DIRECTION DES OPERATIONS

AERIENNES

B737 OPS INFO

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 1
Summary :
- BOMB THREAT OPERATIONAL PROCEDURE ........................................................ P3

- APPROACH PREPARATION (CAT II/IIIA APPROACH CHECK LIST) ...................... P5

- COLD WEATHER OPERATIONS ......................................................................................P7

- BRNAV / PRNAV PROCEDURE REQUIREMENTS.....................................................P11

- RNP APPROACH ........................................................................................................ P12

- CPDLC OPERATION ........................................................................................................... P15

- GRF (GLOBAL REPORTING FORMAT) ..................................................................... P16

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 2
 BOMB THREAT OPERATIONAL PROCEDURE
AIRCRAFT…………………………………………………………………….…..……...LEVEL OFF
LAND ALTITUDE……………………………………..….….SET TO PRESENT CABIN ALT
PRESSURIZATION MODE SELECTOR………………….…..CHECK AUTO OR ALTN
DESCENT TO THE SELECTED CABIN ALTITUDE ................................. PERFORM
Avoid abrupt maneuvers and g-loads in order not to dislocate the
explosive device.
Do not use speed-brakes.
It is recommended to dislocate a suspicious article only after reaching differential
pressure zero.
ATC………………………………………………….………INFORM AND KEEP INFORMED
Keep ATC informed on further actions.
CABIN CREW……………………………………….….....INFORM ABOUT INTENTIONS
Inform cabin crew about intentions. If remaining flight time permits
(>45 minutes), a systematic bomb search may be performed. If the
complete search cannot be carried out, inspect discretely accessible
areas.
If a suspected package is found, depending on its position close to
critical area, consider moving it according to the cabin crew bomb
handling procedure.
PASSENGERS (IF NECESSARY)… ................................................................ INFORM
If necessary inform passengers. Beware that bomb threat information can lead
to passengers panic. Make a passenger address announcement in coordination
with cabin crew.
NO SMOKING – FASTEN SEATBELTS ................................................................. ON
GALLEY .................................................................................................................... OFF
NEAREST SUITABLE AIRPORT… .................................................................... SELECT
The airport altitude should not be higher than the present cabin altitude
to prevent triggering an altitude fuse.
Continued on next page

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 3
 BOMB THREAT OPERATIONAL PROCEDURE continued

FUEL RESERVES… ................................................................................. DETERMINE

Flight to selected airport should be performed at a flight altitude identical to present
cabin altitude or MEA, whichever is higher, and at minimum practical cabin
differential pressure.
After reaching differential pressure zero:
PRESSURISATION MODE SELECTOR ............................................................ MAN
OUTFLOW VALVE SWITCH ........................................................................... OPEN
CABIN CREW ............................................................................................... INFORM
Suspected article may be dislocated.
The next two actions intend to establish an in-trim-configuration, which would avoid
handling problems and allow successful landing, in case an in-flight explosion would
damage vital airplane systems.

Due consideration shall be given to time/fuel/range situation.

In a clearly defined situation or if the explosive device has been secured at the least
risk bomb door location, a high cruising speed may be more appropriate to minimize
flight time.

LANDING GEAR (fuel permitting)………….………………...….DOWN, 3 GREENS

FLAPS (fuel permitting)……………………………….………..……………....15, GREEN

Before starting approach:

DISEMBARKATION. ................................................................................... PREPARE
Depending on situation instruct purser to prepare cabin for intended method of
disembarkation.
Use airport facilities if there are immediately available. If not, use escape slides. If
bomb has been placed at aft cabin door, do not
Use aft cabin doors.

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 4
 CAT II/IIIA CONTROL & BRIEFING

---------------------------Prior to descent ---------------------------

 Both pilots qualified
 Aircraft serviceable
 Runway for landing operational for CAT II/IIIA
---------------------------Briefing ---------------------------
 Check destination and alternate weather.
 Check airfield operational status (LVP in force and landing RWY operational to
CAT II/IIIA).
 Check crew qualifications current.
 Check aircraft systems status.
 SET Minimums: -BARO (RWY THR elevation + 500ft).
-RADIO (CAT II/IIIA minimums) and keep selector on RADIO.
 Captain only PF.
 F/O monitors instruments until aircraft reach taxi speed.
 Review approach procedure and task sharing.
 Brief review of procedures in case of malfunctions.
 Brief taxi-in route in details.
 Taxi-in diagram in view all time for both pilots during taxi and no paper work

WIND LIMIT( NOGUSTS/WINDSHEAR ALLOWED)

HEADWIND 25
CROSSWIND 20*
TAILWIND 10
*In case of contaminated runway refer to OPS INFO GRF RCAM Table to check the landing
crosswind limit.
FLAPS 40 (NON STANDARD 30)

ENGINES BOTH ENGINE OPERATIVE

GLIDESLOPE ANGLE 2.5-3.25

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 5
 CAT II/III PROCEDURE REQUIREMENTS

B737-NG
X=Required, R=Recommended,
CAT 2 CAT 3A
Blank=Not required
1 A/P AUTOLAND
X All engines
X Flaps 30/40 (F40 recommended)
X Hydraulic systems A and B
X Auto speedbrakes
1 2 EFIS control panel
X Antiskid
Generator on busses (Engine or APU
2 2
driven)
X X TR 1 operative and (TR2 or TR3) operative
1 2 A/Ps engaged in APP mode
1 2 Autopilot disengage switches + lights
X X Autopilot aural warning
PF 2 F/D bars indication on PFD (pitch and roll)
A/T engaged (if A/T is used: disengage
R
lights are required)
1 2 TO/GA Switches
2 2 ADIRU in NAV mode (no transfer)
PF 2 ILS receiver (with valid indication)
One means to check GS validity (i.e. OM,
X X
DME or equivalent)
Display Electronic Unit (DEU) ( no source
1 2
transfer)
X Standby horizon
Required displays for PFD and ND
4 4
(transfer is acceptable)
2 2 Attitude indication on PFD
2 2 FMA on PFD
1 2 Radio Altimeter on pfd
2 DH (setting + display) on PFD
1 2 Angle of attack sensor
Windshield wipers (both sides) in case of
X X
precipitation
NOTE:(a) The CAT I table of requirements is only valid if using the
AP in approach mode.

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 6
 COLD WEATHER OPERATIONS
Preflight
Do the following steps after completing the normal Preflight Procedure-First Officer
PROBE HEAT switches ....................................................................................ON FO
Verify that all probe heat lights are extinguished

Before Start
Do the normal before start procedure with the following additional steps
Takeoff data......................................................................................................... Compute
Use Runway Analysis Performances Limitations or OPT.
ATM is not allowed on contaminated runway.
Max crosswind…...................................................................................................Review
Review max crosswind limitations refer to GRF RCAM table
HOLD OVER TIME ……………………………………………………………. Obtain from OM A
De-icing (at the gate if possible) ............................................................................ Perform
See procedure below.

Engine Start
Do the normal engine start procedure with the following modification
Outside Air temperature Procedure
OAT <-40C and Engine cold soaked Do not start or motor the engine
more than 1hr Maintenance preheating of HMU required
OAT<-40C and Engine cold soaked Do not start or motor the engine
more than 3hr Maintenance starter servicing required
OAT<-35C 2 min idle before changing thrust lever position
*Several minutes may be needed for oil pressure to reach normal operating pressure. During this period, oil
pressure may go above the normal range and the FILTER BYPASS may illuminate, operate the engine at
idle until oil pressure return to normal range.
**If oil pressure remains above normal range after oil temp has stabilized within limits shutdown th

Immediately after ENGINE START:

ENGINE START switches ....................……………………….…….….CONT F/O
ENGINE ANTI-ICE switches ............................……….…………….....… ON F/O
Note: Use wing anti-ice during all ground operations between engine start and takeoff when icing
conditions exist or are anticipated, unless the airplane is, or will be protected by the application of Type
II or Type IV.

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 7
 Before Taxi
Do the normal before taxi procedure with the following modification

Generator 1 and 2 switches ......................................................................... ON F/O

Due to cold oil, up to 5mn can be needed to produce steady power
light controls ..............................................................................................Check C
Consider delaying if snow or ice accumulation on the wing until after de-icing /anti-icing
Flaps ......................................................... Check(flaps up to flaps 40 back to up) F/O
Call “FLAPS ” as needed C
Maintain flaps UP for taxing If taxi route is contaminated, during precipitation with temperature
below freezing temp or if de-icing is required.
Flap lever................................................................................Set flaps, as needed F/O
Taxi-out
Speed ...................................................................................... Slow, keep greater distance
Thrust..................... Apply minimum thrust evenly and smoothly, do not use reverse thrust
Nose gear .............................. Cycle in both directions, use smaller tiller and rudder inputs
ne If Engine Anti-ice is required and OAT is 3C or below:
Engine run-ups to 70% N1 for 30s at interval no greater than 30mn ....................... perform
If airport surface condition and concentration of A/C do not allow, then set a thrust level as high
as practical and time.Run up 1s at interval no greater than 10mn if in freezing rain, freezing
drizzle, freezing fog or heavy snow.
De-icing/anti-icing
Before de-icing/anti-icing
Cabin crew and passengers………………………………………………Advise C
APU .......................................................………………….………… As needed F/O
The APU should be shut down unless APU operation is necessary.
Call “FLAPS UP” C
Flaps ....................................................................…………………….….…. UP F/O
Thrust levers ......................................................…………………………… Idle C
Stabilizer trim .......................................…………………………….. ……UNITS C
Set the trim for takeoff.Verify that the trim is in the green band.
Engine BLEED air switches ........................................................................ OFF F/O
APU BLEED air switch ............................................................................... OFF F/O
De-icing/anti-icing
Start time, fluid type, mixture..................................................................... Note F/O
Holdover time ......................................................................................... Check Both
After de-icing/anti-icing is completed:
APU ................................................................................................... As needed F/O
APU BLEED air switch ...................................................................... As needed F/O
Wait approximately 1 minute after de-icing is completed
Engine BLEED air switches ........................................................................... ON F/O
Flight controls .......................................................................... Check, as needed C

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 8
 Before Take-off
Do the normal before takeoff procedure with the following modification:

Holdover time .................................................................... Check if within limits

Call “FLAPS ” as needed for takeoff PF
Flap lever. ................................................................. Set takeoff flaps, as needed PM
Before takeoff checklist ......................................................................... Complete

Take-off
Do the normal takeoff procedure with the following modification

If engine A/I is required and OAT is 3C or below:

ATC .............................................................................................................. Inform
Static engine run-up ..................................................................................... perform
When lined up, Run-up to 70% N1 minimum and confirm stable engine operation (30s is highly
recommended), then release brake and press TOGA.

Approach and Landing

Cold Temp Altitude Corrections........................................................................Apply

Max crosswind ................................................................................................. Review
Review max crosswind limitations refer to GRF RCAM table
Holding in icing conditions ............................................Prohibited with flaps extended
Crosswind crab angle ...............................................Maintain on very slippery runways
Autobrakes ............................................................................................. Recommended
Target speed ....................................................................... Use normal reference speed
If a flaps 15 landing is performed and VREF ICE is required (VREF ICE= VREF15+10 knots)
the wind additives should not exceed 5 knots

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 9
 After Landing
Do the normal after landing procedure with the following modification
Flaps.................................................................................................. Retract to 15
Do not retract the flaps to less than 15 until the flap areas have been checked to be free of
contaminants.
Engine anti-ice must be selected ON and remain on during all ground operations when
icing conditions exist or are anticipated.
When Engine anti-ice is needed:
ENGINE START switches ............................……………………………… CONT F/O
ENGINE ANTI-ICE switches ............................……………………………… ON F/O
If Engine Anti-ice is required and OAT is 3C or below:
Engine run-ups to 70% N1 for 30s at interval no greater than 30mn ....................... perform
If airport surface condition and concentration of A/C do not allow then set a thrust level as high
as practical and time.Run up 1s at interval no greater than 10mn if in freezing rain, freezing
drizzle, freezing fog or heavy snow.
When engine anti-ice is no longer needed:
ENGINE ANTI-ICE switches.....………………………………………….....OFF F/O
ENGINE START switches ...............................………..…………………… OFF F/O

Shutdown
Do the following step before starting the normal shutdown procedure
Stab trim…………………………………………………………………set 5 units C
Secure
Do the normal secure procedure with the following modifications
 If the A/C will be attended and warm air circulation throughout the cargo E/E compartments is
desired
APU ............................................................................................................. Start. F/O
APU GENERATOR bus switches………………………………………. ON. F/O
PACK switches ....................................................................................... AUTO. F/O
ISOLATION VALVE switch ................................................................... OPEN. F/O
Pressurization mode selector ..................................................................... MAN. F/O
Outflow valve switch ................................................................................. OPEN. F/O
The airplane must be parked into the wind when the outflow valve is full open
APU BLEED air switch……………………………………………………ON. F/O
 If the airplane will not be attended or if staying overnight at off-line stations or at airports where
normal support is not available, do the following steps:
Pressurization mode selector ..................................................................... MAN. F/O
Outflow valve switch ............................................................................ CLOSE. F/O
Wheel chocks ............................................................................. Verify in place. F/O
Parking brake… ......................................................................................Released. C

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 10
 BRNAV/PRNAV PROCEDURE REQUIREMENTS

BRNAV RNAV 5 PRNAV RNAV 1&2 System

1 2 DME or GPS *

1 1 VOR

See Mel 34-35 2 ADIRU (In NAV MODE)

1 1 FMC

1 1 MCDU
See MEL See MEL FMS NAV DATABASE

1 FCC

1 (PF) Autopilot
and/orFD
1(PF) 1(PF) ND MAP MODE
1(PF) 1(PF) EFIS control panel
X LNAV Mode

X = Required.

* Any combination of two sensors is required.

N.B: NE PAS confondre RNAV 1 avec RNP 1

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 11
 RNP Approach

CAUTION: RNP approaches with RNP lower than 0.3 or annotated as "Special
Aircraft andAircrew Authorization Required" are prohibited.

Dispatch:
• RAIM availability is completed by dispatch with the formulation of the flight plan.
• With a valid RAIM check, there will be no indication on the OFP.
• If Dispatch RAIM check indicates an outage at the ETA, do not fly RNAV (GNSS)
approachduring the outage time.
• Check that ALT A/D have a conventional APP in case of destination A/D have only RNP APP.

Capt and FO Qualification check: Both crewmembers are trained and qualified to conduct the approach.
Approach Preparation:
• MEL - check GNSS-based approach implications for deferred defects
• Minimum equipment required to commence the approach is:
• 1) GPS - one required 2) FMCS – 2 required 3) MCDU - two required.
• GNSS-Based Approach must be retrieved from the database by name.
• Navigation database must be current.
• Sufficient mean of navigation available at DEST and ALT A/D in case of loss of RNP capability.
• Check DEST and ALT WX and obtain T° and QNH.
• Select NAV STATUS - NEXT PAGE - NAV OPTIONS 2/2. Check "GPS UPDATE" is enabled "ON".
• When using LNAV/VNAV enter vertical RNP= 125.
• Check chart header AIR ALGERIE will utilize the charted LNAV /VNAV and LNAV minimum
only andshall add 50 feet to published minima.

Note: The 50ft increment is required in all cases because Jeppesen-charted aerodrome
operating minima do not include an add-on when current MDA(H) is replaced by DA(H).

• Approach must not be altered from the FAF inbound except for cold weather altitude
corrections,including missed approach (Cold weather correction to MDA is in addition to the 50 ft
additive.)
• Decide to fly the APP using LNAV or LNAV/VNAV minima.
• USE LNAV/VNAV minimums • USE LNAV minimums
• NPS • NO NPS
• T° LIMIT Published • T° Outside Limits
• T° within Limits • NO T° Published

• Instrument Approach using VNAV is the preferred method of flying GNSS-based approach.
• CDU pages per AIR ALGERIE recommandations (PF - LEGS, PM - PROG 4/4.)
• Below 10,000 feet: PF in TERR mode ND scale of ≤10 mile scale no later than FACF (IF) if NPS is
not available.
• PM TERR or WX.
• Cross Check ALT at the FAF max diff 100FT.

NB: -Do not accept a direct to FAF from ATC.

-When in VNAV PATH in strong wind when selecting FLAPS 15 or greater AFDS may revert to LVL CHG

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 RNP Approach

Contingency Procedures during Approach No statement in this section should be taken to

preclude the Captain’s rights to initiate a go-around if the crew considers this the safest course of
action.
Unless visual reference has been established, initiate a missed approach when:
• a flight instrument failure occurs which affects the ability to safely complete the approach,
• the navigation instruments show significant disagreement,
• "UNABLE REQD NAV PERF-RNP" indicates that ANP exceeds RNP,
• "VERIFY POSITION" FMC alerting message,
• FMC Fail,
• FMC Disagree,
• dual FMC failure and
• GPS (IRS light) master caution.

Note: Dual GPS failure, execute the missed approach regardless of the ANP value.

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 13
 RNP Approach

Given the nature of RNP operations, including performance and alerting requirements, regulators,
Aircraft manufacturers and operators stipulate the required equipment for RNP APCH.

Refer to the appropriate MEL sections, to determine the required equipment for dispatch.

On the B737, the following equipments are required to fly the approach:

RNP APCH using LNAV Chart Minima

AP / FD 1/2
FMC 2
CDU 2
DME -
GPS 1
FMC Database Current
IRS in NAV Mode 2
ND (map mode) 2
FMC alert light 1
EGPWS 1
Radio Altimeter (including indications) 1
Additional requirement when using
LNAV/VNAV chart minima:
- Navigation Performance Scales (NPS) must be
installed and operative.
Refer to FCOM Ch. 10.11 to check availability on
aircraft.
Notes:
- PFDs and NDs must have no failure / invalid flags
- Radio Altimeter must be operative on same side as
operating autopilot

TABLE: RNP APCH Required Equipment

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 CPDLC OPERATION

To be able to use CPDLC operators should fill their flight plan as followed:

 Item 10a : “J1” to indicates CPDLC ATN VDL Mode 2 Equipment

 Item 18 : Indicates the mention “CODE/” followed by 6 hexadecimed character*

(FPL-DAH1006-IS
-B738/M-SDEIFGHJ J1 K1RWY/LB1
-DAAG1420
-N0450F340 PECE1B PECES UN853 MHN / N040F360 UN853 LUMAS UM976 ETREX UN854 TINIL
-LFPG0203 LFLL
-PBN/B1C1D101S2 DOF/200114 REG/7TVKO EET/LECB0020 LFFF0047 SEL/FSDH
CODE/0A008E TALT/DAOO RMK/RVR175
-E70511 P/TBN R/V S/MD J/F

1 Go to CPDLC Menu
2 Check CPDLC-ATN LINK STATUS
The message “ENABLE CPDLC” should be activated and read
FOR THIS FLIGHT CPDLC USE IS ENABLED

3 Go to CPDLC-LOGON/STATUS
Choose on the page “LOGON TO” the concerned IFR to be flown in the IFR menu list
4 Press “SEND LOGON”
5 If connected you receive “ATC MSG” advisory on MCDU and “ATC” notification on the
upper DU
6 Follow ATC instructions by responding “WILCO”, “UNABLE” or “STANBY”
7 If FIR switching is not automatic when exiting the Current Data Authority (CDA) FIR press
“LOG OFF” and start from step 3

For further systems Descriptions consult the FCOM chapter: “CMU 900 Controller/Pilot Data
Link Communication”

*: Air Algérie 6 hexadecimal character B737 fleet code.

7T-VJJ 0A0018 7T-VJR 0A0025 7T-VKE 0A0075 7T-VKM 0A008C
7T-VJK 0A0019 7T-VJS 0A0026 7T-VKF 0A0076 7T-VKN 0A008D
7T-VJL 0A001A 7T-VJT 0A0027 7T-VKG 0A0077 7T-VKO 0A008E
7T-VJM 0A001B 7T-VJU 0A0028 7T-VKH 0A0078 7T-VKP 0A008F
7T-VJN 0A0020 7T-VKA 0A0049 7T-VKI 0A0079 7T-VKQ 0A0090
7T-VJO 0A0021 7T-VKB 0A004A 7T-VKJ 0A007A 7T-VKR 0A0091
7T-VJP 0A0022 7T-VKC 0A004B 7T-VKK 0A008A 7T-VKS 0A0092
7T-VJQ 0A0024 7T-VKD 0A0074 7T-VKL 0A008B 7T-VKT 0A0093

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 15
 GRF (GLOBAL REPORTING FORMAT)

GRF is being implemented worldwide on 4 November 2021. This ops info document represents a
quick access to flight crew to essential informations regarding AIREP, decoding RCR and TALPA
crosswind guidance.
Note:
-Pilots must report the RUNWAY CONDITION (AIREP) if the braking action is less than expected
.[OM A 8.1.2.8] (use the RCAM table below).
-A go around must be initiated not later than 1000’AGL if performance calculations haven’t been
updated according to the actual runway condition.[ OM A 8.3.1.5]
RCR (RUNWAY CONDITION REPORT) decoding:

Algiers airports date 17/10/2021 at 1255z RW09 (lowest Rwy designator)

-100% of the first third of RW09 is contaminated with 2mm of SLUSH and RWYCC 5 (good)
-50% of the second third of RW09 is contaminated with 6mm of SLUSH and RWYCC is 2
(Medium to poor)
-75% of the third third of RW09 is contaminated with 12mm of SLUSH and RWYCC is 2
(Medium to poor)

OPT SELECTIONS:
-Enter the contaminant type and its associated depth (if applicable) for performance dispatch
calculations.
-Enter the lowest braking action according to RWYCC for landing performance in flight
calculations.
- if multiple contaminants are present, flight crew must calculate, for performance dispatch, each
contaminant separately and then consider the most limiting.

CL-AH-DOA-DOC-B737-002-ED06/NOV 22 Page 16
 GRF (GLOBAL REPORTING FORMAT)
Example: the previous RCR OPT selections will be:
-takeoff: slush with 12 mm. (contaminant)
- landing dispatch: Slush. (contaminant)
- landing en route: MEDIUM TO POOR (2). (RWYCC)
RCAM TABLE
Runway condition R Runway Deceleration and/or Take off Landing
description W Braking directional control crosswind crosswind
Y action observation limit (kt) limit
C (Kt)
C

DRY 6 ——— ——— 36/33* 36/33*

• Frost 5 GOOD Braking deceleration is 25 36/33*
• Wet (includes damp normal for the wheel
and 1/8" (3mm) depth or braking effort applied
less of water) AND Directional control is
1/8" (3mm) depth or less normal
of:
• Slush
• Dry Snow
• Wet Snow
15°C and colder OAT: 4 GOOD TO Braking deceleration OR 22 30
• Compacted Snow MEDIUM directional control is
between good and medium

• Slippery when wet (wet 3 MEDIUM Braking deceleration is 20 25

runway) noticeably reduced for the
• Dry or Wet Snow (any wheel braking effort
depth) over applied OR directional
Compacted Snow control is noticeablyreduced
Greater than 1/8" (3m
depth:
• Dry Snow
• Wet Snow
Warmer than -15°C OAT:
• Compacted snow

Greater than 1/8" (3mm) 2 MEDIUM Braking deceleration OR 15 17

depth: TO POOR directional control is
• Water between medium and poor
• Slush

Ice 1 POOR Braking deceleration is 13 15

significantly reduced for
the wheel braking effort
applied. Directional
control may be
significantly reduced
• Wet Ice 0 Nil Braking deceleration is Nil Nil
• Water on top of minimal to non- existent
Compacted Snow for the wheel braking
• Dry Snow or Wet Snow effort applied. Directional
over Ice control may be uncertain

*with winglet

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 PAGE
INTENTIONALLY
LEFT BLANK

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