737NG-Operations-Manual-Vol1.pdf

737NG Operations Manual Volume 1 Delta Air Lines, Inc. REVIEWED BY: ___________________________________ Joe Sumner 737 - Technical Manager

APPROVED BY: ___________________________________ John Pickitt 737 - Chief Line Check Pilot

APPROVED BY: ___________________________________ Paul Repp 737 - Fleet Captain

Revision Number: 21 Revision Date: June 9, 2008 © 2008

737NG Operations Manual

Preface

Chapter P1

Table of Contents Volume 1

Section 0 Chapter

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1 Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.0 Model Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.2 Abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.3 Revision Record / Highlights. . . . . . . . . . . . . . . . . . . . . . . . . . . P1.4 List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.5 Flight Crew Bulletin Record . . . . . . . . . . . . . . . . . . . . . . . . . . . P1.6 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP Supplementary Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP

FCOM Template 12/12/98

Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF

Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

P1.0.1

Preface Table of Contents


Intentionally Blank


P1.0.2

June 9, 2008


Preface

Chapter P1

Model Identification

Section 1

General The airplanes listed in the table below are covered in the operations manual. The table information is used to distinguish data peculiar to one or more, but not all of the airplanes. Where data applies to all airplanes listed, no reference is made to individual airplanes. Note: The procedures and information contained in this manual also apply to aircraft acquired by Delta Air Lines subsequent to the current revision; however, this document may not address all pertinent information for these airplanes. In such instances, specific operating procedures and systems information can be found in appropriate Differences Chapter(s) and/or Flight Crew Bulletin(s) prior to their incorporation in the next scheduled revision. Airplane number is supplied by the operator. Registry number is supplied by the national regulatory agency. Serial number and tabulation number are supplied by Boeing.


737-700 Airplane Number

Registry Number

Serial Number

Tabulation Number

3101

N301DQ

29687

YM701

3102

N302DQ

29648

YM702

3103

N303DQ

29688

YM703

3104

N304DQ

29683

YM704

3105

N305DQ

29645

YM705

3106

N306DQ

29633

YM706

3107

N307DQ

29679

YM707

3108

N308DQ

29656

YM708

3109

N309DQ

29665

YM709

3110

N310DQ

29634

YM710

And Subsequent


June 9, 2008

P1.1.1

Preface Model Identification


737-800 Airplane Number

Registry Number

Serial Number

Tabulation Number

3701

N371DA

29619

YC601

3702

N372DA

29620

YC602

3703

N373DA

29621

YC603

3704

N374DA

29622

YC604

3705

N375DA

29623

YC605

3706

N376DA

29624

YC606

3707

N377DA

29625

YC607

3708

N378DA

30265

YC608

3709

N379DA

30349

YC609

3710

N380DA

30266

YC610

3711

N381DN

30350

YC611

3712

N382DA

30345

YC612

3713

N383DN

30346

YC613

3714

N384DA

30347

YC614

3715

N385DN

30348

YC615

3716

N386DA

30373

YC616

3717

N387DA

30374

YC617

3718

N388DA

30375

YC618

3719

N389DA

30376

YC619

3720

N390DA

30536

YC620

3721

N391DA

30560

YC621

3722

N392DA

30561

YC622

3723

N393DA

30377

YC623

3724

N394DA

30562

YC624

3725

N395DN

30773

YC681

3726

N396DA

30378

YC682


P1.1.2

June 9, 2008


737NG Operations Manual Airplane Number

Registry Number

Serial Number

Tabulation Number

3727

N397DA

30537

YC683

3728

N398DA

30774

YC684

3729

N399DA

30379

YC685

3730

N3730B

30538

YC686

3731

N3731T

30775

YC687

3732

N3732J

30380

YC688

3733

N3733Z

30539

YC689

3734

N3734B

30776

YC690

3735

N3735D

30381

YC691

3736

N3736C

30540

YC692

3737

N3737C

30799

YC693

3738

N3738B

30382

YC694

3739

N3739P

30541

YC695

3740

N3740C

30800

YC696

3741

N3741S

30487

YC625

3742

N3742C

30835

YC626

3743

N3743H

30836

YC627

3744

N3744F

30837

YC628

3745

N3745B

32373

YC629

3746

N3746H

30488

YC630

3747

N3747D

32374

YC631

3748

N3748Y

30489

YC632

3749

N3749D

30490

YC633

3750

N3750D

32375

YC634

3751

N3751B

30491

YC635

3752

N3752

30492

YC636

3753

N3753

32626

YC637


June 9, 2008

P1.1.3


737NG Operations Manual Airplane Number

Registry Number

Serial Number

Tabulation Number

3754

N3754A

29626

YC638

3755

N3755D

29627

YC639

3756

N3756

30493

YC640

3757

N3757D

30813

YC641

3758

N3758Y

30814

YC642

3759

N3759

30815

YC643

3760

N3760C

30816

YC644

3761

N3761R

29628

YC645

3762

N3762Y

30817

YC646

3763

N3763D

29629

YC647

3764

N3764D

30818

YC648

3765

N3765

30819

YC649

3766

N3766

30820

YC650

3767

N3767

30821

YC651

3768

N3768

29630

YC652

3769

N3769L

30822

YC653

3770

N3770O

29631

YC654

3771

N3771K

29632

YC655

And Subsequent


P1.1.4

June 9, 2008


Preface

Chapter P1

Introduction

Section 2

General The Boeing Company developed normal and non-normal procedures for the 737NG aircraft. Delta Air Lines has modified some of the procedures for simplification and standardization, when appropriate with other Delta aircraft. Finally, the FAA has approved the procedures presented in the Operations Manual, with the exception of flight crew bulletins. These procedures are company policy for pilots to follow during ground operations and in flight. Deviations from these policies and procedures should be made only with good cause and based on the safest course of action. If an abnormality occurs that is not covered by these procedures, the Captain must use his best judgement.

Manual Rights


The 737NG Operations Manual has been prepared for the exclusive use of Delta Air Lines Inc., Flight Operations personnel under the direction and authority of Delta and shall, at all times, remain the property of Delta. The holder hereof acknowledges and agrees that this manual contains or may contain trade secrets, copyrighted material and commercial and proprietary information, privileged and confidential, to the interest of Delta, and the holder hereof further agrees that this manual may not be reproduced, distributed or copied, in whole or in part, without the express prior written consent of Delta. • In the event this 737NG Operating Manual is sold or distributed to any other party, no warranty or guarantee, expressed or implied, is made as to the accuracy, sufficiency or suitability of the materials contained herein or of any revision, supplement or bulletin hereto. It is understood and agreed to by such other party that it shall release indemnify and hold Delta, its officers, employees and agents harmless against any and all claims or actions of whatever nature which may arise or claim to arise from the use hereof.


June 9, 2008

P1.2.1

Preface Introduction


Corrections to the Manual To correct any errors or discrepancies discovered in this manual, or to submit a suggested change to any Aircraft Operating Manual (Volume 1, Volume 2, QRH, Flight Crew Training Manual), Normal Checklist, Airway Manual, Flight Operations Manual (FOM), OE/TOE Guide, Flight Crew Bulletin (FCB), or Flight Operations Bulletin (FOB): Log on to the Delta Flight Operations Portal, http://dlnet.delta.com and submit a Publications Change Request (PCR). There are links to the PCR form on each fleet page and also on the Flight Ops Manuals/Library Services page. Once submitted, the PCR is automatically routed to the applicable Fleet Technical Manager and Technical Writer for that manual.

Organization The operations manual is organized in the following manner. Volume 1 • Preface – contains general information regarding the manual’s purpose, structure, and content. It also contains lists of abbreviations, a record of revisions, a list of effective pages and flight crew bulletins. • Limitations and Normal Procedures – cover operational limitations and normal procedures. All operating procedures are based on a thorough analysis of crew activity required to operate the airplane, and reflect the latest knowledge and experience available. • Supplementary Procedures – covers those procedures accomplished as required rather than routinely on each flight. • Aircraft Differences chapter notes differences between aircraft types. Volume 2 - Chapters 1 through 15 contain general airplane and systems information. These chapters are generally subdivided into sections covering controls and indicators and systems descriptions. Quick Reference Handbook (QRH) - The QRH covers normal checklists, non-normal checklists and non-normal maneuvers. Flight Crew Training Manual (FCTM) - The Flight Crew Training Manual provides information and recommendations on maneuvers and techniques.


P1.2.2

June 9, 2008



Page Numbering The operations manual uses a decimal page numbering system. The page number is divided into three fields; chapter, section, and page. An example of a page number for the Normal Procedures chapter follows: chapter NP, section 20, page 3.

Example Page Number Chapter (Normal Procedures)

Page Number NP.20.3

Section (Amplified Procedures)

Warnings, Cautions, and Notes The following levels of written advisories are used throughout the manual. WARNING: An operating procedure, technique, etc., that may result in personal injury or loss of life if not carefully followed. CAUTION: An operating procedure, technique, etc., that may result in damage to equipment if not carefully followed. Note: An operating procedure, technique, etc., considered essential to emphasize. Information contained in notes may also be safety related.

Airplane Effectivities Differences in airplane configuration are shown by use of airplane effectivities throughout Volumes 1 and 2, Quick Reference Handbook, and the Flight Crew Training Manual. The following rules are used to express airplane effectivities: • Airplane effectivities are listed by ship number. A range of airplanes is defined by a dash, e.g. Ships 3101 – 3110. A comma in the effectivity range indicates a break in the range, e.g. Ships 3701 – 3710, 3712 – 3725; airplane 3711 is excluded from the range. • Airplane effectivities apply only to the paragraph, illustration, operational note, procedural step, etc. and to subordinate items (if any). Refer to the examples below.


June 9, 2008

P1.2.3



Example 1 (with subordinate items): Ships 3101 – 3110 If the PSEU light does not extinguish when the parking brake is set or when both engines are shut down: Do not takeoff. Note: The PSEU light illuminates on the ground only.

In this example, the effectivity 3101 – 3110 applies to the first procedural step (If the PSEU.....) and any additional indented/subordinate steps (Do not takeoff). The effectivity does not apply to the next equivalently indented step (Note: The PSEU light...). Example 2 (without subordinate items): Ships 3101, 3102 CAUTION: When gross weight is greater than 143,000 lbs, speed brake will autostow to the 50% flight detent if airspeed exceeds 320 knots. Do not overide autostow function unless airspeed is less than 320 knots. Speedbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN detent

In this example, the effectivity Ships 3101, 3102 applies to the first operational caution only. The effectivity does not apply to the next equivalently indented step. For clarity, an "All" effectivity may be applied to differentiate common steps from those effected by specific ship numbers. When airplane effectivities are centered immediately below a section or checklist title, the entire section or checklist applies to the listed airplanes. In the following example, the Emergency Equipment section below is applicable to Ships 3701 – 3771 only: Emergency Equipment Ships 3701-3771


P1.2.4

June 9, 2008


Preface

Chapter P1

Abbreviations

Section 3

General The following abbreviations may be found throughout the manual. Some abbreviations may also appear in lowercase letters. Abbreviations having very limited use are explained in the chapter where they are used. Since this list is compiled across several fleets, there may be some abbreviations that do not apply to this specific fleet. AFDS

Autopilot Flight Director System

A ABV

Above

AFE

Above Field Elevation

AC

Alternating Current or Aircraft

AFM

Airplane Flight Manual (FAA approved)

ACARS

Aircraft Communications Addressing and Reporting System

AFM - DPI

Airplane Flight Manual Digital Performance Information

ACE

Actuator Control Electronics

AFS

ACP

Audio Control Panel

Automatic Flight System (Autopilot or Autothrottle)

ACT

Active

A/G

Air/Ground

ADC

Air Data Computer

AGL

Above Ground Level

ADF

Automatic Direction Finder

AH

Alert Height

AHRS

Attitude Heading Reference System

AI

Anti-Ice

AIL

Aileron

ALFA

Safe Stall Margin Speed

ALT

Altitude

ALT ACQ

Altitude Acquire

ALT HOLD

Altitude Hold

ALTN

Alternate

AM

Amplitude Modulation

ADI

Attitude Director Indicator

ADIRS

Air Data Inertial Reference System

ADIRU

Air Data Inertial Reference Unit

ADM

Air Data Module

AED

Automatic External Defribulator

AFDC

June 9, 2008

Autopilot Flight Director Computer


P1.3.1

Preface Abbreviations

737NG Operations Manual AIMS

Airplane Information Management System

ATIS

Automated Terminal Information Service

AMI

Airline Modifiable Information

ATM

Assumed Temperature Method

ANP

Actual Navigational Performance

ATT

Attitude

AUTO

Automatic

ANT

Antenna Aircraft Nose Up

AUTO– THROT

Autothrottle

ANU AOA

Angle of Attack

AUX

Auxiliary

AOC

Airline Operational Communication Data Link

AVAIL

Available

AWABS

Automated Weight and Balance System

A/P

Autopilot

APL

Airplane

APP

Approach

APU

Auxiliary Power Unit

AR

Authorization Required

ARINC

Aeronautical Radio, Incorporated

ARM

Aircraft Restrictions Manual

ARPT

Airport

ARR

Arrival

ART

Automatic Reserve Thrust

ASA

Autoland Status Annunciator

ASI

Airspeed Indicator

ASR

Airport Surveillance Radar

ASYM

Asymmetry

A/T

Autothrottle

ATA

Actual Time of Arrival

ATC

Air Traffic Control

B BARO

Barometric

BAT

Battery

B/C or B/CRS or BAC or BCS

Back Course

BFO

Beat Frequency Oscillator

BITE

Built-In Test Equipment

BKR

Breaker

BLD

Bleed

BLW

Below

BRG

Bearing

BRT

Bright

BTL

Bottle

BTL DISCH Bottle Discharge (fire extinguisher) BTMS

Brake Temperature Monitoring System C


P1.3.2

June 9, 2008


737NG Operations Manual C

Captain or

CO

Company

Celsius or

COMM

Communication

Center or

COMP

Comparator

COMPT

Compartment

CON

Continuous

CONFIG

Configuration

CONT

Control

COOL

Cooling

CRM

Crew Resource Management

CRS

Course

CRT

Cathode Ray Tube

CRZ

Cruise

CTL

Control

Cool CAA

Civil Aviation Authority

CADC

Central Air Data Computer

CALSEL

Call Select

CANC/RCL

Cancel/Recall

CANPA

Constant Angle Non-Precision Approach

CAP

Capture

CAPT

Captain

CAWS

Central Aural Warning System

CB

Circuit Breaker

CTR

Center

CCD

Cursor Control Device

CWS

Control Wheel Steering

CDS

Common Display System

CDU

Control Display Unit

DA

Decision Altitude

CFIT

Controlled Flight Into Terrain

DA(H)

Decision Altitude (Height)

CG

Center of Gravity

DC

Direct Current

CHKL

Checklist

DCU

CHR

Chronograph

Display Concentrator Unit

CKD

Checked

D/D

Direct Descent

CKT

Circuit

DDA

Derived Decision Altitude (MDA +50 feet)

CL

Close

DDG

CLB

Climb

Dispatch Deviations Guide

CLMP

Computer Lockout Manual Power

DEL

Delete

DEP

Departure

CLR

Clear

DEP ARR

Departure Arrival

CMD

Command

DEPR

Depressurize

D


June 9, 2008

P1.3.3


737NG Operations Manual DES

Descent

DEU

Display Electronic Unit

DFCS

Digital Flight Control System

DFGC

Digital Flight Guidance Computer

DFGS

Digital Flight Guidance System

DH

Decision Height

DIFF

Differential

DIR

Direct

DISC

Disconnect

DISCH

Discharge

DK

Deck

DME

Distance Measuring Equipment

EFI

Electronic Flight Instruments

EFIS

Electronic Flight Instrument System

EGPWS

Enhanced Ground Proximity Warning System

EGT

Exhaust Gas Temperature

EHSI

Electronic Horizontal Situation Indicator

EICAS

Engine Indication and Crew Alerting System

EIS

Electronic Instrument System

ELEC

Electrical

ELEV

Elevator

EMER

Emergency

DN

Down

ENG

Engine

DPC

Display Processing Computer

ENG OUT

Engine Out

ENT

Entry

DSP

Display Select Panel

EO or E/O

Engine Out

DSPL

Display

EOAP

DTG

Distance to Go

Electronic Overhead Annunciation Panel

DTW

Distance to Waypoint

EPR

Engine Pressure Ratio

DU

Display Unit

EQPT or EQUIP

Equipment

ETOPS

Extended Range Operation with Twin Engine Airplanes

E EADI

Electronic Attitude Director Indicator

ECON

Economy

EVAC

Evacuation

E/D

End of Descent

EXEC

Execute

E/E

Electrical/Electronic

EXT

Extend or External

EEC

Electronic Engine Control

F F

Fahrenheit


P1.3.4

June 9, 2008


737NG Operations Manual FAC

Final Approach Course

FOM

Flight Operations Manual

FAA

Federal Aviation Administration

FPA

Flight Path Angle

FPM

Feet Per Minute

FADEC

Full Authority Digital Engine Control

FPV

Flight Path Vector

FAF

Final Approach Fix

FREQ

Frequency

FAR

Federal Aviation Regulation

F/S

Fast/Slow

FT

Feet

FCB

Flight Crew Bulletin

FWD

Forward

FCC

Flight Control Computer

FWSOV

Fire Wall Shut Off Valve

FCTL

Flight Control

FX

Fix

FCTM

Flight Crew Training Manual

FD, F/D or FLT DIR

Flight Director

FF

G GA

Go–Around

GEN

Generator

Fuel Flow

GLS

GNSS Landing System

FFM

Force Fight Monitor

GMT

Greenwich Mean Time

FGCP

Flight Guidance Control Panel

GND

Ground

GNSS

Global Navigation Satellite System

GP or G/P

Glide Path

GPS

Global Positioning System

GPWS

Ground Proximity Warning System

GS

Ground Speed

G/S

Glide Slope

GW

Gross Weight

FGS

Flight Guidance System

FILT

Filter

FIR

Flight Information Region

FL CH or FLCH

Flight Level Change

FLT

Flight

FLT CTRL

Flight Control

FLPRN

Flaperon

FMA

Flight Mode Annunciator

FMC

Flight Management Computer

FMS

Flight Management System

F/O or F O

First Officer

H HAA

Height Above Airport

HAT

Height Above Touchdown


June 9, 2008

P1.3.5


737NG Operations Manual HDG

Heading or

ILS

Hydraulic Driven Generator

Instrument Landing System

IM

Inner Marker

HDG REF

Heading Reference

IMC

HDG SEL

Heading Select

HF

High Frequency

Instrument Meteorological Conditions

IN

Inches

HGS

Head-Up Guidance System (HGS® is a registered trademark of Flight Dynamics)

INBD

Inboard

IND

Indicator

IND LTS

Indicator Lights

INOP

Inoperative

INIT

Initialization

INSTR

Instrument

INT or INTPH

Interphone

INTC

Intercept

HI

High

HLD

Hold

HPA

Hectopascals

HPSOV

High Pressure Shut Off Valve

HSI

Horizontal Situation Indicator

HUD

Head-Up Display

INTC CRS

Intercept Course

HYD

Hydraulic

IP

Instructor Pilot

IRS

Inertial Reference System

IRU

Inertial Reference Unit

ISA

International Standard Atmosphere

ISDU

Inertial System Display Unit

ISFD

Intergrated Standby Flight Display

ISLN

Isolation

I IAF

Initial Approach Fix

IAN

Integrated Approach Navigation

IAS

Indicated Airspeed

ICAO

International Civil Aviation Organization

IDENT

Identification

IFE

In-Flight Entertainment System

IFR

Instrument Flight Rules

IGN

Ignition

IGS

Instrument Guidance System

J JAA

Joint Aviation Authority K

K or KTS

Knots


P1.3.6

June 9, 2008


737NG Operations Manual KCAS

Knots Calibrated Airspeed

KGS

Kilograms

KIAS

Knots Indicated Airspeed L

M

Mach

MAG

Magnetic

MAHP

Missed Approach Holding Point

MAN

Manual

L

Left

MAP

Missed Approach Point

LAT

Latitude

MASI

Mach/Airspeed Indicator

LBS

Pounds

MAX

Maximum

LD

Load

MCC

LDA

Localizer-type Directional Aid

Maintenance Control Center

MCDU

Multi-purpose Control and Display Unit

MCO

Maintenance Carry Over

MCP

Mode Control Panel

MCT

Maximum Continuous Thrust

MDA

Minimum Descent Altitude

LDG

Landing

LDG ALT

Landing Altitude

LE

Leading Edge

LIM

Limit

LIM SPD

Limit Speed

LKD

Locked

L NAV or LNAV

Lateral Navigation

MDA(H)

Minimum Descent Altitude (Height)

LOC

Localizer

MDM

LOC-BC

Localizer Back Course

Mechanical Dispatch Manual

LOM

Locator Outer Marker

MEA

Minimum Enroute Altitude

LON

Longitude

MEL

LRC

Long Range Cruise

Minimum Equipment List

LRU

Line Replaceable Unit

MFD

Multifunction Display

LSK

Line Select Key

MHZ

Megahertz

LT

Light

MIC

Microphone

LWR CTR

Lower Center

MIN

Minimum

LWR DSPLY or LWR DSPL

Lower Display

MKR

Marker

MLS

Microwave Landing System

MM

Middle Marker

M


June 9, 2008

P1.3.7


737NG Operations Manual MMO

Maximum Mach Operating Speed

N1

Low Pressure Rotor Speed

MNPS

Minimum Navigation Performance Specification

N2

High Pressure Rotor Speed (Pratt & Whitney and GE engines) or

MOCA

Minimum Obstruction Clearance Altitude

MOD

Modify

MORA

Minimum Off Route Altitude

MSA

Minimum Safe Altitude

MSG

Message

MSGS RCVD

Messages Received

MSL

Mean Sea Level

MTRS

Meters

MUH

Minimum Use Height N

Intermediate Pressure Rotor Speed (Rolls Royce Engines) N3

High Pressure Rotor Speed (Rolls Royce Engines) O

OAP

Overhead Annunciator Panel (a.k.a. EOAP)

OAT

Outside Air Temperature

OCC

Operations Control Center

ODM

Operational Data Manual

OFST

Offset

N

Normal

OHU

Overhead Unit

NADP

Noise Abatement Departure Procedures

OM

Outer Marker

OP

Open

NAR

North American Route Navigation

OUTBD DSPL

Outboard Display

NAV NAV RAD

Navigation Radio

OVHD

Overhead

ND

Navigation Display

OVHT

Overheat

NLT

No Later Than

OVRD

Override

NM

Nautical Mile(s)

OVSPD

Overspeed

NNC

Non-Normal Checklists

Oxygen

NNM

Non-Normal Maneuvers

OXY or O2

NPS

Navigation Performance Scales

PA

Passenger Address

NORM

Normal

PAPI

Precision Approach Path Indicator

P


P1.3.8

June 9, 2008


737NG Operations Manual PAR

Precision Approach Radar

PRES or PRESS

Pressure

PASS

Passenger

PREV

Previous

PBE

Protective Breathing Equipment

PRI

Primary

PROG

Progress

PCP

Pilot Call Panel

PROX

Proximity

PDC

Pitch Data Computer or

P/RST

Push To Reset

PRV

Pressure Regulating Valve

PSI

Pounds Per Square Inch

PTH

Path

PTT

Push To Talk

PTU

Power Transfer Unit

PWR

Power

PWS

Predictive Windshear System

Performance Data Computer or Pre-Departure Clearance PERF

Performance

PERF INIT

Performance Initialization

PES

Pitch Enhancement System

PF

Pilot Flying

PFC

Primary Flight Computer

PFD

Primary Flight Display

PI

Performance Inflight

PIP

Product Improvement Package

Q Q

Quantity

QFE

Local Station Pressure

QNH

Altimeter Setting

QRH

Quick Reference Handbook

QTY

Quantity

PLI

Pitch Limit Indicator

PM

Pilot Monitoring

PMC

Power Management Control

R

Right

PNL

Panel

RA

Radio Altitude or

POS

Position

POS INIT

Position Initialization

RAD

Radio

POS REF

Position Reference

RAT

PPI

Planned Position Indicator

Ram Air Temperature or Ram Air Turbine

RCL

Request for Clearance

PPOS

Present Position

R

Resolution Advisory


June 9, 2008

P1.3.9


737NG Operations Manual RDMI

Radio Distance Magnetic Indicator

REC

Recorder

RECIR or RECIRC

Recirculation

REF

Reference

RET

Retract

REV

Reverse

SB

Service Bulletin

RF

Radius-to-Fix (RF) Legs or

S/B

Speedbrake

S/C

Step Climb

SDF

Simplified Directional Facility

SEI

Standby Engine Indicator

SEL

Select

SELCAL

Selective Calling

Refill RMI

Radio Magnetic Indicator

RNAV or RNV

Area Navigation

RNP

Required Navigational Performance

SAAAR

Special Aircraft and Aircrew Authorization Required

SAARU

Secondary Attitude Air Data Reference Unit

SAT

Static Air Temperature or Satellite

RPL

Rudder Pressure Limiter

SENS

Sensitivity

RPM

Revolutions Per Minute

SERV

Service

RPR

Rudder Pressure Reducer

SG

Symbol Generator

RSEP

Rudder System Enhancement Program

SPD

Speed

SPDBRK

Speedbrake

RST

Reset

STA

Station

RSVR

Reservoir

STAB

Stabilizer

R/T

Radio Transmit

STAT

Status

RTE

Route

STBY

Standby

RTO

Rejected Takeoff

STD

Standard

RTP

Radio Tuning Panel

SYS

System

RUD

Rudder

RVR

Runway Visual Range

RVSM

Reduced Vertical Separation Minimum S

T T or TRU

True

T or TK or TRK

Track (to a Navaid)

TA

Traffic Advisory


P1.3.10

June 9, 2008


737NG Operations Manual TAA

Terminal Arrival Area

TR

Traffic Resolution

TACAN

Tactical Air Navigation

TRK

Track

TAC

Thrust Asymmetry Compensation

TRP

Thrust Rating Panel

TRU

TAI

Thermal Anti–Ice

Transformer Rectifier Unit

TAS

True Airspeed

TURB

Turbine or

TAT

Total Air Temperature

T/C

Top of Climb

TCA

Terminal Control Area

UNLKD

Unlocked

TCAS

Traffic Alert and Collision Avoidance System

UNSCHD or UNSCHED

Unscheduled

T/D

Top of Descent

UPR DSPL

Upper Display

TDZ

Touch Down Zone

U.S.

United States

TDZE

Touch Down Zone Elevation

USB

Upper Side Band

UTC

TE

Trailing Edge

Universal Time Coordinated

TEMP

Temperature

UTIL

Utility

TERR

Terrain

TFC

Traffic

TFR

Transfer

THR

Throttle or

Turbulence U

V

Thrust

VA

Design maneuvering speed

VAL

Valve

VANP

Vertical Actual Navigational Performance

THR HOLD Throttle Hold TMC

Thrust Management Computer

VASI

Visual Approach Slope Indicator

TMI

Track Message Identifier

VDP

Visual Descent Point

TMSP

Thrust Mode Select Panel

VEF

Speed at Engine Failure

TO or T/O

Takeoff

VERT

Vertical

TOC

Top of Climb

VFR

Visual Flight Rules

TOD

Top of Descent

VG

Vertical Gyro

TO/GA

Takeoff/Go–Around

VHF

Very High Frequency


June 9, 2008

P1.3.11


737NG Operations Manual VIB

Vibration

WATRS

Western Atlantic Route System

VLV

Valve

VMC

Visual Meteorological Conditions

WDR

Weight Data Record

WGS-84

World Geodetic System of 1984

WHL

Wheel

Single Engine Minumum Control Airspeed

WPT

Waypoint

VMCG

Minimum Control Speed Ground

WT

Weight

WXR

Weather Radar

VMO

Maximum Operating Speed

X–FEED

Crossfeed

V NAV or VNAV

Vertical Navigation

XPDR or XPNDR

Transponder

VOR

VHF Omnidirectional Range

XTK

Cross Track

VR

Rotation Speed

VREF

Reference Speed

VRNP

Vertical Required Navigation Performance

V/S

Vertical Speed

VSCF

Variable Speed Constant Frequency

VSD

Vertical Situation Display

VSI

Vertical Speed Indicator

VTK

Vertical Track

V1

Takeoff Decision Speed

V1 (MCG)

Minimum V1 for Control on the Ground

V2

Scheduled Takeoff Target Speed

VMCA

Minimum Control Speed Air or

X

W W

Warm


P1.3.12

June 9, 2008


Preface

Chapter P1

Revision Record

Section 4

Transmittal Letter To: All holders of Delta Air Lines, Inc. 737NG Operations Manual, Volume 1. Subject: Operations Manual Revision. This revision reflects the most current information available to Delta Air Lines, Inc. through the subject revision date. The following revision highlights explain changes in this revision. General information below explains the use of revision bars to identify new or revised information.

Revision Record Revision Date

Date Filed

No.

Revision Date

October 29, 2001

1

November 27, 2001

2

December 24, 2001

3

February 11, 2002

4

September 4, 2002

5

November 25, 2002

6

January 13, 2003

7

May 19, 2003

8

October 6, 2003

9

December 29, 2003

10

January 12, 2004

11

April 26, 2004

12

January 17, 2005

13

April 25, 2005

14

August 8, 2005

15

March 13, 2006

16

March 30, 2006

17

August 28, 2006

18

December 4, 2006

19

August 31, 2007

20

December 18, 2007

21

June 9, 2008

Date Filed


No.


June 9, 2008

P1.4.1

Preface Revision Record


General Delta Air Lines issues operations manual revisions to provide new or revised procedures and information. Formal revisions also incorporate appropriate information from previously issued Flight Crew Bulletins. The revision date is the approximate date the revision material is distributed and considered current. The revision should be incorporated as soon as it is received, but may be incorporated as much as 21 days after the revision date. Formal revisions include a Transmittal Letter, a new Revision Record, Revision Highlights, and a current List of Effective Pages. Use the information on the new Revision Record and List of Effective Pages to verify the operations manual content. The Revision Record should be completed by the person incorporating the revision into the manual.

Filing Instructions Consult the List of Effective Pages (P1.5). Pages identified with an asterisk (*) are either replacement pages, new (original) issue pages, or deleted pages. Remove corresponding old pages and replace or add new pages. Remove pages marked DELETED; there are no replacement pages for deleted pages. Be careful when inserting changes not to throw away pages from the manual that are not replaced. The List of Effective Pages determines the correct content of the manual.

Revision Highlights This section (P1.4) replaces the existing section P1.4 in your manual. Pages containing revised technical and non-technical material have revision bars associated with the changed text or illustration. Re paginated material not containing technical revisions are identified only by a new page date.


P1.4.2

June 9, 2008



Title Page Changed revision number and revision date. Added new graphic. Chapter P1 - Preface Section 0 - Table of Contents P1.0.1-2 - New table of contents required. Section 1- Model Identification General P1.1-4 - Revised table to include new 737-700 aircraft. Section 2- Introduction Corrections to the Manual P1.2.1-4 - Revised. Added aircraft effectivities section. Section 3 - Abbreviations General P1.3.1-12 - Updated abbreviations. Section 4 - Revision Record Revision Highlights P1.4.1-12 - Added revision record and highlights of current revision. Section 5 - List of Effective Pages List of Effective Pages P1.5.1-2 - New LEP required. Section 6 - Bulletin Record Bulletin Record P1.6.1-2 - New Bulletin Record required. Chapter L - Limitations Section 0 - Table of Contents L.TOC.0.1-2 - New table of contents required. Section 10 - Operating Limitations General L.10.1 - Grammatical change. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

P1.4.3



Operational Limitations L.10.1 - Updated table to include General Operating Limits of 737-700 aircraft. Non–AFM Operational Information L.10.2 - Revised table to include 737-700 aircraft. Weight Limitations L.10.2 - Added AFM certified airplane weights for 737-700 aircraft. L.10.2 - Added Note to explain Minimum Takeoff Weight and when lower minimum takeoff weights are authorized. Non–AFM Operational Information L.10.3 - Added note regarding the priority for smoke removal procedures. Autopilot/Flight Director System L.10.3 - Added restriction for use of the autopilot below 100 feet RA at airports with a pressure altitude above 8400 feet. L.10.3 - Added restriction for use of Integrated Approach Navigation (IAN). L.10.4 - Added limit to restrict autoland capability to runways at or below 8,400 ft. Communications L.10.4-5 - Updated effectivities for prohibited frequencies. L10.5 - Added new section, Aircraft Communications Addressing and Reporting System. Flight Instruments, Displays L.10.7 - Updated memory items to include “Landing Flaps 15 with one engine operative.” Fuel System L.10.8 - Grammatical change. Chapter NP - Normal Procedures Section 0 - Table of Contents NP.TOC.0.1-4 - New table of contents required. Section 10 - Introduction ILS Airborne Equipment Requirements (HUD used) NP.10.7 - Added footnote (D) to Radio Altimeter(s) (G) CAT I ILS 1800 RVR. NP.10.7 - Revised description of relative data in footnote (D). Copyright © Delta Air Lines, Inc. See title page for details.

P1.4.4

June 9, 2008



Standard Callouts NP.10.12 - Under “ALL INSTRUMENT APPROACHES,” added “FINAL APPROACH COURSE CAPTURE” and “GLIDE PATH CAPTURED” consistent with required callouts for IAN. NP.10.12 - Under “NON-ILS INSTRUMENT APPROACHES,” added callout for “GLIDE PATH ALIVE,” consistent with required callouts for IAN. Section 20 - Amplified Procedures Flight Deck Inspection - Captain or First Officer NP.20.1 - Added conditional assumption regarding the completion of the Electrical Power Up procedure. NP.20.1 - Added step to verify oxygen pressure, hydraulic quantity and engine oil quantity are sufficient for flight. NP.20.1 - Reformatted “Logbooks and manuals” step for cross-fleet consistency. NP.20.2 - Added note regarding the location of the “Revision Dates” page. NP.20.2 - Revised emergency equipment step to differentiate between the fixed ELT on the 737-700 and portable ELT on the 737-800. NP.20.3 - Added statement that the UNABLE REQD NAV PERF-RNP message may appear on the FMS display until IRS alignment is complete. Added note regarding IRS alignment requirements. This addition caused a page shift in the remainder of the chapter. Exterior Inspection - Captain or First Officer NP.20.7 - Revised language for consistency. NP.20.8 - Added aircraft effectivity for checking the tail skid (737-800 only). The 737-700 is not equipped with a tail skid. Preflight Procedure - Pilot Monitoring NP.20.10 - Modified note regarding GPWS/WINDSHEAR test. NP.20.11 - Revised “Oxygen panel” step for Boeing consistency. NP.20.11-12 - Added a check of the ILS and GLS lights on 737-700 aircraft. Both lights are located on the IRS control panel. NP.20.13 - Revised “Electrical panel” step to include 737-700 aircraft. On Delta’s 737-700s, the GALLEY power switch is replaced by the CAB/UTIL and IFE PASS SEAT power switches. NP.20.14 - Updated “Passenger signs” consistent with Boeing and other Delta fleets.


June 9, 2008

P1.4.5



NP.20.15 - Added step to set High altitude landing switch as needed and verify that the INOP light is extinguished. NP.20.15-16 - Revised “Air conditioning panel” step to include 737-700 aircraft. Added aircraft effectivities. NP.20.16 - Removed Wing-body OVER HEAT TEST from the preflight procedure for Boeing consistency. This procedure is located in Supplementary Procedures, Air Systems. NP.20.16 - Revised procedures when APU bleed air is required for air conditioning/heating. NP.20.17 - Moved “Ignition select switch” from the Engine Start Procedure for Boeing consistency. NP.20.18-9 - Added 737-800 effectivity to “Standby instruments/RMI” steps. Added “Integrated standby flight display” step for 737-700 aircraft. NP.20.19 - Revised “ANTISKID INOP light” response to “verify extinguished” as the light should not be illuminated. NP.20.19 - Relocated WARNING to top of the “Brake pressure” step for emphasis. NP.20.21 - Added “TAKEOFF CONFIG warning light” check (when operable) for 737-700 aircraft. NP.20.21 - Relocated WARNING under “FLAP lever” for clarity. NP.20.22 - Added 737-800 effectivity to “ADF radios” step as Delta’s 737-700s are not equipped with ADF radios. Preflight Procedure - Pilot Flying NP.20.24 - Revised procedures for entering a speed restriction on the CLIMB page. Preflight Procedure - First Officer NP.20.25 - Added steps to verify TAKEOFF CONFIG and CABIN ALTITUDE lights are extinguished (737-700 only). Preflight Procedure - Captain NP.20.29 - Added steps to verify TAKEOFF CONFIG and CABIN ALTITUDE lights are extinguished (737-700 only). Before Start Procedure NP.20.31 - Added to Note and CAUTION statements considerations for Takeoff Thrust Derates (in addition to Assumed Temperature Takeoffs). NP.20.32 - Added Takeoff Thrust Derates. Reformatted CAUTION statement for clarity. Copyright © Delta Air Lines, Inc. See title page for details.

P1.4.6

June 9, 2008



NP.20.32 - Under “N1 LIMIT page” added effectivities for software versions (U10.6 or U10.7) as Thrust Mode Displays will vary depending on the software installed. NP.20.32 - Added Takeoff Thrust Derate entries for the N1 LIMIT page. NP.20.33 - Revised AWABS to WDR for clarity. NP.20.33 - Modified requirement to verbalize Thrust Mode Display. Pushback/Start Procedure NP.20.34 - Grammatical change for clarity. NP.20.34-35 - Revised Hydraulic panel step for Boeing consistency. NP.20.35 - Added fuel panel step for 737-700 aircraft. Added effectivity for 737-800 fuel panel step. Reformatted CAUTION statements in the fuel panel step as these are action items. NP.20.36 - Updated transponder step for cross-fleet standardization. Engine Start Procedure NP.20.37 - Removed Ignition select switch; moved to Preflight Procedure Pilot Monitoring. NP.20.39 - Reformatted “Normal engine start considerations” for clarity. Delayed Start Procedure NP.20.43 - Added engine warm up requirement and recommendations from the engine manufacturer’s Operating Instructions. Before Takeoff Procedure NP.20.44 - Added effectivities to notes under fuel quantity as they do not apply to 737-700 aircraft. NP.20.46 - Under radar, added aircraft effectivities. Takeoff Procedure NP.20.49 - Updated Takeoff Procedure consistent with revised Takeoff profiles in Volume 1 and the FCTM. Moved the “After takeoff checklist” just after flaps up. Climb and Cruise Procedure NP.20.50-51 - Revised Climb and Cruise procedure to include specific center tank fuel pump procedures for both the 737-700 and 737-800. Descent Procedure NP.20.52-53 - Revised Descent procedure to include specific center tank fuel pump procedures for both the 737-700 and 737-800.


June 9, 2008

P1.4.7



Landing Procedure - ILS or IAN NP.20.56-7 - Added IAN. Added conditional requirements for ILS Autolands. Added Final Approach Course and Glide Path callouts. Landing Procedure - Instrument Approach Using VNAV NP.20.58 - Clarified recommended roll modes for the final approach. Go-Around Procedure NP.20.60 - Under “Above 400 feet RA” changed “select roll mode” to “verify or call for appropriate roll mode.” After Landing Procedure NP.20.61 - Added engine cooldown recommendations for consistency with Boeing. NP.20.62 - Updated transponder step for cross-fleet standardization. Shutdown Procedure NP.20.66 - Added effectivities to RECUIRCULATION FAN switch(es) as the 737-700 is equipped with only one recirculation fan. Secure Procedure NP.20.68 - Revised electrical panel steps to include 737-700 aircraft. On Delta’s 737-700s, the GALLEY power switch is replaced by the CAB/UTIL and IFE PASS SEAT power switches. NP.20.68 - Removed Note and conditional statement under EMERGENCY EXIT lights switch for cross-fleet standardization. NP.20.69 - Added effectivity to TRIM AIR switch step as this only applies to 737-800 aircraft. Section 30 - Flight Patterns Approach Considerations - General NP.30.3 - Under “Flaps 15 Landing,” removed “use flaps 1 for go-around.” Non-ILS Approach Considerations NP.30.8 - Replaced “Pitch Mode” and “Roll Mode” sections with “Approach Modes” which explains available lateral and vertical path modes. Added considerations for the use of IAN for a non-ILS approach. NP.30.8 - Added “Raw Data Monitoring” to explain when raw data must be used for all non-ILS approaches, including IAN. NP.30.9 - Revised “RNAV Approaches: RNAV (GPS), RNAV (RNP)” section for clarity and to reflect 737-700 considerations. Added that IAN is not an authorized mode for RNAV (RNP) approaches. NP.30.10 - Added considerations for IAN. Copyright © Delta Air Lines, Inc. See title page for details.

P1.4.8

June 9, 2008



NP.30.10 - Under “All Non-ILS Approaches,” revised 2nd bullet for clarity. Updated 4th bullet regarding lateral and vertical deviation. Relocated bullet regarding RNP value to “RNAV (RNP) Approach.” NP.30.11 - Updated Non-ILS Approach Table to reflect IAN considerations. Flight Profiles NP.30.17 - Updated Normal Takeoff Profile (Distant/ICAO NADP 2) consistent with FCB-08-03 and the FCTM. NP.30.18 - Updated Special Takeoff Profile (Close-In/ICAO NADP 1) consistent with FCB-08-03 and the FCTM. NP.30.19 - Updated the ILS Profile consistent with the FCTM. NP.30.20 - Updated the Instrument Approach Profile Using VNAV consistent with the FCTM. NP.30.21 - Added Instrument Approach Using IAN profile. This caused a page shift in the remainder of the section. NP.30.22 - Revised the Instrument Approach Profile using V/S consistent with the FCTM. NP.30.25 - Revised the Missed Approach/Go-Around Profile - All Approaches to include IAN considerations and for consistency with the FCTM. Chapter SP - Supplementary Procedures Section 0 - Table of Contents SP.TOC.1-10 - New Table of Contents Section 2 - Air Systems Air Conditioning/Heating with Ground Conditioned Air SP.2.1 - Updated grammar in note. SP.2.2 - Added aircraft effectivities. Added step for RECIRC FAN switch on ships 3101-3110 (only one recirculation fan is installed). Added effectivity for TRIM AIR switch as this is only applicable to ships 3701-3771. SP.2.4-5 - Changed section title “Automiatic Pressurization Control - Landing Airport Elevation Above 8000 Feet” to “Automatic Pressurization Control Landing Airport Elevation Above 6000 Feet.” Under “Prior to takeoff,” changed LAND ALT indicator to 6000 feet. These changes reflect the recommended Boeing procedures for landing at airports above 6000 feet. SP.2.6 - Added effectivity to TRIM AIR switch as this is only applicable to ships 3701-3771. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

P1.4.9



Section 4 - Automatic Flight Instrument Approach Using VNAV SP.4.4 - Changed “gradient path” to “glide path.” SP.4.5 - Revised procedure to differentiate RNAV (RNP) approaches from other non-ILS approaches. SP.4.5-6 - Under “Flight/Nav displays,” added effectivities for FMS versions U10.6 and U10.7, as the procedures differ. SP.4.6 - Revised “MCP altitude” step regarding when to set TDZE. SP.4.7 - Revised conditions for executing a Missed Approach. Instrument Approach using Vertical Speed (V/S) SP.4.8 - Changed “gradient path” to “glide path” in note. SP.4.8 - Under “FMC approach procedure” step, removed duplicate statement to add cold temperature corrections to waypoint altitude constraints. SP.4.8 - Added step to use the Autopilot as required; autopilot use is recommended until a suitable visual reference is established. SP.4.8-9 - Under “Flight/Nav displays,” added effectivities for FMS versions U10.6 and U10.7, as the procedures differ. SP.4.9 - Under “MCP Altitude,” added note to set MCP to the next higher 100 foot increment of the TDZE. SP.4.10 - Revised conditions for executing a Missed Approach. Instrument Approach Using Integrated Approach Navigation (IAN) SP.4.11-12 - Added new procedure. Section 5 - Communications En Route SP.5.19 - Added section “RNAV (RNP) Approach Verification” taken from FCB-08-01. Cockpit Voice Recorder Test SP.5.30 - Updated procedure to include CVR on ships 3101-3110. Added appropriate aircraft effectivities. HF System Test SP.5.31 - Added appropriate aircraft effectivities - ships 3101-3110 have only one (1) HF radio installed.


P1.4.10

June 9, 2008



Section 7 - Engines, APU Battery Start SP.7.1 - Revised electrical panel steps to include 737-700 aircraft. On Delta’s 737-700s, the GALLEY power switch is replaced by the CAB/UTIL and IFE PASS SEAT power switches. Added appropriate aircraft effectivities. High Altitude Airport Engine Start (Above 8400 Feet) SP.7.5 - New procedure, applicable to ships 3101-3110 only. Section 11 - Flight Management, Navigation Other Operations SP.11.20 - Added applicable aircraft effectivities for the FMC Navigation Check. Ships 3101-3110 may experience additional messages in the scratch pad: GPS-L INVALID or GPS-R INVALID. Section 12 - Fuel Ground Transfer of Fuel SP.12.3 - Added new procedures as noted in FCB-06-05. Section 16 - Adverse Weather Windshear SP.16.50-51 - Updated section with guidance from QRH Maneuvers section as related to Windshear Avoidance and Windshear Precautions. Chapter DF - Differences Section 10 - 737 Differences Before Retrofit DF.10.1-6 - New section which details the equipment differences between Delta’s current 737-800 fleet and the new 737-700s. Section 11 - 737 Differences After Retrofit DF.11.1-4 - New section which details the equipment differences between Delta’s 737-800 fleet after hardware/software retrofits and the 737-700s. A 737-800 that has undergone retrofit will be equipped the same as the 737-700s with the exceptions noted in this section.


June 9, 2008

P1.4.11



Intentionally Blank


P1.4.12

June 9, 2008


Preface

Chapter P1

List of Effective Pages - FAA Approved Page Page

Date Volume 1

* Title Page

Preface (tab) June 9, 2008

* P1.1.1-4

June 9, 2008

* P1.2.1-4

June 9, 2008

* P1.3.1-12

June 9, 2008

* P1.4.1-12

June 9, 2008

* P1.5.1-2

June 9, 2008

Bulletins (tab) P1.6.1-2

See Bulletin Record

Limitations (tab)

June 9, 2008

Supplementary Procedures (tab) * SP.TOC.1-10

* P1.0.1-2

Date

Normal Procedures (continued) * NP.30.17-26

June 9, 2008

Section 5

June 9, 2008

SP.05.1-2

August 31, 2007

SP.1.1-4

August 31, 2007

* SP.2.1-7

June 9, 2008

SP.2.8

August 31, 2007

SP.3.1-2

August 31, 2007

SP.4.1-3

August 31, 2007

* SP.4.4-14

June 9, 2008

SP.5.1-18

August 31, 2007

* SP.5.19

June 9, 2008

* L.TOC.0.1-2

June 9, 2008

SP.5.20-29

August 31, 2007

* L.10.1-10

June 9, 2008

* SP.5.30-31

June 9, 2008

SP.5.32

August 31, 2007

June 9, 2008

SP.6.1-4

August 31, 2007

August 31, 2007

* SP.7.1-2

June 9, 2008

June 9, 2008

SP.7.3-4

August 31, 2007

Normal Procedures (tab) * NP.TOC.0.1-4 NP.10.1-6 * NP.10.7 NP.10.8-11 * NP.10.12 NP.10.13-20 * NP.20.1-70 NP.30.1-2 * NP.30.3 NP.30.4-7 * NP.30.8-11 NP.30.12-16

August 31, 2007

* SP.7.5

June 9, 2008

SP.7.6

August 31, 2007

August 31, 2007

SP.8.1-4

August 31, 2007

June 9, 2008

SP.9.1-4

August 31, 2007

SP.10.1-12

August 31, 2007

SP.11.1-19

August 31, 2007

August 31, 2007 June 9, 2008

June 9, 2008

August 31, 2007

* SP.11.20-21

June 9, 2008

June 9, 2008

SP.11.22-36

August 31, 2007

SP.12.1-2

August 31, 2007

* SP.12.3-4

June 9, 2008

August 31, 2007

* = Revised, Added, or Deleted Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

P1.5.1

Preface List of Effective Pages - FAA Approved

Page

737NG Operations Manual Date

Supplementary Procedures (continued) SP.15.1-2

August 31, 2007

SP.16.1-18

August 31, 2007

SP.16.19-49

December 18, 2007

* SP.16.50-51

June 9, 2008

SP.16.52-54

December 18, 2007

Aircraft Differences (tab) * DF.TOC.0.1-2

June 9, 2008

* DF.10.1-6

June 9, 2008

* DF.11.1-4

June 9, 2008


P1.5.2

June 9, 2008


Limitations

Chapter L

Table of Contents

Section 0

Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1 Airplane General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operational Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Operating Latitudes. . . . . . . . . . . . . . . . . . . . . Overwing Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . Escape Slide Girt Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Penetration Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Weight Limitations . . . . . . . . . . . . . . . . . . . . .

L.10.1 L.10.1 L.10.1 L.10.1 L.10.1 L.10.2 L.10.2 L.10.2 L.10.2 L.10.2

Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . Operating Differential Pressure . . . . . . . . . . . . . . . . . . . . Air Conditioning Packs . . . . . . . . . . . . . . . . . . . . . . . . . .

L.10.2 L.10.2 L.10.3 L.10.3 L.10.3


Anti–Ice, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3 Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3 Autopilot/Flight Director System . . . . . . . . . . . . . . . . . . . . . . . . Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autoland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flap Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

L.10.3 L.10.3 L.10.4 L.10.4 L.10.4

Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . HF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prohibited Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . Aircraft Communications Addressing and Reporting System

L.10.4 L.10.4 L.10.4 L.10.4 L.10.4 L.10.5


June 9, 2008

L.TOC.0.1

Limitations Table of Contents


Engines and APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Limit Display Markings . . . . . . . . . . . . . . . . . . . . EGT Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

L.10.5 L.10.5 L.10.5 L.10.5 L.10.6 L.10.6 L.10.6 L.10.6 L.10.6

Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6 Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . L.10.6 Alternate Flap Duty Cycle . . . . . . . . . . . . . . . . . . . . . . . . L.10.6 Flight Instruments, Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heads Up Display (HUD) . . . . . . . . . . . . . . . . . . . . . . . . . . . Approach, AIII Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

L.10.7 L.10.7 L.10.7 L.10.7 L.10.7

Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . . . . Air Data Inertial Reference Unit (ADIRU) . . . . . . . . . . . . . . QFE Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non-AFM Operational Limitations . . . . . . . . . . . . . . . . . . . . Weather Radar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

L.10.8 L.10.8 L.10.8 L.10.8 L.10.8

Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prohibited Fuel Types. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

L.10.8 L.10.8 L.10.8 L.10.8

Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.8 Look-Ahead Terrain Alerting (GPWS) . . . . . . . . . . . . . . . . . L.10.8 Traffic Alert and Collision Avoidance System (TCAS). . . . . L.10.9


L.TOC.0.2

June 9, 2008


Limitations

Chapter L

Operating Limitations

Section 10

L.10 Limitations-Operating Limitations

General

This chapter contains limitations on aircraft and systems operation pertinent to flight crew operation of the aircraft. It is not intended to include items peculiar to aircraft certification data, or information peculiar to other manuals on board the aircraft. B-737NG aircraft must be operated in compliance with Certificate Limitations of the applicable FAA approved Airplane Flight Manual (AFM) and the Minimum Equipment List contained in the Aircraft Restrictions Manual and Mechanical Dispatch Manual (MDM) respectively. Note: The pound symbol (#) indicates recall limitations. Recall limitations are those operationally significant limitations that must be committed to memory. Memorization is necessary because there are no placards, display indications, or markings indicating a limitation exists.

Airplane General Operational Limitations General Operating Limits Ships 3101-3110 # Maximum Takeoff and Landing Tailwind Component

Ships 3701-3771

10 knots, or as permitted by Delta 10-0 special pages.

# Maximum Operating Altitude

41,000 ft.

# Maximum Takeoff and Landing Altitude

10,000 ft.

8,400 ft.


Maximum Operating Latitudes Maximum flight operating latitude – 82° North and 82° South, except for the region between 80° West and 130 ° West longitude, the maximum flight operating latitude is 70° North, and the region between 120° East and 160° East longitude, the maximum flight operating latitude is 60° South. Overwing Exits # Installation of handle covers on the overwing exits must be verified prior to departure whenever passengers are carried. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

L.10.1

Limitations Operating Limitations


Non–AFM Operational Information Note: The following items are not AFM limitations, but are provided for flight crew information. Escape Slide Girt Bar # Whenever passengers are carried, the escape slide retention bar (girt bar) must be installed during taxi, takeoff and landing. Crosswind # The maximum demonstrated takeoff and landing crosswind is: Ships 3101-3110

Ships 3701-3771

#33 Knots

#Winglets: 33 Knots #No Winglets: 36 Knots

Penetration Airspeed # Severe turbulent air penetration speed is 280 KIAS/.76M. Maximum Weight Limitations Weights

Ships 3101-3110

Ships 3701-3771

Maximum Taxi Weight (MTW)

155,000

173,000

Maximum Takeoff Weight (MTOW)

154,500

172,500

Maximum Landing Weight (MLW)

129,200

146,300

Maximum Zero Fuel Weight (MZFW)

121,700

136,000

Ships 3101-3110 Note: Minimum Takeoff Weight – 125,000 lbs. (with 26K full rate thrust). Lower minimum takeoff weights that account for the actual pressure altitude and outside air temperature may be authorized using AWABS or the ODM.

Air Systems Pressurization Maximum cabin differential pressure (relief valves) is 9.1 PSI. Maximum differential pressure for takeoff and landing is 0.125 PSI (236 feet below airport pressure altitude). Copyright © Delta Air Lines, Inc. See title page for details.

L.10.2

June 9, 2008



Non–AFM Operational Information Note: The following items are not AFM limitations, but are provided for flight crew information. Operating Differential Pressure Normal operating differential pressure is allowed within the amber band. Air Conditioning Packs # With engine bleed air switches ON, do not operate the air conditioning packs in HIGH for takeoff, approach or landing. Ships 3101-3110 Note: The fire protection Non-Normal procedures takes precedence over the statement regarding no air conditioning pack in HIGH during takeoff, approach, or landing. The CARGO FIRE and SMOKE/ FUMES REMOVAL checklists require the Operating PACK switch(es) HIGH. Switch(es) need to be placed in HIGH in order to open overboard exhaust valve (OEV).

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

Wings # Do not operate wing anti-ice on the ground when the OAT is above 10°C (50°F).

Autopilot/ Flight Director System Autopilot # Use of aileron trim with the autopilot engaged is prohibited. # Do not engage the autopilot for takeoff below 400 feet AGL. # For single channel operation during approach, the autopilot shall not remain engaged below 50 feet AGL. # Do not use the autopilot below 100 feet RA at airport pressure altitudes above 8400 feet. Do not use Integrated Approach Navigation (IAN) Final Approach Course (FAC) or Glide Path (G/P) guidance when any altitude constraint specified by the approach procedure for a final approach fix, or for waypoints between a final approach fix and a runway, has been modified by the flight crew. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

L.10.3



Autoland Wind Speeds # Maximum allowable wind speeds for autoland operations: # Headwind

25 knots

# Crosswind

20 knots

# Tailwind

10 knots

Flap Settings # The autoland capability may only be used with flaps 30 or 40 and both engines operative. Ships 3101-3110 Autoland capability may only be used to runways at or below 8,400 ft pressure altitude.

Communications VHF ATC Communications Ships 3701-3707 Do not use VHF–3 for ATC communications if audio entertainment system is in use. Ships 3725-3740 & 3745-3760 Do not use VHF–3 (if installed for voice communication) for ATC communications with ACARS operational.

HF Ships 3701-3715 If one HF radio is selected for transmission, deselect the other HF radio on all audio select panels. Prohibited Frequencies Ships 3701-3771 Flights predicated on the use of the following frequencies (MHz) are prohibited: 29.490, 29.489.


L.10.4

June 9, 2008



Ships 3701-3771 Flights predicated on the use of the following HF frequencies are prohibited: • 11.133 MHz • 22.434 MHz • 22.683 MHz • 22.766 MHz. Ship 3725 Flights predicated on the use of HF frequency 16.141 MHz are prohibited. Ship 3733 Flights predicated on the use of HF frequencies 9.673 and 9.674 MHz are prohibited.

Aircraft Communications Addressing and Reporting System The ACARS is limited to the transmission and receipt of messages that will not create an unsafe condition if the message is improperly received, such as the following conditions: • the message or parts of the message are delayed or not received, • the message is delivered to the wrong recipient, or • the message content may be frequently corrupted. However, Pre-Departure Clearance, Digital Automatic Terminal Information Service, Oceanic Clearances, Weight and Balance and Takeoff Data messages can be transmitted and received over ACARS if they are verified per approved operational procedures.

Engines, APU Engines Engine Limit Display Markings Maximum and minimum limits are red. Caution limits are amber. Note: The published operating limits for engines relate to predefined normal and abnormal operations. However, if any crew finds itself in a life-threatening situation which requires an application of thrust beyond the certified takeoff limits, they can feel confident that the engine(s) will operate satisfactorily for whatever reasonable time is required to maintain safe control of the aircraft. EGT Limits Takeoff

Top of Amber Arc (5 Minutes) *

Maximum Continuous

Top of White Arc

Starting - Ground/Flight

EGT Start Limit Line

* 10 minutes allowed in the event of loss of thrust on one engine during takeoff. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

L.10.5



Engine Ignition # Engine ignition must be on for: • takeoff • landing • operation in heavy rain • anti-ice operation. Engine Oil # If engine oil pressure is in the yellow band with takeoff thrust set, do not takeoff. Reverse Thrust # Intentional selection of reverse thrust in flight is prohibited.

APU Operating Altitudes # Inflight - APU bleed + electrical load: maximum altitude 10,000 ft. # APU bleed: maximum altitude 17,000 ft. # APU electrical load: maximum altitude 41,000 ft.

Flight Controls # Max flap extension altitude is 20,000 ft. # Holding in icing conditions with flaps extended is prohibited. # Do not use the speedbrakes in flight at radio altitudes less than 1,000 feet. # In flight, do not extend the speedbrake lever beyond the FLIGHT DETENT. Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g. large side slip angles) as they may result in structural failure at any speed, including below VA (maneuvering speed).

Non–AFM Operational Information Note: The following items are not AFM limitations, but are provided for flight crew information. Alternate Flap Duty Cycle Flap Position

Minutes Off

0 – 15

5

greater than 15

25


L.10.6

June 9, 2008



Flight Instruments, Displays Heads Up Display (HUD) Maximum allowable crosswind for HUD guided takeoffs is 10 knots. Approach, AIII Mode # Maximum allowable wind speeds for HUD AIII operations: # Headwind

22 knots

# Crosswind

15 knots

# Tailwind

10 knots

# For manual CAT II or CAT III approach and landing, AIII mode must be selected and the autopilot (A/P) and autothrottle (A/T) must be disengaged prior to 500 feet above TDZE. # Landing flaps 30 or 40 with both engines operative. # Landing flaps 15 with one engine operative. Do not use at latitudes greater than 85° latitude.

Non–AFM Operational Information Note: The following items are not AFM limitations, but are provided for flight crew information.

Altimeters Altitude Display Limits for RVSM Operations The maximum allowable on-the-ground altitude display differences for RVSM operations are: Field Elevation

Max Difference Between Max Difference Between Captain & F/O Captain or F/O & Field Elevation

Sea Level to 5,000 feet

50 feet

75 feet

5,001 to 10,000 feet

60 feet

75 feet

The maximum allowable in-flight difference between Captain and First Officer altitude displays is 200 feet. Standby altimeters do not meet altimeter accuracy requirements of RVSM airspace.


June 9, 2008

L.10.7



Flight Management, Navigation Air Data Inertial Reference Unit (ADIRU) ADIRU alignment must not be attempted at latitudes greater than 78 degrees 15 minutes.

QFE Selection The use of LNAV and VNAV with QFE selected is prohibited.

Non–AFM Operational Information Note: The following items are not AFM limitations, but are provided for flight crew information. Weather Radar Do not operate the weather radar in a hangar or within 50 feet of any personnel or a fuel spill. Note: The hangar and personnel restrictions do not apply to the weather radar test mode.

Fuel System Prohibited Fuel Types The use of Wide Cut Fuels per Class B of GE Specification D50TF2, JP-4 or Jet B, is prohibited.

Temperatures Maximum tank fuel temperature: 49°C. Minimum inflight tank fuel temperature: 3°C above the freezing point of the fuel being used or -43°C, whichever is higher.

Fuel Balance # Lateral imbalance between main tanks 1 and 2 must be scheduled to be zero. Random fuel imbalance must not exceed 1,000 lbs for taxi, takeoff, flight or landing.

Warning Systems Look-Ahead Terrain Alerting (GPWS) Do not use the terrain display for navigation.


L.10.8

June 9, 2008



Do not use the look-ahead terrain alerting and terrain display functions: • within 15 nm of takeoff, approach or landing at an airport not contained in the GPWS terrain database • during QFE operations. Note: Crews will be notified of airports not included in the database via EFCB and/or flight plan remarks.

Traffic Alert and Collision Avoidance System (TCAS) Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a TCAS resolution advisory.


June 9, 2008

L.10.9



Intentionally Blank


L.10.10

June 9, 2008


Normal Procedures Table of Contents

Chapter NP Section 0

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.1 Controls and Indications – Nomenclature . . . . . . . . . . . . . . NP.10.1 Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autopilot Flight Director System and Flight Management System Monitoring . . . . . . . . . . . . . . . . . . . . RVSM Operations and System Requirements . . . . . . . . . . . CDU Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NP.10.1 NP.10.3 NP.10.3 NP.10.3

Crew Duties Reference Chart . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.4 HUD Takeoff Equipment Requirements. . . . . . . . . . . . . . . . . . NP.10.6 ILS Airborne Equipment Requirements (HUD used) . . . . . . . . NP.10.7 ILS Airborne Equipment Requirements (HUD not used) . . . . . NP.10.8 RNAV Approach Equipment Requirements List . . . . . . . . . . . NP.10.9 Standard Callouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.10 Preflight Procedure - Pilot Flying and Pilot Monitoring Panel Scan Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.17 Preflight Procedure - Captain and First Officer Panel Scan Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.18 Pilot Flying & Pilot Monitoring Areas of Responsibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.10.19 Amplified Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.1 Flight Deck Inspection – Captain or First Officer . . . . . . . . . . NP.20.1 Exterior Inspection – Captain or First Officer . . . . . . . . . . . . . NP.20.4 Preflight Procedure – Pilot Monitoring. . . . . . . . . . . . . . . . . . NP.20.10


Preflight Procedure – Pilot Flying . . . . . . . . . . . . . . . . . . . . . NP.20.23 Preflight Procedure – First Officer . . . . . . . . . . . . . . . . . . . . . NP.20.25 Preflight Procedure – Captain . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.28 Before Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.31 Pushback/Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.34 Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.TOC.0.1



Engine Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.37 After Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.40 Taxi Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.42 Delayed Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.43 Before Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.44 Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.48 Climb and Cruise Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.50 Descent Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.52 Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.54 Landing Procedure - ILS or IAN. . . . . . . . . . . . . . . . . . . . . . . NP.20.56 Landing Procedure - Instrument Approach Using VNAV . . . NP.20.58 Go–Around Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.60 Landing Roll Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.61 After Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.62 Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.65 Secure Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.20.68 Flight Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1 Flight Pattern Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.1 Takeoff Considerations - General . . . . . . . . . . . . . . . . . . . . . . . HUD Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LNAV Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Takeoff Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NP.30.2 NP.30.2 NP.30.2 NP.30.2

Approach Considerations - General . . . . . . . . . . . . . . . . . . . . . Below RVR 4000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flaps 15 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HUD Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . Scan Policy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NP.30.3 NP.30.3 NP.30.3 NP.30.3 NP.30.3

Stabilized Approach Requirements . . . . . . . . . . . . . . . . . . . . . . NP.30.4 IMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.4 VMC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.4 Copyright © Delta Air Lines, Inc. See title page for details.

NP.TOC.0.2

June 9, 2008



ILS Precision Runway Monitor (PRM) Approach “Breakout” Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP.30.6 Low Visibility Approach Considerations (CAT II/III) . . . . . . . Approach Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Category II Approach Considerations . . . . . . . . . . . . . . . . . Category III Approach Considerations . . . . . . . . . . . . . . . .

NP.30.7 NP.30.7 NP.30.7 NP.30.7

Non-ILS Approach Considerations. . . . . . . . . . . . . . . . . . . . . . Approach Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Raw Data Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RNAV Approaches: RNAV(GPS), RNAV(RNP) . . . . . . . . Non-ILS Approach Summary . . . . . . . . . . . . . . . . . . . . . . Non-ILS Approach Table . . . . . . . . . . . . . . . . . . . . . . . . . Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NP.30.8 NP.30.8 NP.30.8 NP.30.9 NP.30.10 NP.30.11 NP.30.12

Visual Approach and Landing Considerations . . . . . . . . . . . . NP.30.13 Normal Maneuver Tolerances. . . . . . . . . . . . . . . . . . . . . . . . . Basic Aircraft Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . Normal/Special Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . ILS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non-ILS Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Visual Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NP.30.14 NP.30.14 NP.30.14 NP.30.15 NP.30.15 NP.30.16

Flight Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . Special Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . ILS Approach Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instrument Approach Profile using VNAV . . . . . . . . . . . . Instrument Approach Profile using IAN . . . . . . . . . . . . . . Instrument Approach Profile using V/S . . . . . . . . . . . . . . Circling Approach Profile . . . . . . . . . . . . . . . . . . . . . . . . . Visual Traffic Pattern Profile . . . . . . . . . . . . . . . . . . . . . . . Missed Approach/Go-Around Profile - All Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NP.30.17 NP.30.17 NP.30.18 NP.30.19 NP.30.20 NP.30.21 NP.30.22 NP.30.23 NP.30.24 NP.30.25


June 9, 2008

NP.TOC.0.3



Intentionally Blank


NP.TOC.0.4

June 9, 2008


Normal Procedures Introduction


NP.10 Normal Procedures-Introduction

General

This chapter contains Normal Procedures. It incorporates routine normal procedures and associated flight patterns.

Controls and Indications – Nomenclature Controls and indications appear in all UPPERCASE type to correspond to the words on the control panel or display. For example, the following item has UPPERCASE words to match what is found on the panel:

APU GENERATOR switch ................................................................ON The word GENERATOR is spelled out even though it is abbreviated on the panel. The following appears in all lower case because there are no words identifying the panel name or control position.

Mode control panel ............................................................................. Set

Normal Procedures Normal procedures are used by the trained flight crew to ensure airplane condition is acceptable and that the flight deck is correctly configured for each phase of flight. These procedures assume all systems are operating normally and automated features are fully utilized. The procedures also assume that systems are not deactivated unless directed by procedure or required by an emergency situation. Procedures are performed from recall and follow a panel flow. Checklists are used to verify that critical items affecting safety have been accomplished. These procedures are designed to minimize crew workload and are consistent with flight deck technology.


During accomplishment of procedures, it is the crew member’s responsibility to ensure proper system response. If an improper indication is noted, first verify that the system controls are properly positioned. Then, if necessary, check the appropriate circuit breaker(s), and test related system light(s). 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 compliance with the Mechanical Dispatch Manual (MDM). Continued on next page


August 31, 2007

NP.10.1



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 Mechanical Dispatch Manual (MDM) should be consulted to determine if MEL relief is available. The panel illustrations in this section describe the amplified procedures preflight panel flow and areas of responsibility during flight. A normal panel flow is encouraged; however, certain items may be handled in the most logical sequence for existing conditions. General phase of flight responsibilities are as follows: Pilot flying (PF): • flight path and airspeed control • airplane configuration • navigation. Pilot Monitoring (PM): • checklist reading • communications • tasks requested by PF • start levers and fire switches (with PF concurrence). Phase of flight duties, beginning with the Takeoff Procedure and ending with completion of the Landing Roll Procedure, are presented in table form in the appropriate procedures section. The First Officer, when flying the airplane, performs the duties listed under PF, and the Captain performs those duties listed under PM. Note: During flight with the autopilot engaged, the PF is primarily responsible for updating the mode control panel. However, the PM may update the mode control panel as directed by the PF. During manual flight, the PM should manipulate the mode control panel as required. The Captain retains final authority for all actions directed and performed.


NP.10.2

August 31, 2007



Autopilot Flight Director System and Flight Management System Monitoring When the autopilot, flight director, or autothrottles are in use and a mode change is selected or is scheduled to occur, the annunciation must be verified on the flight mode annunciation display. Airplane course, vertical path, and speed must always be monitored. Similarly, when a thrust mode change is selected or is scheduled to occur, the annunciation must be verified on the thrust mode display. In LNAV and VNAV, all airplane course, vertical path, thrust and speed changes must be verified.

RVSM Operations and System Requirements Refer to the Airway Manual, Chapter 7, Navigation, Reduced Vertical Separation Minimum (RVSM) section.

CDU Operation On the ground, the control display unit (CDU) entries are normally performed by the PF and verified by the PM. In flight, with the autopilot engaged, CDU entries are normally accomplished by the pilot flying and verified by the pilot monitoring prior to execution. With the autopilot not engaged, CDU entries are accomplished by the pilot monitoring with concurrence from the pilot flying. CDU manipulations should be accomplished prior to high workload periods such as departure, arrival, or holding. During high workload periods, using the autopilot modes such as heading select, level change, and the altitude and speed intervention features, may be more efficient than entering complex route modifications into the CDU.


August 31, 2007

NP.10.3



Crew Duties Reference Chart The Crew Duties Reference Chart below indicates normal divisions in pilot work load. This chart serves as a guide to help crew members coordinate their duties during a typical flight. • Items not highlighted are required on every flight. • Items highlighted with gray shading are required during Class II navigation only. • If operating in class II airspace for one hour or less, the only class II navigation duties required are those identified with (N). The chart delineates areas in which a crew member must remain reasonably proficient if crew coordination is to be maintained at an optimum level. CREW DUTIES

C

F

Sign In

•

•

Confirm passports, visas, and/or appropriate documentation are current and in possession (see FOM)

•

Review flight plan, weather and route information

•

Flight attendant (Flight Leader) briefing

•

PF

PM

FLIGHT PLANNING

•

FLIGHT DECK PREPARATION

•

Check aircraft logbook

• •

Align and initialize IRSs

•

Verify correct initialization

•

Load routing, performance, winds and climb profile into FMS Verify correct routing (including all Class II waypoints)

•

(N) Perform HF Selcal checks (as required)

•

(N) Receive security briefing

•

(N) Check final documents on board

• •

Departure ATIS ATC clearance

•

•

Radio closeout (as required)

•

•


NP.10.4

August 31, 2007


737NG Operations Manual CREW DUTIES

C

F

PF

PM

•

Departure briefing TAXI AND BEFORE TAKEOFF

•

Taxi clearance Takeoff briefing

•

Check aircraft position on ND

•

•

•

Ensure minimum fuel for takeoff CRUISE Send company reports (as required)

•

Complete enroute items (ETAs, Fuel, etc.) on flight plan

•

(N) Perform nav accuracy checks

•

Log results of nav accuracy and RVSM check (if required)

•

PA announcements

•

Obtain oceanic clearance (as required)

•

Update enroute, ETP, destination, & alternate airport weather

•

Monitor enroute fuel temperatures

•

• •

(N) Perform enroute HF SELCAL checks (as required) APPROACHING WAYPOINT

•

Read from flight plan to PF next way point, distance and zone time. Confirm from FMS next waypoint desired, distance and zone time.

•

WAYPOINT PASSAGE

•

Read LNAV, and altimeters to PF

•

Confirm LNAV and altimeters Complete AIREP data and HOWGOZIT

•

Transmit position report

• Continued on next page


August 31, 2007

NP.10.5


737NG Operations Manual CREW DUTIES

C

F

PF

PM

APPROACH AND LANDING

•

Arrival ATIS Review STAR and altitude restrictions

•

•

Review approach plate

•

•

Approach briefing

•

Ground control communications

•

Ramp control communications

• POSTFLIGHT

Perform ACARS postflight

•

Submit time report (as required)

• •

Log book entries

HUD Takeoff Equipment Requirements Equipment Required

Touchdown RVR 300 (75m)

Localizer Receivers

2

First Officer’s HUD Annunciator Panel

1

Windshield Wipers

2

Electrical Power Source(s)

2

Anti-Skid System

1


NP.10.6

August 31, 2007



ILS Airborne Equipment Requirements (HUD used) The following charts cover general enroute requirements for all ILS approaches and may vary from MEL dispatch requirements. Basic Turbojet Minimums

CAT I ILS 1800 RVR

CAT II ILS 1200 RVR

CAT III ILS 600 RVR

ADIRU IRS(s)

0

2 in NAV

2 in NAV

2 in NAV

AFDS FMA(s) (A)

0

1

2

2

Autopilot(s) and/or Flight Directors (B)

0

0 and 1 (C)

0 and 1 (C)

0 and 1 (C)

Autothrottle System and Disconnect Warning

0

0

0

0

DADC(s) (Pitot and Static)

0

2

2

2

DFCS(s) (FCC and MCP)

0

1

1

1

DH Indicators

0

1 (D)

2 (D)

2 (D)

Display Electronic Unit(s)

0

1

2

2

Electrical Power Source(s) (F)

0

1

2

2

Engine(s) Operating

1

1

1

1

Hydraulic System(s)

0

1

2

2

Head Up Display (HUD)

0

1

1

1

1 (D)

1 (D)

2 (D)

2 (D)

ND(s)

0

0

2

2

PFD(s)

0

2 (E)

2 (E)

2 (E)

Radio Altimeter(s) (G)

0

1 (D)

2 (D)

2 (D)

Windshield Wipers

0

0

2

2

Equipment Required in addition to FAR 121.305

ILS Systems (LOC & G/S)

(A) G/S, LOC, FLARE, TO/GA, and GA mode annunciations required. (B) If operable, the HUD or both the autopilot and flight director will be utilized for all ILS approaches when the reported weather is below 4,000 RVR or 3/4 mile. (C) F/O’s flight director required for crosscheck. (D) Relative data (i.e., localizer/glideslope) must be displayed on Captain’s HUD combiner and F/O’s PFD. (E) HUD combiner may be substituted for the Captain’s PFD (F) The APU can be a substitute power source for the left or right electrical system when two are required. (G) If Radio Altimeter is inoperative, respective FD Steering Command will be lost at G/S and LOC capture.


June 9, 2008

NP.10.7



ILS Airborne Equipment Requirements (HUD not used) Equipment Required in addition to FAR 121.305

Basic Turbojet Minimums

CAT I ILS 1800 RVR

CAT II ILS 1200 RVR

CAT III ILS 600 RVR

ADIRU IRS(s)

0

1 in NAV

2 in NAV

2 in NAV

AFDS FMA(s) (A)

0

1

2

2

Autopilot(s) and/or Flight Directors (B)

0

1 or 1

1 and 2

2 and 2


0

0

0

1


0

2

2

2

DFCS(s) (FCC and MCP)

0

1

2

2

DH Indicators

0

0

2

2

Display Electronic Unit(s)

0

1

2

2

Electrical Power Source(s) (C)

0

1

2

2

Engine(s) Operating

1

1

2

2

Hydraulic System(s)

0

1

1

2

Head Up Display (HUD)

0

0

0

0

ILS Systems (LOC & G/S)

1

1

2

2

ND(s)

0

0

2

2

PFD(s)

0

1

2

2

Radio Altimeter(s) (D)

0

1

2

2

Windshield Wipers

0

0

2

2

(A) G/S, LOC, FLARE, TO/GA, and GA mode annunciations required. (B) If operable, the HUD or both the autopilot and flight director will be utilized for all ILS approaches when the reported weather is below 4,000 RVR or 3/4 mile. (C) The APU can be a substitute power source for the left or right electrical system when two are required. (D) If Radio Altimeter is inoperative, respective FD Steering Command will be lost at G/S and LOC capture.


NP.10.8

August 31, 2007



RNAV Approach Equipment Requirements List This list contains the equipment required to initiate an RNAV approach [RNAV(RNP), RNAV(GPS), GPS, or NDB, VOR using LNAV]. For all RNAV approach types, should equipment failure occur inside the FAF, in IMC, and approach tolerances are in question, execute a missed approach.

RNAV EQUIPMENT REQUIREMENTS RNAV APPROACH

EQUIPMENT REQUIRED

RNAV(GPS) or NDB, VOR using LNAV

RNAV (RNP)

Number Required ADIRU IRS(s)

1

2

AFDS FMA’s

1

2

Global Positioning System (GPS)

1

2

Autopilot

0

2


0

1

CDU

1

2

Current Navigation Database

1

1


2

2

DA Indicators

1

1

GPWS (Set TERR)

1

1

Electrical power source (AC) (APU may be used)

1

2

Flight Director

1

2

FMC

1

2

FMC Alert Lights

1

1

Nav Display

1

2

Primary Flight Display (PFD) “DISPLAYS SOURCE” not annunciated

1

2 (A)

Radio Altimeter

1

1

TO/GA Switches

0

1

(A) HUD combiner may be substituted for Captain’s PFD Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

NP.10.9



Standard Callouts The callouts in the following table are for normal line operations. During takeoffs and approaches, the Pilot Monitoring (PM) will monitor flight mode annunciator progression. Some callouts are made automatically by aircraft aural systems. When a required callout is made automatically, it may be omitted by the appropriate crew member. On any approach, when the Pilot Flying (PF) can maintain visual contact with the runway, the “APPROACHING MINIMUMS” and “MINIMUMS” callouts are not required. On non-ILS and CAT I approaches, the PM will annunciate visual cues. On CAT II and CAT III approaches, the Captain will annunciate visual cues. Note: White and amber landing altitude reference bars on the PFD altimeter tape are based on height above touchdown, and may be used to approximate AGL at most airports. Note: If the Radio Altimeter is inoperative, reference the barometric altimeter for the “1,000” and “500” callouts. The following callouts will be verbalized by the appropriate crew member: TAKEOFF Condition

Crew Member

Callout

• At 80 KIAS when THR HLD annunciated, if autothrottles used. If autothrottles not used, THR HLD will not be annunciated.

PM

“80 KNOTS, THROTTLE HOLD, ENGINE INSTRUMENTS CHECKED”

• At V1, VR and V2.

PM

“V1” - “VR” - “V2”

• At positive rate of climb.

PM

“POSITIVE RATE”

When PM announces “80 KNOTS”, the PF should silently verify that his airspeed indicator is operating properly.

HUD GUIDED TAKEOFF Condition

Crew Member

Callout

Note: Make all normal takeoff callouts. • Monitor runway centerline on PFD and visually (if able) until reaching VR.

PM

“STEER LEFT” or “STEER RIGHT”


NP.10.10

August 31, 2007



CLIMB Condition

Crew Member

Callout

• 1,000 feet below each assigned altitude.

PM

“OUT OF ___ FOR ___”

• Approaching transition altitude.

PM

“STANDARD, CROSSCHECKED”

DESCENT Condition

Crew Member

Callout

• 1,000 feet above each assigned altitude.

PM

“OUT OF ___ FOR ___”

• Approaching transition level.

PM

“___ , CROSSCHECKED”

ALL APPROACHES Condition

Crew Member

Callout

• Any significant deviation from planned flight path, airspeed or descent rate.

PM

“BUG ± ___” or “SINK ____”, etc.

• At approximately 1,000 AGL

PM

“1,000, CLEARED TO LAND” or “1,000, NO LANDING CLEARANCE”

• At approximately 500 AGL

PM

“500”

• Below 500 feet AGL Any descent exceeding 1,000 feet per minute.

PM

“SINK ___”


August 31, 2007

NP.10.11



ALL INSTRUMENT APPROACHES Condition

Crew Member

• Flight mode annunciator progression.

PM

Callout

“LOCALIZER CAPTURE”, “FINAL APPROACH COURSE CAPTURE”, “GLIDE SLOPE CAPTURED”, “GLIDE PATH CAPTURED”, etc.

NON-ILS INSTRUMENT APPROACHES Condition

Crew Member

Callout

• Within 5° of final approach course

PM

“APPROACHING INBOUND COURSE”

• First positive movement of localizer.

PM

“LOCALIZER ALIVE”

• First positive movement of glide path bar.

PM

“GLIDE PATH ALIVE”

• At approximately 80 feet above Minimums.

PM

“APPROACHING MINIMUMS”

• At or before Minimums.

CAPT

“APPROACH LIGHTS IN SIGHT”, or “RUNWAY IN SIGHT” or “MISSED APPROACH” F/O must acknowledge.

• At Minimums.

PM

“MINIMUMS”

• At missed approach point

PM

“MISSED APPROACH POINT”


NP.10.12

June 9, 2008



ALL ILS APPROACHES Condition

Crew Member

Callout

• First positive movement of localizer.

PM

“LOCALIZER ALIVE”

• First positive movement of glide slope bar.

PM

“GLIDE SLOPE ALIVE”

CAT I AND CAT II APPROACHES Condition

Crew Member

• At approximately 80 feet above minimums.

PM

• At or before Minimums.

CAPT

Callout

“APPROACHING MINIMUMS” “APPROACH LIGHTS IN SIGHT” or “RUNWAY IN SIGHT” or “MISSED APPROACH” F/O must acknowledge

• At Minimums: DA(H)

PM

“MINIMUMS”

CAT III APPROACHES Condition

Crew Member

• At approximately 80 feet above minimums.

PM

• At or before Minimums. Touchdown zone lights or runway visible.

CAPT

Callout

“APPROACHING MINIMUMS” “TOUCHDOWN ZONE LIGHTS IN SIGHT” or “RUNWAY IN SIGHT” or “MISSED APPROACH” F/O must acknowledge

• At Minimums: DA(H)

PM

“MINIMUMS”


August 31, 2007

NP.10.13



AUTOLAND APPROACHES Condition

Crew Member

Callout

• When annunciated FLARE (white). Approximately 500 feet RA.

PM

“FLARE ARMED”

• When annunciated FLARE (green). Approximately 50 feet RA.

PM

“FLARE CAPTURE”

• When annunciated RETARD. Approximately 27 feet RA.

PM

“RETARD”

• If off centerline during rollout.

PM

“STEER RIGHT” or “STEER LEFT” (as appropriate)


NP.10.14

August 31, 2007



HUD APPROACHES (AIII MODE) Condition

Crew Member

Callout

• When AIII available, as indicated on HUD control panel or combiner.

CAPT/F/O

• When AIII is flashing on HUD combiner.

CAPT

“SELECT AIII”

• When AIII is displayed on the HUD combiner.

CAPT

“AIII”

• When green AIII is annunciated on the HUD annunciator panel.

F/O

“AIII AVAILABLE”

“AIII ON THE RIGHT”

Above 500 feet AFE: • If NO AIII is displayed on HUD combiner.

CAPT

“NO AIII”

• If green AIII annunciation is lost on HUD annunciator panel.

F/O

“NO AIII”

Below 500 feet AFE: • If green AIII annunciation is lost and/or red APCH WARN is annunciated on the HUD annunciator panel.

F/O

“APPROACH WARN”

• If NO AIII and/or APCH WARN is displayed on the HUD combiner, and runway is not in sight.

CAPT

“MISSED APROACH”

• When FLARE is annunciated green on the HUD annunciator panel.

F/O

“FLARE ALIVE”


August 31, 2007

NP.10.15



LANDING ROLL Condition

Crew Member

Callout

• When SPEED BRAKE lever (ground spoilers) is deployed to full UP position.

PM

“SPEEDBRAKES UP”

If SPEED BRAKE lever is not deployed to full UP position.

PM

“SPEEDBRAKES NOT UP”

PM

“60 KNOTS”

• At 60 KIAS.

HUD LANDING ROLL Condition

Crew Member

Callout

Note: Make all normal LANDING ROLL callouts. • Monitor runway centerline on PFD and visually (if able) throughout landing roll. • If left or right of localizer centerline, centerline lights (CL) or painted centerline markings.

F/O

“STEER LEFT” or “STEER RIGHT”


NP.10.16

August 31, 2007



Preflight Procedure - Pilot Flying and Pilot Monitoring Panel Scan Diagram The diagram below describes the panel scan flow pattern for the Pilot Flying and Pilot Monitoring amplified Preflight Procedures in this manual. 122123 N47324W W122123 1

ELT ARM ELT ARM ON ON

1

2

GPS

L

R

PSEU

2

1

2

3 4

165

165

03 6 912

2730

5

151821

1 6 A/T A/T

7 8

Preflight ProcedurePF

2

A/T

VHF 3

VHF 3

ATC1

VHF 3

IDENT

ACARS

Preflight ProcedurePM

9

EVENT

STAB TRIM

PRINT

CAB DOOR


August 31, 2007

NP.10.17



Preflight Procedure - Captain and First Officer Panel Scan Diagram This diagram describes the panel scan flow pattern for the Captain and First Officer’s amplified Preflight Procedures in this manual.

1

2

1

3

2

4

3

Preflight ProcedureCaptain

5

MODE H STBY G RWY S G/S

1 2 3 4 5 6 7 8 9 ENTER 0 TEST BRTDIM + FAULTCLR

Preflight ProcedureFirst Officer Copyright © Delta Air Lines, Inc. See title page for details.

NP.10.18

August 31, 2007



Pilot Flying & Pilot Monitoring Areas of Responsibility The diagram below describes each crew member’s area of responsibility for each panel when the airplane is in flight. N47324W122123 1 ELT ELT ARM ON

2

GPS

L

R

PSEU

1

2

165

03 6 912

2730

165

151821

IDLE

0 5

5

STAB TRIM MAIN AUTO ELECTNORMAL PILOT

CUTOFF 1

2 A/T A/T

2

A/T

CUT OUT

Pilot Flying (PF) area of responsibility Pilot Monitoring (PM) area of responsibility

VHF 3

MODE H STBY G RWY S G/S

1 2 3 4 5 6 7 8 9 ENTER 0 TEST FAULTCLR BRTDIM + -

VHF 3

A T C

VHF 3

ATC1 IDENT

ACARS EVENT

STAB TRIM

PRINT

CAB DOOR

Unshaded areas are the responsibility of the pilot seated on the respective side.


August 31, 2007

NP.10.19



Intentionally Blank


NP.10.20

August 31, 2007


Normal Procedures

Chapter NP

Amplified Procedures

Section 20

NP.20 Normal Procedures-Amplified Procedures

Flight Deck Inspection - Captain or First Officer It is the responsibility of the Flight Leader to verify the cabin emergency equipment inspection is completed and convey this information to the flight deck crew. For flights without flight attendants on board, refer to Supplementary Procedures, Airplane General, Emergency Equipment, Doors, Windows section, Cabin Inspection procedure. For long range flights, ensure water and waste tanks are at acceptable levels. The Preliminary Preflight Procedure assumes that the Electrical Power Up supplementary procedure is complete. WARNING: If a red A/C OUT-OF-SERVICE tag is installed, personnel are not to activate any system, control, switch, or circuit breaker without obtaining verbal approval of maintenance personnel (preferably the AMT actually performing the repairs). FLIGHT DECK ACCESS SYSTEM switch .................................... OFF Guard up, switch up. Verify that the following are sufficient for flight: • oxygen pressure • hydraulic quantity • engine oil quantity


Logbooks and manuals .................................................................. Check Check the aircraft logbook to become familiar with the history and maintenance status of the aircraft. • Ensure the Airworthiness Release has been signed by Maintenance. • MCOs must be reviewed using the MDM to ensure compliance when special operating procedures are applicable. Continued on next page


June 9, 2008

NP.20.1

Normal Procedures Amplified Procedures


Continued from previous page Ensure the following documents are on-board: • Aircraft Logbook • Normal Checklists (2) • Quick Reference Handbook (QRH) (2) • Operations Manual Volume 2 • Mechanical Dispatch Manual (MDM) • Aircraft Restrictions Manual (ARM) • Operational Data Manual (ODM) • Offline Airports Airway Manual (“Brick”) • Engine Performance Logbook Note: The effective dates for all checklists and manuals may be found by clicking the “Revision Dates” link from the Delta Flight Operations portal. Emergency equipment .................................................................... Check Crash axe – Stowed Ships 3101-3110

ELT switch – ARM, guard closed. Verify that the ELT light is extinguished. Ships 3701-3771

Emergency Locator Transmitter – Stowed Verify that the ARMED/OFF/ON switch is in the ARMED position. PBE – Sealed and Stowed Life vests (3) – Stowed Fire extinguisher – Checked and stowed Verify that the trigger safety pin is in place. Manual gear extension access door ............................................... Closed Circuit breakers .............................................................................. Check Verify circuit breakers are in or collared in compliance with dispatch requirements.


NP.20.2

June 9, 2008



IRS mode selectors ...........................................................................NAV IRS realignment is required for every flight. Reference Supplementary Procedures, Flight Management, Navigation section, IRS alignment procedures. The UNABLE REQD NAV PERF-RNP message may show until IRS alignment is complete. Note: Full alignment is required on all Class II navigation flights and for first flight of the day. Other flights only require fast realignment. Crew luggage .................................................................................Secure Jump seat .......................................................................................Secure ACARS ...................................................................................... Initialize Refer to Supplementary Procedures, Communications section, ACARS Initialization procedure. PARKING BRAKE .............................................................................Set Set the parking brake to check brake wear during the exterior inspection.


June 9, 2008

NP.20.3



Exterior Inspection - Captain or First Officer A flight crew member shall make a complete exterior preflight inspection, review the aircraft log book and report any discrepancy to the Captain and to Maintenance as soon as possible. Emphasis should be placed on tire wear, airframe/control damage, or leaking fluids. Items at each location may be checked in any sequence. Use the detailed inspection route below to check that: • the surfaces and structures are clear, not damaged, not missing parts and there are no fluid leaks • the tires are not too worn, not damaged, and there is no tread separation Note: Notify maintenance if there is: • • • •

Any tread groove worn completely around the tire Any layer of cord showing Any questionable cut Any appearance of improper inflation.

Note: If brake wear indicator pins are even with brake housing with parking brake set, check with maintenance. • the gear struts are not fully compressed • the engine inlets and tailpipes are clear, the access panels are secured, the exterior is not damaged, and the reversers are stowed • the doors and access panels that are not in use are latched • the probes, vents, and static ports are clear and not damaged • the skin area adjacent to the pitot probes and static ports is not wrinkled • the antennas are not damaged • the light lenses are clean and not damaged. For Cold Weather Operation, see the Supplementary Procedures, Adverse Weather section. Check the following specific items during the exterior inspection:


NP.20.4

June 9, 2008



Inspection Route 2

START 3

1

END 4

5

6

7

9

Left Forward Fuselage

8

Probes, sensors, ports, vents, and drains (as applicable) ............... Check Doors and access panels (not in use) ...........................................Latched

Nose Radome .......................................................................................... Check Conductor straps - Secure Forward E and E door ....................................................................Secure

Nose Wheel Well Tires and wheels ............................................................................ Check Exterior light .................................................................................. Check Gear strut and doors ....................................................................... Check Nose wheel steering assembly ....................................................... Check Nose gear steering lockout pin ................................................ As needed Gear pin ................................................................................... As needed Nose wheel spin brake (snubbers) ............................................... In place


June 9, 2008

NP.20.5



Right Forward Fuselage Probes, sensors, ports, vents, and drains (as applicable) ................ Check Oxygen pressure relief green disc ............................................... In place Doors and access panels (not in use)........................................... Latched

Right Wing Root, Pack, and Lower Fuselage Ram air deflector door .............................................................. Extended Pack and pneumatic access doors ................................................. Secure Probes, sensors, ports, vents, and drains (as applicable) ................ Check Exterior lights ................................................................................. Check Leading edge flaps ......................................................................... Check

Number 2 Engine Access panels .............................................................................. Latched Probes, sensors, ports, vents, and drains (as applicable) ................ Check Fan blades, probes, and spinner ..................................................... Check Thrust reverser ............................................................................. Stowed Exhaust area and tail cone .............................................................. Check

Right Wing and Leading Edge Access panels .............................................................................. Latched Leading edge flaps and slats .......................................................... Check Fuel measuring sticks .................................................... Flush and secure Wing Surfaces ................................................................................ Check Fuel tank vent ................................................................................. Check

Right Wing Tip and Trailing Edge Position and strobe lights ............................................................... Check Static discharge wicks .................................................................... Check Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.6

June 9, 2008



Aileron and trailing edge flaps ...................................................... Check

Right Main Gear Tires, brakes and wheels ................................................................ Check Verify that the wheel chocks are in place as needed. If the parking brake is set, the brake wear indicator pins must extend out of the guides. Gear strut, actuators, and doors ..................................................... Check Hydraulic lines ...............................................................................Secure Gear pin ................................................................................... As needed

Right Main Wheel Well APU FIRE CONTROL handle ............................................................Up Ships 3101-3110

NGS operability indicator light ..................................................... Check Verify that the light is green. Wheel well ..................................................................................... Check Note: Check hydraulic units, hydraulic lines, control cables and fire detection elements for damage, leakage and security.

Right Aft Fuselage Doors and access panels (not in use) ...........................................Latched Negative pressure relief door .........................................................Closed Outflow valve ................................................................................ Check Probes, sensors, ports, vents, and drains (as applicable) ............... Check APU air inlet .................................................................................... Open

Tail Vertical stabilizer and rudder ......................................................... Check Elevator feel probes ....................................................................... Check


June 9, 2008

NP.20.7


737NG Operations Manual Ships 3701-3771

Tail skid .......................................................................................... Check Verify that the tail skid is not damaged. Note: The tailskid cartridge must be replaced if no green color is visible on the compression warning decal, or the tailskid shoe is worn to the wear dimples. Horizontal stabilizer and elevator .................................................. Check Static discharge wicks .................................................................... Check Strobe light ..................................................................................... Check APU cooling air inlet and exhaust outlet ....................................... Check

Left Aft Fuselage Doors and access panels (not in use)........................................... Latched Probes, sensors, ports, vents, and drains (as applicable) ................ Check

Left Main Gear Tires, brakes and wheels ................................................................ Check Verify that the wheel chocks are in place as needed. Note: If brake wear indicator pins are even with brake housing when brakes are set, check with maintenance. Gear strut, actuators, and doors ...................................................... Check Hydraulic lines .............................................................................. Secure Gear pin ................................................................................... As needed

Left Main Wheel Well Wheel well ..................................................................................... Check Note: Check hydraulic units, hydraulic lines, control cables and fire detection elements for damage, leakage and security. Engine fire bottle pressure ............................................................. Check

Left Wing Tip and Trailing Edge Aileron and trailing edge flaps ....................................................... Check Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.8

June 9, 2008



Static discharge wicks.................................................................... Check Position and strobe lights ............................................................... Check

Left Wing and Leading Edge Fuel tank vent ................................................................................ Check Wing Surfaces ................................................................................ Check Fuel measuring sticks ....................................................Flush and secure Leading edge flaps and slats .......................................................... Check Access panels ...............................................................................Latched

Number 1 Engine Exhaust area and tail cone ............................................................. Check Thrust reverser ..............................................................................Stowed Fan blades, probes, and spinner ..................................................... Check Probes, sensors, ports, vents, and drains (as applicable) ............... Check Access panels ...............................................................................Latched

Left Wing Root, Pack, and Lower Fuselage Leading edge flaps ......................................................................... Check Probes, sensors, ports, vents, and drains (as applicable) ............... Check Exterior lights ................................................................................ Check Pack and pneumatic access doors ..................................................Secure Ram air deflector door ...............................................................Extended


June 9, 2008

NP.20.9



Preflight Procedure - Pilot Monitoring After completion of this procedure, the PM should confirm all FMS entries accomplished by the PF. Normally this procedure is accomplished by the Pilot Monitoring (PM). However, it does not preclude the Pilot Flying (PF) from completing all or part of the procedure if time and conditions dictate. WARNING: If a red A/C OUT-OF-SERVICE tag is installed, personnel are not to activate any system, control, switch, or circuit breaker without obtaining verbal approval of maintenance personnel (preferably the AMT actually performing the repairs). First flight of the day items (if required) ....................................... Check These checks or tests need only be accomplished prior to the first flight each day (after midnight local time). These system tests are covered in the Supplementary Procedures chapter of this manual. • FLIGHT RECORDER • GPWS/WINDSHEAR • Transponder/TCAS • FLIGHT DECK ACCESS SYSTEM

Flight Instruments, Displays Warning Systems Warning Systems Airplane General, Emergency Equipment, Doors, Windows

Note: The GPWS/WINDSHEAR test is required on each crew change. MACH AIRSPEED WARNING TEST switches ............................ Push Verify clacker sounds when each switch is pushed. FLIGHT RECORDER panel ......................................................... Check Verify switch in NORMAL position, guard down, OFF light illuminated. Note: OFF light extinguishes on engine start. STALL WARNING TEST switches ................................................ Push


NP.20.10

June 9, 2008



Verify control column vibration when each switch is pushed. Note: The stall warning test requires that AC transfer busses are powered for up to 4 minutes. Note: With hydraulic power off, the leading edge flaps may droop enough to cause an asymmetry signal, resulting in a failure of the stall warning system test. Should this occur, place the “B” system electric pump ON and retract the flaps. When flaps are retracted repeat the test. WARNING: Do not establish hydraulic power which will result in flap movement unless the wing/flap area has been cleared of personnel and equipment. Use an outside observer. Observer’s Audio control panel ...........................................................Set ENGINE panel .....................................................................................Set Verify that the REVERSER lights are extinguished. Verify that the ENGINE CONTROL lights are extinguished. EEC switches – ON ALTN lights – Extinguished CREW OXYGEN pressure indicator ............................................ Check Verify 1,000 PSI minimum pressure for dispatch requirements. Oxygen panel .......................................................................................Set CAUTION: Switch activation will cause deployment of passenger oxygen masks. PASSENGER OXYGEN switch – Guard closed Verify that the PASS OXY ON light is extinguished. Landing gear indicator lights ...................................... Verify illuminated SERVICE INTERPHONE switch ......................................... As required DOME WHITE switch ............................................................As desired GPS light .............................................................................Extinguished Ships 3101-3110

ILS light .................................................................... Verify extinguished Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.11



GLS light ...................................................................Verify extinguished PSEU light ........................................................................... Extinguished Flight control panel ........................................................................ Check FLIGHT CONTROL switches – Guards closed Verify that the flight control LOW PRESSURE lights are illuminated. Flight SPOILER switches – Guards closed YAW DAMPER switch – ON Verify that the YAW DAMPER light is extinguished. Verify that the standby hydraulic LOW QUANTITY light is extinguished. Verify that the standby hydraulic LOW PRESSURE light is extinguished. Verify that the STBY RUD ON light is extinguished. ALTERNATE FLAPS master switch – Guard closed ALTERNATE FLAPS position switch – OFF Verify that the FEEL DIFF PRESS light is extinguished. Verify that the SPEED TRIM FAIL light is extinguished. Verify that the MACH TRIM FAIL light is extinguished. Verify that the AUTO SLAT FAIL light is extinguished. NAVIGATION panel ........................................................................... Set VHF NAV transfer switch – NORMAL IRS transfer switch – NORMAL FMC transfer switch – NORMAL DISPLAYS panel ................................................................................ Set SOURCE selector – AUTO CONTROL PANEL select switch – NORMAL Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.12

June 9, 2008



Fuel panel ............................................................................................Set Verify that the ENG VALVE CLOSED lights are illuminated dim. Verify that the SPAR VALVE CLOSED lights are illuminated dim. Verify that the FILTER BYPASS lights are extinguished. CROSSFEED selector – Closed Verify that the VALVE OPEN light is extinguished. FUEL PUMP switches – OFF Verify that the center tank fuel pump LOW PRESSURE lights are extinguished. Verify that the main tank fuel pump LOW PRESSURE lights are illuminated. Electrical panel ....................................................................................Set BATTERY switch – Guard closed Ships 3101-3110

CAB/UTIL power switch – ON Ships 3101-3110

IFE/PASS SEAT power switch – ON Ships 3701-3771

GALLEY power switch – ON STANDBY POWER switch – Guard closed Verify that the STANDBY PWR OFF light is extinguished. Verify that the BAT DISCHARGE light is extinguished. Verify that the TR UNIT light is extinguished. Verify that the ELEC light is extinguished. Generator drive DISCONNECT switches – Guards closed Verify that the DRIVE lights are illuminated. BUS TRANSFER switch – Guard closed Verify that the TRANSFER BUS OFF lights are extinguished. Verify that the SOURCE OFF lights are extinguished. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.13



Verify that the GEN OFF BUS lights are illuminated. CIRCUIT BREAKER and PANEL light controls................... As desired EQUIPMENT COOLING switches ............................................. NORM Verify that the OFF lights are extinguished. EMERGENCY EXIT LIGHTS switch ............................... Guard closed Verify that the NOT ARMED light is extinguished. Passenger signs ................................................................................... Set FASTEN BELTS switch – ON Windshield WIPER selectors .........................................................PARK Verify that the windshield wipers are stowed. WINDOW HEAT switches ................................................................ ON Position switches ON at least 10 minutes before takeoff. Verify that the OVERHEAT lights are extinguished. Verify that the ON lights are illuminated (except at high ambient temperatures.) WINDOW HEAT tests ............................................................ As desired Refer to Supplementary Procedures, Anti-ice, Rain section, Window Heat System Tests. PROBE HEAT switches ........................................................ As required Refer to Supplementary Procedures, Adverse Weather section. TAT TEST ............................................................................... As desired Refer to Supplementary Procedures, Flight Instruments, Displays section, Total Air Temperature test. WING ANTI–ICE switch .................................................................OFF Verify that the VALVE OPEN lights are extinguished. ENGINE ANTI–ICE switches ..........................................................OFF Verify that the COWL ANTI–ICE lights are extinguished. Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.14

June 9, 2008



Verify that the COWL VALVE OPEN lights are extinguished. Hydraulic panel....................................................................................Set ENGINE HYDRAULIC PUMPS switches – ON Verify that the LOW PRESSURE lights are illuminated. ELECTRIC HYDRAULIC PUMPS switches – OFF Verify that the OVERHEAT lights are extinguished. Verify that the LOW PRESSURE lights are illuminated. COCKPIT VOICE RECORDER ................................................ Check Refer to Supplementary Procedures, Communications section, Cockpit Voice Recorder Test. Pressurization indicators .............................................................. Check Cabin DIFFERENTIAL PRESSURE – Zero Cabin ALTITUDE – Field elevation Rate of CABIN CLIMB – Zero Ships 3101-3110

High altitude landing switch .................................................... As needed Verify that the INOP light is extinguished. Air conditioning panel .........................................................................Set AIR TEMPERATURE source selector – As needed Ships 3701-3771

TRIM AIR switch – ON Ships 3101-3110

Verify that the DUCT OVERHEAT lights are extinguished. Ships 3701-3771

Verify that the ZONE TEMP lights are extinguished. Temperature selectors – As needed Verify that the RAM DOOR FULL OPEN lights are illuminated. Ships 3101-3110

RECIRCULATION FAN switch – AUTO Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.15



RECIRCULATION FAN switches – AUTO Engine BLEED air switches – ON Ships 3101-3110

Verify that the PACK TRIP OFF lights are extinguished. Ships 3701-3771

Verify that the PACK lights are extinguished. Verify that the WING–BODY OVERHEAT lights are extinguished. Verify that the BLEED TRIP OFF lights are extinguished. If a ground air conditioning/heating source is available: Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with Ground Conditioned Air. If APU bleed air is required for air conditioning/heating: APU ............................................................................ As required Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with APU Pneumatic Air. If APU not operating: Refer to Supplementary Procedures, Electrical section, Electrical Power Up procedure. If pneumatic air cart is required for air conditioning/heating: Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with Ground Pneumatic Air Cart. Cabin pressurization panel .................................................................. Set Verify that the AUTO FAIL light is extinguished. Verify that the OFF SCHED DESCENT light is extinguished. FLIGHT ALTITUDE indicator – Cruise altitude LANDING ALTITUDE indicator – Destination field elevation Set to nearest 50 foot increment. Pressurization mode selector – AUTO Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.16

June 9, 2008



Verify that the ALTN light is extinguished. Verify that the MANUAL light is extinguished. Lighting panel ......................................................................................Set LANDING light switches – RETRACT and OFF RUNWAY TURNOFF light switches – OFF TAXI light switch – OFF ENGINE START switches ............................................................... OFF Ignition select switch ............................................................. IGN L or R Ignition selector should be positioned to IGN L for Captain’s leg and IGN R for First Officer’s leg. Use IGN R for first flight of the day to ensure ignition is available using standby power. Lighting panel ......................................................................................Set POSITION light switch – As needed ANTI–COLLISION light switch – OFF WING illumination switch – As needed WHEEL WELL light switch – As needed Mode control panel ..............................................................................Set When selecting a value on the MCP, ensure the corresponding display on the instrument panel changes, if applicable. COURSE(S) – Set and crosscheck FLIGHT DIRECTOR switches – ON Move the switch for the pilot flying to ON first. AUTOTHROTTLE switch – OFF Continued on next page


June 9, 2008

NP.20.17



Continued from previous page IAS/MACH selector – Set Set V2 if preliminary information is available. Heading – Set runway or departure heading as required. Bank angle limit – 30 Altitude – Initial assigned altitude Autopilots – Disengaged Light test ............................................................................................Test Master LIGHTS TEST and DIM switch – As desired • Use scan flow to check all lights flashing or illuminated. • Use individual test switches or push-to-test feature to check appropriate lights which do not illuminate during the light test. • The fire warning lights are not checked during this test. Ships 3701-3771

Standby instruments ....................................................................... Check Standby horizon – Set Gyro caging control – Pull, then release Approach mode selector – As needed Verify that the flight instrument indications are correct. Verify that no flags are shown. Standby altimeter – Set Verify that the flight instrument indications are correct. Verify that no flags are shown. Ships 3101-3110

Integrated standby flight display ......................................................... Set Verify that the approach mode display is blank. Set the altimeter. Verify that the flight instrument indications are correct. Verify that no flags or messages are shown. Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.18

June 9, 2008



Standby RMI ........................................................................................Set Select either VOR or ADF. Engine display control panel ...............................................................Set N1 SET selector – AUTO SPEED REFERENCE selector – AUTO FUEL FLOW switch – RATE Move switch to RESET, then RATE. AUTO BRAKE select switch ........................................................... RTO Verify that the AUTO BRAKE DISARM light is extinguished. ANTISKID INOP light ............................................. Verify extinguished Brake pressure ....................................................... 2,800 PSI minimum WARNING: Do not establish hydraulic power which will result in flap movement unless the wing/flap area has been cleared of personnel and equipment. Use an outside observer. If brake pressure is below 2,800 PSI: System B ELECTRIC HYDRAULIC PUMPS switch – ON. When the brake pressure indicator reaches 2,800 PSI, or greater: System B ELECTRIC HYDRAULIC PUMPS switch – OFF. Engine instruments ........................................................................ Check MFD ENG switch – Push Note: EGT, F/F, oil pressure and oil temperature pointers and digital readouts are not displayed until the ENGINE START switch is moved to GRD. Continued on next page


June 9, 2008

NP.20.19



Continued from previous page Primary and secondary engine indications – Normal • Engine indications display existing conditions • No exceedance values are displayed • Minimum engine oil quantity for dispatch: 12 quarts • LOW OIL PRESSURE alerts – Illuminated • START VALVE OPEN alert – Extinguished • OIL FILTER BYPASS alert – Extinguished Note: Minimum oil quantity reading is determined prior to pushback or engine start, whichever occurs first. MFD SYS switch - Push Hydraulic Quantity Indicators – No RF indication displayed LANDING GEAR lever ................................................ DOWN, 3 Green GROUND PROXIMITY warning SYSTEM TEST ............ As required Accomplished on First Flight of the Day and on each crew change. Refer to Supplementary Procedures, Warning Systems section, GPWS/Windshear Test. GROUND PROXIMITY panel ...................................................... Check FLAP INHIBIT switch – Guard closed GEAR INHIBIT switch – Guard closed TERRAIN INHIBIT switch – Guard closed Verify that the INOP light is extinguished. SPEED BRAKE lever ....................................................... DOWN detent Verify that the SPEED BRAKE ARMED light is extinguished. Verify that the SPEED BRAKE DO NOT ARM light is extinguished. Verify that the SPEEDBRAKES EXTENDED light is extinguished. Reverse thrust levers ...................................................................... Down WARNING: Movement of the reverse thrust lever could result in operation of the engine thrust reverser.


NP.20.20

June 9, 2008



Takeoff configuration warning ..................................................... Check Advance either or both forward thrust levers to the takeoff position. Ensure the takeoff warning horn sounds. Ships 3101-3110

If the TAKEOFF CONFIG warning light is operative, verify that it illuminates when the thrust lever(s) are advanced. Forward thrust levers .....................................................................Closed Start levers ................................................................................ CUTOFF Parking brake .......................................................................................Set Verify that the parking brake warning light is illuminated Note: Do not assume that the parking brake will prevent airplane movement. Accumulator pressure can be insufficient. FLAP lever ..........................................................................................UP WARNING: Do not establish hydraulic power which will result in flap movement unless the wing/flap area has been cleared of personnel and equipment. Use an outside observer. Lever and indicator in agreement and lights extinguished. If trailing edge flaps indicator does not indicate UP: Position the FLAP lever to agree with the FLAPS position indicator and verify lights agree with the flap position indicated. STABILIZER TRIM cutout switches ..................................... NORMAL Fire/Overheat warning ................................................................... Check Refer to Supplementary Procedures, Fire Protection section, Fire and Overheat Protection System Test procedure. CARGO FIRE system ................................................................... Check Refer to Supplementary Procedures, Fire Protection section, Cargo Fire Protection System Test procedure. Radio tuning panels .............................................................................Set PANEL OFF light – Extinguished Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.21



No. 1 radio – Set for ATC communication No. 2 radio – Set as required No. 3 radio – Set to DATA Perform a SELCAL check (if required) WARNING: Do not key HF radio while airplane is being fueled. Injury to personnel or fire may result. VHF NAVIGATION radios ........................................... Set for departure WEATHER RADAR panel ................................................................. Set Weather radar TEST ................................................................ As desired Refer to Supplementary Procedures, Flight Management, Navigation section, Weather Radar Test procedure. Transponder ........................................................................................ Set XPNDR switch – 1 or 2 (set to corresponding pilot flying) ALT SOURCE switch – 1 or 2 (set to corresponding pilot flying) Transponder mode selector – STBY Ships 3701-3771

ADF radios .......................................................................................... Set RUDDER and AILERON trim ............................................. Free & zero Check trim for freedom of movement Set trim at zero units STABILIZER TRIM override switch ................................. Guard closed FLOOD and PANEL light controls ......................................... As desired


NP.20.22

June 9, 2008



Preflight Procedure - Pilot Flying Normally this procedure is accomplished by the Pilot Flying (PF). However, it does not preclude the Pilot Monitoring (PM) from completing all or part of the procedure if time and conditions dictate. After completing this procedure, the PF should confirm the flight deck set-up accomplished by the PM. FMC/CDU ...........................................................................................Set IDENT page – Check • Verify airplane and engine MODEL and NAV DATA ACTIVE dates are correctly displayed. POS INIT page – Select • Enter position information. • Verify GMT is correct. RTE page – Select • Enter route by company route identifier or origin and destination airports, then waypoints and/or airways. DEPARTURES page – Select • Select the active runway and departure/transition procedure if known. RTE page – Select • Verify selected departure and route. Correct route discontinuities, ACTIVATE and EXEC. PERF INIT page – Select • Verify total fuel quantity is displayed on the CDU and that the fuel quantity indicators agree. Continued on next page


June 9, 2008

NP.20.23



Continued from previous page Enter: • gross weight or zero fuel weight • fuel reserve • Domestic flight plan – no alternate: –Use the RESERVE FUEL value from flight plan • Domestic flight plan – alternate required: –Use the RESERVE FUEL value plus the IFR/ALTN value from flight plan • International flight plan: –Use the FMS RESERVE FUEL value from flight plan • cost index • cruise altitude. If known enter: • cruise wind • ISA deviation or top–of–climb temperature Press EXEC. CLIMB page – Select SPD REST: If departure procedure contains an airspeed restriction, verify or enter restriction on SPD REST line. Additional speed restrictions may be entered on TGT SPD line. Press EXEC. Thrust mode display – Check • Verify TO is displayed. Departure briefing .....................................................................Complete Refer to FOM for briefing items.


NP.20.24

June 9, 2008



Preflight Procedure – First Officer Escape strap ......................................................................................Stow Sun visors .........................................................................................Stow EFIS control panel ...............................................................................Set MINIMUMS reference selector – As desired FLIGHT PATH VECTOR switch – As desired METERS switch – As desired BAROMETRIC reference selector – Set Set barometric altitude reference Set local altimeter setting VOR/ADF switches – As desired Mode selector – MAP CENTER switch – As desired Range selector – As desired TRAFFIC switch – As needed WEATHER RADAR – Off MAP switches – As desired Clock ....................................................................................................Set TIME/DATE pushbutton – UTC time (as installed) Display select panel .............................................................................Set MAIN PANEL DISPLAY UNITs selector – NORMAL LOWER DISPLAY UNIT selector – NORMAL Ships 3101-3110

TAKEOFF CONFIG light ........................................ Verify extinguished Ships 3101-3110

CABIN ALTITUDE light ......................................... Verify extinguished


June 9, 2008

NP.20.25



Disengage light TEST switch ................................................... Hold to 1 A/P light – Illuminated steady amber A/T light – Illuminated steady amber FMC light – Illuminated steady amber Disengage light TEST switch ................................................... Hold to 2 A/P light – Illuminated steady red A/T light – Illuminated steady red FMC light – Illuminated steady amber Right flight instruments ...................................................................... Set Note: IRS alignment must be complete. Verify that the flight instrument indications are correct. Verify that only these flags are shown: • NO VSPD until V–speeds are selected • expected RMI flags Verify that the flight mode annunciations are correct: • autothrottle mode is blank • roll mode is blank • pitch mode is blank • AFDS status is FD Note: Autothrottle mode and AFDS status are blank until the MCP is set in the Before Start procedure. Select the map mode. Light controls .......................................................................... As desired Seat ................................................................................................ Adjust Position seat for optimum eye reference and verify seat is locked. For correct positioning, refer to Volume 2, Airplane General, Emergency Equipment, Doors, Windows chapter, Pilot Seat Adjustment. WARNING: Do not put objects between the seat and the aisle stand. Injury can occur when the seat is adjusted. Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.26

June 9, 2008



Rudder pedals ................................................................................ Adjust Adjust rudder pedals to permit full rudder deflection and brake application. Oxygen and interphone .................................................................. Check Refer to Supplementary Procedures, Airplane General, Emergency Equipment, Doors, Windows section, Oxygen Mask and Interphone System Test. Interphone and Chime systems ...................................................... Check Check flight deck to cabin and cabin to flight deck if not accomplished by prior communication. Audio control panel .............................................................................Set Seat belts ........................................................................................ Fasten


June 9, 2008

NP.20.27



Preflight Procedure – Captain Escape strap ...................................................................................... Stow Sun visors ......................................................................................... Stow HUD combiner .......................................................................Set or Stow Adjust combiner brightness control HUD warm-up time is 2 - 5 minutes. Refer to Supplementary Procedures, Flight Instruments, HUD Combiner Preflight as required. EFIS control panel .............................................................................. Set MINIMUMS reference selector – As desired FLIGHT PATH VECTOR switch – As desired METERS switch – As desired BAROMETRIC reference selector – Set Set barometric altitude reference Set local altimeter setting VOR/ADF switches – As desired Mode selector – MAP CENTER switch – As desired Range selector – As desired TRAFFIC switch – As needed WEATHER RADAR – Off MAP switches – As desired Clock ................................................................................................... Set TIME/DATE pushbutton - UTC time (as installed) Display select panel............................................................................. Set MAIN PANEL DISPLAY UNITs selector – NORMAL LOWER DISPLAY UNIT selector – NORMAL Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.28

June 9, 2008



TAKEOFF CONFIG light ........................................ Verify extinguished Ships 3101-3110

CABIN ALTITUDE light ......................................... Verify extinguished Disengage light TEST switch ....................................................Hold to 1 A/P light – Illuminated steady amber A/T light – Illuminated steady amber FMC light – Illuminated steady amber Disengage light TEST switch ....................................................Hold to 2 A/P light – Illuminated steady red A/T light – Illuminated steady red FMC light – Illuminated steady amber STAB OUT OF TRIM light ...................................... Verify extinguished NOSE WHEEL STEERING switch ....................................Guard closed Left flight instruments .........................................................................Set Note: IRS alignment must be complete. Verify that the flight instrument indications are correct. Verify that only these flags are shown: • NO VSPD until V–speeds are selected • expected RMI flags Verify that the flight mode annunciations are correct: • autothrottle mode is blank • roll mode is blank • pitch mode is blank • AFDS status is FD Note: Autothrottle mode and AFDS status are blank until the MCP is set in the Before Start procedure. Select the map mode. Light controls ...........................................................................As desired Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.29



Seat ................................................................................................ Adjust Position seat for optimum eye reference and verify seat is locked. For correct positioning, refer to Volume 2, Airplane General, Emergency Equipment, Doors, Windows chapter, Pilot Seat Adjustment. WARNING: Do not put objects between the seat and the aisle stand. Injury can occur when the seat is adjusted. Rudder pedals ................................................................................ Adjust Adjust rudder pedals to permit full rudder deflection and brake application. Oxygen and interphone .................................................................. Check Refer to Supplementary Procedures, Airplane General, Emergency Equipment, Doors, Windows section, Oxygen Mask and Interphone System Test. Audio control panel ............................................................................. Set If HUD is to be used: HUD Control Panel (HCP) ............................................................ Set Refer to Supplementary Procedures, Flight Instruments, Displays section, HUD Guided Takeoff. Seat belts ........................................................................................Fasten Flight Attendant Briefing ..........................................................Complete Refer to FOM for expanded briefing format. The Captain calls “BEFORE START checklist” Note: The “PREFLIGHT PROCEDURE.....COMPLETE” challenge and response on the BEFORE START checklist signifies that all inspections, preparations and preflight procedures have been completed. The First Officer normally reads the BEFORE START checklist up to “After paperwork received” items.


NP.20.30

June 9, 2008



Before Start Procedure APU ....................................................................................... As required If APU not operating, refer to Supplementary Electrical section, Electrical Power Up procedure. Fuel required .........................................................._____ onboard _____ Verbalize flight plan block fuel and actual fuel on board. Compare actual fuel on board to MIN FUEL FOR T/O to prevent delays. Final paperwork .........................................................................Received If an updated AWABS/WDR is sent via ACARS or radio closeout, ensure passenger count and weight are within tolerance prior to takeoff. FMS & ACARS ...................................................................................Set Two crew members must refer to the final AWABS and WDR information and verify flight number, ship number, date, release number, takeoff flap setting, trim and power settings, V-speeds, and other pertinent performance information. PERF INIT page – Select Enter final Zero Fuel Weight (ZFW) information from WDR. • Substantial differences should be reconciled before ZFW entered. • Any unused tolerance may be subtracted from the ZFW. Compare the actual takeoff weight with the GROSS WEIGHT on the PERF INIT page. Observe MIN FUEL FOR T/O value to prevent delays. Determine the lowest practical takeoff power setting using the WDR. Available temperature values will range from AT20 to AT67. Note: Takeoff Thrust Derates or high Assumed Temperatures may cause the FMS to automatically default to CLB1 or CLB2. CAUTION: Aircrews must carefully observe and enter the required Takeoff Thrust Derates and/or Assumed Temperature value since the value will change from runway to runway. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.31



If Assumed Temperature and/or Takeoff Thrust Derate is desired: CAUTION: Do not use Assumed Temperature (AT) thrust when restricted at particular airports (refer to Delta Airway Manual 10-0 special pages), when unstable weather conditions exist, or when AWABS is inoperative. N1 LIMIT page – Select Assumed Temperature entries: Select CLB as required for full-rated climb thrust. If reduced thrust climb is planned, select desired mode. U.10.7 as installed

Verify D-TO and the selected Assumed Temperature value (D-TO + XX C) appears above the N1 indicators on the Thrust Mode Display. U.10.6 as installed

Verify R-TO and the selected Assumed Temperature value (R-TO + XX C) appears above the N1 indicators on the Thrust Mode Display. U.10.7 as installed

Thrust Derate entries: Select the desired takeoff thrust limit TO-1 or TO-2 (3L, 4L). Verify TO-1 or TO-2 appears above the N1 indicators on the Thrust Mode Display. If Thrust Derate is combined with Assumed Temperature entries, the Thrust Mode Display will indicate both the Thrust Derate and Assumed Temperature values (D-TO X + XX C). If Full Thrust Takeoff is desired: Verify TO appears above N1 indicators on upper display unit. TAKEOFF REF page 1/2– Select Verify FMS FLAPS value with the WDR FLAP value and modify if required. Continued on next page Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.32

June 9, 2008



Continued from previous page Enter Percent of Mean Aerodynamic Chord (PCT MAC) value from WDR into CG line. Verify FMS TRIM value approximates the STABILIZER value shown on WDR. Set stabilizer trim for takeoff using WDR. Enter V speeds provided by WDR. Verify V1 speed is displayed on speed tape. Verify V2 speed is displayed at the top of airspeed indicator. Verbalize V1, VR, V2, Thrust Mode Display (i.e., AT-XX, D-TO X + XX C, etc.), Flaps XX at XXK, XX N1. Verify that departure runway agrees with selected runway on RTE page 1/X, or TAKEOFF REF page 1/2. TAKEOFF REF page 2/2 – Select Enter thrust reduction altitude if different from displayed value. Mode Control Panel .............................................................................Set Set V2 in the MCP IAS/MACH display. Takeoff data ................................................................................. Review Review takeoff data to include N1, V1, VR, V2, flap setting, zero fuel weight, temperature, altimeter setting, gross weight, and stabilizer trim setting. The First Officer reads remaining BEFORE START checklist items.


June 9, 2008

NP.20.33



Pushback/Start Procedure All appropriate procedure items will be completed prior to aircraft movement. WARNING: If nose gear steering lockout pin is not installed, hydraulic system A must be depressurized prior to moving aircraft. Possible injury to ground personnel and damage to nose gear may be prevented. The Captain calls “PUSHBACK START checklist” Exterior Doors ............................................................................... Closed All exterior door annunciator lights – Extinguished “Cabin is ready for pushback” verbal ........Received from Flight Leader Flight deck access system switch ................................................. NORM Switch down, guard down. Flight deck door ..........................................................Closed and locked Verify the AUTO UNLK and LOCK FAIL lights are extinguished. Flight interphone contact with ground crew ............................. Establish Hydraulic panel ................................................................................... Set If pushback is needed and the nose gear steering lockout pin is not installed: WARNING: Do not pressurize hydraulic system A. Unwanted tow bar movement can occur. System A HYDRAULIC PUMP switches – OFF Verify that the system A pump LOW PRESSURE lights are illuminated. System B electric HYDRAULIC PUMP switch – ON Verify that the system B electric pump LOW PRESSURE light is extinguished.


NP.20.34

June 9, 2008



If pushback is not needed, or if pushback is needed and the nose gear steering lockout pin is installed: Electric HYDRAULIC PUMP switches – ON Verify that the electric pump LOW PRESSURE lights are extinguished. Ships 3101-3110

Fuel Panel ............................................................................................Set If the center tank fuel quantity exceeds 1,000 pounds: LEFT and RIGHT CENTER FUEL PUMPS switches – ON Verify that the LOW PRESSURE lights illuminate momentarily and then extinguish. If the LOW PRESSURE light stays illuminated turn off the CENTER FUEL PUMPS switch. AFT and FORWARD FUEL PUMPS switches – ON Verify that the LOW PRESSURE lights are extinguished. Ships 3701-3771

Fuel panel ...........................................................................................Set FUEL PUMPS switches (for tanks containing fuel) – ON Center tank fuel pump switches should be positioned ON only if the fuel quantity in the center tank exceeds 5,000 lbs. If a LOW PRESSURE light does not extinguish when the switch is positioned ON, position the switch OFF. LOW PRESSURE lights (for pumps operating) – Extinguished Note: The center tank fuel pump switch(es) must be positioned OFF at the first indication of fuel pump low pressure at anytime during the flight. This includes LOW PRESSURE indications that may occur because of pitch attitude changes. The First Officer reads the PUSHBACK START checklist up to “After pushback clearance or engine start clearance:”


June 9, 2008

NP.20.35



After pushback clearance or engine start clearance: ANTI COLLISION light switch ................................................... ON Select ON immediately prior to aircraft movement, or immediately prior to engine start (if starting at gate). Transponder ..................................................................... As required At all US airports: Select – TA/RA. At all non-US airports: Select – STBY or an active mode as required by local airport operating procedures. When cleared for pushback or tow out: Brakes ..........................................................................................OFF When cleared and ready to start: Air conditioning PACK switches .................................................OFF The First Officer reads remaining PUSHBACK START checklist items. Engine Start Procedure ............................................................Initiate When airplane is stopped: Parking brake ................................................................................. Set Ground equipment ...............................................................Removed System A HYDRAULIC PUMPS switches ............................... ON System A and B pressure .................................. 2,800 PSI minimum


NP.20.36

June 9, 2008



Engine Start Procedure The Captain should determine engine taxi configuration after considering aircraft weight, ramp conditions, taxiway and maneuvering requirements. • Single engine taxi out using No. 2 engine is the normal procedure, conditions permitting. • Single engine taxi out using No. 1 engine is permitted, but must be coordinated with the ground crew. Note: When departing from ramp areas where taxiing is restricted to both engines, consider shutdown of one engine after exiting the restricted area. Refer to Delayed Start procedure for starting second engine. APU bleed valve .................................................................... As required APU bleed valve must be closed when: • ground air connected and isolation valve open • engine no. 1 bleed valve open • isolation and engine no. 2 bleed valves open. Note: APU bleed valve may be open during engine start, but avoid engine power above idle. Note: One pilot will accomplish the engine start procedure; the other will monitor outside the flight deck. The Captain will brief start duties and announce the start sequence.


June 9, 2008

NP.20.37



CAPTAIN*

FIRST OFFICER

* Captain may delegate engine start procedure as deemed necessary. Announce engine start sequence. Normal starting sequence is 2, 1. Call “START ENGINE No.____.”

Position ENGINE START switch to GROUND. Observe START VALVE OPEN alert.

Verify oil pressure increase by idle, N1 rotation, and N2 rotation. Position engine start lever to IDLE detent when N2 rpm reaches maximum motoring (25% minimum) and N1 rotation observed. • At times, the APU cannot accelerate an engine to 25% N2. In this case the engine start lever may be placed to IDLE at a minimum of 20% N2; however, the higher the rpm prior to adding fuel, the cooler the start. Verify fuel flow and EGT indication. Note: An abnormal start advisory is indicated by the white box surrounding the EGT digital readout flashing. If this advisory occurs, continue to monitor other engine indications and abort the start if necessary. At 56% N2 RPM: • ENGINE START switch moves to OFF automatically; if not, position start switch to OFF. • Verify START VALVE OPEN alert extinguishes and report “STARTER CUTOUT.” Monitor N1, N2, EGT, fuel flow and oil pressure for normal indications as engine accelerates and stabilizes at idle. Ensure EGT peaks prior to starting other engine.

Repeat procedure to start remaining engine as required. Note: Standard day, sea level, approximate stabilized idle indications for the CFM56–7 engine. • N1 RPM – 20% • N2 RPM – 59%

• EGT – 410°C** • Fuel Flow – 600 PPH

** Idle EGT may vary from 320°C – 520°C depending on OAT, bleed configuration, and engine conditions. Starter Duty Cycle • Limit each start attempt to a maximum of 2 minutes • A minimum of 10 seconds is required between start attempts

Continued on next page Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.38

June 9, 2008



Continued from previous page Normal engine start considerations: • Advancing engine start lever to idle prematurely can cause a “HOT” start. • Keep hand on engine start lever while observing RPM, EGT and fuel flow until stabilized. • If fuel is shutoff 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. CAUTION: Re-engagement of starter with N2 in excess of 20% will result in serious damage to starter and engine. Accomplish the ABORTED ENGINE START checklist for one or more of the following abort start conditions: • the N1 or N2 does not increase or increases very slowly after the EGT increases • there is no oil pressure indication by the time that the engine is stabilized at idle • the EGT does not increase by 10 seconds after the engine start lever is moved to IDLE • the EGT quickly nears or exceeds the start limit.


June 9, 2008

NP.20.39



After Start Procedure Electrical Panel.................................................................................... Set GEN switch(es) – ON GEN OFF BUS light(s) – Extinguished SOURCE OFF light(s) – Extinguished PROBE HEAT switches ..................................................................... ON All probe heat lights – Extinguished Anti-Ice ................................................................................. As required Refer to Supplementary Procedures, Adverse Weather section. Air conditioning panel ........................................................................ Set Single Engine Taxi: CAUTION: Do not select a combination that will back pressure the APU. Configure the air conditioning panel per the following table: Taxi Configuration

APU Bleed

Engine Bleed

Packs

Left

Right

Left

Right

Isolation Valve

No. 2 Engine & APU

ON

ON

ON

AUTO

AUTO

CLOSE

No. 1 Engine & APU

ON

OFF

ON

AUTO

AUTO

AUTO/ OPEN

No. 2 Engine

OFF

ON

ON

OFF

AUTO

AUTO/ OPEN

No. 1 Engine

OFF

ON

ON

OFF

AUTO

AUTO/ OPEN

Two Engine Taxi: Pack switches - AUTO APU BLEED air switch - OFF Continued on next page Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.40

June 9, 2008



Continued from previous page ISOLATION VALVE switch - AUTO AUTO BRAKE select switch ...................................... Verify set to RTO RTO must be selected for all takeoffs, if available. AUTO BRAKE DISARM light – Verify extinguished Do not takeoff if light remains illuminated. The Captain calls “AFTER START checklist” The First Officer reads the AFTER START checklist.


June 9, 2008

NP.20.41



Taxi Procedure After the Agent’s salute is accepted: Exterior lights ................................................................................ Set Refer to Flight Operations Manual, Chapter 3, Exterior Lights Usage. TAXI lights switch - AUTO Note: Due to heat buildup, the fixed landing and runway turnoff lights should not be on at the same time when the aircraft is on the ground and stopped. Flaps .............................................................. ____, ____, Green light Flap position indicator and FLAP lever – Set for takeoff LE FLAPS EXT green light – Illuminated When clear of congested areas: The Captain calls “TAXI CHECKLIST.” Flight controls ........................................................................... Check The Captain will move the rudder pedals to full travel in both directions and verify: • freedom of movement • that the rudder pedals return to center. Note: Hold the nose wheel steering wheel during the rudder check to prevent nose wheel movement. The First Officer will move the control wheel and the control column to full travel in both directions and verify: • freedom of movement • that the controls return to center. The Captain and First Officer will each respond “CHECKED” during TAXI checklist accomplishment. The First Officer reads the TAXI checklist.


NP.20.42

June 9, 2008



Delayed Start Procedure Engine warm up requirement: • 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. The Captain calls “DELAYED START checklist.” Air conditioning panel .........................................................................Set With No. 2 engine operating: L PACK switch – OFF With No. 1 engine operating: L PACK and R PACK switches – OFF Engine Start Procedure ....................................................... Accomplish After engine start: Electrical Panel ............................................................................. Set GEN switch(es) - ON GEN OFF BUS light(s) - Extinguished SOURCE OFF light(s) - Extinguished Anti-Ice ........................................................................... As required Refer to Supplementary Procedures, Adverse Weather section. Air conditioning panel .................................................................. Set APU BLEED switch - OFF Engine BLEED switches - ON Pack Switches - AUTO ISOLATION VALVE switch - AUTO The First Officer reads the DELAYED START checklist. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.43



Before Takeoff Procedure The Captain calls “BEFORE TAKEOFF checklist.” If updated AWABS/WDR is received and within tolerance: • Previously loaded FMS data sufficient. No further action required. If updated AWABS/WDR is received and not within tolerance or departure runway has changed: • FMS data must be modified using updated AWABS/WDR information. Refer to FMS/ACARS step in the Before Start Procedure for specifics. • Two crew members must refer to the final AWABS and WDR information and verify flight number, ship number, date, release number, takeoff flap setting, trim and power settings, V-speeds, and other pertinent performance information. Stabilizer trim ........................................................................... ___ Units Verify stabilizer trim is set for takeoff. Flaps .................................................................... ____,____, Green light Flap position indicator and FLAP lever – Set for takeoff LEADING EDGE FLAPS EXTENDED green light – Illuminated Flight deck windows ........................................................ Close and lock Verify the lock levers are in the locked (forward) position. Ensure drain tube is clear of window. Bleeds/APU ........................................................................... As required Confirm engine and APU bleeds set for the takeoff to be conducted APU START switch – ON or OFF Turn APU off if bleed or electrical use not anticipated. APU may be left on if operating in IMC or mountainous terrain. Fuel quantity (center tank) ............................................................. Check Ships 3701-3771

Note: Both center tank pump switches must be OFF for takeoff if center tank fuel is less than 5,000 pounds. Note: Do not accomplish the CONFIG non-normal checklist with less than 5,000 pounds in the center tank prior to takeoff. Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.44

June 9, 2008



AUTOTHROTTLE switch ..............................................................ARM Recall ........................................................................................... Check Press and hold either pilot’s annunciator panel. Check that all annunciator and MASTER CAUTION lights illuminate on both sides. Release the annunciator panel and observe all lights extinguish. Runway, departure, first fix ................................................___, ___, ___ Verify the selected runway, departure, and associated first fix in the FMS match the latest ATC departure clearance. Verbalize the runway, departure procedure, and first fix. Check aircraft versus runway position on the ND (10nm scale). If required, perform the IRS, Quick Alignment (QA)/Fast Realignment procedure in Supplementary Procedures, Flight Management, Navigation section. Shoulder harnesses ........................................................................ Fasten Takeoff briefing .................................................................... Accomplish Refer to FOM, Chapter 3, Communications, for briefing items. Flight Attendant notification ................................................ Accomplish Notify the flight attendants to finalize preparations for takeoff with a PA. The Flight Leader must confirm to the Captain via the interphone, “CABIN IS READY FOR TAKEOFF.” Refer to FOM, Chapter 3, Communication-Flight Deck/Cabin The First Officer reads the BEFORE TAKEOFF checklist up to “Final items.” Final items: Normally accomplished when cleared on to runway. Prior to entering a runway, confirm aircraft location utilizing an outside source such as runway signage, painted runway number markings, and/or aircraft heading. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.45



Radar ................................................................................ As required Ships 3101-3110 & 3708

Select WX or WX+T on the weather radar panel Ships 3701-3707 & 3709-3771

Select WX or WX/T on the weather radar panel Note: Select WXR on EFIS control panel when using radar in flight. Transponder ..................................................................... As required Verify transponder code and altitude reporting set Transponder mode selector – TA/RA To display traffic, select TFC on the EFIS control panel. ENGINE START switches ....................................................... CONT HUD ..................................................................................Set or Stow If HUD is to be used, refer to Supplementary Procedures, Flight Instruments, Displays section, HUD Guided Takeoff. Exterior lights ................................................................................ Set Landing/Strobe lights may be turned off when reduced visibility conditions exist, in close proximity to other aircraft awaiting takeoff at night, or when flying through clouds. Due to heat buildup, the fixed landing and runway turnoff lights should not be on at the same time when the aircraft is on the ground and stopped. Refer to Flight Operations Manual, Chapter 3, Exterior Lights Usage, for further guidance. The First Officer reads remaining BEFORE TAKEOFF checklist items. When cleared for takeoff: Forward facing landing lights ....................................................... ON


NP.20.46

June 9, 2008



Intentionally Blank


June 9, 2008

NP.20.47



Takeoff Procedure PILOT FLYING

PILOT MONITORING

Advance the thrust levers to approximately 40% N1. Allow the engines to stabilize. Push the TO/GA switch.

Verify proper mode annunciation.

Verify the correct takeoff thrust is set. Monitor the engine instruments during the 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 by 60 knots, manually advance the thrust levers. After takeoff thrust is set, the captain’s hand must be on thrust levers until V1. Monitor airspeed and call out any Maintain light forward pressure on the abnormal indications. control column. Monitor airspeed.

Verify 80 knots.

Call “80 KNOTS, THROTTLE HOLD, ENGINE INSTRUMENTS CHECKED.”

Verify V1 speed.

Verify the automatic V1 callout or call “V1.”

At VR, rotate toward 15° pitch attitude. After liftoff, follow F/D commands.

At VR call “VR.”

CAUTION: Early or rapid rotation may cause tail strike.

At V2 call “V2.” Monitor airspeed and vertical speed. When a positive rate of climb (baro altimeter) is indicated, call “POSITIVE RATE.”

Establish a positive rate of climb. When a positive rate of climb is announced by PNF:

Position the landing gear lever UP when requested.

Call “GEAR UP” and continue rotation to takeoff pitch attitude. Above 400 feet RA:

Select or verify roll mode.

Call appropriate roll mode as required. Verify proper mode annunciation. Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.48

June 9, 2008



PILOT FLYING

PILOT MONITORING

At thrust reduction height verify that climb thrust is set. At acceleration height, call “VNAV.”

Push the VNAV switch.

Verify acceleration.

Set the FLAP lever as directed. Monitor flaps and slats retraction.

Call “FLAPS ___” according to the flap retraction schedule. Engage the autopilot after a roll mode and pitch mode are engaged.

Verify proper mode annunciation.

At flaps up, call “AFTER TAKEOFF CHECKLIST.”

Read the AFTER TAKEOFF checklist. • Set or verify engine bleeds, verify packs and pressurization operating normally. • Set the ENGINE START switches as needed. • Set AUTO BRAKES to OFF. • Set the landing gear lever to OFF after landing gear retraction is complete. • Set ANTI-ICE as required. • Operate APU as required. • Verify proper fuel balance.

CAUTION: Do not allow the shoulder harness straps to retract quickly. Buckles can pull or damage circuit breakers. Takeoff Flap Retraction Speed Schedule Takeoff Flaps 25

15 or 10 5 1

At Speed (display)

Select Flaps

V2 + 15 “15” “5” “1”

15 5 1 UP

V2 + 15 “5” “1”

5 1 UP

V2 + 15 “1”

1 UP

“1”

UP

Limit bank angle to 15° until reaching V2 + 15


June 9, 2008

NP.20.49



Climb and Cruise Procedure PILOT FLYING

PILOT MONITORING Ships 3101-3110

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. Ships 3701-3771

If the center tank fuel pump switches were OFF for takeoff and the center tank contains more than 2000 pounds, position both center tank fuel pump switches ON above 10,000 feet and after the pitch attitude has been reduced to begin acceleration to a climb speed of 250 knots or greater. Note: After takeoff, with less than

2000 pounds of fuel in the center tank, the center tank fuel pump switches may not be moved from OFF to ON. The remaining fuel may only be used in a low fuel situation.

Approaching transition altitude, set the altimeters to standard and crosscheck. At or above 18,000 feet, set the LANDING light switches to OFF. Call “CLIMB CHECKLIST.”

Read the Climb Checklist.

Approaching selected FMC cruise altitude, verify level off and proper mode/N1 limit annunciation.


NP.20.50

June 9, 2008



PILOT FLYING


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. Ships 3701-3771

During climb or cruise, position one center tank fuel pump switch OFF when center tank fuel quantity reaches approximately 2,000 pounds. Open the crossfeed valve to minimize fuel imbalance. Position the remaining center tank fuel pump switch OFF without delay and close the crossfeed valve when the Master Caution and FUEL system annunciator illuminate. Perform navigation accuracy check prior to entry into Class II airspace. On LEGS page, verify that ANP is less than or equal to RNP. During the last hour of cruise on all extended range (more than one hour from an adequate airport) flights, perform Fuel Crossfeed Valve check. Prior to top of descent: Select and verify the planned arrival procedure. Set MCP altitude selector for descent. At top of descent point observe descent initiated and verify proper mode annunciation.


June 9, 2008

NP.20.51



Descent Procedure PILOT FLYING Seat belt lights ON.


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. If established in a level flight attitude, for an extended period of time with usable fuel in the center tank and a center tank fuel pump switch(es) 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. Ships 3701-3771

During descent, position one center tank fuel pump switch OFF when center tank fuel quantity reaches approximately 3,000 pounds. Open the crossfeed valve to minimize fuel imbalance. Turn the remaining center tank fuel pump switch OFF without delay and close the crossfeed valve when the Master Caution and FUEL system annunciator illuminate. Continued on next page


NP.20.52

June 9, 2008



PILOT FLYING


If established in level flight for an extended period of time prior to approach and landing with more than 2,000 pounds in the center tank and the center tank fuel pump switches OFF, one center tank fuel pump switch may be turned ON again. Open the crossfeed valve to minimize fuel imbalance. Turn the remaining center tank fuel pump switch OFF without delay and close the crossfeed valve when the Master Caution and FUEL system annunciator illuminate. Note: After takeoff, with less than

2000 pounds of fuel in the center tank, the center tank fuel pump switches may not be moved from OFF to ON. The remaining fuel may only be used in a low fuel situation.

Check and set VREF and approach speeds as required. Set anti–ice as required. Verify pressurization set for destination airport elevation and system operating normally. Set AUTO BRAKE select switch to desired brake setting. Set and crosscheck altimeters approaching transition level. Set and crosscheck course selection and RADIO/BARO minimums as required for approach (per the Radio/Baro Minimums Chart). • Captain and F/O will verify radio or baro altimeter bug settings agree. • Minimums normally should not be set using the DISPLAYS CONTROL PANEL switch. Conditions permitting, use all available exterior lights below 18,000 feet. Check RECALL. Accomplish approach briefing. For additional information, refer to FOM. Shoulder harnesses fastened. Call “DESCENT checklist.” Read the DESCENT checklist. Approaching selected altitude verify level off and mode annunciation. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.53



Approach Procedure PILOT FLYING

PILOT MONITORING

Update the arrival and approach procedures as needed. Update the RNP as needed. Set and crosscheck flight and nav instruments. For a BCRS approach, enter the front course in the MCP COURSE window. Do not select VOR/LOC. Set or stow HUD. Refer to Supplementary Flight Instruments, Displays section, HUD Guided Approach Set and identify navigation radios for approach. Cycle the CHIME switch twice. Set altimeters to local setting and crosscheck. Call “APPROACH checklist.”

Read the APPROACH checklist.

Using flaps as speed brakes is not recommended. The following should be used for flap extension (to maximum extent possible): Current Flap Position

At Speedtape “Display”

Select Flaps

Command Speed for Selected Flaps

UP

“UP”

1

“1”

1

“1”

5

“5”

5

“5”

15

“15”

15

“15”

30 or 40

(VREF30 or VREF40) + wind additives

Note: Flap maneuver speeds provide approximately 15 to 20 knots above the minimum maneuvering speed for each flap setting. At flaps 10 configuration, if operational needs dictate, at weights up to maximum landing weight, crews may operate at the lower of flaps 10 maneuvering speed or 160 knots. Note: If performance requires the use of flaps 15 for landing, place the GROUND PROXIMITY flap inhibit switch to FLAP INHIBIT. If the flap maneuvering speeds cannot be displayed, reference the ODM for speed schedules.


NP.20.54

June 9, 2008



Command Bug Settings When autothrottle is engaged for landing (autoland): Set VREF (Landing Flaps) plus 5 knots. Note: The autothrottle automatically provides a safety margin for wind corrections based on information provided by the IRS. Throttle is adjusted to maintain a proper and safe airspeed throughout the entire approach. When autothrottle is not engaged for landing: Set VREF (Landing Flaps) plus half the headwind component, plus all of the gust. Note: Half of the reported headwind component can be estimated by using 50% for a direct headwind, 35% for a 45 degree crosswind, zero for a direct crosswind and interpolation in between. Refer to Airway Manual, Ops. Specs, Wind Component Chart for Precise headwind calculation. Note: Minimum additive is plus 5 knots. Maximum additive is plus 20 knots. Gust correction should be maintained to touchdown. Steady headwind correction may be bled off as the airplane touches down. Radio/Baro Minimums Chart APPROACH TYPE

BARO MIN REF

RADIO MIN REF

ILS to CAT I

PUBLISHED DA

N/A

CAT II

N/A

PUBLISHED RA

CAT III

N/A

50 FT

NON-ILS

PUBLISHED DA/ DDA

N/A

CIRCLE TO LAND

HIGHER OF: PUBLISHED MDA or FIELD ELEV + 1,000 FT

N/A

VISUAL

APPROACH MINS(1)

N/A

(1) Set the approach minimums for the instrument approach used to back up the visual approach. If no instrument approach is available, the Captain may choose an appropriate minimums setting. Field elevation is not recommended. Both the Captain’s and First Officer’s bugs should agree. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.55



Landing Procedure - ILS or IAN PILOT FLYING Call “FLAPS ___” according to the flap extension schedule.

PILOT MONITORING Set the flap lever as directed. Monitor flaps and slats extension.

When on localizer/final approach course intercept heading: • verify that the navigation radios are tuned and identified • verify that the deviation pointers are shown Verify proper mode annunciation.

Arm the APP mode. Engage the other autopilot, if desired for an ILS approach.

WARNING: When using LNAV to intercept the final approach course, LNAV might parallel the localizer without capturing it. The airplane can then descend on the glide slope with the localizer not captured. Use HDG SEL to intercept the final approach course as needed. At the first positive movement of the localizer/final approach course, call “LOCALIZER ALIVE” or “APPROACHING INBOUND COURSE.” At localizer/final approach course capture, At localizer/final approach course set appropriate heading. capture, call “LOCALIZER CAPTURED” or “FINAL APPROACH COURSE CAPTURED.” At the first positive movement of the glide slope/glide path, call “GLIDE SLOPE/GLIDE PATH ALIVE.” At glide slope/glide path alive, or when required, call: • “GEAR DOWN” • “FLAPS 15”

Set the landing gear lever to DN. Verify that the green landing gear indicator lights are illuminated. Set the flap lever to 15. Set the engine start switches to CONT.

Set the speed brake lever to ARM. Verify that the SPEED BRAKE ARMED light is illuminated. Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.56

June 9, 2008



PILOT FLYING At glide slope/glide path capture, call “FLAPS ___” as needed for landing.

PILOT MONITORING At glide slope/glide path capture, call “GLIDE SLOPE/GLIDE PATH CAPTURED.” Set the flap lever as directed.

Set the missed approach altitude on the MCP. Call “LANDING CHECKLIST.”

Read the LANDING checklist.

At the final approach fix or OM, verify the crossing altitude. Monitor the approach. For ILS Autoland: - Verify FLARE is armed no later than 500 feet RA. - At approximately 50 feet RA, verify FLARE is captured. - Ensure the autothrottle retards the thrust levers to idle by touchdown.


June 9, 2008

NP.20.57



Landing Procedure - Instrument Approach Using VNAV Pilot Flying Call “FLAPS ___” according to the flap extension schedule.

Pilot Monitoring Set the flap lever as directed. Monitor flaps and slats extension.

The recommended roll modes for the final approach are: • for an RNAV or GPS approach use LNAV • for a VOR, LOC-BC or NDB approach use LNAV • for a LOC (or ILS GS out), SDF or LDA approach use VOR/LOC. Verify that the VNAV glide path angle is shown on the final approach segment of the LEGS page. When on the final approach course intercept heading for LOC, LOC-BC, SDF or LDA approaches: • verify that the localizer is tuned and identified • verify that the LOC pointer is shown. Select LNAV or arm VOR/LOC mode. Verify proper mode annunciation. 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. Use LNAV or HDG SEL to intercept the final approach course as needed. Within 5 degrees of final approach course, or first positive movement of the localizer, call “APPROACHING INBOUND COURSE” or “LOCALIZER ALIVE.” Verify that LNAV is engaged or that VOR/LOC is captured. Set appropriate heading. Prior to the final approach fix and after Verify proper mode annunciation. ALT HOLD or VNAV PTH is annunciated: • set TDZE on the MCP • select or verify VNAV • select or verify speed intervention, if desired.


NP.20.58

June 9, 2008



Pilot Flying Approaching the final approach fix, call: • “GEAR DOWN” • “FLAPS 15.”

Pilot Monitoring Set the landing gear lever to DN. Verify that the green landing gear indicator lights are illuminated. Set the flap lever to 15. Set the engine start switches to CONT.

Set the speed brake lever to ARM. Verify that the SPEED BRAKE ARMED light is illuminated. Beginning the final approach descent, call “FLAPS ___” as needed for landing.

Set the flap lever as directed.

Call “LANDING CHECKLIST.”

Read the LANDING checklist.

At approximately 1,000 feet AGL and when at least 300 feet below the missed approach altitude, set the missed approach altitude on the MCP. At the final approach fix, verify the crossing altitude and crosscheck the altimeters. Monitor the approach. If suitable visual reference is established at DA(H), DDA(H) or the missed approach point, disengage the autopilot and autothrottle. Autopilot must be disengaged prior to descending through DA minus 50 feet or DDA minus 100 feet. Maintain the glide path to landing.


June 9, 2008

NP.20.59



Go–Around Procedure PILOT FLYING At the same time: • push the TO/GA switch • call “FLAPS 15.”

PILOT MONITORING Position the FLAP lever to 15 and monitor flap retraction

Verify: • the rotation to go–around attitude • that the thrust increases • proper mode annunciation. Verify that the thrust is sufficient for the go-around or adjust as needed. When a positive rate of climb (baro altimeter) is indicated, call “POSITIVE RATE.” When a positive rate of climb is announced by PNF:

Position the landing gear lever UP when requested.

Call “GEAR UP” and continue rotation to takeoff pitch attitude. Verify that the missed approach altitude is set. Select roll mode as directed.

Above 400 feet RA:

Verify or call for appropriate roll mode Verify proper mode annunciation. and verify proper mode annunciation. Verify that the missed approach route is tracked. At acceleration height, call “FLAPS ___” according to the flap retraction schedule.

Set the FLAP lever as directed. Monitor flaps and slats retraction.

If desired, after flap retraction to the planned flap setting, remain in TO/GA or select LVL CHG. VNAV may be selected if the flaps are up. Verify that the missed approach altitude is captured. Set the landing gear lever to OFF after landing gear retraction is complete. Set the engine start switches as needed. Call “AFTER TAKEOFF CHECKLIST.”

Read the AFTER TAKEOFF checklist.


NP.20.60

June 9, 2008



Landing Roll Procedure PILOT FLYING

PILOT MONITORING

Disengage the autopilot. Control the airplane manually.

Verify autopilot is disengaged.

Verify that the thrust levers are closed and autothrottle disengages.

Verify autothrottle is disengaged.

Verify that the SPEED BRAKE lever is UP. Without delay, fly the nose wheel smoothly onto the runway.

Verify that the SPEED BRAKE lever is UP. Call “SPEED BRAKES UP.” If the SPEED BRAKE lever is not UP, call “SPEED BRAKES NOT UP.” Monitor the rollout progress.

Verify correct auto brake 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, move the reverse thrust levers to the interlocks and hold light pressure until the interlocks release. Then apply reverse thrust as needed.

Monitor engine instruments and announce any engine limit being approached, exceeded or any other abnormalities.

By 60 knots, start movement of the reverse thrust levers to be at the reverse idle detent before taxi speed.

Call “60 KNOTS.”

After the engines are at reverse idle, move the reverse thrust levers full down. Before taxi speed, disarm the auto brakes. Use manual braking as needed.

After Landing Procedure Start the After Landing Procedure when clear of the active runway. 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. The Captain calls “AFTER LANDING checklist.” Continued on next page Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.61



Continued from previous page Exterior lights ...................................................................................... Set POSITION lights - STEADY TAXI lights switch - AUTO Note: When in congested areas, consider turning off lights that may adversely affect the vision of ground personnel. Note: Due to heat buildup, the fixed landing and runway turnoff lights should not be on at the same time when the aircraft is on the ground and stopped. ENGINE START switches ................................................................OFF FLAP lever .......................................................................................... UP If Flaps 15 landing was accomplished: GROUND PROXIMITY FLAP INHIBIT switch – NORMAL SPEED BRAKE lever ....................................................... DOWN detent WEATHER RADAR ...........................................................................Off Transponder ........................................................................... As required At all US airports: Select – TA/RA. At all non-US airports: Select – STBY or an active mode as required by local airport operating procedures. APU (if required) ......................................................................... START APU GENERATOR switches (if APU operating) ............................. ON Continued on next page


NP.20.62

June 9, 2008



Continued from previous page Start lever ............................................................................... As required • Single engine taxi in, using the engine number 1, is the normal procedure, conditions permitting. • Both engines should be used during taxi if the ramp and taxiways are slippery. The Captain should determine engine and generator requirements after considering aircraft weight, ramp conditions, taxiway and maneuvering requirements. • If possible, after high thrust operation, including reverse thrust, run the engines at or near idle for three minutes before shutdown to cool the engine hot sections. Time at or near idle, such as taxiing before shutdown, is applicable to this three minute period. If needed, the engines may be shut down with a one minute cooling period. Routine cool down times of less than three minutes before shutdown are not recommended. Air conditioning panel .........................................................................Set Single Engine Taxi: CAUTION: Do not select a combination that will back pressure the APU. Configure the air conditioning panel per the following table: Taxi Configuration

APU Bleed

Engine Bleed

Packs

Left

Right

Left

Right

Isolation Valve

No. 2 Engine & APU

ON

ON

ON

AUTO

AUTO

CLOSE

No. 1 Engine & APU

ON

OFF

ON

AUTO

AUTO

AUTO/ OPEN

No. 2 Engine

OFF

ON

ON

OFF

AUTO

AUTO/ OPEN

No. 1 Engine

OFF

ON

ON

OFF

AUTO

AUTO/ OPEN

Continued on next page


June 9, 2008

NP.20.63



Continued from previous page Two Engine Taxi: Pack switches - AUTO APU BLEED air switch - OFF ISOLATION VALVE switch - AUTO CAUTION: To avoid the possibility of shoulder harness buckles snapping back and pulling or damaging circuit breakers, hold both straps before releasing and then allow straps to retract slowly to the stowed position. The First Officer reads the AFTER LANDING checklist.


NP.20.64

June 9, 2008



Shutdown Procedure After the airplane has come to a complete stop: The Captain calls “SHUTDOWN checklist.” Parking brake .................................................................... As required If parking brake is set: Parking brake warning light - Illuminated. FASTEN BELTS switch .............................................................. OFF APU .................................................................................. As required Electrical ............................................................................... Establish Verify APU powering busses. If APU is not to be used, connect external power. Engine start levers ............................................................... CUTOFF If possible, after high thrust operation, including reverse thrust, run the engines at or near idle for three minutes before shutdown to cool the engine hot sections. Time at or near idle, such as taxiing before shutdown, is applicable to this three minute period. If needed, the engines may be shut down with a one minute cooling period. Routine cool down times of less than three minutes before shutdown are not recommended. Transponder .............................................................................. STBY ANTI COLLISION light switch ................................................. OFF Exterior lights ................................................................... As required FUEL PUMP switches ..................................................... As required CAUTION: Do not operate the center tank fuel pumps with the flight deck unattended. Flight deck lights ................................................................As desired WINDOW HEAT switches ............................................ As required PROBE HEAT switches ............................................................ OFF WING and ENGINE ANTI–ICE switches .................................. OFF Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

NP.20.65



ELECTRIC HYDRAULIC PUMP switches ...............................OFF Ships 3101-3110

RECIRCULATION FAN switch........................................ As desired Ships 3701-3771

RECIRCULATION FAN switches .................................... As desired Air conditioning panel ................................................................... Set If a ground air conditioning/heating source is available: Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with Ground Conditioned Air. If APU bleed air is required for air conditioning/heating: Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with APU Pneumatic Air. If pneumatic air cart is required for air conditioning/heating: Refer to Supplementary Procedures, Air Systems section, Air Conditioning/Heating with Ground Pneumatic Air Cart. HUD combiner ............................................................................ Stow Flight Director switches ...............................................................OFF Stabilizer Trim ......................................................................... 5 units AUTO BRAKE select switch ......................................................OFF Parking brake ................................................................... As required With chocks in place, the parking brake may be released. The First Officer reads the SHUTDOWN checklist. After the SHUTDOWN checklist is complete: Enter ACARS information. Refer to Supplementary Procedures, Communications section, ACARS Postflight procedure. Continued on next page


NP.20.66

June 9, 2008



Continued from previous page Check oxygen, hydraulic, and engine oil quantities. Ensure sufficient oxygen, hydraulic, and engine oil quantities exist for the next flight. If quantities are less than the values shown below, make a logbook entry in the IRREG block and notify maintenance as soon as possible. Engine oil: • Maintenance stations - 16 quarts • Non-maintenance stations - 13 quarts Oxygen: • 1,000 psi Hydraulic fluid: • No RFs displayed Verify appropriate logbook entries are completed. Maintenance contact should be made when an aircraft logbook write-up exists (e.g., failed autolands and maintenance discrepancies). Pull color-coded circuit breakers (red) in accordance with the aircraft placard. Position the flight deck access system switch to OFF. Guard up, switch up.


June 9, 2008

NP.20.67



Secure Procedure Only accomplish the Secure Checklist when: • requested by Maintenance or Operations. • the aircraft is to remain for several hours, or • the aircraft is to remain overnight. When operating the last flight of the day into a limited or non-maintenance station, accomplish the following: • If a maintenance discrepancy is noted and entered in the logbook, the MCC must be contacted through the Dispatcher as soon as possible to facilitate corrective action and avoid delays. If a flight crew placard is applicable, it should be installed prior to departing the aircraft. • Perform a postflight walk around. Emphasis should be placed on tire condition, fluid leaks, oil quantity and possible airframe or control surface damage. • If the aircraft will layover in cold weather, ensure it is configured as described in Supplementary Procedures, Section 16, Adverse Weather, Secure Procedure. The Captain calls “SECURE checklist.” Stabilizer Trim ....................................................................... As required Refer to the Supplementary Procedures, Adverse Weather section, Cold Weather Operations, Secure Procedure. IRS mode selectors ............................................................................OFF Selectors must be OFF for 30 seconds prior to removing electrical power. Ships 3101-3110

CAB/UTIL power switch ..................................................................OFF Ships 3101-3110

IFE/PASS SEAT power switch .........................................................OFF Ships 3701-3771

GALLEY power switch ....................................................................OFF EMERGENCY EXIT lights switch ..................................................OFF Air conditioning PACK switches ......................................................OFF Copyright © Delta Air Lines, Inc. See title page for details.

NP.20.68

June 9, 2008



TRIM AIR switch ............................................................................. OFF HUD combiner ............................................................... Cover and Stow Install the combiner’s protective cover. Raise the combiner to its stowed position. APU/External power.............................................................. As required If electrical power is not required: Accomplish Supplementary Procedures, Electrical section, Electrical Power Down procedure. If only ground service power is required: GROUND POWER switch - OFF GROUND SERVICE switch - Latched Located on the forward Flight Attendant panel. BATTERY switch - OFF The First Officer reads the SECURE checklist.


June 9, 2008

NP.20.69



Intentionally Blank


NP.20.70

June 9, 2008


Normal Procedures Flight Patterns


NP.30 Normal Procedures-Flight Pattern Principles

Flight Pattern Principles

The profiles in this section are not designed to be comprehensive in nature. They have been developed as a tool for the experienced crew member. A quick review may be obtained by referencing a profile and its associated text. For a complete analysis of a particular maneuver, the Flight Crew Training Manual (FCTM) should be consulted in addition to the material in this section. Maneuver profiles in this section do not include all standard callouts. A comprehensive listing of standard callouts can be found in the Normal Procedures chapter, Introduction section. The maneuver profiles in this section also do not include every pilot action recommended to fly a particular profile. Actions which cause the aircraft to change direction or configuration are included in the maneuver profile drawing.


August 31, 2007

NP.30.1



Takeoff Considerations - General HUD Takeoff • HUD usage is required when conditions are below RVR 500. See Airway Manual chapter 3 - Procedures (Ops Specs). • Refer to the Supplementary HUD Takeoff Preparation procedures and the Standard Callouts table in the Normal Procedures Introduction section for instructions.

LNAV Departure If the LNAV mode is to be utilized immediately after takeoff and the aircraft symbol is not in close proximity to the departure end of the runway, accomplish the following: • Set the parking brake • Reduce ND scale to the 10 nm range • Enter the present latitude and longitude in the FMS POS INIT page referencing the appropriate airport diagram in the Airway Manual. • Perform the IRS Fast Realignment procedure • Verify the aircraft symbol is now in close proximity to the departure end of the runway on the ND. Note: LNAV may be armed prior to takeoff. CAUTION: Do not use LNAV for departure if FMS position is incorrect.

Takeoff Flaps The AWABS system is enabled to offer takeoff settings of Flaps 1, 5, 10, 15, or 25. Settings may vary from day to day, or from runway to runway at the same airport, as field conditions change. Check AWABS for performance capability and appropriate V speeds. It is imperative that crew members always check and verify flap settings, assumed temperatures, N1, V-speeds and stabilizer trim setting for the assigned takeoff runway are set correctly. Review the Takeoff Flap Retraction Speed Schedule in section NP.20 of this manual for the appropriate takeoff flap setting retraction schedule. Flaps 1, 5, 10, 15 or 25 Takeoff • Use normal rotation rate. • Engine failure procedures remain the same for all takeoffs. • Limit bank angle to 15 degrees until reaching V2 + 15. • At acceleration height, retract flaps on flap speed schedule. • Refer to AM 10-0 pages for any airport specific additional information. Copyright © Delta Air Lines, Inc. See title page for details.

NP.30.2

August 31, 2007



Approach Considerations - General Below RVR 4000 If operable, the HUD or both an autopilot and a flight director will be used for all ILS approaches when the reported visibility is below RVR 4000 or 3/4 mile.

Flaps 15 Landing When a flaps 15 landing is desired: • Position the GROUND PROXIMITY- FLAP switch to INHIBIT. Note: If above 250 knots, the GPWS INOP light may illuminate. Use flaps 15 for go-around

• If any of the following conditions apply, set VREF ICE (VREF 15 + 10): • Engine anti-ice will be used during landing • Wing anti-ice has been used anytime during the flight • Icing conditions were encountered during the flight and the landing temperature is below 10° C. Note: When VREF ICE is required, the wind additive should not exceed 10 knots.

HUD Approach/Landing The HUD may be used for all approaches and landings. For more information, refer to Normal Procedures, Introduction (Section 10), Standard Callouts, HUD Operative and Used for the Approach equipment requirements, and also Amplified Procedures (Section 20).

Scan Policy Delta’s flight deck scan policy, ensures that one crew member is always focused on airspeed, altitude, and profile during an approach. Pilot flying and pilot monitoring scan responsibilities are listed in the table below. Note: Use of the terms “in” or “out” describes whether a crew members’ responsibility is inside or outside of the flight deck during the approach. Parenthetical terms, i.e. “(in),” describe a secondary responsibility. RUNWAY ENVIRONMENT

PILOT FLYING

PILOT MONITORING

Not in sight

In (out)

In (out*)

In sight

Out (in)

In (out)

* Except for Cat II and Cat III approaches.


June 9, 2008

NP.30.3



Stabilized Approach Requirements 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 must be verbalized. The decision to execute a go-around is no indication of poor performance. WARNING: Do not attempt to land from an unstable approach. IMC At 1,000 feet AGL, and on final, the aircraft must be: • Configured for landing. • Maintaining stabilized descent rate not to exceed 1,000 FPM. Note: If a published approach procedure requires a sink rate greater than 1,000 FPM, a special briefing should be conducted. • On target airspeed within tolerance, or speed being reduced toward target airspeed if higher was necessary. • Established on course. By 500 feet AGL, the aircraft must be: • On target airspeed within tolerance. WARNING: These conditions must 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, initiate a go around. At 100 feet HAT for all approaches, the aircraft must be positioned so the flight deck is within, and tracking so as to remain within, the lateral confines of the runway extended. VMC At 1,000 feet AGL and on final, the aircraft must be: • Configured for landing. • Maintaining stabilized descent rate, not to exceed 1,000 fpm. Note: If a published approach procedure requires a sink rate greater than 1,000 FPM, a special briefing should be conducted. Continued on next page


NP.30.4

August 31, 2007



Continued from previous page By 500 feet AGL, the aircraft must be: • On target airspeed within tolerance. • Lined up with runway except: • Where the instrument approach or local procedures (such as River Visual at DCA) dictate otherwise. • Maneuvering (including runway changes). Maneuvering below 500 feet is not recommended unless the Captain has determined the operation to be safe after considering: • Descent rate change to acquire glide path not excessive. • Runway lateral displacement. • Runway threshold stagger. • Tailwind/crosswind components. • Runway length available. WARNING: These conditions must 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, initiate a go-around. At 100 feet HAT for all approaches, the aircraft must be positioned so the flight deck is within, and tracking so as to remain within, the lateral confines of the runway extended. Crossing the Runway Threshold As the aircraft crosses the runway threshold it must be: • Stabilized within tolerance on target airspeed until arresting descent rate at flare. • On a stabilized flight path using normal maneuvering. • Positioned to make a normal landing in the touchdown zone, i.e., first 3,000 feet or first third of the runway, whichever is less. WARNING: Initiate a go-around if the above criteria cannot be maintained.


August 31, 2007

NP.30.5



ILS Precision Runway Monitor (PRM) Approach “Breakout” Procedure Note: All "Breakouts" must be hand flown If ATC calls "Traffic Alert" during a PRM approach:

A/P .......................................................................................... Disengage F/D (both) ..........................................................................................OFF Maneuver.................................................................. As directed by ATC If descending, vertical speed should not exceed 1,000 fpm. Note: If ATC “breakout” instructions coincide with a TCAS RA, follow the vertical guidance of the RA and the lateral guidance directed by ATC.

When “breakout” complete: Reset automation to the appropriate level.


NP.30.6

August 31, 2007



Low Visibility Approach Considerations (CAT II/III) Approach Preparation For inoperative equipment, refer to ILS Airborne Equipment Requirement Chart, section NP.10, or AM Ops Specs, section 3. Review the airport diagram/SMGCS chart for taxi planning. Maximum reported runway winds: • 10 knot tailwind • 15 knot crosswind • 22 knot headwind for HUD AIII mode operations • 25 knot headwind to autoland. Autoland: • Consider monitoring with HUD in AIII • Must be accomplished using flaps 30 or 40. HUD AIII approach and landing: • Two engines operating: Flaps 30 or 40 • One engine operating: Flaps 15.

CAT II Approach Considerations • Autobrakes Level 2 minimum recommended • Set both radio altimeter bugs to published RA • Approach may be flown using: • Single channel or autoland procedures, or • HUD AIII approach and landing. • Approach may continue to DA(H) if established on the final segment and the controlling RVR goes below minimums.

CAT III Approach Considerations • Autobrakes must be used if operable; Level 3 minimum recommended. • Set both radio altimeter bugs to 50 feet • Approach may be flown using: • Autoland procedures, or • HUD AIII approach and landing. • Execute a missed approach if established on the final segment and any controlling RVR goes below minimums. • Visual contact with the TDZ lights and/or TDZ is required to continue below DA(H).


August 31, 2007

NP.30.7



Non-ILS Approach Considerations Approach Modes There are several roll modes, [Integrated Approach Navigation (FAC, VOR/LOC, BCRS), LNAV, VOR/LOC, or HDG SEL] available for flying the lateral path and three modes, [Integrated Approach Navigation (G/P), VNAV, and Vertical Speed] for flying the vertical path of a Non ILS Approach. The type of approach and conditions related to the particular approach (No GP, Step down Constraints, RNP, etc.) may dictate the use of one mode over another. Refer to the Non-ILS Approach Table in this section for recommended or in some cases mandatory approach modes (roll and pitch), and associated minima. Note: Refer to the Supplementary Procedures, Automatic Flight Section, Instrument Approaches Using IAN, Instrument Procedures Using VNAV, and Instrument Approaches Using Vertical Speed procedures for additional information.

Raw Data Monitoring When conducting any localizer based approach, select the appropriate localizer frequency and monitor raw data throughout the approach. For all other types of approaches, raw data must be monitored if the VOR/LOC or HDG SEL roll modes are used or if the approach is not in the FMC database. When conducting non-localizer based approaches using IAN (FAC) or LNAV as the roll mode, monitoring the raw data of the underlying navaid is optional, but recommended. If IAN or LNAV is used, crews are authorized to conduct VOR, VOR-DME, or NDB approaches even when the underlying navaid is NOTAM’d out of service or unavailable. For IAN approaches however, both NAV radios must be tuned to a VOR frequency (non-localizer frequency). For non-localizer based approaches, if being vectored to final approach and LNAV will be the roll mode, the aircraft may be considered established on the approach when: • the aircraft reference symbol is touching a published segment of the extended final approach (5NM Map scale), or • the aircraft is within the XTK error limit defined by the approach RNP value.


NP.30.8

June 9, 2008



RNAV Approaches: RNAV(GPS), RNAV(RNP) In addition to the Non-ILS Approach Considerations, crews should be familiar with the additional procedural guidance associated with RNAV operations including RNAV (GPS) and RNAV (RNP) approaches. Refer to the FCTM General Information Section, RNAV Operations and the information below for additional information. • WAAS: Delta's 737 fleet does not have WAAS (Wide Area Augmentation System) receivers. Crews will disregard WAAS frequencies and associated LPV minimums included on some approach plates. • GPS NOTAMS: Flight plans may include GPS "unreliable" or GPS "unusable" NOTAMS. With operable GPS(s), regardless of NOTAMS, crews are legal to conduct any published RNAV (GPS) or RNAV (RNP) approach if ANP is less than RNP. • Temperature Restrictions: The 737 FMC is an uncompensated BARO-VNAV system as it does not correct FMC altitudes for large temperature deviations. Therefore, crews must comply with both high and low temperature restrictions listed in the Jeppesen briefing strip. Do not confuse these temperature restrictions with cold weather temperature correction requirements. • Ships 3701-3771: Comply with Category D speed criteria and weather minima during the final approach segment for all RNAV (RNP) approaches unless an exception is annotated on the applicable airport green page. • Integrated Approach Navigation (IAN) is not authorized for RNAV (RNP) approaches. • Due to the precise tracking required during RNAV (RNP) approaches, use of the autopilot is mandatory from the IAF inbound when in IMC, or whenever a segment of the approach features an RF leg, until a suitable visual reference is established. In all other circumstances, use of the autopilot is highly recommended. • VOR and DME position updating must be inhibited prior to conducting a RNAV (RNP) approach. Refer to Supplementary Procedures, Flight Management, Navigation, Inhibiting VOR/DME Use for Position Updating. • RNAV (RNP) approaches require verification that both GPS's are providing updates to the FMC prior to conducting the approach. Refer to the Non ILS Approach Summary, this section for verification procedures.


June 9, 2008

NP.30.9



Non-ILS Approach Summary For amplified procedures and additional information, refer to Supplementary Procedures, Automatic Flight, Instrument Approach Using IAN, Instrument Approach Using VNAV, and Instrument Approach Using Vertical Speed. All Non-ILS Approaches • Select approach from FMC database; confirm waypoints and altitude constraints • Note presence of glide path on the FMC LEGS page • Refer to Non-ILS Approach table for minima, and recommended pitch and roll mode guidance • No later than FAF [IAF for RNAV (RNP)], one pilot will set Flight and Nav displays to monitor lateral and vertical deviation as required in the appropriate approach procedure. RNAV (RNP), RNAV (GPS), GPS, VOR or NDB Approach: LNAV or FAC as Roll Mode • For inoperative equipment, refer to the RNAV Equipment Requirements chart in Volume 1, Normal Procedures, Introduction section • Consider missed approach criteria annotated as (LNAV or LNAV/FAC) listed in Supplementary Procedures, Automatic Flight, for Instrument Approaches Using IAN, VNAV, and Vertical Speed. RNAV (RNP) or RNAV (GPS) Approaches or any Approach Using IAN Mode • Verify OAT and temperature restriction compliance. RNAV (RNP) Approach • Prior to IAF, verify or enter RNP value as required on FMC LEGS page. • VOR and DME Update - Inhibit (FMC NAV Options, page 2) • Verify both GPS’s are updating by selecting FMC NAV STATUS (page 1) and verifying the “(2)” is present next to the GPS reference. • Use of the autopilot is mandatory from the IAF inbound when in IMC, or whenever a segment of the approach features an RF Leg, until a suitable visual reference is established. • Brief Missed approach plan if approach is discontinued during an RF leg. • Confirm LNAV activation or reselect LNAV and verify active waypoint • Confirm engagement of or reselect autopilot • Until alternate ATC instruction is received, continue to fly approach track to the MAP and transition to the published Missed Approach procedure.


NP.30.10

June 9, 2008



Non-ILS Approach Table Approach

Condition

Minima

Approach Mode

VOR, NDB, LOC, LOC BCRS, LDA, SDF, GPS Overlay (NDB or GPS), or GPS

All

DA/DDA4

IAN1, 2, 3

LNAV/VNAV Mins RNAV (GPS) LNAV Mins or Neither LNAV/VNAV RNAV (GNSS) nor (ICAO equivalent) LNAV Mins (ICAO)

DA DA/DDA4

No final approach segment stepdown constraint or constraint clearance verified LOC (ILS GS Out)

RNAV (RNP)

Final approach segment stepdown constraint exists but compliance not verified

IAN1, 2, 3

DDA

DA

IAN1, 2, 3

DDA

VOR/LOC & V/S

FAF altitude differs from GS crossing altitude

DA

ALL

DA

VOR/LOC & VNAV LNAV & VNAV Mandatory

(1) IAN is not authorized in IMC unless both crewmembers have completed approved IAN training. (2) IAN is not authorized at or below -10°C. (3) LNAV (or VOR/LOC as applicable) and VNAV may be used as an alternate method if desired. (4) DDA is required if the approach procedure does not include a VNAV Ballnote. Note: Any Non-ILS approach without a GP requires use of Vertical Speed to a DDA.


June 9, 2008

NP.30.11



Circling Approach Weather Requirements Use the higher of: • Circle to land category D or the highest maximum speed published minima, or • 1,000 feet (300m) ceiling or HAA if higher, and 3 statute miles (4,800m) visibility. Minimum Descent Altitude MDA(H) Use the higher of: • Published MDA(H) or • Airport elevation plus 1,000 feet (300m). General Considerations • Use autopilot, autothrottles, and flight director if available to reduce workload during the circling maneuver • Set established MDA(H) in the MCP altitude window • Use approach procedures appropriate for the type of approach used to descend to the MDA(H). • If using an ILS approach, or a non-ILS approach with glideslope, do not select APP mode, as it will not capture and level off at the MDA(H). Use VNAV or V/S mode to control descent. • Recommended configuration for descent to MDA(H) is gear down, flaps 15 with two engines operating, or gear up, flaps 5 or 10 with one engine inoperative. Complete the configuration when level at MDA(H) prior to descending below 1,000 feet AGL. • Do not descend below the established MDA(H) until abeam the landing runway and intercepting the normal visual descent profile. • Disengage the autopilot no later than 50 feet below MDA(H). CAUTION: Circle in the direction assigned in the approach clearance, or in accordance with procedures in the airway manual. Circle to avoid all obstacles and other hazards. Continued on next page


NP.30.12

August 31, 2007



Continued from previous page FMS Utilization • Using FMS while maneuvering to land is optional • Select appropriate approach from the database • If desired, enter the airport reference (e.g., KATL) point on the fix page and enter a range circle to improve situational awareness in the maneuvering phase. (a 3.5 mile arc will approximate 2.5 to 3 miles from the end of the runways). • Prior to commencing the approach, if desired, select the landing runway, line select it to 1L on the LEGS page, making it the active way point, and extend the centerline to provide guidance for maneuvering to land. Do not execute the LEGS page modification until abeam the landing runway. Doing so will delete the programed missed approach procedure. Upon execution, VNAV path information will be available from present position to the landing runway. Missed Approach - Circling Approach • Execute a missed approach anytime the airport is no longer in sight. • If not stabilized on final approach by 500 feet AGL, initiate a go-around. • Make a climbing turn toward the landing runway to reach the missed approach heading, even if it requires a turn of more than 180 degrees and not in the shortest direction. • Maintain the missed approach flap setting until close in maneuvering is complete.

Visual Approach and Landing Considerations FMS/ND Utilization • Using the FMS during visual approaches is optional • Program the landing runway as the active Waypoints • With ND in 10 mile scale, turn base leg from downwind leg when the aircraft symbol is approximately 3 - 4 nautical miles from the approach end of runway • Use VNAV path information, if available, or distance remaining from runway and height above touchdown zone elevation (TDZE) to determine 3 to 1 descent profile.


August 31, 2007

NP.30.13



Normal Maneuver Tolerances The tolerances described below represent the performance expected in good flying conditions.

Basic Aircraft Tolerances Aircraft Control Maneuver Component

Tolerance

Airspeed

± 10 knots

Heading

± 10°

Altitude

± 100 feet

Area Navigation Path

Tolerance

Arcs

± 2 nm

Bearings

± 5°

Courses

± 1 dot or ± 5°

Radials

± 5°

Airways

Remain within lateral confines

Target Airspeed Target Airspeed is defined as the intended airspeed appropriate for the landing configuration while stabilized inside the final approach fix. This airspeed is computed from VREF speed plus the following additives: • Operational Manual procedure additives (including non-normals) and • Wind additives • 1/2 the reported steady state headwind plus, • All of the gust increment.

Normal/Special Takeoff Maneuver Component

Tolerance

Airspeed

Initial climb speed - 5/ +10 knots (not less than V2)

Assigned Heading

± 5°


NP.30.14

August 31, 2007



ILS Approach Category I ILS Approach Maneuver Component

Tolerance

Final Approach Airspeed

Target Airspeed -5/ +10 knots

LOC Course

1/2 dot or less at DA

Glide path

1/2 dot or less at DA

Category II Approach Maneuver Component

Tolerance



LOC Course

1/3 dot or less at Decision Region*

Glide path


* Decision Region is defined as the region from 300 feet above the TDZE to the minimums appropriate to the low minima approach being flown. Category III Approach Maneuver Component

Tolerance



LOC Course


Glide path


* Decision Region is defined as the region from 300 feet above the TDZE to the minimums appropriate to the low minima approach being flown.

Non-ILS Approach Maneuver Component

Tolerance



NDB Bearing

± 5°

LOC Course

1 dot or less*

VOR Radial

1 dot or less or ± 5°

*Arrive at DDA with 1/2 dot or less


August 31, 2007

NP.30.15



Circling Approach Maneuver Component

Tolerance



Track

Runway centerline

Descent Rate

Approximately 1,000 fpm prior to 500 feet AFE

Altitude at MDA

published +0 to 50 feet

Visual Approach Maneuver Component

Tolerance



Track

Runway centerline

Descent Rate

Approximately 1,000 fpm prior to 500 feet AFE

Altitude 1 nm from end of runway

Approximately 300 feet AFE


NP.30.16

August 31, 2007

June 9, 2008

•

•

•

•

•

Initial Climb Speed • V2+15 to V2+25

Positive Rate of Climb • Position gear up

VR • Rotate.

Thrust Set • Manually advance thrust to stabilize at approximately 40% N1 • Push TO/GA

• •

V1

Takeoff Roll • Set takeoff thrust by 60 knots • Maintain light forward pressure. • Monitor airspeed

Note: For an immediate turn after takeoff, maintain initial climb speed with takeoff flaps while maneuvering. Follow AFDS bank limits.

Flaps Up • After Takeoff Checklist

Note: Use of company climb performance data ensures compliance with Class C and D airspace speed restrictions when using this profile. Otherwise, adhere to appropriate SID speed restrictions.

400 Feet RA • Select/verify roll mode

•

Acceleration Height (normally 1,000 feet) • Select VNAV • Verify climb thrust • Retract flaps on schedule



Flight Profiles Normal Takeoff Profile (Distant/ICAO NADP 2)

The following profile satisfies typical vertical noise abatement requirements.


NP.30.17

NP.30.18


•• •• ••

••

••

••

••

Flaps Up Clean Configuration After Takeoff Checklist •• Select CLB, CLB1 or CLB2 (as required) • After Takeoff Checklist • At 10,000 feet MSL, select ECON

400 Feet Feet AGL RA 400 •• Select/verify Select/verify roll roll mode mode

Acceleration Height Height Acceleration (normally 3,000 3,000 feet) feet) (normally Select VNAV VNAV •• Select Retract flaps flaps on on schedule schedule •• Retract Accelerate to to 250 250 knots knots •• Accelerate

••

Thrust Reduction Height (normally 1,500 feet) Thrust Reduction Height (normally 1,500reduction feet) or • Verify thrust • select VerifyN1 thrust reduction or • Maintain select N1V2+15 to V2+25 •• Maintain Maintain configuration. V2+15 to V2+25 • Maintain configuration.

Initial Climb Climb Speed Speed Initial •• V2+15 V2+15 to to V2+25 V2+25 knots knots

Positive Rate Rate of of Climb Climb Positive Position gear gear up up •• Position

VR VR Rotate. •• Rotate.

Thrust Set Set Thrust Manually advance advance thrust thrust to to •• Manually stabilize at at approximately approximately stabilize 40% N1 N1 40% Push TO/GA TO/GA •• Push

••

V1 V1

Takeoff Roll Roll Takeoff Set takeoff takeoff thrust thrust by by 60 60 knots knots •• Set Maintain light light forward forward pressure. pressure. •• Maintain Monitor airspeed airspeed •• Monitor

Note: For For an an immediate immediate turn turn after after Note: takeoff, maintain maintain initial initial takeoff, climb speed speed with with takeoff takeoff climb flaps while while maneuvering. maneuvering. flaps Follow AFDS AFDS bank bank limits. limits. Follow



Special Takeoff Profile (Close-In/ICAO NADP 1)

The following profile satisfies noise abatement requirements for noise sensitive areas in close proximity to the departure end of an airport runway.

June 9, 2008

June 9, 2008

Localizer Capture • Heading to final approach course

Intercept Heading • Arm APP mode • Second A/P CMD (Dual Autopilot)

(if desired)

Approaching Intercept Heading • Flaps 5 • Arm HUD AIII mode

Flaps 1

FAF (LOM, MKR, DME) • Verify crossing altitude

Glideslope Intercept • Landing Flaps • Select AIII mode (as required) • Set missed approach altitude • Landing Checklist

FAF

Glideslope Alive (or as required) • Gear down • Flaps 15 • Arm speedbrake

Touchdown • Disengage A/P (Dual Autopilot)

Minimum Height for Single Autopilot Use (50 feet AGL) • Disengage A/P

500 Feet • Verify FLARE armed (Dual Autopilot)

or Enroute to Fix • LNAV or appropriate roll mode • VNAV or appropriate pitch mode

On RADAR Vectors • HDG SEL • Appropriate pitch mode



ILS Approach Profile


NP.30.19

NP.30.20

No later than FAF • Set TDZE (or next higher 100 feet) • Select VNAV (as required) • Select speed intervention (if desired)

Intercept Heading • Select appropriate roll mode.

Approaching Intercept Heading • Flaps 5

Flaps 1

Inbound (3 - 5 nm) • Gear down • Flaps 15 • Arm speedbrake • Landing flaps • Landing checklist

FAF

At DA(H)/DDA(H) • Intercept landing profile and disengage autopilot before descending below DA - 50 feet or DDA-100 feet.

Approaching 1,000 feet • Set missed approach altitude.

Descend to DA(H)/DDA(H) • Monitor VNAV path





Instrument Approach Profile using VNAV


June 9, 2008

June 9, 2008

Localizer/Final Approach Course Capture • Heading to final approach course

Intercept Heading • Select APP


Flaps 1

FAF (LOM, MKR, DME) • Verify crossing altitude

Glide Path Intercept • Landing Flaps • Set missed approach altitude • Landing Checklist

FAF

Glide Path Alive (or as required) • Gear down • Flaps 15 • Arm speedbrake

At DA(H)/DDA(H) • Intercept landing profile and disengage autopilot before descending below DA - 50 feet or DDA-100 feet.





Instrument Approach Using IAN


NP.30.21

NP.30.22

Inbound (when required) • Gear down • Flaps 15 • Arm speedbrake • Landing flaps • Landing checklist

No later than FAF • Set TDZE or intervening altitude constraints.

Intercept Heading • Select appropriate roll mode.


Flaps 1

FAF

At DDA(H) • Intercept landing profile and disengage autopilot before descending below DDA-100 feet.

Approaching 1,000 Feet • Set missed approach altitude.

Descend to DDA(H) • Set desired vertical speed





Instrument Approach Profile using V/S


June 9, 2008

June 9, 2008 MCP Altitude/MDA(H) (1,000 feet minimum) • Verify ALT HOLD • Set missed approach altitude • Select HDG SEL

Intercept Landing Profile • Disengage autopilot no later than 50 feet below MDA(H).

Turning Base • Landing flaps (if not previously selected) • Landing checklist • Start descent as required

Missed Approach • Make a climbing turn in shortest direction toward the landing runway • Execute the missed approach.

Prior to FAF • Select roll mode • Set appropriate MDA(H) in MCP • Select VNAV or V/S (as required) • Gear down • Flaps 15 • Arm speedbrake • Flaps 15 landing • Landing checklist



Circling Approach Profile


NP.30.23

NP.30.24


Flaps 5

Base (traffic pattern) or 3 green gear lights (straight-in) • Landing flaps (if not previously selected) • Landing checklist

Turning Base or 5nm from runway (straight-in) • Gear down • Flaps 15 • Arm speedbrake • Start descent as required • Flaps 15 landing • Landing checklist

2 NM

1,500 Feet

3 NM

500 feet • Stabilized on profile

Entering downwind • Flaps 5



Visual Traffic Pattern Profile

June 9, 2008

June 9, 2008

Note: Any time the airspeed is below the top of the amber band, limit bank angle to 15 degrees.

Initiation • Push TO/GA • Select or verify Flaps 15 • Verify go-around attitude • Verify/adjust thrust as necessary • Positive rate of climb-Position gear up

Above 400 feet RA • Select/verify roll mode • Verify missed approach altitude set

Note: For a manual go-around • Rotate manually • Select/Verify go-around thrust • engage autopilot and autothrottle as desired

Acceleration Height (1,000 feet) • Select flaps 5 • Remain in TO/GA or select LVL CHG and set maneuver speed for desired flap setting • Retract flaps on schedule.

After Desired Flaps Set and At or Above Flap Maneuvering Speed • Verify route tracking and altitude capture • Accomplish After Takeoff checklist



Missed Approach/Go Around Profile - All Approaches


NP.30.25



Intentionally Blank


NP.30.26

June 9, 2008


Supplementary Procedures Table of Contents

Chapter SP Section 0

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.05.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.05.1 Airplane General, Emergency Equipment, Doors, Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1 Cabin Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1 Flight Deck Access System Test . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.1 Oxygen Mask and Interphone System Test. . . . . . . . . . . . . . . . . . SP.1.2 Water System Draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.1.3 Air Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1 Wing–Body Overheat Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.1 Air Conditioning/Heating with Ground Conditioned Air . . . . . . SP.2.1 Air Conditioning/Heating with APU Pneumatic Air . . . . . . . . . . SP.2.1 Air Conditioning/Heating with Ground Pneumatic Air Cart . . . . SP.2.2 Isolated Pack Operation during Engine Start . . . . . . . . . . . . . . . . SP.2.2 Pressurization System Manual Mode Test . . . . . . . . . . . . . . . . . . SP.2.3 Manual Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.3 Pressurization Control Operation – Landing at Alternate Airport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.2.4 Automatic Pressurization Control – Landing Airport Elevation Above 8000 Feet . . . . . . . . . . . . . . . . SP.2.4 Unpressurized Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . SP.2.5 No Engine Bleed Takeoff and Landing. . . . . . . . . . . . . . . . . . . . . SP.2.6


Anti–Ice, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1 Anti–Ice Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1 Cold-Soaked Fuel Frost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1 Exterior Safety Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.1 Window Heat System Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2 Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.TOC.0.1



Overheat Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2 Power Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.3.2 Automatic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1 Level Change Climb/Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1 Vertical Speed (V/S) Climb/Descent . . . . . . . . . . . . . . . . . . . . . . SP.4.1 Temporary Level-Off during Climb or Descent (Not at FMC Cruise Altitude). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.2 Intervention of FMC Altitude Constraints during VNAV Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.2 Intervention of FMC Cruise Altitude during VNAV Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.2 Intervention of FMC Altitude Constraints during VNAV Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.3 Intervention of FMC Airspeed Constraints during VNAV . . . . . SP.4.3 Altitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.3 Heading Select. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.3 VOR Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.4 Instrument Approach using VNAV . . . . . . . . . . . . . . . . . . . . . . . SP.4.4 Instrument Approach using Vertical Speed (V/S) . . . . . . . . . . . . SP.4.8 Instrument Approach using Integrated Approach Navigation (IAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.11 Circling Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.13 Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1 Aircraft Communication Addressing and Reporting System (ACARS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-Departure Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . Digital-Automatic Information Service . . . . . . . . . . . . . . . . . Company Communications Sequence . . . . . . . . . . . . . . . . . . Menu Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Copyright © Delta Air Lines, Inc. See title page for details.

SP.TOC.0.2

SP.5.1 SP.5.1 SP.5.1 SP.5.1 SP.5.3 SP.5.5 SP.5.7

June 9, 2008



INIT DATA page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.7 ATIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.9 Pushback Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.10 Pre-Departure Clearance . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.11 AWABS Update . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.12 Departure Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.14 En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.15 Position Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.15 In Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.17 RNAV (RNP)Approach Verification (ACARS Reporting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.19 Service Failure During Flight . . . . . . . . . . . . . . . . . . . . . SP.5.19 Arrival Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.19 Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.20 FLT SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.20 OTHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.25 Pushback Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.26 Departure Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.27 Service Failure During Flight . . . . . . . . . . . . . . . . . . . . . SP.5.27 Arrival Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.28 FRM/CDL Code Downlinks . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.29 MTC REPORT page . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.29 Cockpit Voice Recorder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.30 HF System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.31 Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1 Electrical Power Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1 Electrical Power Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.3 Standby Power Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.3 Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.1 Battery Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.1 Starting with Ground Air Source (AC electrical power available) . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.3 Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.TOC.0.3



Engine Crossbleed Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.3 Setting N1 Bugs with No Operative FMC . . . . . . . . . . . . . . . . . SP.7.4 APU Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.7.4 High Altitude Airport Engine Start (Above 8400 Feet) . . . . . . . SP.7.5 Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1 Fire and Overheat System Test . . . . . . . . . . . . . . . . . . . . . . . . . . SP.8.1 Fire and Overheat System Test - With an Inoperative Loop . . . . SP.8.2 Cargo Fire Protection System Test . . . . . . . . . . . . . . . . . . . . . . . SP.8.2 Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.9.1 Flight Controls Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.9.1 Flight Instruments, Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.1 Altimeter Difference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.1 Flight Recorder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.2 HUD Control Panel (HCP) Test . . . . . . . . . . . . . . . . . . . . . . . . SP.10.2 HUD Combiner Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.3 HUD Guided Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.4 HUD Guided Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.6 HUD Recorded Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.8 QFE Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.10.8 Setting Airspeed Bugs with No Operative FMC. . . . . . . . . . . . SP.10.9 Setting Reference Airspeed Bugs for Takeoff . . . . . . . . . . . SP.10.9 Setting Reference Airspeed Bugs for Approach . . . . . . . . SP.10.10 Total Air Temperature (TAT) Test . . . . . . . . . . . . . . . . . . . . . . SP.10.11 Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1 Transponder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1 Weather Radar Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.1 Weather Radar Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2 Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.2 Copyright © Delta Air Lines, Inc. See title page for details.

SP.TOC.0.4

June 9, 2008



Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SP.11.2 SP.11.3 SP.11.4 SP.11.4

IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Full Alignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Align Light(s) Flashing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fast Realignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inadvertent Selection of Attitude Mode (while on the ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISDU Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SP.11.5 SP.11.5 SP.11.6 SP.11.7 SP.11.8 SP.11.8

Lateral Navigation (LNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.9 Proceeding Direct to a Waypoint (overwrite) . . . . . . . . . . . . SP.11.9 Intercepting a Leg (Course) to a Waypoint . . . . . . . . . . . . . . SP.11.9 Route Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.9 Route Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.10 Linking a Route Discontinuity . . . . . . . . . . . . . . . . . . . . . . SP.11.10 Determining ETA and Distance to Cross Radial (Bearing) or Distance from a Fix . . . . . . . . . . . . . . . . . . . . SP.11.10 Changing Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.11 Entering Holding Fix Into Route . . . . . . . . . . . . . . . . . . . . . SP.11.11 Exiting Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.12 Intercepting a Leg (Radial) from a Waypoint . . . . . . . . . . . SP.11.12 Airway Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.13 Along Track Displacement . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.14 Entering Created Waypoints on the Route or Route Legs Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.14 Entering Created Waypoints on the Nav Data Pages. . . . . . SP.11.15 Deleting Created Waypoints on the Nav Data Pages. . . . . . SP.11.16 Entering a Crossing Radial (Bearing) or Distance from a Fix as a Route Waypoint . . . . . . . . . . . . . . . . . . . . . SP.11.17 Entering a Lateral Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.18 Change SID or Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.18 Change STAR, PROF DES, or APP . . . . . . . . . . . . . . . . . . SP.11.19 Delete Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.19 Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.TOC.0.5



Other Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FMC Navigation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . Inhibiting VOR/DME Use for Position Updating . . . . . . . Inhibiting GPS Updating . . . . . . . . . . . . . . . . . . . . . . . . . .

SP.11.20 SP.11.20 SP.11.21 SP.11.21

Vertical Navigation (VNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . Temporary Level Off during Climb or Descent (Not at FMC Cruise Altitude) . . . . . . . . . . . . . . . . . . . . . . . . . . Intervention of FMC Altitude Constraints during VNAV Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intervention of FMC Cruise Altitude during VNAV Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intervention of FMC Altitude Constraints during VNAV Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intervention of FMC Airspeed Constraints during VNAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Entering Waypoint Speed and Altitude Restriction (On Climb or Descent Legs Only) . . . . . . . . . . . . . . . . . . Deleting Waypoint Speed and Altitude Restriction . . . . . . Changing Speed and/or Altitude Restriction during Climb or Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changing Climb/Cruise/Descent Speed Schedule . . . . . . . Early Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Step Climb or Descent from Cruise . . . . . . . . . . . . . . . . . .

SP.11.22

Performance and Progress Functions . . . . . . . . . . . . . . . . . . . Determining ETA and Fuel Remaining for New Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimated Wind Entries for Cruise Waypoints. . . . . . . . . . Step Climb Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Entering Descent Forecasts . . . . . . . . . . . . . . . . . . . . . . . . Engine Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Required Time of Arrival (RTA) . . . . . . . . . . . . . . . . . . . . . . . Entering an RTA Waypoint and Time . . . . . . . . . . . . . . . . Entering Speed Restrictions for RTA Navigation . . . . . . . Entering New Time Error Tolerances for RTA Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Copyright © Delta Air Lines, Inc. See title page for details.

SP.TOC.0.6

SP.11.22 SP.11.22 SP.11.22 SP.11.22 SP.11.23 SP.11.23 SP.11.23 SP.11.24 SP.11.24 SP.11.24 SP.11.25 SP.11.26 SP.11.26 SP.11.26 SP.11.27 SP.11.27 SP.11.27 SP.11.28 SP.11.28 SP.11.28 SP.11.29

June 9, 2008



RNAV Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.30 Entering Required Navigational Performance (RNP) . . . . . SP.11.30 Resetting RNP to Default Value . . . . . . . . . . . . . . . . . . . . . SP.11.30 Additional CDU Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.31 Navigation Display Plan Mode (Center Step Operation) . . SP.11.31 Enter Position Shift on Runway . . . . . . . . . . . . . . . . . . . . . SP.11.31 Nav Accuracy Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.31 FMC Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Before Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . After Paperwork Received. . . . . . . . . . . . . . . . . . . . . . . . . . Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Climb and Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Descent, Approach, and Before Landing. . . . . . . . . . . . . . .

SP.11.32 SP.11.32 SP.11.32 SP.11.32 SP.11.33 SP.11.33

FMS Preflight for Origins / Destinations Not Contained in FMS Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.34 Supplemental Navigation Database. . . . . . . . . . . . . . . . . . . SP.11.34 Entering Created Airports, Navigational Aids, and Waypoints on the NAV DATA Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.11.35 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1 Fuel Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1 Refueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Load Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refueling with Battery Only . . . . . . . . . . . . . . . . . . . . . . . . . Refueling with No AC or DC Power Source Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SP.12.2 SP.12.2 SP.12.2 SP.12.2 SP.12.2 SP.12.3

Ground Transfer of Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.3 Fuel Crossfeed Valve Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.4 Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1 GPWS/Windshear Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1 TCAS System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.15.1 Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.TOC.0.7



Adverse Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.1 Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . After Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Anti-ice Operation - On the Ground . . . . . . . . . . . . Wing Anti-ice Operation - On the Ground. . . . . . . . . . . . . . Taxi–Out. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Anti-Ice Operation - In Flight . . . . . . . . . . . . . . . . Wing Anti-Ice Operation - In Flight. . . . . . . . . . . . . . . . . . Cold Temperature Altitude Corrections . . . . . . . . . . . . . . . Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Secure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SP.16.1 SP.16.1 SP.16.3 SP.16.3 SP.16.4 SP.16.5 SP.16.6 SP.16.8 SP.16.9 SP.16.10 SP.16.11 SP.16.13 SP.16.14 SP.16.15 SP.16.17 SP.16.17

Ground De/Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Definitions and Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . Delta De/Anti-icing Program . . . . . . . . . . . . . . . . . . . . . . . De/Anti-icing Fluids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Forced Air Deicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . De/Anti-Icing Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Types of De/Anti-icing Checks (table). . . . . . . . . . . . . . . . Communication Procedures . . . . . . . . . . . . . . . . . . . . . . . . Holdover Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configuring the Aircraft for De/Anti-Icing . . . . . . . . . . . . Ground De/Anti-Icing Procedure . . . . . . . . . . . . . . . . . . . . Takeoff Decision Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . Holdover Time Guidelines . . . . . . . . . . . . . . . . . . . . . . . . .

SP.16.19 SP.16.19 SP.16.23 SP.16.26 SP.16.29 SP.16.30 SP.16.34 SP.16.35 SP.16.35 SP.16.40 SP.16.41 SP.16.42 SP.16.42

Hot Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.47 Operation in Heavy Rain or Hail. . . . . . . . . . . . . . . . . . . . . . . SP.16.48 Copyright © Delta Air Lines, Inc. See title page for details.

SP.TOC.0.8

June 9, 2008



Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.48 Severe Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.49 Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50 Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50 Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.50 Guidelines for Contaminated Runways . . . . . . . . . . . . . . . . . . SP.16.52 Procedure Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.16.52


June 9, 2008

SP.TOC.0.9



Intentionally Blank


SP.TOC.0.10

June 9, 2008


Supplementary Procedures Introduction


SP.05 Supplementary Procedures-Introduction

General

This chapter contains procedures that may be required during routine operations, due to unusual situations, or as a result of a procedure referenced in a Non–Normal Checklist. Additionally, some procedures that are normally performed by maintenance personnel are included. At the discretion of the Captain, procedures may be performed by recall, by reviewing the procedure prior to accomplishment, or by reference to the procedure during its accomplishment.


Supplementary procedures are provided by section. Section titles correspond to the respective system titles, except for the adverse weather section.

August 31, 2007

SP.05.1

Supplementary Procedures Introduction


Intentionally Blank

SP.05.2

August 31, 2007


Supplementary Procedures Airplane General, Emergency Equipment, Doors, Windows


SP.1 Supplementary Procedures-Airplane General Cabin Inspection

For a flight without a flight attendant staff (ferry flight, test flight, delivery flight, training flight, etc.) the pilots verify the following: • Doors - Secured and at least the Forward entry door armed • Beverage cart - Stowed and locked in position • Galley (coffee pots, doors, and drawers, etc.) - Secured • Overhead bins - Closed • Closets - Closed and locked • Lavatories - Inspect for general security; doors closed. After block-in, pilots must disarm all doors and partially open the main entry door, to be fully opened by the gate agent.

Flight Deck Access System Test The following procedure is normally accomplished prior to the first flight of the day.

FLIGHT DECK ACCESS SYSTEM switch .......................... NORMAL Switch down, guard down With the flight deck door open: FLIGHT DECK DOOR rotary switch .....................................AUTO Access code ................................................................................ Enter ENT key ..................................................................................... Push Verify alert sounds. Verify amber keypad LED illuminates. Verify AUTO UNLK light extinguishes. FLIGHT DECK DOOR rotary switch .....................................DENY Verify AUTO UNLK light extinguishes. Continued on next page

August 31, 2007

SP.1.1

Supplementary Procedures Airplane General, Emergency Equipment, Doors, Windows 737NG Operations Manual

Continued from previous page

FLIGHT DECK DOOR rotary switch .......................... UNLOCKED Push and turn the FLT DK DOOR rotary switch to UNLOCKED position. Verify red keypad LED extinguishes. Verify green keypad LED illuminates. Note: The door lock solenoid will disengage until the FLT DK DOOR rotary switch is released. FLIGHT DECK ACCESS SYSTEM switch ...............................OFF Guard up, switch up. Verify the LOCK FAIL light illuminates. FLIGHT DECK ACCESS SYSTEM switch .....................NORMAL Switch down, guard down

Oxygen Mask and Interphone System Test Audio control panel ............................................................................. Set Push FLIGHT INTERPHONE transmitter selector, FLIGHT INTERPHONE receiver switch and SPEAKER receiver switch. Adjust volume on FLIGHT INTERPHONE and SPEAKER receiver switches. Oxygen panel ...................................................................................... Set Oxygen mask – Stowed and doors closed. Regulator selector – Rotate to EMERGENCY TEST-RESET switch – Push down and hold for 5 seconds. Observe yellow cross in oxygen flow indicator and oxygen flow is audible. The test indicator will remain and oxygen flow will be audible until the TEST-RESET button is released. Continued on next page

SP.1.2

August 31, 2007


Supplementary Procedures Airplane General, Emergency Equipment, Doors, Windows


Verify that the crew oxygen pressure does not decrease more than 100 PSI. If the oxygen cylinder valve is not in the full open position, pressure can: • decrease rapidly, or • decrease more than 100 psi, or • increase slowly back to normal.

TEST-RESET button – Release Regulator selector – Rotate to 100% TEST-RESET button – Push down and hold Ensure the test indicator blinks. Ensure the test indicator goes out, showing that the oxygen system is leak free. Control wheel Push–To–Talk switch – INT or Audio control panel Push–To–Talk switch – I/C Tap on stowage box or mask and verify that tapping is audible in the headset and or speakers. The mask mic will remain active until the TEST-RESET button is released. TEST-RESET button and PUSH–TO–TALK switch – Release Regulator selector – Leave at 100% Note: It is not necessary to don the mask for preflight adjustment. The entire preflight test can be performed with the mask stowed.

Water System Draining Lavatory water supply selector valves......................... SUPPLY/DRAIN Galley water supply shutoff valves .................................... SUPPLY ON The shutoff valve is found adjacent to each wet galley sink. Continued on next page

August 31, 2007

SP.1.3

Supplementary Procedures Airplane General, Emergency Equipment, Doors, Windows 737NG Operations Manual


Drain line ...............................................................Connect to drain ports There are two drain port locations: • below the main passenger entry door • aft of the water service panel

Water service panel ..........................................................................Open Tank drain valve handle .................................................................OPEN Drains potable water tank and water system aft of the wings.

Forward lavatory drain valve .........................................................OPEN Drain valve is found below the sink in the forward lavatory only.

Drain valves for coffee maker and water boiler (if installed) ................................................................OPEN All galley and lavatory water faucets ...............................................Open Close faucets when water flow stops.

Accomplish the following items after verifying the potable water system is empty: Drain valves for coffee maker and water boiler (if installed) .....................................................CLOSED Forward lavatory drain valve ...............................................CLOSED Tank drain valve handle .......................................................CLOSED Water service panel .................................................................... Close Drain line ............................................... Disconnect from drain ports If the potable water tank will not be refilled immediately after the system is emptied, open the following circuit breakers: P18–3 circuit breaker panel • LAVATORY WATER HEATER A • LAVATORY WATER HEATER D • LAVATORY WATER HEATER E Power distribution panel number 1 • POT WATER COMPRESSOR • WATER QTY IND SP.1.4

August 31, 2007


Supplementary Procedures

Chapter SP

Air Systems

Section 2

SP.2 SupplementaryOverheat Procedures-AirTest Systems Wing–Body

Wing–body OVHT TEST switch .....................................................Push Hold for a minimum of 5 seconds.

Both WING–BODY OVERHEAT lights – illuminated MASTER CAUTION – illuminated AIR COND system annunciator – illuminated Wing–body OVHT TEST switch ................................................ Release Both WING–BODY OVERHEAT lights – extinguished MASTER CAUTION lights – extinguished AIR COND system annunciator – extinguished

Air Conditioning/Heating with Ground Conditioned Air Before connecting ground conditioned air source: PACK switches ............................................................................ OFF Allows cart to operate at maximum efficiency.

After disconnecting ground conditioned air source: PACK switches .................................................................As required Note: To allow more efficient cooling/heating of the aircraft interior, select the RECIRCULATION fan switch(es) OFF.

Air Conditioning/Heating with APU Pneumatic Air Pack switches ..................................................................... AUTO/HIGH FCOM Template 12/12/98

ISOLATION VALVE switch ......................................................... OPEN Engine bleed air switches ...................................................................ON


June 9, 2008

SP.2.1

Supplementary Procedures Air Systems


APU bleed air switch ......................................................................... ON Wait one minute prior to utilizing APU pneumatics.

Note: To allow more efficient cooling/heating of the aircraft interior, select the RECIRCULATION fan switch(es) OFF.

Air Conditioning/Heating with Ground Pneumatic Air Cart CAUTION: The BAT switch should always be on when using the airplane air conditioning system since the protective circuits are DC. This ensures protection in the event of loss of AC power. APU BLEED air switch ....................................................................OFF ISOLATION VALVE switch ..........................................................OPEN Ships 3101-3110

RECIRC FAN switch .................................................................... AUTO Ships 3701-3771

RECIRC FAN switches ................................................................. AUTO Ships 3701-3771

TRIM AIR Switch .............................................................................. ON PACK switches ................................................................... AUTO/HIGH Temperature selectors.............................................................. As desired Duct pressure .................................................................. 20 psi minimum If pneumatic air source cannot maintain 20 psi minimum : ISOLATION VALVE switch ................................................... AUTO Single pack operation only.

Note: To allow more efficient cooling/heating of the aircraft interior, select the RECIRCULATION fan switch(es) OFF.

Isolated Pack Operation during Engine Start To improve cabin air quality between starting the first and second engine: CAUTION: Moving engine BLEED air switches while a starter is engaged can damage the starter. Copyright © Delta Air Lines, Inc. See title page for details.

SP.2.2

June 9, 2008



Engine No. 2 ..................................................................................... Start After engine No. 2 stabilized: ISOLATION VALVE switch .................................................. CLOSE Right PACK switch ..................................................................AUTO Duct pressure .......................................................................Stabilized Engine No. 1 ..................................................................................... Start After engine No. 1 stabilized: ISOLATION VALVE switch ....................................................AUTO

Pressurization System Manual Mode Test PACK switches ................................................................................. OFF Pressurization mode selector .......................................................... MAN AUTO FAIL and ALTN lights – extinguished. MANUAL light – illuminated. Outflow valve switch ................................................................... CLOSE Verify outflow valve position indicator moves toward CLOSE. Outflow valve switch ..................................................................... OPEN Verify outflow valve position indicator moves toward OPEN. Pressurization mode selector .........................................................AUTO Verify outflow valve position indicator moves toward OPEN. MANUAL light – extinguished.

Manual Mode Operation CAUTION: Switch actuation to the manual mode causes an immediate response by the outflow valve. Full range of motion of the outflow valve can take up to 20 seconds. Pressurization mode selector .......................................................... MAN MANUAL light – illuminated Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.2.3



CABIN/FLIGHT ALTITUDE placard ........................................... Check Determine the desired cabin altitude.

If a higher cabin altitude is desired: Outflow valve switch (momentarily) ........................................OPEN Verify the outflow valve position indicator moves right, cabin altitude climbs at the desired rate, and differential pressure decreases. Repeat as necessary.

If a lower cabin altitude is desired: Outflow valve switch (momentarily) ..................................... CLOSE Verify the outflow valve position indicator moves left, cabin altitude descends at the desired rate, and differential pressure increases. Repeat as necessary.

During descent: Thrust lever changes should be made as slowly as possible to prevent excessive pressure bumps. Outflow valve switch (momentarily) ..................................... CLOSE During descent, intermittently position the outflow valve switch toward CLOSE, observing cabin altitude decrease as the airplane descends.

Before entering the landing pattern, slowly position the outflow valve switch to full open to depressurize the airplane. Verify differential pressure is zero.

Pressurization Control Operation – Landing at Alternate Airport At top of descent: LAND ALT Indicator................................................................. Reset Reset to new destination field elevation.

Automatic Pressurization Control – Landing Airport Elevation Above 6000 Feet Flights less than one hour: Use Normal Procedures. Copyright © Delta Air Lines, Inc. See title page for details.

SP.2.4

June 9, 2008



Flights more than one hour: Use Normal Procedures except as modified below. Prior to takeoff: LAND ALT indicator ......................................................6000 feet At initial descent or approximately 20 minutes prior to landing: LAND ALT indicator .......................... Destination field elevation

Unpressurized Takeoff and Landing When making a no engine bleed takeoff or landing with the APU inoperative:

Takeoff PACK switches ..............................................................................AUTO ISOLATION VALVE switch ....................................................... CLOSE Engine BLEED air switches ............................................................. OFF Note: Cross-check the FMS supplied OAT with the ATIS OAT. If there is a difference, overwrite (change to large font) the temperature in the FMC with the OAT reported on ATIS. CAUTION: Enter a slash before the temperature (/XX) in the TAKEOFF REF page to avoid an unintentional Assumed Temperature entry.

After Takeoff Note: If engine failure occurs, do not position engine BLEED air switches ON until reaching 1500 feet or until obstacle clearance height has been attained. At not less than 400 feet, and prior to 2000 feet above field elevation: Engine No. 2 BLEED air switch ................................................... ON When CABIN rate of CLIMB indicator stabilizes: Engine No. 1 BLEED air switch ................................................... ON ISOLATION VALVE switch ....................................................AUTO Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.2.5



Landing When below 10,000 feet and starting final approach turn: Engine BLEED air switches ........................................................OFF Avoid high rates of descent for passenger comfort.

No Engine Bleed Takeoff and Landing When making a no engine bleed takeoff or landing with the APU operating.

Takeoff Note: If anti–ice is required for taxi, configure for a “No Engine Bleed Takeoff” just prior to take–off. Note: If anti–ice is not required for taxi, configuration for a “No Engine Bleed Takeoff” may be accomplished just after engine start. Right PACK switch ....................................................................... AUTO ISOLATION VALVE switch ....................................................... CLOSE Left PACK switch ......................................................................... AUTO Engine No. 1 BLEED air switch .......................................................OFF APU BLEED air switch ..................................................................... ON Engine No. 2 BLEED air switch .......................................................OFF Ships 3701-3771

TRIM AIR Switch .............................................................................. ON WING ANTI-ICE switch ..................................................................OFF The WING ANTI-ICE switch must remain OFF until the engine BLEED air switches are repositioned to ON and the ISOLATION VALVE switch is repositioned to AUTO.

After Takeoff Note: If engine failure occurs, do not position engine BLEED air switches ON until reaching 1500 feet or until obstacle clearance height has been attained. Engine No. 2 BLEED air switch ........................................................ ON Copyright © Delta Air Lines, Inc. See title page for details.

SP.2.6

June 9, 2008



APU BLEED air switch .................................................................... OFF When CABIN rate of CLIMB indicator stabilizes: Engine No. 1 BLEED air switch ................................................... ON ISOLATION VALVE switch ....................................................AUTO

Landing If additional go–around thrust is desired, configure the pressurization system for a no engine bleed landing. When below 10,000 feet: WING ANTI-ICE switch ............................................................ OFF Right PACK switch ..................................................................AUTO ISOLATION VALVE switch .................................................. CLOSE Left PACK switch.....................................................................AUTO Engine No. 1 BLEED air switch ................................................. OFF APU BLEED air switch ................................................................ ON Engine No. 2 BLEED air switch ................................................. OFF


June 9, 2008

SP.2.7



Intentionally Blank


SP.2.8

August 31, 2007


Supplementary Procedures Anti–Ice, Rain


SP.3 Supplementary Anti–Ice Use Procedures-Anti–Ice, Rain

Requirements for use of anti-ice and operational procedures for engine and wing anti-ice are contained in Supplementary Procedures, Adverse Weather Section SP.16.

Cold-Soaked Fuel Frost Frost may form on the lower and upper wing surfaces due to cold-soaked fuel touching the wing surface after long flights with large fuel loads. Exterior Safety Inspection

Surfaces.......................................................................................... Check Visually inspect the lower and upper wing surfaces. If there is frost or ice on the lower surface outboard of measuring stick 4, there may also be frost or ice on the upper surface. The distance that the frost extends outboard of measuring stick 4 can be used as an indication of the extent of the frost on the upper surface. Takeoff with light coatings of cold-soaked fuel frost, up to 1/8 inch (3 mm) in thickness on lower wing surfaces is allowable; however, all leading edge devices, all control surfaces, tab surfaces, winglet surfaces (if applicable), and control balance cavities must be free of snow, frost or ice. If the frost on the lower surface is greater than 1/8 inch (3 mm) in thickness, all ice or frost on the wings must be removed using appropriate deicing/anti-icing procedures.


Takeoff with cold-soaked fuel frost on upper wing surfaces is not allowable. If any frost is present on the upper wing surface, all ice or frost on the wings must be removed using appropriate deicing/anti-icing procedures.

August 31, 2007

SP.3.1

Supplementary Procedures Anti–Ice, Rain


Window Heat System Tests Overheat Test The overheat test simulates an overheat condition to check the overheat warning function of the window heat system.

WINDOW HEAT switches ................................................................ ON WINDOW HEAT TEST switch .................................................... OVHT OVERHEAT lights – On ON lights – Extinguish Lights extinguish after approximately 1 minute.

MASTER CAUTION – On ANTI–ICE system annunciator – On WINDOW HEAT switches ............................................................. Reset Position the WINDOW HEAT switches OFF, then ON.

Power Test The power test verifies operation of the window heat system. The test may be accomplished when any of the window heat ON lights are extinguished and the associated WINDOW HEAT switch is ON.

WINDOW HEAT switches ................................................................ ON Note: Do not perform the power test when all ON lights are illuminated. WINDOW HEAT TEST switch ...................................................... PWR The controller is forced to full power, bypassing normal temperature control. Overheat protection is still available.

WINDOW HEAT ON lights ..................................................Illuminated If any ON light remains extinguished, the window heat system is inoperative. Observe the maximum airspeed limit of 250 kts below 10,000 feet.

SP.3.2

August 31, 2007


Supplementary Procedures Automatic Flight


SP.4 Supplementary Flight Level ChangeProcedures-Automatic Climb/Descent

ALTITUDE selector .................................................. Set desired altitude Note: If a new MCP altitude is selected while in ALT ACQ, the AFDS engages in V/S and the existing vertical speed is maintained. LVL CHG switch ..............................................................................Push Verify FMA display: Thrust mode (climb) – N1 Thrust mode (descent) – RETARD then ARM Pitch mode – MCP SPD IAS/MACH Selector .....................................................Set desired speed

Vertical Speed (V/S) Climb/Descent ALTITUDE selector .................................................. Set desired altitude Note: If a new MCP altitude is selected while in ALT ACQ, the AFDS engages in V/S and the existing vertical speed is maintained. V/S thumbwheel ..............................................Set desired vertical speed Verify FMA display: Thrust mode (climb or descent) – MCP SPD Pitch mode – V/S IAS/MACH Selector .....................................................Set desired speed


To transition to the vertical speed mode from another engaged climb or descent mode: V/S mode switch .........................................................................Push V/S climb mode engages at existing V/S. Continued on next page Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.4.1




V/S thumbwheel ........................................ Set desired vertical speed Verify FMA display: Thrust mode (climb or descent) – MCP SPD Pitch mode – V/S IAS/MACH Selector ............................................... Set desired speed

Temporary Level-Off during Climb or Descent (Not at FMC Cruise Altitude) MCP altitude selector .................................................Set desired altitude MCP N1 light will extinguish if leveling from a climb. N1 Limit changes to CRZ if leveling from a climb. To continue climb/descent: MCP altitude selector ............................................Set desired altitude VNAV switch .............................................................................. Push Observe climb or descent initiated. Mode annunciations appear as initial climb or descent.

Intervention of FMC Altitude Constraints during VNAV Climb MCP altitude selector ..................................................... Set new altitude New altitude must be higher than the FMC altitude constraint(s) to be deleted. ALT INTV switch ............................................................................ Push Each push of the ALT INTV switch will delete an FMC altitude constraint.

Intervention of FMC Cruise Altitude during VNAV Cruise MCP altitude selector .......................................................................... Set ALT INTV switch ............................................................................ Push If a higher altitude is selected, a CRZ climb will be initiated. If a lower altitude is selected, an early descent will be initiated. Copyright © Delta Air Lines, Inc. See title page for details.

SP.4.2

August 31, 2007



Intervention of FMC Altitude Constraints during VNAV Descent MCP altitude selector ..................................................... Set new altitude New altitude must be lower than the FMC altitude constraint (s) to be deleted. ALT INTV switch ............................................................................. Push Each push of the ALT INTV switch will delete an FMC altitude constraint. If all FMC altitude constraints are deleted, the descent mode will revert to a VNAV speed descent.

Intervention of FMC Airspeed Constraints during VNAV SPD INTV switch ............................................................................. Push MCP IAS/MACH display shows current FMC target speed. IAS/MACH Selector .................................................... Set desired speed VNAV remains engaged. To resume former FMC speed: SPD INTV switch ........................................................................ Push MCP IAS/MACH display blanks and FMC commanded VNAV speed is active.

Altitude Hold Altitude HOLD switch ..................................................................... Push Verify FMA display: Pitch mode – ALT HOLD

Heading Select Heading selector ....................................................... Set desired heading Heading select switch ....................................................................... Push Verify FMA display: Roll mode – HDG SEL Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.4.3



VOR Navigation VHF NAV radio(s) .......................................................Tune and Identify COURSE selector ....................................................... Set desired course When on an intercept heading to the VOR course: VOR LOC mode switch .............................................................. Push Verify VOR LOC armed mode annunciates. A/P automatically captures the VOR course. Verify VOR LOC engaged mode annunciates upon course capture. Note: If change to a localizer frequency is desired when captured in the VOR mode, disengage VOR LOC mode prior to selection of the localizer. VOR LOC mode can then be reengaged.

Instrument Approach using VNAV Note: If the desired approach is not contained in the FMS database, refer to the Instrument Approach using the Vertical Speed procedure. Note: Ensure the current local altimeter setting is accurate before initiating an approach with VNAV operations. FMC approach procedure. ............................................................. Select Select the approach procedure on the ARRIVALS page. Do not manually build the approach or add and execute waypoints located inside the FAF [IAF for RNAV(RNP)] to the selected FMC procedure. Add cold temperature corrections to waypoint altitude constraints as appropriate. Note: If the airfield reports -10°C or colder, add altitude corrections to all published (large font) altitudes on the FMC LEGS page, except for runway waypoint, per the temperature corrections table in the Airway Manual. Additionally, comply with any VNAV temperature restrictions listed on RNAV (GPS) or RNAV(RNP) approach charts. Verify VNAV glide path angle is displayed on the final approach segment of the LEGS page. Copyright © Delta Air Lines, Inc. See title page for details.

SP.4.4

June 9, 2008



If conducting an RNAV (RNP) Approach: RNP ................................................................................. Verify/Enter No later than the IAF, one pilot will verify or manually enter the applicable RNP value. The other pilot will verify the entry. Note: The 737NG is not authorized to conduct RNAV (RNP) approaches with a published RNP less than 0.11. VOR Update ............................................................................. Inhibit Prior to IAF inhibit VOR updating FMC NAV OPTIONS page 2. For additional information refer to Supplementary Procedures, Section 11, Flight Management, Navigation, Inhibiting VOR/DME Use for Position Updating. DME Update ............................................................................ Inhibit Prior to IAF inhibit DME updating FMC NAV OPTIONS page 2. For additional information refer to Supplementary Procedures, Section 11, Flight Management, Navigation, Inhibiting VOR/DME Use for Position Updating. GPS Update .................................................................................... (2) Verify both GPS’s are updating by selecting FMC NAV STATUS page 1 and noting that (2) is present next to the GPS reference. Autopilot ...............................................................................As Required Autopilot recommended until suitable visual reference is established. If conducting an RNAV (RNP) Approach: Use of the autopilot is mandatory from the IAF inbound when in IMC or whenever a segment of the approach features an RF Leg until a suitable visual reference is established. Flight/Nav displays ..............................................................................Set Ships 3701-3771 (U10.6 as installed): No later than the FAF (IAF for RNAV [RNP]): FMC ........................................................... Display PROG 4/4 One pilot must have PROG 4/4 displayed. EFIS Control Panel ..............................................................Set One pilot must have MAP mode, 5NM scale displayed. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.4.5



Ships 3101-3110 & 3701-3771 (U10.7 as installed): No later than the FAF (IAF for RNAV [RNP]): One pilot will set displays to monitor lateral and vertical path performance. [LNAV] Lateral deviation is displayed by the Navigation Performance Scales (NPS) on the PFD. [VOR/LOC] Lateral deviation is displayed on the PFD. Vertical deviation is displayed on the Nav Display, Vertical Deviation Scale in Expanded MAP, CTR MAP, and CTR MAP with VSD. [RNAV (RNP)] RNP, ANP and XTK error is displayed on the Nav Display in Expanded MAP and CTR MAP only. AFDS roll mode .................................................................. Select/Verify Verify appropriate roll mode annunciation. MCP altitude ............................................................................Set TDZE If being vectored for an approach: Set TDZE when the aircraft is on a final approach course intercept heading, level at the altitude for the next approach waypoint and cleared for the approach. If on a published segment of an arrival or approach procedure and after ALT HOLD or VNAV PTH is annunciated: Set TDZE when cleared for the approach. Note: If the TDZE is not an even 100 foot increment, set the MCP altitude window to the next higher 100 foot increment. Note: There may be a level segment beyond the FAF before intercepting the descent path. VNAV switch ...................................................................... Select/Verify Speed intervention (if desired) ....................................................... Select At approximately 1,000 feet AGL and when the airplane is at least 300 feet below the missed approach altitude: MCP altitude ......................................... Set missed approach altitude Copyright © Delta Air Lines, Inc. See title page for details.

SP.4.6

June 9, 2008



At DA/DDA: If suitable visual reference is not established, execute a missed approach. After suitable visual reference is established: A/P disengage switch (if autopilot is in use) .......................... Push Disengage the autopilot before descending below DA minus 50 feet or DDA minus 100 feet. A Missed Approach shall be executed if any of the following occur: • (LNAV) FMC “VERIFY POSITION” message appears • (LNAV)“UNABLE REQ’D NAV PERF- RNP” message appears on the navigation display or in the FMC scratchpad. Additionally, after the FAF and runway environment not in sight: • Aircraft exceeds the tolerances for approaches requiring raw data monitoring (NP.30, Normal Maneuver Tolerances) • Loss of VNAV PTH annunciation occurs • [RNAV (RNP)] Vertical path deviation exceeds +/- 75 feet. Ships 3701-3771 (U10.6 as installed)

• (LNAV) XTK error is greater than the required RNP value for the approach.

Ships 3101-3110 & 3701-3771 (U10.7 as installed)

• Lateral Navigation Performance Scale (NPS) deviation alert occurs.


June 9, 2008

SP.4.7



Instrument Approach using Vertical Speed (V/S) Note: Any Non-ILS approach in the FMC database without a glide path must be flown using Vertical Speed to a DDA. Note: If the FMS is inoperative, or the desired approach is not in the FMS database, the approach may still be flown using raw data. The approach may be “built” if the FMS is operative, and the approach may be flown using LNAV, VOR/LOC, or HDG SEL, but raw data monitoring is required and raw data tolerances apply. The approach must be flown using the V/S mode to a DDA. FMC approach procedure ............................................................... Select Select the approach procedure on the ARRIVALS page. Do not add and execute waypoints located inside the FAF to the selected procedure. Note: If the airfield reports -10°C or colder, add altitude corrections to all published (large font) altitudes on the FMC LEGS page, except for runway waypoint, per the temperature corrections table in the Airway Manual. Autopilot .............................................................................. As Required Autopilot use is recommended until a suitable visual reference is established. Flight/Nav displays ............................................................................. Set Ships 3701-3771 (U10.6 as installed): No later than the FAF: FMC............................................................ Display PROG 4/4 One pilot must have PROG 4/4 displayed. EFIS Control Panel .............................................................. Set One pilot must have MAP mode, 5NM scale displayed.


SP.4.8

June 9, 2008



Ships 3101-3110 & 3701-3771 (U10.7 as installed): No later than the FAF: One pilot will set displays to monitor lateral and vertical path performance. [LNAV] Lateral deviation is displayed by the Navigation Performance Scales (NPS) on the PFD. [VOR/LOC] Lateral deviation is displayed on the PFD. Vertical deviation may be displayed on the Nav Display, Vertical Deviation Scale in Expanded MAP, CTR MAP, and CTR MAP with VSD. AFDS roll mode ..................................................................Select/Verify Verify appropriate roll mode annunciation. No later than FAF: MCP altitude ..................................................................................Set Set the first intermediate altitude constraint or the TDZE. When the current constraint is assured, the next constraint may be set prior to ALT HOLD to achieve continuous descent path. Note: If the altitude constraint or TDZE an even 100 foot increment, set the MCP to the next higher 100 foot increment. At descent point: Desired V/S ....................................................................................Set Verify V/S mode annunciates. At approximately 1,000 feet AGL and when the airplane is at least 300 feet below the missed approach altitude: MCP altitude .........................................Set missed approach altitude At DDA: If suitable visual reference is not established, execute a missed approach. Continued on next page


June 9, 2008

SP.4.9




After suitable visual reference is established: A/P disengage switch (if autopilot is in use) ......................... Push Disengage the autopilot before descending below DDA minus 100 feet. A Missed Approach shall be executed if any of the following occur: • (LNAV) FMC “VERIFY POSITION” message appears • (LNAV)“UNABLE REQ’D NAV PERF- RNP” message appears on the navigation display or in the FMC scratchpad. Additionally, after the FAF and runway environment not in sight: • Aircraft exceeds the tolerances for approaches requiring raw data monitoring (NP.30, Normal Maneuver Tolerances). Ships 3701-3771 (U10.6 as installed)

• (LNAV) XTK error is greater than the required RNP value for the approach.

Ships 3101-3110 & 3701-3771 (U10.7 as installed)

• Lateral Navigation Performance Scale (NPS) deviation alert occurs.


SP.4.10

June 9, 2008



Instrument Approach Using Integrated Approach Navigation (IAN) As Installed

IAN is not a suitable approach mode for: • circling approaches, as the AFDS will not level off at MCP altitude, • RNAV (RNP) approaches • approaches not contained in the FMS database. Refer to the Instrument Approach Using Vertical Speed Procedure. • Approaches requiring cold temperature altitude corrections (at or below -10° C, in accordance with the Airway Manual, Chapter 4). Note: Ensure the current local altimeter setting is accurate before initiating the approach. FMC approach procedure ............................................................... Select Select the approach procedure on the ARRIVALS page. Select the G/S prompt OFF if flying an ILS approach with the glideslope out. Do not: • Manually build the approach • Add and execute waypoints to the selected FMC procedure • Modify any altitude constraint specified by the approach procedure for a final approach fix (FAF), or for waypoints between the FAF and runway (Volume 1, Limitations). Verify glide path angle is displayed on the final approach segment of the LEGS page. Navigation radios .................................................................................Set If final approach course guidance is derived from the localizer, set the appropriate localizer frequency. If final approach course guidance is derived from the FMC, radios must be tuned to a VOR frequency. MCP .....................................................................................................Set Set front course for all approaches, including B/C LOC.


June 9, 2008

SP.4.11



Autopilot ............................................................................... As required Autopilot use is recommended until suitable visual reference is established. Select APP mode ............................................................................ Select Set APP mode when: • Navigation radios are tuned and identified (as needed) • On a final approach course intercept heading (if on vectors) • Both the lateral and vertical deviation pointers are displayed on the PFD • Cleared for the approach. Verify appropriate pitch and roll modes armed on the FMA • Roll mode may be FAC, VOR/LOC or BCRS • Pitch mode will be G/P At G/P capture ............................................ Set missed approach altitude At DA/DDA: If a suitable visual reference is not established, execute a missed approach. After suitable visual reference is established: A/P disengage switch (if autopilot is in use) ......................... Push Disengage the autopilot before descending below DA minus 50 feet or DDA minus 100 feet. A missed approach shall be executed if any of the following occur: • (LNAV, FAC) FMC “VERIFY POSITION” message appears. • (LNAV, FAC) “UNABLE REQ’D NAV PERF-RNP” message appears on the FMC scratchpad (autopilot will disengage). Additionally, after the FAF and runway environment not in sight: • Full scale lateral deviation occurs • Full scale vertical deviation occurs.


SP.4.12

June 9, 2008



Circling Approach Note: Autopilot use is recommended until intercepting the landing profile. MCP altitude selector ..........................................................................Set If the MDA(H) does not end in zero zero, for example 1820, set MCP ALTITUDE window to the closest 100 foot increment above the MDA(H). Accomplish an instrument approach, establish suitable visual reference and level off at MCP altitude. Verify ALT HLD mode annunciates. MCP altitude selector .................................Set missed approach altitude HDG SEL switch .............................................................................. Push Verify HDG SEL mode annunciates. Intercepting the landing profile: Autopilot disengage switch ......................................................... Push


June 9, 2008

SP.4.13



Intentionally Blank


SP.4.14

June 9, 2008



Chapter SP

Communications

Section 5

SP.5 Supplementary Procedures-Communications Aircraft Communication Addressing

and Reporting System

(ACARS) Pre-Departure Clearance The flight crew shall compare the filed flight plan versus the digital pre-departure clearance and shall initiate voice contact with Air Traffic Control if any question/confusion exists between the filed flight plan and the digital pre-departure clearance.

Digital-Automatic Information Service The flight crew shall verify that the D-ATIS altimeter setting numeric value and alpha value are identical. The alpha value is the numeric altimeter setting spelled out (i.e., two niner niner two). This will be depicted on the ACARS ATIS message. If the D-ATIS altimeter setting altimeter numeric value and alpha values are different, the flight crew must not accept the D-ATIS altimeter setting.

Company Communications Sequence The COMMUNICATIONS SEQUENCE chart depicts DATA LINK functions that are currently in effect for Delta Air Lines. The chronological sequence in which DATA LINK messages should be sent is shown as a function of flight phase. The messages that appear above the profile are ROUTINE and should be sent whenever appropriate on every flight. The messages below the profile are NON ROUTINE and should be sent as needed. Messages are delivered to the Flight Control dispatcher’s cue and are also directly processed by Flight Following. This direct processing of DATA LINK messages results in system wide updates in our host computers.




August 31, 2007

SP.5.1

SP.5.2

PRN PAPER

FLIGHT DECK CLEANUP

FUEL


OTHER

RAMP/CLOSE OUT

OTHER

DELAY CODE

AWABS

OUT

PDC (COMPANY)

ATIS

DELAY CODE

INIT DATA INIT RQ

COMPANY COMMUNICATIONS

OFF

OFF

OTHER

EN RTE DELAY

FLT CTRL

MTC COORD

ENROUTE

ON

ON

IN

RAMP

DELAY CODE

OTHER

APU USE/FUEL

FLT SUMMARY

AFTER IN

NOTE: All items shown on MISC MENU and DOWNLINKS MENU (except CALSEL) are operative at any time.

ATIS

ATIS

IN RANGE

MSGS RCVD

SERVICE FAILURE CODES

AIRBORNE RTN

DIVERSION

POSITION RPT

_ ABOVE PROFILE LINE ROUTINE _ BELOW PROFILE LINE NON ROUTINE

Supplementary Procedures Communications


Communications Sequence Chart

August 31, 2007



Menu Layout This section provides general usage information and menu layouts for operating the Collins ACARS unit. The system is interactive, and methods for using it are consistent for all messages. With some experimentation and use, it will become simple to use each feature. Ground support for some ACARS functions is still in development and therefore these functions should not be used. Refer to the DATA LINK INDEX menu tree on the next page for operational functions. If in doubt about the status of an operational message, use normal company radio procedures. Reports can be accessed through the ACARS DATA LINK INDEX page shown below.

ACARS-DATA LINK INDEX < PREFLIGHT

FLT LOG

<

ATIS

<

WEATHER

<

< MISC MENU

DOWNLINKS

<

< ATC LOG

MSGS RCVD

<

< EN ROUTE < POSTFLIGHT

HH:MM

The menu tree on the next page shows menu/submenu layout and can be referenced to lead the flight crew to the proper pages for transmission of desired/required reports. Continued on next page


August 31, 2007

SP.5.3

SP.5.4


IN RANGE

ATIS

WEATHER

FUEL RPT

FLIGHT PHASE DOWNLINKS

WEATHER FUEL RPT

UTC TIME LINK STATUS

REV FLT PLN ★

ATIS

FLIGHT PHASE

PRN PAPER

EN RTE DELAY

DEPT DELAY

MAINT MENU

7500 RPT

VHF VOICE CNTRL

VHF CTRL

MISC RPT

POSITION RPT

★ Not functional at this time.

SEVERE WX

NOTAMS

TERM FCST

ATIS

FLD COND

AREA FCST

HOURLY WX

MSGS RCVD

OTHER

FLT CTRL

ENGINE RPT

CALSEL ★

MTC COORD

DOWNLINKS

WEATHER

ATIS

FLT LOG

MSG DISPLAY

UNDEL MSGS

MISC MENU

AIRBORNE RTN

FLIGHT PHASE

FUEL RPT

ARRIVAL DELAY

EMPLOYEE NUMBER

FLT SUMMARY

ATC LOG

UTC TIME

DIVERSION

EN ROUTE

H

POSTFLIGHT

AWABS

PDC (COMPANY)

ATC LOG ★

PREDEPART RQ ★

OCEANIC RQ ★

CLEARANCES

FLT PLAN RQ ★

INIT DATA

PREFLIGHT

DATA LINK INDEX



Menu Layout Chart

August 31, 2007



Advisory Messages Alert Advisories Alert advisories appear on the MCDU signifying that either a condition requires attention, a function is available, or an uplink has been received. Selecting the advisory will access the required menu. The advisories are listed below in order from highest to lowest priority.

FAIL

POWER SELCAL ATC MSG OCEANCL DEPT CL MESSAGE INIT DATAMD

ATIS INRANGE ARRDLA DEPDLA SUMMARY PAPER

Internal failure of MU. Refer to the ACARS INOP Non-Normal Checklist in the QRH. Power interruption resulting in loss of initialization data. SELCAL uplink message received. ATC uplink message received. ATC oceanic clearance uplink message received. ATC predeparture clearance message received. Non ATC uplink message received. Initialization data incomplete. Datalink attempted with ACARS in VOICE mode or ACARS in VOICE mode for greater than 105 seconds. ATC ATIS message received and not viewed. Alert to send the In Range Report. Alert to send the Arrival Delay Report. Alert to send the Departure Delay Report. Summary Report has not been sent. Printer is out of paper. Continued on next page


August 31, 2007

SP.5.5



Continued from previous page Informational Advisories Informational advisories appear on the MCDU indicating system status. The advisories are listed below in order of priority.

VHF IN PROG UTC OK VOICE NO COMM VNNN.NN

Message is actively being sent/received. UTC TIME updated by uplink. VHF is in voice mode. No DATA LINK is available. VHF is in voice mode and frequency selected.

Note: If the DATA LINK is functioning normally in the DATA mode, there will be no advisory shown.


SP.5.6

August 31, 2007



Preflight INIT DATA page

Access the INIT DATA page from the DATA LINK INDEX page. ACARS mode (VHF # 3) .............................................................. DATA Ensure NO COMM is not displayed. Confirm UTC time is correct.

PREFLIGHT (1L) .......................................................................... Select INIT DATA (1L) ............................................................................. Select INIT RQ (5R) ................................................................................. Select Verify datalink information is correct. Manually enter values as necessary.

The following page will be displayed. ACARS-INIT F L T

1

0279

N O

DATA

D A T E

20

5

MMMX

6

031.5

7

04:49

8

O R I G

2

D E S T

KJFK F O B

3

033.0

F U E L

G W

4

E T E

156.3 *PRINT
1

B O A R D E D

INIT

RQ*

9

15:10

FLT NO

Automatically updates when INIT RQ selected, or may be manually entered. 2

ORIG


FOB (Fuel On Board)

Defaults to FMC value, or may be manually entered. Continued on next page Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.5.7



Continued from previous page 4

GW

Defaults to FMC value, or may be manually entered. 5

DATE


DEST


FUEL BOARDED

Enter manually. This is the amount of fuel listed on the fuel service record. 8

ETE

Enter manually. 9

INIT RQ

Automatically updates FLT NO, DATE, ORIG, and DEST.


SP.5.8

August 31, 2007



ATIS

PREFLIGHT ................................................................................... Select ATIS ................................................................................................ Select This page allows request of digital ATIS information, when provided by airport. Note: Availability of digital ATIS is indicated on airport diagrams (XX-9 Jeppesen plate) by “D-ATIS” in the “ACARS” communications block. The following page will be displayed. ATS-ATIS

RQ

A I R P O R T

1

MMMX

2

LARRIVAL

S E R V I C E

T Y P E

ATIS

R E P O R T I N G

3

LSINGLE

M O D E

REPORT

SEND*
1

15:11

AIRPORT

The AIRPORT field defaults to departure airport prior to “OFF” time, then defaults to arrival airport after “OFF” time. If diversion page is transmitted with an airport other than planned arrival airport, the default will be the diversion airport. 2

TYPE

The TYPE field allows selection of Departure, Arrival, Departure/Arrival (used in conjunction with Auto Update Mode), and Enroute Information Services weather products.


August 31, 2007

SP.5.9



3

REPORTING MODE

The REPORTING MODE field allows selection of a single ATIS or the enabling/disabling the automatic ATIS update feature. Sending an ATIS request with SINGLE REPORT in this field will result in one ATIS report with no automatic ATIS updating. • Sending an ATIS request with AUTO-UPDATE START in this field enables the automatic update function; sending a request with AUTO-UPDATE STOP disables the function. • When AUTO-UPDATE STOP is requested, one more ATIS report will be received, and then the automatic update function is disabled. • An “ATIS” prompt is displayed every time a new ATIS is transmitted at the selected airport. • Selection of Arrival or Departure ATIS is automatic, and is dependent on “OFF” time. Pushback Delays For any pushback delays, refer to “Other” in this section for information on how to submit the report.


SP.5.10

August 31, 2007



Pre-Departure Clearance

PREFLIGHT ................................................................................... Select CLEARANCES .............................................................................. Select The following page will be displayed. ACARS-CLEARANCES
CLX CLX

RQ RQ

LOG

(COMPANY)

15:11

PDC (COMPANY) ......................................................................... Select Selecting PDC (COMPANY) causes a delivery request message to be readied for downlink. ACARS-PDC

(COMPANY)

SEND*
15:11

SEND .............................................................................................. Select Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.5.11



AWABS Update AWABS page 1/2

To update AWABS (function is not operational until after pushback): DATA LINK INDEX ................................................................ Select PREFLIGHT (1L) ..................................................................... Select AWABS (4L) ............................................................................. Select The following page (page 1/2) will be displayed. Fill in each field as described below. ACARS-AWABS S N / R W Y / C O N T

1

/

F C / C C / Y C

2

[]/[]/[]

W I N D

T O L E R A N C E

3

L---

1/2

/D

[

T E M P

]/F

4

251/005

5

[

6

( D I R / V E L )

A L T I M E T E R

]

*PRINT
1

15:12

SN/RWY/CONT (Mandatory)

The following fields (boxed fields) on AWABS page 1/2 are Mandatory entries. • SN (Sequence Number) - is reserved for future use.

Note: The digits “88” must be entered in order to satisfy ACARS requirements. • RWY (Runway identifier) - Enter the desired takeoff runway. AWABS data will only be sent for this runway. This identifier must be recognizable by AWABS (consult the existing WDR or ARM for the exact label). Examples include: 26R - Runway 26 Right 26LTWYE13 - Runway 26 Left at taxiway E 13 25LPOSNF - Runway 25 Left at takeoff position NF If the runway ID is not recognized, the system will uplink a message with a list of possible runway labels. Copyright © Delta Air Lines, Inc. See title page for details.

SP.5.12

August 31, 2007



• CONT (Contamination) - The runway contaminant condition you desire. Choices are: D

Dry (default entry)

W

Wet

I

Icy

Q

Quarter Clutter (25 CTR)

H

Half Clutter (50 CTR)

If you are overweight for the requested contaminant, you will receive a message uplink advising you of this, but you will not receive a WDR uplink. 2

FC/CC/YC (Optional)

Passenger count. Enter only changes from the existing WDR passenger distribution. Example: To change 16/00/130 to 16/00/132, enter “//132”. 3

TOLERANCE (Optional)

Passenger/Cargo tolerance. Choices are “OFF,” “ON,” and “L ---”. • “L ---” (default) will leave tolerance the same as it was on the latest WDR • “OFF” forces the tolerance off • “ON” forces tolerance on. 4

TEMP (Optional)

Current temperature in degrees Fahrenheit (default) or Celsius (C). To enter new Fahrenheit temperature value, simply enter a temperature number. To enter a Celsius value, you must type a temperature number, a slash “/ “ and then the character “C.” 5

WIND (DIR/VEL) (Recommended)

Use 360 for North. Range of directions is 001 - 360. Separate direction and velocity with slash “/ ”( i.e., 270/20). 6

ALTIMETER (Optional)

Altimeter setting. Any entry greater than 2000 is considered inches of mercury (inHG). Any entry less than or equal to 2000 is considered Hectopascals (hPa).


August 31, 2007

SP.5.13



AWABS - continued (Page 2/2)

After completing the required entries on AWABS page 1/2, you must move to page 2/2 in order to access the SEND prompt. NEXT PAGE button.................................................................. Select The following page will be displayed. Note: All fields on AWABS page 2/2 are for future use and should be left blank.

ACARS-AWABS C G O - F U E L

E 1

C G O - F U E L

E 2

[

]/[]

[

]/[]

I N C

[

2/2

A D J

Z F W

M E L

C D L

[

.] ]

*PRINT
15:12

SEND (5R) ................................................................................ Select Note: Use this AWABS update procedure only as required. The time it takes to uplink a new WDR is directly related to the number of system requests being processed at that time. Departure Delays For any departure delays, refer to “Other” in this section for information on how to submit the report.


SP.5.14

August 31, 2007



En Route Position Report

Access the EN ROUTE page from the DATA LINK INDEX page. EN ROUTE .................................................................................... Select POSITION RPT .............................................................................. Select This report consists of 2 pages, the second of which can be accessed through the use of the PREV or the NEXT prompt.

The following page (page 1/2) will be displayed. ACARS-POSITION P O S I T I O N

1

MGM F L T

2

FL360 N E X T

3

L E V E L

KELPP

A L T

1/2

T I M E

16:22 M A C H

.79

F O B

P O S I T I O N

E N S U I N G

P O S I T I O N

15:13

[

1

RPT

032.7 [

E T A

:

]

]

POSITION

Enter report point (R) identifier from the flight plan. 2

FLT LEVEL ALT

Enter the three digit flight level the plane is currently cruising at. NEXT POSITION 3 • If NEXT POSITION and ETA are entered, they will automatically move to POSITION and TIME for the next POSITION RPT once SEND is pressed. • Partially completed pages will retain entered data until report is sent or the end of the flight.

Go to page 2 after entering information on page 1.


August 31, 2007

SP.5.15



Position Report - continued (Page2/2)

ACARS-POSITION W I N D ( D I R / V E L )

1

RPT

2/2

S A T

252/085

-50

3

NONEL

4

CLEARL

5

T U R B U L E N C E

2

I C I N G

LSMOOTH

S K Y

*PRINT
1

C O N D

SEND* 15:13

WIND

Enter direction and velocity. 2

TURBULENCE

Touch to scroll through selections and select one of the following: SMOOTH

3

LT CHOP

MOD CHOP

SEV TURB

LT TURB

MOD TURB

EXT TURB

SAT

Temperature must be entered manually. 4

ICING

Touch to scroll through selections and select one of the following: NONE

5

TRACE

MODERATE

LIGHT

SEVERE

SKY COND

Touch to scroll through selections and select one of the following: CLEAR

BROKEN

UNDERCAST

BWTN LAYER

SCATTERED

OVERCAST

IN CLOUD

CIRRUS

Note: Select SEND to downlink report before leaving second page. Copyright © Delta Air Lines, Inc. See title page for details.

SP.5.16

August 31, 2007



In Range

Access the EN ROUTE page from the DATA LINK INDEX page. EN ROUTE .................................................................................... Select IN RANGE ..................................................................................... Select This report consists of 2 pages, the second of which can be accessed through the use of the PREV or the NEXT prompt.

The following page (page 1/2) will be displayed. ACARS-IN

RANGE

D E S T

1

MMMX

W H E E L

2

[]

R E D

3

LNO

C H R

U N A C C

C O A T

19:08

5

[]

6

NOL

7

NOL

8

M I N O R

M E D I C A L

S E C U R I T Y

4

1/2

E R T

L A N G

LNO

A S S I S T

*PRINT
1

15:13

DEST

Automatically fills in using information from INIT DATA or DIVERSION pages (if report was sent). 2

WHEEL CHAIR

Enter total number of wheel chairs required at destination. 3

RED COAT

Toggle YES or NO. 4

SECURITY

Toggle YES or NO. 5

ERT

Automatically fills in using information from INIT DATA or DIVERSION pages (if report was sent). Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.5.17


737NG Operations Manual 6

UNACC MINOR

Enter total number of unaccompanied minors onboard. 7

MEDICAL

Toggle YES or NO. 8

LANG ASSIST

Toggle YES or NO.

Go to page 2/2 after entering information on page 1/2. ACARS-IN L A V

1

LNO

S R V C

RANGE

EDIT

[ [ [ [ *PRINT
1

C A B I N

2/2

S E R V

NOL

2

TEXT> ] ] ] ]

3

SEND* 15:14

LAV SRVC

Toggle YES or NO. 2

CABIN SRVC

Toggle YES or NO. 3

EDIT TEXT

Use text field for sending special requests not listed in the report.

Note: Select SEND to downlink report before leaving second page.


SP.5.18

August 31, 2007



RNAV (RNP) Approach Verification (ACARS Reporting) Delta maintains an agreement with the FAA which requires on-going data collection on the success of RNAV (RNP) operations. The primary means of approach verification is through an ACARS downlink to the address of “ATLWDDL” (ACARS B ENROUTE B DOWNLINKS B OTHER). Enter the airport, approach flown and “SAT” or “UNSAT”. Please include the specific reason for any approach considered “UNSAT”. Crews may also verify approaches flown and provide more detailed feedback via the “RNAV SID, STAR, and RNP Feedback” link located in the Pilot Feedback and Reporting section of the Flight Ops web page. Service Failure During Flight

If a service failure was reported during the flight or the service failure was accepted prior to pushback, refer to “Other” in this section for information on how to submit the report. Arrival Delays

For any arrival delays, refer to “Other” in this section for information on how to submit the report.


June 9, 2008

SP.5.19



Postflight FLT SUMMARY (Page 1/2)

Access the POSTFLIGHT page from the DATA LINK INDEX page. POSTFLIGHT (3L) ........................................................................ Select FLT SUMMARY (1L) ................................................................... Select The following page will be displayed. Fill in each field as described below. ACARS-FLT E M P

1

2

SUMMARY

N O - - T A K E O F F - - T / O

DATA

1/2

P W R

TOL

4

N O - - L A N D I N G - - - - - - F O B

DATA

032.6

5

H O U R S - - - - - A P U - - - - - C Y C L E S

3

06098.2
1

009212

6

15:14

EMP NO - TAKEOFF

Employee number of crew member that performed the takeoff. • Selection causes EMPLOYEE NUMBER page to be displayed. Employee number received in the Init Data uplink, when available, may be chosen or manual data entry may be made. 2

EMP NO - LANDING

Employee number of crew member that performed the landing. • Selection causes EMPLOYEE NUMBER page to be displayed. Employee number received in the Init Data uplink, when available, may be chosen or manual data entry may be made. Continued on next page


SP.5.20

August 31, 2007



Continued from previous page 3

HOURS - APU

Default is actual APU hours. 4

T/O PWR

Enter takeoff power from the following range: • TO - Normal takeoff is default. Select AT for Assumed Temperature takeoffs. • PWR DERATE - This prompt appears below the T/O PWR prompt when Assumed Temperature takeoff is selected. Input Assumed Temperature. 5

FOB (Fuel On Board)

Default is actual fuel on board. 6

CYCLES - APU

Default is actual APU cycles. Enter a two digit number in APU Cycle field of Flight Summary Report. The first digit denotes APU utilization at the ORIGIN

0

APU started 15 min or less before pushback

1

APU started more than 15 min before pushback

9

APU already running when flt crew arrived

The second digit denotes APU utilization at the DESTINATION

0

APU not started at destination

1

APU started at destination

To improve accuracy of data for cities where the APU is needed for tow-in (e.g., LAX, LGA) or cities that have special emphasis programs (e.g., starting APU prior to arriving at the gate), use the following procedures: • If, in the Captain’s judgement, the ramp agents will not hook up ground power/air prior to the Flight Summary Report being sent, enter code 1APU started at destination. • If, in the Captain’s judgement, the ramp agents will have the opportunity to hook up ground power/air prior to the Flight Summary Report being sent, enter code 0 - APU not started at destination.


August 31, 2007

SP.5.21



APU Cycle Field Examples Example 1: 9 1 = APU was running when the crew arrived at the aircraft before departure, and the crew started the APU at some point at the destination. Example 2: 0 0 = Normal APU start within 15 minutes of pushback and the APU was not started at the destination. Example 3: 1 1 = The APU was started more than 15 minutes before pushback, and was started by the crew at some point at the destination. Example 4: 1 1 or 9 1 = APU started after landing and left running until pushback for next flight. FLT SUMMARY (Page 2/2)

After completing the required entries on FLT SUMMARY page 1/2, you must move to page 2/2 in order input autoland information. NEXT PAGE button.................................................................. Select The following pages will be displayed. Fill in each field as described below. If an autoland was not accomplished: ACARS-FLT A U T O L A N D

1

SUMMARY

LNO

I R U

2/2

E R R O R L E F T

[

.]

5

R I G H T

[

.]

6

*PRINT
15:16



SP.5.22

August 31, 2007




If an autoland was accomplished: ACARS-FLT A U T O L A N D

SUMMARY

LYES

1

I R U

A I R P O R T

L E F T

MMEX

2

[

R U N W A Y

3

S A T / U N S A T

LSAT

4

2/2

E R R O R

.]

5

R I G H T

[

.]

6

*PRINT
15:15

1

AUTOLAND • Default value is NO, indicating an autoland was not performed. • If an autoland was performed, depress 1L key, default will change to YES, then complete the following fields: 2

AIRPORT

Default value is landing airport. 3

RUNWAY

Runway upon which autoland was performed. 4

SAT/UNSAT

Default value is SAT. Depress the 4L key to indicate UNSAT.

Note: Parameters for a successful autoland attempt are delineated in the MDM, TOPP Dispatch Documents Section, Aircraft Log System, Completed Log Sheet Example. Note: SATISFACTORY autoland information is only required to be recorded under the Autoland column of the aircraft logsheet, next to the T/O Power column. Note: UNSATISFACTORY autoland attempts must also be recorded in the aircraft logbook as an irregularity. Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.5.23



LEFT

No entry required. 6

RIGHT

No entry required.

Note: After completing all entries, allow ACARS to the report automatically. This will allow for proper sequencing in the Times report.


SP.5.24

August 31, 2007



Other Use this page to submit Pushback Delays, Departure Delays, Arrival Delays, and Service Failure during Flight codes.

Note: The Other page can also be used to request game scores. Use the address ATLXGDL for game day listings, and place appropriate information in the EDIT TEXT field. To use this page for entering any special codes for the reports mentioned above, the following instructions apply:

Note: Any information entered on line two or after is not automatically captured by the database. The information is manually read.

ACARS-OTHER A D D R E S S

ATLXGDL

1

2 3

1

EDIT

TEXT> ] ] ] ] ] SEND*

15:16

Address

Enter ATLWDDL in the address box. 2

First line of Edit Text field

Enter the primary code for the delay followed by any secondary codes in the first line only of the text field. Enter a maximum of four codes (separate codes with one space). If over four codes are needed, send a second report. Codes entered after line one are not recorded in the database. Reports may be combined; e.g., Pushback Delay, Departure Delay.

Note: The database will automatically capture only the codes entered on line one of the Edit Text field. Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.5.25



Second line of Edit Text field

Any additional free text remarks may be entered starting on line two. Send the reports when crew workload permits and safety is not compromised. Use the codes on the following pages for each report:

Note: If submitting a COR, mention "Operation Clockwork" in the narrative. If submitting a POE, select ACARS Metrics, then Clockwork Metrics. Pushback Delays Report any pushback delay that exceeds D-0. If a delay or service failure occurs up to dispatch agent salute: Code

Reason

PBRD

Boarding not complete/paperwork not available

PCAB

Cabin not ready for pushback/passenger issue

PATC

ATC wheels up time

PPSH

Pushback clearance not available/ramp blocked

PFUL

Fueling not completed/late completion

PCAT

Catering not completed/late completion

PCLN

Cabin cleaning not completed/late completion

PCRW

Flight crew (Pilot or FA) late to aircraft (less than 30 minutes prior to departure)

PEQP

Late arriving equipment to gate

PCGO

Ground crew servicing (e.g., loading cargo, water servicing, late bags, etc.)

PMTC

Maintenance issue

PLAV

Lavatory service not completed/late completion

PSEC

Security issues


SP.5.26

August 31, 2007



Departure Delays Report any departure delay that exceeds planned taxi time by 15 minutes or more. If a delay occurs after dispatch agent salute and prior to takeoff: Code

Reason

DATC

ATC flow control issues/runway change

DWAY

Airport/taxiway congested

DRMP

Ramp congested

DWDR

AWABS update/closeout required

DICE

De/Anti-icing delay

DMTC

Maintenance issue which delayed takeoff

Service Failure During Flight If a service failure is reported during the flight or the service failure was accepted prior to pushback: • A flight attendant will contact the cockpit and provide a list of services that were not available. Code

Reason

SICE

Ice or beverages serviced to min specs

SWTR

Aircraft not serviced with potable water

SBEE

Aircraft had "B spec" cleaning to expedite on-time departure

SLAV

Lavatories poorly cleaned/strong odor present

SBKT

Aircraft not stocked with adequate blankets

SGAL

Aircraft missing galley equipment

SCAT

Flight not fully catered

SPAX

Failed to load pax/non-revs with seats available. Continued on next page


August 31, 2007

SP.5.27



Continued from previous page Arrival Delays If a delay occurs upon arrival at the gate: Code

Reason

AANA

Gate agent not available

AGNA

Gate not available (e.g., departing aircraft still in the gate)

AGAT

Gate change after landing

AJNP

Jetway not pre-positioned

ALNO

Parking light not on

ANGC

No ground crew/ground crew not prepared

AOBS

Obstructions within safety lines

ARMP

Ramp congestion


SP.5.28

August 31, 2007



FRM/CDL Code Downlinks MTC REPORT page

Access the MTC REPORT page from the DATA LINK INDEX page. DOWNLINKS (4R) ........................................................................ Select MTC REPORT (1L) ....................................................................... Select The following page will be displayed. Fill in each field as described below. ACARS-MTC

REPORT

F R M / F I M / C D L

/

1

[ [ [ [ [
REPORT

1/1

/

EDIT

1

C O D E

TEXT> ] ] ] ] ]

15:16

Free Text Field

EDIT TEXT (2R)............................................................................ Select Enter the letters “FRC” in the scratchpad followed by the code from the Fault Reporting Manual (FRM) (for example: FRC 22102000). Depress the desired line key to move the text into the free text field. Do not use the FRM/FIM/CDL CODE blocks at the top of the page to enter the code.

Note: Do not use codes contained in the FRM for cabin items. Use the CDL sheet completed by the cabin crew. Note: The CLR TEXT and SEND prompts are not displayed until text has been entered in the free text field. ENTER (5R) ................................................................................... Select SEND (5R) ..................................................................................... Select


August 31, 2007

SP.5.29



Cockpit Voice Recorder Test TEST switch ..................................................................................... Push After a slight delay: Ships 3701-3771

Monitor indicator ..............................................................Green band A tone may be heard through a headset plugged into the headset jack.

Ships 3101-3110

Test light........................................................................................ ON A tone may be heard through a headset plugged into the headset jack.

TEST switch .................................................................................Release


SP.5.30

June 9, 2008



HF System Test CAUTION: Do not operate the HF transmitter while fueling operations are in progress. Ships 3101-3110

Mode Selector ....................................................................................HF1

Ships 3701-3771

Mode Selector ....................................................................... HF1 or HF2 HF Frequency ................................................................................. Select See Airway Manual, Communications section for HF frequency chart. HF Sensitivity ................................................................................. Select Rotate HF Sensitivity (HF SENS) control knob clockwise to increase sensitivity. HF MIC Selector Switch. ................................................................. Push Microphone switch .......................................................................... Press Push the Control Wheel Push-to-Talk (INT) switch or the Audio Control Panel Push-to-Talk (I/C) switch. Note: A 1,000 Hz coupler tone can be heard up to 15 seconds during HF antenna tuning. When the HF antenna is tuned to that frequency, the 1,000 Hz ceases and the HF system is ready to transmit. Listen for good side tone. Listen for other traffic on same frequency. Microphone switch ...................................................................... Release HF Sensitivity ................................................................................. Select Rotate HF SENSE control knob counter clockwise to decrease sensitivity, and reduce noise and static. Note: Decreasing sensitivity too far prevents reception, including SELCAL monitoring of HF radio. Accomplish SELCAL check before takeoff or enroute. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.5.31



Intentionally Blank


SP.5.32

August 31, 2007


Supplementary Procedures Electrical


SP.6 Supplementary Procedures-Electrical Electrical Power Up

WARNING: If a red A/C OUT-OF-SERVICE tag is installed on the thrust levers do not activate any system, control, switch, or circuit breaker without obtaining verbal approval of maintenance personnel (preferably the mechanic actually performing the repairs). WARNING: Do not establish any hydraulic power which will result in flap movement unless the wing/flap area has been cleared of personnel and equipment. Use an outside observer. Battery switch .....................................................................................ON Battery............................................................................................ Check DC METERS selector – BAT Ensure minimum voltage 22 volts.

Standby Power switch ....................................................................AUTO Bus Transfer switch .......................................................................AUTO Electric Hydraulic Pump switches .................................................... OFF APU BLEED switch ......................................................................... OFF Landing Gear Lever ....................................................... DOWN/3 Green FLAP lever and Flap Position indicator ......................................... Check The FLAP lever should be in agreement with the indicator. If the FLAP lever and indicator do not agree, position the FLAP lever to the same position as the indicator.

ALTERNATE FLAPS master switch ........................OFF (Guard down)


ALTERNATE FLAPS position switch ............................................. OFF Electrical Power ......................................................................... Establish Continued on next page

August 31, 2007

SP.6.1




If external power is desired: GROUND POWER AVAILABLE light ......................Illuminated GROUND POWER switch ...................................................... ON SOURCE OFF light – Extinguished

If APU power is desired: Accomplish Supplementary Fire Protection section, Fire and Overheat System Test procedure. Fuel pump (left manifold)........................................................ ON APU switch ........................................................ START & on bus When the APU GEN OFF BUS light illuminates: APU GENERATOR bus switches – ON SOURCE OFF lights – Extinguished Note: It is recommended that the APU be operated for one minute before using as a bleed air source. Note: If extended APU operation is required on the ground, place an AC operated fuel pump ON. If fuel is loaded in the center tank, place the left center tank fuel pump switch ON to prevent a fuel imbalance before takeoff. If external power and APU power are unavailable: Accomplish Supplementary Engines, APU section, Engine Battery Start procedure. CAUTION: Center tank fuel pump switches should be positioned ON only if the fuel quantity in the center tank exceeds 1000 lbs. CAUTION: Do not operate the center tank fuel pumps with the flight deck unattended.

SP.6.2

August 31, 2007



Electrical Power Down The following flight deck procedures are accomplished to permit removal of electrical power from the airplane. Before accomplishing the following steps, verify IRS, EMERGENCY EXIT lights, and PACK switches are OFF.

APU switch and/or GRD PWR switch ............................................. OFF If APU was operating: Delay approximately 2 minutes after the APU GEN OFF BUS light extinguishes before placing the BATTERY switch OFF.

Fuel pump (left manifold) ................................................................ OFF Battery switch ................................................................................... OFF

Standby Power Test The following procedure is normally accomplished prior to the first flight of the day.

Note: Ground service must be disconnected to get correct test indications. Battery switch ..................................................................................... ON AC–DC meter selectors ........................................................STBY PWR If APU generator is on–line: APU GEN No. 1 switch .............................................................. OFF APU GEN No. 2 switch .............................................................. OFF If ground power is on–line: GRD PWR switch ....................................................................... OFF STANDBY POWER switch ............................................................. OFF STANDBY PWR OFF light - illuminated.

AC–DC voltmeters ........................................................................... Zero STANDBY POWER switch ............................................................. BAT STANDBY PWR OFF Light - extinguished. Continued on next page

August 31, 2007

SP.6.3




AC–DC voltmeters ......................................................................... Check AC voltmeter 115 +/-5 volts DC voltmeter 24 +/-2 volts

Frequency meter ............................................................................. Check Check frequency meter for normal indication: 400 +/- 10 CPS.

DC meter selector ..............................................................................BAT Check DC voltmeter for normal indication: 24 +/- 2 volts. Check DC ammeter for discharge indication: a negative value.

DC meter selector ................................................................... AUX BAT Check DC voltmeter for normal indication: 24 +/- 2 volts. Check DC ammeter for discharge indication: a negative value.

STANDBY POWER switch .......................................................... AUTO GRD PWR switch or APU GEN No. 1 and No. 2 switches .............. ON Note: It may take up to 3 minutes for CDS displays to recover when power is interrupted for more than 2 seconds on the ground.

SP.6.4

August 31, 2007


Supplementary Procedures Engines, APU


SP.7 Supplementary Battery StartProcedures-Engines, APU

(With APU bleed or ground air available)

Prior to a battery start, ensure the following procedures have been accomplished: • Exterior Inspection (except items requiring electrical power) • Flight Deck Inspection (except IRS Alignment) • Electrical Power Up. On the Captain's command, the First Officer reads and the Captain accomplishes the following items: Oxygen & interphone ............................................................... Check Ships 3101-3110

CAB/UTIL power switch ..............................................................ON

Ships 3101-3110

IFE/PASS SEAT power switch ......................................................ON

Ships 3701-3771

GALLEY power switch .................................................................ON EMER EXIT LIGHTS switch .............................................. ARMED Passenger signs .............................................................................. Set HYD PUMP switches ....................................................................ON Air conditioning & pressurization ...... _____ Pack(s), bleeds ON, set Parking brake ................................................................................. Set Note: The wheels should be chocked in case the brake pressure has bled down.

Accomplish Supplementary Fire Protection section, Fire and Overheat System Test procedure. FCOM Template 12/12/98

Cleared for Start PACK switches ............................................................................ OFF ANTICOLLISION light switch .....................................................ON Ignition select switch ............................................................... IGN-R Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.7.1



Engine Start Engine No. 1 start ............................................................Accomplish Only N1, N2, and oil quantity are displayed until the EECs are powered.

Generator No. 1 switch ................................................................. ON IRS mode selectors ..................................................................... NAV FMC/CDU ................................................................ Set IRS position WARNING: If engine No. 1 was started using a ground air source, to minimize the hazard to ground personnel, the external air should be disconnected and engine No. 2 started using the Engine Crossbleed Start procedure. Engine No. 2 start ............................................................Accomplish Generator No. 2 switch ................................................................. ON PUSHBACK/START checklist ............................................Complete AFTER START checklist ....................................................Complete BEFORE START checklist ..................................................Complete The airplane is ready for taxi. Refer to the normal checklists for subsequent checks.


SP.7.2

June 9, 2008



Starting with Ground Air Source (AC electrical power available) WARNING: Due to ACS safety concerns, when the APU is inoperative, only the left engine may be started at the gate. The right engine start must be delayed until after pushback. Exceptions to this policy are permitted if operational requirements dictate, and a plan is jointly coordinated with ACS personnel. When cleared to start: APU BLEED air switch .............................................................. OFF Engine No. 1 start ............................................................ Accomplish Use normal start procedures.

WARNING: To minimize the hazard to ground personnel, the external air should be disconnected, and engine No.2 started using the Engine Crossbleed Start procedure.

Engine Crossbleed Start Prior to using this procedure, ensure that the area to the rear is clear. Engine BLEED air switches ............................................................... ON APU BLEED air switch .................................................................... OFF PACK switches ................................................................................. OFF ISOLATION VALVE switch .........................................................AUTO Ensures bleed air supply for engine start.

Engine thrust lever (operating engine) ................................ Advance thrust lever until bleed duct pressure indicates 30 PSI Non–operating engine....................................................................... Start Use normal start procedures with crossbleed air.

After starter cutout, adjust thrust on both engines, as required.


August 31, 2007

SP.7.3



Setting N1 Bugs with No Operative FMC Reference the ODM to determine N1 setting for desired phase of flight. N1 SET outer knob ....................................................................... BOTH The last FMC computed value is displayed by reference N1 bugs and readouts. If the FMC has not calculated an input since power up, a default value of 104% is displayed.

N1 SET inner knob ....................................................................... Set N1 Note: If the N1 SET outer knob is returned to the AUTO position, the bugs and readouts will revert to the last FMC computed value or 104% if the FMC has not calculated an input since power up.

APU Start Note: With at least one generator operating, subsequent start attempts should be made at succeedingly lower altitudes until a satisfactory start is accomplished. Note: During the APU start cycle, the APU EGT indication may fluctuate from 0° to 1100° C prior to normal EGT rise and the LOW OIL PRESSURE light may cycle on and off several times.These indications have no adverse effect on starting the APU. It is not necessary to monitor EGT during start. Automatic shutdown occurs in the event of EGT exceedance. If the LOW OIL PRESSURE light illuminates after the start cycle is complete, accomplish the APU LOW OIL PRESSURE non-normal checklist. APU Switch .................................................................................. START Momentarily position APU switch to START and release to ON. Check LOW OIL PRESSURE light illuminates, then extinguishes. Check APU GEN OFF BUS light illuminates. Note: The start cycle may take as long as 120 seconds.


SP.7.4

August 31, 2007



Note: If extended APU operation is required on the ground, place an AC operated fuel pump ON. If fuel is loaded in the center tank, place the left center tank fuel pump switch ON to prevent a fuel imbalance before takeoff. CAUTION: Center tank fuel pump switches should be positioned ON only if the fuel quantity in the center tank exceeds 1000 lbs. CAUTION: Do not operate the center tank fuel pumps with the flight deck unattended. Note: Whenever the APU is operating and AC electrical power is on the airplane busses, extended service life of the APU fuel control unit can be realized by operating at least one fuel boost pump to supply fuel under pressure to the APU.

High Altitude Airport Engine Start (Above 8400 Feet) Ships 3101-3110

Engine start ........................................................................... Accomplish An indication of N1 rotation plus maximum motoring and a minimum of 20% N2 are required prior to introducing fuel to the engine.

Note: Maximum motoring occurs when N2 acceleration is less than 1% in approximately 5 seconds.


June 9, 2008

SP.7.5



Intentionally Blank


SP.7.6

August 31, 2007


Supplementary Procedures Fire Protection


SP.8 Procedures-Fire Protection FireSupplementary and Overheat System Test

Fault/Inop detection ....................................................................... Check OVERHEAT DETECTOR switches - NORMAL TEST switch - Hold to FAULT/INOP Verify MASTER CAUTION, OVHT/DET annunciator, FAULT and APU DET INOP lights are illuminated. If the FAULT light fails to illuminate, the fault monitoring system is inoperative. If APU DET INOP light fails to illuminate, do not operate APU. Fire/Overheat warning ................................................................... Check TEST switch - Hold to OVHT/FIRE Verify fire warning bell sounds, master FIRE WARN lights, MASTER CAUTION lights and OVHT/DET annunciator illuminate. Master FIRE WARNING light - Push Verify master FIRE WARN lights and fire warning bell cancel. Verify engine No. 1, APU, and engine No. 2 fire warning switch and engine No. 1 and engine No. 2 OVERHEAT lights are illuminated. If AC busses are powered, verify WHEEL WELL fire warning light is illuminated. If an engine fire warning switch and an ENG OVERHEAT light do not illuminate, a detection loop is inoperative.


Refer to Supplementary Fire and Overheat Test - Inoperative Loop procedure in this section. Extinguisher test ............................................................................ Check EXTINGUISHER TEST switch - Hold to 1 Verify the green extinguisher test lights are illuminated. Release switch and verify the lights are extinguished. Repeat test for position 2.

August 31, 2007

SP.8.1



Fire and Overheat System Test - With an Inoperative Loop To determine the specific inoperative loop: OVHT DET switches ....................................................................... A TEST switch .................................................................. OVHT/FIRE If the FAULT light remains extinguished and both ENG OVERHEAT lights and engine fire warning switches illuminate, loop A is good. If the FAULT light illuminates and one of the ENG OVERHEAT lights and corresponding engine fire warning switch remain extinguished, there is a fault in loop A of the detection system of that engine.

OVHT DET switches ....................................................................... B TEST switch .................................................................. OVHT/FIRE If the FAULT light remains extinguished and both ENG OVERHEAT lights and engine fire warning switches illuminate, loop B is good. If the FAULT light illuminates and one of the ENG OVERHEAT lights and corresponding engine fire warning switch remain extinguished, there is a fault in loop B of the detection system of that engine.

OVHT DET switches ....................................................... As required Select the good loop for each engine (NORMAL if both loops tested good).

TEST switch .................................................................. OVHT/FIRE If the test is successful leave the fire panel in this configuration for flight.

Cargo Fire Protection System Test DETECTOR SELECT switches .................................................. NORM TEST switch ..................................................................................... Push Verify fire warning bell sounds and master FIRE WARN lights illuminate. Master FIRE WARN light ................................................................ Push Verify master FIRE WARN lights and fire warning bell cancel. Verify cargo fire (FWD, AFT) warning lights are illuminated.

SP.8.2

August 31, 2007



Verify DETECTOR FAULT light remains extinguished. Note: If a cargo fire warning light does not illuminate and the DETECTOR FAULT light illuminates, a detection loop is inoperative. Verify the green EXTINGUISHER test lights are illuminated. Verify the cargo fire bottle DISCHARGE light is illuminated.

August 31, 2007

SP.8.3



Intentionally Blank

SP.8.4

August 31, 2007



Chapter SP

Flight Controls

Section 9

SP.9 Supplementary Procedures-Flight Flight Controls Check Controls

This is a check of normal flight control functions and is not a complete check of the flight control system. Two people are required; both on interphone. FLIGHT DECK ACTION

GROUND RESPONSE

Electrical power (APU or external) – On bus System A and B electric hydraulic pump switches – OFF Control wheel – Left

“LEFT AILERON DOWN; RIGHT DOWN, TAB UP”

UP, TAB AILERON

Control wheel – Right

“LEFT AILERON DOWN, TAB UP; RIGHT AILERON UP, TAB DOWN”

Control wheel – Neutral Control column – Forward

“ELEVATOR DOWN, TABS UP”

Control column – Aft

“ELEVATOR UP, TABS DOWN”

Control column – Neutral Request hydraulic clearance

“CLEAR FOR HYDRAULIC PRESSURE, WING AND CONTROL AREAS CLEAR”

System A and B electric hydraulic pump switches – ON


Verify System A & B pressure indicators and brake pressure indicator read 2800 psi minimum Parking brake – Set Rudder trim – Turn left Verify left rudder pedals move forward August 31, 2007

SP.9.1

Supplementary Procedures Flight Controls

737NG Operations Manual FLIGHT DECK ACTION

GROUND RESPONSE

Rudder trim – Turn right Verify right rudder pedals move forward Rudder trim centered

–

Zero,

pedals

Aileron trim – Turn left Verify control wheel turns to left Aileron trim – Turn right Verify control wheel turns to right Aileron trim – Zero, control wheels centered Flap lever – UP Verify flap position indicator reads zero

Nose gear steering wheel – Hold Control wheel – Left Control column – Forward Rudder pedal – Left Nose gear steering wheel – Hold Control wheel – Right Control column – Aft Rudder pedal – Right

“LEFT AILERON UP, TAB DOWN; LEFT FLIGHT SPOILERS UP; RIGHT AILERON DOWN, TAB UP; RUDDER LEFT; ELEVATORS DOWN, TABS UP” “LEFT AILERON DOWN, TAB UP; RIGHT FLIGHT SPOILERS UP; RIGHT AILERON UP, TAB DOWN; RUDDER RIGHT; ELEVATORS UP, TABS DOWN”

Flight controls – Neutral Alternate flaps master switch – ARM Flap lever – Position 1 Verify no flap movement

SP.9.2

August 31, 2007



GROUND RESPONSE

Alternate flaps position switch – “FLAPS MOVING DOWN” hold DOWN until flap position indicator indicates 1 “ALL LEADING EDGE Verify aft overhead leading edge DEVICES FULLY EXTENDED” devices annunciator panel indicates all green (FULL EXTEND) with no amber lights illuminated. Flap position indicator – flaps 1

Verify LE FLAPS TRANSIT light remains illuminated EDGE FLAPS Alternate flaps master switch – “LEADING FULLY EXTENDED, ALL OFF LEADING EDGE SLATS Verify Aft overhead leading edge devices annunciator panel indicates RETRACTED TO EXTEND all leading edge flaps full extended POSITION” and all leading edge slats in extend position Verify LE FLAPS EXT light illuminated Speed brake lever – UP

“ALL SPOILERS UP”

Speed brake lever – DOWN

“ALL SPOILERS DOWN”

Stabilizer trim switches – NOSE “STABILIZER LEADING EDGE DOWN MOVING UP” Stabilizer trim switches – NOSE “STABILIZER LEADING EDGE UP MOVING DOWN” With stabilizer still moving: Stabilizer trim cutout switches – CUTOUT Verify trim motor stops

August 31, 2007

SP.9.3



GROUND RESPONSE

Stabilizer trim cutout switches – NORMAL Verify Trim motor resumes Control column – Forward Verify Trim motor stops Column actuated stab trim override – OVERRIDE Verify Trim motor resumes Stabilizer trim switches – Trim into green band Column actuated stab trim override – NORMAL Switch guard – Close Request clearance to flaps 30

“FLAPS CLEAR”

Flap lever – Position 30

“FLAPS MOVING DOWN”

Control column – Forward

“ELEVATOR DOWN”

Control column – Aft

“ELEVATOR UP, TABS UP”

DOWN,

TABS

Control column – Neutral Flap lever – UP

“FLAPS MOVING UP”

Parking Brake – As desired Electrical power – As desired

SP.9.4

August 31, 2007



Chapter SP

Flight Instruments, Displays

Section 10

SP.10 Supplementary Procedures-Flight Instruments, Displays Altimeter Difference

Note: If flight in RVSM airspace is planned use the RVSM table in the limitations section. This procedure is accomplished when there is a noticeable difference between the altimeters. Accomplish this procedure in stabilized level flight or on the ground.

Altimeter barometric settings ........................................................ Check Check all altimeters set to proper barometric setting for phase of flight.

Standby altimeter baro set control ..................................Rotate and reset Rotate to a different setting, then reset proper barometric setting.

Altimeters .............................................................................. Crosscheck


Maximum differences between the altimeter readings: Altitude

CDS/CDS

CDS/Standby

Sea Level 5,000 feet 10,000 feet 15,000 feet 20,000 feet 25,000 feet 30,000 feet 35,000 feet 40,000 feet 41,000 feet

50 feet 50 feet 60 feet 70 feet 80 feet 100 feet 120 feet 140 feet 160 feet 170 feet

50 feet 80 feet 120 feet (see note) (see note) (see note) (see note) (see note) (see note) (see note)

Note: Above 10,000 feet and 0.4 Mach, position error causes the tolerance to diverge rapidly and direct crosscheck becomes inconclusive. Between 10,000 feet and 29,000 feet, differences greater than 400 feet should be suspect and verified by ground maintenance checks. Between 29,000 feet and the maximum operating altitude, differences greater than 500 feet should be suspect and verified by ground maintenance checks.

August 31, 2007

SP.10.1

Supplementary Procedures Flight Instruments, Displays


If it is not possible to identify which altimeter is indicating the correct altitude: ATC ................................................................................................Notify

Flight Recorder Test The following procedure is normally accomplished prior to the first flight of the day.

Flight Recorder ..................................................................................Test FLIGHT RECORDER OFF light – Illuminated FLIGHT RECORDER switch – TEST FLIGHT RECORDER OFF light – Extinguished FLIGHT RECORDER switch – NORMAL

HUD Control Panel (HCP) Test The following test procedure verifies all HCP display legends are functioning. Accomplish as desired.

Note: Test capability is only available on the ground. HCP TEST key ............................................Press and hold for 4 seconds All HCP display lines and annunciators will blank, except the test dot. Subsequently, the following keys should illuminate for 2 seconds then blank: • MODE • STBY • RWY annunciator dot • G/S annunciator dot • CLR annunciator dot • FAULT The entire cycle repeats until TEST is deselected.

HCP TEST key .................................................................................Press Terminates test.

SP.10.2

August 31, 2007



HUD Combiner Preflight The following steps are used for combiner preparation and optimum seat positioning for HUD operations. Accomplish as desired.

HUD combiner .............................................................................. Lower CAUTION: If combiner is inadvertently displaced forward into the breakaway position, do not allow the combiner to spring back on its own. • Select IMC or VMC on the HCP to verify proper HUD combiner alignment. Reposition the combiner if "ALIGN HUD" appears in the display.

HCP TEST key ........................................ Press momentarily and release Selection enters the HCP TEST MENU.

Note: Anytime the TEST key is pressed, all of the First Officer’s HGS annunciators will illuminate for 2 - 5 seconds, then extinguish. Note: Test capability is only available on the ground. • Look into the combiner, move the cursor to "HGS TEST DISPLAY" using the HCP +/- keys and press ENTER. • Adjust seat position to enable a full view of the HUD symbology.

HCP TEST key ........................................ Press momentarily and release Selection exits HGS TEST MENU.

August 31, 2007

SP.10.3



HUD Guided Takeoff The HUD is a repeater display that can enhance situational awareness during all flight operations. Additionally, low visibility takeoffs can be accomplished using the HUD’s flight guidance capabilities. If HUD flight guidance is to be used for takeoff, accomplish the following during the Captain’s cockpit preparation procedure:

HUD Control Panel (HCP) Set-up The following must be accomplished when using the HUD for HUD guided takeoff in actual low visibility (less than 500 RVR to 300 RVR):

HUD System ....................................................................................... Set Combiner – Lowered, cover removed Runway Data – Set in control panel Enter runway length The runway length entered must be between 7,500 and 13,500 feet.

Enter TDZE for the expected runway if the flight must return for landing. Enter glideslope angle for the expected approach if the flight must return for landing. The glideslope angle must be set between -2.51° and -3.00° for an AIII approach.

Note: CLR may be selected to blank display during taxi. Push CLR again to restore display. If the HUD will not be used for takeoff, the combiner should be stowed.

Low Visibility Takeoff The following must be accomplished when using the HUD for HUD guided takeoff in actual low visibility (less than 500 RVR to 300 RVR):

Ensure Jeppesen 10-9A plate shows RVR 300 takeoff minimums for the takeoff runway. Ensure crosswind component is 10 knots or less. VHF NAV radios ................................................................................. Set Set both to departure runway ILS frequency and identify.

SP.10.4

August 31, 2007



MCP COURSE selectors .....................................................................Set Set both to published runway heading.

HCP mode ......................................................................................... PRI MCP COURSE selectors .............................................................. Update Position aircraft on center of runway. Align HUD localizer deviation symbol with runway centerline. Set First Officer’s MCP COURSE to match the Captain’s MCP COURSE. This will ensure the amber disagreement warning will not be displayed in the PFDs.

Verify HUD ground roll guidance cue is displayed. Note: Use the minimum necessary display intensity to enable viewing of both the runway markings and the HUD symbology. WARNING: Do not initiate a rolling takeoff. Takeoff: WARNING: Use 80 knots as an abort speed for HUD failure. After this speed use runway centerline to complete takeoff. The Captain should utilize HUD symbology throughout takeoff roll and use the centerline lights as a visual backup. The First Officer should monitor runway centerline on PFD and visually (if able) until reaching VR. If left or right of localizer centerline call "Steer Left or Steer Right." Note: Captain must meet the Experience Requirements listed in chapter 3 of the Airway Manual to conduct a HUD takeoff in low visibility. Note: Captain must review Takeoff Minima listed in chapter 3 of the Airway Manual for takeoff below 500 RVR. Note: Captain must review HUD Takeoff Equipment Requirements chart in the Normal Procedures chapter of this manual.

August 31, 2007

SP.10.5



HUD Guided Approach The HUD is a repeater display that can enhance situational awareness during all flight operations. Additionally, AIII approaches are accomplished using the HUD’s flight guidance capabilities.

HUD Control Panel (HCP) Set-up The following must be accomplished for HUD guided AIII approaches. It is recommended that this set-up be used for all approach modes:

HUD System ....................................................................................... Set Combiner – Lowered, cover removed Runway Data – Set in control panel Enter runway length. The runway length entered must be between 7,500 and 13,500 feet for an AIII guided landing rollout.

For runways with a displaced threshold: Enter the usable length listed as "Landing Beyond - Threshold" on the 10-9A page.

Enter runway TDZE (if available) for the landing runway. Note: If TDZE is not available, use the closest airport elevation. Enter glideslope angle The glideslope angle must be set between -2.51° and -3.00° for an AIII approach.

SP.10.6

August 31, 2007



HCP mode ...................................................................................... Select AIII - The guidance cue is controlled by independently derived pitch and roll command signals from the HGS computer. Consider this mode when accomplishing hand-flown or autopilot/flight director approaches in low visibility.

Note: The AIII mode can be activated manually or by arming for automatic engagement. Note: If the HUD is capable of providing AIII guidance, "AIII" is displayed on the right side of the "STBY" line. Note: Approach On Course (AOC) conditions must be satisfied at the time AIII mode is selected. Note: The AIII mode can only be selected above 500 feet AGL. Below 500 feet AGL, all AIII capability messages are removed and the AIII mode is no longer available. PRI - Flight Director guidance and navigation raw data are displayed. Consider using one of the "de-cluttered" approach modes (IMC, VMC or AIII) for landing.

IMC - Flight Director guidance is displayed. Primarily used to back-up Autopilot/Flight Director approaches. Enter published glideslope/descent angle into the HCP.

VMC - No Flight Director or HUD guidance is displayed. Enter published glideslope/descent angle into the HCP.

August 31, 2007

SP.10.7



HUD Recorded Faults If desired, use the following steps to determine recorded faults associated with an AIII "APCH WARN" message.

Note: This capability is only available on the ground. HCP TEST key ........................................ Press momentarily and release Selection enters the HCP TEST MENU

RECORDED FAULTS ................................................................... Select Look into the combiner, move the cursor to "RECORDED FAULTS" using the HCP +/- keys and press ENTER. Fault(s) for the leg just flown will appear (leg number 1).

Note: To view faults recorded for legs previous to that just flown (leg number 1), type in the sequential leg number (e.g., 2, 3, 4, 5, etc.). HCP TEST key ........................................ Press momentarily and release Selection exits HGS TEST MENU.

QFE Operation This procedure is accomplished when ATC altitude assignments are referenced to QFE altimeter settings.

Note: Do not use LNAV or VNAV below transition altitude/level. Altitudes in the navigation data base are not referenced to QFE. Use only raw data for navigation. Altimeters ............................................................................................ Set Set altimeters to QFE when below transition altitude/level.

Note: If QFE altimeter setting is beyond the range of the altimeters, QNH procedures must be used with QNH set in the altimeters. Landing altitude indicator ....................................................... Set at zero Ships 3701 through 3739

Terrain inhibit switch .............................................. TERRAIN INHIBIT

SP.10.8

August 31, 2007



Setting Airspeed Bugs with No Operative FMC Reference the ODM and/or WDR to determine airspeed settings for desired phase of flight.

Setting Reference Airspeed Bugs for Takeoff Speed reference selector (outer) ..........................................................V1 Default speed of 80 knots is displayed.

Speed reference selector (inner) ..........................................Set V1 speed V1 bug is displayed when a speed greater than 80 knots is set. The NO VSPD flag is displayed until both V1 and VR are set.

Speed reference selector (outer) ......................................................... VR Default speed of 80 knots is displayed.

Speed reference selector (inner) ......................................... Set VR speed VR bug is displayed when a speed greater than 80 knots is set. The NO VSPD flag is removed after both V1 and VR are set.

MCP speed selector ......................................................................Set V2 Airspeed cursor and V2+15 bug move to the correct speeds.

Speed reference selector (outer) ........................................................ WT Default weight of 70,000 lbs is displayed.

Speed reference selector (inner) ........................ Set takeoff gross weight Flaps up maneuver speed bug is displayed.

Note: If VREF is selected on the ground, INVALID ENTRY is displayed. To set the spare bug, if desired: Speed Reference selector (outer) .........................................Spare bug Default speed of 60 knots is displayed.

Speed reference selector (inner) .....................................................Set Set speed as desired.

August 31, 2007

SP.10.9



Speed reference selector (outer) ........................................................ SET Digital readout is removed.

Note: When the flap lever is set to any takeoff flap setting above flaps 1, a bug comes into view for the next smaller flap maneuvering speed, between takeoff flaps and flaps up. For example, if the flap lever is set to 15 for takeoff, a bug for flaps 5 maneuvering speed will appear. For a flaps 1 takeoff, the flaps 1 maneuvering speed will be displayed.

Setting Reference Airspeed Bugs for Approach Speed reference selector (outer) ......................................................... WT Default weight of 70,000 lbs is displayed.

Speed reference selector (inner) ........................ Set current gross weight Flaps up maneuver speed bug is displayed.

Speed reference selector (outer) ..................................................... VREF Default speed of 80 knots is displayed.

Speed reference selector (inner) .....................................Set VREF speed The green VREF bug and white VREF +15 bug are shown when a speed greater than 80 knots is set.

Note: If V1 or VR is selected in flight, INVALID ENTRY is displayed. To set the spare bug, if desired: Speed reference selector (outer) ......................................... Spare bug Default speed of 60 knots is displayed.

Speed reference selector (inner) .................................................... Set Set speed as desired.

Speed reference selector (outer) ........................................................ SET Digital readout is removed.

SP.10.10

August 31, 2007



Total Air Temperature (TAT) Test This procedure is for testing Total Air Temperature probe heat.

Total Air Temperature probe ............................................................. Test TEMP PROBE light – Illuminated TAT TEST switch – Push and hold TEMP PROBE light – Extinguished TAT TEST switch – Release

August 31, 2007

SP.10.11



Intentionally Blank

SP.10.12

August 31, 2007



Chapter SP

Flight Management, Navigation

Section 11

SP.11 SupplementaryTest Procedures-Flight Management, Navigation Transponder

Transponder mode selector TEST switch ................... Push momentarily Check fail light illuminates. Check all code segments illuminate. Verify no error codes exist.

Weather Radar Test EFIS mode selector ...............................MAP, MAP CTR, VOR, or APP Weather Radar Mode ..................................................................... TEST WXR (EFIS control panel) .................................................................ON Verify test pattern consisting of the following colors appears: • Green • Yellow • Red • Magenta.

If testing of the PWS system is desired: Weather Radar Mode .................................................. Deselect TEST WXR (EFIS control panel) ............................................................ON Weather Radar Mode ................................................................. TEST Verify the amber WINDSHEAR caution, red WINDSHEAR warning and PWS FAIL annunciations display momentarily and then extinquish. Note: In the short time the weather radar is on and not in the TEST position, it will radiate.


WXR (EFIS control panel) .......................................................... OFF


August 31, 2007

SP.11.1

Supplementary Procedures Flight Management, Navigation


Weather Radar Operation The recommended tilt and range settings are guidelines for good radar operation. The flight crew is not limited to these settings. Operational needs often dictate flexibility in tilt and range selections.

Before Takeoff Confirm RADAR operation with a confidence check. Set tilt 15° UP, WX mode, and short range. Slowly lower tilt until weather or ground returns are displayed. If no returns can be detected, suspect an inoperative radar. WARNING:Do not operate weather radar in a hangar or within 50 feet of any personnel or a fuel spill. To evaluate terminal area weather before takeoff:

Set tilt at 15° UP, RANGE at 40 nm or less. The radar height of weather targets displayed is at least (Tilt x Distance x 100). Weather targets displayed at: 10 nm 15 nm 20 nm

are at least 15,000 feet AGL are at least 22,500 feet AGL are at least 30,000 feet AGL

Slowly lower tilt from 15° UP to 5° UP while evaluating weather returns in the area.

Takeoff During takeoff, tilt is initially set at 5° UP, with range at shortest appropriate for terminal area conditions. During initial climb (below 10,000 feet AGL) set the tilt between 2° to 7° UP, with 5° tilt being a good compromise. (Maintain the radar display clear of ground returns while allowing weather returns to be displayed).

Climb As climb continues above 10,000 feet AGL, lower tilt as necessary to maintain ground returns at the outer edge of the display. A range selection of 80 nm or less is optimal during climb, unless a longer range setting is needed for deviation planning. Continued on next page Copyright © Delta Air Lines, Inc. See title page for details.

SP.11.2

August 31, 2007




Cruise To establish enroute park:

Set RANGE at 80 nm or less. Adjust tilt to produce ground returns at the outer edge of radar display. This tilt setting guards against over scanning nearby weather areas and provides continuous confirmation that the radar is working. Weather targets will separate from ground returns and move toward the bottom of the display. Range settings above 100 nm should be selected occasionally for long-range planning. Set tilt to produce a scattering of ground returns beyond 100 nm. Storms detected at long range will increase in displayed intensity as they are approached. Plan early deviations accordingly. Note: Nearby weather areas may not be detected due to over scanning. When returning to a shorter range, lower tilt to enroute park position. At cruise altitudes above 30,000 feet:

Use sufficient down tilt to direct the beam into unfrozen areas of nearby storms. Recommended Over Water Settings: Altitude (feet)

40 NM

80 NM

160 NM

40,000 35,000 30,000 25,000 20,000

-7° -6° -4° -3° -2°

-3° -2° -1° -1° 0°

-2° -1° 0° 0° +1°



August 31, 2007

SP.11.3




Descent On descent from cruise altitude, raise tilt as necessary to maintain ground returns at the outer edge of the display. Low Altitude Park

Generally used at altitudes below 10,000 feet AGL. To observe weather:

Set tilt 2° to 5° UP, range at shortest appropriate distance. Note: If ground returns flood display, raise tilt until ground returns are removed, and weather can be displayed.

Approach Approach Park

On final approach: Set tilt at 10° UP, range at 20 nm. At 10° UP tilt the radar height of weather returns displayed will be above aircraft altitude by at least (Tilt x Distance x 100). Weather areas will be developed above aircraft altitude by at least: 10 nm 15 nm 20 nm

10,000 ft. 15,000 ft. 20,000 ft

Strong returns at mid to upper levels indicates hazardous convective activity. In a thunderstorm environment, occasionally lower tilt to produce ground returns and detect radar shadows, then return tilt to approach park.


SP.11.4

August 31, 2007



IRS Full Alignment Prior to commencing procedure the airplane must be parked and not moved until procedure is complete and ALIGN lights extinguish. If the present position cannot be entered through the FMC MCDU, it may be entered through the ISDU keyboard (See ISDU Entries procedure below). IRS mode selectors ...........................................................................NAV Observe that ON DC lights illuminate momentarily, then the ALIGN lights illuminate steadily. Note: Alignment time varies from 5 to 17 minutes depending on airplane latitude. MCDU .................................................................................................Set POS INIT page – Select Using the most accurate information available, enter present position on the SET IRS POSITION line. Confirm that the box prompts are replaced by the entered present position. Set initial position using the following priorities: • First choice – GPS • Second choice – Gate position • Third choice – Airport Reference Point (ARP)

Verify GMT is correct.


August 31, 2007

SP.11.5



Align Light(s) Flashing Do not move IRS Mode selector to OFF except where called for in procedure. POS INIT page ............................................................................... Select Set IRS position .................................................... Enter present position Enter present position using the most accurate latitude and longitude available. If the present position is being entered via the CDU and a position is already displayed on the SET IRS POS line, enter new position over displayed position. If ALIGN light continues to flash: Set IRS position. .............................................. Enter present position Re-enter same present position. If ALIGN light continues to flash after re-entry: IRS. ..............................................................................................OFF Rotate IRS Mode Selector to OFF and verify ALIGN light extinguished. Note: Light must be extinguished before continuing with procedure (approximately 30 seconds.) IRS. ............................................................................................. NAV Rotate IRS Mode Selector to NAV and verify ALIGN light illuminated. Set IRS position. .............................................. Enter present position Enter present position. Note: Approximately five to seventeen minutes are required for alignment. If ALIGN light flashes: Set IRS position. .............................................. Enter present position Re-enter same present position over displayed position. If ALIGN light continues to flash: Maintenance action is required. Copyright © Delta Air Lines, Inc. See title page for details.

SP.11.6

August 31, 2007



Fast Realignment Prior to commencing procedure the airplane must be parked and not moved until procedure is complete and ALIGN lights extinguish. Note: Fast re-alignment may be accomplished at intermediate stops if groundspeed indication is not more than 20 on either ND. IRS mode selectors ...................................................................... ALIGN Rotate IRS mode selectors to ALIGN from NAV, and observe ALIGN lights illuminated. MCDU .................................................................................................Set POS INIT page – Select Using the most accurate information available, enter present position on the SET IRS POSITION line. Confirm that the box prompts are replaced by the entered present position. Set initial position using the following priorities: • First choice – GPS • Second choice – Gate position • Third choice – Airport Reference Point (ARP)

Verify GMT is correct. IRS mode selector .............................................................................NAV Observe ALIGN light extinguished within 30 seconds. Note: If time permits it is preferable to perform a full alignment of the IRS. A more precise alignment will result. Note: If the mode selector is accidentally switched to OFF or ATT, position mode selector to OFF, wait for ALIGN light(s) to extinguish, then perform full alignment procedure.


August 31, 2007

SP.11.7



Inadvertent Selection of Attitude Mode (while on the ground) Inadvertent selection of the attitude mode may be due to physically overpowering the switch during turn–on or may be the result of a faulty switch which prevents the flight crew from accurately determining which mode is selected. If ATT position is selected inadvertently when switching to NAV IRS mode selectors ......................................................................OFF Observe ALIGN lights extinquish. After ALIGN lights extinquish, initiate a full alignment.

ISDU Entries Heading Entry

Note: Due to IRS drift rate when in ATT mode, periodic heading updates are required. IRS display selector .........................................................................HDG Push H key to initiate a heading entry. Key–in present magnetic heading. Push ENT key (cue lights extinguish). Observe proper heading shown on the navigation displays. Present Position Entry

IRS mode selector ............................................................................ NAV ALIGN lights must be illuminated (steady or flashing). IRS display selector ........................................................................PPOS Latitude ............................................................................................Enter Key–in latitude into data display, beginning with N or S, then push ENT Key (cue lights extinguish). Longitude .........................................................................................Enter Key–in longitude into data display, beginning with E or W, then push ENT key (cue lights extinguish). Observe proper latitude and longitude are displayed and ALIGN light is not flashing.


SP.11.8

August 31, 2007



Lateral Navigation (LNAV) Proceeding Direct to a Waypoint (overwrite) RTE LEGS page ............................................................................. Select On page 1/XX, line 1L, enter desired waypoint over the presently active waypoint. Correct any ROUTE DISCONTINUITY if entered waypoint was not in original flight plan.

Intercepting a Leg (Course) to a Waypoint RTE LEGS page ............................................................................. Select On page 1/XX, line 1L, enter desired waypoint over presently active waypoint. Observe INTC CRS prompt displayed in line 6R. Enter the desired intercept course in the INTC CRS line. Observe the desired course is displayed on line 6R but, with magnetic variation differences in line 1. Correct any ROUTE DISCONTINUITY if the entered waypoint was not in original flight plan. EXEC key ......................................................................................... Push Observe MOD RTE LEGS page changes to ACT. LNAV may disengage after execution of an intercept leg to a waypoint. If LNAV disengages, turn to a heading to satisfy LNAV capture criteria, as described in Chapter 11, and then engage LNAV.

Route Modification RTE LEGS or RTE page ................................................................. Select Line select existing waypoints in the desired sequence. Key–in any new waypoints in the scratch pad and line select into the flight plan. Correct any ROUTE DISCONTINUITIES. EXEC key ......................................................................................... Push Observe MOD RTE or MOD RTE LEGS page changes to ACT.


August 31, 2007

SP.11.9



Route Removal RTE page ........................................................................................ Select ORIGIN ............................................................................................Enter If EXEC key illuminates EXEC key ................................................................................... Push

Linking a Route Discontinuity Correct the ROUTE DISCONTINUITY by entering or deleting waypoints in a sequence that provides a continuous flight–plan path. EXEC key ........................................................................................ Push Observe MOD RTE or MOD RTE LEGS page changes to ACT.

Determining ETA and Distance to Cross Radial (Bearing) or Distance from a Fix FIX INFO page .............................................................................. Select Enter the identifier of the reference waypoint (normally an off–route waypoint) onto the FIX line. Enter the desired radial or distance from the FIX on a RAD/DIS line, or line select the ABM prompt if the desired radial from the FIX is perpendicular to the present route/course. Time and distance to go ................................................................. Check Check ETA and DTG, as desired. Note: If ETA and DTG are not displayed, the fix radial and/or distance do not intersect the route.


SP.11.10

August 31, 2007



Changing Destination RTE page ........................................................................................ Select Enter the new destination over the original DEST. Enter desired routing to the new destination using the RTE, RTE LEGS, and ARRIVALS pages, as appropriate. Correct any ROUTE DISCONTINUITY. EXEC key ......................................................................................... Push Observe the MOD RTE or MOD RTE LEGS page changes to ACT. Note: If destination is changed during climb, performance predictions may be blanked if the new flight plan is incompatible with the entered cruise altitude. Correct by entering a lower CRZ ALT on the CLB page.

Entering Holding Fix Into Route HOLD key ........................................................................................ Push (If RTE HOLD page is displayed, observe NEXT HOLD prompt. Line select 6L until (RTE LEGS) HOLD AT page is displayed.) Observe HOLD AT box prompts and PPOS prompt (if in flight) are displayed. Enter the holding fix in line 6L, or line select PPOS. If the holding fix is a waypoint in the active route, or PPOS was selected, observe MOD RTE HOLD page displayed. If the holding fix is a waypoint not in the active route, observe message HOLD AT XXXXX displayed in the scratch pad. Enter the holding fix into the route by line selecting in the desired waypoint sequence. Observe the MOD RTE HOLD page displayed. If displayed holding details are incorrect or inadequate, enter correct information on appropriate line(s). EXEC key ......................................................................................... Push Observe MOD RTE HOLD page changes to RTE HOLD (ACT RTE HOLD if holding at PPOS).


August 31, 2007

SP.11.11



Exiting Holding Pattern HOLD key ........................................................................................ Push Observe EXIT HOLD prompt displayed. EXIT HOLD line select key ............................................................. Push Observe EXIT HOLD prompt changes to EXIT ARMED. EXEC key ........................................................................................ Push Observe EXIT ARMED is highlighted in reverse video and LNAV flight returns to the holding fix and resumes the active route. Note: The holding pattern may be exited by performing a DIRECT TO modification if desired. In this case, the flight path may not return to the holding fix before proceeding to the selected waypoint. Ships 3704 - 3771

Note: A late sequencing of the hold exit waypoint may occur if multiple route modifications are performed just prior to exiting the hold. LNAV guidance may be temporarily interrupted while sequencing the hold exit waypoint.

Intercepting a Leg (Radial) from a Waypoint RTE or RTE LEGS page ................................................................ Select On page 1/XX, line 1L, enter the originating waypoint (anchor point) or the outbound radial. Observe the ROUTE DISCONTINUITY displayed in line 2L. Line select waypoint at 1L to the scratch pad and add the outbound radial to intercept, a slash, and then a distance sufficiently placed in front of the aircraft (i.e., ATL090/200). Line select this to the ROUTE DISCONTINUITY at 2L. Line select the created wayoint at 2L to 1L. Observe INTC CRS prompt displayed in line 6R. Line select the displayed course at 6R. Observe large font after selection and verify the white dashed line on the ND is correct. EXEC key ........................................................................................ Push Observe the MOD RTE LEGS page change to ACT. Copyright © Delta Air Lines, Inc. See title page for details.

SP.11.12

August 31, 2007



Airway Intercept RTE LEGS page ............................................................................. Select On page 1/XX, line 1L, enter the originating waypoint (anchor point) of the airway. Observe ROUTE DISCONTINUITY displayed in line 2L. RTE page ........................................................................................ Select Following the origination waypoint (anchor point), enter the new clearance on the route page. RTE LEGS page ............................................................................. Select On the ND, determine the next active waypoint. Line select the next waypoint on the new route (airway); 1L on page 1/XX. Observe INTC CRS prompt displayed in line 6R. Note: The course should be similar to the charted course, but may not be exact. Line select the displayed course at 6R. Observe large font after selection and verify the white dashed line on the ND is correct. EXEC key ......................................................................................... Push Observe the MOD RTE LEGS page change to ACT. Sequence remaining waypoints. Refer to Supplementary Procedures chapter, Flight Management, Navigation section, Route Modification procedure.


August 31, 2007

SP.11.13



Along Track Displacement RTE LEGS page ............................................................................. Select Line select the reference waypoint to the scratch pad. Add a “/” and the + or – distance desired. (EX: SEA/15 for a point 15 miles downtrack from SEA) Line select the reference waypoint. (The FMC will automatically position the created waypoint to appropriate position.) EXEC key ........................................................................................ Push Observe the MOD RTE LEGS page change to ACT.

Entering Created Waypoints on the Route or Route Legs Pages Note: Created waypoints are stored in the temporary navigation data base for one flight only. RTE or RTE LEGS page ................................................................ Select Using any of the following methods, key into the scratch pad the parameters which define the new created waypoint (place identifiers must already be stored in one of the FMC data bases): • Place bearing/distance (for example, SEA250/40); • Place bearing/place bearing (for example, SEA180/ELN270); • Along–track displacement (for example, SEA/-10); • Latitude and longitude (for example, N4731.8W12218.3). Enter into the route by line selecting to the appropriate waypoint sequence. Repeat the above steps to define additional created waypoints as desired. Correct any ROUTE DISCONTINUITY. EXEC key ........................................................................................ Push Observe the MOD RTE or MOD RTE LEGS page changes to ACT (for an inactive route, activate and execute on the RTE or RTE LEGS page).


SP.11.14

August 31, 2007



Entering Created Waypoints on the Nav Data Pages Note: Created waypoints entered on the SUPP NAV DATA pages (permitted on the ground only) are stored in the supplemental navigation data base for an indefinite time period; those entered on REF NAV DATA pages are stored in the temporary navigation data base for one flight only. INIT/REF key. ................................................................................. Push Observe INDEX prompt displayed. INIT/REF INDEX page. ................................................................ Select Observe the NAV DATA prompt displayed. To access the SUPP NAV DATA page, enter SUPP into the scratch pad. NAV DATA page. .......................................................................... Select (If the SUPP NAV DATA page is selected, observe the EFF FRM date line displayed. If an effective date had not been previously entered, box prompts are displayed. The effective date must be entered before proceeding. If required, enter the current or appropriate date on EFF FRM line and execute.) Data. ................................................................................................ Enter Enter a crew-assigned identifier on either the WPT IDENT, NAVAID IDENT, or AIRPORT IDENT line, as appropriate. Use the navaid category only for stations with DME. For a WPT IDENT entry, define the waypoint with entries for either latitude and longitude, or with entries for REF IDENT and RADIAL/DIST (REF IDENT identifier must already be stored in one of the FMC data bases). For a NAVAID IDENT or AIRPORT IDENT entry, enter appropriate data. EXEC key illuminates when data has been entered into all box prompts. EXEC key. ....................................................................................... Push Repeat above steps to define additional created waypoints as desired. To enter a new identifier in the same category, simply overwrite the previous identifier. Note: To enter a created waypoint into the flight plan, key the identifier into the scratch pad and follow the route modification procedure. Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.11.15



Deleting Created Waypoints on the Nav Data Pages INIT/REF key .................................................................................. Push Observe the INDEX prompt displayed. INIT/REF INDEX page ................................................................. Select Observe the NAV DATA prompt displayed. To access the SUPP NAV DATA page, key SUPP into the scratch pad. NAV DATA page ............................................................................ Select Enter the identifier on either the WPT IDENT, NAVAID IDENT, or AIRPORT IDENT line, as appropriate. Data ................................................................................................Delete Push the DEL key and then line select the identifier. Observe the EXEC key illuminates. EXEC key ........................................................................................ Push Data previously entered is deleted. Observe NAV DATA page displayed with prompts.


SP.11.16

August 31, 2007



Entering a Crossing Radial (Bearing) or Distance from a Fix as a Route Waypoint FIX INFO page ............................................................................... Select Enter identifier of the reference waypoint (normally an off–route waypoint) onto the FIX line. Enter the desired radial or distance from the FIX on a RAD/DIS line, or line select the ABM prompt if the desired radial or distance from the FIX is perpendicular to the present route/course. Line select the desired intersection (lines 2L–5L) into the scratch pad and observe the new created waypoint displayed as FIX/Radial/Distance. RTE LEGS page ............................................................................. Select Line select the new created waypoint, displayed in the scratch pad, to the desired waypoint sequence. Repeat the above steps to define additional created waypoints as desired. Correct any ROUTE DISCONTINUITIES. EXEC key ......................................................................................... Push Observe the MOD RTE LEGS page changes to ACT. Note: These created waypoints are stored in the temporary navigation data base for one flight only.


August 31, 2007

SP.11.17



Entering a Lateral Offset RTE page ........................................................................................ Select Observe the OFFSET prompt displayed. LATERAL OFFSET page .............................................................. Select Observe dash prompts for OFFSET DIST. OFFSET DIST .................................................................................Enter Enter desired offset distance using format Lxx or Rxx for left or right offset up to 99 nm. Observe dash prompts for START WAYPOINT and END WAYPOINT. START/END WAYPOINT ...............................................................Enter If no start/end waypoint is entered, offset will begin/end at first/last valid offset leg.

Change SID or Runway This entire procedure must be accomplished when a SID is used and the runway or SID is changed. This will prevent the possibility of incorrect routing or inadequate obstacle clearance. DEPARTURES page ...................................................................... Select RUNWAY....................................................................................Reselect SID ..............................................................................................Reselect TRANSITION (if required) ........................................................Reselect RTE LEGS page ............................................................................. Select WAYPOINT SEQUENCE and ALTITUDES ................................ Check Modify as necessary to agree with clearance. EXEC key ........................................................................................ Push


SP.11.18

August 31, 2007



Change STAR, PROF DES, or APP The associated airport must be entered as route origin or destination. ARRIVAL page .............................................................................. Select STAR or PROFILE DESCENT (if required) ................................. Select TRANSITION (if required) ............................................................ Select APPROACH ................................................................................... Select APPROACH TRANSITION (if required) ..................................... Select RTE LEGS page ............................................................................. Select WAYPOINT SEQUENCE .......................................................... CHECK Modify as necessary to agree with clearance. EXEC key ......................................................................................... Push

Delete Procedure Turn DEP/ARR page ............................................................................... Select Approach ........................................................................................ Select Reselecting same approach or selecting a new approach will remove procedure turn and select a straight in approach on the LEGS page. EXEC key ......................................................................................... Push or RTE LEGS page ........................................................................ Select Select last waypoint of procedure turn to scratchpad and overwrite PROC TURN line. Check waypoint sequencing to comply with clearance. EXEC key .................................................................................... Push


August 31, 2007

SP.11.19



Other Operations FMC Navigation Check Ships 3101-3110

If the GPS-L INVALID, GPS-R INVALID, IRS NAV ONLY, VERIFY POSITION, or UNABLE REQUIRED NAV PERF – RNP message is displayed in the scratch pad, or course deviation is suspected, accomplish the following as necessary to ensure navigation accuracy: Ships 3701-3771

If the IRS NAV ONLY, VERIFY POSITION, or UNABLE REQUIRED NAV PERF – RNP message is displayed in the scratch pad, or course deviation is suspected, accomplish the following as necessary to ensure navigation accuracy: Actual position ................... Determine and compare with FMC position Determine actual airplane position using raw data from VHF navigation or ADF radios. If radio navaids are unavailable: FMC position .................................... Compare with the IRS position Use the POS SHIFT page of the FMC CDU. If the two IRS positions are in agreement and the FMC position is significantly different, the FMC position is probably unreliable. The POS SHIFT page may be used to shift FMC position to one of the IRS positions. This is accomplished by line selecting the IRS or radio position and then pressing the EXEC Key. Actual position ....... Confirm with ATC radar or visual reference points. Navigate using most accurate information available (continue to monitor FMC position using VOR/ADF raw data displays on non–flying pilot's navigation display). CAUTION: Navigating in LNAV mode with an unreliable FMC position may result in significant navigation errors. Navigate by conventional VOR/ADF procedures, radar vectors from ATC, dead reckoning from last known position, and/or use of visual references.


SP.11.20

June 9, 2008



Inhibiting VOR/DME Use for Position Updating This procedure inhibits the use of VOR/DME information for FMC position updating. PROG page ..................................................................................... Select Observe NAV STATUS prompt displayed. NAV STATUS page ........................................................................ Select NAV OPTIONS page ....................................Select (NEXT/PREV page) To inhibit specific VOR or DME inputs: Observe dash prompts for VOR/DME INHIBIT. Enter desired VOR/DME identifier (a previous entry may be overwritten but will no longer be inhibited). Use DEL key to remove a specific VOR/DME from inhibit status. To inhibit all VOR updating: VOR UPDATE ON/OFF (4L) ................................................ OFF To inhibit all DME updating: DME UPDATE ON/OFF (3L) ............................................... OFF Reselect VOR/DME UPDATE ON/OFF prompt to return to update status.

Inhibiting GPS Updating Note: GPS position updates are allowed for all United States National Airspace approach operations. Outside this region, GPS position updates are allowed during approaches only if the FMC database and approach charts are referenced to the WGS-84 reference datum. GPS updates should be inhibited for all other approach operations. PROG page ..................................................................................... Select Observe NAV STATUS prompt displayed. NAV STATUS page ........................................................................ Select NAV OPTIONS page ....................................Select (NEXT/PREV page) GPS UPDATE .................................................................................. OFF Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.11.21



Vertical Navigation (VNAV) Temporary Level Off during Climb or Descent (Not at FMC Cruise Altitude) MCP altitude selector .................................................Set desired altitude MCP N1 light will extinquish if leveling from a climb. N1 Limit changes to CRZ if leveling from a climb. To continue climb/descent: MCP altitude selector ............................................Set desired altitude ALT INTV switch ....................................................................... Push Observe climb or descent initiated. Mode annunciations appear as initial climb or descent.

Intervention of FMC Altitude Constraints during VNAV Climb MCP altitude selector ..................................................... Set new altitude New altitude must be higher than the FMC altitude constraint(s) to be deleted. ALT INTV switch ............................................................................ Push Each push of the ALT INTV switch will delete an FMC altitude constraint.

Intervention of FMC Cruise Altitude during VNAV Cruise MCP altitude selector .................................................Set desired altitude ALT INTV switch ............................................................................ Push If a higher altitude is selected, a CRZ climb will be initiated. If a lower altitude is selected, a VNAV descent will be initiated.

Intervention of FMC Altitude Constraints during VNAV Descent MCP altitude selector .................................................Set desired altitude New altitude must be lower than the FMC altitude constant (s) to be deleted. ALT INTV switch ............................................................................ Push Each push of the ALT INTV switch will delete an FMC altitude constraint. If all FMC altitude constraints are deleted, the descent mode will revert to a VNAV speed descent. Copyright © Delta Air Lines, Inc. See title page for details.

SP.11.22

August 31, 2007



Intervention of FMC Airspeed Constraints during VNAV SPD INTV switch ............................................................................. Push MCP IAS/MACH display shows current FMC target speed. MCP speed selector ...................................................... Set desired speed VNAV remains engaged. To resume former FMC speed: SPD INTV switch ........................................................................ Push MCP IAS/MACH display blanks and FMC commanded VNAV speed is active.

Entering Waypoint Speed and Altitude Restriction (On Climb or Descent Legs Only) RTE LEGS page ............................................................................. Select Key–in desired speed and altitude, or speed only (followed by /), or altitude only, into scratch pad. An altitude followed by A or B signifies a requirement to be “at or above” or “at or below” that altitude at the waypoint (for example, key–in 220A or 240B). Line select to desired waypoint line. EXEC key ......................................................................................... Push Observe MOD RTE LEGS page changes to ACT. Note: This changes any prior speed and altitude restriction at this waypoint.

Deleting Waypoint Speed and Altitude Restriction RTE LEGS page ............................................................................. Select Push DEL key to enter DELETE in scratch pad. Line select to appropriate waypoint line. EXEC key ......................................................................................... Push Observe MOD RTE LEGS page changes to ACT and restriction is deleted and replaced with an FMC predicted value (small size characters). Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.11.23



Changing Speed and/or Altitude Restriction during Climb or Descent CLB/DES page ............................................................................... Select Push DEL key to enter DELETE in the scratch pad, or key–in the desired speed and altitude in the scratch pad. Line select to the SPD REST line. EXEC key ........................................................................................ Push Observe the MOD CLB or the MOD DES page changes to ACT and the restriction is changed or deleted.

Changing Climb/Cruise/Descent Speed Schedule CLB/CRZ/DES page ...................................................................... Select Select the prompt for the desired climb/cruise/descent schedule, or key–in the desired speed in the scratch pad and line select to the TGT SPD line. EXEC key ........................................................................................ Push Observe the MOD CLB, MOD CRZ, or MOD DES page changes to ACT and new speed schedule is specified.

Early Descent MCP altitude selector .......................................................................... Set Set next level–off altitude. DES page ........................................................................................ Select Line select DES NOW prompt. EXEC key ........................................................................................ Push Observe MOD DES page changes to ACT. Observe descent is initiated (if VNAV engaged). Note: For a PATH DES, this will result in a 1000 FPM rate of descent until the planned path is intercepted. For a SPD DES, this will result in an idle thrust normal rate of descent.


SP.11.24

August 31, 2007



Step Climb or Descent from Cruise MCP altitude selector ..........................................................................Set Set new level–off altitude. CRZ page ........................................................................................ Select Enter new altitude on the CRZ ALT line. The display changes to MOD CRZ CLB or MOD CRZ DES. If the desired climb/descent speed is different from the displayed cruise speed, manually enter the desired TGT SPD, or use access prompts to select desired CLB/DES page. EXEC key ......................................................................................... Push Observe the MOD CRZ CLB/MOD CRZ DES page (or other selected MOD CLB/MOD DES page) changes to ACT. Observe climb/descent is initiated at the TGT SPD (if VNAV engaged).


August 31, 2007

SP.11.25



Performance and Progress Functions Determining ETA and Fuel Remaining for New Destination RTE page ........................................................................................ Select Enter the new destination over the original DEST. Enter correct routing to the new destination using RTE, RTE LEGS, and ARRIVALS pages, as appropriate. Correct any ROUTE DISCONTINUITY. PROGRESS page ........................................................................... Select Observe new destination with a MOD title. Check ETA and FUEL remaining. RTE page ........................................................................................ Select EXEC or ERASE the new destination/routing, as desired. Observe MOD RTE page changes to ACT.

Estimated Wind Entries for Cruise Waypoints RTE LEGS page ............................................................................. Select Observe the DATA prompt displayed. RTE DATA page............................................................................. Select Enter the estimated true wind direction/speed on the appropriate line(s).


SP.11.26

August 31, 2007



Step Climb Evaluation CRZ page ........................................................................................ Select Enter the desired step climb altitude on the STEP line. If known, enter the estimated average true wind direction/speed for the desired step climb altitude on the ACTUAL WIND line. Step climb savings ...................................................................Determine Observe the fuel SAVINGS/PENALTY and FUEL AT ______ (destination) lines to determine if a higher cruise altitude is advantageous. If step climb fuel savings are significant, use the appropriate climb procedure to initiate climb to the higher altitude when NOW is displayed on STEP POINT line. Note: Step climb evaluations do not consider buffet margin limits. If the altitude entered for the step climb evaluation is higher than the maximum altitude for flight with an adequate buffet margin, the message “MAX ALT FLXXX” will be displayed in the scratch pad. Ensure the new cruise altitude entered for the climb is at or below the MAX ALT displayed in the message in order to maintain a safe buffet margin.

Entering Descent Forecasts DES page ........................................................................................ Select Observe FORECAST prompt displayed. DES FORECASTS page ................................................................ Select Verify the TRANS LVL and revise if required. Enter average ISA DEV forecast for descent and destination QNH. Enter forecast descent WINDs (for up to three different altitudes). EXEC key ......................................................................................... Push Observe MOD DES FORECASTS page changes to ACT.

Engine Out Engine out climb and cruise pages provide advisory information for engine out operation. Refer to Volume II, Flight Management, Navigation, sections 41 and 42, for a complete description of ENG OUT CLB and ENG OUT CRZ pages. Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.11.27



Required Time of Arrival (RTA) Note: An active FMC flight plan complete with all performance data must exist before the required time of arrival (RTA) mode can be used.

Entering an RTA Waypoint and Time RTA PROGRESS page .................................................................. Select On PROGRESS page 2, line 1L, enter the flight plan waypoint where required time of arrival is applicable. Observe the MOD RTA PROGRESS page displayed with the computed ETA, for the entered waypoint, displayed in line 1R. RTA ..................................................................................................Enter Enter required time of arrival into line 1R. Time should be entered in hours, minutes, and seconds (Examples: 174530, 1745, 1745.5). Observe MOD RTA PROGRESS page displayed with pertinent data for complying with entered RTA. Observe EXEC key illuminated. EXEC key ........................................................................................ Push Observe ACT RTA PROGRESS page displayed.

Entering Speed Restrictions for RTA Navigation PERF LIMITS page ....................................................................... Select Enter minimum or maximum speed restriction for RTA navigation in lines 2, 3, or 4 depending on phase of flight. Observe RTA parameters change to reflect new limits (RTA PROGRESS page) and EXEC key illuminated. EXEC key ........................................................................................ Push Observe MOD PERF LIMITS page change to ACT PERF LIMITS page. Note: Entered restrictions on line 2, 3, and 4 also restrict other navigation modes such as ECON.


SP.11.28

August 31, 2007



Entering New Time Error Tolerances for RTA Navigation PERF LIMITS page ........................................................................ Select Enter desired time error tolerance (5 to 30 seconds) for the RTA waypoint on line 1L (Example: 25). Observe MOD PERF LIMITS page displayed and EXEC key illuminated. EXEC key ......................................................................................... Push Observe ACT PERF LIMITS page displayed.


August 31, 2007

SP.11.29



RNAV Procedures Entering Required Navigational Performance (RNP) LEGS Page ..................................................................................... Select Enter RNP value from the approach plate into the scratch pad. Line Select Key 6L........................................................................... Push

Resetting RNP to Default Value LEGS Page ..................................................................................... Select DELETE Key ................................................................................... Push Line Select Key 6L........................................................................... Push


SP.11.30

August 31, 2007



Additional CDU Functions Navigation Display Plan Mode (Center Step Operation) EFIS Control Panel Mode Selector ............................................... PLAN RTE LEGS page ............................................................................. Select EFIS Control Panel Range Selector ...................................... As required MAP CTR STEP key ........................................................................ Push Each push moves the CTR label to the next geographically fixed waypoint in the route. Selecting PREV PAGE or NEXT PAGE moves the CTR label to the first geographically fixed waypoint on the new page. EFIS Control Panel Mode Selector ....................................... As required

Enter Position Shift on Runway TAKEOFF REF page ...................................................................... Select TO SHIFT distance .......................................................................... Enter Enter distance desired from runway threshold. When TO/GA is pushed, FMC will update position to runway threshold plus entered distance. If position shift must be removed RTE page ................................................................................... Select RWY ........................................................................................... Enter Reenter runway on RTE page. Check and reenter other performance data as required.

Nav Accuracy Check Prior to entry into Class II airspace, a nav accuracy check will be performed. Completion of this check should be annotated on the International Flight Plan. Use the following: • Select LEGS Page in the FMS. • Verify ANP value is less than or equal to RNP. • Place check in flight plan block indicating nav accuracy check completed. Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.11.31



FMC Inoperative Use conventional navigation. LNAV and VNAV modes are not available. Set N1 reference and Airspeed bugs using the ODM and/or WDR. Refer to Supplementary Engines, APU section, Setting N1 Bugs with no Operative FMC procedure. Refer to Supplementary Flight Instruments, Displays section, Setting Airspeed Bugs with no Operative FMC procedure. Accomplish the following procedures, in conjunction with normal procedures, during appropriate phases of flight.

Before Start IRS alignment ...........................................................................Complete Use ISDU to enter present position information. See Supplementary IRS - Full Alignment, Fast Realignment and ISDU Entries procedures in this section. CAUTION: IRS ALIGN lights must be extinguished prior to aircraft movement.

After Paperwork Received N1 reference bugs ................................................................. As required Airspeed bugs ........................................................................ As required Note: VREF is not set for takeoff. Set V2 in MCP IAS/MACH display window.

Before Takeoff Autothrottle .........................................................................................Off Note: Autothrottle may be used after takeoff. FLIGHT DIRECTOR switches...................................................... On Press either TO/GA switch when applying takeoff thrust to activate the flight director.


SP.11.32

August 31, 2007



Climb and Cruise Autothrottle ............................................................................ As required Rotate MCP speed selector knob to desired speed. If autothrottle is engaged during climb: MCP SPD or N1 appears on the FMAs. If autothrottle is engaged during cruise: MCP SPD appears on the FMAs. N1 reference bugs .................................................................. As required EFIS control panel mode selector .......................................... As required Set mode selector switch to APP or VOR as required. Tune navigation radios manually. Autopilot ................................................................................ As required

Descent, Approach and Before Landing Autothrottle ............................................................................ As required Rotate MCP speed selector knob to desired speed. CAUTION: If the TO/GA switch is used for go-around, only reduced thrust is available. Maximum thrust go-around must be performed manually. N1 reference bugs .................................................................. As required Airspeed bugs ........................................................................ As required EFIS control panel mode selector .......................................... As required Set mode selector switch to APP or VOR as required. Autopilot ................................................................................ As required Dual autopilots are available for autoland.


August 31, 2007

SP.11.33



FMS Preflight for Origins/Destinations/Waypoints Not Contained in FMS Database Certain offline airports, waypoints, and/or navaids may not be included in the permanent FMS database. If necessary, the Lat./Long. for the offline airport or Lat./Long. for a navaid or waypoint can be loaded into the FMS SUPP NAV DATA pages. Also, display and use raw data as applicable for all Departure Procedures/STARs/ Approaches/Missed Approaches at airports not included in the permanent FMC database. Set EFIS mode selector to APP or VOR as required for each phase of flight.

Supplemental Navigation Database Access to the SUPP NAV DATA pages is available only on the ground. To access the database, type “SUPP” in the scratchpad from the INIT/REF INDEX page, then select the NAV DATA prompt. Note: Data entered into the supplemental database is retained indefinitely, whereas data entered into the temporary database (entered on the REF NAV DATA pages) is erased after the completion of each flight. Refer to Volume 2, Flight Management, Navigation, FMC Cruise, Navigation Summary (NAV SUMMARY) for additional guidance. To determine if SUPP NAV DATA is present:

IDENT page ................................................................................... Select SUPP DATA (5R) .......................................................................... Check If no date is displayed, no data in supplemental database. If a date is displayed, data is stored in the supplemental database. To display the SUPP NAV DATA page:

INIT/REF INDEX page ................................................................. Select “SUPP” ....................................................................Type into scratchpad NAV/DATA prompt (1R) ............................................................... Select EFF FROM MMMDY/YR (3R) .................................................... Check If no date is displayed, no data in supplemental database. If a date is displayed, data is stored in the supplemental database. Continued on next page Copyright © Delta Air Lines, Inc. See title page for details.

SP.11.34

August 31, 2007




EFF FROM MMMDY/YR (3R) ..................................................... Enter Entry of date is required before any entries can be made to SUPP NAV DATA. EXEC key ......................................................................................... Push To clear supplemental database memory:

DELETE ALL SUPP DATA (6R) .................................................. Select Must be accomplished prior to entry of origin airport. EXEC key ......................................................................................... Push Note: The supplemental database should be cleared prior to use to prevent the FMS from accessing incorrectly entered data. To clear individual supplemental database entries:

WPT IDENT, NAVAID IDENT, AIRPORT IDENT ....................... Enter DEL key ............................................................................................ Push EXEC key ......................................................................................... Push To display all data in supplemental and temporary databases:

SUMMARY prompt (2R) ............................................................... Select TEMP NAV SUMMARY pages are followed by SUPP NAV SUMMARY pages.

Entering Created Airports, Navigational Aids, and Waypoints on the NAV DATA Pages The supplemental navigation database shares memory storage with the temporary navigation database, the two being limited to a total of 40 navaids and 6 airports. Forty (40) waypoints may be stored, with 20 dedicated to the temporary database and the remaining 20 shared. To enter airport data:

Four letter ICAO AIRPORT IDENT (2L) ....................................... Enter The display changes to airport data. RUNWAY IDENT (1L) ................................................................... Enter LATITUDE (3L) .............................................................................. Enter Continued on next page Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.11.35




LONGITUDE (3R) ..........................................................................Enter Airport ELEVATION in feet MSL (4R) ...........................................Enter MAG VAR computes automatically. EXEC key ........................................................................................ Push To enter navigation aid data:

NAVAID IDENT (maximum 5 characters) (1R)..............................Enter The display changes to airport data. LATITUDE (3L) ..............................................................................Enter LONGITUDE (3R) ..........................................................................Enter FREQ (4L) .......................................................................................Enter CLASS (2R) .....................................................................................Enter Navaid ELEVATION in feet MSL (4R) ...........................................Enter MAG VAR computes automatically. EXEC key ........................................................................................ Push To enter waypoint data:

WPT IDENT (maximum 5 characters) (1L) ....................................Enter The display changes to airport data. To define the waypoint by Lat./Long.: LATITUDE (3L) .........................................................................Enter LONGITUDE (3R) .....................................................................Enter To define the waypoint by Radial/Distance: REF IDENT (6L) ........................................................................Enter REF IDENT must be already stored in a FMC database. RADIAL/DIST (5R) ...................................................................Enter MAG VAR is computed by FMS. EXEC key ................................................................................... Push Copyright © Delta Air Lines, Inc. See title page for details.

SP.11.36

August 31, 2007


Supplementary Procedures Fuel


SP.12 FuelSupplementary BalancingProcedures-Fuel

If an engine fuel leak is suspected: Accomplish the ENGINE FUEL LEAK checklist. Maintain main tank No. 1 and No. 2 fuel balance within limitations. Note: Fuel pump pressure should be supplied to the engines at all times. At high altitude, without fuel pump pressure, thrust deterioration or engine flameout may occur. If the center tank contains fuel: Center tank fuel pump switches .................................................. OFF Crossfeed selector ....................................................................... Open Fuel pump switches (low tank) ................................................... OFF When quantities are balanced: Fuel pump switches (main tank) ..............................................ON Center tank fuel pump switches ...............................................ON Crossfeed selector ................................................................ Close If the center tank contains no fuel: Crossfeed selector ....................................................................... Open Fuel pump switches (low tank) ................................................... OFF When quantities are balanced: Fuel pump switches ..................................................................ON


Crossfeed selector ................................................................ Close


August 31, 2007

SP.12.1



Refueling Fuel Load Distribution Main tanks No. 1 and No. 2 should normally be serviced equally until full. Additional fuel is loaded into the center tank until the desired fuel load is reached.

Note: Main tanks No. 1 and No. 2 must be scheduled to be full if the center tank contains more than 1,000 lbs of fuel.

Note: If the main tanks are not full, the zero fuel gross weight of the airplane, plus the weight of the center tank fuel, may exceed the maximum zero fuel gross weight by up to 5,000 pounds for takeoff, climb, and cruise; and up to 3,000 pounds for descent and landing, provided the effects of balance (CG) have been considered.

Fuel Pressure Apply from a truck or fuel pit. A nozzle pressure of 50 psi provides approximately 300 U.S. gallons per minute.

Normal Refueling When a full fuel load is required, the fuel shutoff system closes the fueling valves automatically when the tanks are full. When a partial fuel load is required, the fuel quantity indicators are monitored and the fueling valves are closed by manually positioning the fueling valve switches to CLOSED when the desired fuel quantity is aboard the airplane.

Refueling with Battery Only When the APU is inoperative and external power is not available, refueling can be accomplished as follows:

Battery switch .................................................................................... ON Note: The refueling system will operate normally. Operation is limited only by battery life.


SP.12.2

August 31, 2007



Refueling with No AC or DC Power Source Available When it becomes necessary to refuel with the APU inoperative, the aircraft battery depleted, and no external power source available, refueling can still be accomplished: Fueling hose nozzle ....................Attached to the refueling receptacle Fueling valves ................................ Open for the tanks to be refueled Note: Main tanks No. 1 and No. 2, and the center tank refueling valves each have a red override button that must be pressed and held while fuel is being pumped into the tank. Releasing the override button allows the spring in the valve to close the valve. Caution must be observed not to overfill a tank, since there is no automatic fuel shutoff during manual operation. When the desired amount of fuel has been pumped into the tanks, the refueling valves for the respective tanks can be released.

Ground Transfer of Fuel Fuel can be transferred from one tank to another tank by using the appropriate fuel pumps, the fueling valve, the defueling valve, and the crossfeed valve. AC power must be available. Prior to transferring fuel or defueling, conduct a lamp test of the respective fuel pump LOW PRESSURE lights. When transferring fuel or defueling from either the center or main wing tanks, montior the fuel pump LOW PRESSURE lights and turn the fuel pumps OFF at the first indication of fuel pump low pressure. Fuel may be transferred from tank to tank or the aircraft may be defueled with passengers on board, provided the fuel quantity in the tank from which fuel is being taken is maintained at not less than 2000 pounds. Deplane all passengers and non-essential crew when defueling or transferring fuel from a tank that has less than 2000 pounds. Wait until the process has been completed and the respective fuel pumps turned OFF before reloading non-essential crew and passengers. To transfer fuel from the main tanks to the center tank:

Main tank fuel pump switches ............................................................ ON Crossfeed selector ............................................................................ Open Manual defueling valve ................................................................... Open Center tank fueling valve switch ................................................... OPEN Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.12.3



Fuel transfer ................................................................................ Monitor The center tank fuel quantity indicator shows an increase in fuel. The main tank indicators show a decrease in fuel.

Center tank fueling valve switch ...............................................CLOSED When the required amount of fuel has been transferred, the switch is closed at the fueling panel.

Manual defueling valve ................................................................... Close Crossfeed selector ........................................................................... Close Main tank fuel pump switches ..........................................................OFF Main Tanks ...................................................................................... Refill Refueling panel and defuel panel access doors ............................... Close

Fuel Crossfeed Valve Check Crossfeed selector ............................................................................Open Verify crossfeed VALVE OPEN light illuminates bright and then dim.

Crossfeed selector ........................................................................... Close Verify crossfeed VALVE OPEN light illuminates bright and then extinguishes.


SP.12.4

June 9, 2008



Chapter SP

Warning Systems

Section 15

SP.15 Supplementary Procedures-Warning Systems GPWS/Windshear Test

The following procedure is normally accomplished prior to the first flight of the day and on each crew change.

Ground Proximity Warning System TEST switch ............................................................... Push momentarily Verify proper operation of the following: • BELOW G/S and GPWS INOP lights illuminate • PULL UP and WINDSHEAR alerts illuminate • “GLIDESLOPE,” “PULL UP,” and “WINDSHEAR” aurals sound • TERR FAIL and TERR TEST show on navigation displays • terrain display test pattern shows on navigation displays • terrain caution aurals sound and TERRAIN caution message shows on navigation displays. Note: If the test switch is held until aurals begin, all installed GPWS aural warnings are tested.

TCAS System Test The following procedure is normally accomplished prior to the first flight of the day.

Transponder mode selector TEST switch ................... Push momentarily TCAS TEST is displayed on the navigation display for 8 seconds then blanks. One of the following aural annunciations will sound at the completion of the test: Aural Alerts


“TCAS SYSTEM TEST FAIL” “TCAS SYSTEM TEST OK”

Definition

Test failed. Maintenance required. Test complete. System operable.

CAUTION: Absence of an aural warning should be investigated prior to flight.

August 31, 2007

SP.15.1

Supplementary Procedures Warning Systems


Intentionally Blank

SP.15.2

August 31, 2007


Supplementary Procedures Adverse Weather


SP.16 Supplementary Procedures-Adverse Weather Introduction

Airplane operation in adverse weather conditions may require additional considerations due to the effects of extreme temperatures, precipitation, turbulence, and windshear. Procedures in this section supplement normal procedures and should be observed when applicable.

Cold Weather Operation Considerations associated with cold weather operation are primarily concerned with low temperatures and with ice and snow on the airplane, ramps, taxiways and runways. Icing conditions exist when OAT is 10°C (50°F) or below during ground operations, takeoff, initial climb or go-around; or, TAT is 10°C or below in-flight and: • visible moisture (clouds, fog with visibility less than one mile, rain, snow, ice crystals, or other freezing precipitation) is present, or • standing water, ice, or snow is present on the ramps, taxiways, or runways.

Preflight Although removal of surface snow, ice or frost is normally an ACS function, the flight crew should use additional care and scrutiny during preflight preparation to inspect areas where surface snow or frost could change or affect normal system operations. Exterior Inspection

Surfaces.......................................................................................... Check Check for frost, snow or ice. Thin hoarfrost is acceptable on the upper surface of the fuselage provided all vents and ports are clear. Thin hoarfrost is a uniform white deposit of fine crystalline texture, which usually occurs on exposed surfaces on a cold and cloudless night, and which is thin enough to distinguish surface features underneath, such as paint lines, markings or lettering. When cold-soaked fuel frost is present, refer to Supplementary Procedures, Anti-Ice, Rain Section, SP.3.

Control surfaces ............................................................................. Check Verify control surfaces are free of snow or ice.


August 31, 2007

SP.16.1



Control balance cavities ................................................................. Check Check drainage after snow removal. Puddled water may refreeze in flight.

Pitot probes and static ports ........................................................... Check Check all pitot probes and static ports free of ice and snow. Water rundown after snow removal may refreeze immediately forward of static ports and cause an ice buildup which disturbs airflow over the static ports resulting in erroneous static readings even when static ports themselves are clear.

Air conditioning inlets and exits .................................................... Check Verify that the air inlets and exits, including the outflow valve, are free of snow and ice. If the APU is operating, verify that the outflow valve is fully open.

Engine inlets ................................................................................... Check Verify that the inlet cowling is free of snow and ice. Verify that the fan blades are free of snow and ice and that the fan is free to rotate.

Fuel tank vents ............................................................................... Check Verify all traces of ice and frost are removed.

Landing gear doors ......................................................................... Check Landing gear doors should be free of snow or ice.

APU air inlets ................................................................................ Check The APU inlet door and cooling air inlet must be free of snow or ice prior to APU start.

Outflow valves ............................................................................... Check Check that outflow valves are free of impacted snow and unobstructed.

If airframe de/anti-icing is accomplished at the gate: Refer to the Ground De/Anti-Icing procedure in this section. Flight Deck Preparation

PROBE HEAT .................................................................................... ON Verify that all probe heat lights are extinguished.


SP.16.2

August 31, 2007



Engine Start Note: If airframe icing conditions exist or taxiways are slippery, delayed engine start is not recommended. Normal procedures are applicable with some exceptions. Do the normal Engine Start Procedure with the following modifications: • If the engine has been cold soaked for one or more hours at ambient temperatures below -40°C, do not start or motor the engine. Maintenance personnel should do appropriate procedures for adverse weather heating of the Hydro-Mechanical Unit. • If the engine has been cold soaked for three or more hours at ambient temperatures below -40°C, do not start or motor the engine. Maintenance personnel should do appropriate procedures for adverse weather starter servicing. • If ambient temperature is below -35°C, idle the engine for two minutes before changing thrust lever position. • Up to three and one–half minutes may be allowed for oil pressure to reach the minimum operating pressure. During this period, the LOW OIL PRESSURE light may remain illuminated, pressure may go above the normal range and the FILTER BYPASS light may illuminate. Operate the engine at idle thrust until oil pressure returns to the normal range. • Display units may require additional warm-up time before displayed engine indications accurately show changing values. Display units may appear less bright than normal. Note: If a precautionary shutdown was accomplished due to lack of oil pressure after start, the engine heat generated may provide adequate warming for a subsequent start to be successful (allow 10 to 15 minutes for internal heat distribution to warm the oil system). If available, a hot air source may be used to warm the oil tank and engine gearbox prior to the next start.

After Start Electrical power ............................................................... Generators ON Normally engine IDGs stabilize within one minute, although due to cold oil, up to five minutes may be required to produce steady power.


August 31, 2007

SP.16.3



Engine Anti-ice Operation - On the Ground Engine anti-ice must be selected ON immediately after both engines are started and remain on during all ground operations when icing conditions exist or are anticipated, except when the temperature is below -40°C OAT.

WARNING: Do not rely on airframe visual icing cues before activating engine anti-ice. Use the temperature and visible moisture criteria because late activation of engine anti-ice may allow excessive ingestion of ice and result in engine damage or failure. CAUTION: Do not use engine anti-ice when OAT is above 10°C. When engine anti-ice is needed: ENGINE START switches ....................................................... CONT ENGINE ANTI-ICE switches ...................................................... ON Verify that the COWL VALVE OPEN lights illuminate bright, then dim. Verify that the COWL ANTI-ICE lights are extinguished. Note: If the COWL VALVE OPEN lights remain illuminated bright with engines at IDLE, position APU BLEED air switch to OFF and increase thrust slightly (up to a maximum of 30% N1). When engine anti-ice is no longer needed: ENGINE ANTI-ICE switches .....................................................OFF Verify that the COWL VALVE OPEN lights illuminate bright, then extinguish. ENGINE START switches ...........................................................OFF


SP.16.4

August 31, 2007



Wing Anti-ice Operation - On the Ground Use wing anti-ice during all ground operations between engine start and takeoff when icing conditions exist or are anticipated, unless the airplane is, or will be protected by the application of Type II or Type IV fluid in compliance with Delta’s de-icing program.

WARNING: Do not use wing anti-ice as an alternative for ground de-icing/anti-icing. Close inspection is still needed to ensure that no frost, snow or ice is adhering to the wing, leading edge devices, stabilizer, control surfaces or other critical airplane components at takeoff. WARNING: Ground use of the wing anti–ice system is intended to complement, and not replace, ground de–icing/anti–icing and inspection procedures. CAUTION: Do not use wing anti-ice when OAT is above 10°C. When wing anti-ice is needed: WING ANTI-ICE switch .............................................................. ON Verify that the L and R VALVE OPEN lights illuminate bright, then dim. Note: The wing anti-ice VALVE OPEN lights may cycle bright/dim due to the control valves cycling closed/open in response to thrust setting and duct temperature logic. When wing anti-ice is no longer needed: WING ANTI-ICE switch ............................................................ OFF Verify that the L and R VALVE OPEN lights illuminate bright, then extinguish. If the aircraft has been protected by de/anti-icing fluid and icing conditions exist or are anticipated: Configure airplane per the following chart: Fluid Type

Operating Engine(s)

Wing Anti-Ice

Type I

2

ON

Type II or Type IV

1* or 2

OFF

* Single engine taxi permitted. Copyright © Delta Air Lines, Inc. See title page for details.

August 31, 2007

SP.16.5



Taxi–Out CAUTION: Taxi at a reduced speed. Use smaller nose wheel steering and rudder inputs and apply minimum thrust evenly and smoothly. Taxiing on slippery taxiways or runways at excessive speed or with high crosswinds may start a skid. CAUTION: When operating the engines over significant amounts of standing de-icing or anti-icing fluid, limit thrust to the minimum required. Excessive ingestion of de-icing or anti-icing fluid can cause the fluid to build up on the engine compressor blades resulting in compressor stalls and engine surges. When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to minimize ice build-up. Use the following procedure: Check that the area behind the airplane is clear. Run-up to a minimum of 70% N1 for approximately 30 seconds duration at intervals no greater than 30 minutes. If airport surface conditions and the concentration of aircraft do not permit the engine thrust level to be increased to 70% N1, then set a thrust level and time at that thrust level as high as practical. Note: When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow, run-ups to a minimum of 70% N1 for approximately 1 second duration at intervals no greater then 10 minutes enhance ice shedding. Flight controls ................................................................................ Check Note: Increase in control forces can be expected at low temperatures because of increased resistance in cables and thickened oil in snubbers and bearings. If any flight control is suspected of binding or restricted movement, refer to the Supplementary Flight Controls section, Flight Controls Check.


SP.16.6

August 31, 2007



Nose wheel steering ....................................................................... Check Nose wheel steering should be exercised in both directions during taxi to circulate warm hydraulic fluid through steering cylinders and minimize steering lag caused by low temperatures. Flaps .............................................................................................. Check Move flaps through full travel to ensure freedom of movement. CAUTION: The flap position indicator and leading edge devices annunciator panel should be closely observed for positive movement. If the flaps should stop, the flap lever should be placed immediately in the same position as indicated. Flaps ......................................................................... Set flaps, as needed If taxi route is through slush or standing water in low temperatures or if precipitation is falling with temperatures below freezing, taxi with flaps up. Taxiing with flaps extended subjects the flaps and flap drives to snow and slush accumulations from the main gear wheels. Leading edge devices are also susceptible to slush accumulations. If flaps are up for taxi, delay accomplishment of the TAXI and BEFORE TAKEOFF checklists until flaps are properly positioned and a flap movement check completed. Exposure of untreated surfaces for the short period of time from delayed flap extension to takeoff should not affect the performance of the wing nor jeopardize compliance with the clean aircraft concept. If thrust reversers are used on snow or slush covered taxiways, the aircraft (especially wing leading edges) must be reinspected for contamination. If airframe de/anti-icing is accomplished during taxi: Refer to the Ground De/Anti-Icing procedure in this section.


August 31, 2007

SP.16.7



Before Takeoff CAUTION: To prevent damage to the retractable landing lights, consider leaving them in the retracted position when taking off on contaminated runways. Flaps ..........................................................................................Verify set Takeoff Speeds Takeoff, accelerate-stop distances and V1 speeds are normally based on smooth, dry, hard-surfaced runways. Snow, slush, standing water and ice affect takeoff performance. Slush and standing water affect acceleration, and precipitation in any form affects stopping capability. For performance corrections, see ODM/ARM. Anti-ice Takeoff Performance Penalties When takeoff performance is based on known or forecast icing conditions at departure time and performance corrections are required, they will be applied to the weight and balance data (AWABS). This will be indicated by a statement printed on AWABS below the adjusted takeoff weight and in the performance notes. The flight crew is responsible for applying takeoff weight corrections when conditions require and the Weight Data Record does not indicate that corrections were applied. WARNING: The Captain must verify that there is no contamination (snow, ice or frost) adhering to the wings or control surfaces. It can be reasonably assumed that those areas not visible are clear if the entire airplane has been deiced, the wing surfaces are viewed from the cabin are clear of accumulation and a satisfactory control check is made just prior to takeoff. If contamination is suspected, particularly if lengthy delays occur, return aircraft to ACS/Maintenance for inspection and further deicing if necessary. Continued on next page


SP.16.8

August 31, 2007



Continued from previous page Avoid fast rotation rates (in excess of 3 degrees/second) since combined with wing contamination this may result in reduction of stall margin. At light gross weights and cold temperatures, a 3 degree per second rotation rate will result in an initial climb speed above V2 +20. Initial climb speeds up to V2 +25 will not significantly affect the climb profile. At designated high elevation airports, improved performance takeoffs can be used if needed to increase the climb limit weights for takeoff performance. This will provide additional stall margins with minimum performance penalties. Rejected Takeoff If operable, use RTO position of the AUTOBRAKE selector for takeoff. When aborting a takeoff on a slippery runway, use maximum allowable symmetrical reverse thrust and ensure speed brake lever is up. If a side slip develops, correct back to center line by reducing reverse thrust to reverse idle and releasing brakes. This allows the tire cornering forces to be used for alignment to runway center line. Use rudder, steering and differential braking, as required, to prevent over correcting past the center line. When reestablished on center line, apply maximum braking and reverse thrust to stop the aircraft.

Takeoff Refer to the Guidelines for Contaminated Runways procedure in this section, if applicable. Do the normal Takeoff Procedure with the following modification: When engine anti-ice is required and the OAT is 3°C or below, the takeoff must be preceded by a static engine run-up. Use the following procedure: Run-up to a minimum of 70% N1 and confirm stable engine operation before the start of the takeoff roll.


August 31, 2007

SP.16.9



Engine Anti-Ice Operation – In Flight Engine anti–ice must be ON during all flight operations when icing conditions exist or are anticipated, except during climb and cruise when the temperature is below -40°C SAT. Engine anti–ice must be ON before, and during descent in all icing conditions, including temperatures below -40°C SAT. When operating in areas of possible icing, activate engine anti–ice before entering icing conditions.

WARNING: Do not rely on airframe visual icing cues before activating engine anti–ice. Use the temperature and visible moisture criteria because late activation of engine anti-ice may allow excessive ingestion of ice and result in engine damage or failure. CAUTION: Do not use engine anti-ice when TAT is above 10°C When engine anti–ice is needed: ENGINE START switches ....................................................... CONT ENG ANTI–ICE switches ............................................................ ON Verify that the COWL OPEN lights illuminate bright, then dim. Verify that the COWL ANTI-ICE lights are extinguished. Note: If the COWL VALVE OPEN lights remain illuminated bright with engines at IDLE, increase thrust slightly (up to a minimum of 30% N1). When engine anti-ice is no longer needed: ENGINE ANTI-ICE switches .....................................................OFF Verify that the COWL VALVE OPEN lights illuminate bright, then extinguish. ENGINE START switches ...........................................................OFF Fan Ice Removal

CAUTION: Avoid prolonged operation in moderate to severe icing conditions.


SP.16.10

August 31, 2007



Severe icing can usually be avoided by a change in altitude and/or airspeed. If flight in moderate to severe icing conditions cannot be avoided, do the following on both engines, one engine at a time at approximately 15 minute intervals:

Thrust .................................................................................... Increase Increase thrust to a minimum of 80% N1 for approximately 1 second to ensure the fan blades and spinner are clear of ice.

Engine vibration may occur due to fan blade/spinner icing. If engine vibration continues after increasing thrust, do the following on both engines, one engine at a time: ENGINE START switch ......................................................... FLT Thrust .................................................................................. Adjust Adjust thrust to 45% N1. After approximately five seconds, increase thrust lever slowly to a minimum of 80% N1.

Note: Engine vibration may reduce to a low level before 80% N1 is reached, however, thrust increase must continue to a minimum of 80% N1 to remove ice from the fan blades. Note: Engine vibration may indicate full scale prior to shedding ice, however, this has no adverse effect on the engine. If vibration does not decrease, do the procedure for HIGH ENGINE VIBRATION “If not in icing conditions.”


August 31, 2007

SP.16.11



Wing Anti-Ice Operation – In Flight Note: Do not use wing anti-ice prior to 400 feet AGL. Ice accumulation on the flight deck window frames, windshield center post, or on the windshield wiper arm may be used as an indication of structural icing conditions and the need to turn on wing anti-ice. The wing anti-ice system may be used as a de-icer or anti-icer in flight only. The primary method is to use it as a de-icer by allowing ice to accumulate before turning wing anti-ice on. This procedure provides the cleanest airfoil surface, the least possible runback ice formation, and the least thrust and fuel penalty. Normally it is not necessary to shed ice periodically unless extended flight through icing conditions is necessary (holding). The secondary method is to use wing anti-ice before ice accumulation. Operate the wing anti-ice system as an anti-icer only during extended operations in moderate or severe icing conditions, such as holding.

CAUTION: Do not use wing anti-ice when TAT is above 10°C. CAUTION: Use of wing anti-ice above approximately FL350 may cause bleed trip off and possible loss of cabin pressure. Note: Prolonged operation in icing conditions with the leading edge and trailing edge flaps extended is not recommended. Holding in icing conditions with flaps extended is prohibited. When wing anti-ice is needed: WING ANTI-ICE switch .............................................................. ON Verify that the L and R VALVE OPEN lights illuminate bright, then dim. When wing anti-ice is no longer needed: WING ANTI-ICE switch .............................................................OFF Verify that the L and R VALVE OPEN lights illuminate bright, then extinguish. After flying in icing conditions with temperature at destination airport below 46°F, and/or if landing will be made with anti-icing in use, and/or the flight required the use of wing anti-ice, check that required corrections have been made to go-around climb limit weight. Use AWABS or ODM data, as available. Copyright © Delta Air Lines, Inc. See title page for details.

SP.16.12

August 31, 2007



Cold Temperature Altitude Corrections Extremely low temperatures create significant altimeter errors and greater potential for reduced terrain clearance. When the temperature is colder than ISA, true altitude will be lower than indicated altitude. Refer to Airway Manual, Weather, Pressure Altimeter Corrections, Cold Weather, for altitude correction considerations when operating at or near airports where high terrain and/or obstacles exist in combination with very cold temperatures (-10°C or colder), or when en route minimum altitudes are affected by terrain clearance.


August 31, 2007

SP.16.13



Approach and Landing Approach

Engine anti–ice ...................................................................... As required If icing conditions exist, engine anti–ice must be ON.

Wing anti–ice ........................................................................ As required Use normal procedures and reference speeds unless a flaps 15 landing is planned. If a flaps 15 landing will be made: Set VREF 15 If any of the following conditions apply, set VREF ICE = VREF 15 + 10: • engine anti–ice will be used during landing • wing anti–ice has been used any time during the flight • icing conditions were encountered during the flight and the landing temperature is below 10°C. The combined airspeed corrections for steady wind, gust, and icing should not exceed the maximum of 20 knots. Landing

• Refer to the Guidelines for Contaminated Runways procedure in this section, if applicable. • Use autobrakes, if available, for maximum stopping effectiveness. To optimize stopping distance: • Avoid excessive approach speed • Touchdown within 1500 feet from the approach end of the runway • Assure spoilers deploy • Use maximum allowable symmetrical reverse thrust. • Reduce reverse thrust to reverse idle by 60 knots. Select forward idle at normal taxi speed. • If side slipping develops, return both reverse levers toward the idle detent. • Reverse thrust may reduce forward visibility due to blowing snow. • Avoid abrupt steering inputs. • Ice accumulation may render the nose wheel steering inoperative or sluggish. Use rudder inputs and/or differential braking for directional control. Copyright © Delta Air Lines, Inc. See title page for details.

SP.16.14

August 31, 2007



After Landing CAUTION: Taxi at a reduced speed. Use smaller nose wheel steering wheel and rudder inputs and apply minimum thrust evenly and smoothly. Taxiing on slippery taxiways or runways at excessive speed or with high crosswinds may start a skid. CAUTION: When operating the engines over significant amounts of standing de-icing or anti-icing fluid, limit thrust to the minimum required. Excessive ingestion of de-icing or anti-icing fluid can cause the fluid to build up on the engine compressor blades resulting in compressor stalls and engine surges. Do the normal After Landing Procedure with the following modifications: After prolonged operation in icing conditions with the flaps extended, or when an accumulation of airframe ice is observed, or when landing on a runway contaminated with ice, snow, or slush: Do not retract the flaps to less than flaps 15 until the flap areas have been checked to be free of contaminates. Engine anti-ice must be selected ON and remain on during all ground operations when icing conditions exist or are anticipated, except when the temperature is below -40°C OAT. WARNING: Do not rely on airframe visual icing cues before activating engine anti-ice. Use the temperature and visible moisture criteria because late activation of engine anti-ice may allow excessive ingestion of ice and result in engine damage or failure. CAUTION: Do not use engine anti-ice when OAT is above 10°C. When engine anti-ice is needed: ENGINE START switches .......................................................CONT Continued on next page


August 31, 2007

SP.16.15



Continued from previous page ENGINE ANTI-ICE switches ...................................................... ON Verify that the COWL VALVE OPEN lights illuminate bright, then dim. Verify that the COWL ANTI-ICE lights are extinguished. Note: If the COWL VALVE OPEN lights remain illuminated bright with engines at IDLE, increase thrust slightly (up to a maximum of 30% N1). When engine anti-ice is no longer needed: ENGINE ANTI-ICE switches .....................................................OFF Verify that the COWL VALVE OPEN lights illuminate bright, then extinguish. ENGINE START switches ...........................................................OFF When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to minimize ice build-up. Use the following procedure: Check that the area behind the airplane is clear. Run-up to a minimum of 70% N1 for approximately 30 seconds duration at intervals no greater than 30 minutes. If airport surface conditions and the concentration of aircraft do not permit the engine thrust level to be increased to 70% N1, then set a thrust level and time at that thrust level as high as practical. Note: When operating in conditions of freezing rain, freezing drizzle, freezing fog or heavy snow, run-ups to a minimum of 70% N1 for approximately 1 second duration at intervals no greater then 10 minutes should be considered.


SP.16.16

August 31, 2007



Shutdown Do the following step before starting the normal Shutdown Procedure: After landing in icing conditions: WARNING: Ensure that the stabilizer trim wheel handles are stowed before using electric trim to avoid personal injury. Stabilizer trim ..............................................................Set 0 to 2 units Prevents melting snow and ice from running into balance bay areas and prevents the stabilizer limit switch from freezing. With flaps retracted, this requires approximately eight hand wheel turns of manual trim.

Secure Do the normal Secure Procedure with the following modifications whenever the temperature falls below 0° C (32° F):

Stabilizer trim ..................................................................Set 0 to 2 units Positioning stabilizer inhibits intake of snow and ice in balance bay areas and prevents freezing of trim switch. Wheel chocks .................................................................... Verify in place Parking brake ............................................................................. Released Reduces the possibility of frozen brakes. Note: Additional cold weather securing procedures are required to be accomplished by maintenance personnel. Stations have the responsibility for draining the water system. At non-maintenance stations: Coordinate the following with Delta ACS or ACS contract personnel before leaving the aircraft: If the airplane will not be heated: Pressurization mode selector ................................................ MAN Continued on next page


August 31, 2007

SP.16.17



Continued from previous page Outflow valve switch ........................................................ CLOSE Position outflow valve fully closed to inhibit intake of snow and ice. If ground conditioned air will be used to heat the airplane: Pressurization mode selector ................................................MAN Outflow valve switch ...........................................................OPEN Position the outflow valve fully open to prevent aircraft pressurization. Refer to the Supplementary Air Systems section for ground conditioned air procedures. If packs will be used to heat the airplane: CAUTION: Do not leave the interior unattended with a pack operating and all doors closed. With the airplane in this configuration, accidental closure of the main outflow valve can cause unscheduled pressurization of the airplane. Pressurization mode selector ................................................MAN Outflow valve switch ...........................................................OPEN Position the outflow valve fully open to prevent aircraft pressurization. Refer to the Supplementary Air Systems section for airplane heating procedures.


SP.16.18

August 31, 2007



Ground De/Anti-Icing Definitions and Concepts Ground de/anti-icing background information and policies are described in this section and the Airway Manual, Weather - Icing. Procedures for aircraft specific de/anti-icing are located in this section. Deicing

Deicing is the procedure of removing frost, ice, slush, or snow from the aircraft in order to provide clean surfaces. On the ground this may be accomplished by: • Using any mechanical or pneumatic means that will not damage the aircraft. • Using heated deicing fluid to remove all forms of frozen contamination (including environmental frost). Heated fluids penetrate the frozen contaminants and contact the aircraft skin. The high thermal conductivity of the aircraft skin causes the heat to spread, breaking the bond of the ice and snow, causing it to melt or fall off the aircraft. Anti-icing

Anti-icing is a precautionary procedure that provides protection against the formation of frost or ice, and accumulation of snow or slush on treated surfaces of the aircraft for a limited period of time (holdover time). Anti-icing fluid is the only protection against airfoil icing prior to getting airborne. Therefore, fluid application should be completed as close to takeoff time as possible. De/Anti-icing

A combination of the deicing and anti-icing procedures. Secondary De/Anti-icing

If an aircraft which has been de/anti-iced is delayed on the ground long enough that anti-icing protection is no longer effective, or if for any reason the de/anti-icing process is interrupted while freezing/frozen precipitation is falling, the ground de/anti-icing procedure must be reaccomplished in its entirety. This is referred to as secondary de/anti-icing.


December 18, 2007

SP.16.19



When secondary de/anti-icing is necessary, the contaminated anti-icing fluid and all frozen contamination must be completely removed by deicing before making another application of anti-icing fluid. If a holdover time was previously established after completing secondary de/anti-icing, a new holdover time must be determined. Clean Aircraft Concept

The airline industry, in concert with the FAA, is operating with a clean aircraft concept to minimize the effects of all forms of frozen contamination on aircraft surfaces. Takeoff is prohibited when frost, ice, snow or slush is adhering to the wings, control surfaces, engine inlets, or other critical surfaces of the aircraft. • Do not rely on air flow during takeoff roll to remove frozen precipitation that may be adhering to the aircraft. • A coating of frost up to 1/8 inch thick on the lower wing surface, below the fuel tank area, is permissible provided it is caused by cold soaked fuel. • A thin coating of frost is permitted on the fuselage, provided letter and paint lines are visible through the frost. Cold soaked wings

A cold soaked wing condition can occur when an aircraft lands with a large amount of fuel remaining in the wing tanks. During cruise at high altitude, the aircraft is subjected to extremely cold temperatures for an extended period of time causing the aircraft skin and fuel to become super cooled. If enough super cooled fuel is remaining in the wing tanks to contact the upper wing surface, it will maintain the skin at a temperature below freezing. When this happens, any moisture contacting the upper wing surface may form frozen contamination, even in ambient air temperatures as high as 15°C (60°F). For all other aircraft, a cold soaked wing should only be suspected if both of the following conditions are met. • Frost or ice is observed on the wing’s underside during the walk around, and • A large amount of fuel was remaining in the wing tanks after landing.


SP.16.20

December 18, 2007



If cold soaked wings are suspected, cabin windows may be used during the preflight to visually inspect the upper wing surfaces for frost or ice. The quickest way to alleviate a cold soaked wing condition is to add warm fuel to the wing tanks. Critical Aircraft Surfaces

Critical aircraft surfaces are those surfaces which must be clear of adhering frozen contamination before beginning takeoff roll. Critical aircraft surfaces include, but may not be limited to: • Wings, slats, flaps, ailerons, spoilers. • Horizontal stabilizer and elevator. • Vertical stabilizer and rudder. • Pitot heads, static ports, ram-air intakes, engine and flight instrument probes, other kinds of instrument sensor pickups. • Engine and APU inlets and exhausts. • Landing gear and landing gear doors. • Fuel vents. • Radome Representative Aircraft Surfaces

Representative aircraft surfaces are those which the pilot can readily observe to determine whether or not frost, ice, or snow is accumulating or forming on that surface. By using a representative surface, a pilot can make a reasoned judgement regarding whether or not frost, ice, or snow is adhering to other aircraft surfaces. Representative aircraft surfaces visible from the flight deck are: • Fuselage. • Radome. Representative aircraft surfaces visible from the best vantage point(s) in the cabin are: • Wing area upper surfaces. • Wing leading edges. • Engine inlets.


December 18, 2007

SP.16.21



Best Vantage Point(s)

The best vantage point is the location in the aircraft where a pilot can best check representative aircraft surfaces. This will normally be a passenger window in the over-wing area. It may be necessary in some circumstances to move forward a few rows to get the best view of the engines. Outside lighting conditions and glare may also affect which specific location is the best vantage point. Holdover Time

Holdover time is the estimated time that anti-icing fluid will prevent the formation of frozen contaminants on the treated surfaces of the aircraft. Holdover time is determined by the pilot using the Holdover Time Tables. Holdover time starts when the final application of fluid begins. The final fluid applied will be either: • De/Anti-icing fluid in the one step procedure, or • Anti-icing fluid in the two step procedure. Holdover time ends when either: • The applied fluid loses its effectiveness, or • The time extracted from the holdover time range expires. Ground Icing Conditions

Guidance for determining precipitation categories (type) and intensities (light, moderate, and heavy) is located in the Airway Manual, Weather, Hazardous Weather - Icing. WARNING: Do not take off during hail, moderate or heavy freezing rain, snow pellets, or heavy ice pellets. Operational Effects of Frozen Contamination

Frost, ice, and/or snow adhering to airfoils, engine inlets, flight controls and flight instrument sensors, even in small amounts, can have a critical effect on aircraft performance. For example, ice formations on the wing’s leading edges and upper surfaces creating texture roughness of medium to coarse sandpaper can reduce lift as much as 30 percent and increase drag by 40 percent. Therefore, frozen contamination on the aircraft in any form poses a serious threat to flight safety due to degraded operational performance.


SP.16.22

December 18, 2007



Degraded aerodynamic performance such as: • Lift decreases - Frozen contamination may destroy the lifting ability of an airfoil, including leading edge devices. The aircraft may not lift off at a normal pitch attitude. Required gaps in leading edge devices may be blocked and further reduce lift on one or both wings. • Drag/weight increases - An aircraft may fail to reach takeoff speed in the calculated distance. • Stall speed increases - Buffet or stall may occur before activation of stall warning systems. • Controllability decreases - Caused by changing the aerodynamic properties of the control surface due to ice. For example, ice on the leading edge of the horizontal stabilizer can affect pitch control, especially during rotation. Reduction in available engine power caused by: • Icing of engine inlets, guide vanes or compressor blades. • Ingestion of ice shedding from other parts of the aircraft. Impairment of flight and engine performance indicators resulting in: • Incorrect power settings due to EPR probe icing. • Incorrect airspeed indication caused by pitot/static probe icing. • Erroneous stall warning caused by ice on the AOA probe. Degraded flight control response as ice may interfere with the free movement of the flight controls.

Delta De/Anti-icing Program Delta Air Lines’ Ground De/Anti-icing Program is coordinated among Airport Customer Service, Maintenance, Flight Control, Flight Operations, Fleet Management and Reliability, and Flight Safety. Each Delta deicing station will have designated trained personnel on duty to determine when to initiate ground de/anti-icing operations. At airports where no Delta personnel are permanently assigned, the Captain may declare the de/anti-icing program in effect. In this case, the Captain shares responsibility for the effectiveness of the effort with the ground crew. The procedures outlined in this section will help guide the Captain through this decision making process. There are several components to Delta’s De/Anti-icing Program. Pilots need to be aware of how key components play an integral part in ensuring safe winter flight operations.


December 18, 2007

SP.16.23



De/Anti-icing Alert Plan

A Deicing Alert Chart will be issued daily by Delta Meteorology to the OCC Duty Director. This chart reflects forecasted freezing/frozen precipitation for specific geographic regions for the next day’s flying (24 48 hours in advance). Affected stations will be notified, and plans will be made to initiate local de/anti-icing operations. Flight Control will work in conjunction with individual stations to determine possible changes to the flight schedule based on any anticipated decrease in airport air traffic capacity. Station De/Anti-icing Plans

Each Delta station that conducts de/anti-icing operations is required to have a detailed de/anti-icing plan on file. This plan contains, but is not limited to the following information: • Persons responsible for implementing/terminating the de/anti-icing plan. • Deicing equipment and fluids. • Location of de/anti-icing areas. • Local procedures including communication with the flight crew and coordination with local ATC. ATC will be notified whenever the local de/anti-icing plan is in effect. Departure runway queues will be managed by ATC in order to minimize the amount of time an aircraft spends on the ground after being de/anti-iced. Special procedures for the pilots will be contained in the Airway Manual, 10-0 Delta Special Pages (green pages), or noted in the Airport Remarks section of the flight plan. Responsibility for De/Anti-icing of Aircraft

The Captain has the ultimate responsibility for ensuring the aircraft’s critical surfaces are free of frozen contamination and the flight can be operated safely. The ground deicing crew shares in this responsibility by providing an aircraft that complies with the clean aircraft concept. Normally, aircraft de/anti-icing will be performed by: • Delta Maintenance. • Airport Customer Service (ACS). • Business partner (contractor). • Any combination of the above. Copyright © Delta Air Lines, Inc. See title page for details.

SP.16.24

December 18, 2007



ACS and/or contractors accomplish the majority of aircraft de/anti-icing. As always, pilot vigilance is paramount during any de/anti-icing procedure. If possible, the pilots should evaluate the operation from the flight deck as it is being conducted and: • If deicing or anti-icing is not being performed properly and safety is jeopardized, stop the operation and attempt to have the problem corrected. • When possible, provide timely feedback on individual station de/anti-icing performance to the Dispatcher. A telephone report is preferred. • Document all de/anti-icing problems or kudos on a COR. Depending on the circumstances and local station procedures, aircraft de/anti-icing may be accomplished: • Whenever requested by the Captain. • Prior to taxiing into the gate (to prevent accumulation). • During overnight parking (prior to pilots’ arrival). • At the gate - prior to pushback. • After pushback - clear of the gate. • During taxi operations, i.e., car wash. Deicing at Offline Stations

If de/anti-icing is required at an offline station, consult with Flight Control. In unusual circumstances, such as when operating at an offline station, the pilots may be required to supervise the de/anti-icing operation. In this case, the pilots must ensure the aircraft is free of frozen contamination in accordance with the clean aircraft concept. If the Captain determines that the pilots are unable to effectively supervise the de/anti-icing procedure, the flight will not operate. Note: Contact the Dispatcher if a noncertified fluid must be used. Refer to Noncertified Fluids section in this chapter.


December 18, 2007

SP.16.25



De/Anti-icing Fluids Type I Fluid

Type I fluid is a deicing and anti-icing fluid with low viscosity and is considered an unthickened fluid. It forms a very thin wetting film on aircraft surfaces and has excellent deicing properties. Type I fluid can be orange-colored or colorless. Due to its low viscosity, it provides minimal anti-icing protection. Type I fluid is always diluted because adding water ensures fluid freeze point protection and ensures proper aerodynamic flow-off characteristics. Type I fluid is never applied 100 percent. Different dilution ratios of Type I fluids affect the freeze point of the fluid, but do not alter its holdover time significantly. Consequently, there are no ratio break outs on the Type I Holdover Time Table. The Type I Holdover Table will apply when this fluid is used. Type II Fluid

Type II fluid is a deicing and anti-icing fluid of high viscosity and is considered a thickened fluid. It adheres to the aircraft surfaces to provide a protective film. It creates a thicker layer than Type I fluid and thus has improved anti-icing capability. Type II fluid can be straw-colored or colorless. Airflow during takeoff roll causes the fluid to shed so that by rotation the surfaces are aerodynamically clean. Varying concentration levels of Type II fluid affect its holdover time. Delta prefers to use 100 percent concentration of Type II fluid, but other concentration levels may be used at contract or overseas facilities. Not all stations will have Type II available. The Type II Holdover Table will apply when this fluid is used. Type III Fluid

Type III fluid is a deicing and anti-icing fluid with longer [holdover] times than Type I fluid, but lower viscosity than Type IV fluids. It was primarily designed for use on aircraft with slower rotation speeds to ease shedding of the fluid during takeoff, but it is fully approved for use on Delta aircraft. Type III fluid is bright yellow in color. Few stations are expected to have Type III fluid available. The Type III Holdover Table will apply when this fluid is used. Type III fluid or fluid/water mixtures are normally applied heated when used for deicing (contamination removal), but may be heated or unheated for anti-icing (surface protection).


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December 18, 2007



Type IV Fluid

Type IV fluid is an enhanced performance deicing and anti-icing fluid with characteristics similar to Type II. Type IV fluid is green colored, except in Japan, where it is colorless. Its anti-icing effectiveness is superior to Type II fluid and holdover time is increased by a significant factor under most conditions. There is a separate Holdover Time Table for Type IV which reflects this improved performance. Additionally, Type IV fluid has some unique visual characteristics. It is pale green in color and considerably thicker than Type II fluid. When applied to the wings, the extra thickness may cause the fluid to appear wavy or bumpy. Varying concentration levels of Type IV fluid affect its holdover time. Delta prefers to use 100 percent concentration of Type IV, but other concentration levels may be used at contract or overseas facilities. Not all stations will have Type IV available. The Type IV Holdover Table will apply when this fluid is used. Some contract deicing ground crews may communicate a specific brand of Type IV fluid during the Post De/Anti-icing Report, for example, “Type IV, Octagon, Max-Flight.” Flight crews should disregard the fluid brand information and utilize the Type IV Holdover Time Table. Noncertified Fluids

A de/anti-icing fluid that does not meet SAE/ISO certification requirements (including military fluids) is classified as noncertified, Type I, Type II, Type III, or Type IV fluid. These fluids may be encountered at certain international stations, or during offline operations at military bases. The use of noncertified Type I fluid is not authorized for takeoff during active icing conditions. Contact the Dispatcher if a noncertified Type I fluid is used. Noncertified Type II, Type III, or Type IV fluids are not authorized under any circumstances. Fluid Standards

Deicing fluids are: • Heated water when OAT is above or equal to -3°C (27°F). • Heated water mixed with Type I fluid. • Heated water mixed with one of the following SAE/ISO fluids: • Type II, or • Type III, or • Type IV.


December 18, 2007

SP.16.27



Anti-icing fluids must be certified by the: • Society of Automotive Engineers (SAE). • International Standards Organization (ISO). Anti-icing fluids are: • Heated or unheated water mixed with one of the following SAE/ISO fluids: • Type I, • Type II, • Type III, or • Type IV. • Undiluted SAE/ISO Type II fluid. • Undiluted SAE Type III fluid • Undiluted SAE/ISO Type IV fluid All de/anti-icing fluids have a limit to their low operational temperature use. Ground deicing crews and Dispatchers have access to this information in the Technical Operations Policies and Procedures (TOPP) 20-30-05. The following is an approximate low temperature limit of the fluids: • Type I has the lowest temperature use, approximately -30°C (-22°F) • Type II and IV are approximately -25°C (-13°F) • Type III is approximately -29°C (-20°F) Under extremely low temperature conditions consider using alternate means of deicing, such as brooms or nonheated forced air. Fluid Effects on Braking and Steering

Generally, Type I, Type II, Type III, and Type IV fluids are considered to have the same affect on braking and steering as water. CAUTION: A slippery condition may exist in and around the de/anti-icing ramp and taxi ways, particularly during dry weather conditions or light precipitation. De/Anti-icing Fluid vs. Hydraulic Fluid

It is very difficult to distinguish between de/anti-icing fluids and hydraulic fluid. In small quantities and thin coatings, both fluids will have similar coloring and feel slippery to the touch. During the exterior inspection, if residual fluids on aircraft surfaces cannot be identified, contact local Maintenance or call the MCC through the Dispatcher for guidance.


SP.16.28

December 18, 2007



Fluid Application Methods

De/anti-icing can be performed using a one or two step procedure. • One step procedure - This procedure is a combination of deicing and anti-icing performed at the same time with the same fluid (de/anti-icing). The fluid used to deice the aircraft is always heated and remains on the surface to provide anti-icing protection. This procedure can be repeated so as to minimize the time required to complete the final application of fluid. • Two step procedure - This procedure consists of two distinct fluid applications. The first step, deicing with a heated fluid, is followed by the second step, anti-icing, as a separate fluid application. Normally, Type II or Type IV fluid is used during the second step; however, Type I or Type III fluid may be used. Note: Areas in front of the most forward passenger door are normally treated only with Type I or Type III fluid. International stations may use a thin mixture of Type II or Type IV fluid when Type I or Type III fluid is not available. Note: Holdover time starts when the final application begins in either the one step or two step procedure.

Forced Air Deicing At some stations, forced air deicing equipment is used to facilitate contamination removal. Forced air deicing utilizes an air stream to help remove frozen accumulations from an aircraft with or without deicing fluid. Forced air deicing has the advantage of reducing the total amount of glycol needed for deicing, providing economic and environmental benefits. Forced air only (without fluid) may be especially helpful for removing frozen accumulations from RON aircraft surfaces. Forced air applications (with or without fluid) may not eliminate the need for conventional de/anti-icing procedures. After a forced air application has occurred, conventional deicing (using fluid only) may be needed to ensure complete contamination removal. Holdover times are not associated with forced air deicing. To use Type I holdover time tables, anti-icing using heated Type I fluid without forced air must occur. To use Type II, Type III, or Type IV holdover time tables, anti-icing using Type II, Type III, or Type IV fluid without forced air must occur. The post-de/anti-icing check and report (below) should still occur even if forced-air deicing is the only task performed. Copyright © Delta Air Lines, Inc. See title page for details.

December 18, 2007

SP.16.29



De-/Anti-icing Checks There are four types of de/anti-icing checks: Post De/Anti-icing Check, Flight Deck Check, Cabin Check, and External Check. Post De/Anti-icing Check

This check is an integral part of the de/anti-icing process. After aircraft de/anti-icing is complete, the deicing ground crew performs a Post De/Anti-icing Check to confirm that the critical surfaces are free of any contamination. Confirmation that the Post De/Anti-icing Check has been successfully completed will be communicated to the pilots during the Post De/Anti-icing Report by stating; “POST DE/ANTI-ICING CHECK COMPLETE”. Flight Deck Check

This check is an integral part of the holdover time and is performed by the pilots. Because of the limitations and cautions associated with the use of the Holdover Time Tables, the pilots must not rely on the use of holdover times as the sole determinant that the aircraft is free of contamination. They must continually assess the current weather, environmental conditions, and the aircraft’s condition. Several Flight Deck Checks are required during the holdover time period to maintain awareness of the aircraft’s condition. The Flight Deck Check is performed by the pilots just prior to takeoff and is required anytime: • Ground icing conditions exist, and • The holdover time is still valid. The Flight Deck Check consists of: • A check of representative aircraft surfaces which are visible from the flight deck. • If desired or if any doubt exists, conduct a Cabin Check. When circumstances do not permit a satisfactory visual check from inside the aircraft, return to the designated area and: • Have ground de-icing crew perform an External Check, or • If any doubt exists as to the condition of the aircraft, repeat the Ground De/Anti-icing procedure.


SP.16.30

December 18, 2007



Cabin Check

This check is performed by the pilots and is required: • Any time the aircraft has been de/anti-iced, and holdover time is exceeded during conditions of frost, freezing fog, or snow, or • Within 5 minutes of takeoff any time a pilot-assessed change in intensity is to be used, or • When doubt exists after conducting the Flight Deck Check, or • During conditions of heavy snow (provided Type IV fluid has been used for anti-icing). Since clear ice formation cannot be detected visually from inside the aircraft, the Cabin Check is not authorized when: • Type I fluid has been applied during freezing drizzle. • Type II , Type III, or Type IV fluid has been applied during freezing drizzle, light freezing rain, or rain on cold soaked wings and holdover time has expired. Secondary de/anti-icing or an External check must be accomplished prior to takeoff. • Ice pellets have fallen. The Cabin Check consists of a visual inspection of all representative aircraft surfaces which are visible from the best vantage point(s) in the cabin. Normally, de/anti-icing fluid failure will first occur on the leading or trailing edges of the wing rather than the mid-chord. Therefore, the leading edges and upper surfaces of both wings must be visually checked for evidence of fluid failure. Additionally, engine inlets must be inspected for contamination. Takeoff must occur within five minutes of the most recent check. The ability to adequately perform this check from inside the aircraft is highly dependent upon several factors. Lighting conditions, cleanliness of cabin/flight deck windows, and outside visibility may severely hinder or prevent the pilot’s ability to satisfactorily assess aircraft surfaces for contamination. When circumstances do not permit a satisfactory visual check from inside the aircraft, return to the designated area and: • Have ground de-icing crew perform the External Check. • If any doubt exists as to the condition of the aircraft, repeat the ground de/anti-icing procedure.


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SP.16.31



External Check

This check is performed by the de/anti-icing ground crew and is required anytime: • Doubt exists after conducting a Cabin Check, or • The aircraft has been anti-iced with Type II, Type III, or Type IV fluid, and holdover time is exceeded during freezing drizzle, light freezing rain, or rain on cold soaked wings. This check consists of a close visual inspection of the aircraft’s upper wing surfaces and leading edges for frozen contamination. Takeoff must occur within five minutes of the External Check. If the External Check cannot be accomplished, return for secondary de/anti-icing. CAUTION: An External Check is not authorized during freezing drizzle when Type I fluid is used. Contact local operations for specific locations on the airfield to accomplish the External Check. Be aware that some stations may conduct secondary de/anti-icing as an alternative to the External Check. Visual Indications of Loss of Fluid Effectiveness

It is difficult to determine when anti-icing fluid is beginning to fail, however, when any ice or snow can be seen accumulating on treated surfaces, the fluid has lost its effectiveness. Any ice, frost, or snow on top of deicing or anti-icing fluids must be considered as adhering to the aircraft, and secondary de/anti-icing must be accomplished prior to takeoff. • Normally, de/anti-icing fluid failure will first occur on the leading or trailing edges of the wing rather than the mid-chord. However, when the aircraft is pointing downwind the mid-chord will fail first. • The leading edges and upper surfaces of both wings must be visually checked for evidence of fluid failure. • If the leading edges and upper surfaces of both wings cannot be inspected from the cabin, return for an External Check or secondary de/anti-icing. Type I Fluid

When Type I fluid has lost its effectiveness, frozen precipitation will begin to accumulate on the aircraft surface in much the same manner as it would on a nontreated surface. Copyright © Delta Air Lines, Inc. See title page for details.

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December 18, 2007



Type II, Type III, and Type IV Fluid

When Type II, Type III, or Type IV fluid has lost its effectiveness and is no longer able to absorb the freezing moisture, look for the following visual indications. • Gray or white appearance and buildup of ice crystals in or on top of the fluid. • Progressive surface freezing. • Snow accumulation. • Dulling of surface reflectiveness caused by the gradual deterioration of the fluid to slush (loss of gloss or orange peel appearance). • Ice buildup on the wing life raft attach points (if installed), adjacent to the over-wing exits.


December 18, 2007

SP.16.33

SP.16.34

Outside the aircraft.

External Check*

Type II, Type III, or Type IV fluid has been used and holdover time is exceeded during conditions of freezing drizzle, light freezing rain, or rain on cold soaked wings.

heavy snow is falling (provided Type IV fluid has been used for anti-icing), or holdover time is exceeded during conditions of frost, freezing fog, or snow, or snow grains.

Doubt exists after the Cabin Check, or

Doubt exists after the Flight Deck Check, or

Deicing Ground Crew

Upper wing surface and leading edge.

The best vantage point(s) in Outside the aircraft. the cabin.

Representative surfaces All representative aircraft surfaces visible from the visible from the flight cabin. deck (and cabin if desired).

The flight deck (may also include the best vantage point(s) in the cabin).

During the holdover time Must be within five minutes of Must be within five minutes of takeoff. Repeated as necessary. and just prior to takeoff. takeoff. Repeated as necessary.

Holdover time is still valid.

Pilots

Cabin Check

* In lieu of external check, deicing ground crew may elect to de/anti-ice aircraft.

Areas to check Aircraft critical surfaces. are:

Location to perform the check:

During/following the Time limit to accomplish the de/anti-icing and prior to pushback or taxi. check:

applied to determine critical surfaces are free of frozen contamination.

Required when: The final fluid coating is

Deicing Ground Crew

Performed by: Pilots

Post De/Anti-icing Check Flight Deck Check

Type of Check

TYPES OF DE/ANTI-ICING CHECKS



Types of De/Anti-icing Checks


December 18, 2007



Communication Procedures Any airport specific deicing procedures will be contained in the Airway Manual, 10-0 Delta Special Pages (green pages), or noted in the Airport Remarks section of the flight plan. It is critical to establish communications with the ground crew prior to commencing de/anti-icing. Once the deicing operation commences, any aircraft movement or changes in configuration must be coordinated with the ground crew. Post De/Anti-icing Report

After the aircraft has been de/anti-iced, a Post De/Anti-icing Report must be directly communicated to the Captain using the format specified on the GROUND DE/ANTI-ICING procedure card. The pilot is required to read back this information to verify accuracy. Note: A report is not required when the aircraft is deiced due to frost, prior to the pilot’s arrival, and no active frost is forming.

Holdover Times Use of Holdover Time Tables

Holdover times provide an operational guideline for departure planning. They must be used in conjunction with the Flight Deck Check. Holdover Time Tables are located in this section. Holdover times published in the tables are only approximate and must be adjusted after considering all variables. The source of the Holdover Time Tables is the Aerospace Division of the Society of Automotive Engineers (SAE). Time data is derived from an analysis of testing conducted in field and laboratory conditions, as well as airline operational experience. Numerous factors affect the actual time that anti-icing fluid will provide protection against frozen contamination. The times specified in the tables represent the approximate holdover times for seven categories of active precipitation. • Frost. • Freezing fog. • Snow. • Freezing drizzle. • Freezing rain (light). Copyright © Delta Air Lines, Inc. See title page for details.

December 18, 2007

SP.16.35



• Ice pellets • Rain on cold soaked wings. Three precipitation categories specify a time range (snow, freezing drizzle, and rain on cold soaked wings), and four categories specify a single time (freezing fog, frost, light freezing rain and ice pellets). Whenever a time range is given, the lower time in the range is for moderate precipitation conditions and the upper time is for light conditions. When a single time is specified in the table, it represents the approximate holdover time limit for that weather condition. However, it may be necessary to adjust the holdover time downward after considering other environmental factors. Establishing Holdover Time

A holdover time is established using the following five steps. (1) Obtain the Post De/Anti-icing Report from the ground crew and read back the information. The following data from the report is used to establish a holdover time: • Fluid type: Type I, Type II, Type III, or Type IV. • Fluid concentration: Mixture information is only required for Type II, Type III, or Type IV fluid. There are no fluid mixture break outs on the Type I Holdover Time Table because dilution ratios do not significantly affect holdover time for Type I fluids. • Local time that the final (anti-icing) fluid application began. This is the point at which the holdover timing starts. (2) Determine the current weather conditions (OAT, type of precipitation, and intensity of precipitation). • OAT is determined by the most current weather report or ATIS. • The Holdover tables allow pilots to determine holdover times based partly upon the type and intensity of the frozen precipitation that is falling. • The type and intensity of frozen precipitation (light, moderate, or heavy) is officially determined by the most current official weather report (e.g.,from National Weather Service [NWS], NWS-approved automated system, or other agent approved by the NWS). • If at any time a pilot assesses intensity greater than that being reported, he/she shall use the heavier precipitation when entering the holdover tables for holdover time.


SP.16.36

December 18, 2007



• If, in the pilot’s judgement, the intensity is less than that being reported, the pilot shall request (e.g., to the tower or trained weather observer) a new observation be taken and reported or shall wait long enough for an update to an automated meteorological observation to be taken and reported as applicable. • A pilot may act on their own assessment of lesser precipitation intensity only in those cases concerning snowfall or ice pellets where the officially reported (e.g., from NWS, NWS-approved automated system, or other agent approved by the NWS) meteorological precipitation intensity is grossly different from that which is obviously occurring. (For example: precipitation is reported when there is no actual precipitation occurring.) • If an adjustment to intensity is pilot-assessed, the pilots shall communicate the newly assessed intensity to flight control via ACARS. • If a pilot acts based upon their own assessment that precipitation intensity levels are LOWER than the official reported intensity level, a Cabin Check is required within the 5 minutes preceding takeoff. • Pilot assessment of precipitation intensity levels may only be used when there is enough natural sunlight or artificial lighting available to provide adequate exterior visibility. All windows through which the assessment is made must be adequately transparent so as to not restrict the pilot’s visibility under the lighting conditions present. • The Snowfall Intensities as a Function of Prevailing Visibility chart in the Flight Crew Operations Manual, Volume 1, is based on prevailing visibility and allowances are made for the effects of night light conditions. • Ice pellet intensity shall be assessed using the following criteria: • Light - scattered pellets that do not completely cover exposed surfaces regardless of duration • Moderate - slow accumulation on the ground • Heavy - rapid accumulation on the ground • Pilots are not permitted to self-assess intensity in the case of reported freezing drizzle or freezing rain unless no precipitation is actually falling. Freezing drizzle and freezing rain quickly adhere to cold surfaces and can be difficult to see; for this reason, if conditions are reported or anticipated the aircraft shall be de-iced and/or treated with anti-icing fluid as a precaution against encountering these conditions during taxi-out.


December 18, 2007

SP.16.37



(3) Based on all the information obtained in steps 1 and 2, reference the appropriate Holdover Time Table and determine: • A single time from the frost, freezing fog, light freezing rain or ice pellets column, or • A time range from the snow, freezing drizzle, or rain on cold soaked wings column. (4) If a single time was extracted from the table, go to step 5. If a time range was extracted, determine a specific holdover time from this range by assessing: • Intensity of precipitation. As a general rule, holdover time ranges should be interpreted as follows: • Light conditions = Upper end of time range. • Moderate conditions = Lower end of time range. • Heavy conditions = Less than the lower time value. • When determining intensity, the pilots must consider the rate, density, and moisture content of the precipitation. For example, wet snow is considered more intense than dry/powdery snow and will have a lower holdover time. Wet snow occurs at or near freezing temperatures of -1°C (30°F) or above. (5) Further refine the determined holdover time after considering the following additional factors: • Environmental factors - Jet blast, high wind velocity, and wind direction may cause anti-icing fluid to flow off aircraft surfaces thus reducing holdover time. Blowing snow due to wind or jet blast could decrease holdover time by increasing the amount of precipitation contacting aircraft surfaces and diluting the fluid. Solar radiation from direct sunlight may increase holdover time by warming aircraft surfaces. • Aircraft skin temperature - Although this is difficult to determine, pilots need to be aware that aircraft skin temperature lower than OAT may decrease holdover time. One of the best ways to assess wing skin temperature is by referencing the fuel temperature, if available. Fuel temperature significantly lower than OAT may decrease holdover time. • Operational experience of the pilots - For example, pilots who rarely fly in ground icing conditions may feel more comfortable using more conservative holdover times. Additionally, any background knowledge or experiences can be applied by the pilots.


SP.16.38

December 18, 2007



Adjusting Holdover Time

A continuous assessment of weather and environmental conditions in conjunction with the Flight Deck Check is required during the holdover time period. Changing conditions may increase or decrease fluid effectiveness, necessitating a holdover time adjustment. • A change in OAT. • A change in type or intensity (rate or density) of precipitation. Snow changing to light freezing rain, or light snow changing to heavy snow will decrease holdover time. Conversely, moderate snow changing to light snow may increase holdover time. Presence of ice pellets precipitation may necessitate similar adjustment. • Jet blast, an increase in wind velocity, or a change in wind direction will decrease holdover time. Exceeding Holdover Time

The Captain is responsible for monitoring the status of the aircraft exterior for frozen contamination. The pilot performs periodic Flight Deck Checks to ensure the aircraft is free of contamination during the time between anti-icing and takeoff, whenever the holdover time is still valid. When holdover time is exceeded, the required course of action will depend upon the type of active precipitation and the type of fluid used to anti-ice. Refer to the foldout card in this section for additional specific guidance. Required Action When Holdover Time is Exceeded Fluid Used to Anti-Ice

Type I Type II, Type III, or

Active Precipitation Frost

Freezing Fog

Snow, Snow Grains

Accomplish one of the following actions: A Cabin Check,

Freezing Drizzle

Light Rain on Cold Freezing Soaked Rain Wings

Takeoff Not Authorized

An External Check, or

Accomplish one of the following actions:

Secondary De/Anti-Icing

An External Check, or

Type IV

Secondary De/Anti-Icing


December 18, 2007

SP.16.39



Configuring the Aircraft for De/Anti-icing It is the responsibility of the pilots to ensure the aircraft is properly configured prior to commencing de/anti-icing operations. Note: Whenever de/anti-icing will occur during overnight parking, the pilots must ensure the aircraft is properly configured prior to leaving for the night. Refer to the Securing for Cold Weather procedure contained in this section.


SP.16.40

December 18, 2007

FOLD


Ground De–Icing/Anti–Icing Before de/anti-icing: Parking brake.............................................................................................Set Establish communications with ground personnel. Operate engines as directed by ground personnel or 10-0 pages. Flaps ..........................................................................................................UP APU or external power ................................................................ As required Packs....................................................................................................... OFF Engine and APU bleeds.......................................................................... OFF Stabilizer trim .........................................................Full APL NOSE DOWN Set stabilizer to APL NOSE DOWN limit to prevent deicing fluid and slush run-off from entering stabilizer balance panel cavity. Trim airplane to electrical APL NOSE DOWN limit. Then continue trimming manually to manual APL NOSE DOWN limit.



Wing Anti-ice ........................................................................ As required • If Type I fluid was applied and icing conditions do not exist, taxi operations may proceed on single engine and wing anti-ice should remain OFF. • If Type I fluid was applied and icing conditions exist or are anticipated, start both engines and select wing anti-ice ON. • If Type II, Type III, or Type IV fluid was applied, taxi operations may proceed on single engine and wing anti-ice should remain OFF. Determine holdover time Use HOLDOVER TIME GUIDELINES table. Holdover time starts when final application of fluid begins. Actual weather conditions could be different from reported conditions. The Captain makes final determination using the most accurate of METAR, ATIS, or pilot observation. Refer to Icing in the Airway Manual, Weather chapter, Hazardous Weather section, and the Snowfall Intensities as a Function of Visibility chart for additional information. During taxi:

WARNING: Once the deicing operation begins, any aircraft movement or changes in configuration must be coordinated with the ground crew.

Stabilizer Trim ................................................................................. Reset Both crew members ensure proper setting for takeoff.

After de/anti-icing:

Flaps ........................................................................Check, set as needed Move flaps through full travel to ensure freedom of movement. Consider delaying flap/slat extension when freezing precipitation or slush may accumulate on untreated surfaces, or in flap areas.

Obtain and read back post de/anti-icing report: Fluid type. Concentration (for Type II, Type III, and Type IV only). Local time final (anti-icing) fluid application began and current local time. Verbal confirmation: “POST DE/ANTI-ICING CHECK COMPLETE”

Perform engine run-ups as required: When engine anti-ice is required and the OAT is 3°C or below, perform engine run-ups as defined in the following table during prolonged ground operations.

Reconfigure aircraft: Engine and APU bleeds ......................................................... As required Engine(s) (if required) .................................................................. Restart Packs ...................................................................................... As required Allow sufficient time for residual fluid to drain prior to using packs.

Interval

Min. N1

Duration

30 Minutes

70%

30 seconds

Prior to T/O

70%

Momentary

Holdover time ........................................................... Adjust as necessary Refer to the Takeoff Decision Tree. Complete TAXI and BEFORE TAKEOFF checklists.

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SP.16.41




n Flight deck check

Takeoff Decision Tree DE/ANTI-ICE AIRCRAFT

Inspect aircraft components visible from the flight deck for frozen contamination. • Inspect the fuselage and radome.

Holdover Time Begins

o Cabin check Inspect aircraft components visible from the cabin for frozen contamination.

NOT CLEAN

FLIGHT DECK CHECK

CLEAN

TAKEOFF

CLEAN

TAKEOFF within 5 minutes.

CLEAN

If unable, repeat Cabin Check or External Check.

Inspect all the following from the best vantage point in the cabin: • Engine inlets. • Both wings: upper surface and leading edge. (Best vantage points are the passenger windows forward of and at the overwing area. Use the wing illumination lights.)

1

NOT SURE

CABIN CHECK

NOT CLEAN

2

NOT SURE

NOT CLEAN

EXTERNAL CHECK

p External check Contact local operations. • Secondary de/anti-icing may be performed in lieu of EXTERNAL CHECK.

Holdover Time Guidelines (All Locations & Fluid Types)

3

À See Special Considerations for Heavy Snow

Holdover Time Ends

• Holdover times DO NOT exist for conditions of snow pellets, heavy snow, moderate to heavy freezing rain, or hail, and takeoff is NOT authorized under these conditions. An exception for heavy snow might be possible when Type IV anti-icing fluid is used; see Special Considerations for Heavy Snow. • Holdover time ranges are for moderate to light conditions. During heavy weather conditions, the holdover time will be less than the lower time specified in the range. • Jet blast, high wind velocity, high moisture content, and aircraft skin temperature lower than OAT may decrease holdover time below the lowest time specified in the range. • Ground de-/anti-icing fluids are not intended for and do not provide ice protection during flight. • For shaded areas either the holdover times have not been established or the weather conditions generally do not occur within the respective temperature range. • These tables are for use in departure planning only, and should be used in conjunction with the pre-takeoff Flight Deck check.

Ice Pellets Frost Freezing Fog Light to Mod. Snow/ Snow GrainsÀ

NOT CLEAN

CABIN CHECK

Freezing Drizzle Light Freezing Rain Rain on Cold Soaked Wings

CLEAN

Fluid Type

TYPE I

2

TYPE II, III, OR IV

NOT SURE

NOT CLEAN

EXTERNAL CHECK

3

CLEAN

TAKEOFF within 5 minutes. If unable, repeat Cabin Check.

EXTERNAL CHECK

NOT CLEAN

3

CLEAN

TAKEOFF within 5 minutes. If unable, repeat De/Anti-icing.

SP.16.42

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FOLD





December 18, 2007

SP.16.43

• If the temperature decreases, or conditions degrade to a point where a different holdover time would apply, that different holdover time must not be exceeded (from the start of the anti-icing step).

• If precipitation stops falling at any time during the holdover period, and • the holdover time has not been exceeded, and • the OAT has not decreased. If precipitation resumes, the original holdover time must not be exceeded.

• Undiluted (100%) Type IV fluid is used for anti-icing. • Critical surfaces are free of contamination before applying Type IV anti-icing fluid (i.e., ice pellets cannot be falling during either the deice or anti-ice steps). • The table’s precipitation intensity and temperature limits are not exceeded. Type IV anti-icing fluid is considered effective for 90 minutes after the start of application, under the following conditions:

Ice pellet holdover times are valid provided:

Holdover times begin at the start of the anti-icing application.

°C

OAT

°F

Takeoffs are allowed in heavy snow provided: • The aircraft has been anti-iced with 100% concentration Type IV fluid following deicing, and • A Cabin Check is accomplished within the 5 minutes preceding takeoff If a definitive fluid failure determination cannot be made using this check due to snowfall, lighting conditions, or any other reason, the aircraft must be completely deiced and anti-iced (if precipitation is still present) prior to takeoff.

50 50 30 30

❄ Special Considerations for Heavy Snow

> 32 >0 < 0 to -5 < 32 to 23 < -5 to -10 < 23 to 14 < -10 < 14

After proper deicing and anti-icing, takeoff is allowed under conditions of light ice pellets, moderate ice pellets, and ice pellets mixed with other forms of precipitation by using the "Ice Pellet Holdover Times" table and accompanying footnotes. If the holdover time has been exceeded, the aircraft must be completely deiced, and if precipitation is still present, anti-iced again prior to a subsequent takeoff. The ice pellet holdover time cannot be extended by a cabin check or an external check of the aircraft critical surfaces.

Ice Pellet Holdover Times (100% Type IV Fluid Only)

Use of Holdover Time Tables for Ice Pellets and Ice Pellet Mixtures

LIGHT ICE PELLETS ONLY

Ice pellets generally remain in the frozen state, imbedded in anti-icing fluid, and are not absorbed by fluid in the same manner as other forms of frozen precipitation. In the past, presence of a contaminant not absorbed by the fluid would be an indication of a failed fluid. Ice pellets imbedded in anti-icing fluid are difficult to detect using a cabin check. Therefore, a cabin check during ice pellet conditions may not be of value and is not required.

HOLDOVER TIMES (MINUTES) MODERATE LIGHT ICE PELLETS MIXED WITH: ICE LT-MOD LT-MOD LT LT RAIN PELLETS SNOW FREEZING FREEZING ONLY DRIZZLE RAIN 25 25 25 25 25 25 25 25 25 10 10 10 10 NOT AUTHORIZED

¡ Special Considerations for Ice Pellets

SP.16.44 2000 1600 1200 800

6000 5000 4000 2400

< 27 to 21 < 21 to 14

< -3 to -6 < -6 to -10

1/2

3/4

1

45

45

45

45

ACTIVE FROST

1-1/4

Statute Miles

Night

Day

Time of Day

< 30

> 30

< 30

> 30

°F

5

6

8

11

FREEZING FOG

< -1

> -1

< -1

> -1

°C

OAT

TYPE I

Light

Light

Very Light

Light

< 2½ - 2

Moderate

Moderate

Light

Light

Moderate

Heavy

Light

Moderate

< 1½ - 1

Heavy

Heavy

Moderate

Moderate

<1-¾

Visibility (Statute Mile) < 2 - 1½

8 - 14 ◆◆ 6 - 11 ◆◆

14 - 17 ◆◆ 11 - 13 ◆◆ 4 - 7 ◆◆

11 - 18 ◆◆

18 - 22 ◆◆

7 - 8 ◆◆

LIGHT

VERY LIGHT

4 - 6 ◆◆

5 - 8 ◆◆

6 -11 ◆◆

MODERATE

SNOW/SNOW GRAINS ❋

Heavy

<¾-½

Heavy

Heavy

Heavy

Heavy

<½

TAKEOFF NOT AUTHORIZED

LIGHT FREEZING RAIN

Heavy

Heavy

Moderate

FREEZING DRIZZLE

APPROXIMATE HOLDOVER TIMES (MINUTES)

Very Light

Very Light

Very Light

Very Light

> 2½

Snowfall Intensities as a Function of Prevailing Visibility

RAIN ON COLD SOAKED WING

Snowfall Intensity

December 18, 2007 > 27

< 27 to 14 < 14 to 7 < 7 to -13 < -13

> -3

< -3 to -10 < -10 to -14 < -14 to -25 < -25

12 hrs 5 hrs 12 hrs 5 hrs

100/0 75/25 100/0 75/25

12 hrs

3 hrs

50/50

100/0

5 hrs

12 hrs

100/0 75/25

ACTIVE FROST

Fluid Concentration (Fluid/Water)

15

25

20

25

20

15

65

75

FREEZING FOG

15-30

15-35

20-40

15-35

20-40

5-15

20-55

35-75

❄

❄

❄

See Ice Pellets Holdover Times Table

40-70

10

10

15

25

LIGHT FREEZING RAIN

(1) the aircraft has been anti-iced with 100/0 concentration Type IV fluid following deicing, and (2) a pre-takeoff contamination (cabin) check is accomplished within the 5 minutes preceding takeoff. If a definitive fluid failure determination cannot be made using this check due to snowfall, lighting conditions, or any other reason, the aircraft must be completely deiced and anti-iced (if precipitation is still present) prior to takeoff. ◆ Refer to Ice Pellets Holdover Times table in this section.

❄ Takeoffs are allowed in heavy snow provided:

5-35

10-50

MOD - LGT

RAIN ON COLD SOAKED WING†


15-30

20-45

10-20

35-50

MOD - LGT

❄

◆

FREEZING DRIZZLE** HEAVY

ICE PELLETS

USE TYPE I FLUID

MOD - LGT

SNOW/SNOW GRAINS*


TYPE IV


† Use only for 0° C (32° F) or above. * Refer to “Snowfall Intensities as a function of Prevailing Visibility” chart if no other environmental factors inhibiting visibility, i. e. smoke or fog, are present. ** If positive identification of freezing drizzle is not possible, use light freezing rain holdover times.

°F

°C

OAT

Holdover times DO NOT exist for conditions of ice pellets, snow pellets, heavy snow, freezing drizzle, freezing rain, or hail, and takeoff is NOT authorized under these conditions.

* Refer to “Snowfall Intensities as a function of Prevailing Visibility” chart if no other environmental factors inhibiting visibility, i. e., smoke or fog, are present.

be applied to de-iced surfaces.

◆◆ To use these times the fluid must be heated to a minimum temperature of 60°C (120°F) at the nozzle and at least 1 liter per square meter (2 gallons per 100 square feet) must

< 14

> 27

> -3

< -10

°F

°C

OAT

RVR Meters

RVR Feet

Conversions



December 18, 2007 > 27

< 27 to 14 < 14 to 7

> -3

< -3 to -10

< -10 to -14

< -13

8 hrs 5 hrs

75/25 100/0 75/25 8 hrs

5 hrs

100/0

100/0

3 hrs 8 hrs

50/50

5 hrs

8 hrs

100/0 75/25

ACTIVE FROST

FLUID CONCENTRATION (FLUID/WATER

15

20

20

20

20

15

25

35

15 - 30

10 - 20

15 - 30

10 - 20

15 - 30

5 - 15

15 - 30

10

10

15

LIGHT FREEZING RAIN

5 - 25

5 - 40

MOD - LGT



15 - 30

15 - 45

5 - 15

20 - 45

30 - 55

MOD - LGT

MOD - LGT 20 - 45

FREEZING DRIZZLE❋❋

SNOW/ SNOW GRAINS❋

USE TYPE I FLUID

FREEZING FOG

APPROXIMATE HOLDOVER TIME (MINUTES)

TYPE II

Holdover times DO NOT exist for conditions of ice pellets, snow pellets, heavy snow, moderate to heavy freezing rain, or hail, and takeoff is NOT authorized under these conditions.

† Use only for 0°C (32°F) or above.

** If positive identification of freezing drizzle is not possible, use light freezing rain holdover times.

* Refer to “Snowfall Intensities as a function of PrevailingVisibility” chart if no other environmental factors inhibiting visibility, i. e., smoke or fog, are present.

< -25

< -14 to -25 < 7 to -13

°F

°C

OAT



Type II and Type III Fluid Holdover Times Tables

SP.16.45

SP.16.46 > 27

< 27 to 14

> -3

< -3 to -10

< -20

120

100/0

100/0

20

15

20

10

15

20

FREEZING FOG

15 - 30

10 - 25

15 - 30

8 - 15

15 - 25

20 - 35

LIGHT

8 - 15

7 - 10

9 - 15

4-8

8 - 15

10 - 20

USE TYPE I FLUID

30 - 35

25 - 30

30 - 35

15 - 20

25 - 35

35 - 40

VERY LIGHT

6

8

6

8

6 - 20



9 - 12

10 - 20

5-9

8 - 15

10 - 20

LIGHT FREEZING DRIZZLE ❋❋ FREEZING MODERATE RAIN

SNOW/SNOW GRAINS ❋


** If positive identification of freezing drizzle is not possible, use light freezing rain holdover times.

* Refer to “Snowfall Intensities as a function of PrevailingVisibility” chart if no other environmental factors inhibiting visibility, i. e., smoke or fog, are present.

120

60

30

50/50

75/25

60

120

ACTIVE FROST

75/25

100/0

FLUID CONCENTRATION (WATER/FLUID)

† Use only for 0° C (32° F) or above.

< -29

< -10 to -29 < 14 to -20

°F

°C

OAT

TYPE III



December 18, 2007



Hot Weather Operation During ground operation the following considerations will help keep the airplane as cool as possible: • flight deck windows must be kept closed. • While the airplane is electrically powered, packs should be run or cooling air supplied to the airplane when the OAT exceeds 40° C (103° F) to protect the reliability of electrical and electronic equipment in the airplane. • If cooling air is available from an outside source, the supply should be plugged in immediately after engine shutdown and should not be removed until just prior to engine start. • Keep all doors and windows, including cargo doors, closed as much as possible. • Electronic components, window heat and radar contribute to a high temperature level in the flight deck should be turned off while not needed. • Windshield air, foot air vents and all the air outlets should be open. • Open all passenger cabin gasper outlets and close all window shades on the sun–exposed side of the passenger cabin. Note: If only cooling air from a ground air conditioning cart is supplied (no pressurized air from the APU or ground external air), then the TAT probes are not aspirated. Because of high TAT probe temperatures, the FMC’s may not accept an assumed temperature derate. Delay selecting an assumed temperature derate until after bleed air is available. • Heat build up from the pneumatics within the wing body areas may cause WING-BODY OVERHEAT lights to illuminate. After exiting the landing runway and during ground servicing, consider positioning the flaps to 1 to assist in dissipating heat from these areas. If this is accomplished, stations personnel should be advised. Brake temperature levels may be reached which can cause the wheel fuse plugs to melt and deflate the tires. Consider the following actions: • Consideration for brake cooling should be taken into account when operating on runways and taxiways exposed to high temperatures since these areas maintain temperatures considerably above ambient. Excessive use and riding of brakes should be avoided. Intermittent brake usage provides a cooling period between application. Allow the airplane to accelerate, then brake to a very Copyright © Delta Air Lines, Inc. See title page for details.

December 18, 2007

SP.16.47



slow taxi speed and release the brakes completely. Use of reverse thrust to reduce taxi speed is not recommended. • Be aware of brake temperature buildup when operating a series of short flight segments. The energy absorbed by the brakes from each landing is cumulative. • Extending the landing gear early during the approach provides additional cooling for tires and brakes. During flight planning consider the following: • High temperatures inflict performance penalties which must be taken into account on the ground before takeoff. • Alternate takeoff procedures (No Engine Bleed Takeoff, Improved Performance, etc.)

Operation in Heavy Rain or Hail When flight in or near heavy rain or hail is encountered or anticipated, accomplish the following: If heavy rain or hail is encountered: ENGINE START switches ....................................................... CONT Thrust Levers ............................................................... Adjust Slowly If thrust changes are necessary, move the thrust levers slowly. Avoid changing thrust lever direction until engines have stabilized at a selected setting.

Turbulence During flight in light to moderate turbulence, the autopilot and/or autothrottle may remain engaged unless performance is objectionable. Increased thrust lever activity can be expected when encountering wind, temperature changes and large pressure changes. Short–time airspeed excursions of 10 to 15 knots can be expected. Passenger signs .................................................................................. ON • Advise passengers to fasten seat belts prior to entering areas of reported or anticipated turbulence. • Instruct flight attendants to check that all passengers' seat belts are fastened.


SP.16.48

December 18, 2007



Severe Turbulence Autothrottle ........................................................................DISENGAGE AUTOPILOT ................................................................................... CWS A/P status annunciators display CWS for pitch and roll.

Note: If sustained trimming occurs, disengage the autopilot. ENGINE START switches ................................................................ FLT Thrust ...................................................................................................Set Set thrust as required for the phase of flight. Change thrust setting only if required to modify an unacceptable speed trend. PHASE OF FLIGHT

AIRSPEED

CLIMB

280 knots or .76 Mach Use FMC recommended thrust settings. If the FMC is inoperative, refer to the Operation Without Airspeed Indication section, in the Abnormal chapter of the ODM, for approximate N1 settings that maintain near optimum penetration airspeed. .76 Mach/280/250 knots. If severe turbulence is encountered at altitudes below 15,000 feet and the airplane gross weight is less than the maximum landing weight, the airplane may be slowed to 250 knots in the clean configuration.

CRUISE

DESCENT

Note: If an approach must be made into an area of severe turbulence, delay flap extension as long as possible. The airplane can withstand higher gust loads in the clean configuration.


December 18, 2007

SP.16.49



Windshear Windshear is a change of wind speed and/or direction over a short distance along the flight path. Indications of windshear are listed in the Windshear non-normal maneuver in the QRH.

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.

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: Takeoff

• Use maximum takeoff thrust instead of reduced thrust. • For optimum takeoff performance, use flaps 5, 10 or 15 as selected by AWABS. If multiple flap settings are offered, use the highest available setting for the runway in use to improve tail skid clearance during rotation. • Use the longest suitable runway provided it is clear of areas of known windshear. • Consider increasing Vr speed using the runway allowable takeoff weight (RATOW) from the AWABS. Refer to the ODM to determine the higher 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. Copyright © Delta Air Lines, Inc. See title page for details.

SP.16.50

June 9, 2008



• 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 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 build–up. 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. Stick shaker must be respected at all times. Approach and Landing

• Use flaps 30 for landing. • Establish a stabilized approach no lower than 1,000 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, G/P, VNAV path or VASI/PAPI indications to detect flight path deviations and help with timely detection of windshear. • If the autothrottle 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 20 knots. • Avoid large thrust reductions or trim changes in response to sudden airspeed increases as these may be followed by airspeed decreases. • Crosscheck F/D 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 autopilot and autothrottle for the approach may provide more monitoring and recognition time. Recovery

Accomplish the Windshear Escape Maneuver found in the Non–Normal Maneuvers section of the QRH. Copyright © Delta Air Lines, Inc. See title page for details.

June 9, 2008

SP.16.51



Guidelines for Contaminated Runways When there is contamination on the runway or the braking action is less than good, Captains must evaluate crew, aircraft, and environmental conditions in determining the safety of operating their flight. For takeoffs, refer to the Flight Operations Manual (FOM), Chapter 5, Flight Planning, Weight Data Record (WDR), Contaminated Runways, for additional guidance. For landings, refer to the Airway Manual, Chapter 4, Weather, Braking Action for additional guidance.

Procedure Guidance General

• Consider crew capability. • Consider current Maintenance Carry Overs (MCO’s) - reversers, antiskid, etc. • Consider type and amount of contaminant. • Consider source and age of reported braking action. • Consider usable runways and taxiways (NOTAMS, ATIS, etc.). Taxi

• Be aware that ramps and taxiways may be very slippery. • Be cautious of jet blast on contaminated surfaces. People and equipment behind may be in jeopardy. • Taxi onto and off runways at an extremely slow speed. Nose wheel slippage may occur causing the aircraft to continue straight ahead and possibly off the paved surface. Crosswind

• On slippery runways, crosswind guidelines are a function of runway surface condition, airplane loading, and assume proper pilot technique. • The following crosswind guidelines are applicable to all Delta aircraft for takeoff and landing. Braking Action

Crosswind Component

Tailwind Component

Good

Aircraft Limits

10 kts*

Fair

20 kts

5 kts

Poor

10 kts

0 kts

Nil

Do Not Operate

* Unless the aircraft and airport are authorized for 15 knots Copyright © Delta Air Lines, Inc. See title page for details.

SP.16.52

December 18, 2007



Notes: • Crosswind guidelines are not considered limitations. Refer to AOM, Volume 1, Limitations chapter for crosswind limits. • Reduce crosswind guidelines by 5 knots with a reverser inoperative. • When multiple reports are present, e.g. “Braking Action Fair to Good”, use the lower crosswind value Takeoff

• Do not take off with braking action report of NIL by any air carrier aircraft or airport operator. • A rolling takeoff is strongly advised when the crosswind exceeds 20 knots. • Do not take off with standing water, slush, or wet snow in excess of 1/2 inch (1.2 cm) depth. • Do not take off in dry snow in excess of 4 inches or 10 cm depth. Landing

• Do not land with a braking action report of NIL by any air carrier aircraft or airport operator in the landing or rollout portion of the runway. • Do not land with standing water, slush, or wet snow in excess of 1 inch (2.5 cm) depth. • Do not land in dry snow in excess of 4 inches or 10 cm depth. • Land as early in the touchdown zone as possible. • Ensure the ground spoilers are extended at touchdown. • Use autobrakes, if available. • Use reverse thrust judiciously. • Do not assume the last 2,000 feet of the runway will have braking action as good as the touchdown zone. • Be aware of the possibility of white out effect from reverse thrust use in dry snow.


December 18, 2007

SP.16.53



Intentionally Blank


SP.16.54

December 18, 2007


Differences Table of Contents

Chapter DF Section 0 DF.10.1 DF.10.1 DF.10.2 DF.10.2 DF.10.2 DF.10.3 DF.10.3 DF.10.3 DF.10.4 DF.10.4 DF.10.4 DF.10.5 DF.10.5 DF.10.6

737NG Differences After Retrofit . . . . . . . . . . . . . . . . . . . . Aircraft General, Emergency Equipment, Doors, Windows Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Instruments, Displays. . . . . . . . . . . . . . . . . . . . . . . . . Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DF.11.1 DF.11.1 DF.11.2 DF.11.2 DF.11.2 DF.11.3 DF.11.3 DF.11.3 DF.11.3 DF.11.4 DF.11.4 DF.11.4 DF.11.4


737NG Differences Before Retrofit . . . . . . . . . . . . . . . . . . . Aircraft General, Emergency Equipment, Doors, Windows Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Anti-Ice, Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Instruments, Displays. . . . . . . . . . . . . . . . . . . . . . . . . Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

June 9, 2008

DF.TOC.0.1

Differences Table of Contents


Intentionally Blank

DF.TOC.0.2

June 9, 2008


Differences

Chapter DF

737 Differences Before Retrofit

Section 10

Aircraft General, Emergency Equipment, Doors, Windows Item Weight Limits

Maximum Takeoff and Landing Altitude

737-700

737-800

MTW-155,000

MTW-173,000

MTOW-154,500

MTOW-172,500

MLW-129,200

MLW-146,300

MZFW-121,700

MZFW-136,000

10,000 feet

8,400 feet

Maximum Autoland Altitude Crosswind Limits

8,400 feet 33 knots

36 knots

Wingspan

117 feet, 5 inches

112 feet, 7 inches

Winglets

Installed.

Not installed.

66 feet

79 feet

Minimum Pavement Width for 180° Turn Emergency Equipment

Refer to Volume 2, P.7, Refer to the Emergency Differences for Emergency Equipment Location Equipment locations. diagrams in Volume 2.

ELT

One fixed in flight deck with panel.

One portable in flight deck.

Potable Water Quantity Indicator

Quantity indicator at service panel (40 gallon capacity).

Quantity indicator at aft flight attendant panel (60 gallon capacity).

2 doors

4 doors

Passenger Seats

124

150

Marketing Identification

73W

738


Overwing Exit Doors


June 9, 2008

DF.10.1

Differences 737 Differences Before Retrofit


Air Systems Item Recirculation Fan Air Temperature Selectors

737-700

737-800

One

Two (Left and Right)

AUTO and MANUAL

AUTO and OFF

Temperature Controllers

Control Cabin (flight deck) and Passenger Cabin.

Control Cabin (flight deck), Forward and Aft Passenger Cabin.

Pack Trip Off

Labeled PACK TRIP OFF on overhead panel.

Labeled PACK on overhead panel.

Trim Air System

No trim air.

Installed.

Cabin Altitude Warning Light

Installed.

Not installed.

High Altitude Landing Switch

Installed.

Not installed.

TRIP RESET Switch

Resets BLEED TRIP OFF, PACK TRIP OFF and DUCT OVERHEAT lights.

Resets BLEED TRIP OFF, PACK and ZONE TEMP lights.

Anti-Ice, Rain Item

737-700

Eyebrow Window Plugs

737-800

Eyebrow windows not installed.

As installed.

Automatic Flight Item Mode Control Panel

Go-Around Mode Integrated Approach Navigation (IAN)

737-700

737-800

Collins - Green switchlights. Labelling located inside switchlight.

Honeywell - Switchlight labelling located on panel.

LNAV

Wings level.

Installed.

Not installed.


DF.10.2

June 9, 2008



Communications Item

737-700

737-800

One -HF with Datalink.

Two -HF no Datalink.

VDL Mode 2.

No Datalink.

SATCOM

As installed.

Not installed.

Auto PIREP

Not installed.

Installed.

Cabin Medical VHF Communications System

Installed.

Not installed.

Glareshield Microphone Switch

Installed.

Not installed.

737-700

737-800

One 48-amp hour.

Two 48-amp hour.

HF VHF

Electrical Item Battery Installation Standby Power

FMS, CDS, DME included.

FMS, CDS, DME not included.

Battery Warning System

Not installed.

As installed.

GALLEY Power Switch

Not installed.

Installed.

CAB/UTIL Power Switch

Installed.

Not installed.

IFE/PASS SEAT Power Switch

Installed.

Not installed.

737-700

737-800

Engines, APU Item Engines

CFM56-7B Tech Insertion Engines.

Double Derate Takeoff Thrust

Standard CFM56-7B Engines.

Authorized.

Not authorized.


June 9, 2008

DF.10.3



Flight Controls Item

737-700

737-800

Winglets

Installed.

As installed.

Speedbrake Load Alleviation System

Installed.

Not installed.

4.30 to 15.5

3.95 to 14.5

737-700

737-800

Navigation Performance Scales

Enabled.

Not enabled.

Vertical Situation Display

Enabled.

Not enabled.

Mach Trim Limits (Flaps Retracted)

Flight Instruments, Displays Item

ADF Display

None.

CDS Block Point 06 Software

Two (2) separate ADF displays.

Installed.

Not installed.

Standby Altimeter/Airspeed Indicator

Not installed.

Installed.

Standby Attitude Indicator

Not installed.

Installed.

Standby RMI

Not installed.

Installed.

Installed.

Not installed.

Integrated Standby Flight Display

Flight Management, Navigation Item

737-700

737-800

GLS Light on IRS Panel

Installed - Indicates failure of both GLS sensor units.

Not installed.

ILS Light on IRS Panel

Installed - Indicates failure of both ILS sensor units.

Not installed.

Installed.

Not installed.

Multi-Mode NAV Control Panel

Continued on next page. Copyright © Delta Air Lines, Inc. See title page for details.

DF.10.4

June 9, 2008


737NG Operations Manual Item

737-700

737-800

Not installed.

Installed.

ILS/GNSS/GLS MMR

Installed.

Not installed.

ATC Transponder

Non ADS

ADS-B

Not Installed.

Installed.

Comm Datalink

Enabled.

Not enabled.

Common VNAV

Enabled.

Not enabled.

Additional MCDU Fix Pages

Enabled.

Not enabled.

Speed Propagation from the Cruise Page to the Descent Page

Enabled.

Not enabled.

FMS 10.7 Software

Installed.

Not installed.

Multi-Scan Radar

Installed.

Vertical Actual Navigation Performance (VANP)

Installed.

Not installed.

Vertical RNP (VRNP)

Installed.

Not installed.

Engine-out SIDS

Installed.

Not installed.

FMC-Datalink-FANS

Installed.

Not installed.

737-700

737-800

Nitrogen Gas System

Installed.

Not installed.

Fuel Pump AMOC for FAA AD 2002-24-51

Installed.

Not installed.

Fuel Totalizer

Enabled.

Not enabled.

737-700

737-800

Carbon Brakes.

Steel Brakes.

Not installed.

Installed.

VHF NAV Control Panel

ADF Frequency Panel

As installed (ship 3708 only).

Fuel Item

Landing Gear Item Brakes Tail skid


June 9, 2008

DF.10.5



Warning Systems Item

737-700

737-800

GPWS Peaks and Obstacles

Enabled.

Not enabled.

Takeoff Config Warning Light

Installed.

Not installed.


DF.10.6

June 9, 2008


Differences

Chapter DF

737 Differences After Retrofit

Section 11

Aircraft General, Emergency Equipment, Doors, Windows Item Weight Limits

Maximum Takeoff and Landing Altitude

737-700

737-800

MTW-155,000

MTW-173,000

MTOW-154,500

MTOW-172,500

MLW-129,200

MLW-146,300

MZFW-121,700

MZFW-136,000

10,000 feet

8,400 feet

Maximum Autoland Altitude

8,400 feet

Crosswind Limits

33 knots*

Wingspan

117 feet, 5 inches**

Winglets Minimum Pavement Width for 180° Turn

As Installed.

66 feet

79 feet

Emergency Equipment

Refer to Volume 2, P.7, Refer to the Emergency Differences for Emergency Equipment Location Equipment locations. diagrams in Volume 2.

ELT

One fixed in flight deck with panel.

One portable in flight deck.

Potable Water Quantity Indicator

Quantity indicator at service panel (40 gallon capacity).

Quantity indicator at aft flight attendant panel (60 gallon capacity).

Overwing Exit Doors


Installed.

2 doors

4 doors

Passenger Seats

124

160

Marketing Identification

73W

73H - winglets 738 - no winglets

* 737-800 aircraft without winglets have a maximum demonstrated crosswind component of 36 knots. ** 737-800 aircraft without winglets have a wingspan of 112 feet, 7 inches.


June 9, 2008

DF.11.1

Differences 737 Differences After Retrofit


Air Systems Item Recirculation Fan Air Temperature Selectors

737-700

737-800

One

Two (Left and Right)

AUTO and MANUAL

AUTO and OFF

Temperature Controllers

Control Cabin (flight deck) and Passenger Cabin.

Control Cabin (flight deck), Forward and Aft Passenger Cabin.

Pack Trip Off

Labeled PACK TRIP OFF on overhead panel.

Labeled PACK on overhead panel.

Trim Air System

Not installed.

Installed.

Cabin Altitude Warning Light

Installed.

Not installed.

High Altitude Landing Switch

Installed.

Not installed.

TRIP RESET Switch

Resets BLEED TRIP OFF, PACK TRIP OFF and DUCT OVERHEAT lights.

Resets BLEED TRIP OFF, PACK and ZONE TEMP lights.

Automatic Flight Item

737-700

737-800

Collins - Green switchlights. Labelling located inside switchlight.

Honeywell - Switchlight labelling located on panel.

737-700

737-800

One -HF with Datalink

Two -HF no Datalink.

VHF

VDL Mode 2

No Datalink

SATCOM

As installed.

Not installed.

Auto PIREP

Not installed.

Installed.

Cabin Medical VHF Communications System

Installed.

Not installed.

Glareshield Microphone Switch

Installed.

Not installed.

Mode Control Panel

Communications Item HF


DF.11.2

June 9, 2008



Electrical Item

737-700

737-800

One 48-Amp Hour

Two 48-Amp Hour

Not installed.

Installed.

CAB/UTIL Power Switch

Installed.

Not installed.

IFE/PASS SEAT Power Switch

Installed.

Not installed.

737-700

737-800

Battery Installation GALLEY Power Switch

Engines, APU Item Engines

CFM56-7B Tech Insertion Engines

Standard CFM56-7B Engines

Flight Controls Item

737-700

737-800

Winglets

Installed.

As installed.

Speedbrake Load Alleviation System

Installed.

Not installed.

4.30 to 15.5

3.95 to 14.5

737-700

737-800

Standby Altimeter/Airspeed Indicator

Not installed.

Installed.

Standby Attitude Indicator

Not installed.

Installed.

Standby RMI

Not installed.

Installed.

Installed.

Not installed.

Not installed.

Installed.

Mach Trim Limits (Flaps Retracted)

Flight Instruments, Displays Item

Integrated Standby Flight Display ADF Display


June 9, 2008

DF.11.3



Flight Management, Navigation Item

737-700

737-800

GLS Light on IRS Panel

Installed - Indicates failure of both GLS sensor units.

Not installed.

ILS Light on IRS Panel

Installed - Indicated failure of both ILS sensor units.

Not installed.

Multi-Mode NAV Frequency Panel

Installed.

Not installed.

VHF NAV Frequency Panel

Not installed.

Installed.

Installed.

Not installed.

ATC Transponder

ADS-B

Non ADS

Multi-scan Radar

Installed.

FMC-Datalink-FANS

Installed.

Not installed.

737-700

737-800

Installed.

Not installed.

ILS/GNSS/GLS MMR

As installed (ship 3708 only).

Fuel Item Nitrogen Gas System Fuel Pump AMOC for FAA AD 2002-24-51

Boeing AMOC System Installed.

AMOC not installed.

Landing Gear Item

737-700

737-800

Carbon Brakes.

Steel Brakes.

Not installed.

Installed.

Item

737-700

737-800

Takeoff Config Warning Light

Installed.

Not installed.

Brakes Tail skid

Warning Systems


DF.11.4

June 9, 2008

737NG-Operations-Manual-Vol1.pdf

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