTO – MROC…………………………………………………………… 14
3.4 Session 4 KJFK – MPTO…………………………………………………………..… 17
3.5 Session 5 KMIA – MPTO…………………………………………………………… 21
3.6 Session 6 KJFK – MPTO…………………………………………………………...… 25
3.7 Session 7 KMIA – MPTO…………………………………………………………… 29
3.8 Session 8 KMIA – MPTO……………………………………………………………. 33

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3.1 Session 1
MPTO – MROC

1 Seat Adjustment, Instrument Location and Controls

2 Electrical Power Up Procedure
3 CDU/FMC Preliminary (INSTRUCTOR ASSISTED)
4 Preflight Procedure and Checklist- Functional checks to extend possible on FTD-
Instrument Systems
5 Crew Briefings
6 Before Start Procedure and Checklist - Ground Personnel Coordination
7 Engine Starts
8 Before Taxi Procedure and Checklist - Ground Personnel Coordination
9 Before Takeoff Procedure and Checklist
10 Normal Takeoff (F/D Off) - Hand Flown Raw Data
11 Climb out (via Vectors) After Takeoff Checklist
12 Air work Profiles Climbing, Leveling, Descending, Speed Changes, Steep Turns
13 Reposition to FAF Visual Full Stop Landing

Objective:
To Learn and practice procedures required for safe and effective operation of a Multi Crew
Aircraft allowing raising IFR flight proficiency. Cockpit familiarization and basic understanding
of jet airplane performance while gaining basic flight control proficiency.

Ground Study Reference:

• Flight Operation Manual Section 4.3 Normal Procedures

Completion Standards:

Preflight Preparation
• Acquired, interpreted, and briefed the instructor on the current weather information for
the route of flight
• Copied clearance correctly
• Completed the preflight inspection in accordance with the FCOM (Flight Crew Operation
Manual)
• Special emphasis in checking and verifying items while conducting a crew briefing

Engine Start
• Identified the best start procedure for the given conditions
• Used proper clearing procedures prior to engine start
• Monitored engine indications after engine start
Before Taxi

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• Completed the Before Taxi checklist

• Used airport diagram presentation to aid in situational awareness

Normal Takeoff and Climb

• Completed the Before Takeoff checklist
• Configured the avionics prior to taxiing onto the runway
• Demonstrated the appropriate techniques to perform a normal takeoff
• Maintained centerline on takeoff as the power was increased
• Monitored engine instruments for abnormalities during the takeoff roll
• Retracted the flaps at the appropriate time
• Selected the appropriate altitude to turn onto course
• Completed the After-Takeoff checklist when workload permits

Basic Instrument
• Controlled aircraft solely by reference to the flight instruments during straight-and-level
flight, climbs, turns, and descents
• Used proper instrument crosscheck and interpretation while applying appropriate pitch,
bank, power, and trim corrections
• Performed basic attitude instrument flying within the standards

Steep Turns
• Exhibits knowledge of the elements related to this maneuver and complies with
limitations, execution, and recovery procedures
• Maintains altitude +/-100 feet, airspeed +/-10 KIAS, bank angle +/- 5 degrees, and rolls
out on entry heading +/-10 degrees, maintains 45 degree
• Maintains aircraft coordination during maneuver
• Smoothly rolls into opposite direction turn as requested by instructor

Normal Landing
• Conducted a stabilized approach by feet 1000 AGL which includes
• All briefings and checklist completed
• Proper airspeed: +10, -5 KIAS from target
• Correct flight path aligned with centerline
• Correct landing configuration
• Sink rate no more than1000 fpm
• Touched down inside of the first third of the runway on specified point or within
touchdown zone
• Maintained centerline throughout touchdown and deceleration

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3.2 Session 2
MPTO – MROC

1 Electrical Power Up Procedure

2 CDU/FMC Preliminary (INSTRUCTOR ASSISTED)
3 Preflight Procedure and Checklist- Functional checks to extend possible on FTD -
Instrument Systems
4 Crew Briefings
5 Before Start Procedure and Checklist - Ground Personnel Coordination
6 Engine Starts
7 Before Taxi Procedure and Checklist - Ground Personnel Coordination
8 Before Takeoff Procedure and Checklist
9 Normal Takeoff (F/D OFF) - Hand Flown Raw Data
10 Climb out (via Vectors) After Takeoff Checklist
11 Air work Profiles give vectors for radial intercept, Radial Tracking and Intercept
12 Air work HOLDING
13 Air work DME ARC
14 Reposition to FAF Visual Full Stop Landing
15 After Landing Procedure

Objective:
To Learn and practice procedures required for safe and effective operation of a Multi Crew
Aircraft allowing raising IFR flight proficiency. Increase situational awareness regarding the
navigation facility, improve holding pattern without entire hold guidance, show proper technique
when executing the DME arc and understanding of a stabilize approach

Ground Study Reference:

• Flight Operation Manual Section 4.3 Normal Procedures

Completion Standards:

Preflight Preparation
• Acquired, interpreted, and briefed the instructor on the current weather information for
the route of flight
• Copied clearance correctly
• Completed the preflight inspection in accordance with the FCOM (Flight Crew Operation
Manual)
• Special emphasis in checking and verifying briefed items while conducting a crew
briefing Engine Start
• Identified the best start procedure for the given conditions

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• Used proper clearing procedures prior to engine start

• Monitored engine indications after engine start

Before Taxi
• Completed the Before Taxi checklist
• Used airport diagram presentation to aid in situational awareness

Normal Takeoff and Climb

• Completed the Before Takeoff checklist
• Configured the avionics prior to taxiing onto the runway
• Demonstrated the appropriate techniques to perform a normal takeoff
• Maintained centerline on takeoff as the power was increased
• Monitored engine instruments for abnormalities during the takeoff roll
• Retracted the flaps at the appropriate time
• Selected the appropriate altitude to turn onto course
• Completed the After-Takeoff checklist when workload permits

Basic Instrument
• Controlled aircraft solely by reference to the flight instruments during straight-and-level
flight, climbs, turns, and descents
• Used proper instrument crosscheck and interpretation while applying appropriate pitch,
bank, power, and trim corrections
• Performed basic attitude instrument flying within the standards

Intercepting and Tracking Navigation Systems

• Correctly identified and maintained situational awareness regarding the navigation
facility or waypoint navigation was based upon Intercepted the course at an appropriate
angle
• Maintained performance standards set forth in the Instrument Rating

Holding Procedures
• Slowed to the recommended holding airspeed when 3 minutes or less from, but prior to
reaching the holding fix
• Used the correct entry for the holding pattern
• Recognized arrival at the holding fix and initiated the holding pattern
• Used proper timing criteria or distances for the hold where applicable
• Used proper wind correction procedures to maintain the desired pattern and to arrive over
the fix as close as possible to the specified time
• Ability to fly a holding pattern without hold guidance displayed
• Maintained standards of altitude, heading, speed, and course guidance within the standard
DME Arcs
• Intercepted the arc in a position that enabled a track of no more than 1 nm off course
• Maintained performance standards

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• Show proper technique for correcting the DME arc at any portion of the arc

Normal Landing
• Conducted a stabilized approach by feet 1000 AGL which includes
• Proper airspeed: +10, -5 KIAS from target
• All briefings and checklist completed
• Correct flight path aligned with centerline
• Correct landing configuration
• Sink rate no more than1000 fpm
• Touched down inside of the first third of the runway on specified point or within
touchdown zone
• Maintained centerline throughout touchdown and deceleration

After Landing
• Conducted After Landing flow when clear of active runway

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3.3 Session 3
MPTO – MROC
1 Electrical Power Up Procedure
2 CDU/FMC Preliminary
3 Preflight Procedure and Checklist- Functional checks to extend possible on FTD -
Instrument Systems
4 Crew Briefings
5 Before Start Procedure and Checklist - Ground Personnel Coordination
6 Engine Starts
7 Before Taxi Procedure and Checklist - Ground Personnel Coordination
8 Before Takeoff Procedure and Checklist
9 Normal Takeoff (F/D On) - A/T On - Hand Flown
10 Climb out (via Vectors) After Takeoff Checklist
11 Air work Profiles Climbing, Leveling, Descending, Speed Changes, Radial Tracking and
Intercept, Holding
12 Approach Preparation (ATIS, FMC set up, Arrival Briefing and Checklist)
13 Vectors for ILS to Full Stop Landing
14 After Landing Procedure
15 Shutdown and Secure Procedure

Objective:
To Learn and practice procedures required for safe and effective operation of a Multi Crew
Aircraft allowing raising IFR flight proficiency. Understanding of the flight director behavior in
different stages of flight. Workload management in preparation for an ILS approach.

Ground Study Reference:

• Flight Operation Manual Section 4.3 Normal Procedures

Completion Standards:

Preflight Preparation
• Acquired, interpreted, and briefed the instructor on the current weather information for
the route of flight
• Copied clearance correctly
• Completed the preflight inspection in accordance with the FCOM (Flight Crew Operation
Manual)
• Special emphasis in checking and verifying briefed items while conducting a crew
briefing Engine Start

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• Identified the best start procedure for the given conditions

• Used proper clearing procedures prior to engine start
• Monitored engine indications after engine start

Before Taxi
• Completed the Before Taxi checklist
• Used airport diagram presentation to aid in situational awareness

Normal Takeoff and Climb

• Completed the Before Takeoff checklist
• Configured the avionics prior to taxiing onto the runway
• Demonstrated the appropriate techniques to perform a normal takeoff
• Maintained centerline on takeoff as the power was increased
• Monitored engine instruments for abnormalities during the takeoff roll
• Retracted the flaps at the appropriate time
• Selected the appropriate altitude to turn onto course
• Completed the After-Takeoff checklist when workload permits

Flight Director Management

• Described relationship between flight director and Hand Flying

Basic Instrument
• Controlled aircraft solely by reference to the flight instruments during straight-and-level
flight, climbs, turns, and descents
• Used proper instrument crosscheck and interpretation while applying appropriate pitch,
bank, power, and trim corrections
• Performed basic attitude instrument flying within the standards

Intercepting and Tracking Navigation Systems

• Correctly identified and maintained situational awareness regarding the navigation
facility or waypoint navigation was based upon Intercepted the course at an appropriate
angle
• Maintained performance standards

Holding Procedures
• Slowed to the recommended holding airspeed when 3 minutes or less from, but prior to
reaching the holding fix,
• Used the correct entry for the holding pattern
• Recognized arrival at the holding fix and initiated the holding pattern
• Used proper timing criteria or distances for the hold where applicable
• Used proper wind correction procedures to maintain the desired pattern and to arrive over
the fix as close as possible to the specified time
• Ability to fly a holding pattern without hold guidance displayed

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• Maintained standards of altitude, heading, speed, and course guidance within standard
Descent
• Maintained situational awareness using available resources
• Assessed weather at the final destination and searched for possible alternatives if
necessary
• Completed the Descent Checklist
• Established a stabilized descent and airspeed
• Completed the Approach and Landing Checklist before an instrument approach FAF

Standard Terminal Arrival

• Correctly programmed arrival in FMC
• Identified correct transition waypoint if necessary
• Prepared for instrument approach or visual approach to a specific runway upon the
completion of the arrival

ILS Approach
• Identified the active approach prior to entering terminal area and loaded the approach
• Activated approach when: Cleared to the IAP or when ATC instructed initial vector to
final
• Complied with ATC clearances
• Briefed approach and entered correct Decision Altitude
• Configured aircraft and completed checklists in accordance with FOM
• Transitioned to normal landing once visual conditions were encountered at or above DA

Normal Landing
• Conducted a stabilized approach by feet 1000 AGL which includes
• Proper airspeed: +10, -5 KIAS from target
• All briefings and checklist completed
• Correct flight path aligned with centerline
• Correct landing configuration
• Sink rate no more than 1000 fpm
• Touched down inside of the first third of the runway on specified point or within
touchdown zone
• Maintained centerline throughout touchdown and deceleration

After Landing and Shutdown

• Conducted After Landing checklists when clear of active runway
• Completed the Shutdown checklist
• Secured the aircraft properly with chocks and the parking brake

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3.4 Session 4
KJFK – MPTO

1 Preflight Procedure, FMC Preliminary and Checklist

2 Crew Briefings
3 Before Start Procedure and Checklist - Ground Personnel Coordination
4 Quick Engine Starts (Instructor Assisted)
5 Before Taxi and Before Takeoff Checklist (Reposition for Takeoff)
6 Normal Takeoff (SID)- Autopilot Engagement - A/T On
7 Climb and Cruise (Air Turn Back)
8 Holding
9 Approach Preparation (ATIS, FMC set up, Arrival Briefing and Checklist)
10 ILS Approach (A/P and A/T - Disengagement 1000 Feet AGL)
11 Missed Approach
12 Full Stop ILS Approach (Reposition to Final)
13 After Landing Procedure
14 Shutdown and Secure Procedure

Objective:
• To Learn the relationship between the flight director and autopilot, while complying with
all ATC instructions, interpreted autopilot mode information displayed on the PFD and
learn the appropriate use of automation. Understand the need to divert and chose a
suitable emergency landing location while managing the workload in preparation for an
ILS approach. Execution of a missed approach if visual conditions were not encountered
or if descent was unstable.

Ground Study Reference:

• Flight Operation Manual Section 4.3 Normal Procedures

Completion Standards:

Preflight Preparation
• Acquired, interpreted, and briefed the instructor on the current weather information for
the route of flight
• Copied clearance correctly
• Completed the preflight inspection in accordance with the FCOM (Flight Crew Operation
Manual)
• Special emphasis in checking and verifying briefed items while conducting a crew
briefing Before Taxi
• Completed the Before Taxi checklist
• Used airport diagram presentation to aid in situational awareness

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Normal Takeoff and Climb

• Completed the Before Takeoff checklist
• Configured the avionics prior to taxiing onto the runway
• Demonstrated the appropriate techniques to perform a normal takeoff
• Maintained centerline on takeoff as the power was increased
• Monitored engine instruments for abnormalities during the takeoff roll
• Retracted the flaps at the appropriate time
• Selected the appropriate altitude to turn onto course
• Used the autopilot to assist in climb-out to reduce workload if appropriate
• Completed the After-Takeoff checklist when workload permits

Departure Procedures
• Briefed and complied with the assigned departure procedure
• Determined a takeoff was authorized and safe from the specified runway
• Complied with all ATC instructions and airspace restrictions
• Intercepted all courses, radials, and bearings appropriate to the departure procedure in a
timely manner

Autopilot Management
• Described relationship between flight director and autopilot
• Correctly interpreted autopilot mode information displayed on the PFD
• Demonstrated appropriate use of automation and recognized when to revert to lower
levels of automation
• Utilized correct lateral and vertical modes of autopilot where appropriate
• Understood and adhered to autopilot limitation
• Quickly identified mode selection errors and corrected with no impact to safety of flight

Holding Procedures
• Slowed to the recommended holding airspeed when 3 minutes or less from, but prior to
reaching the holding fix
• Used proper timing criteria or distances for the hold where applicable
• Maintained standards of altitude, heading, speed, and course guidance within the standard

Air Turn Back

• Discussed the need to expedite the descent and land at the nearest airport
• Maintained aircraft control during high workload
• Recognized the need to divert and chose a suitable landing location if the situation
warranted
• Made informed decisions in a timely manner
• Effectively assessed alternatives during the scenarios
Descent
• Maintained situational awareness using available resources

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• Assessed weather at the final destination and searched for possible alternatives if
necessary
• Completed the Descent Checklist
• Established a stabilized descent and airspeed
• Completed the Approach and Landing Checklist before an instrument approach FAF

Standard Terminal Arrival

• Correctly programmed arrival in FMC
• Identified correct transition waypoint if necessary
• Prepared for instrument approach or visual approach to a specific runway upon the
completion of the arrival

ILS Approach
• Identified the active approach prior to entering terminal area and loaded the approach
• Activated approach when: Cleared to the IAP or when ATC instructed initial vector to
final
• Complied with ATC clearances
• Briefed approach and entered correct Decision Altitude
• Configured aircraft and completed checklists in accordance with FCOM
• Transitioned to normal landing once visual conditions were encountered at or above DA

Missed Approach
• Initiated a missed approach when necessary, by promptly: Pressing TOGA, applying
power, establishing a climb attitude, reconfiguring the aircraft for climb, navigating via
the missed approach procedure
• Used the GPS to follow the missed approach procedure by changing the SRC to FMS (if
applicable) and by deselecting suspend (if applicable) at the appropriate time
• Advised ATC of beginning the missed approach procedure
• Completed the appropriate checklist once the aircraft was stabilized in a climb and on
course
• Maintained performance standards

Normal Landing
• Conducted a stabilized approach by feet 1000 AGL which includes
• Proper airspeed: +10, -5 KIAS from target
• All briefings and checklist completed
• Correct flight path aligned with centerline
• Correct landing configuration
• Sink rate no more than 1000 fpm
• Touched down inside of the first third of the runway on specified point or within
touchdown zone
• Maintained centerline throughout touchdown and deceleration

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After Landing and Shutdown

• Conducted After Landing checklists when clear of active runway
• Completed the Shutdown checklist
• Secured the aircraft properly with chocks and the parking brake

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3.5 Session 5
KMIA – MPTO
1 Preflight Procedure, FMC Preliminary and Checklist
2 Crew Briefings
3 Before Start Procedure and Checklist - Ground Personnel Coordination
4 Quick Engine Starts (Instructor Assisted)
5 Before Taxi and Before Takeoff Checklist (Reposition for Takeoff)
6 Normal Takeoff (SID) - Autopilot Engagement - A/T On
7 Climb and Cruise (Air Turn Back - Electrical Failure)
8 Holding
9 Approach Preparation (ATIS, FMC set up, Arrival Briefing and Checklist)
10 Non-ILS (RNP APP) using Vertical Speed (A/P and A/T - Disengagement 1000 Feet
AGL)
11 Missed Approach
12 Full Stop Non-ILS Approach (Reposition to Final)
13 After Landing Procedure
14 Shutdown and Secure Procedure

Objective:
To Review the relationship between the flight director and autopilot, while complying with all
ATC instructions, interpreted autopilot mode information displayed on the PFD and learn the
appropriate use of automation. Understand the need to divert due to equipment failure following
the proper non-normal checklist procedures and chose a suitable emergency landing location
while managing the workload in preparation for a Non-ILS approach. To Performed missed
approach if visual conditions were not encountered or if descent was unstable

Ground Study Reference:

• Flight Operation Manual Section 4.3 Normal Procedures
• Flight Operation Manual Section 4.4 Non-Normal Procedures

Completion Standards:

Preflight Preparation
• Acquired, interpreted, and briefed the instructor on the current weather information for
the route of flight
• Copied clearance correctly
• Completed the preflight inspection in accordance with the FCOM (Flight Crew Operation
Manual)
• Special emphasis in checking and verifying briefed items while conducting a crew
briefing Before Taxi

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• Completed the Before Taxi checklist

• Used airport diagram presentation to aid in situational awareness

Normal Takeoff and Climb

• Completed the Before Takeoff checklist
• Configured the avionics prior to taxiing onto the runway
• Demonstrated the appropriate techniques to perform a normal takeoff
• Maintained centerline on takeoff as the power was increased
• Monitored engine instruments for abnormalities during the takeoff roll
• Retracted the flaps at the appropriate time
• Selected the appropriate altitude to turn onto course
• Used the autopilot to assist in climb-out to reduce workload if appropriate
• Completed the After-Takeoff checklist when workload permits

Departure Procedures
• Briefed and complied with the assigned departure procedure
• Determined a takeoff was authorized and safe from the specified runway
• Complied with all ATC instructions and airspace restrictions
• Intercepted all courses, radials, and bearings appropriate to the departure procedure in a
timely manner

Autopilot Management
• Described relationship between flight director and autopilot
• Correctly interpreted autopilot mode information displayed on the PFD
• Demonstrated appropriate use of automation and recognized when to revert to lower
levels of automation
• Utilized correct lateral and vertical modes of autopilot where appropriate
• Understood and adhered to autopilot limitation
• Quickly identified mode selection errors and corrected with no impact to safety of flight

Holding Procedures
• Slowed to the recommended holding airspeed when 3 minutes or less from, but prior to
reaching the holding fix
• Used proper timing criteria or distances for the hold where applicable
• Maintained standards of altitude, heading, speed, and course guidance within the standard

Air Turn Back (Electrical Failure)

• Identified indications of a generator failure
• Identified equipment that are affected with a generator failure
• Followed proper checklist procedures
• Recognized if a precautionary diversion was necessary
• Discussed the need to expedite the descent and land at the nearest airport

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• Maintained aircraft control during high workload

• Recognized the need to divert and chose a suitable emergency landing location if the
situation warranted
• Made informed decisions in a timely manner
• Effectively assessed alternatives during the scenarios

Descent
• Maintained situational awareness using available resources
• Assessed weather at the final destination and searched for possible alternatives if
necessary
• Completed the Descent Checklist
• Established a stabilized descent and airspeed
• Completed the Approach and Landing Checklist before an instrument approach FAF

Standard Terminal Arrival

• Correctly programmed arrival in FMC
• Identified correct transition waypoint if necessary
• Prepared for instrument approach or visual approach to a specific runway upon the
completion of the arrival

NON-ILS Approach
• Identified the active approach prior to entering terminal area and loaded the approach
• Set SRC to Approach or FMS according to type on Non-ILS approach when: Cleared to
the IAP or, ATC instructed initial vector to final
• Complied with ATC clearances
• Briefed approach and entered correct MDA
• Configured aircraft and completed checklists in accordance with FCOM
• Maintained performance standards
• Transitioned to normal landing once visual conditions were encountered at or above
MDA
• Performed missed approach if visual conditions were not encountered or if descent was
unstable

Missed Approach
• Initiated a missed approach when necessary, by promptly: Pressing TOGA, applying
power, establishing a climb attitude, reconfiguring the aircraft for climb, navigating via
the missed approach procedure
• Used the GPS to follow the missed approach procedure by changing the SRC to FMS (if
applicable) and by deselecting suspend (if applicable) at the appropriate time
• Advised ATC of beginning the missed approach procedure
• Completed the appropriate checklist once the aircraft was stabilized in a climb and on
course
• Maintained performance standards

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Normal Landing
• Conducted a stabilized approach by feet 1000 AGL which includes
• Proper airspeed: +10, -5 KIAS from target
• All briefings and checklist completed
• Correct flight path aligned with centerline
• Correct landing configuration
• Sink rate no more than 1000 fpm
• Touched down inside of the first third of the runway on specified point or within
touchdown zone
• Maintained centerline throughout touchdown and deceleration

After Landing and Shutdown

• Conducted After Landing checklists when clear of active runway
• Completed the Shutdown checklist
• Secured the aircraft properly with chocks and the parking brake

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3.6 Session 6
KJFK – MPTO

1 Preflight Procedure, FMC Preliminary and Checklist

2 Crew Briefings
3 Before Start Procedure and Checklist - Ground Personnel Coordination
4 Quick Engine Starts (Instructor Assisted)
5 Before Taxi and Before Takeoff Checklist (Reposition for Takeoff)
6 Normal Takeoff (SID)- Autopilot Engagement - A/T On
7 Climb and Cruise (Air Turn Back - Hydraulic Failure)
8 Holding
9 Approach Preparation (ATIS, FMC set up, Arrival Briefing and Checklist)
10 ILS Approach (A/P and A/T - Disengagement 1000 Feet AGL)
11 Missed Approach/ Vectors for ILS Approach G/S Out (LOC APP)
12 Full Stop Non-ILS Approach - G/S Out
13 After Landing Procedure
14 Shutdown and Secure Procedure

Objective:
To Review the relationship between the flight director and autopilot, while complying with all
ATC instructions, interpreted autopilot mode information displayed on the PFD and learn the
appropriate use of automation. Understand the need to divert due to equipment failure, following
the proper non-normal checklist procedures and chose a suitable emergency landing location
while managing the workload in preparation for an ILS or Non-ILS approach and understanding
the difference between the two. To Performed missed approach if visual conditions were not
encountered or if descent was unstable

Ground Study Reference:

• Flight Operation Manual Section 4.3 Normal Procedures
• Flight Operation Manual Section 4.4 Non-Normal Procedures

Completion Standards:

Preflight Preparation
• Acquired, interpreted, and briefed the instructor on the current weather information for
the route of flight
• Copied clearance correctly
• Completed the preflight inspection in accordance with the FCOM (Flight Crew Operation
Manual)

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• Special emphasis in checking and verifying briefed items while conducting a crew
briefing Before Taxi
• Completed the Before Taxi checklist
• Used airport diagram presentation to aid in situational awareness

Normal Takeoff and Climb

• Completed the Before Takeoff checklist
• Configured the avionics prior to taxiing onto the runway
• Demonstrated the appropriate techniques to perform a normal takeoff
• Maintained centerline on takeoff as the power was increased
• Monitored engine instruments for abnormalities during the takeoff roll
• Retracted the flaps at the appropriate time
• Selected the appropriate altitude to turn onto course
• Used the autopilot to assist in climb-out to reduce workload if appropriate
• Completed the After-Takeoff checklist when workload permits

Departure Procedures
• Briefed and complied with the assigned departure procedure
• Determined a takeoff was authorized and safe from the specified runway
• Complied with all ATC instructions and airspace restrictions
• Intercepted all courses, radials, and bearings appropriate to the departure procedure in a
timely manner

Autopilot Management
• Described relationship between flight director and autopilot
• Correctly interpreted autopilot mode information displayed on the PFD
• Demonstrated appropriate use of automation and recognized when to revert to lower
levels of automation
• Utilized correct lateral and vertical modes of autopilot where appropriate
• Understood and adhered to autopilot limitation
• Quickly identified mode selection errors and corrected with no impact to safety of flight

Holding Procedures
• Slowed to the recommended holding airspeed when 3 minutes or less from, but prior to
reaching the holding fix
• Used proper timing criteria or distances for the hold where applicable
• Maintained standards of altitude, heading, speed, and course guidance within the standard

Air Turn Back (Hydraulic Failure)

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• Identified indications of a hydraulic failure

• Identified equipment that are affected with a hydraulic failure
• Followed proper checklist procedures
• Recognized if a precautionary diversion was necessary
• Discussed the need to expedite the descent and land at the nearest airport
• Maintained aircraft control during high workload
• Recognized the need to divert and chose a suitable emergency landing location if the
situation warranted
• Made informed decisions in a timely manner
• Effectively assessed alternatives during the scenarios

Descent
• Maintained situational awareness using available resources
• Assessed weather at the final destination and searched for possible alternatives if
necessary
• Completed the Descent Checklist
• Established a stabilized descent and airspeed
• Completed the Approach and Landing Checklist before an instrument approach FAF

Standard Terminal Arrival

• Correctly programmed arrival in FMC
• Identified correct transition waypoint if necessary
• Prepared for instrument approach or visual approach to a specific runway upon the
completion of the arrival

ILS Approach
• Identified the active approach prior to entering terminal area and loaded the approach
• Activated approach when: Cleared to the IAP or when ATC instructed initial vector to
final
• Complied with ATC clearances
• Briefed approach and entered correct Decision Altitude
• Configured aircraft and completed checklists in accordance with FCOM
• Transitioned to normal landing once visual conditions were encountered at or above DA
NON-ILS Approach
• Identified the active approach prior to entering terminal area and loaded the approach
• Set SRC to Approach or FMS according to type on Non-ILS approach when: Cleared to
the IAP or, ATC instructed initial vector to final
• Complied with ATC clearances
• Briefed approach and entered correct MDA
• Configured aircraft and completed checklists in accordance with FCOM
• Maintained performance standards
• Transitioned to normal landing once visual conditions were encountered at or above
MDA

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• Performed missed approach if visual conditions were not encountered or if descent was
unstable

Missed Approach
• Initiated a missed approach when necessary, by promptly: Pressing TOGA, applying
power, establishing a climb attitude, reconfiguring the aircraft for climb, navigating via
the missed approach procedure
• Used the GPS to follow the missed approach procedure by changing the SRC to FMS (if
applicable) and by deselecting suspend (if applicable) at the appropriate time
• Advised ATC of beginning the missed approach procedure
• Completed the appropriate checklist once the aircraft was stabilized in a climb and on
course
• Maintained performance standards

Normal Landing
• Conducted a stabilized approach by feet 1000 AGL which includes
• Proper airspeed: +10, -5 KIAS from target
• All briefings and checklist completed
• Correct flight path aligned with centerline
• Correct landing configuration
• Sink rate no more than 1000 fpm
• Touched down inside of the first third of the runway on specified point or within
touchdown zone
• Maintained centerline throughout touchdown and deceleration

After Landing and Shutdown

• Conducted After Landing checklists when clear of active runway
• Completed the Shutdown checklist
• Secured the aircraft properly with chocks and the parking brake

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3.7 Session 7
KMIA – MPTO

1 Preflight Procedure, FMC Preliminary and Checklist

2 Before Start Procedure and Checklist - Ground Personnel Coordination
3 Quick Engine Starts (Instructor Assisted)
4 Before Taxi and Before Takeoff Checklist (Reposition for Takeoff)
5 Normal Takeoff (SID)- Autopilot Engagement - A/T On
6 Air work Profiles Climbing, Leveling, Descending, Speed Changes, Steep Turns
7 Air turn back Electrical or Hydraulic
8 Approach Preparation (ATIS, FMC set up, Arrival Briefing and Checklist)
9 ILS or NON-ILS Approach (A/P and A/T - Disengagement 1000 Feet AGL)
10 Full Stop Landing Non-ILS Approach or ILS Approach
11 Take off with Engine Failure at V1 (SEOP) - A/T On (Reposition to Takeoff)
12 Approach Preparation (ATIS, FMC set up, Arrival Briefing and Checklist)
13 ILS Approach (A/P and A/T - Disengagement 1000 Feet AGL)
14 Missed Approach Single Engine
15 Reposition Full Stop landing ILS Approach

Objective:
Review and practice Flight Control Proficiency, the need to divert duo to equipment failure
following the proper non-normal checklist procedures and chose a suitable emergency landing
location while managing the workload in preparation for an ILS or Non-ILS approach. To learn
the proper technique in identifying the failed engine during a V1 Cut and to understand the
relationship of differential thrust and proper rudder input during takeoff, as well as proper use of
the checklist and how to manage an emergency in a high workload environment. To understand
the relationship of differential thrust and proper rudder input during a Go Around

Ground Study Reference:

• Flight Operation Manual Section 4.3 Normal Procedures
• Flight Operation Manual Section 4.4 Non-Normal Procedures

Completion Standards:

Preflight Preparation
• Acquired, interpreted, and briefed the instructor on the current weather information for
the route of flight
• Copied clearance correctly
• Completed the preflight inspection in accordance with the FCOM (Flight Crew Operation
Manual)

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• Special emphasis in checking and verifying items while conducting a crew briefing
Before Taxi
• Completed the Before Taxi checklist
• Used airport diagram presentation to aid in situational awareness

Normal Takeoff and Climb

• Completed the Before Takeoff checklist
• Configured the avionics prior to taxiing onto the runway
• Demonstrated the appropriate techniques to perform a normal takeoff
• Maintained centerline on takeoff as the power was increased
• Monitored engine instruments for abnormalities during the takeoff roll
• Retracted the flaps at the appropriate time
• Selected the appropriate altitude to turn onto course
• Used the autopilot to assist in climb-out to reduce workload if appropriate
• Completed the After-Takeoff checklist when workload permits

Departure Procedures
• Briefed and complied with the assigned departure procedure
• Determined a takeoff was authorized and safe from the specified runway
• Complied with all ATC instructions and airspace restrictions
• Intercepted all courses, radials, and bearings appropriate to the departure procedure in a
timely manner

Autopilot Management
• Described relationship between flight director and autopilot
• Correctly interpreted autopilot mode information displayed on the PFD
• Demonstrated appropriate use of automation and recognized when to revert to lower
levels of automation
• Utilized correct lateral and vertical modes of autopilot where appropriate
• Understood and adhered to autopilot limitation
• Quickly identified mode selection errors and corrected with no impact to safety of flight

Flight Director Management

• Described relationship between flight director and Hand Flying

Basic Instrument
• Controlled aircraft solely by reference to the flight instruments during straight-and-level
flight, climbs, turns, and descents
• Used proper instrument crosscheck and interpretation while applying appropriate pitch,
bank, power, and trim corrections
• Performed basic attitude instrument flying within the standards

Steep Turns

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• Exhibits knowledge of the elements related to this maneuver and complies with
limitations, execution, and recovery procedures
• Maintains altitude +/-100 feet, airspeed +/-10 KIAS, bank angle +/- 5 degrees, and rolls
out on entry heading +/-10 degrees, maintains 45 degree
• Maintains aircraft coordination during maneuver
• Smoothly rolls into opposite direction turn as requested by instructor

Air Turn Back

• Identified indications of the failure
• Identified equipment that are affected with the failure
• Followed proper checklist procedures
• Recognized if a precautionary diversion was necessary
• Discussed the need to expedite the descent and land at the nearest airport
• Maintained aircraft control during high workload
• Recognized the need to divert and chose a suitable emergency landing location if the
situation warranted
• Made informed decisions in a timely manner
• Effectively assessed alternatives during the scenarios

Holding Procedures
• Slowed to the recommended holding airspeed when 3 minutes or less from, but prior to
reaching the holding fix
• Used proper timing criteria or distances for the hold where applicable
• Maintained standards of altitude, heading, speed, and course guidance within the standard

Descent
• Maintained situational awareness using available resources
• Assessed weather at the final destination and searched for possible alternatives if
necessary
• Completed the Descent Checklist
• Established a stabilized descent and airspeed
• Completed the Approach and Landing Checklist before an instrument approach FAF

Standard Terminal Arrival

• Correctly programmed arrival in FMC
• Identified correct transition waypoint if necessary
• Prepared for instrument approach or visual approach to a specific runway upon the
completion of the arrival

ILS Approach
• Identified the active approach prior to entering terminal area and loaded the approach
• Activated approach when: Cleared to the IAP or when ATC instructed initial vector to
final

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 XJ LARGE JET Student Manual

• Complied with ATC clearances

• Briefed approach and entered correct Decision Altitude
• Configured aircraft and completed checklists in accordance with FCOM
• Transitioned to normal landing once visual conditions were encountered at or above DA

NON-ILS Approach
• Identified the active approach prior to entering terminal area and loaded the approach
• Set SRC to Approach or FMS according to type on Non-ILS approach when: Cleared to
the IAP or, ATC instructed initial vector to final
• Complied with ATC clearances
• Briefed approach and entered correct MDA
• Configured aircraft and completed checklists in accordance with FCOM
• Maintained performance standards
• Transitioned to normal landing once visual conditions were encountered at or above
MDA
• Performed missed approach if visual conditions were not encountered or if descent was
unstable

Normal Landing
• Conducted a stabilized approach by feet 1000 AGL which includes
• Proper airspeed: +10, -5 KIAS from target
• All briefings and checklist completed
• Correct flight path aligned with centerline
• Correct landing configuration
• Sink rate no more than 1000 fpm
• Touched down inside of the first third of the runway on specified point or within
touchdown zone
• Maintained centerline throughout touchdown and deceleration

Engine Failure (V1 Cut)

• Maintained aircraft control during high takeoff roll and rotation
• Engine failed identification and proper correction
• Maintained safe airspeed during climb
• Utilized checklists when time permitted
• Discussed the need to land at the nearest airport
• Maintained aircraft control during high workload

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 XJ LARGE JET Student Manual

3.8 Session 8
KMIA – MPTO (Final Assessment)
1 Preflight Procedure, FMC Preliminary and Checklist
2 Before Start Procedure and Checklist - Ground Personnel Coordination
3 Quick Engine Starts (Instructor Assisted)
4 Before Taxi and Before Takeoff Checklist (Reposition for Takeoff)
5 Normal Takeoff (SID)- Autopilot Engagement - A/T On
6 Air work Profiles Climbing, Leveling, Descending, Speed Changes, Steep Turns
7 Air turn back Electrical or Hydraulic
8 Approach Preparation (ATIS, FMC set up, Arrival Briefing and Checklist)
9 ILS or NON-ILS Approach (A/P and A/T - Disengagement 1000 Feet AGL)
10 Full Stop Landing Non-ILS Approach or ILS Approach
11 Take off with Engine Failure at V1 (SEOP) - A/T On (Reposition to Takeoff)
12 Approach Preparation (ATIS, FMC set up, Arrival Briefing and Checklist)
13 ILS Approach (A/P and A/T - Disengagement 1000 Feet AGL)
14 Missed Approach Single Engine
15 Reposition Full Stop landing ILS Approach

Objective:
To evaluate Flight Control Proficiency, the need to divert due to equipment failure following the
proper non-normal checklist procedures and how to choose a suitable emergency landing
location while managing workload in preparation for an ILS or Non-ILS approach. Proper
technique in identifying the failed engine during a V1 Cut and how to manage the relationship of
differential thrust and proper rudder input during takeoff as well as proper use of the checklist
and how to manage an emergency in a high workload environment. To evaluate the relationship
of differential thrust and proper rudder input during a Go Around

Ground Study Reference:

• Flight Operation Manual Section 4.3 Normal Procedures
• Flight Operation Manual Section 4.4 Non-Normal Procedures

Completion Standards:
Preflight Preparation
• Acquired, interpreted, and briefed the instructor on the current weather information for
the route of flight
• Copied clearance correctly
• Completed the preflight inspection in accordance with the FCOM (Flight Crew Operation
Manual)

• Special emphasis in checking and verifying items while conducting a crew briefing

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 XJ LARGE JET Student Manual

Before Taxi
• Completed the Before Taxi checklist
• Used airport diagram presentation to aid in situational awareness

Normal Takeoff and Climb

• Completed the Before Takeoff checklist
• Configured the avionics prior to taxiing onto the runway
• Demonstrated the appropriate techniques to perform a normal takeoff
• Maintained centerline on takeoff as the power was increased
• Monitored engine instruments for abnormalities during the takeoff roll
• Retracted the flaps at the appropriate time
• Selected the appropriate altitude to turn onto course
• Used the autopilot to assist in climb-out to reduce workload if appropriate
• Completed the After-Takeoff checklist when workload permits

Departure Procedures
• Briefed and complied with the assigned departure procedure
• Determined a takeoff was authorized and safe from the specified runway
• Complied with all ATC instructions and airspace restrictions
• Intercepted all courses, radials, and bearings appropriate to the departure procedure in a
timely manner

Autopilot Management
• Described relationship between flight director and autopilot
• Correctly interpreted autopilot mode information displayed on the PFD
• Demonstrated appropriate use of automation and recognized when to revert to lower
levels of automation
• Utilized correct lateral and vertical modes of autopilot where appropriate
• Understood and adhered to autopilot limitation
• Quickly identified mode selection errors and corrected with no impact to safety of flight

Flight Director Management

• Described relationship between flight director and Hand Flying

Basic Instrument
• Controlled aircraft solely by reference to the flight instruments during straight-and-level
flight, climbs, turns, and descents
• Used proper instrument crosscheck and interpretation while applying appropriate pitch,
bank, power, and trim corrections
• Performed basic attitude instrument flying within the standards

Steep Turns

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 XJ LARGE JET Student Manual

• Exhibits knowledge of the elements related to this maneuver and complies with
limitations, execution, and recovery procedures
• Maintains altitude +/-100 feet, airspeed +/-10 KIAS, bank angle +/- 5 degrees, and rolls
out on entry heading +/-10 degrees, maintains 45 degree
• Maintains aircraft coordination during maneuver
• Smoothly rolls into opposite direction turn as requested by instructor

Air Turn Back

• Identified indications of the failure
• Identified equipment that are affected with the failure
• Followed proper checklist procedures
• Recognized if a precautionary diversion was necessary
• Discussed the need to expedite the descent and land at the nearest airport
• Maintained aircraft control during high workload
• Recognized the need to divert and chose a suitable emergency landing location if the
situation warranted
• Made informed decisions in a timely manner
• Effectively assessed alternatives during the scenarios

Descent
• Maintained situational awareness using available resources
• Assessed weather at the final destination and searched for possible alternatives if
necessary
• Completed the Descent Checklist
• Established a stabilized descent and airspeed
• Completed the Approach and Landing Checklist before an instrument approach FAF

Holding Procedures
• Slowed to the recommended holding airspeed when 3 minutes or less from, but prior to
reaching the holding fix
• Used proper timing criteria or distances for the hold where applicable
• Maintained standards of altitude, heading, speed, and course guidance within the standard

Standard Terminal Arrival

• Correctly programmed arrival in FMC
• Identified correct transition waypoint if necessary
• Prepared for instrument approach or visual approach to a specific runway upon the
completion of the arrival

ILS Approach
• Identified the active approach prior to entering terminal area and loaded the approach

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 XJ LARGE JET Student Manual

• Activated approach when: Cleared to the IAP or when ATC instructed initial vector to
final
• Complied with ATC clearances
• Briefed approach and entered correct Decision Altitude
• Configured aircraft and completed checklists in accordance with FCOM
• Transitioned to normal landing once visual conditions were encountered at or above DA

NON-ILS Approach
• Identified the active approach prior to entering terminal area and loaded the approach
• Set SRC to Approach or FMS according to type on Non-ILS approach when: Cleared to
the IAP or, ATC instructed initial vector to final
• Complied with ATC clearances
• Briefed approach and entered correct MDA
• Configured aircraft and completed checklists in accordance with FCOM
• Maintained performance standards
• Transitioned to normal landing once visual conditions were encountered at or above
MDA
• Performed missed approach if visual conditions were not encountered or if descent was
unstable

Normal Landing
• Conducted a stabilized approach by feet 1000 AGL which includes
• Proper airspeed: +10, -5 KIAS from target
• All briefings and checklist completed
• Correct flight path aligned with centerline
• Correct landing configuration
• Sink rate no more than 1000 fpm
• Touched down inside of the first third of the runway on specified point or within
touchdown zone
• Maintained centerline throughout touchdown and deceleration

Engine Failure (V1 Cut)

• Maintained aircraft control during high takeoff roll and rotation
• Engine failed identification and proper correction
• Maintained safe airspeed during climb
• Utilized checklists when time permitted
• Discussed the need to land at the nearest airport
• Maintained aircraft control during high workload

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XJ LARGE JET
Flight Manual
JET TRANSITION PROGRAM
COPA AIRLINES PROPRIETARY
Copyright © 2018-2019 Copa Airlines. All rights reserved.

Copa Airlines claims copyright in each page of this document only to the extent that the page contains copyright subject matter. Copa Airlines also
claims copyright in this document as a compilation and/or collective work.
No part of this document may be reproduced or transmitted in any form or by any means, electronic or mechanical, for any purpose without the
express written permission of Copa.
Copa Airlines personnel desiring to publish excerpts from this manual are requested to notify the Flight Standard Manager or Technical Standard
Manager, prior to publication

Revision Number: 5
Revision Date: April 1, 2022

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 XJ LARGE JET Student Manual

FTD FLIGHT OPERTATION MANUAL

4.0 Title……………………………………………………………………………………. 37

4.1 Preface………………………………………………………………………………… 39

4.2 Limitations…………………………………………………………………………….. 40

4.3 Normal Procedures……………………………………………………………….…… 47

4.4 Non-Normal Procedures………………………………………………………………. 79

.

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 XJ LARGE JET Student Manual

4.1 Preface

General Introduction

This Flight Manual (FM) has been prepared by Copa Airlines in accordance with XJET LARGE
JET COP Flight Manual. The purpose of this manual is to:
• provide the necessary operating limitations, procedures, and systems information the flight
crew needs to operate the XJET LARGE JET airplane safely and efficiently during all
anticipated airline operations.
• serve as a comprehensive reference for use during transition training for jet airplane.
• serve as a review guide for use in proficiency checks.
• establish standardized procedures and practices to enhance Commercial Airline operational
philosophy and policy.

This manual is prepared specifically for the XJET LARGE. It contains operational procedures
and information, which apply only to the XJET LARGE airplane.

This manual is written under the assumption that the user has had previous multi– engine aircraft
experience and is familiar with basic jet airplane systems and basic pilot techniques common to
airplanes of this type. Therefore, the FM does not contain basic flight information that is
considered prerequisite training.

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4.2 Limitations
Introduction ..................................................................................................................................41

Airplane General ...........................................................................................................................41

Operational Limitations ................................................................................................................41

Narrow Runway Operations .........................................................................................................41

Altitude Display Limitations for RVSM Operations ....................................................................42

Weight & Balance Limitations .....................................................................................................42

Air systems ...................................................................................................................................43

Pressurization ................................................................................................................................43

Anti-Ice, Rain ...............................................................................................................................43

Autopilot/Flight Director System .................................................................................................43

FAA Rules ....................................................................................................................................43

Communications ...........................................................................................................................43

Engines and APU ..........................................................................................................................44

Engine Limit Display Markings ...................................................................................................44

Engine Ignition .............................................................................................................................44

Reverse Thrust ..............................................................................................................................44

Electrical…………………. ..........................................................................................................45

Flight Controls ..............................................................................................................................45

Fuel System ..................................................................................................................................46

Landing Gear ................................................................................................................................46

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Introduction
This chapter contains recommended operating limitations for the XJ Large Jet Limitations
that are obvious, shown on displays or placards, or incorporated within an operating
procedure are not contained within this chapter.

Airplane General Operational Limitations

Table

Maximum flight operating latitude: 82° North and 82° South, except for the region between 80°
West and 130° West longitude, where the maximum flight operating latitude is 70° North, and
the region between 120° East and 160° East longitude, where the maximum flight operating
latitude is 60° South.

Narrow Runway Operations

Table Narrow Runway Crosswinds

Runway centerline shall remain clearly visible in the prevailing conditions. All landing gear
steering, thrust reverser, braking and flight control systems, other than yaw damper, shall be
operational. The maximum demonstrated takeoff and landing crosswind is 35 knots.

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Altitude Display Limitations for RVSM Operations

Standby altimeter does not meet altimeter accuracy requirements of RVSM airspace. The
maximum allowable in-flight difference between Captain and FO altitude displays for RVSM
operations is 200 ft. The maximum allowable on-ground altitude differences for RVSM
operations are:
Table RVSM Altimeter Difference Limits

Weight & Balance Limitations Table Weight Limitations

Table Center of Gravity Limitations

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Air systems Pressurization

The maximum cabin differential pressure (relief valves) is 9.1 psi.

Anti-Ice, Rain
Engine TAI must be on when icing conditions exist or are anticipated, except during climb and
cruise below -40°C SAT.

Autopilot/Flight Director System

Do not engage the autopilot for takeoff below 400 feet AGL.
Do not use the autopilot below 100 feet radio altitude unless operating under FAA jurisdiction.
Maximum and minimum glideslope angles are 3.25 degrees and 2.5 degrees respectively.

FAA Rules
During approach, the autopilot shall not remain engaged below 50 feet AGL.
Use of aileron trim with the autopilot engaged is prohibited.

Communications
Use the VHF radio connected to the top of fuselage antenna for primary ATC communications
on the ground.

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Engines and APU

APU bleed: maximum altitude 26,000 feet.

APU electrical load: maximum altitude 26,000 feet.

APU bleed valve must be closed when:

Left engine bleed valve open, and/or
Right engine bleed valve open.

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

WARNING: Use of speed brakes at speeds exceeding 320 KIAS could result in severe
vibration, which in turn could cause extreme damage to the horizontal stabilizer. Avoid rapid
and large alternating control inputs, especially in combination with large changes in pitch, roll,
or yaw (i.e., large side slip angles) as they may result in structural failure at any speed.

Engine Limit Display Markings

Maximum and minimum limits are red.
Caution limits are amber.

Engine Ignition
Engine ignition must be on for:
Takeoff
Landing
Operation in Heavy Rain
Anti-ice Operation

Reverse Thrust
Intentional selection of reverse thrust in flight is prohibited.
Use of reverse on the ground to back-up the aircraft is prohibited.

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Electrical
WARNING It is not recommended to pull or reset a circuit breaker unless specific instructions
are given to do so in a Non-Normal Checklist.

Flight Controls
Maximum flap extension altitude is 20,000 feet.
Holding in icing conditions with flaps extended is prohibited.
Do not deploy speed brakes in flight at radio altitudes below 1,000 feet.
WARNING: Use of speed brakes at speeds exceeding 320 KIAS could result in severe
vibration, which in turn could cause extreme damage to the horizontal stabilizer.

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Fuel System
The use of Wide Cut Fuels per Class B of GE Specification D50TF2, JP-4 or Jet B, is prohibited.
Maximum tank fuel temperature: 49 °C.
Minimum in-flight tank fuel temperature: 3°C above the freezing point of the fuel being used or
43°C, whichever is highest.
Allowable lateral imbalance between left tank and right tank must be scheduled to be zero.
Random fuel imbalance must not exceed 1000 lbs. (453 kg) for taxi, takeoff, flight, or landing.
Fuel crossfeed valve must be closed for takeoff and landing.

Landing Gear
Operation with assumed temperature reduced takeoff thrust is not permitted with anti-skid
inoperative.
Towbarless towing operations are restricted to tow vehicles that are designed and operated to
preclude damage to the airplane steering system or which provide a reliable and unmistakable
warning when damage to the steering system may have occurred.

Do not apply brakes until after touchdown

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4.3 Normal Procedures

Introduction……………………………………………………………………….……… 49
General……………………………………………………………………………………... 49
Normal Procedures Philosophy and Assumption…………………………………,….…… 49
Crew Duties………………………….…………………………………………………….. 50
Aircraft Configuration Changes During Normal Procedures……………………………… 51
Philosophy of Automation…………………………………………………………………. 51
Transfer of Aircraft Control………………………………………………………………... 52
Normal Procedures and CRM/TEM……………………………………………………….. 53
Control Display Unit (CDU) Procedure…………………………………………………… 54
Autopilot Flight Director System (AFDS) Procedure…….……………………...…...…… 55
Stabilized Approach Policy…………………………………………………………………56
Sterile Cockpit Policy……………………………………………………………………… 57
Scan Flow (Read and Do) and Areas of Responsibility…………………………………… 58
Standard Callouts Policy…………………………………………………………………… 59
Standard Callouts Table……………………………………………………………………. 60
Exterior Light Usage……………………………………………………………………….. 63

Amplified Procedures…………………………………………………………………….. 64
Electrical Power Up Procedure…………………………………………………………….. 64
CDU/FMC Preliminary………………………………………………………………..…… 65
Exterior/Interior Inspection………………………………………………………………… 66
Preflight Procedure………………………………………………………………………… 67
Pre-Flight Flow………………………………………………………………………..…… 67
Preflight Checklist…………………………………………………………………………. 68
Briefings …………….…………………………………………………………………..… 68
Before Start Procedure………..…………………………………………………………… 74
Before Start Checklist……………………………………………………………………… 74
Engine Start Procedure…………………………………………………………………….. 74
Before Taxi Procedure…………………………………………………………………….. 75
Before Taxi Checklist……………………………………………………………………… 75
Before Takeoff Procedure………………………………………………………………..… 76
Before Takeoff Checklist……………………………………………………………...…… 76
After Takeoff Procedure…………………………………………………………………… 78
After Takeoff Checklist…………………………………………………………………… 78
Climb and Cruise Procedures……………………………………………………………… 78
Holding………………………………………………………………………………..…… 79
Steep Turns………………………………………………………………………………… 78
DME Arc…………………………………………………………………………………… 78
Descent Procedure ………………………………………………………….…………...… 80
FMC/CDU Approach Procedure……………………………………………………………81
Descente Checklist…………………………………………………………………………. 81

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Approach Procedure ………………………………………………………………………..82

Approach Checklist………………………………………………………….……………...82
Landing Procedure -ILS…………………………………………………………………… 83
Landing Procedure -NON-ILS……………………………………………………………...84
Landing Checklist………………………………………………………………………… 86
Go Around and Missed Approach Procedure……………………………………………… 87
Landing Roll Procedure………………………………………………….……………. ….. 88
After Landing Procedure……………………………………………………………………88
After Landing Flow…………………………………………………………………………88
Shutdown Procedure …………………………………………………….………………… 89
Shutdown Checklist………………………………………….……………..……………… 89
Secure Checklist…………………………...………………………………………………. 89

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General
This chapter gives:
• an introduction to the normal procedure’s philosophy and assumptions
• step by step normal procedures.

Normal Procedures Philosophy and Assumptions

Normal procedures verify for each phase of flight that:

• the airplane condition is satisfactory
• the flight deck configuration is correct.

Normal procedures are written for a trained flight crew and assume:
• all systems operate normally
• the full use of all automated features (LNAV, SPEED, autopilot, and auto thrust).

This does not preclude the possibility of manual flight for pilot proficiency where allowed and
appropriate.

Normal procedures also assume coordination with the ground crew before:
• flight control surface movement, or
• airplane movement.

Normal procedures are done by Read and Do and scan flow Read and Do. The trigger to initiate
a flow will be the request for a checklist by the appropriate crewmember, followed by the
reading of the checklist. The panel illustration in this section shows the scan flow. The scan flow
sequence may be changed as needed. Certain items may be handled in the most logical sequence
for existing. Flow patterns are included as an aid in completing procedures in a logical sequence.

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Crew Duties

Captains retains final authority for all actions directed and performed.

Preflight and postflight crew duties are divided between the captain and first officer. Phase of
flight duties are divided between the Pilot Flying (PF) and the Pilot Monitoring (PM.)

Each crewmember is responsible for moving the controls and switches in their area of
responsibility:
• the Electrical power up, Pre-flight, FMC Preliminary and After landing will be accomplished
by the First Officer

The captain may direct actions outside of the crewmember’s area of responsibility.

The captain is responsible for Taxiing.

The general PF phase of flight responsibilities are:

• flight path and airspeed control
• airplane configuration
• navigation
• calling for the checklist.

The general PM phase of flight responsibilities are:

• checklist reading
• communications
• tasks asked for by the PF
• monitoring taxiing, flight path, airspeed, airplane configuration and navigation.

The Captain is responsible for assigning PF role. PF and PM duties may change during a flight.
For example, the captain could be the PF during taxi but be the PM during takeoff through
landing.

Normal procedures show who does a step by crew position (C, F/O, PF, or PM):
• in the procedure title, or
• in the far-right column, or
• in the column heading of a table

The mode control panel is the PF’s responsibility. When flying manually, the PF directs the PM to
make the changes on the mode control panel and control display unit. The PF may engage the
autopilot, or call for it to be engaged, as desired. With the autopilot on, all MCP and CDU

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operations that affect the aircraft’s flight path are normally done by the PF. If desired, the PF can
request these steps be done by the PM.
The Captain (on ground) or the Pilot Flying (in flight) will call for the appropriate procedure by
the name of the associated checklist, this will trigger the initiation of the procedure flow, and
subsequent checklist reading.

The captain is the final authority for all tasks directed and done.

Aircraft Configuration Changes During Normal Procedures

Prior to taxi, the flaps will be selected to the takeoff position.

During flight, the PF will call for any gear or flap change and the PM will accomplish the
change. If operational necessity requires an immediate configuration change and the PM is
occupied with other duties, PF may announce the change and move the appropriate control. This
should be understood as the exception and not the rule.

After landing, no configuration changes shall be made until clear of the active runway, or until
the aircraft has reached taxi speed when a 180° turn is required.

Philosophy of Automation

Our goal for automation is to increase safety, efficiency and improve situational awareness,
while reducing workload. The Autopilot Flight Director System (AFDS) and Flight Management
Computer (FMC) systems are designed to provide increase flight precision while accomplishing
these goals. Pilots must be well versed in flying the aircraft using all levels of automation from
raw data hand flying through auto flight guidance using the full LNAV and capabilities of the
FMC. When an automated function improves precision or reduces workload, its use may be
desirable. However, if an automated function does not complement a given situation, good
judgment supports use of a more basic mode. FMC LNAV and automated flight guidance
functions are tools to be used by the pilot when and if they are appropriate. Pilots are expected to
match the level of automation used with the flight dynamics of the situation. The pilot´s
assessment of the situation and judgment determine that level.

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Use automation at the level that it best improves situational awareness, reduces workload, and
provides for most efficient flight performance, the level of automation used is dynamic - change
the level (up or down) if the current level employed is detracting from the situation (i.e.,
increasing workload).

Below 10,000 feet AFE, due to the increased need to clear for visual traffic, it is highly desirable
to use the Mode Control Panel (MCP) functions to limit heads-down time. Maximum emphasis
should be placed on programming the FMC with all known departure and climb information
while on the ground, and all known descent and landing information prior to descending below
10,000 feet AFE. While one pilot programs, the other pilot assumes total responsibility for flying
the aircraft.

Pilots must be aware that consistent use and reliance on automation levels III and IV throughout
the flight regime will degrade basic flying skills. Therefore, pilots must continue to maintain
proficiency by using all levels of automation on a regular basis.

Transfer of Aircraft Control

The decision to transfer control of the aircraft is dependent upon factors such as pilot workload,
flight environment, pilot experience, and phase of flight. Transfer of control should include, as
appropriate, a review of flight status, flight guidance modes, clearance, etc. Positive control of
the aircraft and situational awareness must be the overriding consideration. Standard callouts for
“Transfer of Aircraft Control” should be used.

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Normal Procedures and CRM/TEM

Normal procedures are designed to embrace the principles of Crew Resource management
(CRM) and Threat and Error Management (TEM) strategies. It is not practical, however, to
include all aspects of CRM/TEM into normal procedures.
Pilots must have a comprehensive understanding of CRM/TEM philosophy and use it in
conjunction with normal procedures.

Automated aircraft, by the nature of the equipment employed, require well developed crew
coordination.

Effective resource management recognizes that human error is likely. The goal is to reduce the
probability that serious errors will occur, and to promptly detect and correct mistakes when they
do happen.

As always, the captain is the final decision-making authority on the aircraft; however, it is the
responsibility of all crewmembers to contribute to the decision-making process to help ensure
that the best decisions are made.
Captains set the tone on the flight deck. Their initial crew introduction and briefing is an
important leadership opportunity, and they should encourage all crewmembers to provide
information about operational issues. All flight deck crewmembers must bring any information
that may impact the operational safety to the attention of the captain.

If any crewmember has any doubts about the flight's safety, they must speak up with appropriate
persistence until there is some resolution. All crewmembers should balance assertiveness with
tact. The issue must always be what is right, not who is right.

The following specific automation-related CRM/TEM skills will be trained and developed to be
employed as an integral part of routine flight deck procedures:
• Plan and brief automation modes and configurations
• Establish guidelines for PF and PM duties for the operation of automated systems
• Plan workload and allow sufficient time for programming tasks. Limit programming during
critical phases or conditions of flight
• Verbalize entries and changes to automated systems
• Maintain an awareness of the automation modes selected by crew or initiated by FMS

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Control Display Unit (CDU) Procedures

Before taxi, the captain or first officer may make CDU entries. The other pilot must verify the
entries.

Make CDU entries before taxi or when stopped, when possible. If CDU entries must be made
during taxi, the PM makes the entries. The PF must verify the entries before they are executed.

With the autopilot engaged the PF usually makes the CDU entries affecting the aircraft flight
path. When flying manually the PF directs the PM to make changes in the CDU. The pilot
making the entries executes the change only after the other pilot verifies the entries.

During high workload times, for example departure or arrival, try to reduce the need for CDU
entries. Do this by using the MCP heading, altitude, and speed control modes. The MCP can be
easier to use than entering complex route modifications into the CDU.

Flight deck workload, Autopilot status, communications requirements, etc. can all influence
which pilot should perform certain functions at any given time. The guidelines set forth under
Areas of Responsibility establish the preferred procedures.

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Autopilot Flight Director System (AFDS) Procedures

The crew must always monitor:

• airplane course
• vertical path
• speed
• thrust mode
When selecting a value on the MCP, verify that the respective value changes on the flight
instruments, as applicable.

Verbalize entries and changes to the AFDS as follows:

Every MCP entry must be verbalized by the pilot flying.
From takeoff to initial climb up to 400 ft. AGL all FMA modes must be verified by the PM.
Above 400 feet AGL both pilots will verify, and PM must verbalize all FMA changes.

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Stabilized Approach Policy

The most optimum and consistent landing performance is achieved using a stabilized approach.

Maintaining a stable “target” approach speed, descent rate, and vertical/lateral (visual or
electronic) flight path in landing configuration is commonly referred to as the stabilized
approach criteria.

The ability to meet these criteria should be considered prior to accepting ATC requests for high
approach speeds or tight patterns.
WARNING: Do not attempt to land from an unstable approach.
NOTE: The decision to execute a go-around is no indication of poor performance.

Elements of a Stabilized Approach

By 1500 feet AGL or the FAF, whichever occurs later:
• Landing gear down
• Airspeed not greater than 180 Kts:

All approaches must be stabilized by 1,000 feet AFE in both IMC and VMC. An approach is
considered stabilized when all the following criteria are met:
• only small changes in heading and pitch are required to maintain the correct flight path
• the airplane should be at approach speed. Deviations of +10 knots to -5 knots are acceptable if
the airspeed is trending toward approach speed. • the airplane is in the correct landing
configuration
• sink rate is no greater than 1,000 feet/min. If an approach requires a sink rate greater than 1,000
feet/min, a special briefing should be conducted.
• thrust setting is appropriate for the airplane configuration
• all briefings and checklists have been conducted. • maintain aircraft “on glide path” by
reference to VASI/PAPI when available. A “low” glide path indication (PAPI 4 red lights) is
not desirable as it will not cross the threshold at a safe height.

Specific types of approaches are stabilized if they also fulfill the following:
• ILS approaches should be flown within one dot of the glide slope and localizer, or within the
expanded localizer scale
• approaches using IAN should be flown within one dot of the glide path and FAC
• during a circling approach, wings should be level on final when the airplane reaches 300 feet
AFE

Unique approach procedures or abnormal conditions requiring a deviation from the above
elements of a stabilized approach require a special briefing. This only applies to charted
IFR/VFR approaches. It is not to be construed to violate the stabilized approach criteria during
any other type of approach.

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NOTE: An approach that becomes un-stabilized below 1,000 feet AFE requires an immediate
go-around.
NOTE: In the event of a momentary descent rate/speed exceedance, crews may continue the
approach, if the descent rate/speed exceedance is verbally acknowledged, and corrective action
is immediately initiated.

These conditions should be maintained throughout the rest of the approach for it to be considered
a stabilized approach. If the above criteria cannot be established and maintained until
approaching the flare, initiate a go-around.

PM will announce deviations in configuration, speed, or descent rate using standard callouts.

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.

As the airplane crosses the runway threshold it should be:

• stabilized on approach airspeed to within +10 knots until arresting descent rate at flare
• on a stabilized flight path using normal maneuvering
• positioned to make a normal landing in the touchdown zone (the first 3,000 feet or first third of
the runway, whichever is less)

Initiate a go-around if the above criteria cannot be maintained.

The decision made when passing DA, DDA or MDA is not a commitment to land. It is only a
decision to continue the approach. It is possible, after passing the applicable minimums, that
visual references may deteriorate, or the aircraft may deviate from the desired flight path to a
point where a safe landing may not be assured.
A missed approach capability exists until selection of reverse thrust.

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Sterile Cockpit Policy

The sterile cockpit environment exists while the aircraft is moving under its own-power and
continues until the aircraft has climbed through 10,000 feet (AFE). During that time, activities in
the flight deck not required for the safe operation of the aircraft are prohibited. These include
logbook entries, PA´s non-essential conversation, etc.

NOTE: Increased traffic vigilance should be maintained through 18,000 feet.

Scan Flow and Areas of Responsibility

The scan flow and areas of responsibility diagrams shown below are representative.

The scan flow diagram provides general guidance on the order each flight crew member should
follow when doing the preflight and postflight procedures.

PF (First Officer) will perform the Pre-Flight Flow on the Jet Transition Course
This Flow will be done Read and Do for Bridge Jet Transition

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Standard Callouts

Both crewmembers should be aware of altitude, airplane position and situation.

Standard callouts are provided in the interest of good CRM. The Pilot Monitoring (PM) makes
callouts based on instrument indications or observations for the appropriate condition. The Pilot
Flying (PF) should verify the condition/location from the flight instruments and acknowledge. If
the PM does not make the callout the PF should make it.

The PM calls out any significant deviations from commanded airspeed or flight path. Either pilot
should call out any abnormal indications of the flight instruments (flags, loss of deviation
pointers, etc.).

One of the fundamentals of CRM is that each crewmember must be able to supplement or act as
a back-up for the other crewmember. Proper adherence to Standard Callouts is an essential
element of a well-managed flight deck. These callouts provide both crewmembers required
information about airplane systems and about the participation of the other crewmember. The
absence of a callout at the appropriate time may indicate a malfunction of an airplane system or
indication or indicate the possibility of incapacitation of the other pilot.

The following callouts are required during flight in both instrument (IMC) and visual (VMC)
conditions. DA or DDA callouts will be made with reference to barometric altimeters.

During the final approach segment, the PM will monitor the instrument and call out significant
deviations from the intended target airspeed, approach course, glideslope and sink rate

If the designated pilot is distracted at the time a standard callout is required, the other pilot will
make the call

The following callouts will be verbalized by the appropriate crewmember

On any approach, when the PF can maintain visual contact with the runway, the
“APPROACHING MINIMUMS” and “MINIMUMS” callouts are not required

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Standard Callouts Table

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Exterior Light Usage

Exterior lights should be used in accordance with the following chart. Normally the Captain will
manage lights on the left light control panel and the FO those on the right light control panel.

Phase of Flight
Light Usage
Aircraft is
powered Navigation light illuminated continuously
Engines Anti- collision lights (Beacon) illuminated prior to aircraft
running/aircraft movement or engine start, whichever occurs first. Beacon
moving Lights - ON
Taxi light illuminated when moving or intending to move
Taxiing TAXI LIGHT - ON
All exterior lights illuminated
Crossing a LANDING LIGHTS - ON STROBE LIGHTS -ON WING
Runway LIGHTS - ON
All exterior lights illuminated (except TAXI)
LANDING LIGHTS - ON STROBE LIGHTS -ON WING
Takeoff LIGHTS - ON
In flight (above Exterior lights extinguished, except the anti-collision (beacon),
18,000 feet Navigation and strobe lights.
MSL) WING LIGHTS - OFF LANDING LIGHTS - OFF
In flight
(below 18,000 All exterior lights illuminated, except the TAXI
feet MSL) WING LIGHTS - ON LANDING LIGHTS - ON

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Amplified Procedures Electrical Power Up Procedure

NOTE: The following procedure is accomplished to permit safe application of electrical

power

NOTE: This Flow will be done Read and Do for Bridge Jet Transition Power Up Flow

Logbook ……………………...…………………………….……………...……………...CHECK
BAT switch ................................................................................................................................ ON
Circuit Breakers ..................................................................................................................
CHECK
LDG GEAR lever ................................................................................................................ DOWN
If external power is needed,

• GND Power Switch………………………………………………….……….………. . ON

If APU is needed, Start the APU
• APU START switch ........................................................................................................ON
• APU GEN switch ........................................................................................................... ON
• APU BLEED switch ...................................................................................................... ON

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CDU/FMC Preliminary
NOTE: Start the CDU Preflight procedure any time after Power Up Procedure
NOTE: Request ATIS and ATC Clearance
NOTE: The Performance Data entries must be completed before the Before Start Checklist
NOTE: Normal the PF will accomplish this procedure
NOTE: Both PF and PM must confirm all CDU entries
MENU………………………………………………………………………………………. Select
FMC prompt (LSK1L)
…………………………………………………………………….…Select IDENT prompt
(LSK1L) ………………………………………………….…………………. Select
• Verify Active database
POS INIT prompt (LSK6R) ………………………………………………………...……….
Select • REF
Airport………………………………………………………….…………….…Enter
• Verify GPS Position
RTE prompt (LSK6R) ......................................................................................................... Select
• ORIGIN and DEST (ICAO) ........................................................................................ Enter
• FLT NO ....................................................................................................................... Enter
DEP/ARR key ....................................................................................................................... Select On
DEP/ARR index page ..................................................................... Select DEP from RTE 1
On DEPARTURE page
• Departure RUNWAY ............................................................................................. …Select
• SID ............................................................................................................................. Select
• TRANSITION if req’d ............................................................................................... Select
RTE prompt (LSK6R) ......................................................................................................... ..
Select
NEXT PAGE key ................................................................................................................. Select
Flight plan route ..................................................................................................... Enter flight
plan
ACTIVATE prompt (LSK6R) ............................................................................................... Select
Confirm with PF then EXEC KEY ........................................................................................ Select
PERF INIT (LSK6R)............................................................................................................ Select
• RESERVES ................................................................................................................. Enter
• ZFW ............................................................................................................................ Enter
Gross Weight Value is automatically entered if ZFW is entered.
• FUEL ...................................................................Compare value with FOB and flight plan
• CRZ ALT .................................................................................................................... Enter
• COST INDEX ............................................................................................................ Enter

TAKE-OFF prompt (LSK6R) ............................................................................................ Select

• FLAPS Selection ...................................................................................................... Enter 5

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•
V1 – VR – V2 ..............................................................................................................
Enter
• C.G. ..............................................................................................................................Enter
LSK6R ........................................................................................ Verify PRE-FLT COMPLETE

Confirm the logical sequence of legs and perform a gross error check of bearing and distance
between waypoints.
The suggested FMS resting pages for departure are:
• PF on TAKEOFF REF page
• PM on ACT RTE LEGS page

Exterior/Interior Inspection

NOTE: Before each flight the captain or first officer must verify that the airplane is satisfactory
for flight.

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Preflight Procedure
NOTE: Preflight flow may be initiated once their departure from the flight deck is no longer
Anticipated
NOTE: This Flow will be done Read and Do for Bridge Jet Transition
NOTE: PF will perform the Pre-Flight Flow

Pre-Flight Flow
• FUEL BOOST L and R switch ................................................................................ ON
• SEAT BELT switch .............................................................. OFF / Light Out or as req
• L and R ENG HYD PUMP switch ........................................................................... ON
• WING anti-ice switch ............................................................................................. OFF
• L and R ENG anti-ice switch .................................................................................. OFF
• PITOT STATIC switch ........................................................................................... OFF
• YAW DAMPER switch .......................................................................................... ON
• Pressurization Panel ………………..……………………………………SET FLT ALT
• APU BLEED switch ..............................................................................................As req
• NAV switch ............................................................................................................ ON
• BEACON switch..................................................................................................... OFF
• STROBE switch ..................................................................................................... OFF
• WING switch………………………………………………...……..…………….. OFF
• RADIO / BARO MINS selector SET knob…….................................Set Level Off ALT
• NAV SRC………………………………………………..………………… Set to FMS
• BARO SET knob ...............................................................................Set altimeter setting
• MODE selector knob ......................................................................................Set to MAP
• RANGE selector knob ...................................................................................Set to 10NM
• VOR Selector Switch…………………………………………………...Both Set to VOR
• CRS2 select knob ................................................................ If req, set for departure FO's
• FD switch ...............................................................................................................As req
• MCP ALT ........................................................ PF ......... Set SID or initial target altitude
• HDG knob .......................................................................................Dep RWY Mag HDG
• SPEED knob…………………………………………………..…………………..Set V2
• XFR Switch……………………………………………………………..Set Arrow to PF
• AP ENG switch ......................................................................................................... OFF
• Stabilizer Trim………………………..………………………………….… ….5 UNITS
• PARK BRAKE ......................................................................................................... SET
• SPEED BRAKE lever .................................................................................... RETRACT
• Thrust levers ..................................................................................................... CLOSED
• FLAPS lever ................................................................................................................ UP
• Panels COM and NAV............................................................. SET as per company policy
Preflight Checklist
Fuel.____Req..,__onboard, pumps ON C
YAW DAMPER............................ .... ON C

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Pressurization Panel………………………SET C
Flight instruments...Heading_, Altimeter__ C
Thrust Lever ……. CLOSED AND CHECKED C
Parking Brake………………… …………. SET C

Briefings

Threat forward briefing

La metodología Threat Forward Briefing (TFB) consiste en un briefing que es INTERACTIVO

que confirma el entendimiento y alerta situacional compartida de las tripulaciones y es más
efectivo que un discurso largo por un solo piloto con interacción mínima de los demás miembros
de la tripulación. Esta metodología de briefing incluye las mejores prácticas de la industria con
respecto al briefing entre la tripulación e inicia con la aplicación de los conceptos de identificación
y mitigación de “Threat and Error Management” (TEM). Un buen briefing debe cumplir dos
propósitos:

Proveer a los pilotos una oportunidad para el monitoreo y verificación cruzada (revisar el
procedimiento de salida/llegada/aproximación y sus amenazas, los planes y las consideraciones) y
asegurar que ambos pilotos compartan la misma imagen del plan para la salida, aproximación,
aterrizaje o aproximación frustrada. Evita la repetición innecesaria o recitación de los SOPs, y en
vez de esto se enfoca en los elementos que son críticos para el procedimiento que se ha de
ejecutar.

Antes de iniciar el briefing:

1. Verificar que ambos EFBs están al día y libres de banderas rojas o amarillas. Si se cumple
con esta verificación no es necesario verificar las fechas o validez de las cartas. Verificar el
número de índice de la carta para asegurar que se está revisando el procedimiento correcto.
2. Ambos pilotos deben revisar la entrada en el FMS del procedimiento a ejecutar, el PF
deberá seleccionar el SID o STARy aproximación y hacer una verificación cruzada con el
PM de las restricciones de altitud y velocidad del procedimiento. Si se cumple con esta
verificación y se planifica utilizar VNAV no es necesario verificar nuevamente estas
restricciones durante la sección Plans del briefing.
3. Se espera que el PF utilice los distintos niveles de automatización para incrementar la
conciencia situacional y reducir la carga de trabajo.

A discreción de los pilotos, por motivos de complejidad, tipo de aeropuerto, espacio aéreo o si por
algún otro motivo consideran necesario hacer énfasis en alguna restricción en particular deben
incluirla en la sección de plan.

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Threats(amenazas)

Eventos que ocurren fuera de la influencia de la tripulación.

Identificar y Preparar

Esta parte del briefing se realiza en formato “challenge - response”. El briefing ideal es aquel que
se adapta a la situación en particular y buscando enfatizar las amenazas únicas o especiales de
acuerdo con la fase de vuelo. El briefing debe mantenerse breve (Keep the briefings “brief”) y
asegurarse de que el enfoque siempre permanezca en las amenazas y en los procedimientos que se
harán distintos a la rutina. Si algún elemento no es aplicable a la operación a realizarse no es
necesario incluirlo en el briefing.

El factor más importante para el manejo de las amenazas es tener un plan apropiado para
manejarlas, por ende, se debe evitar recitar una lista de amenazas sin su debida preparación. Todas
las amenazas identificadas deben tener una preparación y esta debe ser concisa y comprendida por
ambos pilotos. Amenazas como: procedimientos especiales por ítems inoperativos, meteorología,
congestión, aves, terreno (por ejemplo, si el terreno es factor el PF puede seleccionar una sola
altitud segura fácil de recordar), NOTAMS, marcaciones no estándar de pista, notas especiales
aplicables del procedimiento, pista mojada y cualquier otra complejidad especial debe ser incluido
en esta sección del briefing.

Se recomienda revisar las páginas 10-7 de las cartas Jeppesen pues contienen información valiosa
sobre las principales amenazas de los aeropuertos; sin embargo, debemos enfatizar que no
incluyen todas las amenazas que se pueden enfrentar.

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Para iniciar el briefing, el PF le preguntará al PM que amenazas están presentes para su pierna
del vuelo, el PM las identificará una a la vez y el PF responderá a cada una con el plan de
mitigación para cada amenaza. El PF debe mencionar cualquier amenaza que no sea identificada
por el PM y preparar su respectivo plan de mitigación.

Ejemplo:

PF: iniciemos el briefing de salida. ¿Qué amenazas identificas para nuestra salida el día de hoy?
PM: El ATIS reporta aves en la vecindad del campo.

PF: mitigaremos esta amenaza programando el “bird strike avoidance procedure” en el FMC y
manteniendo el monitoreo visual durante el despegue y ascenso inicial.

PM: Ok, he verificado que se programó el procedimiento en el FMC.

Repetir estos pasos con todas las amenazas anticipadas, cerrar mencionando alguna amenaza que
el PM no haya identificado y su mitigación.

Plans(planes)

Los Planes deben ser ajustados a la situación particular de cada pierna de vuelo, la tripulación
puede expandir o acortar esta sección del briefing para ajustarse a la complejidad, familiaridad o
experiencia reciente en el aeropuerto específico. Es sumamente importante mencionar solo los
ítems aplicables a la pierna o fase de vuelo y lo que es no-estándar, esto busca asegurar una
conciencia situacional compartida sobre el procedimiento a realizarse y evita la repetición
innecesaria de procedimientos estándar (SOP).

La filosofía TFB asume que se estará utilizando los distintos niveles de automatización instalada
en la aeronave. Se debe mencionar en el briefing el nivel de automatización que se va a utilizar y
el motivo. Es normal tener que revertir a un nivel menor de automatización, especialmente durante
aproximación cuando se asignan vectores. Si esta situación ocurre regularmente en el aeropuerto
donde se está operando es recomendable mencionarlo en el briefing.

a) Salida

Luego de mencionar las amenazas y su mitigación el PF procederá a brindar los planes. Los seis
ítems mínimos que se deben incluir en el briefing son:

1) Asignar el responsable del arranque de motores (El rodaje estándar es con un solo motor),
consideraciones para arranque del segundo motor (tiempo de calentamiento, listas de
verificación y consideraciones de manejo de carga de trabajo.

2) Ruta planificada de rodaje; Hot Spots, Hold Shorts y cruces de pista en la ruta planificada.

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3) Configuración de despegue sólo si es no-estándar (B737 Flaps 5/Bleeds Auto).

4) Acción de Frenado de Pista, Limitante del PERF (Field, Climb etc.)

5) Verificación del FMC y MCP (pista correcta y restricciones de velocidad y o altitudes

críticas, etc.). Verificar que la autorización por voz o PDC concuerde con la Información
ingresada en el FMC. Si se recibe algún cambio luego de la salida del puente se debe
actualizar el briefing con esta nueva información. PRECAUCIÓN: Si se recibe un cambio
de pista se debe actualizar y verificar el SID/SEOP/Temp. Asumida/VSpeeds/ rumbo de
pista y actualizar el briefing. Nivel de Automatización: Se debe mencionar el nivel de
automatismo que se va a utilizar, el motivo y cuando se planea enganchar el piloto
automático.

6) SEOP verificar navegación lateral y vertical. PRECAUCIÓN: si se utilizará VNAV la

tripulación debe ingresar el EO ACCEL HT en TAKEOFF REF page 2/2.

Si las particularidades del procedimiento a realizar requieren incluir ítems adicionales en esta
sección se deben mencionar.

Se recomienda que los pilotos sigan una secuencia lógica durante el briefing, normalmente el
capitán asignará el responsable del arranque de motores y hará el briefing de la ruta de rodaje. Si
se reciben cambios durante el rodaje es recomendable que los pilotos actualicen su programación
y briefing con la aeronave detenida y el PARKING BRAKE activado.

b) Antes de cruzar el Hold Short Line

Verificar y verbalizar que los siguientes ítems están colocados de forma correcta.

1) Runway (Pista) seleccionada en el FMC concuerda y es correcta.

2) Heading (Rumbo) colocado en el MCP es el correcto para la pista y que el modo de

automatización apropiado está armado.

3) Altitude/Airspeed (Altitud y Velocidad) restricciones asignadas están colocadas

correctamente en el MCP .

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c) Llegada

Luego de mencionar las amenazas para la llegada y su mitigación, el PF procederá a hacer el

briefing de los Planes. Este briefing incluye, pero no está limitado a los siguientes 5 ítems
mínimos:

1. Procedimiento de llegada o STAR: secuencia de navegación o vectores esperados,

restricciones de velocidad y/o altitud críticas y componentes de navegación requeridos.
(RAIM, GPS, VOR, ILS, etc.).
2. Procedimiento de aproximación: tipo de aproximación, autorizaciones requeridas,
componentes y equipos mínimos, manejo de automatización (nivel de automatización,
motivo y cuando se planea desconectar), tareas del PM, cursos y mínimos y procedimiento
de go around o aproximación frustrada. Approach procedure: approach type.
Actualizar el briefing con los ítems mínimos aplicables en caso de recibir cambios al
procedimiento durante el descenso o aproximación.

En condiciones de día y VMC el briefing puede ser acortado para solo incluir ítems
aplicables (frecuencias, cursos, mínimos y aproximación frustrada). Aun cuando se
planifique realizar una aproximación visual los pilotos deben utilizar los recursos
disponibles (ILS o FMC) para asistirlos en la identificación correcta de la pista. Si se le
autoriza a una aproximación visual actualizar el briefing de la aproximación frustrada en
caso de ser distinta al estándar.

En operaciones a los Estados Unidos de América y Canadá es común que el ATC asigne
vectores en caso de aproximación frustrada en lugar de los procedimientos publicados. Las
tripulaciones deben prestar especial atención a volar el rumbo (HDG) asignado para evitar
pérdida de separación con tráficos operando en pistas paralelas.

3. Procedimiento de aterrizaje: landing assessment de ser requerido, configuración de flaps,

autobrake, aditivo por corrección de viento, condiciones de la superficie de pista si es
distinta a pista seca (Dry Runway), identificación de la zona de contacto (esta involucra
hacer el cálculo para determinar el primer tercio de pista o los 3 mil pies, cualquiera que
sea inferior), marcaciones pista, iluminación solo si es relevante al tipo de aproximación y
condiciones de vuelo. Se debe hacer énfasis en identificar el aiming point y el punto
deseado de toque al igual que la zona de toque (touchdown zone) y la salida planificada
de la pista. SEOP: Revisar el Landing SEOP (si está publicado) en caso de aproximación
frustrada con un solo motor, si no hay Landing SEOP ejecutar procedimiento publicado de
aproximación frustrada. Verificar la navegación en la página de FIX del FMC.

PRECAUCIÓN: desviarse intencionalmente de un procedimiento publicado de SEOP de

aterrizaje en condiciones visuales no garantiza separación mínima con el terreno u obstáculos.
Los gradientes mínimos de ascenso de algunos procedimientos de aproximación frustrada pueden
exceder la capacidad de ascenso con un sólo motor de la aeronave.

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4. Rodaje: Normalmente el capitán hará el briefing de la ruta de rodaje. Verificar ruta

planificada, Hot Spots, Hold Shorts, cruces de pista y procedimientos especiales de entrada
a la rampa o puente. Asignar tareas de apagado de un motor, planificar completar el rodaje
al puente con un solo motor luego del periodo de enfriamiento (CoolDown).

Se recomienda que siempre que se estén revisando las cartas de aproximación se realice el
briefing solo de los elementos que son aplicables al tipo de aproximación y las condiciones
meteorológicas reales. (Ejemplo: de día en condiciones VMC no es necesario revisar las
luces de aproximación disponibles, pero esta información es crítica en una aproximación
de baja visibilidad).

Considerations(consideraciones)

Las consideraciones son un breve resumen de las amenazas más críticas y su preparación y de
cualquier elemento que requiera especial atención. El PF le pedirá al PM que le de
retroalimentación y aprovechar este espacio para aclarar cualquier duda que se pueda tener. Es
importante empoderar al PM para que haya comunicación efectiva entre ambos pilotos y enfatizar
asertividad.

En caso de que ocurra un desvío al alterno, las tripulaciones deben ser conscientes de la alta carga
de trabajo que esto implica y por ende el incremento en la probabilidad de cometer errores.
Especialmente en situaciones en las que un desvío es probable, se recomienda verificar el landing
assessment del aeropuerto alterno y comprobar la programación del FMC.

Es importante recordar que el cálculo de combustible MIN DIV en el plan de vuelo sólo contempla
aterrizar con la reserva de combustible (ALTN RSV) si la ruta al alterno se vuela exactamente como
planificad, en la práctica esto rara vez es el caso. Normalmente las desviaciones al alterno ocurren
por condiciones meteorológicas o situaciones anormales y varias aeronaves son afectadas. Es por esto
que el piloto debe de constantemente monitorear su posición, combustible remanente, estatus del
alterno (tráfico y meteorología)

y actualizar sus planes acordé a estos factores. Esperar a llegar al combustible MIN DIV puede
resultar en una declaratoria de emergencia por bajo combustible.

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Before Start Procedure

NOTE: Normally done after contacting ground personnel (ECO) and confirming Walk Around
complete.

NOTE: Taxi and Takeoff Briefing: The PF briefs the departure and both pilots ensure that the
FMS LEGS page information accurately reflects the charted SID procedure as applicable, and
that MCP heading, altitude are correct.

Before Start Checklist

Windows…………… .………………..LOCKED (FO,C)
Seat belt signs .............................. "ON" C
Takeoff Speeds….____,____,_____ SET (FO, C)
Stabilizer Trim………………….…….5 UNITS C
CDU Preflight …………………….…COMPLETED C
Taxi and Takeoff Briefings……. COMPLETED C
Beacon ................................. "ON" C

Engine Start Procedure

NOTE: After Checklist is complete, contact ground for Pushback and Engine Start Clearance
ENGINE START NOTES: Both Captain and FO must take time before each engine start

Captain………………………………………………………………………... “Start Engine Number#2”

First Officer……………………………………………………………………………R START switch ON

VERIFY
• N2
• OIL PRESSURE……………………First Officer Calls …………….” Oil Pressure Rising”
• N1
• AT 25%N2 First Officer…………….…Position Thrust Lever to Idle

NOTE: Start Remaining Engine using sequence as above.

NOTE: After Engine(s) Stabilization at idle, release the ramp to hand signals to expedite ramp
departure

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Before Taxi Procedure

NOTE: The Before Taxi Checklist will be accomplished after receiving the clear to taxi signal
from the marshaller.

Before Taxi Checklist

Generators……………………………… ON C
Engine Bleed…………………………… SET C
APU Bleed………………………………OFF C
APU……………………………………. OFF C
Pitot Static……………………………… ON C
Engine Anti-Ice………………………… AS REQUIRED C
Ignition……………………………….…ON C
Flight Control………..…………………. CHECKED C
Ground Equipment…..………………… CLEAR C

NOTE: After completing the Before Taxi Checklist, the Captain will call for Appropriate Flap
setting and Request Taxi Clearance

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Before Takeoff Procedure

Notes: Advice cabin crew in the before takeoff checklist: “FLIGHT ATTENDANTS PREPARE
FOR TAKE OFF”
NOTE: After takeoff thrust is set, the captain’s hand must be on the thrust levers until V1

NOTE: When cleared for takeoff, start timing on the clock and advance thrust levers 40% N1,
Allow the engine to stabilize, then advance to 70% N1 pressing TOGA Button where
uniform acceleration to takeoff thrust will occur on both engines.

Before Takeoff Checklist

Cabin Crew…………………..ADVISE FO
Engine &APU Bleed………SET FO
Light/Strobe………………..ON FO
Auto thrust..………………..ARMED FO
Flaps……………………………___SET F/O, C
Transponder…………….…ALT FO

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Pilot Monitoring
Pilot Flying
Monitor Airspeed and call out any
Monitor Airspeed. abnormal indication

Verify 80 Knots and call "Check" Call "80 Knots"

Verify V1 speed. 5 knots prior to V1 call "V1"

At VR, rotate towards 15° pitch attitude. After

liftoff, follow F/D commands. At VR, call 'ROTATE'

Verify a positive rate of climb on the

altimeter and call "POSITIVE RATE"

Verify a positive rate of climb on the altimeter

and call "GEAR UP"
Set landing gear lever to UP.

Above 400 ft radio altimeter, call for a roll mode Select and verify roll mode.
as needed. (HDG or NAV)

At acceleration height call "SPEED, SET Push the SPEED switch, set the Climb
CLIMB SPEED FLAPS___" according to speed 230 kts (verify acceleration) set the
flap retraction schedule Or At acceleration flap lever as directed. Or Push
height call appropriate vertical mode "SET Appropriate vertical mode, set the climb
CLIMB SPEED" and "FLAP__" according to speed, verify acceleration, and set the flap
flap retraction schedule. lever as directed.

Engage the autopilot when above the minimum

altitude for autopilot engagement.

After flap retraction is complete set 250kts

on the speed.
Call "AFTER TAKEOFF CHECKLIST." Do the AFTER-TAKEOFF checklist

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After Takeoff Procedure

NOTE: Landing Light should remain on below 18,000 feet MSL

NOTE: Maintain 250 knots below 10,000 feet

NOTE: Normal Climb speed 280 knots to MACH M.76

NOTE: Check Pressurization cabin rate of climb

After Takeoff Checklist

Engine/Bleed…………………….SET PM
Ignition……………………………..SET PM
Landing Gear……UP NO LIGHTS PM
Flaps………………………………….UP PM

Climb and Cruise Procedure

NOTE: Complete the After-Takeoff Checklist before starting the Climb and Cruise Procedure.
NOTE: At transition altitude, set and crosscheck the altimeter to standard (29.92 inHg)
NOTE: Before the top of descent, modify the active route as needed for the arrival and approach

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Maneuvers Holding

• Start reducing to holding airspeed 3 Min before arrival time at the holding fix
• Maintain clean configuration if holding in turbulence or icing condition
• Advise ATC if unable accomplish any part of the holding or comply with speeds

Steep Turns
• The objective of the steep turns maneuver is to familiarize with airplane handling
characteristics beyond 35 degrees of bank and improve instrument crosscheck
• Stabilizer trim is not recommended during the maneuver because it increases workload
during the roll out
• Stabilize airspeed at 250 knots on heading and altitude. Use normal turn entry
• An increase in pitch is required as the bank angle is increased to maintain constant
altitude. An increase in thrust is required to maintain constant airspeed
• If altitude loss becomes excessive, reduce the angle of bank to regain positive pitch
control
• Rollout should begin 15 to 20 degrees prior to the desired heading. Decrease in pitch and
thrust is required to maintain constant altitude and airspeed

DME ARC

• A DME Arc is the track of an aircraft maintained at a constant distance from a

navigational aid by reference to DME
• When turning onto an arc, plan to lead the turn to avoid overshooting the desired arc.
Rule of thumb to lead desired DME indication by 1% of the ground speed
Example: for 200 knots GS, lead 2 miles
• Keeping the bearing indicator near the wing tip will keep the aircraft close to the desired
arc. If the aircraft drifts of the arc and is:
* closer to the station than desired, turn to put the station behind the wing tip
* further from the station than desired, turn to put the station ahead of the wing tip
• A Lead of approximately 10 degrees will be adequate for turning from the arc to
the final approach course

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Descent Procedure

NOTE: Start the Descent Procedure before the airplane descends below the cruise altitude for
arrival at destination.

NOTE: Pilot should call for the DESCENT checklist at approximately 10 min before the top of
descent.
NOTE: Complete the Descent Procedure by 10,000 feet AFE at the least.

NOTE: Standard callouts for “Transfer of Aircraft Control” should be used before PF performs
the following:
• The PF will obtain the ATIS.
• Both pilots will confirm type of approach planned.
• PF selects appropriate FMS star/transition approach.

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FMC/CDU Approach Setup

DEP / ARR page ............................................................................................................. SELECT

INDEX prompt (LSK6L)…………………………………………………………………SELECT
ARR prompt (LSK2R)……………………………………………………………………SELECT
Planned runway and approach ......................................................................................SELECT
Planned STAR profile descent or FMS arrival ........................................................... SELECT
Planned approach transition (if applicable) ................................................................ SELECT
LEGS page Discontinuities and Restrictions ............................................................... VERIFY
PF confirms approach procedure and commands "EXECUTE".
EXEC Key .......................................................................................................................... PRESS
• PF tunes and identifies appropriate Navaids for the approach
• Both pilots verify selected course and frequency with reference to charted
information and FMS APPROACH page.
• Both pilots select VOR/ADF needles as appropriate.
• PF verifies that FMS is correctly set for the approach.
• PF then conducts approach briefing according to company procedures
(TEM Briefing)
• Both pilots will set MDA/DH on PFD.
• Brief the go-around procedure as required
NOTE: PF will determine the landing data requirements and place the applicable landing data
booklet page in view.
NOTE: Select INIT REF to set the VREF

Descent Checklist

• Landing Data………………. VREF__,Minimums__ PM,

PF
• FMC………..……………… COMPLETED PM
• Approach Briefing..……….. COMPLETED PM

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Approach Procedure

The approach procedure is normally started when in the approach environment and below the
transition level. Complete the Approach Procedure before:
• the initial approach fix, or
• the start of radar vectors to the final approach course, or
• the start of a visual approach For an ILS or LOC approach,

verify the appropriate localizer frequency

Landing announcement: “FLIGHT ATTENDANTS PLEASE BE SEATED” must be made to

advice the flight attendants to secure the cabin.

NOTE: When descending below the transition level, set and crosscheck the altimeter.

NOTE: Update the arrival and approach, as needed, verify radios are tuned and identified and
update the approach briefing as needed

PF will call “APPROACH CHECKLIST”, PM will do the APPROACH checklist.

Approach Checklist

• Cabin Crew………………………… ADVISE PM

• NAV/Radios…………………..…… IDENTIFIED PM
• Lights……………………………… ON PM
• Altimeters…………………………. ____SET PM, PF

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Landing Procedure -ILS

NOTE: When conducting and ILS approach, the following sequence will ensure that all the
radios and modes are set properly. This can be set prior starting the descent.
NOTE: Tune and identify the ILS frequency (from both NAV selector panels)
NOTE: When on intercept heading for the approach:
• On the ECP Panel Select NAV SRC to ILS (Identify the ILS frequency)
NOTE: When clear for the approach: On MCP Panel:
• Select APPR Mode
• Confirm LOC and G/S in white armed mode on FMA.

Pilot Flying Pilot Monitoring

Call "FLAPS__, SPEED" according
to the flap extension schedule and
set speed accordingly (if autopilot is Set the flap lever as directed. Monitor flaps extension
engaged) and set speed accordingly (if autopilot NOT engaged)
Arm the Mode (the APPR mode is to be selected only after ATC has cleared the aircraft for
approach)

Call " GLIDESLOPE ALIVE"

When 1/2 dot below the GS, at the Set the landing gear lever DN. Verify the green
FAF Altitude, call: "GEAR DOWN, landing gear indicator illuminated. Set the flap lever to
FLAP 15, SPEED" 15.
At glideslope capture, call "FLAPS
30, TARGET, LANDING Set the flap lever as directed. Do the LANDING
CHECKLIST". checklist
Set the missed approach altitude on
the MCP
At 1000 feet AGL Call " 1000 Feet, Stabilized, Missed
Approach Altitude SET" or "Not Stabilized Go
Verify and Call "Check" Around"

Verify and Call "Continue" At 500 feet AGL Call "500"

At 100 feet above DA or MDA (IMC only) Call
"Approaching Minimums"
At DA or MDA Call "Minimums, Runway in Sight"
or "Go Around"
Below DA or MDA, in a position to make a safe landing PF call "Landing"

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Landing Procedure -NON-ILS

NOTE: When conducting and Non-ILS approach, the following sequence will ensure that all
the radios and modes are set properly. This can be set prior starting the descent.

NOTE: Non-ILS approaches use VS mode from the final approach fix altitude down to the DA,
DDA, MDA.

NOTE: In all cases the FMS LEGS page should have the altitude constraints built in for
the appropriate fixes throughout. This will help the pilots follow through during
the approach.

NOTE: Tune and identify the Nav frequency (from both NAV selector panels)

NOTE: When on intercept heading for the approach:

• On the ECP Panel Select NAV SRC to ILS or VOR (Identify the ILS
frequency)
• If Conducting a RNAV Approach, on the ECP Select Nav SRC to FMC

NOTE: When clear for the approach: On MCP Panel:

• NAV mode button PUSH.
• Confirm LOC or VOR in white armed mode on FMA
• If Conducting a RNAV Approach, confirm LNAV on the FMA

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Pilot Flying Pilot Monitoring

Set the flap lever as directed. Monitor
7 NM from FAF Call "FLAPS 5, SPEED" flaps extension and set speed accordingly
according to the flap extension schedule and set (if autopilot NOT engaged)
speed accordingly (if autopilot is engaged)
Arm the Mode (the NAV pushbutton is to be pressed only after ATC has cleared the aircraft
for approach)
Set the flap lever as directed. Monitor
5 NM from FAF Call "FLAPS 10, SPEED" flaps extension and set speed accordingly
according to the flap extension schedule and set (if autopilot NOT engaged)
speed accordingly (if autopilot is engaged)
Approximately 3NM before the FAF or earlier
and leveled at the FAF Altitude Set MDA on
MCP
Set the landing gear lever DN. Verify the
green landing gear indicator illuminated.
Set the flap lever to 15.
Call: "GEAR DOWN, FLAP 15, SPEED"
Approximately 1NM before the FAF or earlier,
Call "FLAPS 30, TARGET, LANDING
CHECKLIST".
At 0.2NM of FAF select Vertical Speed mode on Set the flap lever as directed. Do the
de LANDING checklist. Verify V/S mode
MCP annunciates.
When established in the final approach descent
and at least 300 feet above the MDA, set the
missed approach altitude on the MCP
At 1000 feet AGL Call " 1000 Feet,
Stabilized, Missed Approach
Altitude SET" or "Not Stabilized Go
Verify and Call "Check" Around"
Verify and Call "Continue" At 500 feet AGL Call "500"
At 100 feet above DA or MDA
(IMC only) Call "Approaching
Minimums"
At DA or MDA Call "Minimums, Runway
in Sight" or "Go Around"
Below DA or MDA, in a position to make a safe landing PF call "Landing"

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Landing Checklist

• Ignition…………………….. ON PM
• Speed brake………..……… ARMED PM
• Landing Gear……………… DOWN,3 GREEN PM, PF
• Flaps………………..……… ___, PM, PF

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Go- Around and Missed Approach Procedure

A go-around will be initiated if:

• Continuation to a safe landing is not possible at the DA on an ILS or MAP during
a non- ILS approach
• A landing cannot be safely accomplished within the touchdown zone.
• At any point in the approach the pilot feels that safety may be compromised if the
approach is continued.
• If below 1000 feet AFE the approach becomes unstable. • If either pilot calls
“GO-AROUND”.

Pilot Flying Pilot Monitoring

Call: "Go-Around"
At the same time: push Go Around Position the FLAP lever to 15 and monitor flap
button and call "FLAPS 15" retraction
Verify: the rotation to go-around attitude, that thrust increases
Verify that the thrust is sufficient for the go-
around or adjust as needed. SELECT A/T, if
Call: "CHECK THRUST" previously desired.
Verify a positive rate of climb on the Verify a positive rate of climb on the altimeter
altimeter and call "GEAR UP" and call "POSITIVE RATE". Set the landing gear
lever to UP.
Call "CHECK MISSED APPROACH
ALTITUDE" Verify that the missed approach altitude is set.
Above 400 feet radio altitude, Call Switch Source From ILS/VOR to FMS on ECP of
“SELECT SOURCE NAV” or “SELECT PF, Select NAV or HDG on MCP and Switch
SOURCE HDG” as appropriate. Source From ILS/VOR to FMS on ECP of PM.
Verbalize proper FMA annunciation
At acceleration height, call "SPEED SET
CLIMB SPEED FLAPS__" according to Set the FLAP lever as directed. And Verify thrust
the flap retraction schedule. levers in CORRECT AUTOTHRUST POSITION

After Flaps are UP Call "AFTER

TAKEOFF CHECKLIST" Do the AFTER-TAKEOFF checklist

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Landing Roll Procedure

NOTE: Final approach airspeed is maintained until crossing runway threshold.

NOTE: On touchdown, PM calls “SPEED BRAKES UP”, or "SPEED BRAKES NOT UP", and
if required the PF extends them manually.

NOTE: The PM monitors reverse thrust and braking. If one or both reversers do not operate,
the PM advises the PF of the condition, e.g., calls "NO REVERSE ENGINE 1" or “NO
REVERSERS”. The PF controls reverse thrust and wheel braking as necessary.

NOTE: Do not attempt go-around after reverse is deployed.

NOTE: At 60 KIAS the PM calls "60 KNOTS", and PF starts movement of the reverse thrust
levers down at a rate commensurate with the deceleration rate of the airplane.

After Landing Procedure

NOTE: The AFTER-LANDING Procedure is completed silently by the First Officer once
the aircraft has cleared the runway and instructed by the Captain.
NOTE: This Flow will be done Read and Do for Bridge Jet Transition

After Landing Flow

• Landing Lights and Strobes .......................................................................................... OFF

• Speed Brake .............................................................................................................. Retract
• Flaps ................................................................................................................................ UP
• Transponder ............................................................................................................... STBY
• Anti-Ice ......................................................................................................................... OFF
• Pitot Static………………………….………………………………………………….OFF
• Ignition ......................................................................................................................... OFF
• APU ............................................................................................................................. Start

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Shutdown Procedure

NOTE: Start the Shutdown procedure after taxi is complete and aircraft comes to a complete
stop at the gate or parking spot and the engines are shutdown.

NOTE: Run the engine for at least 3 minutes prior to shut down.

Shutdown Checklist

PARK BRAKE ...................... SET C

Transponder ..................... STBY C
APU GEN……………… ON C
Thrust levers ..................... SHUTOFF C
Beacon ............................... OFF C
Seat belts ........................... OFF C
Fuel boost pumps .............. OFF C
Hydraulic pumps ................ OFF C
Engine and bleed.............. . ON or OFF C
Anti-ice .............................. OFF C
Landing and taxi lights ....... OFF C
Ignition ............................... OFF C
Speed brake and flaps ..... . UP C

Secure Checklist

APU bleed .................................. OFF C

APU GEN .................................... OFF C
APU ............................................ OFF C
Exterior lights ............................ OFF C
Battery ....................................... OFF C

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4.4 Non-Normal Procedures

Engine……………………………………………………………………………………… 91
Takeoff Procedure – One Engine Inoperative…………………………………………….. 91
Single Engine Go- Around and Missed Approach Procedure…………………………….. 92

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NON-NORMAL Engine Takeoff Procedure – One Engine Inoperative

NOTE: The PF will disconnect A/T and retard the affected thrust lever after confirmation of
the PM when directed by the checklist. PM will continue the items on the checklist. Remaining
items will be accomplished after flaps have been retracted.

NOTE: If engine failure occurs at or after V1, follow this procedure.

Pilot Flying Pilot Monitoring

Maintain directional control. At VR, initiate a smooth At VR, call "ROTATE."
continuous rotation toward takeoff attitude with one engine Monitor airspeed and
inoperative. After liftoff, follow F/D commands. vertical speed.
Establish a positive rate of climb.
Verify a positive rate of
climb on the altimeter and
call "POSITIVE RATE."
Verify a positive rate of climb, on the altimeter and call
"GEAR UP."
Set landing gear lever UP
Above 400 feet radio altitude, call "HEADING SELECT, ½ Select HDG and Select 1/2
BANK ANGLE." bank
At 800 feet AGL or as required call "SPEED, SET CLIMB
Set airspeed cursor to Flap
SPEED." Call "FLAPS___" according to the flap retraction
UP
schedule.
Set the FLAP lever as
directed.
After Flap retraction is complete: Call "MAXIMUM Set CON thrust. Do the
CONTINUOS THRUST, ENGINE FAILURE CHECKLIST" Engine Failure Checklist
After Engine Failure checklist is complete call "AFTER
TAKEOFF CHECKLIST."
Do the After-Takeoff
checklist.

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Single Engine Go- Around and Missed Approach Procedure

Pilot Flying Pilot Monitoring

Call: "Go-Around"
At the same time: push Go Around Position the FLAP lever to 5 and monitor flap
button and call "FLAPS 5" retraction
Verify: the rotation to go-around attitude, that thrust increases
Verify that the thrust is sufficient for the go-
Call: "CHECK THRUST" around or adjust as needed
Verify a positive rate of climb on the altimeter
Verify a positive rate of climb on the and call "POSITIVE RATE". Set the landing gear
altimeter and call "GEAR UP" lever to UP.
Call "CHECK MISSED APPROACH
ALTITUDE" Verify that the missed approach altitude is set.
Switch Source From ILS/VOR to FMS on ECP of
Above 400 feet radio altitude, Call PF, HDG on MCP and Switch Source From
“SELECT SOURCE HDG”, ‘½ BANK ILS/VOR to FMS on ECP of PM. Verbalize
ANGLE” proper FMA annunciation
At 800 feet AGL or as required call
"SPEED, SET CLIMB SPEED." Call
"FLAPS___" according to the flap
retraction schedule. Set the FLAP lever as directed.
After Flap retraction is complete: Call
"MAXIMUM CONTINUOS THRUST” Set CON thrust.
After Flaps are UP Call "AFTER
TAKEOFF CHECKLIST" Do the AFTER-TAKEOFF checklist

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XJ LARGE JET
QUICK REFERENCE HANDBOOK
JET TRANSITION PROGRAM

COPA AIRLINES PROPRIETARY

Copyright © 2018-2019 Copa Airlines. All rights reserved.

Copa Airlines claims copyright in each page of this document only to the extent that the page contains copyright subject matter. Copa Airlines also
claims copyright in this document as a compilation and/or collective work.
No part of this document may be reproduced or transmitted in any form or by any means, electronic or mechanical, for any purpose without the
express written permission of Copa.
Copa Airlines personnel desiring to publish excerpts from this manual are requested to notify the Flight Standard Manager or Technical Standard
Manager, prior to publication

Revision Number: 1
Revision Date: April 1, 2022

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Non–Normal Checklist Use

If a checklist or a step in a checklist is not applicable to all airplanes, airplane effectivity information is
included in the checklist. Airplane effectivity can be listed by airplane number, registry number, serial
number or tabulation number. If a checklist is applicable to some but not all airplanes, airplane effectivity
is centered below the checklist title. If a step in a checklist is applicable to some but not all airplanes,
airplane effectivity is included above the step. If a checklist or a step in a checklist is applicable to all
airplanes, airplane effectivity information is not included.
Non–normal checklist use starts when the airplane flight path and configuration are correctly established.
Only a few situations need an immediate response (such as CABIN ALTITUDE WARNING or Rapid
Depressurization). Usually, time is available to assess the situation before corrective action is started. All
actions must then be coordinated under the captain's supervision and done in a deliberate, systematic
manner. Flight path control must never be compromised.
When a non–normal situation occurs, at the direction of the pilot flying, both crewmembers do all
memory items in their areas of responsibility without delay.
The pilot flying calls for the checklist when:
• the flight path is under control
• the airplane is not in a critical phase of flight (such as takeoff or landing)
• all memory items are complete.
The pilot monitoring reads aloud:
• the checklist title
• as much of the condition statement as needed to verify that the correct checklist has been selected
• as much of the objective statement (if applicable) as needed to understand the expected result of
doing the checklist.
The pilot flying does not need to repeat this information but must acknowledge that the information was
heard and understood.
For checklists with memory items, the pilot monitoring first verifies that each memory item has been
done. The checklist is normally read aloud during this verification. The pilot flying does not need to
respond except for items that are not in agreement with the checklist. The item numbers do not need to be
read.
Non-memory items are called reference items. The pilot monitoring reads aloud the reference items,
including:
• the precaution (if any)
• the response or action
• any amplifying information.
The pilot flying does not need to repeat this information but must acknowledge that the information was
heard and understood. The item numbers do not need to be read.
The word “Confirm” is added to checklist items when both crewmembers must verbally agree before
action is taken. The PF will state the affected engine i.e. “Engine Number X Confirm,” the PM will
visually confirm that the PF has selected the correct lever and will reply “CONFIRMED” after which the
PF will proceed to move the applicable lever as directed by the checklist. During an inflight non-normal
situation, verbal confirmation is required for:

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• an engine thrust lever

• an engine start lever
• an engine, APU or cargo fire switch
• a generator drive disconnect switch
• an IRS mode selector, when only one IRS is failed
• a flight control switch
This does not apply to the Loss of Thrust on Both Engines checklist.
With the airplane stationary on the ground:
• the captain and the first officer take action based on preflight and postflight areas of responsibility
• during an evacuation, the first officer sets the flap lever to 40.
With the airplane in flight or in motion on the ground:
• the pilot flying and the pilot monitoring take action based on each crewmember’s Areas of
Responsibility.
After moving the control, the crewmember taking the action also states the checklist response.
The pilot flying may also direct reference checklists to be done by memory if no hazard is created by such
action, or if the situation does not allow reference to the checklist.
Checklists include an Inoperative Items table only when the condition of the items is needed for planning
the rest of the flight. The inoperative items, including the consequences (if any), are read aloud by the
pilot monitoring. The pilot flying does not need to repeat this information but must acknowledge that the
information was heard and understood.
After completion of the non–normal checklist, normal procedures are used to configure the airplane for
each phase of flight.
When there are no deferred items, the DESCENT, APPROACH and LANDING normal checklists are
used to verify that the configuration is correct for each phase of flight.
When there are deferred items, the non-normal checklist will include the item “Checklist Complete
Except Deferred Items.” The pilot flying is to be made aware when there are deferred items. These items
are included in the Deferred Items section of the checklist and may be delayed until the usual point during
descent, approach or landing.
When reaching the “Checklist Complete Except Deferred Items” item in the checklist, complete the
AFTER TAKEOFF checklist when applicable prior to continuing with the Deferred Items. If a go-around
is accomplished after completing the Deferred Items, complete the abbreviated AFTER TAKEOFF
checklist and re-accomplish the Deferred Items at the appropriate time.
The deferred items are read aloud by the pilot monitoring. The pilot flying or the pilot monitoring takes
action based on each crewmember’s area of responsibility. After moving the control, the crewmember
taking the action also states the response.
The Deferred Items section of the non-normal checklist includes the Descent, Approach and Landing
normal checklists if one or more of the following occur:
• an item is deferred until after the Descent Checklist
• a normal checklist response is changed as a result of the non-normal situation. (The changed
response is printed in bold type).

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Use this checklists instead of the usual DESCENT, APPROACH and LANDING normal checklists. The
pilot flying or the pilot monitoring responds to the deferred normal checklist items based on each
crewmember’s area of responsibility.
Each checklist has a checklist complete symbol at the end. The following symbol indicates that the
checklist is complete:
■■■■

The checklist complete symbol can also be in the body of the checklist. This only occurs when a checklist
divides into two or more paths. Each path can have a checklist complete symbol at the end. The flight
crew does not need to continue reading the checklist after the checklist complete symbol.
After completion of each non–normal checklist, the pilot monitoring states “___ CHECKLIST
COMPLETE.”
Additional information at the end of the checklist is not required to be read.
The flight crew must be aware that checklists cannot be created for all conceivable situations and are not
intended to replace good judgment. In some situations, at the captain's discretion, deviation from a
checklist can be needed.

Advisory Information

Normal Configuration Landing Distance

Tables are provided as advisory information for normal configuration landing distances on dry
runways and runways with good, good-to-medium, medium, medium-to-poor, and poor reported
braking action. Landing distances (reference distances plus adjustments) are 115% of the actual
landing distance. The Normal Configuration Landing Distance tables should be used enroute to
make a landing distance assessment for time of arrival.

The reference landing distance is the distance from threshold to complete stop. It includes an air
distance allowance of 1500 ft from threshold to touchdown. The reference distance is based on a
reference landing weight and speed at sea level, standard day, zero wind, zero slope, two-engine
detent No. 2 reverse thrust, and auto speedbrakes.

To use these tables, determine the reference landing distance for the selected braking
configuration and reported braking action. Adjust this reference distance for landing weight,
altitude, wind, slope, temperature, approach speed, and the number of operative thrust reversers.
Each correction is applied independently to the reference landing distance. A correction for use
of manual speedbrakes is provided in the table notes.

Use of the autobrake system commands the airplane to a constant deceleration rate. In some
conditions, such as a runway with "poor" reported braking action, the airplane may not be able to
achieve these deceleration rates. In these cases, runway slope and inoperative reversers influence
the stopping distance. Since it cannot be determined quickly when this becomes a factor, it is

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appropriate to add the effects of slope and inoperative reversers when using the autobrake
system.

Non-normal Configuration Landing Distance

Advisory information is provided to support non-normal configurations that affect landing.

Landing distances and adjustments are provided for dry runways and runways with good, good-
to-medium, medium, medium-to-poor, and poor reported braking action. Landing distances
(reference distances plus adjustments) are representative of the actual landing distance, and are
not factored. The Non-Normal Configuration Landing Distance tables should be used enroute to
make a landing distance assessment for time of arrival.

The reference landing distance is the distance from threshold to complete stop. It includes an air
distance allowance of 1500 ft from threshold to touchdown. The reference distance is based on a
reference landing weight and speed at sea level, standard day, zero wind, zero slope, and
maximum available reverse thrust.

Tables for Non-Normal Configuration Landing Distance in this section are similar in format and
used in the same manner as tables for the Normal Configuration Landing Distance previously
described.

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Non-Normal Checklist Legend

Redirection Symbol
►►
The redirection symbol is used in two ways:
• In the Table of Contents of a system section, to direct the flight crew to a different system section.
• In a non-normal checklist, with the word “Go to”, to direct the flight crew to a different checklist
or to a different step in the current checklist.

Black Separator Symbol

The black separator symbol is used in two ways:

• In the Table of Contents of a system section, to separate the Quick Action Index checklists from
the checklists that are not in the Quick Action Index.
• In a non-normal checklist, to delineate the Quick Reference Card items.

Red Separator Symbol

The red separator symbol is used:

• In a non-normal checklist and the Quick Reference Card to separate the memory items from the
reference items.

Task Divider Symbol

The task divider symbol is used to indicate the end of one task and the beginning of another task.

Decision Symbol
Choose one:

The decision symbol is used to identify possible choices.

Precaution Symbol

The precaution symbol is used to identify information that the flight crew must consider before taking the
action.

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Engine Failure/Shutdown Checklist

Condition: One of these occurs:

• An engine failure
• An ENG FAIL alert shows
• An engine flameout

1. Choose one:
Airframe vibration with abnormal engine indications exits:
►►Go to the ENGINE FIRE OR SEVERE DAMAGE or SEPARATION
checklist
■■■■
An engine has separated:
►►Go to the ENGINE FIRE OR SEVERE DAMAGE or SEPARATION
checklist
■■■■
Airframe vibration with abnormal engine indications do NOT exits and engine has not separated:
►►Go to step 2
2. Do an engine shutdown only when flight conditions allow.
3. Auto thrust (if engaged) ………………………………………………………. Disengage
4. Thrust lever(affected engine)………..Confirm………………………………… Close
5. When the affected engine is at idle thrust:
• Cutoff Triggers (affected engine)...Confirm…………………………..Shutoff
6. Choose one:
APU is available for start:
APU start switch………………………………...……….. Push
When APU is available:
APU GEN switch……………………………… Push
` ►►Go to step 7
APU is not available:
►►Go to step 7
7. Balance fuel as needed.
8. A restart may be attempted if there is N1 rotation an no abnormal airframe vibration.

▼ Continued on next page ▼

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▼ENGINE FAILURE/ SHUTDOWN continued▼

9. Choose one:
A restart will be attempted:
►►Go to Engine In Flight Start checklist
■■■■
A restart will NOT be attempted:
►►Go to step 10

10. PLAN TO LAND AT THE NEAREST SUITABLE AIRPORT.

11. PLAN A 15-DEGREE FLAP LANDING.
■■■■

NOTE: After completing the Engine Failure/Shutdown Checklist do the After-Takeoff checklist

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Electrical Generator OFF Checklist

Condition: A Generator has failed

1. Choose one:
Both GEN OFF lights are illuminated:
►►Go to DUAL GENERATOR OFF checklist
■■■■

Only one GEN OFF is illuminated

►►Go to step 2

2. Generator Reset Switch (affected side)………………………………………………………….. Push

3. Generator Switch (affected side)………………..……………………………………………….. Push
4. Choose one:
GEN OFF light extinguishes
Continue Normal Operation
■■■■

GEN OFF light stays illuminated

►►Go to step 5

5. Choose one:
APU is available for start:
APU start switch……………………………………………………………………… Push

When APU is available:

APU GEN switch………………………….………………………………………….. Push

Continue Normal Operation

■■■■

APU is not available:

PLAN TO LAND AT THE NEAREST SUITABLE AIRPORT. ONLY ONE

MAIN AC POWER SOURCE REMAINS.
■■■■

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LANDING GEAR DISAGREE CHECKLIST

Condition:
• Landing gear will not go up after takeoff.
1. Landing gear lever …………………………………………………………….. DOWN

2. Choose one:
Landing gear lever is up:
►►Go to step 3
■■■■
Landing gear lever is down:
►►Go to step 7

3. Choose one:
All red landing gear lights are illuminated:
►►Go to step 4

Any combination of red and green lights is illuminated:

►►Go to step 6

235K Maximum

4. LANDING GEAR lever……………………………………….DONW, then UP

5. Choose one:
ALL Landing gear indicator lights extinguish:
Continue Normal Operation
■■■■
ANY red Light is illuminated:
►►Go to step 6

NOTE:Flight with gear down increases fuel consumption and decreases climb
performance.
6. Refer to the gear down performance tables in performance inflight section.
■■■■
7. Check Landing gear indicator lights.

NOTE: if a green landing gear indicator lights is illuminated on landing gear

position panel, the related landing gear is down and locked.

▼ Continued on next page ▼

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▼LANDING GEAR DISAGREE CHECKLIST Continued▼

8. Choose one:
ALL Landing gear indicate down, and locked and one or more red lights are also
illuminated
►►Go to step 9

ANY landing gear is not down and locked

►►Go to the MANUAL GEAR EXTENSION Checklist
■■■■

9. Verify landing gear lever is pushed in and fully in Down detent.

10. Choose one:

ALL Landing gear indicator light Extinguish
■■■■

One or more red landing gear indicator lights stay illuminated

▪ GRD Prox. inhb switch push

▪ Land Normally
■■■■
1 No subir la palanca en go arrround pq se apaga la luz roja

2 buscar en checklist del max la posicion del tren antes de poner lever en down

3 no landing gear red lighs, GEAR UNLUKED LIGHT RED

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MANUAL GEAR EXTENTION CHECKLIST

Condition: One of these occurs:

• Any landing gear is not down and locked when the LANDING GEAR lever is down
• The LANDING GEAR lever is jammed in the UP position.

NOTE: If a green landing gear indicator light is illuminated on either the center main panel or the
overhead panel, the related landing gear is down and locked.
1. LANDING GEAR lever ............................................................................................................ UP

270K/.82M maximum.

2. Manual gear extension handle . . . . . . . Pull

The uplock is released when the handle is pulled to its limit. The related red landing gear
indicator light illuminates, indicating uplock released.
3. Wait 15 seconds after the manual gear extension handle is pulled:
LANDING GEAR lever . . . . . . . …………………………………………………………. DOWN
4. Check landing gear indicator lights.
NOTE: If the LANDING GEAR is in the UP position, the red landing gear indicator lights will be
illuminated.
5. Choose one:
All landing gear indicate down and locked:
►►Go to step 6

One or more landing gear do not indicate down and locked:

►►Go to the Partial or All Gear Up Landing checklist
■■■■
6. Choose one:
LANDING GEAR lever is in the DOWN position:
Land normally.
■■■■
LANDING GEAR lever is in the UP position:
Land normally.
NOTE: Nose wheel steering is not available.
■■■■

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LOSS of both Hydraulic Pump Checklist

Condition:
• No hydraulic pump output pressure is detecte.
• L and R HYD PUMP lights are illuminated

1. ENG PUMP both (one at a time) ……………………………...…….push

2. Choose one:
BOTH ENG PUMP are illuminated
►►Go to Step 3

ONE ENG PUMP stay illuminated

►►Go to step 3

ALL ENG PUMP extinguishes

Continue normal Operation
■■■■

3. Choose one:
PTU Light is illuminated
►►Go to Step 6
■■■■
PTU Light not illuminated
►►Go to step 4
4. PTU switch……………………………………………………………..Push
5. Choose one:
PTU Light is illuminated
►►Go to Step 6
■■■■

PTU Light not illuminated

►►Go To step 7

6. Choose one:
HYD PUMP L Light is illuminated:
►►Go to LOSS OF L Hydraulic Pump Checklist
■■■■

HYD PUMP R Light is illuminated:

►►Go to LOSS OF R Hydraulic Pump Checklist
■■■■

7. PLAN TO LAND AT NEREAST SUITABLE AIRPORT.

8. PLAN A FLAP 15 LANDING

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9. Set Vref 15
10. Plan to extend flaps to 15 using alternate flap extension.

NOTE: The drag penalty with the leading edge devices extended may make it
impossible to reach an alternate field.

11. Plan a manual gear extension.

NOTE: When the gear has been lowered manually, it cannot be retracted. The drag penalty with gear
extended may make it impossible to reach an alternate field.

12. Do NOT Arm the speed brakes for landing

13. On touchdown, apply steady brake pressure without modulating the brakes
14. Do NOT attempt to taxi the airplane after stopping

NOTE: Inoperative Items

Autopilots inop
All flight spoilers inop
Roll rate will be reduced and speedbrakes will not be available in flight.
Trailing edge flaps normal hydraulic system inop
The trailing edge flaps can be operated with the alternate electrical system. Alternate flap
extension time to flaps 15 is approximately
2 minutes.
Leading edge flaps and slats normal hydraulic system inop
The leading edge flaps and slats can be extended with standby hydraulic pressure. Once
extended, they can not be retracted.
Normal landing gear extension and retraction inop
Manual gear extension is needed.
Ground spoilers inop
Landing distance will be increased.
Normal and alternate brakes inop
Inboard and outboard brakes have accumulator pressure only. On landing, apply steady
brake pressure without modulating the brakes.
Both thrust reversers normal pressure inop
Thrust reversers will deploy and retract at a slower rate.
Nose wheel steering inop
Do not attempt to taxi the airplane after stopping.

▼ Continued on next page ▼

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▼LOSS OF BOTH HYD PUMP continued▼

15. Checklist Complete Except Deferred Items
Deferred Items
Descent Checklist
Pressurization . . . . . . . . . . . . . . . . . ….. LAND ALT ___
Recall . . . . . . . . . . . . . . . . . . . . . . …….. Checked
Landing data ........................................... VREF 15___,Minimums___
Approach briefing................ ………….. Completed

Approach Checklist
Altimeters .......................... …………… ___

Alternate Flap Extension

During flap extension, set the flap lever to the desired flap position.
230K maximum during alternate flap extension.

ALTERNATE FLAPS master switch . . . ARM

NOTE: The landing gear configuration warning may sound if the flaps are between 10 and 15 and the
landing gear are retracted.

If flap asymmetry occurs, release the switch immediately. There is no asymmetry protection.

Manual Gear Extension

LANDING GEAR lever. . . . . . . . . . . . . . . . . . . OFF
Manual geare xtension handl............ …………. Pull
The uplock is released when the handle is pulled to its limit.
The related red landing gear indicator light illuminates, indicating uplock release.
Wait 15 seconds after the last manual gear extension handle is pulled:
LANDING GEAR lever . . . . . . . . . . . . . . . . ….. DN

Additional Deferred Item

GROUND PROXIMITY FLAP
INHIBIT switch . . . . . . . . . . . . . . . . ….. FLAP INHIBIT
▼ Continued on next page ▼

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▼LOSS OF BOTH HYD PUMP continued▼

Landing Checklist
IGN switches …………………………………... ON
Speedbrake …………………………………….. DOWN DETENT
Landing gear ……………………..……….......... Down
Flaps..................................................................... 15,Green light
■■■■

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LOSS OF L Hydraulic Pump Checklist

Condition:
No hydraulic pump output pressure is detected ON L HTD PUMP.
16. ENG L PUMP switch…………… ……………………………...…….OFF
17. Choose one:
PTU Light is illuminated
Continue Normal Operation
■■■■

PTU Light not illuminated

►►Go to step 4
18. PTU switch……………………………………………………………..Push
19. Choose one:
PTU Light is illuminated
Continue Normal Operation
■■■■

PTU Light not illuminated

►►Go to Step 5

20. PLAN TO LAND AT THE NEAREST SUITABLE AIRPORT.

21. Plan a manual gear extension.

NOTE: When the gear has been lowered manually, it cannot be retracted. The drag penalty with gear
extended may make it impossible to reach an alternate field.

▼ Continued on next page ▼

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▼LOSS OF L HYD PUMP continued▼

NOTE: Inoperative Items

Flight spoilers (two on each wing) inop

Roll rate and speedbrake effectiveness may be reduced in flight.

Normal landing gear extension and retraction inop

Manual gear extension is needed.

Ground spoilers inop

Landing distance will be increased.

Alternate brakes inop

Normal brakes are available.

Engine 1 thrust reverser normal hydraulic pressure inop

Thrust reverser will deploy and retract at a slower rate and some thrust asymmetry can be anticipated during thrust
reverser deployment.

22. Checklist Complete Except Deferred Items

Deferred Items
Descent Checklist
Pressurization . . . . . . . . . . . . . . . . . ….. LAND ALT ___
Recall . . . . . . . . . . . . . . . . . . . . . . …….. Checked
Landing data ........................................... VREF___,Minimums___
Approach briefing................ ………….. Completed

Approach Checklist
Altimeters .......................... …………… ___

▼ Continued on next page ▼

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▼LOSS OF L HYD PUMP continued▼

Manual Gear Extension

LANDING GEAR lever. . . . . . . . . . . . . . . . . . . OFF
Manual geare xtension handl............ …………. Pull
The uplock is released when the handle is pulled to its limit.
The related red landing gear indicator light illuminates, indicating uplock release.
Wait 15 seconds after the last manual gear extension handle is pulled:
LANDING GEAR lever . . . . . . . . . . . . . . . . ….. DN

Landing Checklist
IGN switches …………………………………... ON
Speedbrake …………………………………….. ARMED
Landing gear ……………………..……….......... Down
Flaps..................................................................... ___,Green light
■■■■

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LOSS OF R Hydraulic Pump Checklist

Condition:
No hydraulic pump output pressure is detected ON R HYD PUMP.

1. ENG R PUMP switch…………… ……………………………...…….OFF

2. Choose one:
PTU Light is illuminated
Continue Normal Operation
■■■■

PTU Light not illuminated

►►Go to step 4
3. PTU switch……………………………………………………………..Push
4. Choose one:
PTU Light is illuminated
Continue Normal Operation
■■■■

PTU Light not illuminated

►►Go to Step 5

5. PLAN TO LAND AT THE NEAREST SUITABLE AIRPORT.

6. Plan a Flap 15 Landing

7. Set Vref 15

8. Plan to extend flaps to 15 using alternate flap extension.

NOTE: The drag penalty with the leading edge devices extended may make it
impossible to reach an alternate field.

▼ Continued on next page ▼

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▼LOSS OF R HYD PUMP continued▼

NOTE: Inoperative Items

Flight spoilers (two on each wing) inop

Roll rate and speedbrake effectiveness may be reduced in flight.

Yaw damper inop

Trailing edge flaps normal hydraulic system inop

The trailing edge flaps can be operated with the alternate electrical system. Alternate flap extension time to flaps 15
is approximately 2 minutes.

Leading edge flaps and slats normal hydraulic system inop

The leading edge flaps and slats can be extended with standby pressure. Once extended, they can not be retracted.

Normal brakes inop

Alternate brakes are available.

Engine 2 thrust reverser normal hydraulic pressure inop

Thrust reverser will deploy and retract at a slower rate and some thrust asymmetry can be anticipated during thrust
reverser deployment.

9. Checklist Complete Except Deferred Items

▼ Continued on next page ▼

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▼LOSS OF R HYD PUMP continued▼

Deferred Items
Descent Checklist
Pressurization. . . . . . . . . . . . . . . . . …… LAND ALT ___
Recall . . . . . . . . . . . . . . . . . . . . . . . …… Checked
Landing data . . . . . . . …………………. VREF 15 ___, Minimums ___
Approachbriefing................ ……………Completed

Approach Checklist
Altimeters .............................................. ___

Alternate Flap Extension

During flap extension, set the flap lever to the desired flap position.
230K maximum during alternate flap extension.

ALTERNATE FLAPS master switch . . . ARM

NOTE: The landing gear configuration warning may sound if the flaps are between 10 and 15 and the
landing gear are retracted.

If flap asymmetry occurs, release the switch immediately. There is no asymmetry protection.

Additional Deferred Item

GROUND PROXIMITY FLAP
INHIBIT switch . . . . . . . . . . . . . . . . ….. FLAP INHIBIT

Landing Checklist
ENGINE START switches . . . . . . . . . . CONT
Speedbrake . . . . . . . . . . . . . . . . . . . . . . ARMED
Landing gear . . . . . . . . . . . . . . . . . . . . . Down
Flaps. . . . . . . . . . . . . . . . . . . . . . ……… 15, Green light
■■■■

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Evacuation Checklist
Condition: Evacuation is needed.
1. PARKING BRAKE. . ………………………………….. Set C
2. Speedbrake lever . ........ . . . ……………………………. DOWN C
3. FLAP lever . . . . . . ........ . . . . . . ………………………. 30 F/O

4. If time allows, verify that the flaps are 30

before the engine start levers are moved
to CUTOFF. C

5. Engine start levers (both) ………………………………..CUTOFF C

6. Advise the cabin to evacuate……………………………. EASY VICTOR,
EASY VICTOR C
7. Advise the tower. EVACUATION RWY____ F/O
8. Engine and APU fire switches (all) ……………………. PUSH F/O
9. If an engine or APU fire warning occurs:
Illuminated fire switch . . . . . ………………….. PUSH and hold for
1 second F/O
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Traffic Avoidance

Immediately accomplish the following by recall whenever a TCAS traffic advisory (TA) or resolution
advisory (RA) occurs.

WARNING: Comply with the RA if there is a conflict between the RA and air traffic control.

WARNING: Once an RA has been issued, safe separation could be compromised if current vertical
speed is changed,

except as needed to comply with the RA. This is because TCAS II-to-TCAS II coordination can be
in progress with the intruder aircraft, and any change in vertical speed that does not comply with
the RA can negate the effectiveness of the other aircraft’s compliance with the RA.

NOTE: If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the
APPROACH TO STALL RECOVERY procedure.

NOTE: If high speed buffet occurs during the maneuver, relax pitch force as needed to reduce buffet, but
continue the maneuver.

NOTE: Do not use flight director pitch commands until clear of conflict. For TA:

NOTE: Maneuvers based solely on a TA can result in reduced separation and are not recommended.

For RA, except a climb in landing configuration:

WARNING: Do not follow a DESCEND (fly down) RA issued below 1000 feet AGL.

Pilot Flying Pilot Monitoring

Look for traffic using traffic display as a guide. Call out any conflicting traffic.
If traffic is sighted, maneuver if needed.

Pilot Flying Pilot Monitoring

Notify ATC "(callsign) TCAS
If maneuvering is needed, disengage the autopilot and RA".
disengage the autothrottle. Smoothly adjust pitch and thrust to
satisfy the RA command. Follow the planned lateral flight path When clear of conflict notify
unless visual contact with the conflicting traffic requires other ATC "(callsign) CLEAR OF
action. CONFLICT RETURNING TO
____"
Attempt to establish visual contact. Call out any conflicting traffic.

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For a climb RA in landing configuration:

Pilot Flying Pilot Monitoring

Verify maximum thrust set.
Position flap lever to 15
detent.
Disengage the autopilot and disengage the autothrottle. Advance
thrust levers forward to ensure maximum thrust is attained and call Notify ATC "(callsign)
for FLAPS 15. Smoothly adjust pitch to satisfy the RA command. TCAS RA".
Follow the planned lateral flight path unless visual contact with
the conflicting traffic requires other action. When clear of conflict notify
ATC "(callsign) CLEAR OF
CONFLICT RETURNING
TO ____"
Verify a positive rate of
climb on the altimeter and
Verify a positive rate of climb on the altimeter and call “GEAR call “POSITIVE RATE.”
UP.”
Set the landing gear lever to
UP.
Attempt to establish visual contact. Call out any conflicting traffic.

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