AIR INDIA EXPRESS

IX–OPS-001-SOP
B 737-800 STANDARD
OPERATING PROCEDURES SEC 1
STANDARD OPERATING
PROCEDURES Issue-4 Rev-1 26 Oct 2020

• Performance: Review landing roll constraints (runway

surface condition, distance available to expected runway
clearance constraint, if any). Estimate landing performance
and decide upon the combination of flaps and autobrakes
(Refer Section 2.1 Choice of Flaps, Autobrake Selection) to
match the runway constraints. Set autobrakes as needed.
• MCP, Displays: Check recall and MFD C/R for systems
and autoland status. Set the CRS to final approach, DA/DDA
as needed. Pre-set destination QNH on PFD and ISFD.
• Navaids and Communication: Tune VOR and ILS for
terminal procedure (active frequency may be retained as
needed enroute). Set required frequencies on VHF 1 and 3
standby windows. Set ACP as needed.
• Diversion Plan: Nominate suitable destination alternates,
review corresponding MDF and holding time available.

1.3.27 Approach Briefing

a) It is recommended that the PM independently verify the FMS
before the briefing. This will minimise PF’s distraction with head-
down activity while the briefing is being conducted. If there is a need
for elaborate discussions on any aspect such as NOTAMs, MEL
procedures, etc., these may also be discussed at a convenient time
before the Approach briefing. The pace of briefing should allow
situational awareness to be maintained by monitoring of R/T and
flight parameters while participating in the briefing. Headsets must
be donned with interphone ON to ensure clarity and radio
monitoring.
b) As a general guideline for long sectors, plan to complete the
briefing before entering the 200 NM circle to destination. For flights a
flying time of 45 minutes or less, the approach briefing may be
completed on the ground before start-up, leaving the salient points
and current parameters to be refreshed during the briefing. The
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 AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
OPERATING PROCEDURES SEC 1
STANDARD OPERATING
PROCEDURES Issue-4 Rev-1 26 Oct 2020

approach briefing should be complete before cockpit workload

increases, ideally at least 10 minutes prior to top of descent.
c) Briefings should be concise, clear and logical. As a guide, the
approach briefing should include at least the following as applicable:
• Aircraft State. Review serviceability, MELs (if any) that affect
the plan.
• NOTAMS. Review relevant NOTAMS at the destination and
alternate, as applicable.
• Weather. Review current weather and trend forecast. If
needed, deviations from published procedures may be discussed
and coordinated with relevant ATC.
• Procedures. Review STAR and type of approach (Check
validity of charts referred to).
o Frequencies. Navigation and communication frequencies
to be used.
o Transition level and MSA. In case terrain constraints
above Transition Level are relevant to the arrival pattern,
brief PM to select TERR on his display at the appropriate
flight level above the Transition Level during descent.
o Procedure. STAR and approach procedure in sequence,
including holding, approach segments, altitude constraints,
approach minimums and through missed approach
procedure and holding. Discuss localiser-only procedure
where applicable. If a runway change is likely, include
briefing for the other option.
o Approach. Standard/ Delayed Flap Approach. (Where
possible, use delayed flap approach for fuel saving.)
o Minima. Review procedure minima vis-a-vis reported
weather and trend and verify appropriate DA/DDA set on
both sides.
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 AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
OPERATING PROCEDURES SEC 1
STANDARD OPERATING
PROCEDURES Issue-4 Rev-1 26 Oct 2020

o Automation. Plan with relation to the autopilot,

autothrottle and FD modes to be used for the procedure.
o Pressurization. Verify that land altitude is set.
• VAPP. Estimate the landing weight [ZFW + FOD or GW –
(FOB – FOD)] and enter corresponding approach and landing
speeds on the APPROACH REF page. Add half the reported
steady headwind component plus full gust increment to the
reference speed to obtain the VAPP. Minimum VAPP is VREF+5
kts. Maximum VAPP is VREF+15kts or flap placard speed – 5
kts, whichever is lower. For flap 15 landings, set VREF ICE
(VREF 15 + 10 kts) if any of the following conditions apply:
o Engine anti-ice will be used during the landing
o Wing anti-ice has been used anytime during the flight
o Icing conditions were encountered during the flight and
landing temperature is below 10ºC.
• Landing Performance and Taxi Plan.
o For all landings, the LDA should equal or exceed ELD
(unfactored distance including 1,000 ft of air distance from
threshold to full stop, as derived from the QRH/ FPPM) by a
margin of 15% or 1,000 ft, whichever is greater. Where
preferred runway exits are specified by ATC, the distance
effectively available must be factored in Choice of Flaps and
Autobrake Selection to ensure smooth deceleration while
minimising runway occupancy. The QUICK-REFERENCE TABLE
may be used if time is a constraint.
o Landing in moderate to heavy rain must be avoided;
consider holding or diversion. For all landings in continuous
moderate-to-heavy rain or when braking is reported as
‘medium’ water patches on the runway, calculate for
‘Medium’ braking and additionally account for both reversers

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 AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
OPERATING PROCEDURES SEC 1
STANDARD OPERATING
PROCEDURES Issue-4 Rev-1 26 Oct 2020

being inoperative. In practice, reversers must be used as

required.
o Specify the combination of landing flaps and autobrake
setting to ensure smooth deceleration while minimising
runway occupancy (Refer Choice of Flaps and Autobrake
Selection.) Set the AUTO BRAKE select switch to
the planned setting.
o Other considerations such as use of windshield wipers,
landing lights, etc. appropriate for existing conditions.
o Plan for runway vacation and taxi route to parking stand,
including relevant hot-spots in case of adverse weather.
• Tech Status. Status of the aircraft such as MEL items or in-
flight failures that could affect the approach. Discuss additional
procedures, if any (such as for operations without APU).
• Diversion Plan. Nominate a primary alternate after studying
the options. Review expected FOD, approximate holding time
available over destination and MDF to the alternate. Discuss
updated weather and minima requirements if diversion is
anticipated. Consider briefing for landing at alternate in case of
limited flight time to diversion.
• Threats and Error Management (TEM). Discuss possible
threats and errors, and measures to mitigate them. Possible
threats include, but are not limited to the following: fatigue,
weather, winds, airspace restrictions, condition of runway surface
and taxi-track, parallel runways, new taxiways, movement area
marking/ signages, work in progress, terrain, birds, etc.
• Special Procedures. Non-standard procedures such as Loss
of Communication procedure, noise abatement, especial engine
failure procedure, etc., if applicable.
• Emergencies. Normal go-around/ windshear go-around/ stall
recovery to be reviewed for the first sector of the day or crew
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 AIR INDIA EXPRESS
IX–OPS-001-SOP
B 737-800 STANDARD
OPERATING PROCEDURES SEC 1
STANDARD OPERATING
PROCEDURES Issue-4 Rev-1 26 Oct 2020

change. For subsequent flights with the same crew, the PF may
abbreviate the briefing: “STANDARD GO AROUND/
WINDSHEAR GO-AROUND/ STALL RECOVERY
PROCEDURES, AS COVERED IN PREVIOUS SECTOR”
d) PF shall also brief to the effect that:
"Call deviations as per SOP. If the flight path is unstabilised, you
will call “Unstabilised”. If it continues to be unstabilised, you will
call “Go around, Captain”. If I do not go around after your second
call, you will take over controls and initiate the go around”.
e) Upon completion of the Approach briefing, carry out the Descent
checklist. Notify the CCIC to prepare for landing.
f) Notify company or ground handling agent. Inform them of:
• Estimated landing time.
• Any other operations, engineering or commercial requirement
(GPU/ air conditioning cart, wheelchair/ high-lift, UNM, etc).
• Request parking stand number.

1.3.28 Descent
a) Before top of descent, both pilots shall
• Adjust seat position, recline and other adjustments to the
recommended position. Verify proper lock of seat and recline by
pressing against the stops.
• Don headsets and keep the interphone switch latched on.
• Carry out the Descent checklist.
b) When clearance is received, it is expected that the aircraft will
commence descent without delay, unless cleared to descend “when
ready” or “at pilot’s discretion”. Plan to descend with idle thrust and
in clean configuration in ECON speed profile. Monitor the desired
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