Engine start lever (affected engine) CUTOFF

APU fire switch..confirm..Pull, rotate and hold for 1 sec. APU switch OFF

Autopilot (if engaged) Disengage Autothrotte (if engaged) Disengage F/D (both) OFF Flaps extended … 10* and 80 % N1 Flaps UP … 4* and 75% N1

Don oxygen masks and set regulators to 100% Establish crew communications CAPTAIN: “My controls” FO: Pressurization mode selector … MAN Outflow VALVE switch … Hold in CLOSE If cabin altitude is uncontrollable: Passengers sign ON PASS OXYGEN switch ON Fixed landing lights ON

Emergency Descent Procedure (Autopilot Engaged) Decision by CAPT if aircraft is above 14.000’ and cabin altitude is not controllable. CAPT: “Emergency descent” x 2 - announce on PA Initiate a turn (if Required by State Procedure) using HDG SEL MCP altitude - set Safe Altitude or FL 100 (whichever is higher) LVL CHG Thrust levers close - (Reduce thrust to minimum or as needed for A/I) SPEED BRAKE … FLIGHT DETENT Set target speed MMO/Vmo Descend with MMO/VMO At Safe Altitude or FL 100 level off and announce on PA - “Emergency descent completed” x 2 LRC or 300 kts - Speed Brake Down Detent FO: Notify ATC ENGINE START switches (both) CONT Transponder 7700 Obtain local QNH CAPT: “Rapid depressurization and emergency descent checklist”

Autothrottle (if engaged) Disengage Thrust lever (affected engine) Confirm … Close Engine start lever (affected engine) Confirm … CUTOFF Engine fire switch (affected engine) Confirm … Pull If the engine fire switch or ENG OVERHEAT is illuminated - Engine fire switch (affected engine) Rotate to stop and hold for 1 second

Autothrottle (if engaged) Disengage Thrust lever (affected engine) Confirm … Retard until engine indications stay within limits or the thrust lever is closed

ENGINE START switches (both) FLT Engine start levers (both) CUTOFF When EGT decreases: Engine start levers (both) IDLE detent If EGT reaches a redline or there is no increase in EGT within 30 seconds, repeat as needed

Control column … Hold firmly Autopilot (if engaged) Disengage Autothrottle (if engaged) Disengage Control column and thrust levers … Control airplane pitch attitude and airspeed Main Electric Stabilizer trim … Reduce control column forces If the runaway stops after autopilot is disengaged: Do not re-engage the autopilot or autothrottle If the runaway continues after the autopilot is disengaged: STAB TRIM cutout switches (both) CUTOUT If the runaway continues: Stabilizer trim wheel … Grasp and hold

Passenger signs ON Yaw Damper ON Autothrottle Disengage AUTOPILOT CWS ENGINE START switches FLT CLIMB/DESCENT: Thrust set 280 knots or 76 Mach, whichever is lower - in cruise set FMC N1

TO/GA SET THRUST FLAPS 15 (1 SE) Positive rate GEAR UP

F1 250 kts F2 250 kts F5 250 kts F10 210 kts F15 200 kts F25 190 kts F30 175 kts F40 166 kts

Emergency Briefing – Captain and First Officer The review of actions below shall be made aloud and by memory:
Captain (always, first flight of the day only)
"Above 80 knots I will only reject the takeoff for:
• Fire or fire warning
• Engine failure
• Predictive windshear warning
• Airplane is "unsafe" or "unable to fly".

"Before V1, if I call "REJECT" I will:
• Simultaneously close the thrust levers and disengage the autothrottle
• Apply maximum manual braking or verify operation of RTO autobrakes
• Manually raise the speedbrake lever
• Apply maximum reverse thrust and stop the aircraft." First Officer (always, first flight of the day only)
"If you call "REJECT" I will:
• Verify RTO operation or max manual braking.
• Call: "SPEED BRAKES UP" or "SPEED BRAKES NOT UP".
• Call: "REVERSER NORMAL” or “NO REVERSER”
• Verify your actions are complete and call any omissions
• Call 100 knots, 60 knots and monitor runway distance remaining
• Call "AUTOBRAKE DISARM"
• Inform ATC of the reject." Captain (always, first flight of the day only)
“On the ground, I am considered to be the PF and will direct You to accomplish checklists or any memory items as required.”

OM-B 2.1.5.3.2.9 IC (improved climb) The Standard improved climb setting is NONE (Company Policy).  Improved climb take offs IC are not allowed on: * Slippery runways with a braking action less than good or GRF code 4 or less * Contaminated runways * In low visibility operations * If unable to comply with speed restrictions in the engine failure procedure. * If antiskid is inoperative.

SE TAXI max 63 tonnes LW Max Taxi Weight: Aprox 81.000 Max Takeoff Weight: 80.000 Max Landing Weight: 69.000 Max Zero fuel Weight: 64.000

Max Operating Altitude 41.000 feet pressure altitude Min TO and LDG Altitude 8.400 feet pressure altitude

For crosswinds greater than 43 knots, limit thrust setting normally used for taxi. Except when settings takeoff thrust on the runway, limit engine thrust to idle for winds greater than 58 knots. CAT II Max Headwind: 25 kts Max Crosswind: 20 kts Max Tailwind: 10 kts (Glideslope for autoland is 3.25 to 2.5 degrees) (only with Flaps 30 or 40 and both engines operative)

Takeoff Landing Operation in heavy rain Anti-Ice operation

Maximum altitude with APU bleed + electrical load 10.000 feet Maximum altitude with APU bleed 17.000 feet Maximum altitude with APU electrical load 41.000 feet Run the APU for 2 minutes before using it as a bleed air source. (After 3 consecutive start attempts, a 15 minute cooling period is required.)

Max fuel temperature is 49 degrees Celsius Min fuel temperature to takeoff and inflight is -43 *C, or 3 degrees Celsius above fuel freezing point, whichever is higher.

The lateral fuel imbalance between main wings must be scheduled to be zero. Fuel imbalance between main wing tanks for taxi, takeoff, flight or landing must not exceed 453 kilograms. Main tanks 1 and 2 must be full if center tank contains more than 453 kilograms.

With Anti-skid inoperative

The Maximum cabin differential pressure (relief values) is 9.1 psi. No LVL CHG below 1.000 feet No Speed Brake below 1.000 feet Only Speed Brake ARMED when flaps 40. Flaps 15 landings only when required by non-normal procedure.

9H-DOR 25 k Thrust all other 27 k Thrust