B777 Normal Procedures

(Notes based on Boeing and PIA SOP)

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Last Updated 21 Feb 2014

Preflight Summary
1. Electrical Power Up 6. Exterior Inspection
2. Aircraft Documents 7. Preflight Procedure
3. Preliminary Preflight Procedure 8. Takeoff Performance
4. ATIS 9. Briefing
5. CDU Preflight 10. Checklist

Electrical Power Up: To be done through Supplementary Procedures if required.

* A file containing a list of required manuals/books to be on board needs to be checked. Latest revision file has to be
updated within the past 10 days.

1 Technical Log Book

2 Flight Log
Misc
3 Captains Debrief
4 Route Manuals
Areas of Responsibility - Captain as Pilot Flying or Taxiing

Areas of Responsibility - First Officer as Pilot Flying or Taxiing

Preliminary Preflight Procedure Captain or First Officer
The Preliminary Preflight Procedure assumes that the Electrical Power Up supplementary procedure
is complete.

To be Done on Every Sector

A ADIRU switch - OFF 30 seconds, Verify ON BAT light and OFF light
An All then ON extinguished

Expected messages only

S STATUS Oxygen pressure
Sector

Hydraulic quantity

E ENG Engine oil quantity

Exercise

To be Done After Crew Change or Maintenance Action

Maintenance documents Check

FLIGHT DECK ACCESS SYSTEM switch Guard closed

Fire extinguisher Checked and stowed

Crash axe Stowed

Emergency Equipment
Escape ropes Stowed

Other (life vest etc) Checked and stowed

Guards closed
Overhead Maintenance Panel
Lights extinguished

CARGO TEMPERATURE selectors as needed

Circuit Breakers Check

Parking Brake * As Needed

* Verify EICAS memo message PARKING BRAKE SET. Do not assume that the parking brake will prevent airplane
movement. Accumulator pressure can be insufficient.
ATIS

CDU Preflight Procedure - Captain and First Officer

See FMC Preflight (http://www.theairlinepilots.com/forum/viewtopic.php?t=747)

On TAKEOFF REF page, make data entries on page 2/2 before page 1/2.

Exterior Inspection
Preflight Procedure Captain and First Officer

Note: Before performing any preflight procedures, move the FMC selector switch to either L or R,
then back to AUTO. If this cycling is inadvertently overlooked prior to preflight, it can be done in flight
at any time. [Ref: Flight Crew Operation Manual Bulletin (PIA-51) for Un-commanded Autothrottle
Movement During Cruise Flight]
1) PFD:

FMA:
Auto-throttle mode blank
Roll mode TO/GA
Pitch mode TO/GA
AFDS status FLT DIR

No flags except NO VSPD until takeoff Vspeeds are selected.

Altitude Readings: Note down on master document (RVSM requirement).

2) ND: No flags except TCAS OFF

3) EICAS Screen:

Non appearance of any of the following Five Messages is a clue that something has been left out
while carrying out the preflight preparation:

Parking Brake
Autobrake
APU
Doors
Seatbelts Sign

4) MFD:

Secondary ENGINE indications

STATUS - Check messages.
CHECKLIST - RESET ALL

5) FMC

RTE 2 (alternative route, different DEP / RW, or in-flight return route if required)

Cost Index 180

Check NAV RAD and POS REF Page to clear values if previously entered.

Enter all Step Climbs from CFP

Route Data: W/V and FL Temperature (starting at first waypoint after TOC). Subsequent wind
data should be entered for a change greater than 10 deg or 10 knots and change in cruise
level. Enter temperature changes equal to or greater than 2 deg.

After execution of route, completion of initialization pages and completion of fuelling, enter the
estimated ZFW to check estimated TOGW. Also check the total distance & fuel remaining at
destination on progress page. Cross check it against the CFP.

6) Configuration Check: If there is an incorrect configuration or response:

Verify that the system controls are set correctly.

Check the respective circuit breaker.
Test the respective system light as required.
Departure Briefing

1. Weather and Notams.

2. VHF Communication Frequencies to be used / set.

3. Push and Start up Procedures.

4. Taxi routing to the runway in use.

5. Runway Information:

D Dimensions (Length, Width, Stopway)

S Surface Condition

L Lighting

6. Take off Procedure:

Thrust Setting ( e.g. TO-2 SEL 45)

Configuration (e.g. Flaps 5)

Packs (e.g. on APU)

Anti-ice (e.g. On)

Noise Abatement Procedure (if any)

Thrust Reduction (1000 ft or as required)

Acceleration - 2 Eng (3000 ft or as required)

Acceleration 1 Eng (1000 ft or as required)

7. SID Procedure:

Nav Frequencies to be used.

Routing and Constraints

Transition Altitude

MSA

First Cleared Level

8. Communication Failure Procedure

9. Miscellaneous:

Weather after takeoff, use of Wx radar / terrain function etc.

Takeoff Briefing by Captain
Capt as PF:

Call out any malfunction or warning and silence the aural warning.

I will call STOP or GO

I will reject takeoff for any warning or condition that significantly affects the safety of the flight.

Before 80 knots: Takeoff will be rejected for:

Takeoff configuration warning

System failure(s)
Activation of the master caution system
Tire failure
Unusual noise or vibration
Abnormally slow acceleration
If a side window opens
Fire or fire warning
Engine failure
Predictive windshear warning
If the airplane is unsafe or unable to fly

Between 80 knots and V1: Takeoff will be rejected for:

Fire or fire warning

Engine failure
Predictive windshear warning
If the airplane is unsafe or unable to fly

After V1: Takeoff will be continued:

No action will be taken below 400 feet AGL other than:

> Application of TOGA.

> Silencing of Aural Warning.

If F/O is PF the briefing will include:

I will have control of the thrust levers for take off.

If I call STOP, I will take over control and reject the take off.

If I call GO, you will continue the take off until I say I HAVE CONTROLS.
Load and Trim Sheet

Max allowable difference between AZFW and EZFW is 7000 Kgs before a new trim is required.
th
Ref: OETB 25 September 2008

Last Minute Change (LMC): [Ref: PIA Weight and Balance Booklet Page 00.06]

a) No change in CG is required if Passenger or Weight Changes (loading/off-loading) are:

4 passengers with baggage anywhere and 400 Kg load in any lower hold.

Only ZFW, TOGW and Total SOULS ON BOARD figures have to be revised.

b) If changes on computerized load sheet are more than those specified above, fresh load sheet is
required to be prepared.

c) If last minute changes on Manual load sheet are more than those specified above, follow the detailed
LMC procedure (page 00.06 and 00.07).

ZFW and TOCG will be inserted in the FMC.

FMC figures of Total Fuel, TOGW and Stab Trim will be reconfirmed.

An average of TOCG & ZFWCG will be inserted in the CRUISE CG space on the PERF INIT
page.

If EFB performance calculating speeds are higher, they must be inserted in the FMS.
Before Start Procedure

F/O Do Items
1) Close all the doors and windows and make the departure announcement.
2) Set the CDU.
3) After ATC clearance, set the overhead panel (fuel and hydraulic) and turn on the beacon.
4) Check Recall.

Flight Deck Door Closed and Lock

PF Takeoff Ref Page

CDU Display
PM Legs Page

Exterior Doors Closed * (make the departure announcement )

Flight Deck Windows Closed and Lock

ATC Clearance To Start Engines

Hydraulic Panel Set **

Fuel Panel Set ***

Beacon Light Switch ON

Cancel/Recall Switch Only expected alert messages should show ****

* Confirm through the door synoptic

** If the tow bar is connected, do not pressurize the hydraulic systems until the nose gear steering is locked out.
Unwanted tow bar movement can occur. Pressurize the right system first to prevent fluid transfer between systems.

*** Center tank pumps ON if there is more than 4,800 kilograms of fuel in the center tank.

**** For unexpected messages, check the DDG and decide if maintenance is needed.
Captain Do Items
1) Close the window.
2) Set the CDU and MCP.
3) Ground Clearance: Nose gear steering locked out + Hydraulic Pressurization.
4) Set the stabilizer trim.

PF Takeoff Ref Page

CDU Display
PM Legs Page

V2

LNAV

MCP Set VNAV

Heading/Track

Altitude

Flight Deck Windows Closed and Lock

External Power / Tug Master - As required

Coordination with Ground Hydraulics Clearance to Pressurize

Nose Gear Steering - Locked Out for Pushback

Trim Set
Pushback or Towing Procedure

Captain F/O

Communication with ground

Parking brake as directed by ground*

Timer **

After Pushback

Tow bar - Verify NOT connected Transponder As Needed

Nose Gear Steering Verify NOT locked out

* Do not hold or turn the nose wheel tiller during pushback or towing. Do not use airplane brakes to stop the airplane
during pushback or towing.

** When commencing pushback CM1 will start the elapsed time function of the clock (Ref: FOM 16.4.3)

Engine Start Procedure

Captain F/O

Secondary Engine Display

Announce Start Sequence

Call Start ____ Engine

Engine Start/Ignition Selector START

Fuel Control Switch RUN

Verify Oil Pressure Increase *

* Auto start does not monitor oil pressure and temperature. Do the ABORTED ENGINE START checklist if there is no oil
pressure indication after the EGT increases.

Note: During or after engine start if there is an alert message then do the respective non-normal checklist and check the
DDG (on ground). After engine start, there is no need to check status messages. Any message that has an adverse affect
on safe continuation of the flight appears as an EICAS alert message.
Before Taxi Procedure

A APU, Anti-ice and Area clear

F Flaps and Flight Controls Check
T Transponder

B Briefing
E EICAS and EFB
L Lights

Captain F/O

APU OFF

Engine Anti-Ice As Needed

Verify Ground Equipment Clear * Verify Ground Equipment Clear *

Call for Takeoff Flaps Set Takeoff Flaps

Flight Controls Check **

Transponder As needed

Push Cancel/Recall Switch

Recall Check
Recall Check

EFB Airport Map Set *** EFB Airport Map Set ***

Call for Before Taxi Checklist Do the Before Taxi Checklist

Taxi Clearance

Update changes to taxi briefing if required

Exterior Lights As Required Set on captains command

* After start, captain will ensure removal of all ground connection, display of nose wheel steering bypass pin, and hand
signal (R or L). Taxi will be commenced after announcement of Clear my side by both pilots and Hand signal / by
pass pin sighted.

** To avoid nuisance FLIGHT CONTROLS faults, a complete cycle of the control wheel during the flight control check
should be done slowly (more than approximately 6 seconds) and not combined with the check of the pitch controls.

*** Not to be used as a primary navigation reference. It is designed to aid flight crew positional awareness only.
Before Takeoff Procedure

Engine Warm Up: Engine oil temperature must be above the bottom of the temperature scale. Run
the engines for at least 3 minutes using a thrust setting normally used for taxi operations.

PF PM

Weather Radar and Terrain Display as required *

Takeoff Briefing Update if needed Monitor Cabin Ready Message

Before Entering Runway

Cabin Announcement
EFB Select SID
EFB Select SID

Call for Before Takeoff Checklist Do the Before Takeoff Checklist

* In case of departure from an airport with surrounding high terrain PM will select TERRAIN on his ND.
Takeoff Procedure

PF PM

Strobe ON

Transponder On (TA/RA)

All Lights ON (After T/O Clearance)

Check Compasses (Runway Heading) and Takeoff Fuel

Following Items to be done by Captain

Announce Takeoff
N1 55% *
TOGA

Verify and Call Check Verify and Call Out FMA Changes
Timer **

Check Verify and Call Thrust Set ***

Check Call 80 Knots

Check V1 (auto call out)

VR Call Rotate

Rotate to 15 deg pitch attitude

After liftoff follow F/D Commands
Positive Rate of climb on Altimeter
Call Positive Rate

+VE Verify and call Gear Up Set Gear Up

200 Engage Autopilot Check PFD & Announce Autopilot

Call 400 feet (radio altitude)

Select / Verify Roll Mode
400 Call / Select Roll mode
Announce FMA Change

1000 Verify climb thrust set & call Check Call CLIMB / CLIMB1 / CLIMB2

3000 Verify Acceleration, Call Flaps ___ Call Speed Checked Flaps ___

After Flaps Retraction

Engine Anti-ice AUTO and Lights OFF ****
Select CDU VNAV Page
Do the After Takeoff Checklist
Call for After Takeoff Checklist
* When engine anti-ice is required and the OAT is 3 deg C or below, the takeoff must be preceded by a static engine run-
up to as high a thrust setting as practical.

Reduced thrust is not permitted under the following scenarios:

By the assumed temperature method when the runway is contaminated (Max T/O, T/O 1 or T/O 2 is allowed).

Wind shear is expected along the take off path (Max T/O thrust is mandatory).

LVP conditions (Max T/O thrust is recommended).

** At the initiation of takeoff roll, CM2 will start the elapsed time function of the clock (Ref: FOM 16.6.3.4)

*** Monitor engine instruments. During strong headwinds, if the thrust levers do not advance to the planned takeoff thrust,
manually advance the thrust levers by 80 knots.

**** After Take off PM will select Turnoff, Nose Landing lights and Taxi light off.
Climb Procedure

1) Transition Altitude
2) Ten Thousand Feet
3) Tilt of weather radar Auto or as required

PF PM
Transition Altitude Set and Cross Check Altimeters

Call 10,000 feet (AAL)

Landing Lights L/R OFF
Passenger Signs As required

Select ARPT (EFIS Control Panel)

FMC VNAV Page 2
Check Optimum FL Request ATC
Approaching Level (check rate of climb)
Call 1,000 feet for $..

Climb Speed Schedule (If VNAV not in use)

250 till 10,000
Standard (where required then)
310 / .84

Below 25,000 270

Turbulence
At or Above 25,000 280/.82 (whichever is lower) *

Vx FMC max angle speed / Flaps up maneuvering speed

Vy Flaps up maneuvering speed + 60 kts until intercepting 0.82

* Maintain a min speed of 15 knots above the min maneuvering speed at all altitudes when airspeed is below 0.82 Mach.

Top of Climb
Effective 22 November 2008, the following provision is applicable in ICAO PANS-OPS Doc. 8168 (within or outside RVSM
airspace): Pilots should use appropriate procedures by which an airplane climbing or descending to an assigned altitude
or flight level, especially with an autopilot engaged, may do so at a rate less than 8 m/s (or 1500 ft/min) throughout the
last 300 m (or 1000 ft) of climb or descent to the assigned altitude or flight level when the pilot is made aware of
another aircraft at or approaching an adjacent altitude or flight level, unless otherwise instructed by ATC. These
procedures are intended to avoid unnecessary airborne collision avoidance system (ACAS II) resolution
advisories in aircraft at or approaching adjacent altitudes or flight levels. For commercial operations, these
procedures should be specified by the operator. Some European States have published regulations in their
Aeronautical Information Publications (AIPs) specifying vertical rates, so it is important to refer to relevant AIPs for
specific information. (Read more: http://www.theairlinepilots.com/forumarchive/quickref/acas.pdf )

PIA FOM - General Flight Rules - 6.5.1 - Level Off: With a high vertical rate, to prevent altitude divergence or
undesirable "g" forces while leveling off, rate of climb/descent to be within 500/1000 ft/min (not to exceed 1500 ft/min) in
RVSM airspace when approaching the selected altitude or when changing flight levels.

Jeppesen - Air Traffic Control - UK Rules and Procedures Maximum Rates of Climb and Descent: Aircraft when
first approaching a cleared flight level and/or when changing flight level in controlled airspace should ensure that the
vertical closure speed is not excessive. It is considered that, with about 1500ft to go to a cleared level, vertical speed
should be reduced to a maximum of 1500ft per minute and ideally to between 1000ft per minute and 500ft per minute.
Cruise Procedure
To begin with:

1) Route Copy Active RTE to RTE2.

2) Rudder Trim as required.
3) Radar Tilt as required.

Altitude Readings Note down (hourly) RVSM requirement

A
Additional wind data * Enter into the FMC RTE DATA page

B Books Flight plan, Flight Log & Debrief

C Copy Active RTE to RTE2 **

D Departure Message *** ZFW, ETA, Delay, Any important message.

E En route En route Alternate Weather ****

FIR Entry / Exit Time and Area Procedures

F
Fuel Check ***** First waypoint after TOC then at 45 min intervals

G General Wx Radar, Aircraft Trimming ******

* For FMC recommended levels. Enter data for at least 3 flight levels:
1) Optimum level 2) One above optimum 3) One below optimum 4) Current level (if different from above)

If no step climb is expected, a single altitude data is sufficient.

** Escape route procedure for decompression in RTE2 where applicable.

*** To central dispatch (KHIASPK) through ACARS.

**** COMM / Company / Message to Ground

Address: TULP11S
Request Format: WXREQ/SA-/OPLA OPRN OPPS/
http://www.theairlinepilots.com/forumarchive/quickref/wxquery.pdf

***** Use FMC calculated fuel figure to keep score.

****** Primary Rudder Trim Technique (FCTM 1.24):

Symmetrical thrust
Balanced fuel
HDG SEL or HOLD (stabilized for at least 30 seconds)
Trim the rudder in the direction corresponding to the down (low) side of the control wheel until the control wheel
indicates level. In a proper trim condition, there may be a slight forward slip (slight bank angle indicated on the
bank pointer) and a slight deflection of the slip/skid indicator, which is acceptable.

CDU Selection for Cruise:

VNAV or PROGRESS page on PF side

LEGS page on PM side
Descent Preparation

PF PM

Weather
Review Recall and Review
Alert Messages & Operational Notes Alert Messages & Operational Notes
Verify Approach Ref Page VREF

DEP ARR Runway and Approach

FMC*
NAV RAD Page Set

Descent Page Descent Forecast

Alternate Route In RTE2 **

Autobrakes ***

Radio/Baro Minimums as required

Check Landing Performance

Approach Briefing Arrival Message ****

Call Descent Checklist Do Descent Checklist

Fasten Seat Belt Sign *****

* The first row of keys on the CDU does it all with NAV RAD being the exception.

** F/O will check fuel predictions for the destination and alternate to estimate any extra holding time available.

*** Normal Brake level selection is level 2. Use Brake level 3 or 4 for wet/contaminated runway.

**** Through ACARS to central dispatch (KHIASPK) for onward dissemination. In case of diversion, inform central
dispatch about the diversion airfield, ETA and fuel (diversion report through ACARS).

***** Just prior to TOD, the PF shall call for the fasten seat belt sign to be cycled twice. This acts as a trigger for the cabin
crew to prepare the cabin and passengers for landing.
Approach Briefing:

1. Weather and Notams.

2. STAR Procedures:

NAV Frequencies to be used

Routing and Constraints

Transition Level

MSA

3. Approach Procedures:

NAV Frequencies to be used

Approach and Minima

Transition Level

MSA

Terrain / Obstacles

Restricted and prohibited areas in descent and approach path

4. Go Around and Missed Approach Procedures:

ATC Procedures

A/C Procedures

5. Landing Runway Information

D Dimensions (Length, Width, Distance beyond G/S)

S Surface Condition

L Lighting

6. Taxi In Routing and Parking Procedures

7. Miscellaneous:

Communication Failure Procedure

Type of Approach Auto, Manual, ILS or Non ILS etc

Deviation from standard procedures

Specific duties due to special conditions affecting arrival

Descend Speed Schedule (If VNAV not in use)
M.84/310 knots up to FL100/10,000ft.

Thereafter 250 knots subject to ATC speed restrictions.

Descent and Approach Procedure

1) Ten Thousand Feet
2) Transition Level
3) Tilt of weather radar Auto or as required

PF PM
CDU PROG Page 1* CDU LEGS Page

10,000 feet MSL

Landing Lights L/R ON

Passenger Signs ON

Transition Level Set and Cross Check Altimeters

Call Approach Checklist ** Do Approach Checklist
Deselect ARPT (EFIS Control Panel)

* CPSI/BUL/12/19 Nov 7th, 2012

** At 10,000 feet or setting QNH whichever is lower

Descent Planning
Losing airspeed can be difficult and may require a level flight segment. For planning purposes, it requires approximately
60 seconds and 6 NM to decelerate from 310 to 250 knots in level flight without speedbrakes. It requires an additional 50
seconds and 4 NM to decelerate to flaps up maneuver speed at average gross weights. Using speedbrakes to aid in
deceleration reduces these times and distances by approximately 50%.

Extend the flaps when in the terminal area and conditions require a reduction in airspeed below flaps up maneuver speed.
Normally select flaps 5 prior to the approach fix going outbound, or just before entering downwind on a visual approach.
When flaps are extended, select the next lower speed just as the additional configuration drag takes effect. Delaying the
speed selection causes an increase in thrust, while selecting the lower speed too quickly causes thrust to decrease, then
increase.

Rate of Descent Restrictions

Below 5000 feet 2000 fpm max

Below 2000 feet 1000 fpm max

Altitude change of 1000 feet 500 fpm max

Landing Procedure - ILS

PF PM
Call for Flaps as per the schedule * Set Flaps
On intercept heading, verify:
ILS Frequency (tuned & identified)
LOC and G/S pointers
Arm APP Mode

HDG/TRK SEL or HOLD mode **

CDU PROG Page 2

Check Localizer Alive

Check Localizer Capture

Check Glide Slope Alive

Call: Gear Down Flaps 20

Set Gear and Flaps
Arm Speedbrakes (Captain) Landing Lights ON
Cabin Announcement
Check Glide Slope Capture

Call for Landing Flaps *** Set Flaps

Set missed approach altitude

Call Landing Checklist Do Landing Checklist

Check Radio Altimeter Alive (2500 RA)

Check Outer Marker / Fix ___ Ft

1000 feet RA
500 feet RA (Auto Land status)
Approaching Minimums
Minimum ****
Landing / Go-Around

* Start deceleration from 250 kts to Flaps 5 maneuvering speed with Flaps 5 prior to localizer capture. When Flaps are
extended, select the next lower speed just as the additional configuration drag takes effect.

** LNAV (if used to intercept the final approach course) might parallel the localizer without capturing it.

*** If not in adverse conditions (to conserve fuel or to accommodate ATC speed requests), intercept the glide slope with
gear down and flaps 20 at flaps 20 speed. Approaching 1,000 feet AFE, select landing flaps. For noise sensitive areas,
use the technique above but delay extending the landing gear until 1500 feet AFE.

**** Call if there is no auto callout. Also call 100, 50 and 30 RA in case of no auto voice callout.
Go-Around and Missed Approach Procedure
Minimums:
1. TOGA and Flaps
2. Attitude and Go-around Thrust

+ Climb:
1. Gears Up

400 Feet:
1. Roll Mode
2. Route Tracking

1000 Feet:
1. Acceleration and Flap retraction
2. Climb Mode and Thrust
3. Climb to Missed Approach Altitude
4. Checklist

PF PM

Push TOGA
Set Flaps 20
Call Flaps 20

Verify Go-Around Attitude and Thrust Increase*

Positive rate of climb

Call Positive Rate

Verify and Call Gear Up Set Gear up

400 feet RA Select/Verify a Roll Mode** Verify Missed Approach Altitude Set

Verify Missed Approach Route is Tracked

At Acceleration Height (1000 feet)

Retract Flaps ***
Set maneuvering speed for planned flaps
After flap retraction
FLCH or VNAV Climb

Verify Climb Thrust

Verify Missed Approach Altitude Capture

Call After Takeoff Checklist Do After Takeoff Checklist

* PM will adjust the thrust if not sufficient for go-around.

** Limit bank angle to 15 degrees if airspeed is below minimum maneuver speed.
*** As per schedule (At display 20 select flaps 5 Ref: FCTM 3.30)
Low Altitude Level Off - Low Gross Weight

To prevent an altitude and/or airspeed overshoot, the crew should consider doing one or more of the following:

Use the autothrottle

Press TO/GA switch once to command thrust sufficient for a 2,000 fpm climb rate

If full go-around thrust is used, reduce to climb thrust earlier than normal

Disconnect the AFDS and complete the level off manually if there is a possibility of an overshoot

If autothrottle is not available, use manual thrust control to manage speed and prevent flap overspeed.

Go-Around after Touchdown

Go-Around after Touchdown
If a go-around is initiated before touchdown and touchdown occurs, continue with normal go-around procedures. The F/D
go-around mode will continue to provide go-around guidance commands throughout the maneuver.

If a go-around is initiated after touchdown but before thrust reverser selection, auto speedbrakes retract and autobrakes
disarm as thrust levers are advanced. The F/D go-around mode will not be available until go-around is selected after
becoming airborne.

Once reverse thrust is initiated following touchdown, a full stop landing must be made.
Non-ILS Approaches
1. Setting up the Approach

Whenever constant angle approaches are available in the FMC data base, they will be flown using VNAV PATH. VNAV
should be used only for approaches that have one of the following features:

A published GP Angle on the LEGS page for the final approach segment
An RWxx waypoint coincident with the approach end of the runway
A missed approach waypoint before the approach end of the runway, (e.g.,MXxx).

These features permit construction of a normal glide path. VOR approaches with the missed approach point on the LEGS
page beyond the runway threshold and circling only approaches do not have these features. Do not manually build the
approach or add waypoints to the procedure (see on approach logic FCOM 11.31.30). For procedures where both the
FAF and FACF are coded with at or above altitude constraints, the crew should consider revising the FACF altitude
constraint to at (hard constraint). This enables a shallower path before the FAF, permitting a normal deceleration for
flap and gear extension. When appropriate, make cold temperature altitude corrections by applying a correction from
an approved table to the waypoint altitude constraints. If required to use MDA(H) for the approach minimum altitude, the
barometric minimums selector should be set at MDA + 50 feet to ensure that if a missed approach is initiated, descent
below the MDA(H) does not occur during the missed approach. Jeppesen will publish DA(H) instead of MDA(H) for CDFA
approaches and will not use an add-on when publishing a DA(H). To use or not use an add-on is still the operators
responsibility.

Where constant angle approaches are not available, an overlay approach procedure may be used, if available. Another
approach having the same plan view may be selected. For example, an ILS procedure might be selected if the plan view
(route) is identical to an NDB approach. In this case, waypoint altitudes must be checked and modified as required. When
an approach is flown by this overlay method, raw data should be monitored throughout the approach to assure obstacle
clearance. Note: If an NDB approach for the desired runway is in the database, an overlay approach should not be used.
When no procedure is available from the FMC arrival page, approaches may be carried out by selecting frequency &
course in the NAV radio page and utilizing HDG SEL/TRK SEL with VS/FPA.

2. RNP Requirement
Approach Type RNP
NDB, NDB/DME 0.6 NM
VOR, VOR/DME 0.5 NM
RNAV 0.5 NM
RNAV (GPS)/(GNSS) 0.3 NM

3. Raw Data Monitoring Requirement

Push the POS switch on the EFIS control panel and compare the displayed raw data with the navaid symbols on the
map e.g. the VOR radials and raw DME data should overlay the VOR/DME stations shown on the MAP and the GPS
position symbol should nearly coincide with the tip of the airplane symbol (FMC position).

Display the VOR and/or ADF pointers on the map display and use them to verify your position relative to the map
display.

Compare airplane position on the map with ILS, VOR, DME, and ADF systems to detect possible map shift errors.
Instrument Approach using VNAV:

Instrument Approach using V/S or FPA:

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

Leaving the MDA(H), disengage the autopilot. Turn both F/Ds OFF, then place the PMs F/D ON. This eliminates
unwanted commands for the PF and allows continued F/D guidance for the PM in the event of a go-around when pitch or
roll mode is changed.
Circling Approach:

Approach category C or D according to actual circling speed.

Use VNAV, V/S, or FPA modes to descend to MDA. APP mode for descent is not recommended because AFDS
does not level off at MCP altitude and exiting the APP mode requires initiating a go-around or disengaging the
autopilot and turning off the flight directors.
Angle off 45 degrees to the runway heading, take time 30 seconds then join downwind.
Abeam threshold, start time for 20 seconds (for every 500 feet).
Minimum height at the end of final turn is at 400 ft AAL with flaps 30 / VAPP obtained.
Wings must be level by 300 ft AAL
After intercepting the visual profile, cycle both F/D to OFF, and select the PM F/D to ON.

Visual Pattern:
Landing Roll Procedure

1) Speedbrakes
2) Autobrakes
3) Reversers
4) 60 Knots

PF PM

Verify Speedbrake Lever UP Call Speedbrakes UP or NOT UP

Verify Autobrake Operation

REV Green Call Reversers Normal

REV Amber or no indication Call:

No Reverser Left/Right Engine
No Reversers

Call 60 Knots

Reverse Idle

Before taxi speed Disarm Autobrakes

Before turning off runway:
Disconnect Autopilot

After Landing Procedure

PF PM

Captain positions speed brake lever down

APU Start

Eng Anti-ice As required

Taxi Lights On
Other Lights As required
Weather radar - OFF

Autobrake Off

Flaps UP

Transponder As Required

Engine cool down: Run the engines for at least 3 minutes. Use a thrust setting normally used for taxi operations.
Shutdown Procedure

Capt F/O

Call APU Running *

Parking Brake Set

Electrical Power Set **

Fuel Control Switches Cutoff

Cabin Announcement

Seatbelts OFF

Hydraulic Panel Set ***

Fuel Pumps OFF

Beacon Light OFF

F/D OFF F/D OFF

Transponder STBY

EFB Close Flight Select EFB Close Flight Select

Status Message Check ****

Parking Brake Release

APU As required *****

Call Shutdown Checklist Do Shutdown Checklist

COMM - Company Menu - Send Arrival Report

* Before the aircraft reaches the parking bay

** Prior to engine shutdown ensure APU RUNNING message on EICAS or availability of Ground power.

*** Depressurize the right system last to prevent fluid transfer between systems.

**** Disregard EICAS alert and status messages displayed during the PFC self test after hydraulic shutdown. Wait
approximately 3 minutes after HYD PRESS SYS L+C+R message is shown before recording status and alert messages in
the maintenance log.

***** APU OFF if transit time is more than 1hr 30min unless there is an airport restriction.
Secure Procedure

Capt F/O

ADIRU Switch OFF

Emergency Lights Switch OFF

Pack Switches OFF

EFB Display OFF EFB Display OFF

Call Secure Checklist Do Secure Checklist

Disclaimer: "B777 Normal Procedures" are personal notes of the undersigned. These notes do not sanction any pilot to
violate his/her Company's Standard Operating Procedures, Aircraft Manuals or Manufacturer's Recommendations.
Anyone intending to use these notes should provide* an email address so that he/she can be informed about significant
changes or corrections in this article.

* www.TheAirlinePilots.com/b777articleupdatenotification.htm