The normal procedures are designed for use by trained flight crew members. As far as practical the procedure sequence follows a definitive panel scan pattern, with each pilot assigned a particular cockpit area within which to initiate action.

The philosophy is that normal procedures are accomplished by recall and that their action is confirmed by checklist. It is not necessary to call for a checklist to initiate a procedure. For example, the Before Take-off procedure can be commenced by the non-handling pilot as the aircraft approaches the runway with a clearance to "Line Up" or "Take-off". He or she does not need to wait for the handling pilot to call for the procedure or checklist to carry out the actions. In this case at a suitable time prior to takeoff the handling pilot will call for the "Before Take-off checklist" and confirm that all the actions have been carried out.

Likewise after landing the non-handling pilot will accomplish the "After Landing Procedure" by recall once the aircraft has vacated the runway and any necessary radio calls have been made. It is not necessary for the handling pilot to call for the procedure or to signal for it by moving the speedbrake level, or by any other means.

When a checklist has been completed it is important that the pilot reading the checklist announces "...... checklist complete".

The checklist concept assumes that the pilot responsible for the management of the flight at the time will call for the reading of the checklist. This is the pilot who handles the take-off and landing.

It is important to differentiate between the concept of the "procedure" and that of the "checklist".

Supplementary procedures are normal procedures that are accomplished as required rather than on each flight sector, they are not included in the Quick Reference Handbook (QRH). For example, they include topics such as:

  - Anti-icing
  - Systems Tests
  - FMS procedures

Non-normal crew duties are used to cope with system faults and conditions adversely affecting safe flight. Non-normal checklists are provided in the Quick Reference Handbook (QRH) to cope with or contain non-normal situations, ground or flight.

Both EICAS screens are checked pre-flight for Warning, Caution, Advisory and Status messages to assess acceptability for flight. Any that remain on after Engine Shutdown should be recorded in the Technical Log. EICAS messages are reviewed after engine start, any messages must be considered against the Dispatch Deviations Manual (DDM) before flight.

Any STATUS messages appearing in flight require no pilot action, but the information should be passed to engineering as soon as possible, normally using VHF / HF company frequencies, or ACARS.

The warning messages have the following urgency attached to them:

  - Warning (Red) - Prompt corrective action is required
  - Caution (Amber) - Timely corrective action is required
  - Advisory (Amber) - Corrective action is required when time available

The crew members should co-ordinate their actions to ensure that the aircraft is operated safely and efficiently at all times.

The crew must cross-check radio and pressure altimeters whenever necessary, and maintain an altitude awareness.

Whenever an altitude change is made to the MCP, both pilots must be aware of this. Confirmation of the altitude change must be made verbally by the other pilot.

The non-handling pilot should make mode selections and FMC changes only at the request of the handling pilot, except that Heading, altitude and speed selections associated with ATC clearances may be made without specific request. The handling pilot must be made aware such changes are being made. This enhances the overall safety of operation be requiring both pilots to check and agree on all selections, while still allowing one pilot to concentrate on flying the aircraft.

Pilots are encouraged to practice manual flying on a regular basis, including both with and without Flight Director and/or Autothrottle.

The 757/767 has a well developed Autothrottle system and it's use is recommended during a manual approach in gusty conditions.

When using the radio during manual flight as a courtesy whenever possible the non-handling pilot should use the transmit switch on the station box rather than the one on the control column.

When the autopilot is in use, AFDS mode selections and FMC changes are made by the handling pilot.

In both automatic and manual flight, configuration changes will be requested by the handling pilot and executed by the non-handling pilot. Occasionally the non-handling pilot will be involved in some other important task. If the required configuration change cannot be delayed it may be executed by the handling pilot who must make his / her intention clear before moving the control.

Under adverse conditions, maximum use of the Autoflight systems reduces workload considerably.

The levels of protection given by various MSA/SSA figures and MSA figures given on flightplans are detailed by each operating company. These must be thoroughly understood by both pilots and form part of the briefings before take-off and landing. To avoid misunderstanding it is important that both pilots use the same source of information at any one time.

During the climb and descent the MSA is the flightplan figure ("Dominant MSA"). For the climb the figure usually assumes a direct track from the airfield to the first fix and then follows the flightplan route. During descent the track is assumed to be from the final fix on a direct track to the airfield. The bandwidth is 20nm either side of track and this is also maintained during the route section of the flightplan. The SSA (Sector Safe Altitude) is not used due to the greater dependence on the accuracy of the aircraft's position.

Awareness of the MSA is obviously important at all times but also it should be noted that the aircraft's altitude in relation to the MSA has a direct bearing on the appropriate actions in the event of a GPWS "Pull Up" warning.

Standardisation of crew communications is desired to detect partial incapacitation, and to increase the efficiency of crew co-ordination during times of high crew work load such as:

  > Take-off
  > Non-normal conditions
  > Instrument approaches
  > Landing in adverse conditions

The normal standard callouts are one example of the standard phraseology used to convey vital information with a minimum number of words that have an exact meaning to all crew members.

Standard phraseology is an essential part of SOP's, the Flying / Technical Manual gives full details of the calls used. The objectives of standard call are to ensure that all crew members are aware of:

  > Altitude
  > Aircraft position
  > Instrument indications

Casual and non essential conversation can be distracting and may interfere with normal communications, thereby reducing crew efficiency and alertness to the task at hand.

As such, only operational communications are permitted on the flightdeck below FL100 / 10,000ft.

Electronic Engine Controls (EEC) and Autothrottle simplify thrust management procedures. Having the EEC on does not relieve the pilots from monitoring the engine parameters and verifying proper thrust is obtained.

If the Autothrottle is not available then care must be taken to control thrust manually, particularly when levelling after a prolonged descent. A timely reminder that the autothrottle is not engaged could save an embarrassing and possibly dangerous speed excursion.

Note that if Autothrottle is used during a manual approach, it must be disconnected prior to the flare.

Before attempting to trim the aircraft, check the following:

  > Fuel quantities (for lateral imbalance)
  > Engine thrust is balanced
  > Zero aileron and rudder trims

For most operators, there is no requirement during any flap selection to keep one hand on the flap lever until the flaps have reached the selected position. When take-off flap is selected it is the responsibility of the non-handling pilot to check that the lever is in the detent. The handling pilot should check the flap gauge when called on to do so by the "Before Take-off Checklist", at the same time he or she should check the appropriate selection has been made. Good airmanship would suggest at this point that the flap selected is checked against that on the Take-Off "Bug Card".

There is only one reference speed that is referred to by the expression "Vee Ref" (notation VRef), and that is the reference speed for Flap 30. For most operators all approach speeds, both normal and otherwise are increments on this speed. Any FMC derived reference speeds against other flap settings are for gross error checks only.

The speeds at which flap settings are changed are a function of aircraft gross weight. The flap-speed schedule is based on the manoeuvring speed for each flap setting; the manoeuvring speed is determined by an addition to VRef.

The table below indicates the manoeuvre speed for each flap setting and the speed at which to increase the flap setting during deceleration, and reduce the setting during acceleration.

Using VRef as the basis for the schedule makes it variable as a function of gross weight. As the schedule is gross weight sensitive it provides an adequate manoeuvre margin above the stall at all weights.

The normal manoeuvring bank angle recommended for the aircraft is 25 degrees. This is consistent with the normal bank angle commanded by the Autopilot-Flight Director System.

The flap-speed schedule will in all normal cases provide at least 40 degrees of bank capability prior to the onset of stick shaker (stall warning). This provides margin for 15 degrees of inadvertent overshoot beyond the normal 25 degree bank angle.

Flap 15 is the normal setting for take-off. For performance reasons Flap 5 is sometimes used to achieve a higher take-off weight. On rare occasions Flap 20 will be used for take-off from short runways. Only flap settings in the Performance manual may be used.

If more than one setting is published, performance considerations may well dictate which setting will be used. In other cases the crew are free to make a choice based on operational requirements.

Flap 15 gives slightly more tail clearance on rotation than Flap 5. A Flap 5 take-off will give a slightly better climb gradient once the aircraft is airborne at the expense of a longer ground run and higher rotation speed.

For normal operations Flap 30 is used for landing. Flap 20 is used for some landings when called for by a Non-normal checklist. Some operators also use Flap 25 for normal landings on longer runways.

Flap limiting speeds, based on structural considerations are conveniently placarded around the flap position indicator against the relevant setting. Any exceedances of these limits should be recorded in the aircraft Technical Log.

During a flap retraction sequence, i.e. after take-off or go-around, the flap setting is reduced to the next setting when airspeed is within 20 knots of manoeuvring speed for that setting and increasing.

During the extension sequence the flap setting is increased to the next setting when the airspeed is within 20 knots of the manoeuvring speed for that setting and decreasing.

There are several benefits as a result of this schedule:

  > The speeds are close to minimum drag
  > In climb the speeds are close to maximum climb gradient
  > In level flight it provides relatively constant pitch attitudes
  > The thrust changes are small as flap settings are altered

The flap-speed schedule recommendation applies to manual or automatic flight operation.

At normal operating weights the Flap Schedule speeds will be well below the limiting speeds. It is acceptable to lower the flaps when below the limit speed, however the correct way to use the flaps is to adhere to the schedule. The fatigue life calculations made by Boeing assume that the aircraft is being operated in accordance with the schedule. If excessive loads are placed on the flaps then at some point in the future they could fail before their expected life is completed. The only exception to this rule is the use of Flap 15 for short periods during approach to meet ATC speed requirements when speeds in excess of VRef + 20 may be needed.

The illustration below indicates the correct positioning of the reference bugs on the ASI. The external white movable bugs attached to the instrument are positioned as shown.

	Take-off Bug Positions   V1 Vr VRef + 40 VRef + 80
	Landing (Flap 30) Bug Positions   VRef VRef VRef + 40 VRef + 80    In the event of a non-normal landing, the first pair of white bugs are positioned according to the increment to VRef given in the QRH, all other bugs remain the same.

The cursor remains at V2 until completion of Flap retraction and either FL CH, VNAV or SPD mode is selected.

The cursor is driven to the desired speed by VNAV or by pilot selection in the case of FL CH, VNAV speed intervention or autothrottle SPD modes.

Position the cursor to the manoeuvring speed for the selected flap position.

Minimum setting is VRef + 5 knots, maximum setting is VRef + 15 knots. The cursor setting varies between these speeds by applying to VRef an increment of half the headwind component plus the gust factor. This is known as the "Approach Speed".