ii:!.Jl.r.ll~]r.

ll A36 =il
AIR ALGERIE

STANDARD OPERATING
PROCEDURES
BOEING 737
 *jWIryt{-rtr,tt /l$
A'R A&.'Êfl'E V
EDITION N':03
REVISION N.: OO STANDARD OPERATING PROCEDURES DATE : MAR 21
REF: S0PIB737 PAGE OFAPPROVAL

SrnruonnD OpERATTNG PnocrnuREs

<< APPRoVAL >>

Edition n': 03

INSTRUCTEUR 8737 CHEF DE SECTEUR 8737

t"$ ult wtl ,0 g l'lÂl 'ttll

.. r.'*" {
lF
i: -\n'
iuJ
o-1-s
'r frT
;Ê. l*'
'ri-> lt
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

NORMAL PROCEDURES

Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

TABLE OF CONTENTS

1 INTRODUCTION

2 STANDARD OPERATING PROCEDURES OPERATIONAL PHILOSOPHY

3 COMMUNICATION PROCEDURES

4 ABBREVIATIONS

5 GENERAL INFORMATIONS

6 AUTOFLIGHT POLICY

7 CALLOUTS

8 BRIEFING PHILOSOPHY

9 PREFLIGHT

10 BEFORE START

11 BEFORE TAXI PROCEDURE

12 TAXI PROCEDURE

13 BEFORE TAKEOFF PROCEDURE

14 TAKEOFF

15 CLIMB AND CRUISE

16 DESCENT

17 APPROACH

18 LANDING

19 GO-AROUND AND MISSED APPROACH GENERAL

20 LANDING ROLL

21 AFTER LANDING

22 SHUTDOWN

23 TECHNICAL LOG BOOK

24 SECURE

25 QUESTIONS

1 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

1 INTRODUCTION................................................................................................... 3

1.1 General ........................................................................................................... 3

1.2 Organization .................................................................................................... 3
1.3 Restricted Area Avoidance .............................................................................. 3

2 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

1 INTRODUCTION

1.1 General
Air Algérie Standard Operating Procedures for B737 NG pertains to specific procedures
related to B737NG aircraft only. They establish sequence, designate individual crew
duties, and where necessary, give brief explanations. It is an elaboration and an
extension of the Boeing recommended procedures and techniques which for all intent
and purposes refer to Boeing FCOM and FCTM.
This chapter gives:
- An introduction to the normal procedures philosophy and assumptions.
- Step by step normal procedures.

1.2 Organization

The Air Algérie’s Standard Operating Procedures Manual is presented in a single

volume organized in the following manner:

- Introduction: contains general information regarding the manual's purpose structure,

and content. It also contains a list of abbreviations.
- Normal Procedures: covers the full spectrum of Air Algérie’s flight

Operations routines with references to the appropriate Operations Manuals where the
necessary information should be sought. When necessary, differences from the
(FCOM) and/or additional information are presented in these chapters accompanied by
an explanation of the reason for the change.

Non Normal Procedures - covers some important Non normal procedures with
additional information Appendixes – contain the necessary information and guidance
about specific procedures and operations.

1.3 Restricted Area Avoidance

Crew must ensure that all routes planned by AH Dispatch do not violate Air Algérie
restricted areas. Such areas are either due to regulatory mandates or as required by
Air Algérie Safety/Security requirements.
Particular attention should be given to any flights passing through a non-permitted
area.
Knowledge of the areas is still responsibility of the crew.

3 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

2 STANDARD OPERATING PROCEDURES OPERATIONAL PHILOSOPHY ...... 5

2.1 Configuration Check ........................................................................................ 5

2.2 Crew Duties..................................................................................................... 6
2.3 Cross Checking ............................................................................................... 7
2.4 Pilot Roles and Transfer of Controls................................................................ 7
2.5 QRH ................................................................................................................ 9

4 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

2 STANDARD OPERATING PROCEDURES OPERATIONAL

PHILOSOPHY

Standard Operating Procedures (SOP’s) outlines Air Algérie operational policies,

procedures, duties and techniques for each flight phase. Flight crews are expected to
perform according to the SOP’s and normal procedures from memory.

The normal procedures are designed for use by trained flight crewmembers. The
procedure sequence follows a definitive panel scan pattern. Each crewmember is
assigned a flight deck area to initiate action in accordance with Normal and
Supplementary Procedures. Non-normal procedural actions and actions outside the
crewmembers’ area of responsibility are initiated under the leadership of the captain

Non-normal checklists (QRH) are provided to cope with or resolve non-normal

situations on the ground or in flight.

Supplementary Procedures are accomplished as required rather than on each flight

sector or segment. Supplementary Procedures are found in the FCOM

SOP’s are not intended to replace good judgment and logic.

Conditions beyond the control of the flight crew may preclude following a procedure
exactly.
Note: It should be remembered that Standards Operating Procedures are not
recommendations, they are Air Algérie approved legal and mandatory procedures that
must be followed as specified to accomplish procedures or tasks in the course of normal
operations.

2.1 Configuration Check

It is the crew member’s responsibility to verify correct system response. After engine
start, the master caution system alerts the crew to warnings or cautions away from the
normal field of view.
If there is an incorrect configuration or response:
- Verify that the system controls are set correctly
- Check the respective circuit breaker as needed. Maintenance must first determine
that it is safe to reset a tripped circuit breaker on the ground
- Test the respective system light as needed

Before engine start, use individual system lights to verify the system status. If an
individual system light indicates an improper condition:
- Check the MEL to determine if the condition has a dispatch effect.
- Decide if maintenance needed

If, during or after engine start, a red warning or amber caution light illuminates:
- Do the respective non-normal checklist (NNC)
- On the ground, check the MEL

If, during recall, an amber caution illuminates and then extinguishes after a master
caution reset:
5 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

- Check the MEL.

- The respective non-normal checklist (NNC) is not needed

2.2 Crew Duties

Preflight and post flight crew duties are divided between the Captain and the First
Officer. These duties are not mutually exclusive and may be accomplished by either
Captain or First Officer as needed. 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 phase of flight areas of responsibility for both normal and non-normal procedures
is shown in the Area of Responsibility illustration in this section.
- The preflight and post flight areas of responsibility are defined by the “Preflight
Procedure –
Captain” and “Preflight Procedure – First Officer”.

The general PF phase of flight responsibilities are:

- Taxiing (The captain is always the PF during Taxiing)
- path and airspeed control
- Airplane configuration
- Navigation

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.
- Filling the OFP

PF and PM duties may change during a flight. Normal procedures show who does a step
by crew position, i.e. (CPT, 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; however it is permissible for PF
to select the Autopilot On.
The PM should make AFDS mode selections at the request of the PF. Heading, altitude
6 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

and speed changes from air traffic clearances. Speed selections associated with flap
position changes may be made without specific directions. However, these selections
should be announced, such as, “HEADING 170 SET”. The PF must be aware such
changes are being made. This enhances overall safety by requiring that both pilots are
aware of all selections, while still allowing one pilot to concentrate on flight path control.
The Captain has the authority to exceptionally allow deviation from the SOP in the
interest of flight safety and good airmanship.

2.3 Cross Checking

Cross Checking is an essential safeguard to prevent and to detect data entry or handling
errors. Procedures to reduce errors shall be carried out consistently at all times. Last
minute changes and disruptions shall be recognized as contributing factors that increase
the probability of errors. These conditions require awareness and involvement of both
pilots to detect and recognize any possible errors. Any discrepancies shall be promptly
dealt with.
Cross Checking procedures are an integral part of the Normal Procedures. Independent
of applicable procedures or phase of flight as general principle of effective cross
checking is that performance and configuration parameters are always verified by the
other pilot against related independent systems, indicators and relevant flight briefing
information, for example:
- For ZFW; crosscheck between flight plan, weight and balance calculations and CDU.
- For V-Speeds; crosscheck between performance calculations and CDU
- For Flaps setting; crosscheck between performance calculations, CDU, flap lever and
flap position indicators.

2.4 Pilot Roles and Transfer of Controls

Someone must always be flying the airplane. Both pilots must never be “heads down”
(programming FMC, OFP filling, paper work) at the same time. Someone must always
be controlling the aircraft while on the ground or in the air during normal, abnormal and
emergency situations. This controlling role – Pilot Flying (PF) – must always be clearly
understood by both pilots at all times, in order to ensure that, control transfer must be
verbally announced and acknowledged (i.e. “You have control”, “I have control” – or
words to that effect). Refer to 2.2 Crew Duties.
Flight crew must at all times (normal, abnormal and emergency situations) cross check
and confirm critical actions.
Before accomplishing an action, any applicable limitations shall be observed. After the
action has been accomplished, its result(s) shall be confirmed by the use of Flight Deck
indications, (Limitation – Operation – Indication principle).

7 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Cross check and confirmation of critical actions, include but is not limited to the following
items:

a- For airplane configuration changes (landing gear and flaps):

- PF will check the limitation and call for the configuration change;

- The PM shall check the parameters and choose either a confirmatory (e.g. “speed
checked”) or challenging (e.g. “check speed”) response.

- The PM then set the desired flaps setting

- The PM should observe the correct annunciation on the TE Flap position indicator, and
announces the flaps actual position.

- Following a challenging response, no configuration change shall take place until the
correct parameter has been achieved.

Note: Operational limits are not intended to be used under normal conditions (flaps
and landing gear operation).

b- Altimeter subscale settings, set and cross checked;

Note: When applicable, confirm that the barometric pressure setting is referenced to
MSL (i.e.QNH).

c- Altitude selections (MCP), set and cross checked (for details refer to paragraph 5.3
Altitude Selections/Awareness);

d- Airspeed selections (MCP), set and cross checked;

e- Changes to the Autopilot Flight Director System (AFDS) during all phases of a flight
(for details refer to paragraph 6.3 Autopilot Flight Director System (AFDS)
Procedures)
f- Changes to control display unit (CDU) during all phases of a flight should normally
be announced by the PF, and confirmed and executed by the PM (for details refer to
FCOM, section NP, CDU Procedures);
g- Changes to radio navigation aids during departure and approach phases of flight
h- Mass and Balance calculations and associated AFDS/CDU entries (for details refer
to 10.5 Final CDU Preflight Procedure - Captain and First Officer);
i- Performance calculations and inputs to AFDS/CDU (for details refer to
paragraphs 10.5 Final CDU Preflight Procedure - Captain and First Officer);

8 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

2.5 QRH

Air Algérie’s task sharing policy is in accordance with Boeing's approved Normal and
Non-Normal Checklist. The use of checklists by the flight crew prior to, during and after
all phases of flight operations and in abnormal and emergency situations is mandatory.
That will ensure compliance with procedures contained in the Operations Manual and
with provisions of the aircraft certificate of airworthiness.

The QRH contains the Normal Checklist (NC), the Non-Normal Checklists (NNC), and
guidelines for the use of the NC and NNC. Both manuals also contain a Maneuvers
(MAN) chapter with Non-Normal Maneuvers and Flight Patterns for training and review
purposes. The Performance In-flight chapter is a condensed version of the same
chapter in the FCOM, giving quick access to performance information necessary for in-
flight use on an expedited basis.
Note: a plastic sheet of paper with the normal checklist is available on all NG’s, to grant
a quick access.
An Operational Information (Ops Info) section is also featured in the QRH with Company
generated information.

9 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

3 COMMUNICATION PROCEDURES................................................................... 11

3.1 General ......................................................................................................... 11

3.2 Headsets Policy............................................................................................. 11
3.2.1 Use of Interphone ....................................................................................... 11
3.2.2 Notification to Cabin Crew .......................................................................... 11

10 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

3 COMMUNICATION PROCEDURES

3.1 General

Normally VHF1 is used for ATC communications, VHF2 is used to monitor 121.5 in-flight
and company frequency on the ground and it may be used momentarily to copy the
ATIS or VOLMET.
VHF 3 is used for ACARS, to reduce ACARS costs flight crew are invited to use the
ACRS wisely.
The PM will handle ATC communications, record and read back all clearances received.
Both Pilots must monitor all ATC clearances. Captain will normally handle all
communications with the ground personnel.

Normally HF1 is used for Primary Frequency and HF 2 for Secondary Frequency.
In the event of any abnormality or emergency ATC communications shall normally be
performed by the PM. However if required the PF may assume ATC communication
while the PM is accomplishing the NNC

3.2 Headsets Policy

Boom microphones/headsets must be used at all phases of flight (ATC/ Intercom) from
ATC clearance delivery (as applicable) to engines shutdown, except during cruise where
flight deck speakers may be used.

The speaker’s volume should be kept at an adequate level to ensure reception of

relevant communication at all time even when using Boom microphones/headsets.

CAUTION: During the headset off period, if the crew initiates transmitting on CABIN
interphone or over the PA, or if anytime any PTT is pushed, the FLT DK speaker will
work in a degraded volume.

3.2.1 Use of Interphone

After the ground personnel has disconnected, live interphone communication shall be
used. Both pilots should latch to the INT position on the control wheel and the
interphone switch on the ACP should be used. Interphone communication shall be used
in all phases of flight when headsets are worn. Before removing headsets ensure that
the INT is not latched.

3.2.2 Notification to Cabin Crew

Notification to cabin crew of takeoff, landing and that it is safe to start moving after
takeoff is performed by switching the SEAT BELTS to OFF then ON.
Usually this is done when crossing 10 000 ft AAL, if flight conditions and workload
permit.

The Captain will perform a PA check from the Flight Deck to the Cabin during the
Preliminary Cockpit preparation. Ideally this should be done when the Cabin Crew are
completing their Interphone and PA checks.

11 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

4 ABBREVIATIONS

The following abbreviations may be found throughout the manual.

Abbreviations having very limited use are explained in the chapter where they are used.

AAL Above Airport Level

ACP Audio Control Panel
AOI Aircraft Operations Information
AFE Above Field Elevation ACN Air Crew Notice
ATC Air Traffic Control Barometric
BITE Built-In Test Equipment CDU Control Display Unit
CPT Captain
CCO Center Control Operation
CDU Control Display Unit
CP Critical Point
CPDLC Controller-Pilot Data Link Communications
CRM Crew Resource Management
DACM Algerian Direction of Civil Aviation and Meteorology
DCL Departure Clearance
EEP ETOPS Entry Point
EFB Electronic Flight Bag
EFP Engine Failure Procedure
ETD Estimated Time of Departure
FCOM Flight Crew Operations Manual
FCTM Flight Crew Training Manual
FLT DK Flight Deck
FO First Officer
FL Flight Level
FLT IOSA IATA Operational Safety Assessment Standard Numbering
FMA Flight Mode Annunciations
FSM Flight System Uplink Message
FSO Flight Support Office
GD General Declaration
GHM Ground Handling Manual
HAT Height Above Threshold
HF High Frequency
ILS Instrument Landing System
IFSD In-flight Shutdown
INT Interphone
ISA International Standard Atmosphere
LVO Low Visibility Operations
MCP Mode Control Panel
MEL/CDL Minimum Equipment List/Configuration Deviation List
METAR Meteorological Aerodrome Reports
MFRA Minimum Flaps Retraction Altitude
MCC Maintenance Control Centre
ND Navigation Display
NNC Non Normal Checklist
NOTAM Notice to Airmen
OFP Operational Flight Plan
OM-A Operations Manual Part A (Manex)
12 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

OM-B Operations Manual Part B (Manex)

OM-C Operations Manual Part C (Manex)
OPT Onboard Performance Tool
QRH Quick Reference Handbook
PA Public Address
PDI Pre-Departure Inspection
PF Pilot Flying
PFD Primary Flight Display
PM Pilot Monitoring
RTOW Regulatory Take-Off Weight
PTT Push to Talk
RCD Request for Departure Clearance Downlink
SCCM Senior Cabin Crew Member
SOP Standard Operating Procedures
STA Standard Time of Arrival
STD Standard Time of Departure
TAF Terminal Aerodrome Forecast
TDP Turning Decision Point
VDI Vertical Deviation Indicator
VNAV Vertical Navigation
VREF Reference Speed

13 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

5 GENERAL INFORMATIONS .............................................................................. 15

5.1 Introduction ................................................................................................... 15

5.2 CDU and MCP Procedures ........................................................................... 15
5.2.1 Normal MCP Altitude Setting Technique using VNAV ................................ 16
5.2.2 Alternate MCP Altitude Setting Technique using VNAV ............................. 16
5.2.3 Route Verification Technique FMC ............................................................. 16
5.2.4 SIDs and STARs ........................................................................................ 17
5.2.5 Approaches ................................................................................................ 17
5.3 Altitude Selections/Awareness ...................................................................... 18
5.4 Vertical Situation Display (VSD) if available .................................................. 18
5.5 Autobrake ...................................................................................................... 19
5.6 Use of Speed Brakes in flight ........................................................................ 19
5.7 Reverse Thrust.............................................................................................. 19
5.8 Weather Radar and Terrain Display Policy ................................................... 19
5.9 APU use ........................................................................................................ 20
5.10 FCOM Bulletin ............................................................................................... 20

14 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

5 GENERAL INFORMATIONS

5.1 Introduction

Normal procedures verify for each phase of flight that:

- The airplane condition is satisfactory
- The flight deck configuration is correct

Normal procedures are done on each flight. Refer to the Supplementary Procedures
(SP) chapter on the FCOM for procedures that are done as needed, for example the
adverse weather procedures.

Normal procedures are written for a trained flight crew and assume:
- All systems operate normally
- The full use of all automated features (LNAV, VNAV, auto land, autopilot, and
auto throttle).

This does not preclude the possibility of manual flight for pilot proficiency where
allowed. Normal procedures also assume coordination with the ground crew before:
- Hydraulic system pressurization, or
- flight control surface movement, or
- Airplane movement

Normal procedures do not include steps for flight deck lighting and crew comfort items.
Normal procedures are done by memory and scan flow. The panel illustration in this
section shows the scan flow refer to 9.2 Preflight and Post flight Scan Flow. The scan
flow sequence may be changed as needed.

5.2 CDU and MCP Procedures

Route, altitude, Radio Navigation aid, and airspeed changes must be cross checked
verbally or with thumb up and acknowledged during all phases of flight (normal,
abnormal and emergency situations) by the other pilot before executing any change.
Both pilots verify that the resulting CDU legs page is correct and the modified route is
correct on the ND map display.
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.

In flight, the PM usually makes the CDU entries. The PF may also make simple, CDU
entries when the workload allows. The pilot making the entries executes the change
only after the other pilot verifies the entries

15 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

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.

There may be circumstances when one pilot may be required to operate the MCP or
CDU when the other pilot is not on the flight deck or is preoccupied communicating on
another frequency. When this occurs the PF must advise the PM of all changes. The
PM will independently confirm any new altitude assignments with ATC. MCP or CDU
changes without coordination with the other pilot are not standard procedure and must
be minimized.
When requesting a change to an MCP parameter, both the parameter and the value
must be specified as the value alone may be reasonable for more than one parameter.
“SET TWO HUNDRED” could be misunderstood and applied. “SET SPEED TWO
HUNDRED” or “SET HEADING TWO HUNDRED” is unambiguous.

5.2.1 Normal MCP Altitude Setting Technique using VNAV

The following MCP altitude setting technique is normally used during published
instrument departures, arrivals, and approaches when waypoints with altitude
constraints are not closely spaced:
- During climbs, maximum or hard altitude constraints should be set in the MCP.
Minimum crossing altitudes need not be set in the MCP. The FMC alerts the crew if
minimum altitude constraints will not be satisfied.
- During descent, set the MCP altitude to the next constraint or clearance altitude,
whichever will be reached first
- Just prior to reaching the constraint, when compliance with the constraint is assured,
and cleared to the next constraint, reset the MCP to the next constraint.

5.2.2 Alternate MCP Altitude Setting Technique using VNAV

The following MCP altitude setting technique may be used during published instrument
departures, arrivals, and approaches where altitude constraints are closely spaced to
the extent that crew workload is adversely affected and unwanted level-offs are a
concern:
- For departures, set the highest of the closely-spaced constraints
- For arrivals, initially set the lowest of the closely spaced altitude constraints or the
FAF altitude, whichever is higher

5.2.3 Route Verification Technique FMC

After entering the route into the FMC, the crew should verify that the entered route is
correct. There are several techniques that may be used to accomplish this.
The crew should always compare:
- The filed flight plan with the airways and waypoints entered on the ROUTE pages
- the computer flight plan total distance and estimated fuel remaining with the FMC-
calculated distance to destination and the calculated fuel remaining at destination on
the PROGRESS page.

16 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

For long flight leg (200nm) and flights that are planned to transit oceanic airspace, the
crew should crosscheck the LEGS page with the computer flight plan to ensure that the
waypoints, magnetic or true tracks, and distances between waypoints match. If there is a
discrepancy noted in any of the above, correct the LEGS page to match the filed flight
plan legs. A crosscheck of the map display using the plan mode may also assist in
verification of the flight plan.
When pilots are evaluating the charted procedure against the navigation database, the
areas of primary concern are:
- Waypoint sequence,
- Speed and altitude constraints, and
- No unexpected discontinuities.

5.2.4 SIDs and STARs

Flight crew shall verify and brief the following:

The correct procedure and runway (including any applicable transitions) are
loaded/entered and correctly depicted;
The correct flight plan by comparing the charted procedure with the MAP display and
the MCDU.
This includes verification of:
- Waypoints sequence
- Reasonableness soft track angles and distances
- Any altitude and/or speed constraints
- Which waypoints are "fly-by" and which are "fly-over".

Note 1: As a minimum, a simple inspection of the Plan Mode (PLN) on the ND

achieves the objective of this paragraph.

Note 2: Verification of each track and distance is not required, as the Navigation
Database provider holds a Letter of Acceptance, guaranteeing the integrity of tracks
and distances between individual waypoints.
Note 3: When the flight crew is aware that unreliable navaids exist (either by NOTAM,
ATC, etc.) they shall manually exclude these navaids from the FMCs navigation
solution. This is accomplished through the NAV OPTIONS page.

5.2.5 Approaches
The flight crew shall verify and brief that the correct procedure is loaded by comparison
with the approach chart. This verification must include:
- The way points sequence
- Reasonableness of the tracks and distances of the approach legs, and the
accuracy of the inbound course and length of the Final Approach Segment
(FAS); and
- Which waypoints are "fly-by" and which are "fly-over".
17 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Note: As a minimum, a simple inspection of the Plan Mode (PLN) on the ND

achieves the objective of this paragraph.

5.3 Altitude Selections/Awareness

It is Air Algérie policy that in order to mitigate potential risks related to accepting and
maintaining an assigned altitude (level burst), both verbal and automated altitude
callouts are used on Air Algérie airplanes.
Furthermore, all altitude/height instructions of the ATC must be acknowledged. If any
member of the flight crew is in doubt as to the authorized altitude/ height, the PM shall
immediately call ATC and ask for confirmation of the instruction. In order to maximize
the altitude awareness the flight crew shall:

a- Crosscheck that the assigned altitude is above the Minimum Safe Altitude if flying
off published routes/ chart
b- To avoid as far as possible any altitude deviation, the flight crew shall utilize
“ONE THOUSAND TO LEVEL OFF” standard callout when approaching the
assigned altitude;
c- Pay particular attention to communications with ATC to avoid any possible call sign
confusion. After each ATC message both crew members shall agree that it was for
their flight. If there's doubt about the clearance received, the PM shall immediately
contact ATC and clarify/confirm the issued altitude clearance. Both crew members
shall crosscheck their altimeters and settings;
d- The flight crew shall report the cleared flight level on first contact with ATC, unless
specifically requested not to do so by ATC;
e- The PM reads back all cleared altitudes given by ATC. With the autopilot engaged,
PF sets the new altitude and states, for example, “FLIGHT LEVEL THREE SEVEN
ZERO SET”. The PM visually and verbally verifies the new MCP altitude setting.
With the autopilot NOT engaged, PM sets the new altitude and states, for example,
“FLIGHT LEVEL THREE SEVEN ZERO SET”. The PF visually and verbally
verifies the new MCP altitude setting.

5.4 Vertical Situation Display (VSD) if available

The VSD is a very powerful situational awareness tool. It creates is a clear graphical
picture of the airplane’s horizontal and vertical position. It complements the EGPWS
and terrain display. The VSD is a supplementary display and it is not intended for
primary reference for any approach.

The VSD can be used during all phases of flight, but the main benefit is achieved
during initial climb, descent and approach. The VSD is not intended for use as a
primary reference or as a precise terrain following tool.

For more information refer to FCTM – Chapter 1 – General Information and FCOM –
Chapter 10 – Flight Instruments, Displays.

18 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

5.5 Autobrake
RTO must be used for all Takeoffs, except if dictated otherwise by MEL. It is
recommended to use autobrake for all Landings.
The following should be considered when selecting an autobrake selection: Landing
Weight, environmental conditions, runway conditions, runway length, turn off location,
minimum runway occupancy and aircraft configuration.
PI-QRH should be used for landing performance calculations to aid selection of
autobrake, a company margin of 15% must be added to the calculated landing
distance when QRH is used (this safety margin is already included in OPT
calculations) and the result is compared to the available landing distance.

All Air Algérie 737 NG's are equipped with steel brakes, the wear is directly
proportional to the kinetic energy absorbed by the brakes.
Maximum steel brake life can be achieved during taxi by using a large number of small,
light brake applications, allowing some time for brake cooling between applications.
High airplane gross weights and high brake application speeds tend to reduce steel
brake life because they require the brakes to absorb a large amount of kinetic energy.

5.6 Use of Speed Brakes in flight

The PF should keep a hand on the speed brake lever when the speed brakes are used
inflight. This helps prevent leaving the speed brake extended when no longer required.
Use of speed brakes between the down detent and flight detent can result in rapid roll
rates and normally should be avoided. While using the speed brakes in descent, allow
sufficient altitude and airspeed margin to level off smoothly. Lower the speed brakes
before adding thrust.
Note: In flight, do not extend the speed brake lever beyond the FLIGHT detent.

Note: The use of speedbrakes with flaps extended should be avoided, if possible. With
flaps 15 or greater, the speedbrakes should be retracted. If circumstances dictate the
use of speedbrakes with flaps extended, high sink rates during the approach should be
avoided. Speedbrakes should be retracted before reaching 1,000 feet AGL.

5.7 Reverse Thrust

Idle Reverse Thrust should be planned for every landing. However for operational or
safety raisons requirements Max Reverse can be used. Reverse Thrust other than idle
usage shall be briefed.

5.8 Weather Radar and Terrain Display Policy

Before takeoff:
- PF selects weather display, but if weather is not a factor terrain display has to be set.
- PM selects Terrain display and retains it until above the relevant MSA, before
reverting to weather radar display if weather is a factor
Note: PM should be always one range greater then PF when using weather radar display

19 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

During descent:
- If not selected earlier, PM selects Terrain when cleared below highest sector MSA.
- These requirements may be modified with significant weather or if terrain is not a factor.
The use of the terrain display during night or IMC operations, on departure and
approach when in proximity to terrain/obstacles, and at all times in non-radar
environments is recommended.
5.9 APU use
The use of aircraft APU and ground external power should be in accordance with local
restrictions. In the absence of local restrictions consider delaying starting the APU until
10 minutes prior to engine start (for fuel conservation) unless external power is
inadequate or ground air conditioning is not available or not providing sufficient cooling
or heating and air conditioning is deemed necessary.

5.10 FCOM Bulletin

Crews are required to check for any amendment to the Air Algérie Flight Crew
Operation Manual (FCOM) Bulletins as they contain vital information regarding the
normal B737 operation.
If a Bulletin has discrepancy, it has to be reported by ASR.

20 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

6 AUTOFLIGHT POLICY....................................................................................... 22

6.1 General ......................................................................................................... 22

6.2 Autopilot ........................................................................................................ 22
6.3 Autopilot Flight Director System (AFDS) Procedures .................................... 23
6.3.1 AFDS Guidelines ........................................................................................ 23
6.4 Auto throttle ................................................................................................... 23

21 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

6 AUTOFLIGHT POLICY

6.1 General
The autopilot, auto throttle, flight director and other components of the auto flight
system are tools to be used as the Captain deems appropriate. When traffic and
workload are light, hand flying is encouraged to maintain proficient flying skills. If flight
directors are on, with autopilot off (Manual Flight), PM must manage the auto flight
system at the request of the PF so the flight director displays relevant guidance. It is
recommended that both flight directors be selected on or off together. Both flight
directors must be used for all takeoffs, if operative.

When selecting the auto flight system (autopilot/auto throttle) on or off, the PF must
verbalize the change. Both pilots must verify the change and monitor for expected
aircraft performance. The PF should be aware that the workload for the PM increases
during periods of hand flying and should select the appropriate level of automation.

During Automatic Flight (Autopilot/Auto throttle on) the PF will make changes to the
Auto flight system and PM will confirm these changes.

The Air Algérie B737 models are modern, sophisticated, highly automated airplanes.
The auto flight system is designed to decrease pilot workload and increase fuel and
operating efficiency. This automation can lead to complacency and a lack of situational
awareness unless both pilots are always aware of the airplane’s status. The best way
to keep both pilots “in the loop” and functioning as a coordinated team is through SOP
and crew communication.

Due to unforeseen events (system malfunction, traffic, or other events), the PF must be
constantly prepared to assume control from the auto flight system. Anytime the PF is
not prepared to assume physical control of the airplane (from the auto flight system),
the PF role must be passed to the PM with positive confirmation.

At or below 2,500 feet AFE the PF shall guard the flight controls (control wheel, rudder
pedals and thrust levers). Additionally, guard the controls and thrust levers whenever
an expected significant attitude and thrust change occurs such as initiation of a climb or
descent, or level off from climb or descent.
During takeoff rotation PF will keep both hands on the control wheel until at least 400
feet AGL, unless a different thrust setting is demanded (for example: windshear
warning or EGPWS activation).

6.2 Autopilot
Use of the autopilot is encouraged in low visibility, in high traffic areas, and in other
situations in which hand flying may cause a high workload for the other pilot. Use of the
autopilot is required (if operational) for non-ILS approaches when the reported ceiling is
less than 1,000 feet or the reported visibility is less than 5 km or the reported weather
is at the published minimum.

Low altitude level offs should normally be flown using the autopilot, unless the aircraft
is not responding to the desired commands.
The use of dual channel autopilot for ILS cat 1 approach is not authorized.

22 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

6.3 Autopilot Flight Director System (AFDS) Procedures

The crew must always monitor:

When selecting a value on the MCP, verify that the respective value changes on the
flight instruments, as applicable.
The crew must verify manually selected or automatic AFDS changes. Use the FMA to
verify mode changes for the:
- Autopilot
- Flight director
- Auto throttle
During LNAV and VNAV operations, verify all changes to the airplane:
- Course
- Vertical path
- Thrust
- Speed

Crews shall announce changes on the FMA and verify changes to the thrust mode
display when they occur. During the flight PF will announce all FMA changes including
the G/A.
Announcing changes on the FMA and thrust mode display when they occur is a good
CRM practice.

Note: All FMA changes below 1000 ft on the approach to be announced by PM.

6.3.1 AFDS Guidelines

Autopilot engagement should only be attempted when the airplane is in trim, F/D
commands (if the F/D is on) are essentially satisfied and the airplane flight path is
under control.

6.4 Auto throttle

Auto throttle use is recommended during takeoff and climb in either automatic or
manual flight. During all other phases of flight, auto throttle use is recommended only
when the autopilot is engaged in CMD.

23 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

7 CALLOUTS ........................................................................................................ 25

7.1 Overall Philosophy ........................................................................................ 25

7.2 MCP Settings (Heading, Speed and Altitude/FL) .......................................... 26
7.2.1 Autopilot Engaged ...................................................................................... 26
7.2.2 Manual Flight .............................................................................................. 26
7.3 Deviations ..................................................................................................... 27
7.4 Standard Phraseology ................................................................................... 27

24 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

7 CALLOUTS

7.1 Overall Philosophy

Standard calls enhance crew awareness and coordination, and are standardized to
remove ambiguity. They are used to achieve this in several ways by providing:
- Situational awareness
- Triggers or cues for action
- Requests for actions
- Decisions of a crewmember
- Detection of an incapacitation
- An unambiguous language

They must be used in all normal and non-normal operations. They shall be assigned to
a particular crewmember, however their execution is the important factor. Therefore, if
a call is missed by the responsible crewmember, it shall be made by the other.

The Air Algérie policy regarding standard calls in flight is that the Pilot Flying must call
out the Mode intended to arm or select (this includes the selection of the autopilot) and
automatic mode changes by reading aloud the FMA changes. In this way, the intention
of the PF and/or the behavior of the automation is clearly transmitted to the PM,
facilitating crew coordination, the cross-check of the FMA (and also PFD and ND), and
backup.

The Pilot Monitoring (PM) shall verify the annunciation and, if satisfied that the mode is
applicable, acknowledge with the response “CHECKED”.

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 callouts, the PF should make it.

Despite the first FMA call “N1, HEADING SELECT, TOGA”, the FMA callouts should
start during the takeoff phase at 400 feet AGL to avoid unnecessary conversation
during the takeoff roll and initial climb. At 400 feet AGL PF calls out status on both
Lateral and Vertical modes (do not call Throttle hold and LNAV at 50 feet).

In all cases if an FMA fails to engage, or disengages, then the PF or PM shall call the
mode that failed preceded by the word “NO i.e. “NO ALT HOLD”.

Transfer of controls shall be acknowledged by stating “I HAVE CONTROL”. If the PM

decides to take over control he will clearly state “I HAVE CONTROL”.

NOTE: if automatic calls are not available, the PM may call radio altitude 100 feet, 50
feet and 30 feet (or other values as required) to aid in developing an awareness of eye
height at touchdown.
RAAS callouts do not need to be acknowledged nor replaced if the system is inoperative.

25 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

The PF should acknowledge all GPWS voice callouts except altitude callouts during
approach while below 500 feet AFE. The callout of “CONTINUE” or “GO-AROUND” at
minimums is not considered an altitude callout and shall always be made.
If the automatic electronic voice callout is not heard by the flight crew, the PM shall
make the callout.

7.2 MCP Settings (Heading, Speed and Altitude/FL)

7.2.1 Autopilot Engaged

PF selects Heading, Speed, or Altitude and calls:

- "HEADING ___ DEGREES SET"

- "SPEED ____ KNOTS SET"
- "ALTITUDE/FLIGHT LEVEL____SET"

PM verifies on PFD/ND as appropriate and call:

- "CHECKED"

7.2.2 Manual Flight

PF commands the PM to set MCP

- "SET HEADING ____ DEGREES"

- "SET SPEED ____ KNOTS"
- "SET ALTITUDE/FLIGHT LEVEL ____"
- "SET FLAPS ____ SPEED”
- "SET FLIGHT LEVEL ____"

PM executes the action and replies: "HEADING ____ SET"; and so on

PF verifies on PFD/ND and call:

- "CHECKED"

NOTE: These requests will normally only be used during manual flight. Heading and
altitude Changes from ATC clearances and speed selections associated with flap
position changes may be made by the PM without specific directions. However, these
selections should be announced by the PM so that the PF is made aware that such
changes have been made. Whenever a change is made to the MCP Altitude window,
the pilot manipulating the MCP shall announce this to the other crewmember.

26 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

7.3 Deviations

PM will alert PF of the following deviations during final approach:

Parameter Deviation Limits STD Call

IAS Vapp (+10/-5 Kts) from “SPEED”

bug speed
Rate of Descent 1000 ft./min “SINK RATE”
6.0 Nose Up or
Pitch Attitude -1.0 Nose Down “PITCH”
Bank Angle > 7° “BANK”
Minima At minima “MINIMUMS”
Localizer Excess Deviation Warning
“LOCALIZER”
or 1 Dot on the PFD
Excess Deviation Warning
Glideslope or 1/2 Dot on the PFD “GLIDESLOPE”

Excess deviation
Course (A) “COURSE”
2.5° (VOR)/5° (ADF)
Altitude at checkpoints Deviation “ ____ FEET HIGH/LOW”

7.4 Standard Phraseology

A partial of standard words and phrases follows:

Thrust:

- "SET TAKEOFF THRUST"

- "SET GO-AROUND THRUST"
- "SET MAXIMUM CONTINIOUS THRUST"
- "SET CLIMB THRUST"
- "SET CRUISE THRUST"

Flap settings:

- "FLAPS UP"
- "FLAPS ONE"
- "FLAPS FIVE"
- "FLAPS TEN"
- "FLAPS FIFTEEN"
- "FLAPS TWENTY-FIVE"
- "FLAPS THIRTY"
- "FLAPS FORTY"
- "FLAPS ____ ,GREEN LIGHT"

27 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Airspeed:

- "SET ____, KNOTS"

- "SET VREF PLUS ____ (Wind Additive) Speed"
- "SET FLAPS ____”
- "80 KNOTS”
- "V1"
- "ROTATE"

AFDS settings:

- "MATCH SPEED" (Manual flight)

- "RECYCLE FD'S”
- "AUTOTHROTTLE ENGAGED”
- "COMMAND A/B" When verifying autopilot engaged.
- "AUTOPILOT ____ ENGAGED”
- "MDA SET” or “SET MDA” (Manual flight)
- “GO-AROUND ALTITUDE SET” or "SET GO-AROUND ALTITUDE” (Manual flight)
- "ARM LOCALIZER”
- "ARM APPROACH”

Flight path deviations:

- "____ DOTS(S) FLY LEFT / RIGHT”

- “____ DOT(S) FLY UP / DOWN”
- "SPEED” (Whenever IAS is less than Vref or greater than Vapp + 10kt or when the
speed trend shows a significant tendency to exceed either of these
parameters and thrust lever position is inappropriate for the phase of flight.)
- "VERTICAL SPEED” (Less than 300 fpm or greater than 1000 fpm in the last
1000 feet AGL).

28 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

8 BRIEFING PHILOSOPHY .................................................................................. 30

8.1 Reporting For Duty and Preflight Briefing ...................................................... 31

8.1.1 Reporting For Duty ..................................................................................... 31
8.1.2 Crew documents ......................................................................................... 31
8.2 Nominated aircraft Captain............................................................................ 31
8.3 Briefing pack ................................................................................................. 31
8.4 Crew Briefing................................................................................................. 32
8.4.1 Flight and Cabin Crew Briefing ................................................................... 32
8.5 Suitability of Aerodromes to be used – Commencement of a Flight .............. 32

29 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

8 BRIEFING PHILOSOPHY

Briefings are an integral part of CRM.

They should be thought provoking and develop relevant discussion that will make the
operation safer.
The briefing should be short and concise.
Every departure and arrival must be viewed in the context of the specific threats posed
by the operation and the strategies which will be employed to overcome them.
A typical briefing when crew are both familiar with the airport should take no more than
3 minutes. With long briefings the crew loses concentration and the point of the briefing
is lost.

The take-off briefing consists of two parts:

- A Normal Briefing SSTS (Setup, SID, Taxi, Specific) and

- An Emergency Briefing.

Prior to commencing the briefing:

- Aircraft set up and FMC for the departure/arrival shall be complete.

- All relevant data (such as ATIS, NOTAMs, Part C and Charts, Notes on charts etc.)
shall have been reviewed
- Both pilots must cross check the FMC routing together against the OFP and the
relevant published procedures for lateral and vertical accuracy refer to Final CDU
Preflight Procedure - Captain and First Officer
- Navigation aid set-up is complete if required.

Note: PM questions could be asked before, during or after the briefing.

“ARE YOU READY FOR THE BRIEFING?” is typically the question that commences
the briefing process.
A positive answer from the PM means he has checked everything as required and
agrees with the FMC setup.

30 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

8.1 Reporting For Duty and Preflight Briefing

8.1.1 Reporting For Duty
At home bases the report time is sixty minutes before Scheduled Time of Departure
(STD) for normal flights and ninety minutes before STD for training flights (excluded
line checks). At outstations, where the company has layovers, crew must arrive at the
airplane or boarding gate at least sixty minutes before Estimated Time of Departure
(ETD).

8.1.2 Crew documents

Crew must be sure to carry all documents required by regulations. This is the FIRST
ACTION of any preflight briefing.

- Valid Passport
- Algerian Pilot's License
- Valid Medical Certificate and compliance with any limitation
- Valid Vaccination Certificate
- Valid Company Id and a Valid Security Id
Omitting to carry any one of these may result in the crew member being unable to fulfill
their required role on that day’s flight. The Crew Control will then be required to call in
standby crew causing subsequent delays and disruption to the Air Algérie schedule
therefore it is essential that each pilot checks the other pilot’s documents including any
limitation (spectacles, spare sets, restriction on validity of medical certificate, etc.)
before proceeding to the aircraft.
Pilots of a crew should show the other pilot all required documents as a means of cross
checking that this requirement is being fulfilled.

8.2 Nominated aircraft Captain

Where two Captains are crewed together, the Captain will be identified by the crewing
rostering system. See OM-A Section 4.2 – Crew Composition.

8.3 Briefing pack

An envelope will also be provided by the FSO, which will contain:

- All applicable NOTAMS

- RAIM's Prediction when required
- Significant weather forecast
- Wind Aloft Maps
- TAF and METAR
- Flight plan
- An Operational Flight Plan which must be checked and accepted by the flight crew
and approved by the Captain during flight preparation and before departure. All
copies must be signed by the Captain
- Fuel Uplift Sheet respecting zero fuel, takeoff, landing limitations
- Journey Log
- CPT report sheet, Air Algérie encourage the use of Q Pulse for reporting
- Copies of GD's separated by sectors

31 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

8.4 Crew Briefing

During the Pre-flight Briefing, the Flight Crew shall:

- Review all contents so the briefing pack, as described in paragraph 8.3 Briefing pack;
- Verify that the relevant information contained in the OFP is consistent with the Air
Traffic Control (ATC) flight plan;
- Discuss and make any necessary adjustments to the fuel requirements;
- Review any applicable MEL/CDL items;
- Review any potential changes to planned clearances, FL's, terrain clearance and
escape route, as required;
- Review any applicable Contingency Procedures; and
- Complete and sign all necessary paperwork.
- Discuss any threat and possible error management.

8.4.1 Flight and Cabin Crew Briefing

A joint briefing with the cabin crew should be undertaken in the briefing room to convey
relevant information about the flight and to establish open and professional channels of
communication and CRM.

The crew will then proceed to the crew bus, to arrive at the aircraft not later than forty
five minutes prior to STD.

Note: The joint briefing with the cabin crew can alternatively be conducted in the
crew bus while on the way to the aircraft, should this be beneficial for time
management purposes.

8.5 Suitability of Aerodromes to be used – Commencement of a

Flight

During the Pre-Flight Briefing, the Flight Crew shall verify that the aerodromes of
intended use (i.e. departure, destination, alternates) meet all operational requirements
and are suitable for use.

Ensuring that the aerodromes of intended use are part of the Air Algérie authorized
aerodromes table as shown in OM-C Appendix 12.2 Authorized Airfields, satisfies the
above requirement.
As a final step, by reviewing and evaluating all relevant and applicable:

- NOTAMs, e.g. Aeronautical Information, Chart NOTAMs (referring as a minimum to,

visual and non-visual facilities, runways, taxiways, ramps, field conditions, and to the
enroute phase);
In conjunction with applicable operating minima and guidance, as provided in
Instrument Approach Procedure charts and Information (eg.OM-C Aerodrome Briefing);
- Aircraft technical status (e.g. MEL/CDL);
- Company Notices (e.g. Memos, Notifications)
- Information pertaining to prior Permission Requirements and Rescue and Fire-
Fighting Services, as applicable.

32 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

It can be assured that:

- The aerodrome s of intended use meet all operational requirements for the period of
the intended use; and
- A flight shall not be commenced unless it has been ascertained, to the extent
possible, that the conditions and ground facilities required for the flight are
acceptable, for the type of operation.

33 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

9 PREFLIGHT ........................................................................................................ 35

9.1 Electrical power up ........................................................................................ 35

9.2 Preflight and Post flight Scan Flow ................................................................ 35
9.2.1 Areas of Responsibility - Captain as Pilot Flying or Taxiing ........................ 36
9.2.2 Areas of Responsibility - First Officer as Pilot Flying .................................. 37
9.3 Preliminary Preflight Procedure – Captain or First Officer ............................. 38
9.3.1 Flight Deck Access System Switch (FDAS) ................................................ 38
9.3.2 Engine Oil Level, Hydraulic Quantity and Crew Oxygen Requirements...... 38
9.3.3 Cabin configuration test B737-700C ........................................................... 38
9.3.4 Aircraft Documents and Operational Manuals ............................................ 38
9.3.4.1 Aircraft Documents .............................................................................. 38
9.3.4.2 Operational Manuals ........................................................................... 39
9.3.5 Hold Item List (HIL and MEL) ..................................................................... 39
9.3.6 Aircraft Technical Log Book (ATL) .............................................................. 39
9.3.7 Exterior Inspection ...................................................................................... 39
9.3.8 Refueling .................................................................................................... 40
9.3.9 Aircraft Pre-flight Security Check ................................................................ 40
9.3.9.1 Pre-flight Aircraft Security Checklist .................................................... 40
9.3.10 CDU Preflight Procedure ............................................................................ 41
9.3.10.1 FMC Route 2 Policy ............................................................................ 42
9.3.11 Flight Deck Door Access System Test........................................................ 43
9.3.12 Interphone and PA Check........................................................................... 43
9.4 Preflight Procedure........................................................................................ 44
9.4.1 Fuel Cross feed during Ground Operations ................................................ 44
9.4.2 Passenger Signs ........................................................................................ 44
9.4.3 Ignition Selector Switch .............................................................................. 44
9.4.4 Cabin Pressurization Panel ........................................................................ 44
9.4.5 Light Policy ................................................................................................. 44
9.4.6 VHF Navigation radios ................................................................................ 45
9.4.7 Transponder ............................................................................................... 45
9.4.8 VHF communications radios ....................................................................... 45
9.4.9 Passenger Announcements........................................................................ 45
9.4.10 Load Sheet and Checks ............................................................................. 46
9.4.11 Pre-flight Checklist Philosophy ................................................................... 47

34 Edition 03
NORMAL PROCEDURES
~jl.;,II ia,11 A]lli,.!II ~
AIR ALGERIE \Z'

9 PREFLIGHT

9.1 Electrical power up

This supplementary procedure shall be completed if the aircraft is unpowered. Perform
this procedure as per SOP, FCOM -–Supplementary Procedures, Electrical Power UP.

9.2 Preflight and Post flight Scan Flow

The scan flow and areas of responsibility diagram, shown below, are representative
and may not match the configuration(s) of all aircraft.
The scan flow diagram provides general guidance on the order each flight crewmember
should follow when doing the preflight and post flight procedures. Specific guidance on
the items to be checked is detailed in the amplified Normal Procedures. For example,
preflight procedure details are in the Preflight Procedure - Captain and Preflight
Procedure - First Officer.

D Captain ITEMS Typical panel

loca lions are shown.
Q First Offocer
ITEMS

35 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl ~
AIR ALGERIE ~

9.2.1 Areas of Responsibility - Captain as Pilot Flying or Taxiing

D
O c 0'el 0

,-

-
11 1
___)--

Ty pical panel
loca tions are shown .

• Captain ITEMS FIRST OFFICER ITEMS

INCLUOING
- AUDIO CONTROL JOINT RESPONSIBILITY
• TRIM • ITEMS

36 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl ~
AIR ALGERIE ~

9.2.2 Areas of Responsibility - First Officer as Pilot Flying

NOTE: During Taxi the First Officer is considered PM.

AH B737 are not equipped with nose wheel steering tiller on the right side.

._

O c:=J 0,9 0

,-

,-

1 1 1 ---1-

Ty pical panel
loca tions are shown.

Captain ITEMS • FIRST OFFICER ITEMS

INCLUDING:
• JOINT RESPONSIBILITY • AUDIO CONTROL
ITEMS - TRIM

37 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

9.3 Preliminary Preflight Procedure – Captain or First Officer

The Preliminary Preflight Procedure assumes that the Electrical Power Up
supplementary procedure is complete.
This procedure may be undertaken by either the Captain or First Officer and shall be
completed as per SOP, FCOM – Chapter NP, Preliminary Preflight Procedure with
additional guidance provided here.

9.3.1 Flight Deck Access System Switch (FDAS)

When the crew boards the aircraft the Flight Deck Access System (FDAS) switch
should be in the “OFF” position. When the SCCM requests permission to close the
Doors he/ she should move the FDAS switch to the “NORM” position.

9.3.2 Engine Oil Level, Hydraulic Quantity and Crew Oxygen

Requirements

The minimum engine oil level with engines not running is 12 quarts plus next flight
consumption. Optimum consumption limit is approximately 0.4 Quarts per hour for each
engine.
Note: (1 US Gallon= 4 Quarts = 3.785 Liters)

Minimum hydraulic quantity for dispatch is above 76% with all control surfaces in
retracted position (No RF indication in lower display unit).
Minimum oxygen requirement for dispatch can be found in the FCOM –Performance
Dispatch. Oxygen on all B737 variants is supplied from a 114 cubic feet oxygen.

9.3.3 Cabin configuration test B737-700C

The configuration test on aft overhead panel will confirm the mode selection
(PASSENGER or CARGO) and the manual oxygen shutoff valve position, this test apply
only for B737-700C version.

9.3.4 Aircraft Documents and Operational Manuals

AIR ALGERIE ensures that the Aircraft Documents and Operational Manuals are on
board the aircraft during each flight, for more details refer to OM-A 8.2.12.
The CPT is responsible for verifying the presence on board and the validity

9.3.4.1 Aircraft Documents

(1) Certificate of registration (CI);

(2) Certificate of Airworthiness (CDN);
(3) The original or a copy of the Nuisance Limitation Certificate (CLN) (if necessary)
(4) The original or a copy of the Air Operator's Certificate (AOC);
(5) Aircraft radio license;
(6) The original or a copy of the third party liability insurance certificate;
(7) Certificate of disinfection (if necessary);
(8) Aircraft logbook;
(9) Weighing sheet;
(10) Certificate of operation of the on-board radio installation (CEIRB);
38 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

(11) PTT aircraft station license.

(12) Certificate of residual disinsection;
(13) Checklist: (DGR) aircraft emergency response drills (see ICAO doc 9481).

9.3.4.2 Operational Manuals

(1) OM-A: General Manual;

(2) OM-B: User Manual for (B737-800 / 800BCF / 700C / 600);
(3) OM-C: Line Manual;
(4) MEL;
(5) FCOM;
(6) QRH;
(7) FRM;
(8) SOP;
(9) RWY analysis;
(10) Flight manual (AFM);
(11) Manual Regulations for the transport of dangerous goods (DGR);
(12) Safety and Rescue Manual (MSS);
(13) JEPPESEN manuals.
(14) Validity (when applicable)

9.3.5 Hold Item List (HIL and MEL)

- Check the Hold Item List (HIL) for any dispatch affecting the flight.
- Verify and control the dispatch items using the Minimum Equipment List (MEL).
- Apply any Operational Procedures

9.3.6 Aircraft Technical Log Book (ATL)

- Check the Aircraft Technical Log Book (ATL) for any malfunction affecting the flight
- Check APU availability.
- Check if the ATL is signed by the previous crew, otherwise call the flight ops to
contact them.
- Check if the Daily and Weekly Inspection has been performed and covers the period
of the flight.

9.3.7 Exterior Inspection

CPT will always start the exterior inspection for the first flight of the day then the F/O
perform the next flight exterior inspection, all odd sectors (1,3,5) are performed by CPT
while all even sectors (2,4) by F/O. In Air Algérie, a pilot Pre- Departure Inspection
(PDI) sign off is not authorized.

The PDI sign off will be completed by Air Algeria’s engineering. It is however, a good
practice for one of the Pilots to undertake a secondary exterior inspection.
The pilot responsible for the exterior inspection should examine the Tech Log and
aircraft documents to be aware of the current maintenance status of the aircraft and
required documents, confirm that the landing gear pins and steering bypass pin are in
the flight deck stowage and perform the exterior inspection as per SOP, FCOM –
Chapter NP, Exterior Inspection. Wheel well lights will be selected on for walk arounds.

39 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

9.3.8 Refueling

The refueling procedure is accomplished by engineering. Upon completion of refueling,

the engineer or the Captain will complete a fueling accuracy gross error check (error
within 3%), complete and sign the technical log book.

When a large fuel load is required or a quick turnaround is needed, it may be desirable
to refuel the aircraft while passengers are boarding. Information relating to this
procedure varies according to each airfield’s local policy, OM-A Chapter 8.2.1 –
Procédure d’avitaillement (Refueling procedures). Aerodrome flight dispatcher should
be consulted before allowing passengers to board while fuel is still being loaded.

9.3.9 Aircraft Pre-flight Security Check

This check shall be performed before the Preliminary Pre-flight Procedure, when the
airplane is brought into the restricted area of an aerodrome from a non-restricted area
(such as some maintenance areas), and also when the airplane is left unattended
without effective access control or a mean to detect unauthorized entry.

It is required to check that no prohibited articles were left onboard or hidden in and
around the flight deck. The check shall cover:

- Escape Strap Compartments

- Spare Bulbs Stowage
- Side Panel (CPT and F/O)
- Compartments behind F/O seat
- Cup Holders (remove and check inside)
- Printer paper compartment
- Life Vest pouch Behind seats
- Rudder pedal area
- Area beneath the seats
- QRH Compartment (both sides)
- Coat stowage and Coat pockets
- Area beneath second observer seat
- Jump seat compartment
- Documents stowage

9.3.9.1 Pre-flight Aircraft Security Checklist

This checklist, which is mandatory, comes with the briefing pack and must be filled and
signed by the Captain and the SCCM before each sector. The document is given to the
ground staff before the doors close, refer to OM-A Section 10.2– Security.

40 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl ~
AIR ALGERIE ~

9.3.10 CDU Preflight Procedure

Start the CDU Preflight Procedure any time after the Preliminary Preflight Procedure as
per SOP, FCOM – Chapter NP, CDU Preflight Procedure, with the additional guidance
provided here:

The Initial Data and Navigation Data entries must be completed before the flight
instrument check during the Preflight Procedure. Performance Data entries must be
complete before the 10.5 Final CDU Preflight Procedure - Captain and First Officer.
The Pilot Flying makes the CDU entries. The Pilot Monitoring must verify the entries.
Enter data in all the boxed items on the following CDU pages.

IDENT

POS INIT>

......._~ EXEC LIGHT ILLUMINA TES

N1 LHHT

TAICEOFF>

Route:

The pilot who loads the flight plan into the CDU will also activate and execute it. Verify
that the route is correct on the RTE pages. Check the LEGS pages as needed to ensure
compliance with the flight plan. Compare the total ground distance of the flight listed in
the OFP to the total distance displayed in the CDU progress page 1.

The other pilot should do the same verification described above independently. During
the taxi and takeoff briefings, both pilots will ensure that the cleared SID and its related
tracks, distances, and constraints are correct. Verify, also, the correct RNP for the
departure.
Inserting waypoints data in the Supplemental Navigation Database (SUPP) is not
allowed by Air Algérie. Waypoints must be entered in the REF NAV DATA page so they
are stored in the temporary navigation database for one flight only.

41 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

9.3.10.1 FMC Route 2 Policy

Recommended techniques are described below, as long as workload permits:

Takeoff:

- Engine Out profile, FIX or NAV AID

- Takeoff alternate route

Cruise:

- High Terrain Route: Set the emergency airfield(s) approach, or NAV AID, or FIX
according to each non return point (NRP) sector.
- Low Terrain Route: Set the emergency airfield(s) approach, or NAV AID, or FIX
according to the crew preferences.

Prior to Descent:
- Primary Destination Alternate Route
- Another approach/runway for the destination airport.

Note: Setting the Route 2 to the next sector is not a good practice unless it is used
as the primary destination alternate.
CAUTION: Setting Route 2 during descent must be avoided, as it can lead to loss of
situational awareness, distraction and confusion.

CRZ WIND and T/C OAT:

Cruise wind and Top of Climb OAT entries provide input to optimize FMC calculations.
Enter the top of climb values for wind and OAT shown on the OFP for the initial flight
level that you plan to cruise.

Correctly inserting cruise winds will help in achieving accurate fuel predictions.

CRZ CG:

The CRZ CG on the PERF page default value is 5% for -800, 8% for -700C and 10%
for -600.

Caution: Air Algérie do not permit any CRZ CG modifications into the FMC.

TAKEOFF REF Page 2/2:

In the FMC takeoff page 2/2 there is one height that must be set before takeoff, since
the VNAV will follow that profile. The ACCEL HEIGHT is related to different conditions
and, therefore, have different values to be input.

Note: the THR REDUCTION is set automatically to 800 ft AGL and cannot be modified,
however at the moment where VNAV is engaged and above 800 ft AGL, THR
REDUCTION engages automatically from takeoff thrust to climb thrust.
The ACCEL HEIGHT and VNAV engagement are used to program and follow the two-

42 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

engine “standard” takeoff profile or a Noise Abatement Departure Procedure (NADP).

The two- engine “standard” takeoff profile sets the ACCEL HEIGHT at 800 feet AGL,
this is the profile to be used for Air Algérie in case there are no noise abatement
requirements, otherwise we set 3000ft or the published ACCEL HEIGHT in airport
briefing charts.

It is important to highlight at this point that “Height” always refers to the elevation above
airfield level and is indicated by AGL. “Altitude” always refers to the local barometric
pressure at Mean Sea Level.

9.3.11 Flight Deck Door Access System Test

This test must be completed in conjunction with a member of the Cabin Crew.
Procedure to be accomplished as described in Flight Deck Security Door-Pre Flight
check SP 1.1.

9.3.12 Interphone and PA Check

The Captain should perform a full interphone and PA check with the assistance of
members of the Cabin Crew. An intercom call should be received from L1, L2 door
positions.

43 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

9.4 Preflight Procedure

This procedure is performed according to specific areas of responsibilities as detailed
on FCOM – Chapter NP, Preflight Procedure Captain and Preflight Procedure First
Officer, with the additional guidance provided here.
Warning: for B737-700C version oxygen configuration check must be made on the first
flight of the day, to check the actual aircraft Cargo or Passenger configuration.

9.4.1 Fuel Cross feed during Ground Operations

The cross feed selector must be closed as per Boeing Preflight Procedure – First
Officer before the PREFLIGHT CHECKLIST.
Captains are encouraged to deliberately verify that the cross feed selector is closed
and then call “PREFLIGHT CHECKLIST”.

Note: The use of the fuel cross feed valve is permitted with SP and MEL dispatch.

9.4.2 Passenger Signs

When passengers are to be allowed to board, disembark or remain on board during

refueling, Fasten seat belts signs must be switched OFF until refueling is complete.
OM-A Section 8.2.11 – Procédure d’avitaillement (Refueling procedures)

9.4.3 Ignition Selector Switch

The ignition selector switch must be selected to the right on the initial sector of every
operating crew and thereafter alternating on each subsequent sector.

9.4.4 Cabin Pressurization Panel

The FLIGHT ALTITUDE indicator is to be set to the final planned cruise flight altitude
(highest altitude of OFP).

The only time a change in FLT ALT or LAND ALT is required in flight is when the final
cruise or landing altitude is different than that selected during preflight.
The OFF SCHEDULE DESCENT non-normal checklist should be accomplished when
the amber light is illuminated.

The LAND ALT indicator is to be rounded up to the nearest multiple of 50 feet. For
example, if the airfield elevation is 151 feet, the LAND ALT indicator should have
200 feet.

9.4.5 Light Policy

POSITION lights must be on at all times when AC power is connected.
LOGO lights set to ON at night and will remain during night periods.
Caution when using wing lights as they can cause distraction to other ground traffic.

44 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

9.4.6 VHF Navigation radios

Set VHF navigation radios to ensure in the event of FMC failure that conventional
navigation may be resumed for departure.

9.4.7 Transponder

The Transponder and altitude reporting selector switches must be selected according
to the autopilot use. If autopilot A is to be used then select the transponder and altitude
reporting selector to “1”. Select “2” if autopilot B will be used.

9.4.8 VHF communications radios

Set company frequency as an active VHF2 and press and set to position 2 o clock
respective radio receiver switch, when before taxi procedure is complete PM must set
121.5 and call for before taxi checklist.

9.4.9 Passenger Announcements

When the passengers have boarded and duties permit, a brief welcome on-board
announcement should be made. This is especially important when experiencing any
delays in boarding or planned departure times.

Public address announcements from the flight deck should be made before engine
start- up or push-back and it is not recommended during the taxi phase, except during
emergency or safety and/or security related issues.

When experiencing delays or disruptions, the Captain must keep our passengers
informed on the new expected departure time. Announcements of such kind should
start as soon as practicable after the original STD, with regular updates spaced no
more than twenty minutes. Common sense should be used to provide an adequate
level of information.

Additional guidance on the content of passenger PA announcements can be found in

OM-A Section 8 – Pilot Passenger Announcements.

The HAND MIC usually produces a clearer announcement compared to the head sets.

45 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

9.4.10 Load Sheet and Checks

Both pilots shall check the load sheet, when satisfied that the load is distributed in a
safe and correct manner, the Captain shall sign all copies and pass one copy to the
handling agent.

Before departure, the mass and balance documentation must reflect the actual loaded
state of the aircraft. To comply with this legal requirement, checks to identify and
correct any errors must be completed. A gross error can compromise flight safety,
sometimes with fatal consequences.

The following checks must be performed at all times to ensure load sheet accuracy:

1- Flight number: Confirm that the correct flight number is displayed.

2- Flight date: Confirm that the correct flight date is displayed.

3- Aircraft registration: Aircraft registration updated as per actual departing aircraft.

4- Edition number of the final load sheet: Edition must be latest, validated and signed.

5- Routing: Routing MUST display actual departure and arrival station.

6- Aircraft version/configuration: Load sheet generated as per actual seating

configuration.

7- The crew member's: number is correct.

8- Final Baggage count: must match all bags loaded: Check the final bag count
matches the pieces stated in distribution and plain language, to include all bags
checked-in, including gate bags (BG), rush bags (BX) and company mail bags (BM).

9- Distribution of load in compartment: Check the final loading. The final report must tally
with what has actually been loaded – reconcile pieces loaded with pieces listed in
plain language, the max difference allowed between the load sheet and actual load is
+/- 400Kg.

10-Total accepted PAX: Total accepted PAX (TTL) includes infant count, the max
difference allowed between the load sheet and actual total accepted PAX is +/- 4
PAX.

11- NOTOC: If YES, ensure a copy has been provided to the Pilot–in–command and
an additional copy is retained for station filing

For last minute change limitations refer to OM-A chapter 8.1.8.8 - Procédures de
chargement de dernière minute (Last minute change LMC)

46 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl
AIR ALGERIE

9.4.11 Pre-flight Checklist Philosophy

CHECKLIST CALL READ VERIFY RESPOND

PREFLIGHT CPT F/O BOTH AREA OF RESPONSIBILITY

CPT F/O BOTH PF PM

47 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

10 BEFORE START ................................................................................................ 49

10.1 Early Departure Policy................................................................................... 49

10.2 ATC Clearance.............................................................................................. 49
10.3 All-Engine Climb Performance ...................................................................... 50
10.4 Use of Boeing Onboard Performance Tool (OPT) ......................................... 50
10.4.1 Flaps Policy: ............................................................................................... 50
10.4.2 Single EFB Operations ............................................................................... 50
10.4.3 OPT Pre-Flight............................................................................................ 51
10.5 Final CDU Preflight Procedure - Captain and First Officer ............................ 52
10.6 Taxi and Takeoff Briefing .............................................................................. 54
10.6.1 Take-off Briefing ......................................................................................... 55
10.6.2 Emergency Briefing Philosophy .................................................................. 56
10.7 Before Start Checklist Philosophy ................................................................. 57
10.8 Clearance to Start the Engines ..................................................................... 58
10.9 Transponder operation on the ground ........................................................... 58
10.10 Isolated Pack operation during engine start .................................................. 58
10.11 Engine start using ground air source ............................................................. 58
10.12 Engine cross-bleed start................................................................................ 58
10.13 Pushback or Towing and engine start general .............................................. 59
10.13.1 Communication between flight crew and ground crew................................ 59
10.13.2 Engine Start Procedure .............................................................................. 60
10.13.2.1 Normal engine start considerations: .................................................. 60
10.13.2.2 Hot Weather operation....................................................................... 64

48 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

10 BEFORE START

Start the Before Start Procedure after papers are on board. Perform this procedure as
per FCOM – Chapter NP, Before Start Procedure with the additional guidance provided
here.
The Flight Deck door will be locked when all cabin doors are closed.

Note: Closing the Flight Deck door signals the start of Sterile Flight Deck.

10.1 Early Departure Policy

Where circumstances permit, crews may depart up to 15 mins earlier than STD for the
outbound international flights.
For the inbound flights departure greater than 15 mins early may accepted by flight
crew.

10.2 ATC Clearance

The time to obtain ATC departure and airways clearance can vary among different
airports. Some indication of timing can be found in the Jeppesen Reference Charts
REF for the relevant airfield.
Both pilots must listen to, and verify, the clearance. This verification must be done for
every departure. The RHS pilot reads the clearance and the LHS pilot checks the FMC
using the following format:

ROUTE page:
- Verify Runway selected
- Verify SID or Departure routing

MCP ALT window:

- Verify or enter the cleared ALT

Transponder:
- Verify or enter the ATC assigned transponder code

This verification can be done during taxi in case the ATC clearance has not been
received before starting taxi.

Where available and its use is authorized, ACARS DCL can offer us several
advantages over voice requested clearances and reduced transmissions via the voice
frequency which in itself can help to reduce delays. When used correctly it can also
reduce manual errors.
The clearance does not need to be written on the OFP if printed via ACARS. The same
applies to printed ATIS requests, however the Pre-Departure Clearance (PDC) number
and ATIS information has to be registered in their specific fields. Should the DCL
procedure not work for any reason and the standard VHF COMM procedure is used,
write it on the OFP.

49 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Both the receipt and the clearance print-outs are to be retained in the flight envelope.
Once you have the slot information from ATC, you may use DCL to obtain the
departure clearance ensuring you enter the slot information in the free text.

10.3 All-Engine Climb Performance

If desired to determine if the all engine take-off and departure climb performance is
adequate for the planned operation under the existing conditions (i.e. can meet the
required constraints), use the FMC predicted altitude information over the waypoint(s)
bearing the altitude constraint(s), provided the FMC is loaded with the most accurate
information and database.

10.4 Use of Boeing Onboard Performance Tool (OPT)

Boeing OPT shall be used for all take-off and landing performance calculations.
Paper RTOWs and Performance Inflight Landing Distance should be used where OPT
is unavailable. See OM-B Appendix 02: EFB Policy and procedures manual and OM-B
Appendix 04: OPT User guide.
Note: It is imperative that both crewmembers are involved in all performance
calculations to ensure all errors are identified.

10.4.1 Flaps Policy:

The flaps option OPTIMUM should always be selected in the OPT, unless conditions
require a specific flap setting, for example windshear, unfavorable weather conditions,
LVTO, runway roughness or any other condition the captain judges relevant That May
affect the Takeoff.

NOTE 1: Flaps 5 takeoff are recommended for -800 series if performance limitation is
not a factor.

NOTE 2:
Flaps 1 and 5 (737-800) takeoffs have the least clearance. Consider using a larger flap
setting for takeoffs at light gross weights. Because of the short fuselage, aft fuselage
contact is unlikely in the -600/700C.

10.4.2 Single EFB Operations

F/O completes OPT take-off performance calculation and records Takeoff data. The
OPT App must be reset and the serviceable EFB must be handed to the Captain to
perform an accuracy crosscheck.
Note: If any differences are evident between the separate calculations then the
reasons for the difference must be established.
The OPT speeds are the master speeds.

50 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

10.4.3 OPT Pre-Flight

- Check aircraft registration on OFP and select in OPT.

- Check OPT validity against Company NOTAMs section of briefing pack (* Prior to the
first flight of duty).
- Enter latest weather info to determine departure RTOW for load sheet. Decide aircraft
placard weight. Pass the lower weight to the dispatcher
- Note the MFRA.

- Calculate Dispatch Landing Performance. Enter latest destination weather

information, runway state, NOTAMs, MEL/HIL items to determine MLW for the load
sheet

51 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

10.5 Final CDU Preflight Procedure - Captain and First Officer

Captain and F/O will have the OPT completed as much as possible using the most
recent ATIS report.
When the load sheet is complete:

(F/O) PERF INIT page – Select

(CPT) Validate load sheet and state ZFW
(F/O) Enter ZFW. Alert the Captain to any difference between actual ZFW and
EZFW. The reason for any discrepancy must be established.
This may be indicative of a load sheet error.
(CPT) Verify ZFW and OFP EZFW agree. If not, establish the reason for any
discrepancy. This may be indicative of a load sheet error.

(F/O) State FMC Gross Weight.

(CPT) Confirm Gross Weight is in agreement with the load sheet. The reason
for any discrepancy must be established. This may be indicative of a
load sheet error. (Gross weight includes taxi fuel).

(F/O) EXECUTE the FMC.

(CPT, F/O) Enter FMC TOW (Gross Weight) in the OPT.
Captain must independently perform the OPT take-off performance
calculation to confirm accuracy.
(F/O) Read each line from the OPT aloud

(CPT) Check OPT calculation for accuracy (Aircraft Registration, Airport,

Runway, Intersection, Condition, Wind, OAT, QNH, Engine Rating,
Assumed Temperature, Flap, Air Conditioning, Anti-Ice and TOW. MELs
and NOTAMs must be entered where applicable.

(F/O) N1 LIMIT page – Select

(CPT, F/O) Thrust mode display – Check. Verify dashes are displayed

(F/O) Select thrust rating as required in FMC and call out FMC N1 setting.
(F/O) If OPT assumed temperature is possible, call out the assumed
temperature and enter in FMC. Call out assumed temperature FMC N1
setting.

52 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

The Assumed Temperature Method is NOT authorized in the following cases:

- Contaminated or slippery runway

- Windshear is suspected
- Anti-skid inoperative.
- Deicing/ anti-icing performed
- *TOW is within 500 kg of the RTOW (1000kgs when obstacle limited)
(*Not applicable to OPT calculations).
- EEC in alternate mode.
- Landing gear extended flight.
- Crosswind exceeding 15 knots.

Fixed derate is NOT authorized in the following cases:

- EEC in alternate mode

- WINDSHEAR (unless the use of a fixed derate is required to meet a dispatch
performance requirement)
- Crosswind exceeding 15 knots.

(CPT, F/O) Thrust mode display – Check. Verify dashes are displayed.

(F/O) TAKEOFF REF page 1/2 – Select

(F/O) Enter takeoff flap setting.

(F/O) Call out OPT speeds. Accept or Enter V1, VR and V2. FMC speeds may
only be used if within 1 knot of OPT speeds.

(CPT) Set V2 in the MCP IAS/Mach display.

(CPT, F/O) Verify MFRA has been set correctly from the OPT.

(CPT) Verify V1 speed is displayed at the top of airspeed indication.

(CPT) Call out adjusted stab trim after appropriate correction for thrust setting
used and enter value in the FMC scratchpad.

(CPT) Stab trim...............................................................................................Set

(CPT, F/O) Takeoff data...................................................................................Review

(CPT, F/O) FMC/CDU.............................................................................................Set

Prior to push back the PF shall select the TAKEOFF page on their CDU. The PM shall
select the LEGS page.

53 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

10.6 Taxi and Takeoff Briefing

Briefings are an integral part of CRM.

They should be thought provoking and develop relevant discussion that will make the
operation safer.
The briefing should be short and concise.
Every departure and arrival must be viewed in the context of the specific threats posed
by the operation and the strategies which will be employed to overcome them.
A typical briefing when crew are both familiar with the airport should take no more than
3 minutes. With long briefings the crew loses concentration and the point of the briefing
is lost.

The take-off briefing consists of two parts:

- A Normal Briefing SSTS (Setup, SID, Taxi, Specific) and

- An Emergency Briefing.

Prior to commencing the briefing:

- The F/O shall set up the aircraft and FMC for the departure.
- The CPT shall review all relevant data (such as ATIS, NOTAMs, Part C and Charts,
Notes on charts etc.)
- Both pilots must cross check the FMC routing together against the OFP and the
relevant published procedures for lateral and vertical accuracy refer to Final CDU
Preflight Procedure - Captain and First Officer
- Navigation aid set-up is complete if required.
- The load-sheet checked and signed
- Take-off data calculation and FMC entries finished.
- MFRA should be set on the PFD using the BARO selector (rounded to the higher
100 feet); The MFRA is found on the runway analysis table or OPT.
- The MFRA for takeoff at Air Algérie is 800 feet AGL.
- Any PM questions about the set-up have been addressed (this can be achieved at
Before or during the briefing).

“ARE YOU READY FOR THE BRIEFING?” is typically the question that commences
the briefing process.
A positive answer from the PM means he has checked everything as required and
agrees with the FMC setup.

If any changes in departure clearance during takeoff procedure, a review of the Takeoff
briefing is performed by the PF after Preflight checklist is complete and after departure
clearance.

VOR/ADF Selectors on the EFIS control panel must be set on the same position for
Captain and First Officer.

54 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Always select either Radar or Terrain on the ND in all phases of flight, refer to
5.8 Weather Radar and Terrain Display Policy

ENG-OUT PROC is whether found on the Runway Analysis Table, OPT or The
Jeppesen plate 10-7.

The crew will first complete the Takeoff briefing and then complete the Emergency
Briefing.

10.6.1 Take-off Briefing

MEL, Weather, and NOTAMs:

Discuss only the items that have an impact on your departure or your take off alternate
field.

Setup: “I FLY TAKEOFF ON RWY _____ (DRY/WET) WITH ANTI-ICE (ON/OFF)

ENGINE BLEEDS (ON/OFF), TAKEOFF THRUST N1 IS _____ %, FLAPS _____,
RADAR/TERRAIN (ON/OFF)”

SID: Routing

RATS Altitudes (Reduction Alt, Acceleration Alt, Transition Alt Safety Alt (25 NM, 100 NM,
highest en-route)

Radio set-up VOR/ADF + Selectors.

Taxi review expected taxi routing.

Emergency Briefing:

"Specific threats and avoidance strategies (low visibility, Icing, CBs, Windshear, High
terrain, closed taxiways, Bird Strikes…)

(CPT as PF) (F/O as PF)

“BEFORE V ONE I REJECT, YOU “BEFORE V1, YOU REJECT, I
MONITOR MAX BRAKES, SPEED MONITOR, MAX BRAKES, SPEED
BRAKES, MAX REVERSERS, AFTER BRAKES, MAX REVERSERS, AFTER
V ONE, I CONTINUE TAKEOFF, YOU V ONE, I CONTINUE TAKEOFF, YOU
TAKE ACTIONS” TAKE ACTIONS”

. MFRA, Engine out routing, holding fix

. Takeoff alternate
. Overweight landing. (According to planning if load sheet is not available)

55 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

10.6.2 Emergency Briefing Philosophy

An Emergency Briefing is to be performed before each takeoff.

The briefing shall be interactive and should contain at least the following items:

• Allocation of PF and PM functions.

• Actions in the event of a failure or malfunction affecting the safety or performance of

the aircraft before V1.

• For the first takeoff of the crew pairing, the PF will give the full emergency briefing to
cover a rejected take-off and the initial actions to be followed in the event of a failure
occurring after V1. For subsequent flights on the same crew paring with the same crew,
he may abbreviate the briefing with the comment: “STANDARD EMERGENCY
BRIEFING"

• Initial flight path to be followed, including any Engine-Out Procedure. (Jeppesen 10-7
or OPT), otherwise follow runway or airport analysis E/O procedure.

• In VMC where terrain and climb performance permit (consider following steps), or in
any conditions after initial turn:

a Continue on the SID or;

b Accept radar vectors or;

c Maintain visual reference to the airport

56 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl
AIR ALGERIE

10.7 Before Start Checklist Philosophy

CHECKLIST CALL READ VERIFY RESPOND

BEFORE START CPT F/O BOTH AREA OF RESPONSIBILITY

CPT F/O BOTH PF PM

___,
'
• • • • • • • .0<r>.mpleted
• • • • •

• • • • • •

57 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

10.8 Clearance to Start the Engines

Before engine start, individual system lights are used to verify system status. If an
individual system light is indicating an improper condition prior to engine start,
determine if the condition may affect dispatch and require maintenance action or
enable dispatch in consultation with Maintenance.

The First Officer, upon completion of the Before Start checklist, will obtain clearance
from ATC for engine start and pushback.

Note: This is a specific difference from the FCOM – Chapter NP and should always
be applied for procedural consistency.

Note:
If pushback or engine start clearance is not given immediately and a delay is expected,
consider turning anti-collision lights off to avoid unnecessarily stopping the nearby
airport vehicles. Once cleared for pushback or engines start, turn the anti-collision light
ON and complete the Before Start Checklist. The use of salient cues/reminders are
encouraged.

Once all doors are closed:

1- Obtain clearance to pressurize the hydraulic systems
2- Complete the Before Start scan flow.
3- Complete the Before Start Checklist.
4- Request push back and start from ATC (Delivery or Ground).
5- When approved, commence push back and start.

10.9 Transponder operation on the ground

The transponder should be selected to ALT OFF/ALT RPTG OFF mode during the
Pushback or Towing Procedure at specific airports, as per each AOI instruction. In
airports which do not specify a transponder procedure, the transponder should be set
to STBY during Pushback or Towing.

10.10 Isolated Pack operation during engine start

If improving the cabin air quality is desired refer to FCOM–Supplementary Procedures

– Isolated Pack Operation during Engine Start.

10.11 Engine start using ground air source

Refer to FCOM – SP 7 Engine start using ground air source.

10.12 Engine cross-bleed start

Refer to SOP, FCOM –SP 7 Engine cross-bleed start.

58 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

10.13 Pushback or Towing and engine start general

When Pushback or Towing is needed, the Engine Start procedure may be done
Simultaneously with Pushback or Towing. Perform these procedures as per SOP,
FCOM – Chapter NP, Pushback or Towing Procedure and Engine Start Procedure,
with the additional guidance provided here.

Both procedures are completed with the confirmation of hand signals by the ground
handling personnel.

10.13.1 Communication between flight crew and ground crew

Captain “FLIGHT DECK TO GROUND”

Ground man “YES CAPTAIN,GO A HEAD”
Captain “CONFIRM YOUR GROUND CHECKS ARE COMPLETE AND THE
NOSE GEAR STEERING LOCKOUT PIN IS INSTALLED”
Ground man “AFFIRM GROUND CHECKS ARE COMPLETE AND THE NOSE
GEAR STEERING LOCKOUT PIN IS INSTALLED”
Captain “ROGER – STANDBY”

Crew to complete ‘Before Start’ checks. Push back and start requested. When pushback
approved:

Captain “FLIGHT DECK TO GROUND”

Ground man “YES CAPTAIN,GO A HEAD”
Captain “ARE YOU READY FOR PUSH BACK”
Ground man “YES WE ARE READY FOR PUSH BACK”
Captain “PARKING BRAKE SET. PUSHBACK IS APPROVED FACING ____
(DIRECTION)”
Ground man “PUSHBACK FACING ____ (DIRECTION), RELEASE PARKING
BRAKE”
Captain “PARKING BRAKE RELEASED AT ____ (TIME)”
Ground man “COMMENCING PUSH”

CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or
towing. This can damage the nose gear or the tow bar.
CAUTION: Do not use airplane brakes to stop the airplane during pushback or towing.
This can damage the nose gear or the tow bar.

59 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

10.13.2 Engine Start Procedure

There is no tailwind speed limitation for engine start. Airmanship may dictate that N2
slightly higher than the minimum limit of 25% is reached in order to obtain positive N1.
This may prevent ‘smoky’ starts and possible alarm to ground crew.

Ensure that the area around the aircraft is clear of any obstructions/FOD and it is safe to
start engines before commencing the start.
Time the engine start sequence so that it is complete as close to “Pushback Complete”
as possible.

All Master Caution System items will be checked and cleared by the F/O during start so
as not to distract flight crew from the starting process.
The captain shall include the marshaller in his scan during start by either pilot. This is to
enable him to become aware of any hand signals from the marshaller, particularly those
relating to incidents, e.g. immediate engine shutdown.
Once start is complete, wait until the ground crew and the bypass pin have been
removed and both can be clearly seen before commencing the Before Taxi procedure.
On a self-maneuvering stand commence the Before Taxi procedure once the ground
crew has been told to remove the chocks.
Standard day, sea level, approximate stabilized idle indications for CFM56 engine. (246
rule)

- N1 RPM – 20%
- EGT – 410°C**
- N2 RPM – 59%
Limit each start attempt to a maximum of 2 minutes
A minimum of 10 seconds is required between start attempts
(**) idle EGT may vary from 320°C and 520°C depending on OAT, bleed configuration,
and engine conditions.

10.13.2.1 Normal engine start considerations:

Advancing the engine start lever to IDLE detent prematurely can cause a “HOT” start.
Keep hand on engine start lever while observing RPM, EGT and fuel flow until stabilized.
- If fuel is shut off inadvertently (by closing engine start lever) do not reopen engine start
lever in an attempt to restart engine.

- Failure of ENGINE START switch to hold in GRD until starter cutout RPM is reached
can result in a “HOT” start. Do not re–engage ENGINE START switch until engine RPM is
below 20% N2.

- If, during engine start, the ground crew reports a fuel leak from an engine drain,
continue to run the engine at idle for up to 5 minutes. If the fuel leak stops during this time,
no maintenance action is needed. If the fuel leak continues after 5 minutes, shut down the
engine for maintenance action.

60 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

- For the first flight of the day, at airport elevations at or above 2,000 feet MSL, if the
temperature is below 5°C, consider placing the ignition select switch to BOTH before
starting the engines.
This may increase the likelihood of a successful engine start on the first attempt.

Note: Accomplish the ABORTED ENGINE START checklist for one or more of the
following conditions:

- No oil pressure indication by the time the engine is stabilized at idle.

- No increase in EGT within 15 seconds of raising the engine start lever to IDLE detent.
- No increase in, or a very slow increase in N1 or N2 after EGT indication.
- EGT rapidly approaching or exceeding the start limit

Even if the ground crew has cleared you to start 2 and 1 at the beginning of the push, you
should always inform them when you are starting each engine.
Treat the Master Cautions with respect. Remember, one of the indications of an
impending hot start could be a Master Caution - Overhead for the Engine Control.

Engine Start:

Captain “FLIGHT DECK TO GROUND”

Ground man “YES CAPTAIN,GO A HEAD,GO A HEAD”

Captain “CLEAR TO START ENGINE TWO?”

Ground man “ENGINE TWO CLEAR”

Captain “STARTING ENGINE NUMBER TWO”

61 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Captain First Officer

Announce engine start
sequence. Normal starting
sequence is 2, 1.
Call “STARTING ENGINE NUMBER TWO” Position ENGINE START switch to GRD
and start timing.
Verify increase in N2 RPM and call “N 2”
Verify increase in N1 RPM and call “N 1”

Position engine start lever to IDLE detent

and start timing when:
N1 rotation is seen and N2 is at 25%, or (if
25% N2 is not possible), at maximum
motoring and a minimum of 20% N2
Max motoring occurs when N2 acceleration
is less than 1% in approximately 5 seconds.

Verify SPAR VALVE CLOSED light

transitions from dim, to bright and then
extinguishes.(apply only on the first start of
the day)
At 56% N2 RPM, check ENGINE START switch moves to OFF.
Verify fuel flow and EGT indication.
If ENGINE START switch fails to move to
OFF; manually position the ENGINE
START switch to OFF.
At starter cutout verify START VALVE
OPEN alert extinguishes as the ENGINE
START switch moves to OFF and
call “STARTER CUTOUT”
Verify increase in oil pressure by the time Call “NUMBER TWO STABLE” when the
engine is stabilized at idle and call EGT limit red line extinguishes and all other
“OIL PRESSURE” when observed. engine parameters are normal.

After the engine is stable at idle, start the other engine.

Captain call “STARTING ENGINE NUMBER 1”

Note: Repeat procedure as for engine 2

62 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Pushback Complete:

Ground man “GROUND TO FLIGHT DECK”

Captain “YES CAPTAIN,GO A HEAD”
Ground man “PUSHBACK COMPLETE – SET THE BRAKES TO PARK”
Captain “PARKING BRAKE SET”

Start Complete:

Captain “FLIGHT DECK TO GROUND”

Ground man “YES CAPTAIN,GO A HEAD”
Captain “ENGINES STARTS COMPLETED, CLEAR TO DISCONNECT,
HAND SIGNALS ON LEFT/RIGHT”

At this point the tow bar must be disconnected – first from the tug and then from the
aircraft. The steering bypass pin will also be removed

The ground man will call “STEERING PIN REMOVED, ALL GROUND EQUIPMENT
CLEAR – HAND SIGNALS ON LEFT/RIGHT” and then walk towards the approved
location in order to give the all clear signal and as soon as he is clear of the aircraft, the
tug will also be driven clear. The tug is intentionally positioned in the path of the aircraft
and in sight of the flight deck until this time, to eliminate the risk of the aircraft moving
before the ground personnel are clear of danger.

All Clear Signal:

After the final clearance to disconnect is given from the flight deck, the ground man will
proceed to the left or right of the airplane so that the flight crew may clearly see the
standard departure signal of one hand holding the steering pin and the other giving a
“thumbs up” signal. The ground man’s all clear signal will be acknowledged with a
return “thumbs up” by the flight crew member on the appropriate side of the flight deck.

The ground man will maintain his signal as long as the area is clear or until the airplane
has started to taxi.

WARNING: Under no circumstances should the parking brake be released until the
visual clearance from the ground man has been seen and acknowledged, and both
pilots have confirmed that there are no obstacles or conflicting airplanes on either side
and taxi clearance has been received from ATC.

After engine start, the MASTER CAUTION system, annunciator lights, and alerts are
used as the primary means to alert the crew to a non-normal system condition.
Illumination of the MASTER CAUTION and system annunciator lights requires
accomplishment of the appropriate non–normal procedure. Upon completion of the
procedure and prior to takeoff, the MEL should be consulted to determine if MEL relief
is available. Once pushback has commenced, the aircraft is no longer constrained by
the MEL, however, the Captain must exercise sound judgement in deciding whether to
continue.

63 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

10.13.2.2 Hot Weather operation

After Engine Start with the engines at ground idle, the pneumatic pressure available to
the bleed air system may not be sufficient to provide adequate cooling during extended
ground operations. Use of APU bleed air instead of engine bleed air to supply the
packs while on the ground can significantly increase cabin cooling.

If additional cooling is needed, refer to FCOM –SP 16 Hot Weather Operation.

If using the APU bleed to supply the packs while on the ground (including the taxi
phase), set the pressurization panel to takeoff configuration prior to takeoff. Follow the
sequence stated in the FCOM – Supplementary Procedure.
The Captain, in collaboration with the First Officer and SCCM shall consider the cabin
temperature levels before accepting passenger boarding.

Consideration must be given to cabin temperature, humidity, aircraft ability to cool

during taxi (if APU inoperative), flight time, number of operating packs and any other
factors affecting the safety of flight and its occupants during hot weather.

64 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

11 BEFORE TAXI PROCEDURE ............................................................................ 66

11.1 Before Taxi Checklist Philosophy .................................................................. 67

65 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

11 BEFORE TAXI PROCEDURE

Perform this procedure as per SOP, FCOM – Chapter NP, Before Taxi Procedure with
the additional guidance provided here.

Reminder: CPT must check that the flaps are in the desired position (from indicator)
then call “FLIGHT CONTROLS CHECK”

The F/O obtains taxi clearance and confirms that ground obstacles are clear on the
right-hand by calling “CLEAR RIGHT” The captain confirms the left-hand side is clear
by calling “CLEAR LEFT” and selects taxi and turnoff lights to on, all taxi instructions
should be written in the OFP.

Note: Delay turning on the taxi light if being marshalled off stand until the nose wheels
are deflected away from the marshaller.

66 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl
AIR ALGERIE

11.1 Before Taxi Checklist Philosophy

CHECKLIST CALL READ VERIFY RESPOND

BEFORE TAXI CPT F/O BOTH AREA OF RESPONSIBILITY

CPT F/O BOTH PF PM

67 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

12 TAXI PROCEDURE

Taxiing the aircraft is a crucial phase of flight when many critical issues are dealt with
and resolved. It is imperative that no distraction is allowed to affect the performance of
the crew this is why taxi and before takeoff checklists are completed before starting
taxi.
In order to enhance the importance of the correct takeoff flaps setting, the Captain will
perform the flight controls check only after the flaps are at the takeoff position with the
respective green light. This procedure is not applicable under cold weather operations
when the takeoff flaps are set in the Before Takeoff Procedure.
Three aspects of the Flap selection must be confirmed in the before Takeoff checklist
by Captain in response to the Challenge “Flaps”.

The captain must point to the active flap setting on the FMC TAKEOFF page and call
out the value “____ REQUIRED”.
This will confirm that the flap setting decided on during the FMC CDU set-up is still
current in the FMC. It will also serve as an opportunity to confirm that no change has
taken place.

The captain shall grasp the flap lever and visually check that the required flap setting is
indeed selected in the flap quadrant in the Control Stand and point to the Green
“LE FLAPS EXT” light, check the Flaps Position Indicator and call “____GREEN
LIGHT”.

If an ATC clearance is received during taxi, proceed as per the ATC Clearance section
below.

If taxiing, do not let the recording of the ATC Clearance distract from the primary
requirement which is the safe maneuvering of the aircraft to the take-off point. If both
crew members are not fully ready to accept the clearance then do not hesitate to tell
ATC to “STANDBY”.

All ATC cleared SID, STAR and APP type must be cross-checked by both crew
members in FMC ‘ROUTE’ page. If the clearance is not the one that has been set up
prior to push back or if the previous clearance is changed then both pilots must be on
high alert for errors, omissions and distractions.

F/O’s should resist the urge to accept an ATC clearance until they are sure that the
captain does not require assistance with taxiing. Industry experience has shown that
this phase of the operation is full of threats.

If the briefed clearance is received during taxi, both pilot will confirm that this clearance
has been inserted in RTE page 2 All ATC cleared SID, STAR and APP type must be
cross-checked by both crewmembers in FMC ‘ROUTE’ page. At all times, changes to
the active clearance must be addressed cautiously and with the confirmation of the
captain. Transponder code will often be given during taxi.

68 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

If there is a change to the planned SID, crews must stop the aircraft and NOT
recommence taxi or accept line up or takeoff clearance until re-briefing and re-
confirming all SID FMC entries. This includes performance, NAVAID and MCP
selections for the departure.

While taxiing, use a large number of small, light brake applications instead of small
number of moderate firm brake applications. This can be achieved by maintaining a
constant taxi speed target using numerous light brake applications, rather than using a
single firm brake application to reduce speed from above a target to below the target,
and leave it accelerate again to the above target, refer to FCTM Taxi Chap 2.5.

Maximum ground speed in a straight line is 30 knots;

Maximum ground speed in the apron and a 90° turn is 10 knots.
Note: if this value are exceeded the F/O will call “SPEED”

On contaminated and slippery taxiways or runways, max taxi speed is 10 knots.

These speeds are maximum and captains must exercise sound judgment when other
factors may require slower speeds.

In low visibility the captain will normally follow the green lights on the taxi routing. If this
lighting is not available, confirm taxiways with airport signage and HDG on flight
instruments. If unfamiliar with the airport or route, consider requesting progressive taxi
instructions, or a FOLLOW ME vehicle and stop the aircraft if in doubt.

69 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

13 BEFORE TAKEOFF PROCEDURE ................................................................... 71

13.1 Before Takeoff Checklist Philosophy ............................................................. 72

70 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

13 BEFORE TAKEOFF PROCEDURE

Perform this procedure as per SOP, FCOM – Chapter NP, Before Takeoff Procedure
with the additional guidance provided here.
The PF normally displays the takeoff reference page on the CDU. The PM normally
displays the LEGS page during takeoff and departure to allow timely route modification
if necessary.

Reaching the runway holding point select the Weather Radar, Terrain and VSD (if
available), PF will select Weather radar and PM terrain.

Having the Cabin Secured and before entering the departure runway, the F/O shall:

Inform the cabin crew that takeoff is imminent with the following PA: “CABIN CREW
PREPARE FOR TAKEOFF”.

The Before Takeoff Procedure must be fully completed before entering the runway.
The aircraft strobe lights shall be switched on when entering or crossing a runway,
either active or non-active. When a runway is being used as a taxiway, the strobe lights
may be switched off until entering the active runway.

Verify an increase in engine oil temperature before takeoff. Engine warm up

recommendations:

- Run the engines for at least 2 minutes

- Use a thrust setting normally used for taxi operations.

71 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl
AIR ALGERIE

13.1 Before Takeoff Checklist Philosophy

CHECKLIST CALL READ VERIFY RESPOND

BEFORE TAKEOFF CPT F/O BOTH CPT

CPT F/O BOTH PF PM

1 1 1 1 1 1 1 1 1 1 1

1 1 1 1 1 1 1 1 1 1 1

72 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

14 TAKEOFF ........................................................................................................... 74

14.1 Entering the runway ...................................................................................... 74

14.2 Setting takeoff thrust ..................................................................................... 74
14.3 Takeoff Procedure ......................................................................................... 75
14.4 Takeoff roll and initial climb ........................................................................... 77
14.5 Noise Abatement Takeoff .............................................................................. 77
14.6 Roll Modes .................................................................................................... 78
14.7 Pitch Modes .................................................................................................. 78
14.8 Altimeter Setting Procedures......................................................................... 78
14.9 Takeoff Flight Pattern .................................................................................... 79
14.10 After Takeoff Checklist Philosophy ................................................................ 80

73 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

14 TAKEOFF

The Takeoff Procedure starts before entering the departure runway and ends with the
After Takeoff Checklist. Perform this procedure as per SOP, FCOM –Chapter NP,
Takeoff Procedure, with the additional guidance provided here.
Auto throttle and flight director use is recommended for all takeoffs. However, do not
follow F/D commands until after liftoff.

Takeoff Procedure is recommended with VNAV engaged at thrust reduction height

14.1 Entering the runway

Before entering the departure runway, crew must verify the runway and runway entry
point are correct.

In case of backtrack the cabin crew call can be delayed at the discretion of the flight
deck crew.

14.2 Setting takeoff thrust

A rolling takeoff procedure is recommended for setting the takeoff thrust

The rolling takeoffs are accomplished in two ways:

- If cleared for takeoff before or while entering the runway, maintain normal taxi speed.
When the airplane is aligned with the runway centerline ensure the nose wheel
steering wheel is released and apply takeoff thrust by advancing the thrust levers to
just above idle (40%N1).
Allow the engines to stabilize momentarily then promptly advance the thrust levers to
takeoff thrust (auto throttle TO/GA). There is no need to stop the airplane before
increasing thrust.

- If holding in position on the runway, ensure the nose wheel steering wheel is
released, release brakes, and then apply takeoff thrust as described above.

Note: Brakes are not normally held with thrust above idle unless a static run-up in icing
conditions is required.

In the case of a RHS takeoff, the PF’s hand must be on the thrust levers until hearing
the call “THRUST SET”. After takeoff thrust is set, the captain's hand must be on the
thrust levers until V1.

74 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

14.3 Takeoff Procedure

PF PM
Before entering the departure runway, verify that runway and runway entry point are
correct.
When entering the departure runway:
- Set the STROBE light switch to ON.
- Set the transponder selector to TA/RA.
- Set the (FIXED LDG and retractable LDG)
light switches to ON.
Verify that the airplane heading agrees with the assigned runway heading.
If the First Officer is doing the Take Off the Captain Calls:
“YOU HAVE CONTROL” and the First Officer responds “I HAVE CONTROL”
Start stop watch and elapsed time
When starting takeoff roll call
"TAKEOFF" Advance the thrust levers to
approximately 40% N1.
Observe engine instruments stabilized and normal.
Call: “STABILIZED”
Push TOGA and call: “N1, HEADING
SEL/LNAV, TOGA, ADJUST THRUST”
as the thrust advances towards takeoff
N1.
Verify that the brakes are released. Align Monitor the engine instruments during the
the airplane with the runway. takeoff. Call out any abnormal indications.
Adjust takeoff thrust before 60 knots as
needed. During strong headwinds, if the
thrust levers do not advance to the planned
takeoff thrust, manually advance the thrust
levers before 60 knots.
Call "THRUST SET"
After takeoff thrust is set call, the CPT’s
hand must be on the thrust levers until V1
Monitor speed and call out any abnormal indications.
Maintain light forward pressure on the
control column.
Verify 80 knots and call “CHECKED” Call “EIGHTY KNOTS”
Verify V1 speed. call “V ONE”

At VR, rotate toward 15° pitch attitude. At VR, call “ROTATE”

After liftoff, follow F/D commands. Monitor airspeed and vertical speed.
Verify a positive rate of climb on the Verify a positive rate of climb on the
altimeter and call “GEAR UP” altimeter and call “POSITIVE RATE”
Set the landing gear lever to UP.

Above 400 feet radio altitude, call for a roll Select/Verify/Call "LNAV" or "HDG SEL"
75 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

mode as needed.
Engage the autopilot when above the
minimum altitude for autopilot
engagement then Select CMD A or B and
Call: "COMMAND A" or "COMMAND B"
Verify flight mode annunciation
Call ATC as required.
At thrust reduction altitude verify/engage
VNAV or another pitch mode and
call " N ONE VNAV SPEED" or equivalent
pitch mode
- If VNAV engaged verify that climb thrust
is set and call "N1"
- If VNAV is not engaged set N1 and
call "N1 SET"
Verify pitch mode and call "CHECKED"
For flaps one takeoff do not retract to flaps UP until accelerating through flaps one
speed
- If VNAV engaged at acceleration height.
Call "FLAPS ____” according to the flaps
retraction schedule.
- If VNAV is not engaged at acceleration
height. Set and call "FLAPS UP SPEED"
then Call "FLAPS ____" according to the
flaps retraction schedule.
Set the FLAP lever as directed. Monitor
flaps and slats retraction, and call new flaps
position (from flaps indicator)“FLAPS ____,
GREEN LIGHT”
at flaps UP call "FLAPS ____, NO LIGHT"
After flaps retraction is complete :
- Set or verify engine bleeds and air
conditioning packs are operating
- Set the engine start switches as needed
- Set AUTO BRAKE select switch to OFF
- Set the landing gear lever to OFF after
landing gear retraction is completed.
Call “AFTER TAKEOFF CHECKLIST”
Do the AFTER TAKEOFF checklist and call
"AFTER TAKEOFF CHECKLIST
COMPLETE"
When climbing above transition altitude, set and crosscheck the altimeters to standard.
Note: V/S should not be used before the flaps are UP.
CAUTION: Do not allow the shoulder harness straps to retract quickly. Buckles can pull
or damage circuit breakers.

76 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

14.4 Takeoff roll and initial climb

In busy TMA’s, uncontrolled airspace or with weather/terrain/local traffic considerations,

the autopilot should be engaged at or above 400 feet AGL after takeoff in order to
improve the situational awareness of the flight crew.
Flight director OFF flying for the maintaining of pilot proficiency practice shall NOT be
practiced during line operations.

When pressing TOGA the PF shall announce the FMA “N1, HEADING SELECT, SET
TAKEOFF THRUST”. No further FMA callouts are to be made below 400 feet RA.
When LNAV and VNAV are both armed on the ground, LNAV becomes the active roll
mode by 50 feet RA and VNAV becomes the active pitch mode by 400 feet RA.
FMA calls should start at 400 feet RA, when PF shall verify LNAV or HDG SEL is
engaged and call:

“LNAV” or “HEADING SELECT” and “VNAV SPEED” or equivalent pitch mode as

appropriate.

Normally, non-standard turning altitudes are specified in a SID.

When no turning altitudes are specified in a SID, no turns shall be commenced after
takeoff until at least 400 ft AGL.

14.5 Noise Abatement Takeoff

Flight crew shall verify airport briefing charts for noise abatement procedures.
For the takeoff climb there are two different Noise Abatement Departure Procedures
(NADP), thrust reduction occurs at 1500 feet AFE:

- NADP 1, provides noise reduction close to the airport. Acceleration height is

3000 ft HAA.
- NADP 2, provides noise reduction distant from the airport. Acceleration height is
1500 ft HAA.
If an airport has no NADP specified use NADP 2.

Takeoff Engine Out

In the event of an engine failure during take-off, the Engine out Procedure (EOP) and
the MFRA as indicated by the OPT or runway analysis are to be followed. Delaying flap
retraction beyond the MFRA is not a standard practice.

In the event of a turn prior to the MFRA, the turn must be completed prior to flap
retraction. Similarly, if the EOP mandates a maximum speed restriction during a turn,
this must be followed even if the MFRA has been reached.

ATC must be advised as soon as practical of the emergency and the Captain’s
intentions bearing in mind
AVIATE NAVIGATE COMMUNICATE.
The ATC has no knowledge of specific company EOPs.
For VNAV Takeoff – One Engine Out, see FCOM – Chapter 11 – Flight Management,
Navigation.

77 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

14.6 Roll Modes

If LNAV was not armed before takeoff, select LNAV after takeoff when climb is
stabilized and after passing 400 feet AGL. If LNAV was armed before takeoff, LNAV
guidance becomes active at 50 feet AGL if the active leg is within 5° of the runway
heading. If the departure procedure or route does not begin at the end of the runway, it
may be necessary to use the HDG SEL mode at 400 feet AGL to intercept the desired
track for LNAV capture. FCOM Chapter 11 Takeoff Phase

Note: When an immediate turn after takeoff is necessary, leave runway heading
selected until turn initiation.

14.7 Pitch Modes

VNAV engaged at the appropriate thrust reduction altitude, is the recommended pitch
mode for takeoff, verify that the thrust reference changes from TO to CLB (or any
reduced climb mode). At acceleration height, verify acceleration and retract flaps on the
Flap Retraction Schedule.

If VNAV is not used, at thrust reduction altitude set climb thrust and verify that thrust
reference changes from TO to CLB (or any reduced climb mode). If the thrust reference
does not change automatically, select climb thrust. At acceleration height set the
command speed to flaps up maneuver speed and retract the flaps on the Flap
Retraction Schedule.

Note: V/S should not be used before the flaps are up. There is no requirement to wait
for the PM to complete the "FLAPS UP, NO LIGHTS" call.

14.8 Altimeter Setting Procedures

Altimeters must be set to airfield QNH for takeoff. If cleared to climb above transition
altitude, and approaching transition, both pilots will set their altimeters to Standard. The
standby altimeter is set to Standard when climbing through MSA.

The PF will lead all altimeter changes by calling "SET STANDARD", the PM will set
STD and wait for PF call "FLIGHT LEVEL, NOW». If difference between main
altimeters less than 50 feet PM call "CHECKED" if not call the difference
"PLUS/MINUS _____".

PM call “ALTIMETERS” if PF has not set STD on passing the transition altitude.
The maximum difference between the captain’s and first officer’s whilst flying in RVSM
airspace is 200 feet.
On receiving clearance to descend to an altitude and approaching transition level, both
pilots will set QNH.
Caution must be exercised should an intermediate level off above transition level be
issued by ATC in which case STD must be re-selected.

Whenever a change is made to the altimeters, the PF will call the setting, passing
altitude/level and the cleared altitude/level.

78 Edition 03
NORMAL PROCEDURES
~.}l,;,:JI ~,g/1 A,g,,1.:11
AIR ALGERIE

14.9 Takeoff Flight Pattern

WWz an am !ilats aœ 11p·

ne-up: • PF calls fOf dmb speed by caling:
• Ali landing and TOOIOfflights On (F/0) • SELECT VNAV °' LEVEL CHANGE,.
• Taxili!,t Off(F/0) • PM pertorms selection and anuices:
• Position lights Strobe and Steady (F/0) • VNAV SPEED Of MCP SPEEO (FMAJ•
• Transponder TAIRA (F/0) Bleeds & packs operating Set or verify (PM)
CPT OfF/0 • c APPROACH CLEAR • • Start swilehes As needed (PM)
CPT°' F/0. c CHECKED •
F/0 ... c RUNWAY HEADING .:» CHECKED,.
Re.cl v•lue fn>m •rpo,t CNrt. Check..,,,_ dep,,r1ureNnw•y. • Pressimatm Check (PM)
CPT ... c CHECKED • • Fasten SEA T Belts .As Req (PM)
wneo c1eareg fQr lalseoff: • L..nllng,Tumdf, Logo ls ... OFF (PM)
- If F/0 is doino the takeoff
• VHF 2 Select 121.5 (PM)
• .VHF 2 MonitOf(Both)
CPT••YOU HAVE CONTROL» PF and PM set STANDARD on pm,ary Albmeter:
F/0 •• 1 HAVE CONTROL • •STANDARD• •STANDARD•
• Tmer & elapsedtime Start (Bolh) «FL_,NOW•
• N1 Spool up manually ! 40'!(, (PF) - lfwilhin +/- 50 Il c CHECKED,.
Observe angine instruments stabilized and normal - If mOf8 than +/- 50 Il •- FEET DIFFERENCE
• STABILIZED,. or c NOT STABILIZED,. Baro bug Reset (Bolh)
• Nose wheel steenng Release (CPT)
oHee1s . . . . . .. 0n the noor (Bolh) Above 40Dn AGL:

•a
• TOGA (either swtch)
IN Il FMA
Push (PF)
.Verify (Both) • Autopiklt (recommended) ON (PF)
• TMA (TO Of R-TO) Verify (PM) • SELECT LNAV or HEADING SELECT•
• Verifyttvust is set by 60kts Chedl (PM) • LNAV (Of HDGSEL) Push(PM)
c ADJUST THRUST • c LNAVor HEADING SELECT,. <FMA> AtAccelerationaltitude
« SET FLAPS UP SPEED •
c THRUST SET •
• Flaps Up Speed Select & Annolme (PM)
• Speed >Ol.èrbug(ardaccel.) Chedl(PF)

=•
• Flapindicator··----·--·····---·----·---··Check(PF)
SETVNAV• «FLAPS
oN1or VNAV Push (PM) c FLAPS (When ftap llldicates new
c N1 »or posilîon)
c N1, VNAV SPEED» !FMAl
• Speed _-··········-····--··--············Clied<(PF)
• TMA (CLB (-112)) Verify (PM)
• Aapindicator ·--·---···----·---·----·-.Check(PF)
a « ROTATE»
continue 11aps relraction sche<lule until 11aps
• C<nrol column l.Jght forward presSIR (PF) up position and indicallon
• Rœatesmoolhly, doJl!ll.bim (PF)
• Engine instnlnents MonllOf(PM) « POSmVE RATE ,. (from albmeler)
• Alrspeed Monlta (PM) "1 «GEARUP»
• Ge..- lever F'oslbon UP (PM)
«GEAR UP»
• Cont,nue ,_.,.. ta.._
tlO 15°.lhen fol-
FO If .v•lable (PF)SpdV2+15 110 20

79 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl ~
AIR ALGERIE ~

14.10 After Takeoff Checklist Philosophy

CHECKLIST CALL READ VERIFY RESPOND

AFTER TAKEOFF PF PM BOTH PM

CPT F/O BOTH PF PM

Engirne bleeds ON
Packs . . . . . . . . . . . . . . . . . . . . . . AUTO
Landing gear U P and OFf
Flaps UP, No lights

80 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

15 CLIMB AND CRUISE ......................................................................................... 82

15.1 General ......................................................................................................... 82

15.2 Climb ............................................................................................................. 82
15.3 FL100 Speed Restriction ............................................................................... 82
15.4 Engine Out Climb .......................................................................................... 82
15.5 TCAS RA/Level Bust Avoidance ................................................................... 82
15.6 Transponder Use........................................................................................... 83
15.7 End of Sterile Flight Deck .............................................................................. 83
15.8 CPDLC use ................................................................................................... 83
15.9 RVSM ............................................................................................................ 84
15.10 Climb and cruise procedure .......................................................................... 85
15.11 Selection of an Altitude.................................................................................. 86
15.12 Fuel Checks and OFP ................................................................................... 87
15.13 Improper Use of Automation ......................................................................... 87
15.14 Cruise Briefing............................................................................................... 87

81 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

15 CLIMB AND CRUISE

15.1 General
Complete the After Takeoff Checklist before starting the Climb and Cruise Procedure.
Perform this procedure as per SOP, FCOM – Chapter NP, Climb and Cruise
Procedure, with the additional guidance provided here.

Climb speed shall be limited to 250 knots or less until completion of the After Take-off
Checklist.

15.2 Climb

After the "FLAPS UP, NO LIGHTS" call and for operational reasons below FL150 the
crew may delete the N1 Reduced Climb (CLB-1 or CLB-2) setting on the FMC N1
LIMIT page.

VSD, (if available), must be displayed by at least one pilot at all times when below
10,000 feet AFE or MORA whichever is higher.

15.3 FL100 Speed Restriction

Speeds above 250 knots below FL100 are authorized, provided ATC has requested or
cleared higher speeds and the Captain considers it safe.

The Air Algérie policy limits speed to 250 knots below 5000 feet AFE.

15.4 Engine Out Climb

If an engine failure is detected after the FMC all engine takeoff flight phase is complete,
there will be no automatic engine out VNAV function as well as no modification of the
Climb page. Additional information on VNAV can be found in FCOM – Chapter 11 –
Flight Management, Navigation.

Set maximum continuous thrust on the operating engine and adjust the pitch to
maintain airspeed. Navigate as necessary to assure terrain clearance. See FCTM –
Chapter 4 – Climb.

15.5 TCAS RA/Level Bust Avoidance

Flight crew can reduce the likelihood of an RA by confining vertical speeds to less
than 1000 ft/mn, and ideally a maximum of 1000 ft/mn, within the last 2000 ft before
reaching assigned level.

When within 1000 feet of the cleared altitude there should be no distractions in the
flight deck and the ALTACQ/VNAV PTH/VNAV ALT closely monitored by the PF.
Maximum use of the AFDS shall be availed of in busy TMA’s and uncontrolled or
class D and below airspace in order to ensure a good lookout and situational
awareness.
ICAO guidance for ACAS training for pilots states: “If an RA maneuver is inconsistent
82 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

with the current ATC clearance, pilots shall follow the RA.” It follows that pilots are
required to level off at previously assigned altitudes/flight levels if doing so does not
conflict with the Vertical Speed RA. There is an industry wide recognition that poorly
handled Vertical Speed RA’s have developed into unnecessary or erroneous level
busts.
It is important to understand that a Vertical Speed RA is different from all other RA’s:
- “LEVEL OFF, LEVEL OFF” RA’s always require the pilot to reduce vertical rate of
the aircraft to 0 fpm to level off.
- “MONITOR VERTICAL SPEED” RA’s always require the pilot to avoid the vertical
speeds prohibited on the RA display.
Do not select CWS on the MCP. If CWS is selected at the MCP FD is annunciated the
FMA looks normal but the ALT ACQ facility is no longer armed. The aircraft will
continue through the MCP selected altitude.

15.6 Transponder Use

The transponder code may be changed without selecting STBY, but consideration
should be given to the entry sequence to avoid emergency codes.

15.7 End of Sterile Flight Deck

At 10 000 feet AAL, (on the CPT’s order) the PM will switch the Fixed Landing Lights to
OFF, and recycle the Seat Belts sign OFF or set it ON as appropriate for the weather
conditions and work load to signal the end of Sterile Flight Deck
The cabin crew will also usually begin their cabin duties after receiving the end of
sterile signal. Should it not be appropriate for the cabin crew to begin service due to
weather, turbulence etc. they must be notified via the interphone.
Safety harnesses shall be worn below 10 000 feet AAL or in turbulence.
The rudder pedals shall be guarded by both pilots and the control column by the PF
below 2500 AFE. However the trust levers are not guarded after liftoff.

Operating policy is not to have two heads down in the cockpit at any time. Therefore,
any FMC inputs in flight are carried out by the PM. However the PF may also make
simple CDU entries when the work load allows. The pilot making entries executes the
change only after the other pilot verifies the entries.

15.8 CPDLC use

As of February 2020, CPDLC will be required to operate above FL285 in Europe,

Air Algérie has equipped and implemented CPDLC procedures and checklist (Refer
to flight OPS info).

83 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

15.9 RVSM

RVSM altimeter check is done between FL260 and FL280 before RVSM airspace.

The aircraft system constantly monitors the primary altimeters. An amber “Altitude
Disagree” alert will be displayed if the Captain’s and FO’s altitude indications disagree
by more than 200 feet for more than 5 continuous seconds. This feature alerts the flight
crew if the aircraft's altimeters are non-compliant with RVSM requirements.

The RVSM altimeter check shall be recorded on the OFP at top of climb with a new
check. Both altimeters need to agree within +/- 200 feet. Failure to meet this condition
will require that the altimeter system be reported as defective and notify ATC.

It is not required or even recommended under normal operation to revert to V/S

(Vertical Speed) to level off in any type of airspace, including the RVSM, unless the
pilot is made aware of another aircraft at or approaching an adjacent altitude/flight
level, or any other situation in which the airplane is not responding properly to the
desired commands.
CAUTION: If V/S is being used, caution is required when approaching cleared flight
level, especially at high altitudes. See 15.13 Improper Use of Automation

84 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

15.10 Climb and cruise procedure

PILOT FLYING PILOT MONITORING

Set altimeters to STD when cleared above transition altitude and above 3000’ AGL.
Set STD and calls: “SET STD, PASSING Set STD, crosscheck and call “CHECKED”
FLIGHT LEVEL ____, NOW “ if difference less than 50 feet otherwise
state difference and
call “PLUS/MINUS ___”
Challenge:
Call “ALTIMETERS” if PF has not set STD
on passing the transition altitude.

During climb, set the affected center tank

fuel pump switch to OFF when a center
tank fuel pump LOW PRESSURE light
illuminates.

Set both center tank fuel pump switches to

OFF when a center tank fuel pump LOW
PRESSURE light illuminates if the center
tank is empty.
Call “FLIGHT LEVEL ONE HUNDRED” or
Call “TEN THOUSAND” when passing
FL100/10,000 feet.
Call check aloud the following using F.L.A.P.S
"SEAT BELT ON" or "SEAT BELT AUTO" method:
(Depending on flight conditions)
- Fuel Quantity & pumps in use
- Lights OFF (Landing, Turnoff, logo and
wing lights)
- Air Cond. Diff press, cabin alt, packs &
bleeds.
- Pressure & Hydraulic Quantity
- Seat Belt sign Fasten AUTO (on the
CPT’s order)
Select 121.5 on VHF 2 to enable
monitoring of distress frequency
Between FL260 and FL280 cross check and call the difference
Call "RVSM CHECK FL ____, NOW" "PLUS/MINUS ____"

When cleared to final cruise Flight Level, Verify 121.5 on VHF 2 to enable monitoring
confirm of distress frequency.
MCP, FMC
Pressurization panel flight altitude selection
are in agreement.
and monitor 121.5 on VHF 2 to enable
monitoring of distress frequency

85 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Call “FL ____ SET THREE TIMES,

MONITORING 121.5”
Verify and call “CHECKED”
It is mandatory to select VNAV after all MCP Altitude/Flight Level changes during Climb.
It is not recommended to select V/S unless the ROC approaching the cleared
Altitude/Flight Level exceeds the following limit:
- 2000' to level off if ROC exceeds 2000 ft per min, select V/S and reduce ROC to
maximum 1000 ft per min.
Call for enroute NAVAID selections as Select NAVAIDS
appropriate.

There is no need to match courses with new aircraft track

When established in a level flight attitude, if
the center tank contains usable fuel and a
center tank fuel pump switch (es) is OFF,
set the center tank fuel pump switch (es) to
ON again.
Set the affected center tank fuel pump
switch to OFF when a center tank fuel
pump LOW PRESSURE light illuminates.

Set both center tank fuel pump switches to

OFF when a center tank fuel pump LOW
PRESSURE light illuminates if the center
tank is empty.
Complete descent procedure and briefing.

Prior to top of descent verify the planned

arrival procedure on the FMC.

Set MCP altitude selector for descent.

At top of descent point observe descent initiated and verify proper mode annunciation

15.11 Selection of an Altitude

It is recommended not to fly above the optimum flight level.

If flying above the optimum flight level flight crew must be familiar with the performance
characteristics of the airplane in these conditions. A thorough review of FCTM –
Chapter 4.
During cruise at high altitudes it is possible, that due to changing conditions like
increasing temperature, turbulence etc. an airplane could be thrust limited and not be
able to maintain altitude and/or airspeed.
Regardless, the airplane automatic control system will try to maintain this altitude by
increasing the thrust to its selected limit. When the thrust is at maximum limit the pitch
may continue to increase to maintain altitude and the airspeed continues to decay. The
only option then is to descend.

86 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Caution:
For operations other than LNAV, when operating at or near maximum altitude fly at
least 10 knots above the lower amber band and use bank angles of 10° or less.

15.12 Fuel Checks and OFP

On reaching the top of climb, the Pilot Monitoring will complete the necessary company
paperwork. All data fields on the OFP should be completed. Enroute, ETA, revised ETA
(if relevant) and the ATA for significant waypoints should be recorded and updated as
necessary together with any revised ATC clearances.
A cross check of time and actual fuel burn compared to the planned figures from the
Operational Flight Plan at the nearest suitable enroute waypoint shall be completed.

15.13 Improper Use of Automation

The use of V/S mode at high altitudes is very often associated with handling incidents
leading to upsets or dangerous airspeed decays. If the thrust available is less than the
thrust required for a selected rate of climb, the commanded speed will not be able to be
maintained, and speed decay will result.

15.14 Cruise Briefing

On reaching cruising level the PF, should conduct a “cruise briefing”, if practical.
Depending on the duration of the cruise phase and route, it is recommended to perform
a structured cruise briefing – or repeated cruise briefings - covering the following
aspects, as applicable but not limited to:
• Strategy in case of engine failure (i.e. speed strategy depending on obstacles and
nature of flight, and preferred diversion airfield depending on airfield suitability and
aircraft position).
• Strategy in case of cabin depressurization (i.e. speed strategy, MSA, MORA, GRID
MORA, and the escape route if applicable refer to OM part C, crew should use the
FIX page on the FMC).
• ATC procedures (i.e. SLOP procedure, IATA broadcast, CPDLC, HF…).

87 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

16 DESCENT ........................................................................................................... 88

16.1 General ......................................................................................................... 89

16.2 Descent procedure ........................................................................................ 89
16.2.1 Selecting VREF............................................................................................. 90
16.2.2 Autobrake Selection.................................................................................... 90
16.2.3 Landing Performance Planning .................................................................. 90
16.3 Approach Briefing .......................................................................................... 91
16.3.1 LVP Approach Briefing ............................................................................... 92
16.3.2 Go-around and Missed Approach Briefing .................................................. 92
16.4 Top of Descent .............................................................................................. 92
16.5 VMO/MMO avoiding guidance ...................................................................... 92
16.6 Speed restrictions.......................................................................................... 92
16.7 Altitude constraints ........................................................................................ 93
16.8 Descent lateral and vertical path ................................................................... 93
16.9 Descent management recommendations ...................................................... 93
16.10 Speed brakes ................................................................................................ 94
16.11 Holding .......................................................................................................... 94
16.11.1 Holding Airspeeds Not Available from the FMC.......................................... 94
16.12 Descent Checklist Philosophy ....................................................................... 95
16.13 FL100 / 10,000 ft procedure .......................................................................... 96

88 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

16 DESCENT

16.1 General
Contacting Operations or handling agents for handling requirements, if applicable,
should be done during low workload periods, preferable before starting the descent.
Pilots must NOT contact Operations below 10,000 feet AFE and before engines shut
down at the gate, unless in case of emergency.
Flight Crew shall avoid operating on or listening to any frequency not required for
current operations from top of descent to engine shut-down on stand. The intention is
that both pilots are giving full attention to the active ATC frequency. All unnecessary
calls to handling agents, maintenance and unnecessary weather, are prohibited.

16.2 Descent procedure

The descent procedure starts before the aircraft descends below the cruise altitude for
arrival at destination and should be completed by 10,000 feet AFE. Perform this
procedure as per SOP, FCOM – Chapter NP, Descent Procedure, with the additional
guidance provided here.
Approximately 100 NM prior to TOD the PF will hand over control of the airplane to the
PM and begin the briefing. The flight crew must verify the correct terminal procedure
has been loaded.
In short sectors, the PM should get the destination weather as soon as possible when
on cruise. The PF should then hand over control and set up the FMC etc. for the
approach and briefing. In sectors where it is difficult to get the destination weather, it is
acceptable for the PF to set up using the forecast until the weather becomes available.
Note: For temporary transfer of airplane control, selection of the other Autopilot is not
required.
For the Descent, the PF should select the DESCENT page and the PM should select
the LEGS page. Other pages may be selected temporarily, but the crew should revert
to the above.
The PF will have WXR selected for the Descent and Approach and both crew will
confirm that the intended arrival routing is clear of adverse weather and shall monitor
the approach track and go-around for thunderstorm activity. The PM will have Terrain
(TERR) selected on the ND and both crew will ensure that the arrival routing is safe
with respect to terrain clearance.
Nothing in this procedure prevents either pilot alternately selecting TERRAIN or WXR
as required however, the default selections are as described above. Similarly, either
pilot are encouraged to select VSD (if available) ON if required for terrain or profile
management.
The preferred descent mode is VNAV. Other descent modes may be utilized to
accommodate CDA’s, level restrictions, ATC restrictions and requests. The ROD must be
reduced unless a restriction is set by ATC or airspace requirements, whenever the ROD
approaching the cleared Flight Level/Altitude exceeds the following limits:
- At 2000 ft to level off if ROD exceeds 1000 ft / min, reduce to a maximum of 1000
ft / min.
89 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

PILOT FLYING PILOT MONITORING

Set VSD (if available) ON
During the descent, verify the RNP as
needed.
Verify that pressurization is set to landing
altitude.
Review the system annunciator lights. Recall and review the system annunciator
lights.
Check landing performance
Enter VREF on the APPROACH REF page.
Verify VREF on the APPROACH REF
page.
Set the RADIO/BARO minimums as needed for the approach.
Set or verify the navigation radios and course for the approach.
Set the AUTO BRAKE select switch to the
needed brake setting.
Call “DESCENT CHECKLIST”
Do the Descent checklist and call "DESCENT
CHECKLIST COMPLETE"

16.2.1 Selecting VREF

The VREF for approach should be selected directly from the APPROACH REF page just
prior to the descent the actual gross weight on the LANDING REF page must not be
adjusted, it is not necessary to update it during the approach.
This procedure avoids input errors which may cause unsafe VREF values.

16.2.2 Autobrake Selection

Autobrake should be selected as required. The Air Algérie aircraft are equipped with steel
brakes. Multiples smaller force applications of brakes creates far less wear on the steel
brake then a single sustained application.

16.2.3 Landing Performance Planning

Once destination or destination alternate weather conditions are known, PM will check
landing performance using the OPT Landing Module for the items below in order to
determine that sufficient landing distance exists for a landing to be accomplished with an
adequate Company safety margin of 15 % for:

- The runway of intended use;

- The conditions existing at the Estimates Time of Arrival (ETA);
- The Aircraft Configuration/weight and means of deceleration to be used for the landing.
CAUTION: OPT Landing module assumes the airplane crosses the runway threshold at
a height of 50 feet, at VREF + Wind Additive. Pilots should compare the actual landing
distance required from the OPT with the landing distance available to clearly understand
the margin of error that exists for touchdown beyond 1,000 feet.

90 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

CAUTION: Landing module option of MAX MANUAL assumes the pilot initiates
maximum manual braking technique as soon as the aircraft touches down. It computes a
shorter stopping distance than the option of MAX AUTO.

16.3 Approach Briefing

The approach briefing is composed of the elements FASA RATS/GA (Fuel, Altitudes,
STAR, Approach, Radios, Aircraft configuration, Taxi, Specific and Go around) before the
briefing the PF may use a briefing card until he/she is proficient enough to do it by
memory. The briefing should not be a monologue but a discussion between the two
pilots.

MEL, Weather, and NOTAMs: Discuss only the items that have an impact on your
destination or your alternate field.

Fuel: check fuel is balanced, assess extra fuel and holding time available at destination.
Altitudes: Discuss MORA, GRID MORA if off route, Transition level, and airport
elevation, and the position of the highest terrain in reference to the airport.
STAR plate: Review routing, holding fix, and altitude/speed restrictions.
Approach plate: Review landing runway and type of approach, approach plate number
and date, holding fix, segments of the approach, MDA/DA, missed approach (routing,
altitude and speed restriction), Review runway length and lighting (approach and
runway).
Radio set-up: VOR/ADF frequency and courses + Selectors.
Aircraft configuration: MCP modes (LNAV/ VOR/ LOC/ APP, VNAV/VS) to be used
during the approach, flap setting, VREF + wind additive, BARO minimums, QNH,
autobrake setting, and use of weather radar and terrain mode.
Taxi review expected runway exit, and the according autobrake setting; review the taxi
routing.
Specific threats and avoidance strategies (low visibility, Icing, CBs, Windshear, High
terrain, closed taxiways, Bird Strikes…)
Go around Actions: Review actions in case of a go around:
- call “GO AROUND, FLAPS FIFTEEN” or “GO AROUND, FLAPS ONE”
- Trigger TO/GA switches
- Advance thrust levers to N1 reference bugs.

- Flaps to desired position.

- At a positive Rate of climb gear up.
- 400 FT Roll mode.

91 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

16.3.1 LVP Approach Briefing

For CAT II/IIIA ILS approaches, perform the specific briefing with reference to the OPS
INFO on the QRH in accordance with company Low Visibility Procedure “LVP”.

NOTE: - Always select either Radar or Terrain on the ND in all phases of flight.
- VOR/ADF Selectors on the EFIS control panel must be set on the same position for
Captain and First Officer.

16.3.2 Go-around and Missed Approach Briefing

As part of the approach briefing the crew shall discuss the go-around and missed
approach procedure. All pertinent go-around and missed approach information, including
handling of the go-around maneuver with emphasis on workload management and task
prioritization (flight path control, configuration changes, navigation and ATC
communication) shall be reviewed. This discussion shall also include an approximate
initial target N1 setting in accordance with airplane weight, ambient conditions, terrain
and aircraft status. A review of the roles for the PF and PM shall also be conducted,
including progressive intervention strategies from communication to direct intervention in
case of significant flight path deviations.

16.4 Top of Descent

At Top of Descent, the PM will set the seat belt ON or if ON recycle it to notify the cabin
crew to start preparations for landing.

16.5 VMO/MMO avoiding guidance

Apart from a few rare cases caused by moderate to severe turbulence, examination of
VMO / MMO over speed shows that the main factor identified lies in non-compliance with
the speed profile (cost index) adopted by the company.
Indeed, the use of high IAS / MACH profiles close to operational limits significantly
increases the risk of over speed with the following consequences:

a) Damage to the aircraft.

b) Exit from the operational envelope with risk of loss of control.
c) Overconsumption of fuel
d) Aircraft immobilization due the technical inspections related to structural limits
exceedance.

Apart from exceptional and occasional situations (momentary request from ATC, RTA), the
respect of the speed profile (Cost index) of the company at all phases of flight is
mandatory.
Any willful deviation constitutes a serious violation and will be investigated.

16.6 Speed restrictions

If there is no default speed restriction of 240 knots at 10,000 feet AFE in the descent
page, the PM will manually insert it.
Speeds above 250 knots below 10,000 feet AFE are authorized, provided ATC has
authorized higher speeds and the Captain considers it safe.
The Air Algérie policy limits speed to 250 knots below 5,000 feet AFE.
92 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

16.7 Altitude constraints

The preferred method is to set all mandatory altitude restrictions in the MCP window even
when descending on VNAV mode. Set the next altitude when the restriction has been
assured and further descent clearance has been received. This procedure provides
altitude alerting and assures compliance with altitude limits. However, for closely spaced
waypoints with altitude restrictions, the Alternate MCP Altitude Setting Technique as
described in the FCTM Appendices, AFDS Guidelines may be used.

16.8 Descent lateral and vertical path

LNAV and VNAV can be used to as low a level as practicable, but try to reduce the need
for CDU entries below 10,000 feet AFE or during high workload times.
Use the MCP heading, altitude, and speed control modes as needed. This allows the
crew to maintain situational awareness and reduces heads down in the dynamic airspace
of the TMA.
The MCP can be easier to use than entering route modifications into the CDU.
If displaying the arrival procedure is not desired, perform a “DIRECT TO” or “INTERCEPT
COURSE TO” the FAF, OM, or appropriate fix, to simplify the navigation display.

This provide:
- A display of distance
- A depiction of cross track error from the final approach course
- LNAV capability during the missed approach procedure

Note: In the FIX page, a circle of 2 NM shall be set around the FAF or equivalent
position, in order to enhance the situational awareness.
This is valid for all ILS and Non-ILS approaches.

16.9 Descent management recommendations

CDA approaches have many benefits and are recommended wherever possible. The
benefits include enhanced situational awareness, lower crew workload, wake turbulence
avoidance and fuel savings. Both flight crew are responsible for monitoring height versus
distance to landing to ensure flight deck energy awareness is enhanced.
Notwithstanding the above, it is highly recommended and encouraged for the glide path
to be captured from below, once established on the localizer.

93 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

16.10 Speed brakes

The PF shall keep a hand on the speed brake lever when the speed brakes are used in-
flight. This helps prevent leaving the speed brake extended when no longer required. Use
of speed brakes between the down detent and flight detent can result in rapid roll rates
and normally should be avoided. While using the speed brakes in descent, allow
sufficient altitude and airspeed margin to level off smoothly lower the speed brakes
before adding thrust.
Note:
- In flight, do not extend the speed brake lever beyond the FLIGHT detent.
- The use of speed brakes with flaps extended should be avoided, if possible.
- With flaps 15 or greater, the speed brakes shall be retracted. If circumstances dictate
the use of speed brakes with flaps extended, high sink rates during the approach should
be avoided.
- Speed brakes shall be retracted before reaching 1.000 feet AGL.

16.11 Holding

If the FMC holding speed is greater than the ICAO or FAA maximum holding speed,
holding may be conducted at flaps 1, using flaps 1 maneuver speed. Flaps 1 uses
approximately 10% more fuel than flaps up. Holding speeds in the FMC provide an
optimum holding speed based upon fuel burn and speed capability; but are never lower
than flaps up maneuver speed.
Maintain clean configuration if holding in icing conditions or in turbulence.

16.11.1 Holding Airspeeds Not Available from the FMC

If holding speed is not available from the FMC, refer to FCOM chapter 4 Holding.

.Recommended holding speeds can be approximated by using the following guidance until
more accurate speeds are obtained from the PI section:

- Flaps up maneuver speed approximates minimum fuel burn speed and may be used at
low altitudes
- Above FL250, use VREF 40 + 100 knots to provide at least a 0.3g margin to initial
buffet (full maneuver capability).

94 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl ~
AIR ALGERIE ~

16.12 Descent Checklist Philosophy

CHECKLIST CALL READ VERIFY RESPOND

DESCENT PF PM BOTH AREA OF RESPONSIBILITY

CPT F/O BOTH PF PM

~------
DESCENT ------~

Pressurization. . . . . . . . . . . . . LAND ALT -

Recall . . . . . . . . . ..
Autobrake . . . . . . . .
-
Landing data VREF , Minimums_
Approach briefing Completed

95 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

16.13 FL100 / 10,000 ft procedure

PILOT FLYING PILOT MONITORING

When passing FL100 / 10,000 feet.
Call “FLIGHT LEVEL ONE HUNDRED” or
Call “TEN THOUSAND”

Recycle FASTEN BELTS switch ON when

passing through 10,000 feet or 15 mins to
landing, whichever is earlier.
check aloud the following using the acronym
"FLAPS" :
-F "FUEL" Balanced, check status of the
cross feed and center tank fuel pumps.
-L "LIGHTS" Position Runway Turnoff lights
ON and Logo lights (as required) ON
-A "ANGLE OF BANK" 25 degrees
-P "AIR COND AND PRESS" Check air
conditioning and pressurization panel
-S "FASTEN BELTS" Check SEAT BELT
sign ON
Check RECALL
Call with the PA
“CABIN CREW TEN MINUTES TO
LANDING”

96 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

17 APPROACH ....................................................................................................... 98

17.1 General ......................................................................................................... 98

17.2 Approach Procedure ..................................................................................... 99
17.3 Approach Checklist Philosophy ....................................................................100
17.4 Flap extension ..............................................................................................101
17.4.1 Flaps 15 Landing (Reserved) ....................................................................101
17.4.2 Flap Extension Schedule ...........................................................................102
17.4.3 Maneuver Margin.......................................................................................103
17.4.4 Delayed Flap Approach (Noise Abatement) ..............................................103
17.5 Stabilized Approach Criteria .........................................................................103
17.5.1 Required Elements of a Stabilized Approach ............................................103
17.5.2 Mandatory Missed Approach .....................................................................104
17.5.3 Subsequent approaches following a missed approach..............................105

97 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

17 APPROACH

17.1 General

The Approach Procedure is normally started at FL100 /10 000ft. Perform the Approach
Procedure as per SOP, FCOM – Chapter NP, Approach Procedure, with the additional
guidance provided here.

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

Complete the approach preparations before arrival in terminal area. At 10,000 feet
AFE, the PM must set Seat Belts Sign to ON. This represents the beginning of the
Sterile Flight Deck Procedure. Below 10,000 feet AFE at least one VSD must be
selected ON (if operational).
Approach checklist should only be performed after at least all three conditions are met:
- Passed Transition Level
- Seat Belts Signs ON
- (Landing or Fixed Landing) Lights ON
When approaching FL100 /10 000ft recycle seat belt (OFF/ON) as a sign for the start of
Sterile Flight Deck.
When cleared for an approach, the PF shall select PROGRESS page 4/4 which should
remain displayed throughout the approach for vertical and lateral deviation guidance.
The PM should select the APPROACH REF page after selecting landing flaps and
should re-select the LEGS page once the FLAPS challenge on the Landing checklist is
completed.
If cleared for the approach having the IAF crossed above the Transition Level, set the
QNH and complete the Approach checklist before crossing the IAF.
The PM shall inform the cabin crew that landing is imminent by making the following
call on PA: “CABIN CREW PREPARE FOR LANDING”. This call is normally linked to
the procedure when selecting flaps 1. If, by the judgement of the Captain, the call
would interfere unduly with flight crew duties due to workload, this call may be made
prior. However, Captains should bear in mind that the “No Communication Period”
should be kept as short as reasonably possible. This is due to the fact that no
communication between cabin and flight crew shall take place during this period.

CAUTION:
Care must be taken to ensure that the transmitter selector on the ACP used for the PA
is selected back to the VHF radio used for ATC communications.

98 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

17.2 Approach Procedure

When cleared to an altitude and no approach delay is anticipated, the following
sequence of preparing for the approach will be observed.

PILOT FLYING PILOT MONITORING

Set and crosscheck altimeters below transition level

Set QNH and Set QNH, crosscheck and call

call: "SET QNH ____, "CHECKED" if difference less than 50 feet
PASSING ____THOUSAND, NOW " otherwise state difference and
call "PLUS/MINUS ____"
Challenge:
Call: "ALTIMETERS" if PF has not set
QNH after passing the transition level.

Complete scan using the acronym "FISC"

at earliest opportunity.
F - Frequencies (ADF, VOR and ILS)
I - Idents
S - Standby instruments
C - Courses.
Call “APPROACH CHECKLIST”

Do the Approach checklist and call

"Approach CHECKLIST COMPLETE"
Confirm VSD (if available) ON.
Approaching selected MCP altitude, verify level off and mode annunciation

99 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl ~
AIR ALGERIE ~

17.3 Approach Checklist Philosophy

CHECKLIST CALL READ VERIFY RESPOND

APPROACH PF PM BOTH AREA OF RESPONSIBILITY

CPT F/O BOTH PF PM

~l!i meters . • 1 •

100 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

17.4 Flap extension

All Air Algérie aircraft shall observe the maximum ICAO recommended speeds of
220 Kts at the IAF and 180 KIAS on inbound turn (particularly important.) and any
particular speed restrictions.
Using flaps as Speed brake is not recommended. However, there are circumstances
when flaps and speed brake will be used in the course of normal operations. When
executing a CDA it will often be necessary to “go down and slow down”. Combining
Flaps 1, 5 or 10 with speed brake can assist in deceleration and at the same time give
a useful rate of descent. The configuration of Flaps 5, Speed brake at Flight Detent and
a speed of 220 Kts is an effective initial speed/configuration mix.
To assist further deceleration use 180 Kts, flaps 10, and Speed brake to Flight Detent,
if necessary. This will give the best rate of descent per nautical mile.

Ideally, the use of Flaps 30 as an intermediary setting when landing Flaps 40 is

desirable with the exception of a Circling. It is best procedure to select the next flap
setting when within 10 knots of the minimum speed for the existing flap configuration.
Use flaps 10 as required to comply with speed restrictions. Ideally the following
procedures are used for flap extension:

- Select flaps 1 when decelerating through the flaps–up maneuvering speed, displayed
on the airspeed display as a “UP.”
- Set airspeed cursor to the flap maneuvering speed displayed as “1.”
- When appropriate, select the next flap position and then set the airspeed cursor to
that flap maneuver speed.
Note: Flap maneuver speeds provide approximately 15 to 20 knots above the minimum
maneuvering speed for each flap setting. If the flap maneuvering speeds cannot be
displayed, reference the Performance In–flight section for speed schedules.
The FLAPS LIMIT placard on Center Forward panel indicates the maximum speeds
allowed for each flap setting. These limiting speeds are not intended to be used as
operational parameters to extend or retract the flaps under normal conditions.
Approved flap configuration for normal operation is flaps 30 or 40.
Flap 30 provides reduced flap wear/loads and a better noise abatement profile on
approach. When required by performance criteria, use flaps 40 to minimize landing
speed, and landing distance. It is also recommended for LVOPs.

17.4.1 Flaps 15 Landing (Reserved)

101 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

17.4.2 Flap Extension Schedule

Current Flaps At Speed tape Command Speed for

Position Select Flaps
“Display” Selected Flaps
UP “UP” 1 “1”
1 “1” 5 “5”
5 “5” 15 “15”
(VREF30 or VREF40)
15 “15” 30 or 40
+ wind additives

Note: The maximum approach speed should not exceed VREF+15 or landing flap
placard speed minus 5 knots, whichever is lower.

Note: When using the auto throttle, position command speed to VREF + 5 knots.
Sufficient wind and gust protection is available with the auto throttle connected
because the auto throttle is designed to adjust thrust rapidly when the airspeed drops
below command speed while reducing thrust slowly when the airspeed exceeds
command speed. In turbulence, the result is that average thrust is higher than
necessary to maintain command speed. This results in an average speed exceeding
command speed

PILOT FLYING PILOT MONITORING

Call: "FLAPS ONE"
Call "SPEED CHECKED"
Select the flap lever as directed. Monitor
flaps and slats extension.
Select Flaps 1 maneuvering speed as
required.
when indicating correct position and
green light Call "FLAPS ONE, GREEN
LIGHT"
Call: "FLAPS FIVE"
Call "SPEED CHECKED"
Select the flap lever as directed. Monitor
flaps and slats extension.
Select Flaps 5 maneuvering speed as
required.
when indicating correct position and
green light Call "FLAPS FIVE, GREEN
LIGHT"
Note:
Prior to requesting landing gear and/or flap selection PF shall reference current IAS in
order to avoid inadvertent landing gear and/or flap exceedances.
Additionally when the PM calls "SPEED CHECKED" reference shall be made to current
IAS prior to selection in order to avoid landing gear and flap exceedance.

102 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

17.4.3 Maneuver Margin

Flight profiles should be flown at, or slightly above, the recommended maneuver speed
for the existing flap configuration. These speeds approximate maximum fuel economy
and allow full maneuvering capability (25° bank with a 15° overshoot).

17.4.4 Delayed Flap Approach (Noise Abatement)

If the approach is not being conducted in adverse conditions that would make it difficult
to achieve a stabilized approach, the final flaps selection may be delayed to conserve
fuel or to accommodate speed requests by air traffic control.

Intercept the glide slope with gear down and flaps 15 at flaps 15 speed. The thrust
required to descend on the glide slope may be near idle. Approaching 1500 feet AFE,
select landing flaps, allow the speed to bleed off to the final approach speed, then
adjust thrust to maintain it. Do the Landing checklist.

17.5 Stabilized Approach Criteria

Maintaining a stable speed, descent rate, and vertical/lateral flight path in landing
configuration is commonly referred to as the stabilized approach concept. Any
significant deviation from planned flight path, airspeed, or descent rate shall be
announced. The decision to execute a go-around is no indication of poor performance.

Note: Do not attempt to land from an unstable approach.

17.5.1 Required Elements of a Stabilized Approach

All approaches shall be stabilized by 1000 feet AFE.

An approach is considered stabilized when all of the following criteria are met:

- The airplane is on the correct flight path

- Only small changes in heading and pitch are required to maintain the correct flight
path
- The airplane shall 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 1000 fpm; if an approach requires a sink rate greater
than 1,000 fpm, a special briefing shall be conducted
- Thrust setting is appropriate for the airplane configuration
- All briefings and checklists have been conducted.

Specific types of approaches are stabilized if they also fulfill the following:

- ILS approaches shall be flown within one dot of the glide slope and localizer, or
within the expanded localizer scale
- RNP approaches to VNAV minima shall be flown within 75 feet vertical deviation of
the glide path
- During a circling approach and a visual traffic pattern, wings shall be level on final
when the airplane reaches 400 feet AFE.

103 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Unique approach procedures or abnormal conditions requiring a deviation from the

above elements of a stabilized approach require a special briefing.
Note1: An approach that becomes unstabilized below 1000 feet AFE requires an
immediate go-around.
Note 2: In some circumstances where the ATC request leads the crew to be stabilized
close to 1000 feet AFE (e.g. 160 knots to 4 Nm) it is acceptable some speed/thrust
adjustments below 1000 feet AFE, and the Landing checklist to be completed below
this altitude, but never below 500 feet AFE. Note that all the other parameters of the
Stabilized Approach Recommendations listed in the FCTM must be fulfilled.

- For Visual Segments, the airplane is stabilized on profile with all elements of the
stabilized approach criteria by 1000 feet AFE, except for the wings that should be
leveled on final when the airplane reaches 500 feet AFE.
- For a Circling Approach, the airplane must be stabilized on the profile with all
elements of the stabilized approach criteria by 500 feet AFE, except for the wings
that should be leveled on final when the airplane reaches 400 feet AFE. For the
entire procedure refer to FCTM Chapter 5 – Circling Approach.
- For a Visual Approach, the airplane must be stabilized on the profile with all
elements of the stabilized approach criteria by 1000 feet AFE.
- For Visual Traffic pattern, the airplane must be stabilized on the profile with all
elements of the stabilized approach criteria by 500 feet AFE. For the entire
procedure refer FCTM Chapter 5 – Visual Traffic Pattern.

17.5.2 Mandatory Missed Approach

On all instrument approaches, where suitable visual reference has not been
established and maintained, execute an immediate missed approach when:
- A navigation radio or flight instrument failure occurs which affects the ability to
safely complete the approach
- The navigation instruments show significant disagreement
- On ILS final approach and either the localizer or the glide slope indicator shows full
deflection On an auto land approach with an illuminated steady or flashing red autopilot
(A/P) disengage light
- For airplanes with NPS, during RNP approach operation, anytime the NPS deviation
exceeds the limit or an amber deviation alert occurs unless the crew is able to change
to a non-RNP Procedure.
- For airplanes without NPS, during RNP approach operation, anytime the XTK
exceeds
1.0 X RNP unless the crew is able to change to a non-RNP Procedure.
- On a radar approach and radio communication is lost.

104 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

17.5.3 Subsequent approaches following a missed approach

Following a go-around or missed approach, it is the captain's responsibility to

determine if a subsequent approach is to be conducted to the same runway.

If the approach is unsuccessful due to weather conditions being below applicable

minima, the aircraft may hold until the situation improves sufficiently for a second
approach.

If a second approach is to be conducted the Captain shall ensure that there is a high
likelihood of a successful landing from that approach.

These conditions shall 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.
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 3000 feet or
first third of the runway, whichever is less).
Initiate a go-around if the above criteria cannot be maintained.

105 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18 LANDING ...........................................................................................................108

18.1 General ........................................................................................................108

18.2 Approach policy............................................................................................108
18.2.1 ILS Approach .............................................................................................108
18.2.1.1 Decision Altitude or Height - DA (H) ...................................................109
18.2.1.2 Low Visibility Approaches ...................................................................110
18.2.1.3 Intercepting the Glide Slope from above ............................................110
18.2.1.4 ILS Approach Flight Pattern ...............................................................111
18.2.1.5 Landing Procedure Single Channel or Manual ...................................112
18.2.1.6 Landing Procedure Auto land .............................................................114
18.2.2 Non - ILS Instrument Approaches .............................................................117
18.2.2.1 Use of the Autopilot during Approaches .............................................117
18.2.2.2 Raw Data Monitoring Requirements ...................................................117
18.2.2.3 MAP Displays and Raw Data .............................................................117
18.2.2.4 Use of LNAV.......................................................................................117
18.2.2.5 Database Selection ............................................................................117
18.2.2.6 Manual Waypoint Entry ......................................................................118
18.2.2.7 Use of VNAV ......................................................................................118
18.2.2.7.1 RNP Approaches..........................................................................119
18.2.2.7.1.1 Approach Preparations ..........................................................119
18.2.2.7.1.2 Maximum Lateral and Vertical Deviations for RNAV Ops ......120
18.2.2.8 Instrument Approach using VNAV ......................................................120
18.2.2.9 AFDS use for approach ......................................................................120
18.2.2.10 Pressure altimeter versus radio altimeter .........................................121
18.2.2.11 Decision Altitude DA (H) or Minimum Descent Altitude MDA (H) .....121
18.2.2.12 Instrument Approaches using VNAV procedure ...............................122
18.2.2.13 Instrument Approach using VNAV Flight Pattern ..............................125
18.2.2.14 Instrument Approach using V/S ........................................................126
18.2.2.15 Instrument Approach procedure using V/S .......................................127
18.2.2.16 Instrument Approach using V/S Flight Pattern ..................................130
18.2.2.17 Non-ILS pattern (auto flight) .............................................................131
18.3 Circling Approach .........................................................................................132
18.3.1 General ......................................................................................................132
18.3.2 Circling from a VNAV or V/S Approach Procedure ....................................132
18.3.3 Obstruction Clearance ...............................................................................133
18.3.4 Missed Approach -Circling .........................................................................133
18.3.5 Visual Traffic Pattern General....................................................................133
18.3.6 Downwind and Base Leg ...........................................................................133
106 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.3.7 Circling Approach Flight Pattern ................................................................134

18.4 Visual Traffic Flight Pattern two engines and T and Go (55T, MSL, ISA) .....135

107 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18 LANDING

18.1 General

Perform this procedure as per SOP, FCOM – Chapter NP, Landing Procedure, with the
additional guidance provided here.
For Instrument Approach using Vertical Speed (V/S) and Circling Approach, refer to
FCOM – Supplementary Procedures, Automatic Flight.

Basically all Approaches must follow the profiles stated by the Boeing FCOM, QRH and
FCTM. This is described and summarized in this manual, sub-section 18.2 Approach
policy.
Sub-section 17.4 Stabilized Approach Criteria define Air Algérie limits. These policies
are mandatory.

18.2 Approach policy

Air Algérie strictly follows Boeing Approach Procedure contained on FCOM –Normal
Procedures, QRH – Flight Patterns, and FCTM – Approach.
For all approaches it is highly recommended and encouraged the glide path to be
captured from below, once established on the localizer.

WARNING: All orbits on final approach are prohibited.

If the aircraft ends up high and/or fast, discontinue the approach at an early stage and
fly the published missed approach procedure or request radar vectors for repositioning
from ATC.

18.2.1 ILS Approach

Both pilots shall not be “heads-down” during the approach. In some cases, such as
high density traffic, or when an arrival procedure is used only for reference, revising the
FMC flight plan may not be appropriate.
If displaying the arrival procedure is not desired, perform a “DIRECT TO” or
“INTERCEPT COURSE TO” the FAF, OM, or appropriate fix, to simplify the navigation
display.
The approach procedure may be flown using HDG SEL or LNAV for lateral tracking
and VNAV, LVL CHG, or V/S for altitude changes. VNAV is the preferred descent
mode when the FMC flight plan is programmed for the intended arrival. When VNAV is
not available, use LVL CHG for altitude changes greater than 1000 feet. For smaller
altitude changes, V/S permits a more appropriate descent rate.
When maneuvering to intercept the localizer, decelerate and extend flaps to 5. Attempt
to be at flaps 5 and flaps 5 maneuver speed before localizer capture. APP mode
should not be selected until:

- The ILS is tuned and identified

- The airplane is on an inbound intercept heading

108 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

- Both localizer and glide slope pointers appear on the attitude display in the proper
position Clearance for the approach has been received.
- The glide slope may be captured from either above or below.

Note: ILS NAV 1 and 2 must be tuned and checked before intercepting the localizer

When using LNAV to capture the final approach course, LNAV might parallel the
localizer without capturing it.

If needed, use HDG SEL to establish an intercept heading to the final approach course.
Final Approach
The PM should monitors the quality of the approach, flare, and landing including speed
brake deployment and autobrake application.
Note: For auto land, the APP mode should be selected, both autopilots engaged in
CMD before descending below 800 feet RA.
At localizer capture, select the heading to match the inbound course. When
approaching the glideslope, extend the landing gear, select flaps 15, and decrease the
speed to flaps 15 speed.
At glide slope capture, observe the flight mode annunciations for correct modes. At this
time, select landing flaps and VREF + 5 knots or VREF plus wind additive if landing
manually, and do the Landing checklist. When using the auto throttle to touchdown, no
additional wind additive is required to the final approach speed.

When established on the glide slope, set the missed approach altitude in the altitude
window of the MCP.
Check for correct crossing altitude and begin timing, if required, when crossing the final
approach fix (FAF or OM).
Below 1500 feet radio altitude, the flare mode is armed. The FLARE annunciation
indicates the second autopilot is fully engaged.

During an auto land with crosswind conditions, the airplane will touchdown in a crab.
After touchdown, the rudder must be applied to maintain runway centerline. The
autopilots must be disengaged immediately after touchdown. The control wheel should
be turned into the wind as the autopilots are disengaged. The A/T disengages
automatically two seconds after touchdown.
The auto brakes should remain engaged until a safe stop is assured and adequate
visibility exists to control the airplane using visual references.

18.2.1.1 Decision Altitude or Height - DA (H)

The pilot monitoring should expand his (her) scan to include outside visual cues when
approaching DA (H). Do not continue the approach below DA (H) unless the airplane is
in a position from which a normal approach to the runway of intended landing can be
made and suitable visual reference can be maintained. Upon arrival at DA (H), or any
time thereafter, if any of the above requirements are not met, immediately execute the
missed approach procedure. When visual contact with the runway is established,
maintain the glide slope to the flare. Do not descend below the visual glide path.

109 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.2.1.2 Low Visibility Approaches

With weather conditions below CAT I minima; both pilots shall be qualified for low
visibility operations, the captain shall be PF during final approach and landing.

18.2.1.3 Intercepting the Glide Slope from above

In keeping with standard ILS approach construction, normally the ILS profile is depicted
with the airplane intercepting the glide slope from below in a level flight attitude and
many approaches are flown in accordance with this construction. However, there are
occasions when flight crews are cleared for an ILS approach when they are on or
above the G/S. Subject to the following conditions it is permissible for a crew, when
cleared for an ILS approach, to capture the Glide Slope from above:

1- Monitor the VNAV path and regularly update the active waypoint to ensure relevant
path information. The map display and VSD (as fitted) can be used to maintain
awareness of distance to go to glideslope intercept.
2- The use of autopilot is also recommended - all vertical modes are available for use.

3- The VSD if available and the altitude range arc may assist in establishing the
correct rate of descent. Monitor the rate of descent and airspeed to avoid
exceeding flap placard speeds and flap load relief activation.
Restrictions:

1- When intercepting the G/S from above, the flight crew must ensure that the
localizer is captured before arming APP.

2- Having armed APP and if above the G/S, the G/S must be glideslope captured by
5.0 DME or 5nm from the RW point for all ILS approaches.

3- Select Flap 5 (minimum), and adjust to the Flap maneuver speed (max +10kts).

4- Once G/S captured, appropriate Rate of Descent must be established to maintain

G/S.

110 Edition 03
NORMAL PROCEDURES
iiul,;,:!I ~Jli!l A,!IA!ll
AIR ALGERIE

18.2.1.4 ILS Approach Flight Pattern

QaLQC lnlerceotHeadina tear1JerifoosslbleJ·

W1len DaSSIIICJ transion leve/ «SET ILS NAY ONE AND TWO•
• PF & PM set ONH on Al1irneter and cal:
lnltia/ADDroach fat se» • ILS Nav 1 and 2 Fey, ers. ldentifled (PFD)
c SETQNH » FLAPSONE»
• LOC & GS Pointers displayed Check (BOTH)
cQNH_,SET»
c FEETNOW»
FLAPS ONE»
(4pproac/Jinqinterçeptheadinq ·1, :
when ftaps ondocalH 1 •
fat «SET LOC» or «SET APP MODE• (onty
FLAPS FIVE» wt,.., clu....t for Localizer or approach)

- If more thai +/- 50 Il «FLAPS FIVE» w11en 11apsonc1ica- 5• • APP button Select(PM)

Qn Pass,nq fL 100 · Changes to the il!iïi! a Dfm. Update (Both)

c TEH THOUSAND » eNavaids Set (PM)

NAV's, ADPs, Martiers Fey, ers & ldent
« CHECKED »
ldenl dlsplays on PFD (LS) ND (VOR I NDB) when au1o
• Fixed Lancling lights On (PM) identiled
• Logo light (at night) On (PM) « APPROACH CHECKUST • At Ç,tœ siAœ captc,œ·
• FMC posttion Checked (PM) • Approach Chedllist Perform (PM) « GUDE SLOPE » (G/Scapa.,.1 AILoca/izerCaptrre:
• Fasten seat belt sign On (PM) eCabin Verltyseclnd (PM)
• Speed 250 Kls (PF)
« FLAPS 30 or 40 » (landing tlaps) « LOC » ( Al Loc capture)
• Rœway Headlng Set (PF)
Stabilizedandin landinaconltauration·
• GA alitude Preset (PM)
« LANDING CHECKUST »
• anding Cheddist Perform (PM)
• RetractableLanding lqlts On(PM) Pitch angle: +/-1°(+2• Flaps 30°)
(when ci.ared 10land) N1: +/. 55% (Flaps 30')

« GUDE SLOPE AUVE »

1000ftAFE(Baro) « CHECKED, GEAR DOWN, FLAPS
« ONE THOUSAND FIFTEEN »
• Speedbrake .ARM (PF)
STABLE»
(verlfy speedbrake armed light illuminaled)
• Verltycrosmg alt*lde........ . . . . ..... Both • Gear and ftaps OOWN aid SET (PM)
Deaslon Altitude • Heels. . . . . .. . . . . On the floor (Both) • Start SWitches Cont (PM)
« MINIMUMS, UGHTSI RUNWAY M./R. » • Flaps position Verity (PM)
«CONTINUE• or« GA. FLAPS 15 » a
100 Nme Oeas,on Aftltude <Bam1 • ThreeGreens Vny(PM)
• AIP&AJT o· « GEAR DOWN, FLAPS FIFTEEN »
c APPROACHING MINIMUMS » (- ~ .. dHnd J)OS1110n)
cSIXTY » • o.layed flllp ll!ppfOIICh (exaff1)1e):
• ldereverse Select(PF) On glide slope and at 2000· ML. gur d<Mn. flaps 15.
speed 15 (or l'lgher If requesled).
• Approachlng T axî speec:I TouchdcNm 1~· ML. ftaps3Q/40. ~lspffd.
• Thrust levers Verity closed (PF)
CPT.« 1 HAVE CONTROL •
•Speed Brake lever Verity Up (Both)
• Reversers Stow(CPT)
• vedy engines are at reverse ide
« SPEEDBRAKES/REVERSES NORMAL»
• Autobrakes Verity (Both)
• Reverse Thrust Select (PF)
Once nose clown movement i~ 1rvtiat.al.
eEng.,. lmols and--........ . Moni10r (PM) • With the AP engaged, the PF will make the required AFDS (MCP) seleclions.

111 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.2.1.5 Landing Procedure Single Channel or Manual

PILOT FLYING PILOT MONITORING

When on localizer intercept heading and within ILS Designated Operational Coverage
verify both ILS are tuned and identified, LOC and G/S pointer are correctly displayed
- when cleared for the ILS, Arm the APP
mode and
call "LOC, GLIDESLOPE ARMED"
- when cleared for the LOC Arm the LOC
mode and call "LOC ARMED"
Call "LOC ALIVE"

At localizer capture, verify proper mode annunciation.

Call "LOC CAPTURE"
Set runway and call
“RUNWAY HEADING ____ SET ” or
“SET RUNWAY HEADING ____" if manual
Call "CHECKED". Select appropriate
heading, if required.
If only cleared for the Localizer and now
cleared for the approach, arm the APP
mode and call "GLIDESLOPE ARMED"
Call "GLIDESLOPE ALIVE"
At glideslope capture, verify proper mode annunciation, check N1 reference bug at the
go–around limit and set missed approach altitude.
“GLIDESLOPE CAPTURE”
The PF shall point to the Missed Approach
Altitude on the FMC LEGS page and call
“____ FEET” The PF shall then set that
Missed Approach Altitude in the MCP
Altitude, point to it and call “SET”

Call "CHECKED"
Not later than 5 nm, call “GEAR DOWN,
FLAPS FIFTEEN"
arm speed brake and check green (Speed
Brake Armed) light illuminated
Call "SPEED CHECKED", position landing
gear lever down and flap lever to the Flap
15 detent. Position ENGINE START
switches to CONT. Check RECALL.
Call "FLAPS 15, GREEN LIGHT" when
flaps indicating correct position.

112 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Call “FLAPS 30/40” as required for landing

and Set ____ knots or
Call “SET ____ KNOTS” if manual flight
Position FLAP lever as directed. Set speed
Call “LANDING CHECKLIST”
Do the Landing checklist and
call "LANDING CHECKLIST COMPLETE"
Call “OM ____ FEET, ____ NM
FLAGS/NO FLAGS”
Call "ALT CHECKED, FLAGS/NO
FLAGS"
Monitor autopilot as required Monitor approach progress
At 1000 feet to touchdown, call
"1000 STABLE" or "1000 NOT STABLE"
- If stable call "CHECKED"
- if not stable call "GO-AROUND"
GPWS “PLUS HUNDRED”
Call “CHECKED”
When sufficient visual reference is
established at or before minimums, call
"RUNWAY/LIGHTS IN SIGHT
AHEAD/LEFT/RIGHT”
GPWS “MINIMUMS"
Call “CONTINUE” or push the TO/GA switch Call "GO-AROUND" if visual reference is
and call “GO–AROUND, FLAPS FIFTEEN” not achieved.

The go-around must be initiated by DA. Therefore, at the minimums call, it is important
that the PF, without delay, accomplishes the go-around procedure. It is not necessary
for the PF to search for visual cues at this point.
The PM shall call the visual cues as they become apparent. If the PF has not heard
any visual cue calls from the PM, it is safe to assume that no visual cues have been
received so execute a go-around.

113 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.2.1.6 Landing Procedure Auto land

PILOT FLYING (CPT) PILOT MONITORING (F/O)

When on localizer intercept heading and within ILS Designated Operational Coverage
verify both ILS are tuned and identified, LOC and G/S pointer are correctly displayed
- when cleared for the ILS, Arm the APP
mode and
call "LOC and GLIDESLOPE ARMED"
- when cleared for the LOC Arm the LOC
mode and call "LOC ARMED"
Call "LOC ALIVE"
At localizer capture, verify proper mode annunciation.
Call "LOC CAPTURE"
Set runway and call
“RUNWAY HEADING ____ SET ”

Call "CHECKED"
If only cleared for the Localizer and now
cleared for the approach, arm the APP
mode and call "GLIDESLOPE ARMED"
Engage the second autopilot. Call
"COMMAND A or B"
Call "GLIDESLOPE ALIVE"
At glideslope capture, verify proper mode annunciation, check N1 reference bug at the
go–around limit and set missed approach altitude.
“GLIDESLOPE CAPTURE”
The PF shall point to the Missed Approach
Altitude on the FMC LEGS page and call
“____ FEET” The PF shall then set that
Missed Approach Altitude in the MCP
Altitude, point to it and call “SET”

Call "CHECKED"
At latest 5NM,
call “GEAR DOWN, FLAPS 15"
arm speed brake and check green (Speed
Brake Armed) light illuminated
Call "SPEED CHECKED", position landing
gear lever down and flap lever to the Flap
15 detent. Position ENGINE START
switches to CONT. Check RECALL.
Call "FLAPS 15, GREEN LIGHT" when
flaps indicating correct position.

114 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Call “FLAPS 30/40” for landing

(40 recommended), Set ___ knots and
call "____ SET"
Position FLAP lever as directed, verify and
call "FLAPS ____,GREEN LIGHT"

Call “LANDING CHECKLIST”

Do the Landing checklist and
call "LANDING CHECKLIST COMPLETE"
Call
“OM ____FEET,
____NM FLAGS/NO FLAGS”

Call "ALT CHECKED, FLAGS/NO FLAGS"

Monitor autopilots as required Monitor approach progress
At 1000 feet to touchdown, call
"1000 STABLE" or "1000 NOT STABLE"
- If stable call "CHECKED"
- if not stable call "GO AROUND"
At 500 feet RA
call "500 FLARE ARMED”
Call
“PASSING ____ RADIO, FLARE ARMED”
GPWS “PLUS HUNDRED”
Call “CHECKED” If no auto callout,
call «APPROACHING MINIMUM"
GPWS “MINIMUMS"
Call “CONTINUE " or - If the call is “LAND” monitor the flight
"GO–AROUND, FLAPS 15” instruments and systems throughout the
- If “LAND” monitor flight path to touchdown landing.
- If the call is “GO-AROUND, FLAPS 15” Bring failures to the attention of the Captain
perform the missed approach procedure. - If the call is “GO-AROUND, FLAPS 15”
perform the missed approach procedure.

At approximately 50 feet AGL

If NO FLARE Disconnect AP and perform verify FLARE engagement and call
manual landing "FLARE" or "NO FLARE"

Ensure the auto throttle retards the thrust At 27 Feet verify RETARD on the FMA and
levers to idle by touchdown call "RETARD"

AT TOUCHDOWN

115 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

- Without delay select reverse thrust once verify Speed Brake and Reversers and call
Main Landing Gear (MLG) has touched depending on the situation:
down
- Extend Speed Brake if not UP - "SPEED BRAKE UP" or
- Disengage the A/P after nose wheel "SPEED BRAKE NOT UP"
touchdown.
- "REVERSES NORMAL" or
"NO REVERSE ENG1" or
"NO REVERSE ENG2" or
"NO REVERSES"

AT ROLL OUT
Apply manual Braking if AUTOBRAKE Monitor Deceleration and AUTOBRAKE
DISARM status and call "AUTOBRAKE DISARM" if
AUTOBRAKE DISARM light illuminates.
Remain on instruments until taxi speed

116 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.2.2 Non - ILS Instrument Approaches

Non-ILS approaches are defined as:

- RNP/RNAV approach
- VOR approach
- NDB approach
- LOC, LOC-BC approaches

VNAV is the preferred method for accomplishing non-ILS approaches that have an
appropriate vertical path defined on the FMC LEGS page.
V/S may be used as an alternate method for accomplishing non-ILS approaches,
except for RNP approaches using VNAV minima.

18.2.2.1 Use of the Autopilot during Approaches

Automatic flight is the preferred method of flying non-ILS approaches until suitable
visual reference is established on final approach.

18.2.2.2 Raw Data Monitoring Requirements

During localizer-based approaches; LOC and LOC-BC applicable raw data must be
monitored throughout the approach. During non-localizer based approaches where the
FMC is used for course or path tracking (VOR, NDB), monitoring raw data is
recommended, if available.

18.2.2.3 MAP Displays and Raw Data

The map mode should be used to the maximum extent practicable.

Note: When appropriate, compare airplane position on the map with ILS, VOR, DME,
and ADF systems to detect possible map shift errors.
The VOR and ADF pointers should be displayed on the map for the approach.

18.2.2.4 Use of LNAV

To use LNAV for approaches and missed approaches, a proper series of
legs/waypoints that describe the approach route (and missed approach) must appear
on the LEGS page. There are two methods of loading these waypoints:

18.2.2.5 Database Selection

- This method is required for RNP approaches. An approach procedure selected

through the FMC arrivals page provides the simplest method of selecting proper
waypoints.
Procedures in the database comply with obstruction clearance criteria for non-ILS
approaches.
- No waypoints may be added or deleted between the FAF and the MAP. If the
approach to be flown is not in the database, another approach having the same plan
view may be selected. For example, an ILS procedure might be selected if the plan
view (route) is identical to an NDB approach. In this case, waypoint altitudes must be
checked and modified as required. When an approach is flown by this “overlay”
117 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

method, raw data should be monitored throughout the approach to assure obstacle
clearance.
Note: If an NDB approach for the desired runway is in the database, an overlay
approach should not be used.

If a waypoint is added to or deleted from a database procedure, FMC “on approach”

logic (as described in the FCOM) is partially or completely disabled and the VNAV
obstacle clearance integrity of the procedure may be adversely affected. If an
additional waypoint reference is desired, use the FIX page and do not modify
waypoints on the LEGS page.

18.2.2.6 Manual Waypoint Entry

- Due to potentially inadequate terrain clearance, manual waypoint entry should not
be accomplished for RNAV approaches, nor should this method be used with VNAV
after the FAF.
- When no procedure is available from the FMC arrivals page, manual entry of a
series of waypoints may be accomplished to define the approach routing. The
waypoints may be conveniently defined by using names of waypoints or navaids in the
database, bearing/distance from such fixes, intersections of radials or latitude/longitude
information
- Procedure turns and DME arcs cannot usually be manually entered (unless they can
be defined by a series of waypoints). Deviation from the defined route may require use
of “DIRECT TO” or “INTERCEPT COURSE TO” when intercepting the inbound course.
Constant monitoring of raw data during the approach is required.

18.2.2.7 Use of VNAV

A vertical path suitable for use of VNAV is one that approximates 3° and crosses the
runway threshold at approximately 50 feet. For approaches where an RNP is specified,
or approaches where a DA (H) is used, the waypoints in the navigation database from
the FAF onward may not be modified except to add a cold temperature correction,
when appropriate, to the waypoint altitude constraints. VNAV should be used only for
approaches that have one of the following features:
- A published GP angle on the LEGS page for the final approach segment
- An RWxx waypoint coincident with the approach end of the runway
- A missed approach waypoint before the approach end of the runway, (e.g., MXxx).
- When appropriate, make cold temperature altitude corrections to the waypoint
altitude constraints. When cold temperature altitude corrections are made, the airplane
follows the higher of the glide path angle associated with the approach or the
geometric path defined by the waypoint altitude constraints.

118 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.2.2.7.1 RNP Approaches

RNP approaches may be flown provided the RNP being used is equal to or less than
the RNP specified for the approach. Use of LNAV with the autopilot and F/D is
required. Manual entries or modification of the database procedure are not permitted.
Except for the final approach segment waypoint altitude/ speed constraints may be
entered if not included in the database coding.

Required pitch and roll modes are;

- If Using LNAV/VNAV minima; use LNAV/VNAV modes for aircraft equipped with NPS
- If Using LNAV minima; use LNAV/VNAV or LNAV/ V/S modes for aircraft without NPS

When using LNAV/VNAV minimum enter 125 feet for vertical RNP on the PROGRESS
page 4/4. The use of 125 feet will cause the NPS amber deviation exceedance alert to
occur at 75 feet or slightly less deviation.

18.2.2.7.1.1 Approach Preparations

Select the approach procedure from the arrivals page of the FMC. If the FAF has an “at
or above” altitude restriction, it may be changed to an “at” altitude restriction using the
same altitude. Speed modifications are allowed as long as the maximum published
speed is not exceeded. No other lateral or vertical modifications should be made at or
after the FAF.

Prior to beginning the approach, the crew must brief the approach and complete
needed preparations. These include, but are not limited to, the following items, which
may be included in an approach review card or other type of briefing aid:

- Equipment that must be operational prior to starting the approach

- Selection of the approach procedure, normally without modifications, from the
Altitude Selections/Awareness navigation database

The crew must select or verify the approach RNP.

For airplanes with NPS, the flight crew may enter 125 feet for vertical RNP. While there
are no vertical RNP values published on the approach chart, the use of 125 feet will
cause the NPS amber deviation exceedance alert to occur at 75 feet or slightly less
deviation, since vertical ANP will be at least 50 feet at all times.

Ensure that there is no UNABLE REQD NAV PERF - RNP alert shown before starting
the approach. If the altimeter setting is changing rapidly, the crew should obtain an
update just before starting the approach.

Select LNAV no later than the IAF. If on radar vectors, select LNAV when established
on an intercept heading to the final approach course. VNAV PTH must be engaged for
all segments that contain a GP angle, as shown on the LEGS page, and must be
selected nearing the FAF or earlier.

Once established on final approach, the RNP approach is flown like any other non-ILS
approach.

119 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.2.2.7.1.2 Maximum Lateral and Vertical Deviations for RNAV Ops

If a deviation above the path occurs, the crew should apply the criteria for a stabilized
approach to determine the need for a missed approach.
For airplanes with NPS, the crew can refer to the NPS deviation indications. Full scale
lateral and vertical deviation for NPS is equal to the FMC RNP value. If the deviation
approaches the limit, an immediate correction back to the path is needed. If the
deviation exceeds the limit or an amber deviation alert occurs, a missed approach is
required unless the crew has suitable visual reference to continue to a landing. In the
event of a missed approach for excessive deviation, the crew must continue to make
corrections back to and maintain the required course.

18.2.2.8 Instrument Approach using VNAV

Approaching intercept heading, select flaps 5. When established on an intercept

heading, select LNAV or other appropriate roll mode. Approaching the FAF
(approximately 2 NM), set the DA(H) or MDA(H) in the MCP altitude window, select
VNAV, and ensure VNAV PTH and appropriate roll mode is annunciated. Select gear
down, flaps 15 and arm the speed brake. Adjust speed if using speed intervention.

Note: If desired altitude is not at an even 100 foot increment, set the MCP altitude to
the nearest 100 foot increment above the altitude constraint or MDA (H).

Note: For approach procedures where the vertical angle (“GP” angle shown on the
LEGS page) begins earlier in the approach (prior to the FAF), the MCP may be set to
the DA(H) or MDA(H) once established on the vertical angle.
When initiating descent on the final approach path, select landing flaps, slow to final
approach speed and do the Landing checklist.

As soon as the airplane is at least 300 feet below the missed approach altitude and
stabilized on final approach in VNAV PTH, set the MCP altitude to the missed
approach altitude.
Note: Before selection of flaps 15 or greater, while descending in VNAV PTH in strong
gusty wind conditions, the AFDS may revert from VNAV PTH to LVL CHG due to
minimum speed reversion protection. If an AFDS reversion occurs beyond the FAF or
on a leg that requires use of VNAV PTH, the crew shall immediately initiate a missed
approach.

18.2.2.9 AFDS use for approach

For non-ILS approaches the autopilot should remain engaged until suitable visual
references have been established on final approach.
Using VNAV Maintain the F/D ON when the end of descent is on the runway threshold,
otherwise cycle both F/D to OFF, then ON when visual with the runway.
For V/S, cycle both F/D to OFF, then ON when visual with the runway.
In the case of a Circling Approach the use of the autopilot is recommended until
intercepting the visual profile.
Disengage the autopilot, disconnect the auto throttle and continue the approach
manually. Cycle both F/D to OFF, then to ON.
If the flight director commands are not to be followed, the flight director should be
turned off
120 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.2.2.10 Pressure altimeter versus radio altimeter

Upon initial indication of radio altitude the automatic callout “TWENTY FIVE HUNDRED”
alerts the crew that altitude versus height above terrain should be assessed and
confirmed to be reasonable.
Crosscheck radio and pressure altimeters whenever practical. Using the radio altimeter
to crosscheck the primary altimeter over known terrain will help to recognize altimeter
setting errors.

For instrument approaches, verifying the crossing altitude at the final fix or OM and
cross checking the altimeters is standard procedure. See FCOM – Chapter NP,
Landing Procedure.

For ILS approaches there is the possibility to crosscheck the approach slope
transmitted by the navigation system with the barometric altitude at one or several
points along the approach path. Since this check combines two different and
independent systems, this simple operational procedure allows to mitigate errors on the
altimeter setting as well as potential errors of the navigation system.

Boeing airplanes have uncompensated Baro-VNAV systems and are prohibited from
using LNAV/VNAV minima on approach charts when operating outside of published
temperature restriction limits.
However, if cold temperature altitude corrections are applied as described in the Cold
Temperature Operations Supplementary Procedures chapter of the FCOM, descent to
the corrected LNAV (MDA) minima is allowed. There is no procedure for hot
temperature corrections.

18.2.2.11 Decision Altitude DA (H) or Minimum Descent Altitude MDA

(H)

Non-ILS approaches flown using the Continuous Descent Final Approaches (CDFA)
technique may be flown to the following minima:

- A published DA(H) + 50 feet

- A published MDA(H) used as a decision altitude + 50 feet

Note: All non-precision approaches shall be flown using the CDFA technique. Using
non-CFDA technique requires approval for a particular approach to a particular runway.
Disconnect the auto throttle when disengaging the autopilot While VNAV PTH
guidance may still be used as a reference once the airplane is below DA(H) or
MDA(H), the primary means of approach guidance is visual.

Note: VNAV path guidance transitions to level flight once the missed approach fix is
passed.

121 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.2.2.12 Instrument Approaches using VNAV procedure

Pilot Flying Pilot Monitoring

Call: "FLAPS" according to the flap
extension schedule.

Set the flaps lever as directed. Monitor

flaps and slats extension.
The recommended roll modes for the final approach are:
- For RNP (RNAV) use LNAV
- For a VOR or NDB approach use LNAV
- For a LOC approach use VOR/LOC

When on a final approach course intercept heading for LOC or LOC-BC approaches:
- Verify that the localizer's are tuned and identified
- Verify that the LOC pointer is shown
- Verify that the FMC Descent Point coincides with published distances

Use LNAV or HDG SEL to intercept the

final approach course as needed.

Once wings are level select LNAV or arm

the VOR/LOC mode
WARNING: When using LNAV to intercept the localizer, LNAV might parallel the
localizer without capturing it. The airplane can then descend on the VNAV path with the
localizer not captured
Verify that LNAV is engaged or that VOR/LOC is captured.
2 NM before the ND descent point
call "APPROACHING DESCENT GLIDE
PATH"
- Set MDA on the MCP and
call "____ FEET SET",
- select or verify VNAV PATH and call
"VNAV PATH"

Not later than 5 nm,

call "GEAR DOWN, FLAPS 15" arm speed
brake and check SPEED BRAKE ARMED
green light

122 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Call "SPEED CHECKED",

- Position landing gear lever down and
flap lever to the Flap 15 detent.
- Position ENGINE START switches to
CONT.
- Check RECALL.
Call "GEAR DOWN" and "FLAPS 15,
GREEN LIGHT" when flaps and landing
gear indications are in the correct position.

At the Final Approach Fix, Verify the crossing altitude and crosscheck
call "FAF ____ FEET" the altimeter and call "CHECKED "

Call “FLAPS 30/40” as required for

landing. Call “____ KNOTS SET”
or “SET ____ KNOTS” if manual flight

Call "SPEED CHECKED", position flap

lever as directed. .
Call "FLAPS 30/40, GREEN LIGHT" when
flaps are in the correct position.

Call “LANDING CHECKLIST”

Do the Landing checklist and
call "LANDING CHECKLIST COMPLETE"
300 feet below missed approach altitude,
the PF shall point to the Missed Approach
Altitude on the FMC LEGS page and
call "____ FEET".
The PF shall then set that Missed
Approach Altitude in the MCP Altitude,
point to it and call "SET"
Monitor autopilots as required Monitor approach progress

At 1000 feet to touchdown, call

"1000 STABLE" or "1000 NOT STABLE"
- If stable call "CHECKED"
- if not stable call "GO AROUND"
Call "CHECKED"
When sufficient visual reference is
established at or before minimums, call
"RUNWAY/LIGHTS IN SIGHT”
GPWS "MINIMUMS"
Call "GO-AROUND"
if visual reference is not achieved

123 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

- If PM call GO-AROUND perform a

missed approach procedure
- When sufficient visual reference is
established at or before minimums,
disengage the autopilot in accordance with
regulatory requirements, and disengage
the auto throttle at the same time.

Maintain the glide path to landing

Note: During all non-precision approaches the point at which the landing configuration
selections commence (i.e. Gear Down/Flaps 15) may be modified and briefed at the
captain’s discretion.

124 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl
AIR ALGERIE

18.2.2.13 Instrument Approach using VNAV Flight Pattern

Approaching intercept heading ----- -

~ .O:n~R.:itchillG!ARE~en(•acstonreseded)
• Flaps S
. -~

M
L:Enroute tofu::
• LNAV or other roll mode
• Flaps S
• .,. • VNAV or other pitch mode

/~.: ~< •
;~ ~. / ~ __ Descend to DA(H) or ~IDA(H)
Y ~ / î • Landingflaps(2engine)
• Do the Landing checklist
• Verify crossing altitude and
crosscheck altimeters

L1nt,mpt heading ~ 300 feet below missed approach altitude

• LNAV or other roll mode Set missed approach altitude

lnbound (Approximatety 2 :\"'11) l\li~um use beight for single

• Verify ALT HOLD. VNAV PTH. or / autopilot
VNAVALT (as installed) annunciated / • Disengage autopilot and
• Set DA(H) or MDA(H) ·, autothrortle
• Select or verify VNAV ~
• Speed intervention (as installed)
• Gear down
• Flaps 15 (landing flaps 1 engine)
• Arm speedbrake

125 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.2.2.14 Instrument Approach using V/S

Approaching intercept heading, select flaps 5. When established on an intercept
heading, select LNAV or other appropriate roll mode. Approaching the FAF
(approximately 2 NM), set the MCP altitude window to the DA (H) or MDA (H). Select
gear down, flaps 15, arm the speed brake and adjust speed.

Note: If desired altitude is not at an even 100 foot increment, set the MCP altitude to
the nearest 100 foot increment above the DA (H) or MDA (H).

When initiating descent to DA (H) or MDA (H), select landing flaps, slow to final
approach speed and do the Landing checklist.
At or after the FAF, select V/S mode and descend at appropriate vertical speed to
arrive at the DA (H) or MDA (H) at a distance from the runway (VDP) to allow a normal
landing profile. Initial selection of an appropriate V/S should be made considering the
recommended vertical speeds that are published on the approach chart, if available.
These recommended vertical speeds vary with the airplane's ground speed on final
approach. If no recommended vertical speeds are available, set -700 to -800 fpm.

Approximately 300 feet above the DA (H) or MDA (H), select the missed approach
altitude. Leaving the DA (H) or MDA (H), disconnect the auto throttle when disengaging
the autopilot. Turn both F/Ds OFF, then place both F/Ds ON. This eliminates unwanted
commands for both pilots and allows F/D guidance in the event of a go-around.
Complete the landing.

On the V/S approach, the missed approach altitude is set when 300 feet above the DA
(H) or MDA (H) to use the guidance of the altitude range arc during the approach and
to prevent altitude capture and destabilizing the approach. Unlike an approach using
VNAV, the occurrence of VNAV ALT is not an issue. Since there is no below path
alerting, keeping the DA(H) or MDA(H) set as long as possible is recommended to help
prevent inadvertent descent below DA(H) or MDA(H).

When suitable visual reference is established, maintain the descent path to the flare.
Do not descend below the visual glide path.

126 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.2.2.15 Instrument Approach procedure using V/S

Pilot Flying Pilot Monitoring

Call: "FLAPS ____" according to the flap
extension schedule.
Set the flaps lever as directed. Monitor
flaps and slats extension.
The recommended roll modes for the final approach are:
- For RNP (RNAV) use LNAV
- For a VOR or NDB approach use LNAV
- For a LOC approach use VOR/LOC
When on a final approach course intercept heading for LOC or LOC-BC approaches:
- Verify that the localizer's are tuned and identified
- Verify that the LOC pointer is shown
- Verify that the FMC Descent Point coincides with published distances
Use LNAV or HDG SEL to intercept the
final approach course as needed.
Once wings are level select LNAV or arm
the VOR/LOC mode
WARNING: When using LNAV to intercept the localizer, LNAV might parallel the
localizer without capturing it. The airplane can then descend on the VNAV path with the
localizer not captured
Verify that LNAV is engaged or that VOR/LOC is captured.
2 NM before the ND descent point
call "APPROACHING DESCENT GLIDE
PATH"
Level and ALT HOLD engaged 2NM
before the Descent Point. PF confirms ALT
HOLD and call "____ FEET SET" (Revised
MDA). Passing the Descent Point select
1000 ft per minute ROD initially. Adjust the
MCP V/S to maintain the published
descent path.
Not later than 5 nm
call "GEAR DOWN, FLAPS 15" arm speed
brake and check SPEED BRAKE ARMED
green light

127 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Call "SPEED CHECKED",

- Position landing gear lever down and
flap lever to the Flap 15 detent.
- Position ENGINE START switches to
CONT.
- Check RECALL.
Call "GEAR DOWN" and "FLAPS 15,
GREEN LIGHT" when flaps and landing
gear indications are in the correct position.

At the Final Approach Fix, Verify the crossing altitude and crosscheck
call "FAF ____ FEET" the altimeter and call "CHECKED "

Call “FLAPS 30/40” as required for landing.

Call “____ KNOTS SET”
or “SET ____ KNOTS” if manual flight

Call "SPEED CHECKED", position flap

lever as directed. .
Call "FLAPS 30/40, GREEN LIGHT" when
flaps are in the correct position.
Call “LANDING CHECKLIST”
Do the Landing checklist and
call "LANDING CHECKLIST COMPLETE"
Approximately 300ft above MDA, the PF
shall point to the Missed Approach Altitude
on the FMC LEGS page and
call "____ FEET".
The PF shall then set that Missed
Approach Altitude in the MCP Altitude,
point to it and call "SET"
Monitor autopilots as required Monitor approach progress

At 1000 feet to touchdown, call

"1000 STABLE" or "1000 NOT STABLE"
- If stable call "CHECKED"
- if not stable call "GO AROUND"
Call "CHECKED"
When sufficient visual reference is
established at or before minimums, call
"RUNWAY/LIGHTS IN SIGHT”
GPWS "MINIMUMS"
Call "GO-AROUND"
if visual reference is not achieved

128 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

- If PM call “GO-AROUND” perform a

missed approach procedure
- When sufficient visual reference is
established at or before minimums,
disengage the autopilot in accordance with
regulatory requirements, and disengage
the auto throttle at the same time.

Maintain the glide path to landing Recycle the flight directors

Note: During all non-precision approaches the point at which the landing configuration
selections commence (i.e. Gear Down/Flaps 15) may be modified and briefed at the
captain’s discretion.

129 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl ~
AIR ALGERIE ~

18.2.2.16 Instrument Approach using V/S Flight Pattern

Approaching intercept heading ~On R..IDAR vectors

• Flaps 5 ----- • HDG SEL

At .
., • Pitch mode (as needed)

~ Enroute to fi:t
• Flaps 1 LNAV or other roll mode
• VNAVor other pitch mode

~
,,,.

-Descend to l\IDA(H)

L
• Landing flaps (2 engine)
FAF • SetV/S
• Do the Landing checklist

~~ •~ Approximately 300 feet above ~IDA(H)

Intercept headiog ""'-~ / • Set missed approach altitude
• LNAV or other roll mode

• ~ ~linimum use height for single

autopilot
Inbound (approximately 2 Nl\I) • Disengage autopilot and
/
•• Set
GearMDA(H)
down ·,~aut"'othrottle
........_
• Flaps 15 .
(landing flaps 1 engwe)
• Ann speedbrake

130 Edition 03
NORMAL PROCEDURES
iiul,;,:!I ~Jli!l A,!IA!ll
AIR ALGERIE

18.2.2.17 Non-ILS pattern (auto flight)

QnlnterœotHeadinareartierifDosslblet
«SET LOCAUZERNOR NAY 1 (2) •
= PF ~ passina transion level
• PF & PM set QNH (Il Alimeter and cal:
Initia Apgoaçh fat ·ue,:
=PM FLAPSONE•
«SETQNH • FLAPS ONE• -11ap ind~ , «SET VOR/LOC• or
cQNH_,SETit NJDroaÇhinqinterœotheadinq (at "1' . «SETLNAV•
Qn Passm fL 100: c FEETNOWit •FLAPS FIVE• • PFD mode MAP (BOTH)
c TEN THOUSAND • - If wtthin +I- 50 ft c CHECKED • FLAPS FIVE» wMn llap indocales !5
- If more than +I- 50 FEET DIFFERENCE
« CHECKED •
Changes to the illilllill. a bœliDg Upda1e (Both)
c CABIN CREW, PREPARE
oNavaids Set (PM)
FOR LANDING • NAVs, ADPs, Markers Fey, ers & ldenl
• Fixed l.al<1in0 lights On (PM) IAuto ld..,I fNlur9 on NO (VOR/ADF) «CHECKED•
• LOO<> hght (af nighl) On (PM) !H.fL When interçeotinq final·
• FMC positioo Checked (PM) « APPROACH CHECKLIST • ... « FLAPS 30(40 • except Cirding
« VOR/LOC lt ( Al VORILOC capture)
VernyANP VI. RNP °" Legs Page • Approach Chedd1st.. Perform (PM) • Descend to MDA. PerfOITn (PF)
• Fasten seat belt singin .... On(PM) • Heading Set on QFU (PF)
oCaoo Vertry secured (PM) • required VIS or VDI crosscheck (PF)
• Speed 250 Kts (PF) « SET VNAV • (if appkable)
« LANDING CHECKUST • • ALT HOLD or VNAV PTH Vertry (PF)
• MIN on MCP setec1 (PF)
cpA crosscheck·
• Vertical prolile -, Crosscheck
• Minim1111 âtitudes Respect Pitch angle + 5•
PM morit,n ,_ data bned on ground-bned ,..., aods Reduce Thrust to N1: 50-55%
and_,. (pos,lon -· alituœ)
Pitch angle: +I- 1· (+2' Ftaps 30')
N1: +I- 55% (Flaps 30')
YN•Y mm,· Prettered mef>od
VIS mode: fty a VS based on GS. Cro5SCMCt published ZNMIQEAE"
OME VIAltorT .... VI Alt.
« APPROACHING GLIDE PATH •
« CHECKED, GEAR DOWN, FLAPS
FIFTEEN •
•Speedbrake ARM (PF)
MW! C= eaut@lent Qf VDP in Cll:13 aooroacllJ (vertry speedbrake anned light illuminated)
« MINIMUMS, LIGHTSI RUNWAY M./R • •Gea- and 1laps DOWN and SET(PM)
« CONTINUE • or •StêWt Swltches Cont (PM)
« GO AROUND, FLAPS FIFTEEN • .Raps position Verity (PM)
lfGA: DO. -.m belore passing Mapt t{J{}(}ftAFE fBaroJ
• Three Greens Verity (PM)
m,e,z çontinuinq fQ(Jananq «ONE THOUSAND•
o Autopilot & AIT Diseonnect (PF) « GEAR DOWN, FLAPS FIFTEEN •
«STABLE»
•FD'S Recycle (PM) (WMn w~., dMnd poslbOII)

• VIS & speed .Announœ regurlarly (PM) • 0-,.d llap app,oach (example):
( + deviations from tarvet speed) On gl,de ~ and at 2000' AAL. ge• clown. laps 15.
speed 15 (orhgheulrequested).
« APPROACHING MINIMUMS 150IYAAL: laps 30HO, target speed.
~· CHECKED »

131 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.3 Circling Approach

18.3.1 General

A circling approach with prescribed flight tracks is considered a circling approach.

The circling approach should be flown with landing gear down, flaps 15, and at flaps 15
maneuver speed.
The circling approach may be flown following any instrument approach procedure.
During the instrument approach, use VNAV or V/S modes to descend to the circling
MDA. Use of the APP mode for descent to the circling MDA is not recommended.
Maintain MCP altitude or MDA (H) using ALT HOLD or VNAV ALT mode. Use HDG
SEL for the maneuvering portion of the circling approach.
Note: If the MDA (H) does not end in “00”, set the MCP altitude to the nearest 100 feet
above the MDA (H) and circle at MCP altitude.
When in ALT HOLD at MCP altitude or MDA (H) and before commencing the circling
maneuver, set the missed approach altitude.
Before turning base or when initiating the turn to base leg, select landing flaps and
begin decelerating to the approach speed plus wind additive. To avoid overshooting
the final approach course, adjust the turn to final to initially aim at the inside edge of the
runway threshold. Timely speed reduction also reduces turning radius to the runway.
Do the Landing checklist. Do not descend below MDA (H) until intercepting the visual
profile to the landing runway.
When intercepting the visual profile. Disengage the autopilot, disconnect the auto
throttle and continue the approach manually. After intercepting the visual profile, cycle
both F/D to OFF, then to ON. This eliminates unwanted commands for both pilots and
allows F/D guidance in the event of a go-around. Complete the landing.

18.3.2 Circling from a VNAV or V/S Approach Procedure

Baro minimums pointer is set to revise MDA.

Select gear down and flaps 15 at 4NM (VMC)

When ALT ACQ is annunciated:

- The PF shall preset the MCP HDG to the appropriate heading for crosswind track
When ALT HOLD is annunciated:

- Select HDG SEL

- Set Missed Approach Altitude (MAA)
- the PF shall point to the Missed Approach Altitude on the FMC Legs page and call
“___ FEET”
- The PF shall then set the Go-around Altitude in the MCP, point to it and call “SET"
- The PM shall call "CHECKED"

132 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

18.3.3 Obstruction Clearance

Maximum IAS Circling Area Radius from threshold

180 Kts (Cat C) 4.2 nm

Note: Adjust airplane heading and timing so that the airplane ground track does not
exceed the obstruction clearance distance from the runway at any time during the
circling approach. The obstruction clearance distance is not applicable for a circling
approach with prescribed flight tracks.

18.3.4 Missed Approach -Circling

If a missed approach is required at any time while circling, make a climbing turn in the
shortest direction toward the landing runway. Continue the turn until established on an
intercept heading to the missed approach course corresponding to the instrument
approach procedure just flown.

18.3.5 Visual Traffic Pattern General

Visual traffic patterns are to be conducted in accordance with the procedures detailed
in the FCTM Chapter 5 with the following additional requirements:
The recommended landing approach path is 3°.
Once the final approach is established at 2.5NM the airplane configuration remains
fixed and only small adjustments to the glide path, approach speed, and trim are
necessary. This results in the same approach profile under all conditions.

18.3.6 Downwind and Base Leg

Fly at an altitude of 1500 feet above the runway elevation and enter downwind with
flaps 5 at flaps 5 maneuver speed. Maintain a track parallel to the landing runway
approximately 2 NM abeam. Before turning base or initiating the turn to base, extend
the landing gear, select flaps 15, arm the speed brake, and slow to flaps 15 maneuver
speed or approach speed plus wind additive if landing at flaps 15. If the approach
pattern must be extended, delay lowering gear and selecting flaps 15 until approaching
the normal visual approach profile. Turning base leg, adjust thrust as required.

Extend landing flaps before turning final. Allow the speed to decrease to the proper
final approach speed and trim the airplane. Do the Landing checklist. When
established in the landing configuration, maneuvering to final approach may be
accomplished at final approach speed (VREF plus wind additive).

NOTE: For situational awareness it is recommended to display landing threshold fix

with circles radius of 2.5NM and 4.2NM.

133 Edition 03
NORMAL PROCEDURES
~.}l,;,:JI ~,g/1 A,g,,1.:11 ~
AIR ALGERIE ~

18.3.7 Circling Approach Flight Pattern

= PF
=PM

TURNING BASE. DIRNfHGOOWMflM2

• Flaps 3Ql40 • Ma.rail visual c:ontlct
witl ... run.ay
• Do nac desœnt beow MDA • Vapp
the
unlil irurctpling IISUai • LOG checldist
• x-wnd CCl'rectlan

INIDA4, ÇQNFIG·
profile~thelandingnmuy...:s:..."""1::..---------------0----------------cr----- ..... • MCP ALT 15 MDA roundl!d to Ille h9* 100 ft

J 5eCOl'lds per 100 ft mtnus tuwtoo • Geir cbrl, Flaps 15

Πpkls t'lea!llllllnd llveded by 2

-·------
'
'
'
References:
• FCOMSPp4.X
• ORH MAN p2.X
ATMQA AND 111$00:
• FCTM5.XX
• SetALT HOlD n VfriyFMA -

'' • Set Missed Approach Altitude., MCP

• Select HDG SEL Whllfl wilhin pn,lld8d ..a

• S1art CRling: 45 "Cfffor45sec .

• Wings shcMd be lewl

when ruching
400ftML Nam
• If c:irdrlg hm a, ILS aipproac:11, fty
LS III LOC n VIS (nac APP)
Wsa> AfPBQAÇH: • If c:ircling tom a, ILS ~.
go-aroWICI shcud be made al the
• UseRaps 15 At,,ç..,.,t flAA Obs.t1•1utioo ICAO Ob-wracti.o9 Mapt d the LOC appr. rf fie airtietd 15
• Malle a clmbing un in lie shor1e!I Catrgory Clcanuot:e RadilH (r) l:lc•natt KadilH (r) nac~
dnclon tow.cts the ldg RWY. • Cin:1ing wiCh llss !han 4000n Vis is
• ~ the missed appr rouling Mairàin c 17NM 4:2NM margml
• the ffll5S4!d aipproac:1111.ip sellng und
dosHI rnanewering is compleœd. D 2.3 NM S.28NM
- • Wlh one engine inoper3IWe pefform
the same manoewr wifl gur up
laps 10 unlil turning base.

134 Edition 03
NORMAL PROCEDURES
iiul,;,:!I ~Jli!l A,!IA!ll
AIR ALGERIE

18.4 Visual Traffic Flight Pattern two engines and Touch and Go
(55T, MSL, ISA)
Base Leq (check wind)

End of Downwind Abeam Threshold

• Staf1 limer (3"/100ft +/- 0.5 kts)
•"Geardown" Downwind
• "Flaps 5"
•"Flaps 15• • Non-namal CIL
•Speedbrakes Arm • Decelerate to ·5·
• Alter TO CIL
•Baik25" • 11 inOp Descent CIL
•Lewltun
• 11 rq> Approach CIL

Base Leg (check windJ

• Vapp
• Start descend • Pitch Angle 2,5"
• 1# inoperative L.anding CIL

GoAround
•TOGA
"GO AROUND, FLAPS 1"
• Pitch Angle 13"
"POSITIVE RA TE"
"GEARUP"
• Check Go Aroood thrust and altrtude
• A.bave 500 n AGL or MFRA resume pattern

1000 ft AGL
• Stat c<lltnJous tum to
Enqine Failure
Final Tum {check windJ downwind (bank 25")
• Sklp Y.NI
• Bank decreasing tum
•Vapp ME&
• Pitch Angle for 3• slope • Freeze rudder • Level acœleration (Pitch Angle 10")
• Vapp
• Stabilisedat Y. circuit altlude • V2 (Pitch Anole 13·) + W110S level • Al speed of V2+15 "fLAPS 5•
• 1# inoperative L.anding CIL COff'C)leted • Rudder trwn to O "POSITIVE RA TE" • Al llaps 5 speed
.. "GEARUP• • Al llaps 1 speed
FIare
• Check Go Aroood thrust and altitude •Climb&tum
• Raise nose slightly"
• Thrust de
• "Check Go Aroood"
• Keep Prtch Anole (look outside) • "Acceleration Above 500 ft AGL
orMFRA"

135 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

19 GO-AROUND AND MISSED APPROACH GENERAL .....................................137

19.1 Go-Around after Touchdown ........................................................................137

19.2 F/D Go-Around procedure (Single Channel or Manual) ...............................138
19.3 Go-Around procedure Dual Channel ............................................................140
19.4 Go-Around and Missed Approach Flight Pattern ..........................................142
19.5 Landing Checklist Philosophy ......................................................................143

136 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

19 GO-AROUND AND MISSED APPROACH GENERAL

Perform this procedure as per SOP, FCOM – Normal Procedures, Go-Around and
Missed
Approach Procedure, with the additional guidance provided here. Refer also to FCTM –
Chapter 5 Go-Around and Missed Approach.
If a missed approach is required following a dual autopilot approach with FLARE arm
annunciated, leave the autopilots engaged. Push either TO/GA switch, call for flaps 15,
ensure go-around thrust for the nominal climb rate is set and monitor autopilot
performance. Retract the landing gear after a positive rate of climb is indicated on the
altimeter.
If full thrust is desired after thrust for the nominal climb rate has been established,
press TO/GA a second time.
If a missed approach is required following a single autopilot or manual instrument
approach, or a visual approach, push either TO/GA switch, call for flaps 15,ensure/set
go- around thrust, and rotate smoothly toward 15° pitch attitude. Then follow flight
director commands and retract the landing gear after a positive rate of climb is
indicated on the altimeter.
The TO/GA roll mode maintains existing ground track. Above 400 feet AGL, select a
roll mode as appropriate.
Command speed automatically increases to maneuver speed for the existing flap
position. Retract flaps on the normal flap/speed schedule to the desired position at the
published missed approach altitude.
When the flaps are retracted to the desired position and the airspeed approaches
maneuver speed ensure climb thrust is set.

19.1 Go-Around after Touchdown

If a go-around is initiated before touchdown and touchdown occurs, continue with

normal go-around procedures. The F/D go-around mode will continue to provide go-
around guidance commands throughout the maneuver.

If a go-around is initiated after touchdown but before thrust reverser selection, auto
speed brakes retract and auto brakes disarm as thrust levers are advanced. The F/D
go- around mode will not be available until go-around is selected after becoming
airborne.

Once reverse thrust is initiated following touchdown, a full stop landing must be made.
If an engine stays in reverse, safe flight is not possible.

137 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

19.2 F/D Go-Around procedure (Single Channel or Manual)

Pilot Flying Pilot Monitoring

Push TO/GA switch.
Call “GO-AROUND, FLAPS FIFTEEN”
If full G/A thrust is required, push the
TO/GA switch again after reduced G/A
thrust is established.
Verify that the thrust increases
Confirm thrust advances toward G/A. Call
“FLAPS FIFTEEN”, position FLAP lever to
15 and monitor flap retraction.
Rotate to go–around attitude and
call “SET GO-AROUND THRUST”
Set Go-around thrust and
call “GO-AROUND THRUST SET”
Verify mode annunciation.
When positive rate of climb is indicated call Verify that both VSI and altimeter indicate a
“GEAR UP” and monitor acceleration positive rate of climb and
call “POSITIVE RATE”
move the gear lever to the UP position
If the airspeed is within the amber band,
limit bank angle to 15°
Check flight instrument indications (MCP speed window blanks)
Above 400 feet radio altitude, call for
appropriate roll mode
Verify mode annunciation
Call “TUNE RADIOS FOR MISSED
APPROACH”
Tune radios as directed.
At acceleration height (minimum 1000ft
AGL) Commence flap retraction call
"FLAPS ____" according to the flap
retraction schedule.
Check a speed trend vector is visible and
position FLAP lever as directed, monitor
flaps and slats retraction.
After flaps are set to the planned flap After calling
setting and at or above the flap "SPEED CHECKED, FLAPS UP"
maneuvering speed, select LVL CHG. Call ATC as required. When all flaps are
VNAV may be selected if the flaps are up, up and associated lights are extinguished,
and call call “FLAPS UP, NO LIGHTS”
"SET LEVEL CHANGE" or "SET VNAV"

138 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Level off at selected altitude and maintain

flaps-up maneuvering speed

Engage autopilot and

call “COMMAND A” or “COMMAND B”

Verify annunciation
Set the landing gear lever to OFF after
landing gear retraction is complete.
- Set the engine start switches as needed
Call “AFTER TAKEOFF CHECKLIST”
Do the AFTER TAKEOFF checklist and
call "AFTER TAKEOFF CHECKLIST
COMPLETE"

139 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

19.3 Go-Around procedure Dual Channel

Pilot Flying Pilot Monitoring

Push TO/GA switch.
Call “GO-AROUND, FLAPS 15”
If full G/A thrust is required, push the
TO/GA switch again after reduced G/A
thrust is established.
Verify that the thrust increases
Confirm thrust advances toward G/A. Call
“FLAPS FIFTEEN”, position FLAP lever to
15 and monitor flap retraction.
Confirm rotation to go–around attitude and
monitor autopilot.
Call “SET GO-AROUND THRUST"
Verify correct auto throttle operation and
call “GO-AROUND THRUST SET”
Verify mode annunciation.
When positive rate of climb is indicated call Verify that both VSI and altimeter indicate a
“GEAR UP” and monitor acceleration positive rate of climb and
call “POSITIVE RATE”
move the gear lever to the UP position
If the airspeed is within the amber band,
limit bank angle to 15°

Check flight instrument indications (MCP speed window blanks)

Above 400 feet radio altitude, call for
appropriate roll mode

Verify mode annunciation

Call “TUNE RADIOS FOR MISSED
APPROACH”

Tune radios as directed.

At acceleration height (minimum1000 ft
AGL) Commence flap retraction call
"FLAPS ____" according to the flap
retraction schedule.
Check a speed trend vector is visible and
position flaps lever as directed, monitor
flaps and slats retraction.

140 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

After calling
"SPEED CHECKED, FLAPS UP"
Call ATC as required.
When all flaps are up and associated lights
are extinguished,
call “FLAPS UP, NO LIGHTS”

Verify airplane levels off at selected altitude

- Set the landing gear lever to OFF after
landing gear retraction is complete.
- Set the engine start switches as needed
Call “AFTER TAKEOFF CHECKLIST”
Do the AFTER TAKEOFF checklist and call
"AFTER TAKEOFF CHECKLIST
COMPLETE"

Note: An automatic go-around cannot be initiated after touchdown.

141 Edition 03
NORMAL PROCEDURES
f.uWI ia#I A,g,/a!II
AIR ALGERIE

19.4 Go-Around and Missed Approach Flight Pattern

=PF
=PM
« AFTER TAKEOFF CHECKUST »
Perfonn (PM)
• After Takeoff Check-list
OR

11111111''"
IMle,J ~~tmg set
« select
« SELECTVNAV»
GE» a-
AporoaçhinqMÇPallitude
GA acœle@l1on allllude f10QŒ AFE AfnimumJ • MCP Speed Aqust if needed (PM)
• Clm> Thrust ···-····································· Verfy (PM)
« FLAPS •Flap.-actionon--. MCP~ .. --acluallapm_,ng speed
• MCP Speed Adjust (PM)
• MCP Speed Vertfy I Set (PM) MCP 1pMd Wllld- •hows actualflap rnan...wnng .,....i
VenfyMCP Spffd ,s blanked or Hl MCP 10 planned
ftap m_u..,,ng sl)ffd.

· ,
1 1 -· II'
c• Suppinfo:

Nii+MIM • The first push a TO/GA switch will produœ a raie of cl1mb a 1000- 2000fpm

Al DA or Mll,41
• If full thrust is des red press TOIGA switch a second lime (this tunction ls roly
« GO AROUND, FLAPS 15 » available if NT engaged).
« FLAPS 15 » (WMn t1ap m 15• posdionJ
« POSmVE RATE » (on allimeœrJ • When F/D switches not on, pushing either GA switch displays the F/D bars.
They will disappear however when the first pitch a roll mode is selected or
«GEARUP » engaged.
« SET GO AROUND THRUST »
•SELECT HEADING SELECT» (wllh FIO on> •lllrust. GIA thrust AdJUSI (PM) • Engag ng an NP alter pressing TOIGA engages the pitch in LVl CHG and
•TUNE RADIOS FOR MISSED APPROACH • Pitch Check 15• (PM) the rOII in HDG SEL
• t.tssed ap routrig Vertfy tracking (Both)
• MCP Alt ...........................•............. Check (PM)
• On a Dual Channel GIA the last engaged A/P disengages when the
• MCP Hdg Check (PM) pitdl mode {TO/GA) is changed (e.g. ALT ACQ or pressing LVL Cl-lG)

Mapl

:;-
1

142 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl ~
AIR ALGERIE ~

19.5 Landing Checklist Philosophy

CHECKLIST CALL READ VERIFY RESPOND

LANDING PF PM BOTH PF

CPT F/O BOTH PF PM

E ngi ne start switches . . . . . . .. IU • IU • IU CllNIT

Speedbrake . . . . . . . . . . . . . . .. IU • IU • • MIEDJ
Landing gear. . . . . . . IU • IU •••

F laps . . . . . . . . . . . . . . ....

143 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

20 LANDING ROLL ................................................................................................145

20.1 General ........................................................................................................145

20.2 Wheel Brakes ...............................................................................................145
20.2.1 Automatic Brakes ......................................................................................145
20.2.2 Transition to Manual Braking .....................................................................145
20.3 Speed brakes ...............................................................................................146
20.4 Reverse thrust operation ..............................................................................146
20.4.1 General ......................................................................................................146
20.4.2 Additional Guidance...................................................................................147
20.4.3 Stowing ......................................................................................................147
20.4.4 RHS as Pilot Flying....................................................................................148
20.5 Landing Rollout Procedure ...........................................................................149

144 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

20 LANDING ROLL

20.1 General
Perform this procedure as per SOP, FCOM – Chapter NP, Landing Roll Procedure,
with the additional guidance provided here. Refer also to FCTM –Chapter 6 for
additional information and techniques on operation of Speed brakes, Automatic/Manual
brakes, and Reverse Thrust.

20.2 Wheel Brakes

20.2.1 Automatic Brakes

For normal operation of the autobrake system select a deceleration setting. Settings
include:

- MAX: Used when minimum stopping distance is required. Deceleration rate is less
than that produced by full manual braking
- 3: Should be used for wet or slippery runways or when landing rollout distance is
limited. If adequate rollout distance is available, autobrake setting 2 may be
appropriate.
- 1 or 2: These settings provide a moderate deceleration effect suitable for all routine
operations.

Idle Reverse Thrust should be planned for every landing. However for operational or
safety raisons requirements Max Reverse can be used. Reverse Thrust other than idle
usage shall be briefed. In this case, immediate initiation of reverse thrust at main gear
touchdown and full reverse thrust allow the autobrake system to reduce brake pressure
to the minimum level.

The importance of establishing the desired reverse thrust level as soon as possible
after touchdown cannot be overemphasized. This minimizes brake temperatures and
tire and brake wear and reduces stopping distance on very slippery runways.

After touchdown, crewmembers should be alert for autobrake disengagement

annunciations. The PM should notify the PF anytime the auto brakes disengage.

If stopping distance is not assured with auto brakes engaged, the PF should
immediately apply manual braking sufficient to assure deceleration to a safe taxi speed
within the remaining runway.

20.2.2 Transition to Manual Braking

The speed at which the transition from autobrakes to manual braking is made depends
on airplane deceleration rate, runway conditions and stopping requirements. Normally
the speed brakes remain deployed until taxi speed, it should be stowed at the start of
the After Landing Procedure when clear of the active runway. When transitioning to
manual braking, use reverse thrust as required until taxi speed. The use of speed
brakes and reverse thrust is especially important when nearing the end of the runway
where rubber deposits affect stopping ability.

145 Edition 03
NORMAL PROCEDURES
4dl.;!I iÏ4.!III .ôgâJJ/
AIR ALGERIE

When transitioning from the autobrake system to manual braking, the PF should notify
the PM. Techniques for release of auto brakes can affect passenger comfort and
stopping distance.

- Smoothly apply brake pedal force as in a normal stop, until the autobrake system
disarms. Manually position the autobrake selector off (normally done by the PM at
the direction of the PF).

20.3 Speed brakes

Speed brakes are armed to extend automatically. Both pilots should monitor speed
brake extension after touchdown. In the event auto extension fails, the speed brake
shall be manually extended immediately. The position of the speed brakes should be
announced during the landing phase by the PM.

20.4 Reverse thrust operation

20.4.1 General

After main gear touchdown, with the thrust levers at idle and without delay, rapidly raise
the reverse thrust levers up and aft to the interlock position and hold light pressure until
the interlocks release to detent No 1 (idle reverse), applying braking and reverse thrust
simultaneously.
For Short Field Performance aircraft the reverse is expected to be deployed within
2 seconds after touchdown in order to fulfill performance requirements.

As the thrust reverser reaches the deployed position, the REV indicator illuminates
green and the reverser lever can be raised to detent No. 2. This position provides
adequate reverse thrust for normal operations. When necessary, the reverse thrust
lever can be pulled beyond detent No. 2, providing maximum reverse thrust. Maintain
reverse thrust as required until airspeed approaches 60 knots.

146 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

The thrust levers should be positioned to reverse idle by taxi speed, then to full down
after the engines have decelerated to idle. The PM Callout 60 knots to assist the PF in
scheduling the reverse thrust. (FCTM – Chapter 6 – Landing Roll, Reverse Thrust
Operation.)
The importance of establishing the desired reverse thrust level as soon as possible
after touchdown cannot be overemphasized. This minimizes brake temperatures and
tire and brake wear and reduces stopping distance on very slippery runways. FCTM –
Chapter 6 – Landing Roll, Wheel Brakes.

Note: Reverse Thrust and speed brake drag are most effective during the high speed
portion of the landing. Deploy the speed brake lever and activate reverse thrust with as
little time delay as possible. FCTM – Chapter 6 - Landing Roll, Factors Affecting
Landing Distance.

Note: If an engine surges during reverse thrust operation, quickly select reverse idle on
all engines.

20.4.2 Additional Guidance

Flight crew should consider the following when using reverse thrust for landing and
rollout:

• During Non-normal condition landings, regardless of the autobrake selection,

Maximum Reverse Thrust shall be used, unless QRH/FCTM dictates a different
technique for the specific NNC.

• On non-dry runways regardless of the autobrake selection, Detent No. 2 shall be

used.

• On dry Runways:
- High elevation airfields (above 4 000 MSL): at least thrust reverse Detent No. 2
should be considered to mitigate braking cooling issues.
- For flights within the hot temp airfield during summer period, especially on multi
sectors, detent No. 2 should be considered to mitigate braking cooling issues.
- For all other landing operations, conditions permitting, apply reverse thrust as
needed, however, at least idle reverse (Detent No. 1) shall be used. Flight Crew
considerations regarding limiting reverse thrust to idle must include runway
length and brake cooling considerations.

• Flight crews should consider the following when using brakes:

- While taxiing, use a large number of small, light brake applications instead of
small number of moderate firm brake applications. This can be achieved by
maintaining a constant taxi speed target using numerous light brake
applications, rather than using a single firm brake application to reduce speed
from above a target to below the target, and leave it accelerate again to the
above target.
Note: Passenger comfort, brake to vacate, turnaround time and recommended cooling
time are important considerations, however the main factor to be considered during an
autobrake selection and reverse thrust application is safety.

147 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

20.4.3 Stowing
To avoid T/R fault lights, Boeing recommends moving the reverse thrust levers from
idle to stow slowly but without pause. A pause in movement of the reverse thrust lever
past detent No. 1 toward the stow position may cause an ENGINE CONTROL light or
REVERSER light and MASTER CAUTION to illuminate due to an erroneous BITE
check. Approaching taxi speed and after engines are at reverse idle, move the reverse
thrust lever to the full down position without pause.
Note: A pause of approximately 16 seconds engages the electro-mechanical lock and
prevents the thrust reverser sleeves from further movement. Cycling the thrust
reverses may clear the fault and restore normal operation. FCOM – Chapter 7 –
Engines/APU, Thrust Reverser.

20.4.4 RHS as Pilot Flying

It is Captain's discretion when and where to assume controls during the landing roll.
Consider allowing the RHS pilot to complete the landing roll until reaching taxi speed to
allow for a smooth transition and practice on completing the full landing roll maneuver
including stowing the reverser.
Controls shall be handed over to the LHS pilot before vacating the runway.
The RHS, as PF, must continue the landing roll maneuver until the Captain positively
assumes controls and clearly calls out “I HAVE CONTROL”
If not, bring the aircraft to a complete stop on the runway centerline.

Max ground speed for RETs (Rapid Exit Taxiways) under normal conditions is 45
Knots, and 30 Knots on wet pavement, unless lower speed restrictions apply.

However, this is not mandatory, meaning that the Captain has the authority to decide
for a speed lower than that.
Note: If the turnoff is 90 degrees the max speed is 10kts.

WARNING: This is not applicable for contaminated runways.

148 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

20.5 Landing Rollout Procedure

Pilot Flying Pilot Monitoring

Ensure thrust levers at idle.
If an auto land was accomplished,
disconnect the autopilot and control airplane
manually.
Verify auto throttle disengages
automatically.
Verify auto throttle is disengaged and SPEED BRAKE lever UP
- Call out “SPEEDBRAKES UP”
- If SPEED BRAKE lever not UP,
call “SPEEDBRAKES NOT UP”
Monitor the rollout progress and verify proper autobrake operation.
WARNING:
After the reverse thrust levers are moved, a full stop landing must be made.
If an engine stays in reverse, safe flight is not possible.
Without delay select reverse thrust once
main gear has touched down. Move the
reverse thrust levers to the interlocks and
hold light pressure until the interlocks
release.
Apply reverse thrust as needed.
Verify that the forward thrust levers are
closed.
- When both REV indications are green, call
"REVERSERS NORMAL"
- If there is no REV indication(s) or the
indication(s) stays amber, call
"NO REVERSER ENGINE NUMBER ONE",
or "NO REVERSER ENGINE NUMBER
TWO",
or “NO REVERSERS".
At 60 knots, reduce reverse thrust to be at At 60 knots Call: “60 KNOTS”
IDLE reverse when reaching taxi speed.
When stopping is assured, slowly move the
reverse thrust levers to the full down
position.

Verify REV indication extinguished.

Prior to taxi speed, disarm the autobrake
and continue manual braking as required
At taxi speed If the First Officer was doing the Landing the Captain
Call: “I HAVE CONTROL” and the First Officer responds “YOU HAVE CONTROL”

149 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

21 AFTER LANDING ..............................................................................................151

21.1 General ........................................................................................................151

21.2 Taxiing..........................................................................................................151
21.3 Flap Retraction after Landing .......................................................................151
21.4 CFM 56 Engine Cool Down After Landing....................................................151

150 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

21 AFTER LANDING

21.1 General

The First Officer will start the After Landing Procedure only when the runway has been
vacated and the Captain has stowed the Speed Brake. Perform this procedure as per
SOP, FCOM – Chapter NP, After Landing Procedure, with the additional guidance
provided here.

21.2 Taxiing
As with the taxi-out, taxi-in remains a critical part of the flight, beyond required duties
within the flight deck the focus should be on arriving safely at the gate/parking bay.
The pilots must have the taxi chart available and the First Officer should provide
progressive taxi guidance to the Captain.
When clear of the active runway and taxi instructions have been received,
acknowledged and understood by both pilots, written on the OFP, the captain will move
or verifies that the speed brake lever is down, then the F/O accomplishes the after
landing flow.

While taxiing, maintain a constant taxi speed target using numerous light brake
applications, rather than using a single firm brake application to reduce speed from
above a target to below the target, and leave it accelerate again to the above target.
Delay APU start until entering parking area.

21.3 Flap Retraction after Landing

The Cold Weather Operations Supplementary Procedure defines how far the flaps may
be retracted after landing in conditions where ice, snow, or slush may have
contaminated the flap areas. If the flap areas are found to be contaminated, the flaps
should not be retracted until maintenance has cleared the contaminants.

21.4 CFM 56 Engine Cool Down After Landing

In order to reduce the maintenance costs of CFM 56 engines, the manufacturer

recommends a minimum cooling period of 03 minutes, even if the taxi time after landing
is short (taxi speed should be adapted accordingly). This period is necessary in order to
guarantee thermal stabilization of the various hot parts.

Engine cooldown recommendations:

• Run the engines for at least 3 minutes

• Use a thrust setting normally used for taxi operations
• Routine cooldown times less than 3 minutes are not recommended.

151 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

22 SHUTDOWN ......................................................................................................153

22.1 General ........................................................................................................153

22.2 Shutdown Checklist Philosophy ...................................................................154

152 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

22 SHUTDOWN

22.1 General

Start the Shutdown Procedure after Taxi is complete and perform this procedure as per
SOP, FCOM –Chapter NP, Shutdown Procedure, with the additional guidance provided
here.

Sterile Flight Deck finishes when the engines are shut down at the gate/parking bay.

After completing the Shutdown Procedure, the Captain will set the Stabilizer Trim to 4
units (5 units for Cold Weather Operations). This is to minimize tail tipping during
loading/unloading the aircraft in strong wind conditions.
Both pilots will select or verify the Press To Talk (PTT) in the control wheel is set to
“off”.

The CPT calls “SHUTDOWN CHECKLIST”

The F/O accomplishes the SHUTDOWN checklist.

CAUTION: Shoulder Harness is to be released only after engines shutdown.

Do not allow the shoulder harness straps to retract quickly. Buckles can pull or damage
circuit breakers.

CAUTION: To avoid unwanted control column movement during gusty tailwind

conditions, leave the B electric hydraulic pump switch ON until completing the secure
procedure.

CAUTION: Do not set temperature selectors to OFF unless directed by a procedure or

a checklist.

Note: Unlock the cockpit door after the L1 door has been opened.

153 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl
AIR ALGERIE

22.2 Shutdown Checklist Philosophy

CHECKLIST CALL READ VERIFY RESPOND

SHUTDOWN CPT F/O BOTH AREA OF RESPONSIBILITY

CPT F/O BOTH PF PM

154 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

23 TECHNICAL LOG BOOK ..................................................................................156

23.1 General ........................................................................................................156

23.2 Events Requiring Maintenance Inspection ...................................................156

155 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

23 TECHNICAL LOG BOOK

23.1 General

The Captain will complete the Aircraft Technical Log Book and sign it. Use the
appropriate Fault Reporting Manual (FRM) Code for any reports and coordinate with
MCC/Maintenance line. If there is no defect to report, use “NIL Defects” in Block 1.
There is no requirement for Engineering to sign off a “NIL Defects” entry.
When a defect is observed during flight, a considerable advantage to operations can
be made by contacting (MCC) at the earliest opportunity. Using SATCOM, ACARS,
VHF or HF systems are approved methods and can potentially save long delays for our
customers and colleagues if advanced notice is received, enabling MCC to preposition
spares or staff or, in some cases, to swap a flight to another aircraft.
Note:
Captains are reminded that it is a legal requirement to make sure that Technical
Logbook is properly filled and signed before leaving the aircraft.
It is a recommended practice to announce the completion of this task to the other pilot
before leaving the flight deck upon completion of a flight. FOs are encouraged to
remind and follow up that the Technical Logbook is signed.

Note: Aircraft Technical Log Book must be filled with black ink pen.

23.2 Events Requiring Maintenance Inspection

During ground or flight operations, events may occur which require a maintenance
inspection after flight. Use the following guidance to determine what events require a
maintenance inspection:
- Hard landing
- Severe turbulence
- Over speed flaps/slats, MMO/VMO, landing gear, landing gear tires
- High-energy stop as an RTO (refer to the AMM for guidance)
- Lightning strike
- Bird strike
- Tail strike
- Extreme dust
- Overweight landing
- Any event that the pilot feels maintenance inspection could be needed.

Note: If in doubt, the best course of action is to report it.

156 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

24 SECURE ............................................................................................................158

24.1 Leaving the aircraft .......................................................................................158

24.2 Outstation Non-planned Night Stop ..............................................................158
24.3 Secure Checklist Philosophy ........................................................................159

157 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

24 SECURE

Perform this procedure as per SOP, FCOM – Chapter NP, Secure Procedure.

24.1 Leaving the aircraft

Ensure the Flight Deck Access System switch is in the “OFF” position before leaving
the Flight Deck.
The handover should normally be between inbound and outbound crew, or to an
engineer. When neither the outbound crew nor the engineer is available the crew will
coordinate with MCC/Line control to verify if the Engineers are on their way to attend
the aircraft.

Should outbound crew or Engineering support not be available, proceed with the
following steps:

Make sure all appropriate checklists and post-flight duties are complete. Ensure all
passengers have deplaned.

Ensure Cabin Crew post flight duties (to include security checks) are complete.

Ensure all doors except L-1 are closed, complete the SECURE Procedure Checklist.

Complete the Electrical Power Down Supplementary Procedure.

Leave the flight deck clean and tidy and depart the aircraft and close Door L-1, unless
the aircraft is in transit with the presence of the joining crew, cleaners or maintenance
staff.

Take the Crew Bus to Base and complete post flight debriefing duties.
The crew will leave the aircraft with all necessary equipment and Briefing Pack
Envelope and return to Operation where they will:
- Deliver the briefing pack envelope with all documents signed by the Captain
- Debrief cabin crew especially if there has been any out of the ordinary occurrences
during the course of the day
- Submit any deviation or safety incident report if appropriate

24.2 Outstation Non-planned Night Stop

Should a situation require a non-planned night stop at any outstation, Coordination with
CCO, Line control and local handling agent is required.

Arrangements will be made based on the available resources at the any particular
outstation. If the aircraft is to be parked, powered down and left unattended, it must be
security sealed according to procedures in OM-A paragraph 10.2.

158 Edition 03
NORMAL PROCEDURES
iul.r.ll ii.it.!111 A,!IA.fl
AIR ALGERIE

24.3 Secure Checklist Philosophy

CHECKLIST CALL READ VERIFY RESPOND

SHUTDOWN CPT F/O BOTH AREA OF RESPONSIBILITY

CPT F/O BOTH PF PM

• • • • • • • 11 1 i 1 ,, (Ç»I; ·'I, ,'

• 111111~/1'1'
(r5)1 · 'I, ,

• • • • • • • , , , ,Cç~I; ·'I, ·'

• • • • • • • , , , Cç~I; ·'I, ·'

159 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

25 QUESTIONS ......................................................................................................161

25.1 PREFLIGHT .................................................................................................161

25.2 Before Start ..................................................................................................162
25.3 After Start .....................................................................................................162
25.4 Before Takeoff..............................................................................................162
25.5 Takeoff .........................................................................................................162
25.6 Climb ............................................................................................................163
25.7 Descent ........................................................................................................163
25.8 Approach ......................................................................................................164
25.9 Landing ........................................................................................................165
25.10 After Landing ................................................................................................166
25.11 Shutdown .....................................................................................................166
25.12 General ........................................................................................................166

160 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

25 QUESTIONS

25.1 PREFLIGHT

During pre-flight, must I complete all procedures in the exact order as they are
shown in the NOP?
• Normally yes, however it is acceptable to vary this if circumstances dictate.

Should I enter an estimated ZFW during the initial setup?

• No. It is not possible to enter an estimated ZFW before refueling and preliminary
load sheet.

Should I enter the anticipated thrust derate during the initial setup?
• No.

How do I calculate the average wind?

• Use the Wind Component provided on OFP and mean route.
• Enter this value at TOC (PERF INIT page), this will then propagate forward on
the route so by giving a reasonable estimate of arrival fuel to help alert crew of
any errors.

How do I estimate the mean route?

• Put destination airport in fix page and use this bearing.
• Even for long routes this approximate value will be sufficient for a gross error
check of fuel.

If an insufficient fuel or unable altitude message is received what should I do?

• If at all possible both crewmembers should try and resolve the issue. Are all the
winds loaded? Did you use an average wind? Is the route correct? Is the zero
fuel weight correct? Have you the correct fuel? Do not allow the issue to be
unresolved.

Can I load the descent winds on the ground?

• Yes, however if a turn back is required this point must be considered.

What is the optimum position of the weather radar brightness control?

• At least in the 4 o’clock position (max).
• This helps identify small weather returns and also improves the camera
picture if in use. This is a good example of a commonly used technique.

What aircraft position do I use on the set up?

• Compare the Airport Latitude and Long in the FMC to the GPS position for
any gross error. If no error use the Left GPS position.

Must I always do a Route Copy?

• No, route 2 can be used for many different things like Engine out Procedure if not in
the database, escape routes etc.

161 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Must the departure and arrival runway be the same as the OFP for the progress page
distance check?
• No. The distance check is for gross errors and the check is completed before the
runways are entered.

25.2 Before Start

Can I partially complete the Before Start Checklist to help the departure process?
• Yes, the Before Start checklist can be completed in any order and normally it will be
completed initially up to the beacon. You will then not hold up other ground traffic
while completing checks prior to pushback.

Am I allowed to pressurize the hydraulics before selecting the beacon on?

• Yes, but the ground crew needs to be advised first.

25.3 After Start

How do I know the engine is stabilized after start?

• Engines are stabilized when the red EGT start limit line is
no longer displayed.

Must the FO wait for the pushback to be complete before selecting the Flap?
• YES, it shall be selected ones the pushback is completed and all ground equipment
are clear.

When does the FO call “Flaps 5”?

• When the Flaps indicate 5 position.

Must the Captain wait until the pushback is complete before doing the flight control
check?
• Yes, this can only be done once the push back completed, after takeoff flaps are set
and all ground equipment are clear.

25.4 Before Takeoff

Am I required to use steering wheel for long straight taxiways?

• No, rudder fine steering is the preferred method.

Can I select the Weather Radar on prior to receiving the Cabin Ready call?
• Yes, if good airmanship requires its use.

25.5 Takeoff

Am I required to start the stop watch at the start of the takeoff roll?
• Yes, to monitor takeoff thrust limitation and to calculate flight time for navigation.

162 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Am I required to call “STABILIZED” prior to selecting TO/GA.

• Yes, the engines must be allowed to stabilize prior to selecting TO/GA, and the
PM call STABILIZED.
Is the PF required to call TO/GA, during takeoff?
• No.

Am I required to guard the Thrust Levers after Takeoff?

• No, the NOP states you guard below 2500ft on the approach.

25.6 Climb

Am I required to announce “SPEED CHECKED” before selecting the gear up?

• No.

Is it necessary for the PF to ask the PM to set the HDG bug when hand flying?
• Yes.

Am I required to always select DATA on the VHF 3?

• Yes, VHF3 should be always used for DATA.

Am I required to record on the OFP all 3 altimeter readings every hour during the
cruise?
• Yes.

Must I reduce to turbulence penetration speed for light to moderate turbulence?

• No, it is normally only required on the B737 with severe turbulence as
stated in the limitation section

In the descent briefing should we agree which point will be used for the Approach Fix
call?
• Yes. You can also discuss expected altitude deviations if the temperature is very hot
or cold.

25.7 Descent

Must I do a Landing Data calculation for every approach?

• Yes, but this analysis may be done before departure to ensure that a safe landing
can be made at destination with the correct autobrake setting, these calculations
are part of an international effort to limit runway overruns which make a great
threat on safety.

Can I use the fix page to increase awareness of MSA?

• Yes, you can also use the fix page rings. Remember that the most significant terrain
may be beyond 25 miles.

163 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

What FMC pages should I use on the descent?

• Normally the PF should select the DESCENT page and the PM should select the
LEGS page. Other pages may be selected temporarily, but the crew should revert
to the above.

After the VREF is selected prior to TOD am I required to recheck it again prior to
landing?
• No.

When cleared to descent at pilots discretion is it good airmanship to commence the

descent prior to reaching the FMC generated TOD point.
• No, this will initially give a power on descent until the idle path is intercepted and
therefore waste fuel.

Must Level Change be used when descending through FL100 / 10000ft or when using
heading select?
• NO, the Boeing design allows VNAV use at all time. By opening the window you
regain full vertical path authority. The only situation which requires leaving VNAV, is
when on approach condition is active (typically when the flaps are extended) and
there is a need to descend below the VNAV profile.

25.8 Approach

What FMC pages should I use on the Approach?

• Normally the PM displays LEGS and the PF initially displays Progress page 1 and
later Progress page 2. However at times VNAV is useful to show constraints.

Am I required to fly a level segment prior to Glideslope capture?

• No, for fuel conservation always attempt to follow a three degree glideslope and
make a continuous descent approach (CDA).

Can I delay the selection of gear and flap on an LNAV/VNAV as I would for an ILS
approach?
• Yes.

Am I allowed to use speed brake with more than flap 5 selected?

• This is not recommended, from Flap 15, the FCTM only cautions against its use.

When cleared for an ILS approach, should I verbalize that the ILS is identified and that
the "Localizer" and “Glide slope" are in the correct sense before arming "LOC" or
"Approach"?
• The ILS should be identified verbally before its use.
• The Localizer and Glide slope should be confirmed in the correct sense before
arming but verbalization is optional.

If cleared for an Approach and APP is armed can the aircraft capture the glideslope
before the localizer?
• No, the software on AH- B737 AFDS does not allow this.

164 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Is the Approach Fix call made on every approach?

• No, the call is only made if IMC.

Can I intercept an ILS when using LNAV?

• Yes, the FCOM Warning is just alerting you to the fact that an intercept might not
happen. This situation is highly unlikely if GPS is functional.
Does the PF call approach lights in sight when flying manually in poor weather
conditions?
• No, this is a PM call

Is the PF required to make a “Landing” call?

• No, the call that must be used is “Continue”.

When is the "1000 STABLE" call made?

• The call is normally made by the PM when passing 1000 ft AAL using the landing
altitude reference bar. However for the majority of airports where the difference
between 1000 ft AAL and1000 ft AGL is small, the GPWS auto callout is an
acceptable prompt for the stabilization check. In this case, there is only one PF
"Check" or "Go Around" call which acknowledges the PM "Stable" or "Not Stable"
call.

What should I do when the landing altitude is different from the airport altitude as this
is the case in Cairo?
• For stabilization criteria, landing altitude should be used as a reference.

Do I add 50ft to the minima when flying a Non ILS approach (i.e. VOR etc.) if the
approach is flown in LNAV/VNAV or LOC/VNAV?
• YES. Each time an approach is flown in LNAV/VNAV or LOC / VNAV we
need to add 50 feet. This a requirement from the EASA for the CDA profile.

When flying a non-precision approach what is the minimum altitude for autopilot use?
• The autopilot must not be used lower than 50ft below the DA/MDA.

25.9 Landing

When should I cancel reverse thrust during the landing rollout?

• If stopping on the runway is assured, at 60 knots reverse thrust should be
reduced to achieve idle approaching taxi speed. Thereafter to assist with braking,
keep in reverse idle until taxi speed is reached. The engines MUST be at Idle
before stowing the reversers.

When should I cancel Auto-brake?

• When it is dynamically appropriate. Auto-brake selection is to be made with a
sensible runway exit point in mind. In general, allow the auto-brakes to do most
of the work. On the B737 the Auto-Brake is a very efficient way of stopping
without putting an additional cycle on the engine life that would occur if more than
idle reverse was used.

165 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Can I use Auto brake Max?

• Yes, these settings are normal B737 settings and should be used if conditions
warrant their use. Remember however it is often difficult to disarm these settings
after landing and you may need to disarm by stowing the speed brake lever.
Is Auto-brake OFF an acceptable setting for landing?
• Yes, for normal operations if runway length permits.

25.10 After Landing

When do I start the APU after landing?
• If taxi distance is short, start the APU in the after landing flow.
• Normally however, select the APU to ON but delay the start until closer to
the final parking position. This allows warm air to enter the APU and a self-
test to take place and it is a fuel conservation method as well.

Am I required to call “APU on bus” prior to engine shutdown?

• No, optional.

Who selects WXR or TERR to OFF after landing?

• Normally the PF and PM select their own WXR or TERR.

25.11 Shutdown

When does the FO turn OFF the Seat Belts Sign after shutdown?
• After the parking brake is released as directed by ground handling personnel.

What is the correct response to Parking Brake in the Shutdown Checklist?

• Either Set or Released.

Am I required to select the ADF/VOR selector to OFF on shutdown?

• No.

When securing the aircraft, am I required to turn the recirculation fans OFF?
• No

25.12 General
Can I change the altimeters prior to transition level/altitude?
• Yes, the word approaching was added to allow for some flexibility especially
with a low transition level/altitude to allow for sound airmanship (maximum 1000ft
prior); on approach when cleared for an Altitude and cleared for the Approach you
may change to QNH, thus the name “Approach checklist” (reference to Jeppesen
manual Altimeter setting procedures).

When do I need to announce the checklist title?

• The checklist title is normally heard three times. First by the PF when he calls for the
checklist. Second by the PM after he selects the checklist and reads its title. Third by
the PM when he says the checklist is complete.

166 Edition 03
NORMAL PROCEDURES
fui,;,!/ ~,g/1 A~/
AIR ALGERIE

Can I leave a route discontinuity in the FMS-CDU LEGS page?

• Yes, however brief it. Remember also that with a route discontinuity you will
degrade the accuracy of FMC fuel predictions. Normally the route should reflect
what you expect to fly.(some procedures have a route discontinuity because of
required vectors)
Can I modify a route to reflect the expected routing?
• Yes, however brief it and if the new waypoint is reached prior to receiving a
reroute continue on the cleared route.
When the INT position is selected on the control column does it mute the RT
communications?
• Yes, care must be taken when removing headsets to unlatch from the INT position.

How do you know the printer paper is low?

• When a single red line starts to show.

Am I required to brief the cabin crew if I have Dangerous Goods on board?

• No, this is not required as the cabin crew are trained to always inform the cockpit
crew if they experience any unusual conditions.

Should I hold the parking brake handle when releasing the brake to avoid any noise?
• No, The Boeing design philosophy is the noise generated alerts the other pilot
that the brakes are released.

167 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

NON NORMAL PROCEDURES

Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

TABLE OF CONTENTS

1 INTRODUCTION

2 NON-NORMAL PROCEDURES

3 NON NORMAL MANEUVERS

4 ENGINES

5 FLIGHT CONTROLS

6 FUEL

8 LANDING GEAR

9 WINDOWS

1 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

1 INTRODUCTION ........................................................................................................... 3

1.1 Philosophy and assumption .................................................................................... 3

1.2 Master caution technique ........................................................................................ 3
1.3 Work method .......................................................................................................... 3
1.4 Checklist priority...................................................................................................... 4
1.5 Non-Normal Checklist Confirmation Calls............................................................... 4
1.6 Landing at the Nearest Suitable Airport ................................................................... 5
1.7 Situations Beyond the Scope of Non-Normal Checklists......................................... 5
1.8 Communication with cabin crew.............................................................................. 5

2 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

1 INTRODUCTION

1.1 Philosophy and assumption

Most non-normal situations correspond to a light, alert or other indication. In most
cases, the Master Caution and system annunciator lights illuminate to indicate the non-
normal condition. In extreme cases, the aural warning with red light indicates an
emergency situation such as fire or rapid depressurization. There are also some non-
normal situations which are unannunciated neither by a light nor by an aural warning.
Consider maximum use of autoflight system to reduce workload, if available and
appropriate. If flight directors are selected on, ensure the proper flight director modes are
selected.
In all Abnormal and Emergency situations, flight crews have to:

- Control airplane’s attitude and path.

- Cancel any aural or warning light.
- Assess the situation and identify the problem.
- Do memory items if required at a safe altitude, or do reference items according to
the associated checklist in their area of responsibility (PF, PM).
- Make the safest and best decision, whether to carry on the flight, return to the departure
airfield or divert to an alternate airport.
- Make the 4 comms (ATC, Cabin Crew, Pax and Company).

Unless circumstances require an immediate landing, complete all corrective actions

before beginning the final approach.

The SOP cannot contain all conceivable situations and are not meant to replace good
judgment. In some situations, the captain may decide to deviate from the SOP, if he/she
thinks that is the safest course of action.
An ASR must be filled for any deviation from the SOP.

1.2 Master caution technique

- PF or PM announces "MASTER CAUTION" + illuminated annunciator light(s). BOTH

annunciator panels must be checked.
- PM identifies the malfunction or non-normal situation by reading the indications.
- PM makes a diagnostic (identifies underlying cause if required).
- PF crosschecks and acknowledges.
- PM extinguishes master caution and annunciator light(s).
- PF distributes the crew tasks in function of the situation (e.g. "I HAVE CONTROL and
Communication- XXX memory Items, or ENGINE FAILURE AND SHUTDOWN
CHECKLIST"). The PF will identify the NNC to be carried out.

1.3 Work method

Flight path control must never be compromised. The commander will closely monitor the
flight path and ensure that the necessary action is taken to maintain control. This does not
mean that in all non-normal situations the commander will take over the controls. As long
as the aircraft is accurately flown, there are situations (e.g. engine failure on takeoff) where

3 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

it may well be prudent for the commander not to intervene but to continue strict monitoring.
Landings with an aircraft that is difficult to control should be performed by the commander.

When dealing with an engine malfunction it is vital for both pilots to confirm the identity of
the affected engine using the words “number one” or “number two”.

1.4 Checklist priority

It is the duty of the Captain to prioritize checklists when several checklists have to be
done. In general, a crew should execute the checklist in the following priority:
- Non normal with memory items
- Non normal without memory items.
- Supplementary procedure
- Normal procedure (or checklist)

Exception: when a no-engine bleed takeoff is performed, it is suggested to set normal

bleed configuration before a non-normal procedure (e.g. air conditioning or engine) is
executed, provided any recall items is completed and obstacles clearance height has been
reached.
In case of a multiple failure indicated on the Electrical panel it is recommended to start
with the checklist corresponding to the upper annunciation light. In case of a multiple
failure indicated on the Air conditioning and pressurization panel it is recommended
to start with the checklist corresponding to the lower annunciation light.

1.5 Non-Normal Checklist Confirmation Calls

Both pilots must agree before moving critical controls in flight, such as:

- The thrust lever of the affected engine

- An engine start lever
- An engine or APU fire switch or cargo fire arming 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.

Pilot Flying Pilot Monitoring

Show Critical control and the requested Action
than call ”CONFIRM?”
”CONFIRMED!”

4 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

1.6 Landing at the Nearest Suitable Airport

A suitable airport in general must have adequate facilities and meet certain minimum
weather and field conditions. If required to divert to the nearest suitable airport, the pilot
should select the nearest suitable airport in terms of time. The pilot-in-command may
determine, based on the nature of the situation and an examination of the relevant
factors that the safest course of action is to divert to a more distant airport than the
nearest airport.
There are some situations where the flight crew must land at the nearest suitable airport.
These situations include, but are not limited to, conditions where:

• The non–normal checklist includes the item “Plan to land at the nearest suitable airport.”
• Fire or smoke continues
• Only one AC power source remains (engine or APU generator)
• Only one hydraulic system remains (the standby system is considered a hydraulic
system)
• Any other situation determined by the flight crew to have a significant adverse effect on
safety if the flight is continued.

It must be stressed that for smoke that continues or a fire that cannot be positively
confirmed to be completely extinguished, the earliest possible descent, landing, and
evacuation must be done.
For persistent smoke or a fire which cannot positively be confirmed to be completely
extinguished, the safest course of action typically requires the earliest possible descent,
landing and passenger evacuation. This may dictate landing at the nearest airport
appropriate for the airplane type, rather than at the nearest suitable airport normally used
for the route segment where the incident occurs.

1.7 Situations Beyond the Scope of Non-Normal Checklists

In-flight events that are beyond the scope of the recommended NNCs can arise as a
result of unusual occurrences such as a midair collision, bomb explosion or other major
malfunction. In these situations the flight crew may be required to accomplish multiple
NNCs, selected elements of several different NNCs applied as necessary to fit the
situation, or be faced with little or no specific guidance except their own judgment and
experience.

1.8 Communication with cabin crew

The communication with cabin crew is generally done in French. Some PA
announcement in English are acceptable. In case of an emergency the captain announce
it by either one of those methods:
- Call on the PA: “NUMBER ONE TO THE FLIGHT DECK “or “LE CHEF DE CABINE
EST DEMANDÉ AU POSTE” one time.
- Reset the fasten seat belt sign three times.

When briefing the CSS use the Keyword = NITS

- Nature of emergency / situation.
- Intention of the commander
- Time: ETA
- Special instruction if need be. (The side of expected evacuation, or other specials.) The
purser will than brief the other cabin crews on the forward galley.

5 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

2 NON-NORMAL PROCEDURES .................................................................................... 7

2.1 Crew incapacitation................................................................................................. 7

2.2 Evacuation .............................................................................................................. 7
2.2.1 Planned Evacuation .......................................................................................... 8
2.2.2 Unplanned Evacuation ...................................................................................... 8
2.2.3 Discharging Fire Bottles during an Evacuation ................................................ 8
2.2.4 Evacuation through the side Window: ............................................................... 9
2.3 Bird Strikes ........................................................................................................... 10
2.3.1 Preventative Strategies................................................................................... 10
2.3.2 Crew Actions for a Bird Strike during Takeoff ................................................ 10
2.3.3 Crew Actions for a Bird Strike during Approach or Landing ........................... 10
2.4 Fire and Smoke ..................................................................................................... 11
2.5 Lightning Strike ..................................................................................................... 11
2.6 Cabin altitude warning or rapid depressurization: ................................................. 11
2.7 Overweight Landing .............................................................................................. 12

6 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

2 NON-NORMAL PROCEDURES

2.1 Crew incapacitation

Refer to OM-A 8 Incapacité des membres d'équipage (Incapacitation of crewmembers) and

FCTM chapter 1.Pilot Incapacitation.
The non-incapacitated crewmember shall recycle the seat belt three times or call on PA
“CABIN CREW TO FLIGHT DECK”, to get cabin crew assistance.

2.2 Evacuation

Captain First Officer

Perform the evacuation NNC (read and do) in a calm and methodical manner *
After completion of the NNC the Captain After completion of the NNC the F/O will:
will:

- Take a torch (and smoke hood if needed) - Take a torch (and smoke hood if needed)
- Direct and assist passenger evacuation. - Assist cabin crew as necessary to ensure
- Ensure all passengers and crew have forward door(s) are open and escape slide
evacuated the aircraft: using reasonable activated.
judgment and without undue danger, the - Proceed to ground without delay.
Captain will check every row till the end - Assist passengers on the ground.
of the cabin and assist immobilized
passengers (if not yet done by the cabin
crew), then evacuate using an aft exit
- Assist passengers on the ground.
When a pilot is incapacitated and after completion of the NNC, the remaining pilot will
ask cabin crew help to evacuate incapacitated pilot

* The Non Normal evacuation checklist has to be read in this way for example:

- PARKING BRAKE. . . . . . . . . . Set C

The F/O will read as follow « PARKING BRAKE, SET, CAPTAIN », the Captain will set
the parking brake on and responds « SET » and so on.

- Pressurization mode selector . . . . . MAN F/O

The F/O will read as follow « PRESSURIZATION MODE SELECTOR, MANUAL, F/O »
and set the pressurization mode selector to manual.

When there is a need to evacuate passengers and crew, the captain has to choose
between commanding an emergency evacuation using the emergency escape slides or
less urgent means such as deplaning using stairs, jet ways, or other means.
All available sources of information should be used to determine the safest course of
action including reports from the cabin crew, other airplanes, and air traffic control.
The captain must then determine the best means of evacuation by carefully
considering all factors.

7 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

These include, but are not limited to:

- The urgency of the situation, including the possibility of significant injury or loss of life if a
significant delay occurs.
- The type of threat to the airplane, including structural damage, fire, reported bomb on
board, etc.
- The possibility of fire spreading rapidly from spilled fuel or other flammable materials.
- The extent of damage to the airplane
- The possibility of passenger injury during an emergency evacuation using the escape
slides.

If in doubt, the crew should consider an emergency evacuation using the escape slides.
If there is a need to deplane passengers, but circumstances are not urgent and the captain
determines that the Evacuation NNC is not needed, the normal shutdown procedure should
be completed before deplaning the passengers.

In preparing the evacuation we distinguish 2 cases:

2.2.1 Planned Evacuation

If an evacuation is planned and time permits, a thorough briefing and preparation of the
crew and passengers improves the chances of a successful evacuation.
Flight deck preparations should include a review of pertinent checklists and any other
actions to be accomplished. Appropriate use of autobrakes should be discussed. If
evacuating due to fire in windy conditions, consider positioning the airplane so the fire is
on the downwind side.

Notify cabin crew of possible adverse conditions at the affected exits. The availability of
various exits may differ for each situation. Crewmembers must make the decision as to
which exits are usable for the circumstances. When briefing the cabin crew for an
evacuation use the Keyword NITS:

- Nature of emergency / situation.

- Intention of the commander
- Time: ETA
- Special instruction if need be. (The side of expected evacuation, or other specials)

2.2.2 Unplanned Evacuation

For unplanned evacuations, the captain needs to analyze the situation carefully before
initiating an evacuation order. (Quick actions in a calm and methodical manner improve
the chances of a successful evacuation).

2.2.3 Discharging Fire Bottles during an Evacuation

The evacuation NNC specifies discharge of the engine or APU fire bottles if an engine or
APU fire warning light is illuminated.
However, evacuation situations can present possibilities regarding the potential for fire
that are beyond the scope of the NNC and may not activate an APU fire warning.

8 Edition 03
NON NORMAL PROCEDURES
i,J_.}l.,JI i,/_,g.11 .o,gl,.!11 ~
AIR ALGERIE ~

The crew should consider the following when deciding whether to discharge fire bottles
into the engines and/or APU:

- If an engine fire warning light is not illuminated, but a fire indication exists or a fire is
reported in or near an engine, discharge fire bottles into the affected engine acco rding
t o the QRH Engine Fire on the Ground Checklist.

- If the APU fire warning light is not illuminated, but a fire indication exists or a fire is
reported in or near the APU, discharge the APU fire bottle

- There is no reason to discharge the engine or APU fire bottles for evacuations not
involving fire indications existing or reported in or near an engine or APU, e.g., cargo
fire, security or bomb threat, etc.

2.2.4 Evacuation through the side Window:

If the flight deck number two window must be used for emergency evacuation:

- Open the window

- Open the escape strap compartment (above and aft of window)
- Pull on the escape strap to ensure it is securely attached
- Throw the strap out the window
- Sit on the window sill with upper body outside
- Exit in accordance with the following illustration.

Caution: The below illustrated method of departure would probably be the easiest for
most crewmembers. However, this technique is difficult and should be used only in extreme
emergency.

9 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

2.3 Bird Strikes

Bird Strikes Experience shows that bird strikes are common in aviation.

Most bird strikes occur at very low altitudes, below 500 feet AGL. This section deals with
bird strikes that affect the engines.

Recent studies of engine bird strikes reveal that approximately 50% of engine bird strikes
damage the engine (s). The risk of engine damage increases proportionally with the size of
the bird and with increased engine thrust settings.

When an engine bird strike damages the engine, the most common indications are
significant vibrations due to fan blade damage and an EGT increase.

Note: After any bird strike, flight crew have to report it in the ATL using the FRM and the
engines should be inspected by maintenance.
2.3.1 Preventative Strategies.

Airports are responsible for bird control and should provide adequate wildlife control
measures. If large birds or flocks of birds are reported or observed near the runway, the
crew should consider:

- Delaying the takeoff or landing when fuel permits. Advise the tower and wait for airport
action before continuing.
- Takeoff or land on another runway that is free of bird activity, if available. To prevent or
reduce the consequences of a bird strike, the crew should:
- Discuss bird strikes during takeoff and approach briefings when operating at airports with
known or suspected bird activity.
- Be extremely vigilant if birds are reported on final approach.
- If birds are expected on final approach, plan additional landing distance to account for the
possibility of no thrust reverser use if a bird strike occurs.

Note: The use of weather radar to scare the birds has not been proven effective.

2.3.2 Crew Actions for a Bird Strike during Takeoff

If a bird strike occurs during takeoff, the decision to continue or reject the takeoff is made
using the criteria found in the QRH Rejected Takeoff maneuver.

If a bird strike occurs above 80 knots and prior to V1, and there is no immediate
evidence of engine failure (e.g. failure, fire, power loss, or surge/stall), the preferred
option is to continue with the takeoff followed by an immediate return, if required.

2.3.3 Crew Actions for a Bird Strike during Approach or Landing

If the landing is assured, continuing the approach to landing is the preferred option. If
more birds are encountered, fly through the bird flock and land. Maintain as low a thrust
setting as possible.
If engine ingestion is suspected, limit reverse thrust on landing to the amount needed to
stop on the runway. Reverse thrust may increase engine damage, especially when
engine vibration or high EGT is indicated.

10 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

2.4 Fire and Smoke

For fire and smoke drills refer to MSS Section 3.C Fumée et feu a bord (smoke and fire
on board)

2.5 Lightning Strike

For handling of a lightning strike refer to OM-A 8.3.8.12 Foudroiement (lightning strike).

2.6 Cabin altitude warning or rapid depressurization:

When planning to fly over high terrain, the Emergency Escape Route on the OM-C
should be briefed on the ground before departure or at the beginning of the cruise phase
of the flight.
Maximum use of the Fix page on CDU/FMC and notes on the OFP will be very helpful to
keep your situational awareness.
Crewmembers should don oxygen masks and establish communication:

- Anytime they hear the cabin Altitude Warning Horn.

- At the first indication of a loss of cabin pressurization. They can then investigate
the problem and avoid any potential pilot incapacitation.

CPT F/O
Call “CABIN ALTITUDE WARNING or - Silence the Horn
RAPID DEPRESSURIZATION MEMORY
ITEMS, I HAVE CONTROL”
- Headset off, if you are wearing glasses you preferably keep them on.
- Oxygen mask on, avoid oxygen flow in front of the glasses.
- Speaker switch ON (volume)
- Talk to each other thru the intercom (Crew Communication Establish)
- Pressurization mode selector to MAN.

- Outflow valve switch to CLOSE.

- If the Outflow valve is fully closed and

cabin pressure continues to climb or
equals the actual flight altitude, structural
damage or open door can be suspected
(pressurization cannot be recovered)
Call “CABIN NOT CONTROLLABLE”

- If pressurization is restored, continue

manual operation to maintain proper cabin
altitude (consider descent to a lower
altitude)
Call “CABIN CONTROLLABLE”
IF CABIN ALTITUDE IS NOT CONTROLLABLE
- Call “EMERGENCY DESCENT MEMORY Passenger Oxygen switch to ON.
ITEMS”

11 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

2.7 Overweight Landing

Overweight landings may be safely accomplished by using normal landing procedures

and techniques. There are no adverse handling characteristics associated with
overweight landings.
Landing distance is normally less than takeoff distance for flaps 30 or 40 landings at all
gross weights. However, wet or slippery runway field length requirements should be
verified from the landing distance charts in the PI chapter of the QRH. Brake energy
limits will not be exceeded for flaps 30 or 40 landings at all gross weights.
Note: Use of flaps 30 rather than flaps 40 is recommended to provide increased margin
to flap placard speed.
If stopping distance is a concern, reduce the landing weight as much as possible. At the
captain’s discretion, reduce weight by holding at low altitude with a high drag
configuration (gear down) to achieve maximum fuel burn-off.

A pilot may consider making an overweight landing when a situation arises that
requires the airplane to return to the takeoff airport or divert to another airport. In these
cases, the airplane may arrive at the landing airport at a weight considerably above
the maximum design landing weight. The pilot must then decide whether to reduce the
weight prior to landing or land overweight.

Up until the point of commencing the take-off, it is not permitted to plan to land at
a weight which exceeds either the Maximum Structural Landing weight (MLW) or
regulated landing Weight (RLW).

Flight Crew is required to monitor the estimated landing weight throughout the flight. If it
becomes evident that the aircraft will land at a weight which exceeds either the MLW or
RLW due to tailwinds greater than forecast, or other factors that may lower fuel burn
appropriate action should be taken to reduce landing weight so that limiting weights are
not exceeded, (the list is not to be read as an order of preference):

- Fly as fast as possible.

- Fly at lower than optimum flight levels
- Early Descent
- Holding
- Extended ATC track miles
- Early Configuration

Overweight landing would normally be performed for the following scenarios:

- Medical emergency on board that requires prompt medical attention

- Any fire/smoke that cannot be extinguished/ventilated
- QRH dictating "Land at the nearest suitable airport"
- Any situation where safety might become further degraded by prolonged flight

If a landing is made at a weight in excess of MLW, an entry shall be made in the

Technical log book which includes the actual landing weight and in the Air Safety Report
(ASR). airplane maintenance manual (AMM) provides a special inspection that is

12 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

required any time an overweight landing occurs, regardless of how smooth the
landing was, but if the landing was hard in the opinion of the commander this must be
noted as well.

Obviously, landing at weights above the maximum design landing weight reduces the
normal performance margins. Yet, delaying the landing with a malfunctioning system or
engine failure in order to reduce weight may expose the airplane to additional system
deterioration that can make the situation worse. The pilot in command is in the best
position to assess all relevant factors and determine the best course of action.

Having made the decision to perform an overweight landing, the crew needs to take
into consideration the following items:

- Runway length available: landing at significantly higher weight than MLW increases
landing distance substantially
- Missed approach climb gradient: this might be a problem at airports with high terrain
nearby
- Reduced landing flap: normal landing flap speeds at higher than MLW might be
too close to VFE (maximum speed for the selected flap setting)
- Required brake cooling: if heavy braking is required to stop within the required
landing distance available, then it's best to vacate the runway and have fire services
check the brakes and tires. Fuse plugs might have melted and tires might have
deflated. Subject to all clear from the fire services, aircraft might taxi to the stand, have
the chocks set and wait there with brake released for a while.
- Overweight Auto land is not recommended, as the autopilots are not certified for this.

Overweight landings are safe because of the conservatism required in the design of
transport category airplanes by regulations. Criteria require that landing gear design be
based on:

- A sink rate of 600 ft/min at the maximum design landing weight; and
- A sink rate of 360 ft/min at the maximum design takeoff weight.

Summary:

- Overweight landing is prohibited in a normal operation.

- When deemed necessary, the manufacturer allows for overweight landing provisions.
- Design and performance margins are met for overweight landing.
- Procedures are outlined in the FCTM chapter 6.Overweight Landing for guidance.

13 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

3 NON NORMAL MANEUVERS ................................................................................... 15

3.1 Rejected Takeoff ................................................................................................... 15

3.1.1 Rejected Takeoff Decision .............................................................................. 15
3.2 Windshear Escape Maneuver ............................................................................... 17
3.2.1 General ........................................................................................................... 17
3.2.2 Airplane Performance in Windshear ............................................................... 17
3.2.3 Windshear Avoidance: .................................................................................... 18
3.2.4 Windshear Precautions:.................................................................................. 18
3.2.5 Windshear Recovery: ...................................................................................... 19
3.2.6 AFS Operation in Windshear General............................................................. 19
3.2.7 Takeoff or Go–Around .................................................................................... 19
3.2.8 Approach and Landing............................................ Erreur ! Signet non défini.
3.3 GPWS Warning Maneuver .................................................................................... 20
3.4 Traffic Alert and Collision Avoidance System ....................................................... 20
3.4.1 Use of TA/RA, TA Only, and Transponder Only Modes .................................. 20
3.4.2 Traffic Advisory ............................................................................................... 21
3.5 Rapid Descent ...................................................................................................... 22
3.5.1 Rapid Descent Procedure ............................................................................... 24
3.6 Overspeed ............................................................................................................ 25
3.7 Landing................................................................................................................. 25
3.7.1 Bounced Landing Recovery............................................................................ 25
3.7.2 Rejected Landing/Balked Landing ................................................................. 25
3.8 Upset Recovery .................................................................................................... 25
3.8.1 Upset Recovery Maneuvers ........................................................................... 25
3.8.2 Nose High, Wings Level ................................................................................. 25
3.8.3 Nose Low, Wings Level .................................................................................. 26
3.8.4 High Bank Angles ........................................................................................... 26

14 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

3 NON NORMAL MANEUVERS

3.1 Rejected Takeoff

The following practices and callouts are recommended regarding the Rejected Takeoff
maneuver as described in the QRH non-normal maneuvers section.
After the captain has taken control and below 60 knots or when aircraft has come to a
stop, the first officer should inform ATC about the rejected takeoff as follow:

“ AIR ALGERIE _____ (Call sign) REJECTED TAKEOFF AIRCRAFT ON THE

RUNWAY".
When the airplane is stopped, crew shall assess the situation: The captain shall
announce via the PA:

- "CABIN CREW NORMAL PROCEDURES" when an evacuation is not needed, or

- "CABIN CREW AT YOUR STATIONS" when an emergency evacuation
might be needed;
- Perform memory items and/or NNC’s as applicable
- When needed, the captain shall call for the “EVACUATION CHECKLIST”. The captain’s
announcement via the PA to advise the cabin to evacuate shall be "EVACUATE,
EVACUATE, EVACUATE"

When another takeoff is planned a new "CABIN READY" is needed from the cabin crew.

3.1.1 Rejected Takeoff Decision

The total energy that is dissipated during an RTO is proportional to the square of the
airplane velocity. At low speeds (up to approximately 80 knots), the energy level is low.
Therefore, the airplane should be stopped if an event occurs that would be considered
undesirable for continued takeoff roll or flight.

Above 80 knots; as the airspeed approaches V1 the effort required to stop can approach
the airplane maximum stopping capability. Therefore, the decision to stop must be made
before V1.

The definition of V1 in 14 CFR Part 25 to read as follows:

• V1 means the maximum speed in the takeoff at which the pilot must take the first action
(e.g., apply brakes, reduce thrust, deploy speed brakes) to stop the airplane within
the accelerate-stop distance and
• V1 also means the minimum speed in the takeoff, following a failure of an engine at
which the pilot can continue the takeoff and achieve the required height above the
takeoff surface within the takeoff distance.

Important:

Making the Go/Stop decision starts long before V1. Early detection, good crew
coordination and quick reaction are the keys to a successful takeoff or stop.

15 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

Historically, rejecting a takeoff near V1 has often resulted in the airplane stopping beyond
the end of the runway. Common causes include initiating the RTO after V1 and failure to
use maximum stopping capability (improper procedures/techniques).
Effects of improper RTO execution are shown in the diagrams located in the RTO
Execution Operational Margins section on the FCTM.

Rejecting the takeoff after V1 is not recommended unless the captain judges the airplane
incapable of flight. Even if excess runway remains after V1, there is no assurance that the
brakes have the capacity to stop the airplane before the end of the runway.

If during a takeoff, the crew notices that the V speeds are not displayed and there are no
other fault indications, the takeoff may be continued.
In the absence of displayed V speeds, the PM should announce V1 and VR speeds to the
PF at the appropriate times during the takeoff roll. The V2 speed should be displayed on
the MCP and primary airspeed indicators. If neither pilot recalls the correct rotation speed,
rotate the airplane 5 to 10 knots before the displayed V2 speed.

16 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

3.2 Windshear Escape Maneuver

3.2.1 General

The following callouts are recommended regarding the Windshear Escape Maneuver as
described in the non-normal maneuvers section in the QRH.
When the Windshear Escape Maneuver is required, the PF shall call: "WINDSHEAR GO"

When windshear is no longer a factor, crew shall:

- Acknowledge windshear is no longer a factor,

- Take appropriate actions to transition to normal flight
- Retract gear and flaps according to schedule as required.

Improper or ineffective vertical flight path control has been one of the primary factors in
many cases of flight into terrain. Low altitude windshear encounters are especially
significant because windshear can place the crew in a situation that requires the
maximum performance capability of the airplane.
Windshear encountered near the ground are the most threatening because there is
very little time or altitude to respond to and recover from an encounter.

3.2.2 Airplane Performance in Windshear

Knowledge of how windshear affects airplane performance can be essential to the

successful application of the proper vertical flight path control techniques during a
windshear encounter.

The wind component is mostly horizontal at altitudes below 500 feet. Horizontal windshear
may improve or degrade vertical flight path performance. Windshear that improves
performance is first indicated in the flight deck by an increasing airspeed. This type of
windshear may be a precursor of a shear that decreases airspeed and degrades vertical
flight path performance.

Airspeed decreases if the tailwind increases, or headwind decreases, faster than the
airplane is accelerating. As the airspeed decreases, the airplane normally tends to pitch
down to maintain or regain the in-trim speed. The magnitude of pitch change is a function
of the encountered airspeed change. If the pilot attempts to regain lost airspeed by lowering
the nose, the combination of decreasing airspeed and decreasing pitch attitude produces
a high rate of descent. Unless this is countered by the pilot, a critical flight path control
situation may develop very rapidly. As little as five seconds may be available to
recognize and react to a degrading vertical flight path.

In critical low altitude situations, trade airspeed for altitude, if possible. An increase in pitch
attitude, even though the airspeed may be decreasing, increases the lifting force and
improves the flight path angle. Proper pitch control, combined with maximum available
thrust, utilizes the total airplane performance capability.

The crew must be aware of the normal values of airspeed, altitude, rate of climb, pitch
attitude and control column forces. Unusual control column force may be required to
maintain or increase pitch attitude when airspeed is below the in-trim speed. If significant

17 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

changes in airspeed occur and unusual control forces are required, the crew should be
alerted to a possible windshear encounter and be prepared to take action.

Crew actions are divided into three areas: Avoidance, Precautions and Recovery.

3.2.3 Windshear Avoidance:

The flight crew should search for any clues to the presence of windshear along the
intended flight path. Presence of windshear may be indicated by:

- Thunderstorm activity
- Virga (rain that evaporates before reaching the ground)
- Pilot reports
- Low level windshear alerting system (LLWAS) warnings.

Stay clear of thunderstorm cells and heavy precipitation and areas of known windshear. If
the presence of windshear is confirmed, delay takeoff or do not continue an approach.

3.2.4 Windshear Precautions:

If windshear is suspected, be especially alert to any of the danger signals and be prepared
for the possibility of an inadvertent encounter. The following precautionary actions are
recommended if windshear is suspected:
3.2.4.1 Takeoff

- Takeoff with full rated takeoff thrust is recommended, unless the use of a fixed derate is
required to meet a dispatch performance requirement.
- For optimum takeoff performance, use flaps 5, 10 or 15 unless limited by obstacle
clearance and/or climb gradient.
- Use the longest suitable runway provided it is clear of areas of known windshear.
- Consider increasing Vr speed to the performance limited gross weight rotation speed, not
to exceed actual gross weight Vr + 20 knots. Set V speeds for the actual gross
weight. Rotate at the adjusted (higher) rotation speed. This increased rotation speed
results in an increased stall margin and meets takeoff performance requirements. If
windshear is encountered at or beyond the actual gross weight Vr, do not attempt to
accelerate to the increased Vr but rotate without hesitation
- Be alert for any airspeed fluctuations during takeoff and initial climb. Such fluctuations
may be the first indication of windshear.
- Know the all–engine initial climb pitch attitude. Rotate at the normal rate to this attitude
for all non–engine failure takeoffs. Minimize reductions from the initial climb pitch
attitude until terrain and obstruction clearance is assured, unless stick shaker activates
- Crew coordination and awareness are very important. Develop an awareness of normal
values of airspeed, attitude, vertical speed, and airspeed buildup. Closely monitor
vertical flight path instruments such as vertical speed and altimeters. The pilot
monitoring should be especially aware of vertical flight path instruments and call out
any deviations from normal
- Should airspeed fall below the trim airspeed, unusual control column forces may be
required to maintain the desired pitch attitude. If stick shaker is encountered, reduce
pitch attitude. Do not exceed the Pitch Limit Indication.

18 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

3.2.4.2 Approach and Landing

- Use flaps 30 for landing

- Establish a stabilized approach no lower than 1000 feet above the airport to improve
windshear recognition capability
- Use the most suitable runway that avoids the areas of suspected windshear and is
compatible with crosswind or tailwind limitations.
- Use ILS G/S, VNAV path or VASI/PAPI indications to detect flight path deviations and
help with timely detection of windshear
- If the auto throttle is disengaged, or is planned to be disengaged prior to landing, add an
appropriate airspeed correction (correction applied in the same manner as gust), up to
a maximum of 15 knots
- Avoid large thrust reductions or trim changes in response to sudden airspeed increases
as these may be followed by airspeed decreases
- Crosscheck flight director commands using vertical flight path instruments
- Crew coordination and awareness are very important, particularly at night or in marginal
weather conditions. Closely monitor the vertical flight path instruments such as
vertical speed, altimeters, and glideslope displacement. The pilot monitoring should
call out any deviations from normal. Use of the autopilot and auto throttle for the
approach may provide more monitoring and recognition time.

3.2.5 Windshear Recovery:

Accomplish the Windshear Escape Maneuver found in the Non–Normal Maneuvers section
of the QRH.
3.2.6 AFS Operation in Windshear General

The autopilot and flight director provide positive corrective action to counteract most
windshears. The auto throttle system also aids in Windshear recovery by providing quick
response to any increase or decrease in speed.
The commanded levels of power may be beyond what the average pilot considers
necessary but, in fact, are required by the situation.

3.2.7 Takeoff or Go–Around

If windshear is encountered during F/D takeoff or go–around, the F/D pitch command bar
provides commands to maintain the target speed until vertical speed decreases to
approximately +600 fpm. At this point, the F/D pitch bar commands a 15 degree nose–up
pitch attitude.

If vertical speed continues to decrease, the F/D continues to command a 15 degree pitch
attitude until a speed of approximately stick shaker is reached. It then commands pitch
attitudes which result in intermittent activation of the stick shaker. As the airplane transits
the windshear condition, the F/D programming reverses. As climb rate increases
above approximately +600 fpm, the F/D commands pitch attitudes which result in
acceleration back to the target speed. The A/P and F/D both operate in a similar manner
during A/P or F/D go–around.

Caution: this protection is only active if pitch is on TOGA mode.

19 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

3.2.8 Approach and Landing

If windshear is encountered during an ILS approach, both the F/D and A/P attempt to hold
the airplane on altitude, or on glideslope after glideslope capture, without regard to angle
of attack or stick shaker limitations. Airspeed could decrease below stick shaker and into a
stall if the pilot does not intervene by pushing the TO/GA switch or disconnecting the A/P
and flying manually.

WARNING:

Although the F/D, A/P and A/T may be performing as previously described, severe
windshear may exceed the performance capability of the system and/or the airplane. In
this situation, the flight crew must, if necessary to avoid ground contact, be prepared to
disconnect the auto throttle, advance thrust levers to the forward stop, disconnect the
autopilot and manually fly the airplane.

3.3 GPWS Warning Maneuver

The following callouts are recommended regarding the GPWS Warning Maneuver as
described in the non-normal maneuvers section in the QRH.
When the GPWS Warning Maneuver is required, the PF shall call: "TERRAIN GO"
When terrain or obstacle is no longer a factor, crew shall:

- Acknowledge terrain/obstacle is no longer a factor,

- Take appropriate actions to transition to normal flight
- Retract gear and flaps according schedule as required.

3.4 Traffic Alert and Collision Avoidance System

The Traffic Alert and Collision Avoidance System (TCAS) is designed to enhance crew
awareness of nearby traffic and issue advisories for timely visual acquisition or appropriate
vertical flight path maneuvers to avoid potential collisions. It is intended as a backup to
visual collision avoidance, application of right-of-way rules and ATC separation.

3.4.1 Use of TA/RA, TA Only, and Transponder Only Modes

TCAS operation should be initiated just before takeoff and continued until just after landing.
Whenever practical, the system should be operated in the TA/RA mode to maximize system
benefits. Operations in the Traffic Advisory (TA) Only or TCAS Off (Transponder Only)
modes, to prevent nuisance advisories and display clutter may be appropriate under the
following circumstances:

- During takeoff toward known nearby traffic (in visual contact) which would cause an
unwanted RA during initial climb
- During closely spaced parallel runway approaches
- When flying in known close proximity to other airplanes
- Engine out operation in resolution Advisory

The responsibility for avoiding collisions still remains with the flight crew and ATC. Pilots
should not become preoccupied with TCAS advisories and displays at the expense of
basic airplane control, normal visual lookout and other crew duties.

20 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

3.4.2 Traffic Advisory

A Traffic Advisory (TA) occurs when nearby traffic meets system minimum separation
criteria, and is indicated aurally and visually on the TCAS traffic display. A goal of the TA is
to alert the pilot of the possibility of an RA. If a TA is received, immediately accomplish
the Traffic Avoidance Maneuver in the QRH.

Maneuvers based solely on a TA may result in reduced separation and are not
recommended.

When TCAS determines that separation from approaching traffic may not be sufficient,
TCAS issues a Resolution Advisory (RA) aural warning and a pitch command.
Maneuvering is required if any portion of the airplane symbol is within the red region on the
attitude indicator. Flight crews should follow RA commands using established procedures
unless doing so would jeopardize the safe operation of the airplane. If an RA is received,
immediately accomplish the Traffic Avoidance maneuver in the QRH.

Resolution advisories are known to occur more frequently at locations where traffic
frequently converges (e.g. waypoints). This is especially true in RVSM airspace. Climb or
descent profiles should not be modified in anticipation of avoiding an RA unless
specifically requested by ATC.

RA maneuvers require only small pitch attitude changes which should be accomplished
smoothly and without delay. Properly executed, the RA maneuver is mild and does not
require large or abrupt control movements. Remember that the passengers and flight
attendants may not all be seated during this maneuver.

The flight director is not affected by TCAS guidance. Therefore, when complying with an
RA, flight director commands may be followed only if they result in a vertical speed that
satisfies the RA command.

AIR ALGERIE airplanes are equipped with TCAS II version 7.1, the “ADJUST
VERTICAL SPEED ADJUST” RA is replaced by “LEVEL OFF”.

During the RA maneuver, the aircrew attempts to establish visual contact with the target.
However, visual perception of the encounter can be misleading, particularly at night. The
traffic acquired visually may not be the same traffic causing the RA.

Pilots should maintain situational awareness since TCAS might issue RAs in conflict
with terrain considerations, such as during approaches into rising terrain or during an
obstacle limited climb. Continue to follow the planned lateral flight path unless visual
contact with the conflicting traffic requires other action.

Windshear, GPWS, and stall warnings take precedence over TCAS advisories. Stick shaker
must take priority at all times. Complying with RAs may result in brief exceedance of altitude
and/or placard limits. However, even at the limits of the operating envelope, in most cases
sufficient performance is available to safely maneuver the airplane. Smoothly and
expeditiously return to appropriate altitudes and speeds when clear of conflict.
Maneuvering opposite to an RA command is not recommended since TCAS may be
coordinating maneuvers with other airplanes.

21 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

3.5 Rapid Descent

Refer to QRH NNC Emergency descent. Perform the maneuver deliberately and
methodically. Do not be distracted from flying the airplane.

Note: Use of the autopilot is recommended.

If structural damage exists or is suspected, limit airspeed to current speed or less.

Avoid high maneuvering loads. If icing conditions are entered, use anti-ice and thrust as
required.

Note: Rapid descents are normally made with the landing gear up.

Both pilots should verify that all memory items have been accomplished and call out any
items not completed. The F/O calls out 2.000 feet and 1.000 feet above the level off
altitude. If severe turbulent air is encountered or expected, reduce to the turbulent air
penetration speed.

Because of airspeed and altitude protection and reduced crew workload, use of the
autopilot with LVL CHG mode is the recommended technique for rapid descents. Use of
the V/S mode is not recommended.
Set a lower altitude in the altitude window. Initiate a turn, if required, using HDG SEL.
Select LVL CHG, close the thrust levers and smoothly extend the speedbrakes.
Autothrottles should be left engaged. The airplane pitches down smoothly while the
thrust levers retard to idle. Adjust the speed as needed and ensure the altitude window is
correctly set for the level off.

The rapid descent is normally made with the landing gear up. However, when structural
integrity is in doubt and airspeed must be limited, extension of the landing gear may
provide a more satisfactory rate of descent.
If the landing gear is to be used during the descent, comply with the landing gear placard
speeds.

Highlights:

-This maneuver is designed to bring the airplane down smoothly to a safe altitude, in the
minimum time, with the least possible passenger discomfort. Do not rush this
maneuver. Perform the maneuver deliberately and methodically. Do not be distracted
from flying the airplane. If severe turbulent air is encountered or expected, reduce to
the turbulent air penetration speed.

- Do not forget to take into account cold temperature altitude corrections when doing an
emergency descent in a mountainous area.
- During descent, the IAS/MACH speed window changes from MACH to IAS at
approximately 300 KIAS. Manually reset to VMO as needed. When descending at
speeds near VMO/MMO with the autopilot engaged, short-term airspeed increases
above VMO/MMO may occur. These are most often due to wind and temperature
changes. These short-term increases are acceptable for this maneuver and the
autopilot should adjust the pitch to correct the airspeed to below VMO/MMO. Do not
disconnect the autopilot unless autopilot operation is clearly unacceptable. Any
airspeed above VMO/MMO should be documented in the ATL.

22 Edition 03
NON NORMAL PROCEDURES
iJ.11;,:JI i:Jg/1 AJIA!II ~
AIR ALGERIE ~

- Bear in mind that “Special Procedures for In-Flight Contingencies (Emergency Descent
Procedures)” are officially requested by a specific ICAO document.

Initiate tum, if Select lower altitude on MCP

requircd, using Select LVL CHG
HDG SEL Close thrust levers and extend speedbrakes
Announce •-A-dJ-.
u-s-t
-sp-e:~ If structural integrity is in
descent level off altitude \ doubt, limit airspeed and avoid
high maneuvering loads.
Target speed MMONMO •\

Notify ATC and request •

altimeter setting \

Cali out altitudes\

Level off at lowest safe altitude or

10,000 feet, whichever is higher
LRC speed
or 300 knots Speedbrakes in
down detent

23 Edition 03
 NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

3.5.1 Rapid Descent Procedure

CPT F/O
- Call - Advise ATC “MAYDAY, MAYDAY,
“EMERGENCY DESCENT MEMORY MAYDAY, AIR ALGÉRIE _____
ITEMS” EMERGENCY DESCENT ON HEADING
Take the public Address and call _____, REQUEST LOCAL QNH”
“DEPRESSURIZATION EMERGENCY - set OXYGEN PAX ON
DESCENT” or - set SEAT BELTS ON
“DEPRESSURISATION DESCENT - Turn ON the LANDING LIGHTS.
D’URGENCE” - Select ENGINE START switches to CONT
- Squawk 7700.
- Set QNH when obtained and Verify MORA on
Jeppesen En-route chart.
- Verify autopilot engaged Read all recall items to check all items have
- Select lower MCP altitude been correctly done (announce any deviation)
- Select HDG SEL and turn 45 deg. Off
Existing Heading or Track if required - Monitor TCAS
according to terrain and weather conditions
- Select LVL CHG - Call “EMERGENCY DESCENT MEMORY
- Close thrust levers manually (do not ITEMS COMPLETE”
disengage auto throttles) - Anticipate turbulence and icing requirements.
- Extend smoothly the speed brakes
- Adjust MCP Speed if no structural - 2000 feet above level off Call
damage suspected. “APPROACHING LEVEL OFF ALTITUDE”
- Set QNH
- Reset MCP altitude at 10 000 ft MORA /
MEA whichever is higher and respond to
altitude calls by “CHECKED”.
- At the call “APPROACHING LEVEL OFF
ALTITUDE” smoothly Retract Speed brakes
than reduce speed to 300 Kts or LRC.
LEVEL OFF
If CABIN altitude is at or below 10,000 ft, - Remove oxygen mask
announce: “REMOVE OXYGEN MASK” - Close the oxygen Mask compartment doors.
- Press to reset oxygen mask
- Remove oxygen mask
- Close the oxygen Mask compartment
- Test communication with PM
- Obtain a new ATC clearance.
- Complete NNC.
- Captain announce over the P A “END OF DESCENT CABIN CREW MASKS OFF,
PURSER TO THE FLIGHT DECK” o r “PNC ENLEVEZ VOS MASQUES, LE CHEF DE
CABINE EST DEMANDÉ AU POSTE”.
- The Captain obtains a report of the cabin state from the CSS.
- Both pilots have to evaluate the situation, and decide the new course of action according
to weather, oxygen, fuel remaining, medical condition of crew and passengers, and available
airports. Obtain a new ATC clearance. If there is no Medical Emergency the captain may
decide to cancel the emergency with ATC.
- Emergency descent may be terminated if cabin altitude is controllable.
- If aircraft is depressurized, remember to descend at a low rate of descent: 500 ft/min for
optimum passenger comfort; A typical 40 NAM is required from FL100/10000 ft to ground level

24 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

3.6 Overspeed

When correcting an overspeed during cruise at high altitude, avoid reducing thrust to idle
which results in slow engine acceleration back to cruise thrust and may result in over-
controlling the airspeed or a loss of altitude.
If autothrottle corrections are not satisfactory, temporarily deploying partial speedbrake
can assist in reducing speed and avoiding the need for idle thrust.

All overspeed limits shall be reported in the ATL.

3.7 Landing

3.7.1 Bounced Landing Recovery

If the airplane should bounce, hold or re-establish a normal landing attitude and add
thrust as necessary to control the rate of descent. Thrust need not be added for a
shallow bounce or skip. When a high, hard bounce occurs, initiate a go-around. Apply go-
around thrust and use normal go around procedures. Do not retract the landing gear until
a positive rate of climb is established because a second touchdown may occur during
the go-around.

3.7.2 Rejected Landing/Balked Landing

Although the FCOM/QRH does not contain a procedure or maneuver titled Rejected
Landing, the requirements of this maneuver can be accomplished by doing the Go-
Around Procedure if it is initiated prior to touchdown.
Refer to FCTM Chapter 6, rejected landing/Balked landing, for more information on this
subject.

3.8 Upset Recovery

3.8.1 Upset Recovery Maneuvers

If an upset situation is recognized, immediately accomplish the Upset Recovery

maneuver found in the non-normal maneuvers section in the QRH.
It is possible to consolidate and incorporate recovery techniques into two basic
scenarios, nose high and nose low, and to acknowledge the potential for high bank
angles in each scenario.

3.8.2 Nose High, Wings Level

Trade altitude for airspeed, and maneuver the airplane's flight path back toward the
horizon. This is accomplished by the input of up to full nose-down elevator and the use
of some nose-down stabilizer trim.
If altitude permits, an effective way to achieve a nose-down pitch rate is to reduce some
thrust. If normal pitch control inputs do not stop an increasing pitch rate, rolling the
airplane to a bank angle of about 45 degrees, up to a maximum of 60 degrees, could be
needed. Unloading the wing by maintaining continuous nose-down elevator pressure
keeps the wing angle of attack as low as possible, making the normal roll controls as
effective as possible.

25 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

If normal pitch control then roll control is ineffective, careful rudder input in the direction
of the desired roll may be required to induce a rolling maneuver for recovery.

Only a small amount of rudder is needed. Too much rudder applied too quickly or held
too long may result in loss of lateral and directional control.

3.8.3 Nose Low, Wings Level

Maneuver the airplane's flight path back towards the horizon. At moderate pitch attitudes,
applying nose-up elevator, reducing thrust, and extending speedbrakes, if necessary,
changes the pitch attitude to a desired range.
At extremely low pitch attitudes and high airspeeds (well above VMO/MMO), nose-up
elevator and nose-up trim may be required to establish a nose-up pitch rate.

3.8.4 High Bank Angles

In high bank angle increasing airspeed situations, the primary objective is rolling in the
shortest direction to wings level.
A smooth application of up to full lateral control should provide enough roll control power
to establish a very positive recovery roll rate. If full roll control application is not
satisfactory, it may even be necessary to apply some rudder in the direction of the
desired roll.
Only a small amount of rudder is needed. Too much rudder applied too quickly or held
too long may result in loss of lateral and directional control.

3.8.4.1 Nose High, High Bank Angles

Apply nose-down elevator and adjust the bank angle to achieve the desired rate of pitch
reduction while considering energy management. Once the pitch attitude has been
reduced to the desired level, it is necessary only to reduce the bank angle, ensure that
sufficient airspeed has been achieved, and return the airplane to level flight.

3.8.4.2 Nose Low, High Bank Angles

Simultaneous application of roll and adjustment of thrust may be necessary. It may be

necessary to apply nose-down elevator to limit the amount of lift, which will be acting
toward the ground if the bank angle exceeds 90 degrees. Full aileron and spoiler input
should be used if necessary to smoothly establish a recovery roll rate toward the nearest
horizon. It is important to not increase g force or use nose-up elevator or stabilizer until
approaching wings level. The pilot should also extend the speedbrakes as needed.

26 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4 ENGINES .................................................................................................................... 28

4.1 Takeoff - Engine Failure ........................................................................................ 28

4.1.1 Engine Failure Recognition - Takeoff.............................................................. 28
4.1.2 Rotation and Liftoff - One Engine Inoperative ................................................ 28
4.2 Initial Climb - One Engine Inoperative .................................................................... 28
4.2.1 Engine Failure Procedure with or without engine out procedure .................... 29
4.2.2 Autopilot Engagement - One Engine Inoperative ........................................... 29
4.2.3 Flap Retraction - One Engine Inoperative ...................................................... 30
4.2.4 Flaps Up - One Engine Inoperative ................................................................ 30
4.2.5 Engine Failure versus Engine Fire After Takeoff ............................................ 30
4.2.6 Recommended Technique for an In-Flight Engine Shutdown ....................... 31
4.2.7 Engine flame out on Takeoff procedure .......................................................... 31
4.2.8 Engine Failure during Assumed Temperature Method ................................... 33
4.2.9 Engine Failure during a Fixed Derate Takeoff................................................. 33
4.2.10 Engine Failure during a Combined Takeoff .................................................... 33
4.2.11 Engine fire or severe damage or separation on Takeoff procedure ................. 34
4.3 Engine Inoperative Climb, Cruise and Driftdown.................................................... 35
4.3.1 Engine inoperative Climb ................................................................................ 35
4.3.2 Engine inoperative Cruise and Driftdown........................................................ 35
4.3.3 Engine failure in cruise procedure................................................................... 36
4.3.4 Diversion Strategies ........................................................................................ 37
4.3.5 Area of Operations (Fixed Speed Strategy) .................................................... 37
4.4 Engine Inoperative Approach ................................................................................ 39
4.4.1 Engine Inoperative, Rudder Trim - All Instrument Approaches ....................... 39
4.5 Engine Failure On Final Approach ....................................................................... 40
4.5.1 Non - ILS Approach - One Engine Inoperative ............................................... 40
4.5.2 Circling Approach - One Engine Inoperative .................................................. 40
4.5.3 Engine Failure on Final Approach Procedure ................................................. 41
4.5.4 Engine Failure During Go–Around and Missed Approach.............................. 42
4.5.5 Go-Around and Missed Approach - One Engine Inoperative Procedure ........ 42
4.5.6 Single Engine F/D Go–Around........................................................................ 43
4.5.7 Engine failure with landing flaps and single engine go around flight pattern:.. 44
4.5.8 B737-NG Visual Circuit 1 engine flight pattern [55T, SL, ISA] (No Touch &Go)45
4.6 Engine inoperative Landing ................................................................................... 46
4.6.1 Command Speed Landing Non-Normal Conditions ........................................ 46
4.6.2 Reverse Thrust ............................................................................................... 46
4.6.3 Engine Out Taxi-In.......................................................................................... 46

27 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4 ENGINES

4.1 Takeoff - Engine Failure

Differences between normal and engine out profiles are few.

4.1.1 Engine Failure Recognition - Takeoff

An engine failure at or after V1 initially affects yaw much like a crosswind effect. Vibration
and noise from the affected engine may be apparent and the onset of the yaw may be
rapid.
The airplane heading is the best indicator of the correct rudder pedal input. To counter the
thrust asymmetry due to an engine failure, stop the yaw with rudder.
Flying with lateral control wheel displacement or with excessive aileron trim causes
spoilers to be raised.

4.1.2 Rotation and Liftoff - One Engine Inoperative

If an engine fails between V1 and liftoff, maintain directional control by smoothly applying
rudder proportionate with thrust decay.

With an engine inoperative, a smooth continuous rotation is also initiated at VR; however,
the target pitch attitude is approximately 2° to 3° below the normal all engine pitch
attitude. The rate of rotation with an engine inoperative is also slightly slower (1/2° per
second less) than that for a normal takeoff.

If the engine failure occurs at or after liftoff apply rudder and aileron to control heading
and keep the wings level. In flight, correct rudder input approximately centers the control
wheel.

4.2 Initial Climb - One Engine Inoperative

Initial Climb - One Engine Inoperative The initial climb attitude should be adjusted to
maintain a minimum of V2 and a positive climb. After liftoff the flight director provides
proper pitch guidance for the engine inoperative condition.
Crosscheck indicated airspeed, vertical speed and other flight instruments. The flight
director commands a minimum of V2, or the existing speed up to a maximum of V2 + 20
knots.
If the flight director is not used, attitude and indicated airspeed become the primary pitch
references.

Retract the landing gear after a positive rate of climb is indicated on the altimeter. The
initial climb attitude should be adjusted to maintain a minimum of V2. If an engine fails at
an airspeed between V2 and V2 + 20 knots, climb at the airspeed at which the failure
occurred. If engine failure occurs above V2 + 20 knots, increase pitch to reduce airspeed
to V2 + 20 knots and maintain V2+20 knots until reaching acceleration height.

After flap retraction and all obstructions are cleared, on the FMC ACT ECON CLB page,
select ENG OUT followed by the prompt corresponding to the failed engine. This
displays the MOD ENG OUT CLB page which provides advisory data for an engine out
condition.

28 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

The flight director roll mode commands HDG SEL, bank angle is limited to 8 degrees
below 400 feet, and 10–30 degrees selectable above 400 feet AGL. After liftoff until LNAV
engagement or another roll mode is selected. If ground track is not consistent with desired
flight path, use HDG SEL/LNAV to achieve the desired track.

Indications of an engine fire, impending engine breakup or approaching or exceeding

engine limits, shall be dealt with as soon as possible. Accomplish the appropriate
memory checklist items as soon as the airplane is under control, the gear has been
retracted and a safe altitude (400 feet AGL or above) has been attained. Accomplish the
reference checklist items after the flaps have been retracted and conditions permit.

If an engine failure has occurred during initial climb, accomplish the appropriate checklist
after the flaps have been retracted and conditions permit.

4.2.1 Engine Failure Procedure with or without engine out procedure

4.2.1.1 Engine failure without engine out procedure

If an engine fails;
- Between V1 and the first turn on the SID; climb out on runway track.
- After initiation of the first turn on the SID; continue on the SID.

4.2.1.2 Engine Failure with engine out Procedure - Immediate Turn

If an engine fails;

- Between V1 and the deviation point from the SID; follow the published engine failure
procedure.
- After the deviation point from the SID; continue on the SID.

Note: The SID deviation point is the point where the published engine failure procedure
starts to deviate from the SID
If an immediate turn is required, initiate the turn at the appropriate altitude. Maintain V2
to V2 + 20 knots with takeoff flaps while maneuvering.

Note: Limit bank angle to 15° until V2 + 15 knots. Bank angles up to 30° are permitted at
V2 + 15 knots with takeoff flaps. With LNAV engaged, the AFDS may command bank
angles greater than 15°.

Note: engine out deviation points should be set with FIX page during FMC filling.

After completing the turn, and at or above acceleration height, accelerate and retract
flaps.

4.2.2 Autopilot Engagement - One Engine Inoperative

When at a safe altitude above 400 feet AGL with correct rudder pedal or trim input, the
autopilot may be engaged.

29 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

When VNAV is not armed for takeoff, autopilot engagement is normally delayed until the
flaps are up and LVL CHG is selected, this allows the AFDS to remain in the TO/GA
mode during flap retraction.
4.2.3 Flap Retraction - One Engine Inoperative

The minimum altitude for flap retraction with an engine inoperative is published through
the takeoff performance calculation (minimum 800 ft HAA). Acceleration height for a
takeoff with an engine failure after V1 is based on accelerating to the recommended
flaps up speed while retracting flaps and selecting maximum continuous thrust limits
within 10 minutes after initiating takeoff.

With VNAV armed on the ground and engine out acceleration height set in Takeoff page 2,
at engine out acceleration height VNAV commands a near level climb segment for
acceleration. Retract flaps on the takeoff flap retraction speed schedule.

If VNAV is not used and an engine failure occurs, leave the pitch mode in TO/GA. At
acceleration height select flaps up maneuver speed on the MCP. Accelerate and retract
flaps on the flap retraction schedule. After flap retraction, select LVL CHG.

4.2.4 Flaps Up - One Engine Inoperative

When flaps are up, set maximum continuous thrust (CON) and continue the climb to the
obstacle clearance altitude. When reaching the obstacle clearance altitude, decide on
the next course of action.

Note: Obstacle clearance altitude is considered to be any minimum safe altitude (e.g.,
MSA and MEA).

Initiate the appropriate engine failure non-normal checklist followed by the After Takeoff
checklist when the flaps are up and thrust is set. Remain at flaps up maneuver speed
until all obstructions are cleared, then select the engine-out schedule from the CDU CLB
page (depending on the next course of action). Ensure the autothrottle is disconnected
before reaching level off altitude. After level off, set thrust as needed.

4.2.5 Engine Failure versus Engine Fire After Takeoff

The NNC for an engine failure is normally accomplished after the flaps have been
retracted and conditions permit.

In case of an engine fire, when the airplane is under control, the gear has been retracted,
and a safe altitude has been attained (minimum 400 feet AGL) accomplish the NNC
memory items.

Note: ATC communication should be delayed until memory items are completed, unless
a turn (EO) has to be accomplished.

Due to asymmetric thrust considerations, the PF should retard the affected thrust lever
after the PM confirms that the PF has identified the correct engine.

30 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4.2.6 Recommended Technique for an In-Flight Engine Shutdown

When an engine shutdown is needed, the PF disconnects the A/T. The PF then verbally
confirms the affected engine with the PM and then slowly retards the thrust lever of the
engine that will be shutdown.
Coordinate activation of the start lever as follows:

- PM places a hand on and verbally identifies the start lever for the engine that will be
shutdown
- PF verbally confirms that the PM has identified the correct start lever
- PM moves the start lever to cutoff.
If the NNC requires activation of the engine fire switch, coordinate as follows:
- PM places a hand on and verbally identifies the engine fire switch for the engine that
will be shutdown
- PF verbally confirms that the PM has identified the correct engine fire switch
- PM pulls the engine fire switch.

4.2.7 Engine flame out on Takeoff procedure

PF PM
Control the aircraft (full thrust can be set Announce and call “ENGINE FAILURE”
manually but not beyond green index)
At positive rate of climb on the altimeter At positive rate of climb on the altimeter
Call “GEAR UP” Call “POSITIVE RATE” and move the
Gear lever to Up
Above 400 Feet
Call for a Roll Mode and call Select the Heading Select on MCP and BA
“SET FIFTEEN DEGREES BANK ANGLE” 15° May Make a “PAN PAN, PAN PAN,
PAN PAN” call if able
Call “STATE THE MALFUNCTION” and Check Engine parameters and call
cross check with the PM “ENGINE FLAME OUT NUMBER ”
Minimum Flaps Retraction Altitude (MFRA)
Call « SET FLAPS UP SPEED » Set flaps up maneuvering speed on the
MCP
Retract flaps when accelerating on Set the Flap lever as directed
Call - Select LVL CHG on MCP and set CON
“SET LEVEL CHANGE, MAX on FMC CDU N1 page set thrust on the
CONTINUOUS THRUST AND BANK live engine to match continuous thrust
ANGLE TWENTY FIVE” power
- Select Bank angle 25
Engage A/P and take over the ATC Hand over the ATC communication Read
communication Call “ENGINE FAILURE and do the appropriate C/L “ENGINE
OR SHUTDOWN CHECK-LIST” FAILURE OR SHUTDOWN CHECK-LIST
COMPLETE”
Call “AFTER TAKEOFF CHECK-LIST” Read and do the After T/O C/L

31 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

Accomplish the appropriate recall checklist items as soon as the airplane is under control,
the gear has been retracted and a safe altitude (typically 400 feet AGL or above) has been
attained. Accomplish the reference checklist items after the flaps have been retracted and
conditions permit.

- If an engine failure has occurred during initial climb, accomplish the appropriate checklist
after the flaps have been retracted and conditions permit.
- Obstacle clearance or departure procedures may require a special engine out departure
procedure.
- If an immediate turn is required, initiate the turn at the appropriate altitude (normally at
least 400 feet AGL). Maintain V2 to V2 + 20 knots with takeoff flaps while maneuvering.
- Emergency Turn Procedure (ETP) requires that the aircraft is flown at V2 and 15 degrees
bank angle until the turn is completed i.e. the defined track is established and the
minimum flap retraction altitude is reached. Once these two conditions are met, the
aircraft may be accelerated to flaps up speed.

Note: Limit bank angle to 15° until V2 + 15 knots. Bank angles up to 30° are permitted at
V2 + 15 knots with takeoff flaps.

- Without Emergency Turn Procedure At engine out acceleration height, select flaps up
maneuvering speed on the MCP. Engine-out acceleration and climb capability for
flap retraction are functions of airplane thrust to weight ratio. The flight director
commands a near level or a slight climb (0-200 fpm) flap retraction segment.
Accelerate and retract flaps on the flap-speed schedule.

If the flight director is not being used at acceleration height, decrease pitch attitude to
maintain approximately level flight while accelerating. Retract flaps on the flap-speed
schedule.

As the airplane accelerates and flaps are retracted, adjust the rudder pedal position to
maintain the control wheel centered and trim to relieve rudder pedal pressure.

- If an engine failure has occurred during initial climb, accomplish the appropriate checklist
after the flaps have been retracted and conditions permit.
- After flap retraction and at flaps up maneuvering speed, select LVL CHG, set maximum
continuous thrust (CON) and continue the climb to the obstacle clearance altitude.
- Initiate the appropriate engine failure non-normal checklist followed by the After Takeoff
checklist when the flaps are up and thrust is set. Remain at flaps up maneuvering
speed until all obstructions are cleared, then select the engine-out schedule from the
CDU CLB page (depending on the next course of action). Ensure the auto throttle is
disconnected before reaching level off altitude. After level off, set thrust as needed.
- When an engine failure occurs after takeoff, noise abatement is no longer a requirement.

32 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4.2.8 Engine Failure during Assumed Temperature Method

A reduced thrust takeoff using the ATM is based on a minimum climb gradient that clears
all obstacles with an engine failure after V1. If an engine failure occurs during an ATM
takeoff, based on takeoff performance data, it is not necessary to increase thrust on the
remaining engine.
However, if more thrust is desired during an ATM takeoff, thrust on the operating engine
may be increased to full takeoff thrust by manually advancing the thrust levers. This is
because the takeoff speeds consider VMCG and VMCA with full takeoff thrust for the
actual temperature. Advancing the operating engine to full takeoff thrust provides additional
performance margin. This additional performance margin is not a requirement of the reduced
thrust takeoff certification and its use is at the discretion of the flight crew.

4.2.9 Engine Failure during a Fixed Derate Takeoff

During a fixed derate takeoff, the takeoff speeds at low gross weights may not provide a
safe operating margin to minimum control if the thrust levers are advanced beyond the
fixed derate limit.
A thrust increase beyond the fixed derate limit following an engine failure, could
result in loss of directional control and should not be accomplished unless, in the opinion
of the crew, terrain contact is imminent. This is because the takeoff speeds consider
VMCG and VMCA at the fixed derate level of thrust.

4.2.10 Engine Failure during a Combined Takeoff

During a takeoff using both ATM and fixed derate methods of reduced thrust, the
takeoff speeds at low gross weights may not provide a safe operating margin to
minimum control if the thrust levers are advanced beyond the fixed derate limit. This is
because the takeoff speeds consider VMCG and VMCA only at the fixed derate level
of thrust for the actual temperature.

The reference N1 bug shows the fixed derate limit.

Thrust may be advanced to the fixed derate limit only. A thrust increase should not be
accomplished unless in the opinion of the flight crew, terrain contact is imminent.

Highlights:

- Remember to retract the gear up.

- Remember the Emergency Turn (if necessary).
- Remember to call ATC with at least a PAN call.
- Avoid rotation before Vr.
- Do not rotate too quickly.
- Avoid over-rotation by more than 12.5 degrees initially.
- Do not try to control direction with aileron only, use rudder.

33 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4.2.11 Engine fire or severe damage or separation on Takeoff

procedure

PF PM
Control the aircraft (full thrust can be set
Announce and call
manually but not beyond green index) “ENGINE FAILURE”
- At positive rate of climb on the - At positive rate of climb on the altimeter
altimeter Call “GEAR UP” Call “POSITIVE RATE” and move the Gear
lever To Up
Above 400 Feet
Call for a roll mode and call Select Heading Select on MCP and BA 15°
“SET FIFTEEN DEGREES BANK ANGLE”
Ask “STATE THE MALFUNCTION” and Check Engine parameters and call “ENGINE
cross check with the PM FIRE NUMBER _____”
Call “CANCEL THE WARNING” then carry Cancel the warning and confirm the
on with memory items: actions with respect of area of responsibility.

- Call “A/T DISENGAGE” and disengage

auto throttle
- Call “ ENGINE THRUST LEVER NUMBER
____ CONFIRM CLOSE”
- When confirmed move engine thrust lever - Confirm then call out ”CONFIRMED”
number ____ to close and call “CLOSE“.
- Call “ENGINE START LEVER NUMBER
CONFIRM CUT OFF”
- Confirm then call out ”CONFIRMED” - When confirmed move engine start lever
number _____ to off and call “CUT OFF”
- Call “ENGINE FIRE SWITCH NUMBER
PULL AND ROTATE CONFIRM”
- Confirm then call out ”CONFIRMED” - When confirmed pull and rotate to the stop
(Left or Right) and hold for one second the
engine fire switch number _____ and
call “PULL AND ROTATE “
- check bottle discharge light illuminates
Make a MAYDAY call
Minimum Flaps Retraction Altitude (MFRA)
Call “ SET FLAPS UP SPEED “ Set flaps up maneuvering speed on the MCP
Retract flaps when accelerating on schedule Set the Flap lever as directed
At flaps up speed
Call “SET LEVEL CHANGE, MAX - Select LVL CHG on MCP and set CON
CONTINUOUS THRUST AND on FMC CDU N1 page set thrust on the live
BANK ANGLE TWENTY FIVE” engine to match continuous thrust power
- Select Bank angle 25
Engage A/P and take over the ATC Hand over the ATC communication Read
communication and do the appropriate C/L when
Call “ENGINE FIRE OR SEVERE DAMAGE finished call “ENGINE FIRE OR SEVERE
OR SEPARATION CHECK-LIST” DAMAGE OR SEPARATION CHECK- LIST
Call “ AFTER TAKEOFF CHECK-LIST” Read and do the After Takeoff C/L

34 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

Note:
This procedures applies to Engine fire, severe damage or separation on Takeoff, with
taking into the differences here below:
- The PM announce initially “Engine Failure” instead of “Engine Fire”.
- Below 400 feet do not precise which engine has failed and do not state the
malfunction until you check the Engine Parameters.
- Do not confuse Engine Sever damage or Separation to an Engine Flame out.

4.3 Engine Inoperative Climb, Cruise and Driftdown

4.3.1 Engine inoperative Climb

During climb, if a thrust loss occurs at other than takeoff thrust, set maximum continuous
thrust on the operative engine and adjust the pitch to maintain airspeed.
Note: If computed climb speeds are not available, use flaps up maneuver speed and
maximum continuous thrust.

4.3.2 Engine inoperative Cruise and Driftdown

If an engine failure occurs while at cruise altitude, it may be necessary to descend.

The autothrottle should be disconnected and the thrust manually set to CON.
On the FMC CRZ page, select the ENG OUT prompt, followed by the prompt
corresponding to the failed engine. This displays MOD ENG OUT CRZ and the FMC
calculates engine out target speed and maximum engine out altitude at the current gross
weight. The fields are updated as fuel is burned.

Set the MAX altitude in the MCP altitude window and the engine out target airspeed in
the MCP IAS window. Allow airspeed to slow to engine out speed then engage LVL
CHG.

After level off at the target altitude, maintain MCT and allow the airplane to accelerate to
the single engine long range cruise speed.

35 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4.3.3 Engine failure in cruise procedure

PF PM
Control the aircraft Recognize Engine Call “ENGINE FAILURE”
failure
Do Memory items corresponding to the type Confirm all actions of the memory items
of failure
Perform Engine Drift down
Call “SELECT CRZ ENG OUT PAGE AND Select ENG OUT SPD, and select MCT on
SET MAX CONTINOUS THRUST” the N1 LIMIT page on PM CDU, and set
MCT manually on the operating engine.
Set target Speed and max E/O Altitude on Monitor all settings and contact ATC with
the MCP PAN PAN or MAYDAY
Disconnect the A/T and allow airspeed to
slow to E/O SPD then select LVL CHG
Call for the appropriate checklist Complete the NNC if not already done.
Analyze the situation. According to the high terrain, ATC clearance and the distance from
a diversion airport, the flight crew may leave the Drift Down descent to a higher speed
descent.
Level off at target altitude
- If terrain clearance is critical, maintain - Enter the new cruise altitude and
the level off altitude and MCT airspeed on the ECON CRZ page. It
updates the ETAs and Top of Descent
- If terrain clearance is not critical, the predictions. Fuel predictions from the FMC
aircraft may be accelerated immediately are unreliable!

- If range is a factor, determine Engine

Inoperative LRC speed from the FMC.
(Acceleration to Long Range Cruise
speed will result in a loss of altitude of up to
3,000 feet)

- Check cold temperature altitude

corrections if applicable.

Caution:

- With engine anti ice ON and or wing anti ice ON altitude capabilities are reduced, FMC
provides automatic altitude adjustments

- Cold Temperature Corrections need to be applied to published En-route Minimum Safe /

Obstacle Clearance Altitudes in order to maintain obstacle clearance in cold
temperatures.

IFR assigned altitudes accepted must not be adjusted to compensate for cold
temperatures.

- Cold Temperature Corrections are found in the Jeppesen en-route Manual, as well as in
the OM-A.

36 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4.3.4 Diversion Strategies

The diversion strategy (descent and cruise speed schedule) will be selected as a function
of the prevailing operational factors (e.g. obstacles clearance requirements).

STANDARD OBSTACLE STRATEGY FIXED SPEED

STRATEGY STRATEGY
DESCENT TO - Drift Down Speed - Drift down SPEED - 0.79M/310 KT
CEILING - MCT - MCT - MCT
- LRC Ceiling If Obstacle Not Cleared: - Check for maximum
altitude capability
(Refer to QRH - Maintain Minimum
Performance In maneuvering speed (Refer to Flight
CRUISE Flight) Planning and
If Obstacle Cleared: Performance Manual)
- LRC Speed
- Revert to Standard
Strategy

DESCENT TO Thrust Idle / Normal Speed

DESTINATION

Depending on the prevailing operational constraints, the most appropriate diversion

strategy shall be selected, out of the above options or any speed combination.
The use of these strategies is at the discretion of the pilot. As a guideline, the
considerations are as follows:

- Standard strategy gives the best fuel burn-off but the maximum diversion time
- Fixed Speed Strategy gives the maximum distance
- Obstacle strategy is used until clear of all obstacles

4.3.5 Area of Operations (Fixed Speed Strategy)

The Area of Operations for 60 Min maintaining IAS 310 Kts at FL170 for the B737-800
cruise is 415 NM.

The Area of Operations for 60 Min maintaining IAS 310 Kts at FL140 for the B737-700
cruise is 397 NM.
The Area of Operations for 60 Min maintaining IAS 310 Kts at FL150 for the B737-600
cruise is 403 NM.

37 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

EN-ROUTE
Engine Inoperative
Flight Planning and Performance Manual

ENGINE INOP

310 KIAS Altitude Capability (B737-800/BCF)

Max Continuous Thrust, 100 ft/min residual rate of climb
PRESSURE ALTITUDE (FT)
WEIGHT (1000 KG) ISA + 10°C & BELOW ISA + 15°C ISA + 20°C
85 14200 12400 10100
80 15200 13400 11100
75 16000 14300 12000
70 16700 15100 12900
65 17500 15800 13700
60 18100 16500 14400
55 18700 17000 15000
50 19100 17500 15500
45 19500 17900 15900
40 19800 18200 16200

With engine anti-ice on, decrease altitude capability by 1200 ft. January 30, 2014
With engine and wing anti-ice on, decrease altitude capability by 4900 ft .

310 KIAS Altitude Capability (B737-700CW)

Max Continuous Thrust, 100 ft/min residual rate of climb
PRESSURE ALTITUDE (FT)
WEIGHT (1000 KG) ISA + 10°C & BELOW ISA + 15°C ISA + 20°C
85 10800 7700 4400
80 11900 9000 5700
75 13000 10100 6900
70 14000 11200 8000
65 14900 12200 9100
60 15600 13100 10000
55 16300 13900 10900
50 16900 14600 11800
45 17500 15300 12500
40 18000 15800 13100

With engine anti-ice on, decrease altitude capability by 2100 ft. May 13, 2015
With engine and wing anti-ice on, decrease altitude capability by 6900 ft.

310 KIAS Altitude Capability (B737-600)

Max Continuous Thrust, 100 ft/min residual rate of climb
PRESSURE ALTITUDE (FT)
WEIGHT (1000 KG) ISA + 10°C & BELOW ISA + 15°C ISA + 20°C
70 11700 9000 6200
65 12900 10200 7400
60 13900 11300 8500
55 14900 12200 9400
50 15800 13000 10200
45 16700 13600 11000
40 17300 14200 11600
35 17700 14600 12100

With engine anti-ice on, decrease altitude capability by 2000 ft. November 13, 2010
With engine and wing anti-ice on, decrease altitude capability by 6600 ft.

38 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4.4 Engine Inoperative Approach

AFDS management and associated procedures are similar to those used during the
normal ILS approach. Flight director (manual) or single autopilot may be used.
Note: The airplane has been demonstrated to meet the criteria for flight director or single
autopilot operation to Category I minimums with an engine initially inoperative if the
airplane is trimmed for the condition. The use of dual autopilots with an engine
inoperative is not authorized.
Intercept the localizer with flaps 5 at flaps 5 speed. When approaching the glideslope,
lower the landing gear, extend flaps to 15, set final approach speed, and decelerate.

4.4.1 Engine Inoperative, Rudder Trim - All Instrument Approaches

The pilot must use rudder pedal pressure to control yaw, followed by rudder trim to
maintain an in-trim condition during all approaches. Manually centering the rudder trim
prior to thrust reduction for landing is normally unnecessary.
It may not be advisable to center the rudder trim due to crew workload and the possibility
of a missed approach. However, if touchdown occurs with the rudder still trimmed for the
approach, be prepared for the higher rudder pedal forces required to track the centerline
on rollout.

39 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4.5 Engine Failure On Final Approach

If an engine failure should occur on final approach with the flaps in the landing position,
the decision to continue the approach or execute a go-around should be made
immediately. If the approach is continued and sufficient thrust is available, continue the
approach with landing flaps. If the approach is continued and sufficient thrust is not
available for landing flaps, retract the flaps to 15 and adjust thrust on the operating
engine.

- B737-700 and B737-600 Command speed shall be increased to 15 knots over the
previously set flaps 30 or 40 VREF.
- B737-800 Command speed shall be increased to 20 knots over the previously set flaps
30 or 40 VREF.
This sets a command speed that is equal to at least VREF for flaps 15. Wind additives
should be added as needed, if time and conditions permit.
If flaps are retracted to 15, set the Ground Proximity switch to “FLAP INHIBIT”.
If a go-around is required, follow the Go-Around and Missed Approach procedure except
use flaps 15 initially if flaps are at 30 or 40. Subsequent flap retraction shall be made at
1000ft AFE or published MFRA on Jeppesen charts and in level flight or a shallow climb.
If a missed approach is accomplished from a flaps 15 approach, use flaps 1 for the go-
around flap setting, or maintain flaps 15 when performance allows.
Maintain command speed until reaching flap retraction altitude. When using flaps 1:

- Limit bank angle to 15 degrees when airspeed is less than the minimum maneuver
speed.
- Accelerate to flaps 1 maneuvering speed before flap retraction

4.5.1 Non - ILS Approach - One Engine Inoperative

Maneuvering before and after the final approach fix with one engine inoperative is the
same as for an all engine non-ILS approach.

4.5.2 Circling Approach - One Engine Inoperative

If a circling approach is anticipated, maintain gear up, flaps 10, and flaps 10 maneuver
speed from the final approach fix until just before turning base. As an option, use flaps 5,
and flaps 5 maneuver speed as the approach flaps setting for the circling approach.
Before turning base or when initiating the turn to base leg, select gear down and flaps 15
and begin reducing speed to VREF 15 plus wind additive. Do not descend below
MDA (H) until intercepting the visual profile.

40 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4.5.3 Engine Failure on Final Approach Procedure

PF PM
Recognize Engine failure Announce “ENGINE FAILURE”
Control the aircraft and Add thrust on the
operating Engine (Initially at least 80 to
85% N1 may be needed to maintain
speed)
Call out “STATE THE MALFUNCTION” Check Engine parameters and call
“ENGINE FAILURE NUMBER ” or
“ENGINE SEVERE DAMAGE NUMBER ”
or
“ENGINE SEPARATION NUMBER _____”
- If an engine failure should occur on final approach with the flaps in the landing
position, the decision to continue the approach or execute a go-around should be made
immediately.
- If the approach is continued and sufficient thrust is available, continue the approach
with landing flaps.
- If the approach is continued and sufficient thrust is not available for landing flaps,
retract the flaps to 15 and adjust thrust on the operating engine. Command speed
should be increased over the previously set flaps 30 or 40 VREF by 15 knots for
B737-600 and 700 series and 20 knots for the B737-800 series.
This sets a command speed that is equal to at least VREF for flaps 15. Wind additives
should be added as needed, if time and conditions permit.
If a go-around is required, follow the Go-Around and Missed Approach procedures
except use flaps 15 initially if trailing edge flaps are at 30 or 40.
Subsequent flap retraction should be made at 1000ft AFE or published MFRA and in level
flight or a shallow climb.
Considering the B737-800, when the Make a PANPAN or a MAYDAY call
target speed of VREF+20 (over the according to the situation, if not already
previously set flaps 30 or 40 VREF) is done.
achieved, adjust the target thrust
accordingly, i.e. approximately 74% N1
for Gear Down and Flaps 15.

Highlights

- If the aircraft is not stabilized: GO AROUND!

- Anticipate rudder adjustment.
- Centering the rudder trim before landing allows most of the rudder pedal pressure to be
removed when the thrust of the operating engine is retarded to idle at touchdown. Full
rudder authority and rudder pedal steering capability are not affected by rudder trim.
- It may not be advisable to center the rudder trim due to crew workload and the possibility of
a missed approach. However, if touchdown occurs with the rudder still trimmed for the
approach, be prepared for the higher rudder pedal forces required to track the centerline
on rollout.

41 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4.5.4 Engine Failure During Go–Around and Missed Approach

If an engine fails during go-around, perform normal Go-Around and Missed Approach
procedures. Verify maximum go-around thrust is set. Maintain flaps 15, VREF 30 or 40
plus wind additive (5 knots minimum) speed and limit bank angle to 15° until initial
maneuver is complete and a safe altitude is reached.
Accelerate to flap retraction speed by repositioning the command speed to the maneuver
speed for the desired flap setting and adjusting pitch. Retract flaps on the normal
flap/speed schedule.
Note: VREF 30 or 40 plus wind additive at flaps 15 may result in an airspeed that
provides less than full maneuver margin (top of the amber band).

4.5.5 Go-Around and Missed Approach - One Engine Inoperative

Procedure

PF PM
-Call “GO AROUND FLAPS ONE” Select Flaps One.
-Simultaneously press TOGA switch Monitor Go Around Pitch Attitude and
advance the thrust lever of the operating thrust lever movement.
engine and rotate smoothly to a
go-around attitude.
-Call out “SET GO AROUND THRUST” Set thrust on the operating Engine.

At positive rate of climb on the altimeter At positive rate of climb on the altimeter
Call “GEAR UP” Call “ POSITIVE RATE” and move the
Gear lever to Up
Above 400 Feet
Call for a Heading Select and Select HDG SEL on MCP and BA 15°
call “SET FIFTEEN DEGREES BANK Make an ATC call if able to announce
ANGLE” the GA.
Above Acceleration Height typically 1000 feet AFE
Call « SET FLAPS UP SPEED » Set speed as required.
Above flaps 1 speed and accelerating Set the Flap lever as directed
Call “FLAPS UP”
At flaps up speed
Call “SET LEVEL CHANGE, MAX - Select LVL CHG on MCP and set
CONTINUOUS THRUST AND BANK CON on FMC CDU N1 page
ANGLE TWENTY FIVE” - set thrust on the live engine to match
continuous thrust power
- Select Bank angle 25°
Engage A/P and Call “ AFTER TAKEOFF Read and do the After T/O C/L
CHECK-LIST”

If a missed approach is accomplished from a flaps 15 approach, use flaps 1 for the go-
around flap setting. After TO/GA is engaged, the AFDS initially commands a go-around
attitude, then transitions to maintain command speed as the rate of climb increases. The
pilot must control yaw with rudder and trim. Some rudder pedal pressure may be required
even with full rudder trim. Select maximum continuous thrust when flaps are retracted to
the desired flap setting.

42 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4.5.6 Single Engine F/D Go–Around

With a push of either TO/GA switch:

- F/D roll commands hold current ground track. The Roll Engaged Mode annunciation on
the FMA is blank
- Pitch mode engages in TO/GA and the Pitch Engaged Mode annunciation on the
FMA indicates TO/GA
- The F/D target speed is displayed on IAS/Mach display
- The F/D target speed is displayed on the airspeed cursor
- F/D pitch commands 13 degrees nose up. As climb rate increases, F/D pitch commands
maintain a target speed.

• If engine failure occurs prior to go–around engagement, then F/D target speed is
the selected MCP speed.
• If engine failure occurs after go–around engagement, then F/D target speed depends
on whether ten seconds have elapsed since go–around engagement:
• If prior to ten seconds, the MCP selected approach speed becomes target speed
• If after ten seconds and the airspeed at engine failure is within five knots of the
go–around engagement speed, the airspeed that existed at go–around engagement
becomes target speed
• If after ten seconds and the airspeed at engine failure is more than five knots above
go–around engagement speed, then the current airspeed becomes target speed.

Note: The target speed is never less than V2 speed based on flap position unless
in windshear conditions.

F/D commanded acceleration cannot occur until a higher speed is selected on the MCP
IAS/Mach display.

43 Edition 03
NON NORMAL PROCEDURES
~.Jl,i/l ~,g./1 .o.s,A.!II
AIR ALGERIE

4.5.7 Engine failure with landing flaps and single engine go around flight pattern:

FLAPS I.P
=PF "SET LEVEL CHANGE" or "SET VNA V"
=PM
"SET MAX CONT THRUST

"ENGINE FAILURE" - set lhrust

as needed NN cheklist. (PF)
- Adjust lhrust and attitude (PF) "AFTER TAKEOFF CHECKUST
"FLAPS ONE"
Note:Maintain landing flaps if ttrust is Slllident, a: ·posmVE RATE" on altimeter
(600'700) "Fl.APS 15, SPEED BUG +15" "FLAPS UP"
"GEARUP"
(800) "FLAPS 15, SPEED BUG +20" - If around with naps 1
- Select gear up (PM)
$Select flaps 15 (PM) ~ "FLAPS UP"
- Verify thrust is sufficient I adjust. (PM)
~Set speed (PM) - Verify correct attitude (PM) - monitors flap retraction (PM)
$GND PROX Flaps ovenide switch ······ (PM) -Verify MAP àtîtude set... (PM - set man. speed for flaps setting (PM}
- Verify inibal MAP heading (PM)

"GO AROUND FLAPS 1"

- Push TOIGA, take GIA attitude (PF)
- Select flaps (PM)
- Verity ttvust and attitude (PM)

- If F30 and F40 or (F15 < Vref +15/20)

PASSING 400 FT AAL
"GO AROUND, FlAPS 15"
"SET LNA V" or "SET HEADING SELE Cr
- If F15 >Vref +15120
"STATE THE MALFUNCTION"
"GO AROUND, FlAPS 1"
- Tune Radios for Missed Approach (PM)
- selects and connrrns roll mode (PM)
- Recover LOC and GS (PF) - tunes radios and courses (PM)
- Check attitude, speed and lhrust - vernies MAP route is tracked (PM)
- LANDING CHECKLIST

- CONTINUE, or
-GOAROUND, FlAPS 15, or
- GO AROUND, Fl.APS 1.

"I HAVE CONTROL, MEMORY ITEMS"

- Pêrform rnemory items and NIIC if applicable
- Vacate runway if needed

44 Edition 03
NON NORMAL PROCEDURES
~.Jl,i/l ~,g./1 .o.s,A.!II
AIR ALGERIE

4.5.8 B737-NG Visual Circuit 1 engine flight pattern [55T, SL, ISA] (No Touch &Go)

Base Leg (check wind)

=PF
=PM
Abeam Threshold
End of Qownwind
• Start timer (3"/100ft +/- 0.5 Ids)
··Geardown· Downwind
• ·F1aps 5"
•"Flaps 15" • Non-namal CA..
•Speedbral<esArm • Decelerate to -s·
• Mer TO CA..
•Balk25.
• 1# 1nop Descent CA..
•Leveltum
• 1# 1nop Approach CA..

Base Leq (check wind)

• Vapp
• S1art descend • Pitch Angle 2,5"
• t# inoperalive Landing CA..

GoAround
•TOGA
"GO AROUND, FLAPS 1"
• eitch Angle 13·
"POSITIVE RATE"
"GEARUP"
• Ched( Go Around thrust and altrtude
• Above 500 ft AGL or MFRA resume pattern

1000 ft AGL
• Sta1 Contiooous tum to
Final Tum (check wind)
Engine failure
doM'lwind (bri 25•)
• Vapp • SlopYaN MFRA
• Balk decreasing tum • Freeze rudcler
• Pitch Angle for 3• slope • Level acœleration (Pitch Angle 10·)
• Vapp • Stabilised al Y. circut édude • V2 (Pitch Angle 13") + wilgS level • At speed ofV2•15 "FLAPS S"
• 1# inoperative Landing CA.. co"1)1eted "POSITIVE RATE" • At ftaps 5 speed
"GEARUP" • At ftaps 1 speed
FIare
, Raise nose slightly • Check Go Arot.lld ttvust and altitude • Climb& tum
• "Check Go Arolnf"
• Ttvust ide
, Keep Pitch Angle (look outside) • "AcceleralionAbove 500 ft AGL
or MFRA"

45 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

4.6 Engine inoperative Landing

4.6.1 Command Speed Landing Non-Normal Conditions

Occasionally, a non-normal checklist instructs the flight crew to use a VREF speed that
also includes a speed additive such as VREF 15 + 15. When VREF has been adjusted
by a NNC, this becomes the VREF used for landing. This VREF does not include wind
additives.
When using the autothrottle, position command speed to VREF + 5 knots.
Sufficient wind and gust protection is available with the autothrottle connected that no
further wind additives are needed.
If the autothrottle is disconnected, or is planned to be disconnected prior to landing,
appropriate wind additives must be added to the VREF to arrive at command speed, the
speed used to fly the approach.

4.6.2 Reverse Thrust

Asymmetrical reverse thrust may be used with one engine inoperative. Use normal
reverse thrust procedures and techniques with the operating engine. If directional control
becomes a problem during deceleration, return the thrust lever to the reverse idle detent.

4.6.3 Engine Out Taxi-In

Following an engine failure / shut down, the flight crew shall be familiar with Engine Out
Taxi (EOT) operations, the, the flight crew shall be familiar with Engine Out Taxi (EOT)
operations, the potential risk factors, and airplane systems considerations before
conducting EOT operations. The crew should consider their familiarity with the airport and
the complexity of the taxi route before conducting EOT operations.
EOT operations are not allowed if:
- Airport procedures do not allow it
- Operation in a Sandy or Dusty Environment
- During adverse weather conditions
- On a contaminated taxiway or apron
- With reported slippery or reported Braking Action less than Good
- The ramp is congested
- When any system that impacts braking and/or steering capability is inoperative
- When any part of the hydraulic system is inoperative.
- APU inoperative

EOT operations shall be conducted after completion of the After Landing Procedure. N1
values above 40%N1 are not recommended.

When an active runway needs to be crossed during taxi-in, caution should be observed,
due to the additional time required to accelerate from a stop.
Taxiway and ramp slope and composition may not be suited for EOT operations.
The flight crew shall comply with engine cool down time requirements as indicated in the
Flight Crew Operations Manual (FCOM) Normal Procedures. Time at idle reverse may be
included in the cool down timing.

46 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

5 FLIGHT CONTROLS .................................................................................................. 48

5.1 Flaps Extension using the Alternate System ......................................................... 48

47 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

5 FLIGHT CONTROLS

5.1 Flaps Extension using the Alternate System

When extending the flaps using the alternate system, the recommended method for
setting command speed differs from the method used during normal flap extension.
Since the flaps extend more slowly when using the alternate system, it is recommended
that the crew delay setting the new command speed until the flaps reach the selected
position.

48 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

6 FUEL ........................................................................................................................... 50

6.1 Fuel Balancing Considerations.............................................................................. 50

6.2 Low Fuel ............................................................................................................... 50
6.2.1 Approach and Landing ................................................................................... 50
6.2.2 Go-Around ...................................................................................................... 50

49 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

6 FUEL

6.1 Fuel Balancing Considerations

The crew should consider the following when performing fuel balancing procedures:
- Use of the Fuel Balancing Supplementary Procedure in conjunction with good crew
coordination reduces the possibility of crew errors
- Routine fuel balancing when not near the imbalance limit increases the possibility of
crew errors and does not significantly improve fuel consumption
- During critical phases of flight, fuel balancing should be delayed until workload permits.
This reduces the possibility of crew errors and allows crew attention to be focused on
flight path control
- Fuel imbalances that occur during approach need not be addressed if the reason for
the imbalance is obvious (e.g. engine failure or thrust asymmetry, etc.).

6.2 Low Fuel

A low fuel condition exists when the LOW indication is displayed.

6.2.1 Approach and Landing

In a low fuel condition, the clean configuration should be maintained as long as possible
during the descent and approach to conserve fuel. However, initiate configuration
changes early enough to provide a smooth, slow deceleration to final approach speed to
prevent fuel from running forward in the tanks.
Runway conditions permitting, heavy braking and high levels of reverse thrust should be
avoided to prevent uncovering all fuel pumps and possible engine flameout during
landing roll.

6.2.2 Go-Around

If a go-around is necessary, apply thrust slowly and smoothly and maintain the
minimum nose-up body attitude for a safe climb gradient. Avoid rapid acceleration of
the airplane. If any wing tank fuel pump low pressure light illuminates, do not turn the
fuel pump switches off.

50 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

7 HYDRAULICS ............................................................................................................. 52

7.1 Manual Reversion ................................................................................................ 52

51 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

7 HYDRAULICS

7.1 Manual Reversion

With both hydraulic systems A and B inoperative, the ailerons and elevator are controlled
manually.
Both electric and manual trim are still functional. Do not over trim. The airplane should
be trimmed slightly nose up and a light forward pressure held on the control column to
minimize the effects of the elevator dead band.
The rudder is powered by the standby hydraulic system. Caution must be exercised to
not over control the rudder.
Fly a long straight-in approach. Keep thrust changes small and slow to allow for pitch trim
changes. Landing configuration and approach airspeed should be established on the
runway centerline so that only a slight reduction in thrust is required to achieve the
landing profile. Do not make a flat approach. Anticipate the airplane tends to pitch
down as thrust is reduced for touchdown. To help reduce the pitch down tendency, trim
slightly nose up on approach and initiate the flare at a higher than normal altitude.
Although trimming during the flare is not normally recommended, the high control
column forces required during landing in this situation can be reduced by adding a
small amount of nose up trim during the flare.
After touchdown, thrust reverser operation is slow. Apply steady brake pressure since
only accumulator pressure is available. Do not apply excessive forward pressure to the
control column. Excessive forward pressure without the speedbrakes deployed can
result in less weight on the main gear and reduced braking capability.
Do not attempt to taxi the airplane after stopping because the accumulator pressure may
be depleted or close to being depleted.
If a go-around is required, apply thrust smoothly and in coordination with stabilizer trim.
Rapid thrust application results in nose-up pitch forces.

52 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

8 LANDING GEAR ......................................................................................................... 54

8.1 Landing on a Flat Tire ........................................................................................... 54

8.2 Partial or Gear Up Landing.................................................................................... 54
8.2.1 Use of Speedbrakes ....................................................................................... 54
8.2.2 Use of Reverse Thrust ................................................................................... 54
8.2.3 Nose Gear Only Extended .............................................................................. 54
8.2.4 Both Main Gear Extended with Nose Gear Up………….......……………….….54
8.2.5 One Main Gear Extended and Nose Gear Extended…….……...…………….. 55
8.2.6 One Main Gear Only Extended…………………………….…………... ……...... 55
8.2.7 All Gear Up or Partially Extended………………………..……………..………..55
8.3 Wheel Brakes........................................................................................................ 55
8.3.1 Braking with no autobrakes ............................................................................ 55
8.3.2 Braking with Antiskid Inoperative ................................................................... 55

53 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

8 LANDING GEAR

8.1 Landing on a Flat Tire

With a single tire failure, towing is not necessary unless unusual vibration is noticed or
other failures have occurred.
In the case of a flat nose wheel tire, slowly and gently lower the nose wheels to the
runway while braking lightly. Runway length permitting, use idle reverse thrust.
Autobrakes may be used at the lower settings.
Flat main gear tire(s) cause a general loss of braking effectiveness and a yawing moment
toward the flat tire with light or no braking and a yawing moment away from the flat tire if
the brakes are applied harder. Maximum use of reverse thrust is recommended. Do not
use autobrakes.
If uncertain whether a nose tire or a main tire has failed, slowly and gently lower the nose
wheels to the runway and do not use autobrakes. Differential braking may be required to
steer the airplane.
Use idle or higher reverse thrust as needed to stop the airplane.

8.2 Partial or Gear Up Landing

8.2.1 Use of Speedbrakes

During a partial gear or gear up landing, speedbrakes should be extended only when
stopping distance is critical. Extending the speedbrakes before all gear, or the nose or
the engine nacelle in the case of a gear that does not extend, have contacted the runway
may compromise controllability of the airplane.

8.2.2 Use of Reverse Thrust

Selecting reverse thrust with any gear not extended may produce an additional
asymmetric condition that makes directional control more difficult. Reverse thrust should
be used only when stopping distance is critical.

8.2.3 Nose Gear Only Extended

Land in the center line of the runway. Use normal approach and flare attitudes
maintaining back pressure on the control column until ground contact. The engines
contact the ground prior to the nose gear.

8.2.4 Both Main Gear Extended with Nose Gear Up

Land in the center of the runway. After touchdown lower the nose gently before losing
elevator effectiveness.

54 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

8.2.5 One Main Gear Extended and Nose Gear Extended

Land the airplane on the side of the runway that corresponds to the extended main gear
down. At touchdown, maintain wings level as long as possible. Use rudder and nose
wheel steering for directional control. After all gear, or the engine nacelle where the gear
is not extended, have made contact with the runway, braking on the side opposite the
unsupported wing should be used as needed to keep the airplane rolling straight.

8.2.6 One Main Gear Only Extended

Land the airplane on the side of the runway that corresponds to the extended main gear
down. At touchdown, maintain wings level as long as possible. Use rudder for directional
control. After all gear, or the nose or the engine nacelle in the case of gear that do not
extend, have made contact with the runway, braking on the side opposite the
unsupported wing should be used as needed to keep the airplane rolling straight.

8.2.7 All Gear Up or Partially Extended

Land in the center of the runway. The engines contact the ground first. There is adequate
rudder available to maintain directional control during the initial portion of the ground
slide. Attempt to maintain the centerline while rudder control is available.

8.3 Wheel Brakes

8.3.1 Braking with no autobrakes

Immediately after main gear touchdown, smoothly apply a constant brake pedal pressure
for the desired braking. For short or slippery runways, use full brake pedal pressure.
- Do not attempt to modulate, pump or improve the braking by any other special
techniques
- Do not release the brake pedal pressure until the airplane speed has been reduced to
a safe taxi speed.

8.3.2 Braking with Antiskid Inoperative

When the antiskid system is inoperative, the following techniques apply:

- Ensure that the nose wheels are on the ground and the speedbrakes are extended
before applying the brakes
- Initiate wheel braking using very light pedal pressure and increase pressure as ground
speed decreases
- Apply steady pressure

55 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

9 WINDOWS .................................................................................................................. 57

9.1 Flight with the Side Window(s) Open ..................................................................... 57

56 Edition 03
NON NORMAL PROCEDURES
fûl.;!I ~.JHIA...,UI
AIR ALGERIE

9 WINDOWS

9.1 Flight with the Side Window(s) Open

The inadvertent opening of an unlatched flight deck window by air loads during the takeoff
roll is not considered an event that warrants a high speed RTO. Although the resulting
noise levels may interfere with crew communications, it is safer to continue the takeoff
and close the window after becoming airborne and the flight path is under control. The
flight may be continued once the window is closed and locked and pressurization is
normal. If the window is damaged and will not close, return to the departure airport.
If needed, the windows may be opened in-flight after depressurizing the airplane. It is
recommended that the airplane be slowed since the noise levels increase at higher
airspeed. Maneuvering speed for the flap setting in use is a good target speed. Intentions
should be briefed and ATC notified prior to opening the window as the noise level can be
high and make communications difficult, even at slow speeds. However, there is very
little turbulence on the flight deck. Because of airplane design, there is an area of
relatively calm air over the open window. Forward visibility can be maintained by looking
out of the open window using care to stay clear of the airstream

57 Edition 03