Supplementary Standard Operating Procedures

These procedures are published by flydubai to augment Boeing procedures

and provide additional guidance to support operating requirements, licensing
authorities, and airline operations [1]. They are GCAA approved, legal, and
mandatory, but the Captain retains authority to deviate in the interest of safety
[2].
General Information
 Supplementary Procedures are those accomplished as required, rather
than routinely on each flight [3]. They may be necessary due to adverse
weather, unscheduled maintenance, or as a result of a procedure
referenced in a Non-Normal Checklist (NNC) [3].
 At the Captain's discretion, these procedures may be performed by
memory, by reviewing them prior to accomplishment, or by
referencing them during accomplishment [3].
I. Airplane General, Emergency Equipment, Doors, Windows [4]
1. Engine Out Taxi (EOT) [4]
o Aim: To facilitate taxiing with only one engine operating [4].

o When to Use:

 Engine Out Taxi-Out Procedure: Used for taxiing out with

only engine #2 started initially. It involves specific steps for
generator and anti-ice switches [5, 6]. A caution is noted to
avoid excessive single-engine breakaway thrust to prevent
damage or harm to personnel/equipment [7].
 Engine Out Taxi-In Procedure: Implied for taxiing in with
an engine inoperative [4].
o Note: This procedure assumes flight crews are properly trained and
have the appropriate regulatory approval [5].
2. Interior Inspection [4]
o Aim: To check the availability and condition of emergency
equipment within the aircraft, as required [8, 9].
3. Flight Deck Door Access System Test [4]
o Aim: To test the functionality of the flight deck door access
system [9].
4. Water System Draining [4]
o Aim: To facilitate the draining of the aircraft's water system [4].
(Specific conditions for use are not detailed in the sources).
5. Oxygen Mask Microphone Test [4]
o Aim: To test the microphone function of the oxygen masks [4,
10].

Label: Non-Business. Applied by: Mohamed Abbas.

 6. Air Turn Back - Flaps 15 Landing [4]
o Aim: To enable a landing with flaps 15, which may be required to
meet Return-to-Land dispatch requirements [11]. This
procedure involves specific VREF (Reference Speed) settings and
flap configurations for a go-around (flaps 1) [11, 12].
7. ETOPS [4]
o Aim: To ensure compliance with regulations for Extended-range
Twin-engine Operational Performance Standards (ETOPS) flights
[13].
o When to Use: For operators conducting ETOPS flights, which
require an ETOPS-configured and approved aircraft, along with
approved flight operations and maintenance programs. The APU
must be on for the entire ETOPS segment unless otherwise
authorized [13].
8. Fuel Crossfeed Valve Check [14]
o Aim: To check the fuel crossfeed valve [14]. (Specific conditions for
use are not detailed in the sources).
II. Air Systems [14]
1. Wing–Body Overheat Test [14]
o Aim: To test the wing-body overheat detection system [14].
(Specific conditions for use are not detailed in the sources).
2. External Air Cart Use [14]
o Aim: To guide the use of an external air cart for aircraft systems
[14]. (Specific conditions for use are not detailed in the sources).
3. Ground Conditioned Air Use [14]
o Aim: To guide the use of ground conditioned air [14]. (Specific
conditions for use are not detailed in the sources).
4. Isolated Pack Operation during Engine Start [14]
o Aim: To improve cabin air quality between starting the first and
second engines [15].
o Note: There is a caution that moving engine BLEED air switches
while a starter is engaged can damage the starter [15].
5. Pressurization System Manual Mode Test [14]
o Aim: To test the aircraft's pressurization system in manual
mode [16].
6. Manual Mode Operation [14]

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 o Aim: To provide procedures for operating the pressurization system
in manual mode [14]. (Specific conditions for use are not detailed in
the sources).
7. Pressurization Control Operation – Landing at Alternate Airport
[14]
o Aim: To guide pressurization control procedures when landing at an
alternate airport [14]. (Specific conditions for use are not detailed in
the sources).
8. Automatic Pressurization Control – Landing Airport Elevation
Above [14]
o Aim: To provide procedures for automatic pressurization control
when the landing airport elevation is above a certain threshold [14].
(Specific conditions for use are not detailed in the sources).
III. Anti–Ice, Rain [17]
1. Anti–Ice Operation [17, 18]
o Aim: To provide requirements and operational procedures for using
the engine and wing anti-ice systems [18]. These are further
detailed in the Adverse Weather Section (SP.16) [18].
2. Cold-Soaked Fuel Frost (CSFF) [17, 18]
o Aim: To address procedures when frost forms on the lower and
upper wing surfaces due to cold-soaked fuel, which can occur after
long flights with large fuel loads [18].
3. Exterior Safety Inspection - Airplanes with Defined Cold-Soaked
Fuel Frost Area [17]
o Aim: To guide exterior safety inspections for aircraft with specific
areas prone to cold-soaked fuel frost [17].
4. Exterior Safety Inspection - Airplanes without Defined Cold-
Soaked Fuel Frost Area [17]
o Aim: To guide exterior safety inspections for aircraft without specific
cold-soaked fuel frost areas [17].
5. Window Heat System Tests [17] (Includes Overheat Test and Power
Test)
o Aim: To test the window heat system for overheat and power
functionality [17]. (Specific conditions for use are not detailed in the
sources).
IV. Automatic Flight [19]
1. Intervention of FMC Cruise Altitude during VNAV Cruise [19]
o Aim: To provide procedures for manual intervention of the Flight
Management Computer (FMC) cruise altitude while in VNAV (Vertical

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 Navigation) cruise mode [19]. (Specific conditions for use are not
detailed in the sources).
2. Intervention of FMC Airspeed Constraints during VNAV [19]
o Aim: To provide procedures for manual intervention of FMC airspeed
constraints while in VNAV [19]. (Specific conditions for use are not
detailed in the sources).
3. Altitude Hold [19]
o Aim: To provide procedures for maintaining a specific altitude [19].
(Specific conditions for use are not detailed in the sources).
4. Heading Select [19]
o Aim: To provide procedures for selecting and maintaining a specific
heading [19]. (Specific conditions for use are not detailed in the
sources).
5. VOR Navigation [19]
o Aim: To guide navigation using VOR (VHF Omnidirectional Range)
[19]. (Specific conditions for use are not detailed in the sources).
6. Instrument Approach using Vertical Speed (V/S) [19]
o Aim: To guide instrument approaches using the Vertical Speed
mode [19].
7. Circling Approach [19]
o Aim: To provide procedures for executing a circling approach [19].

8. Instrument Approach - RNAV (RNP) AR [19]

o Aim: To provide specific procedures for RNAV (Area Navigation)
approaches with RNP (Required Navigation Performance)
Authorization Required [19].
o When to Use:

 Preflight Procedure: To ensure required aircraft equipment

is available before beginning the approach (e.g., specific
autopilot/flight director capabilities, ADIRUs, CDUs, displays,
FMCs, GPS receivers, radio altimeters, and EGPWS) [20, 21].
 Pre-approach Requirements: To ensure necessary
equipment is available before the approach. A go-around
is required if "UNABLE REQD NAV PERF-RNP," "FMC
DISAGREE," or any "VERIFY POS" alerting message is shown,
unless suitable visual reference is established and
maintained [20, 21].
V. Communications [22]
1. Aircraft Communication Addressing and Reporting System
(ACARS) [22]

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 o Aim: To provide general procedures for using ACARS functions
accessed from company pages [22, 23].
2. Pre-Departure Clearance [22]
o Aim: To ensure manual verification (comparison) of the filed flight
plan against the digital pre-departure clearance. Crews shall
initiate voice contact with Air Traffic Control if any questions
or confusion exist between the two [22, 23].
3. Digital-Automatic Information Service [22]
o Aim: To guide the use of digital-automatic information services [22].
(Specific conditions for use are not detailed in the sources).
4. Oceanic Clearances [22]
o Aim: To provide procedures for obtaining and managing oceanic
clearances [22]. (Specific conditions for use are not detailed in the
sources).
5. Weight and Balance [22]
o Aim: To guide procedures related to aircraft weight and balance
[22]. (Specific conditions for use are not detailed in the sources).
6. Takeoff Data [22]
o Aim: To guide procedures related to takeoff data [22]. (Specific
conditions for use are not detailed in the sources).
7. Cockpit Voice Recorder Test [24]
o Aim: To test the Cockpit Voice Recorder (CVR) [24].

o Important Note: Flight crews are informed of the potential to

erase CVR data if the CVR TEST switch is held for longer
than 2 seconds [25].
VI. Electrical [24]
1. Electrical Power Up [24]
o Aim: To guide the procedure for powering up the aircraft's
electrical system [24, 26].
2. Electrical Power Down [24]
o Aim: To guide the procedure for powering down the aircraft's
electrical system [24]. (Specific conditions for use are not detailed
in the sources).
3. Standby Power Test [24]
o Aim: To test the standby power system [24]. (Specific conditions for
use are not detailed in the sources).
VII. Engines, APU [27]

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 1. Starting with Ground Air Source (AC electrical power available)
[27]
o Aim: To provide procedures for starting engines when a ground air
source is available and AC electrical power is present. Engine #1
must be started first [27, 28].
2. Engine Crossbleed Start [27]
o Aim: To guide the procedure for performing an engine crossbleed
start [27]. (Specific conditions for use are not detailed in the
sources).
3. Setting N1 Bugs with No Operative FMC (Manual N1 Bug Setting)
[27]
o Aim: To provide instructions for manually setting N1 (Low
Pressure Rotor Speed) bugs when the Flight Management
Computer (FMC) is inoperative [27].
VIII. Fire Protection [27]
1. Fire and Overheat System Test with an Inoperative Loop [29]
o Aim: To guide testing of the fire and overheat detection system
when one of its loops is inoperative [29]. (Specific conditions for use
are not detailed in the sources).
IX. Flight Instruments, Displays (Head-Up Guidance System - HGS) [30]
1. HUD System Procedures (HGS 4000 SOP) [30-32]
o Aim: These procedures supplement normal procedures and are to
be accomplished when applicable [30]. The HGS 4000 system is
designed to significantly enhance the safe and efficient
operation of the aircraft, particularly by providing guidance
commands for Low Visibility Take-offs and AIII approach, landing,
and rollout [32, 33]. Use of HGS is mandatory during all phases
of flight from take-off to landing, if operable [34].
o When to Use:

 For a low visibility takeoff: To be used in addition to

standard procedures [35, 36]. The ILS frequency must be
entered and the course set to the takeoff runway magnetic
heading [37]. Proficiency is maintained by using these
procedures when conditions allow (localiser available and
time constraints) [38].
 During Approach and Landing: The HGS may be utilized
during all approach and landing operations [39]. Profiles,
configurations, and speeds remain the same as for a head-
down approach [39].
 For CAT II or CAT IIIa approach: The HGS AIII mode
and procedures are recommended to maintain

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 proficiency, crew coordination, and system confidence.
At glideslope capture, AIII mode must be
selected/verified active [40, 41]. Autopilot and
Autothrottle should be disconnected no later than 1000
AGL after the Landing Checklist is completed [42]. A
Go-Around is required if AIII is not indicated in the
HUD MODE/STATUS line by 1000 TDZE [42].
 For Flight Director precision or non-ILS
approaches: Use HGS PRI or IMC mode, following
standard operating procedures. No HGS unique
procedures are required [43].
 For clear view during taxi operations: The Commander
may direct the First Officer to clear the HGS Combiner on
the MCDU HGS Page [34, 44]. Symbology is automatically
restored when the TOGA button is pushed for takeoff [44, 45].
 During Shutdown Procedure: The HUD Combiner must be
stowed. If the airplane will be secured, the protective cover
should be installed before stowing [41].
X. Flight Management, Navigation [29]
1. FMC Initialization - On the Ground [29]
o Aim: To guide the initial setup of the Flight Management Computer
(FMC) system on the ground [29]. (Specific conditions for use are
not detailed in the sources).
2. IRS Entries [29]
o Aim: To guide the process of entering data into the Inertial
Reference System (IRS), including the present magnetic heading
[29, 46].
3. Lateral Navigation (LNAV) [29]
o Aim: To provide detailed procedures for various LNAV operations
[29].
o When to Use:

 Proceeding Direct to a Waypoint (overwrite): To change

the active waypoint to a desired one on the RTE LEGS page
[29, 46].
 Intercepting a Leg (Course) to a Waypoint: To guide the
aircraft to intercept a specific leg or course [29, 47].
 Active Route Modification: For modifying the currently
active flight route [29, 47].
 Inactive Route Modification: For modifying a route that
is not currently active [29, 47].
 Route Copy: To duplicate an existing route [29, 47].

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  Inactive Route Activation: To make an inactive route
active [29, 47, 48].
 Route Removal: To delete a route [29]. (Specific
conditions for use are not detailed in the sources).
 Linking a Route Discontinuity: To connect
discontinuous segments within a route [29, 48].
 Determining ETA and Distance to Cross Radial
(Bearing) or Distance from a Fix: To calculate the
Estimated Time of Arrival and distance to a specified
radial or a fix [48, 49].
 Changing Destination: (Specific conditions for use are not
detailed in the sources).
 Entering Holding Fix Into Route: To add a holding
pattern fix into the flight route [49].
 Exiting Holding Pattern: To guide the aircraft out of a
holding pattern [49].
 Along Track Displacement: To create a new waypoint
along the current track by specifying a displacement
distance from an existing waypoint [49, 50].
 Entering Created Waypoints on the Route or Route
Legs Pages: To add new, user-defined waypoints
directly to the active route or route legs pages [49, 51,
52]. These waypoints are stored temporarily for the current
flight [51].
 Entering Created Waypoints on the Nav Data Pages: To
store new, user-defined waypoints in the supplemental
navigation database (indefinite storage, on ground only) or
temporary navigation database (for one flight) [49, 53-55].
 Deleting Created Waypoints on the Nav Data Pages: To
remove previously created waypoints from the
navigation database [49, 56, 57].
 Entering a Crossing Radial (Bearing) or Distance from
a Fix as a Route Waypoint: To define a route waypoint
based on its intersection with a radial or a specific
distance from a fix [57-59].
 Entering a Lateral Offset: To apply a lateral offset (left
or right) to the flight route for a specified distance and
segment [58-60].
 Change SID or Runway: Mandatory procedure to be
accomplished when a Standard Instrument Departure
(SID) or runway is changed to prevent incorrect routing or
inadequate obstacle clearance [58, 60, 61].

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  Change STAR, PROF DES, or APP: (Specific conditions for
use are not detailed in the sources).
 Delete Procedure Turn: To remove a procedure turn
from an approach [58, 62, 63].
4. Other Operations [58]
o FMC Navigation Check: To determine and compare the actual
airplane position with the FMC-calculated position, using raw
data from VHF navigation or ADF radios. If radio navaids are
unavailable, compare FMC position with IRS (Inertial Reference
System) position [58, 64].
o Inhibiting VOR/DME Use for Position Updating: To prevent
the FMC from using VOR/DME information for position
updating [58, 65]. This procedure can be used to disable GPS
updating at any time at the crew's discretion in any phase of
flight, including when GPS data is unreliable due to jamming or
spoofing [66]. It is also relevant for planned operations into
areas of known GPS Radio Frequency Interference (RFI) [67].
o Planned Flight Into Known Areas of GPS Interference: This is
a new procedure for planned flight into known areas of GPS
interference [68, 69].
o Manual Alignment: A new procedure to be used when the use of
GPS position is not recommended during alignment, such as
when GPS is being actively spoofed or has been affected by
spoofing on a prior flight. This is also for planned flight into
known areas of GPS RFI or if erroneous or invalid GPS data
is encountered prior to takeoff [66, 67, 69].
5. Vertical Navigation (VNAV) [70]
o Aim: To provide procedures for various VNAV operations [70].

o When to Use:

 VNAV Climb: To guide the aircraft during a VNAV climb [70].

(Specific conditions for use are not detailed in the sources).
 Intervention of FMC Cruise Altitude during VNAV
Cruise: For manually changing FMC cruise altitude in VNAV
[70]. (Specific conditions for use are not detailed in the
sources).
 Intervention of FMC Altitude Constraints during VNAV
Descent: For manually changing FMC altitude constraints in
VNAV descent [70]. (Specific conditions for use are not
detailed in the sources).
 Intervention of FMC Airspeed Constraints during
VNAV: For manually changing FMC airspeed constraints in

Label: Non-Business. Applied by: Mohamed Abbas.

 VNAV [70]. (Specific conditions for use are not detailed in the
sources).
 Entering Waypoint Speed and Altitude Restriction (On
Climb or Descent Legs Only): To add specific speed and
altitude restrictions to waypoints during climb or descent
[70].
 Deleting Waypoint Speed and Altitude Restriction: To
remove existing speed and altitude restrictions from
waypoints [71].
 Changing Speed and/or Altitude Restriction during
Climb or Descent: To modify existing speed and/or
altitude restrictions during climb or descent [71].
 Changing Climb/Cruise/Descent Speed Schedule: To
alter the programmed speed schedule for different flight
phases [71].
 Early Descent: To initiate a descent earlier than planned
[71].
 Step Climb or Descent from Cruise: For performing a step
climb or descent from cruise altitude [71].
6. Performance and Progress Functions [72]
o Aim: To provide procedures related to the aircraft's performance
and progress monitoring functions [72].
o When to Use:

 Determining ETA and Fuel Remaining for New

Destination: To calculate the Estimated Time of Arrival
and remaining fuel when diverting to a new destination
[72].
 Estimated Wind Entries for Cruise Waypoints: To input
estimated wind data for specific waypoints during the
cruise phase [72].
 Step Climb Evaluation: To evaluate the feasibility and
benefits of a step climb [72].
 Entering Descent Forecasts: To input forecasted
weather or environmental conditions for descent
calculations [72].
 Engine Out: To guide performance calculations and
procedures in an engine-out scenario [72]. (Specifics not
detailed in sources).
7. Required Time of Arrival (RTA) [73]
o Aim: To manage the aircraft's arrival time to meet a specific
Required Time of Arrival [73].

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 o When to Use:

 Entering an RTA Waypoint and Time: To set a specific

waypoint and the desired time of arrival at that point
[73].
 Entering Speed Restrictions for RTA Navigation: To add
speed restrictions that help in achieving the RTA [73].
 Entering New Time Error Tolerances for RTA
Navigation: To adjust the allowable time deviation for
RTA compliance [73].
8. Additional CDU Functions [73]
o Navigation Display Plan Mode (Center Step Operation): To
cycle through geographically fixed waypoints on the
navigation display when in plan mode [73, 74].
o Enter Position Shift on Runway: To re-enter runway data on
the RTE page and verify/re-enter other performance data as
needed [73, 75].
XI. Fuel [76]
1. Fuel Balancing [76]
o Aim: To maintain fuel balance between main tanks [75].

o When to Use: If an engine fuel leak is suspected (requires

accomplishing the Fuel Leak Engine checklist) or if the fuel IMBAL
alert is displayed (requires accomplishing the IMBAL checklist)
[75, 76].
2. Refueling [76]
o Aim: To guide various refueling operations [76].

o When to Use:

 Normal Refueling: For standard refueling operations [76].

 Refueling with Battery Only: For refueling when only
battery power is available [76].
 Refueling with No AC or DC Power Source Available: For
refueling in the absence of any AC or DC power [76].
3. Ground Transfer of Fuel [77]
o Aim: To provide procedures for transferring fuel on the ground [77].
(Specific conditions for use are not detailed in the sources).
4. Fuel Crossfeed Valve Check [77]
o Aim: To guide the check of the fuel crossfeed valve [77]. (Specific
conditions for use are not detailed in the sources).
XII. Warning Systems [77]

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 1. Ground Proximity Warning System (GPWS) Test [77]
o Aim: To test the GPWS, which includes verifying specific alerts
and aural warnings [77, 78].
2. Ground Proximity Warning System (GPWS), Overrun Warning
(ORW) System, and Runway Awareness and Advisory System
(RAAS) Test [77]
o Aim: To test these combined warning systems [77, 78].

3. Overrun Warning (ORW) System, Perspective Runway (PRW) and

Runway Awareness and Advisory System (RAAS) Inhibit Operation
[79]
o Aim: To inhibit these systems.

o When to Use: If a landing runway is not selected in the FMC

and the runway condition is less than dry, the ORW system
calculation will not compute properly, necessitating its inhibition
[80, 81].
XIII. Adverse Weather [79]
1. Introduction [79]
o Aim: Provides general information and context for operations in
adverse weather conditions [79].
2. Takeoff - Wet or Contaminated Runway Conditions [79]
o Aim: To provide specific procedures for performing takeoffs from
runways that are wet or contaminated [79].
3. Cold Weather Operations [79]
o Aim: To provide a comprehensive set of procedures for operating
the aircraft in cold weather conditions [79].
o When to Use: These procedures cover various phases of flight in
cold weather, including:
 Exterior Inspection [82]
 Preflight Procedure - First Officer [82]
 Engine Start Procedure [82]
 Engine Anti-Ice Operation - On the Ground [82]
 Wing Anti-Ice Operation - On the Ground: Used when
wing anti-ice is needed [82, 83]. (Note: Do not use when OAT
is above 10°C) [83].
 Before Taxi Procedure [82]
 Taxi–Out: Includes procedures for de-icing/anti-icing [82, 84].
 De-Icing/Anti-Icing [82]

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  Before Takeoff Procedure [82]
 Takeoff Procedure [82]
 Engine Anti-Ice Operation - In Flight [82]
 Fan Ice Removal [82]
 Wing Anti-Ice Operation - In Flight: The primary
method is to use it as a de-icer by allowing ice to
accumulate before turning it on [82, 85]. This provides
the cleanest airfoil surface, least runback ice, and least
thrust/fuel penalty [85].
 Cold Temperature Altitude Corrections [82]
 Approach and Landing: Includes considerations for brake
temperatures [82, 86].
 After Landing Procedure [82]
4. Volcanic Ash [87]
o Aim: To provide procedures for operating the aircraft in conditions
of volcanic ash [87].
o When to Use: These procedures cover various phases of flight
when volcanic ash is present, including:
 Exterior Inspection [87]
 Preflight Procedure - First Officer [87]
 Engine Start Procedure [87]
 Before Taxi Procedure [87]
 Taxi–Out: Includes guidance to minimize sand and dust
ingestion by engines and improve visibility [87, 88].
 Takeoff [87]
 Approach [87]
 Landing [87]
 After Landing Procedure [87]
 Taxi-In [87]
 Secure Procedure [87]

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