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1 - PROCEDIMENTOS GERAIS
8 PROCEDIMENTOS NO NORMAIS
9 FOLHAS VERDES. 9
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0 - INTRODUO 0-5
0.1 - CONTROLE DO MANUAL............................................................................................. 0-5
0.2 - COMPOSIO.................................................................................................................. 0-5
0.3 - REGISTRO DE REVISES............................................................................................. 0-5
0.4 - ATUALIZAO................................................................................................................ 0-6
0.5 - REVISO ........................................................................................................................... 0-6
CONTROLE DE REVISES ............................................................................................... 0-6
LISTA DE PGINAS EFETIVAS ....................................................................................... 0-8
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0 - INTRODUO
Este SOP Standard Operating Procedures parte integrante do MGO cap. 02. Foi preparado de acordo com o RBHA
121, MANUAIS TCNICOS DAS AERONAVES, demais regulamentos aplicveis vigentes e a poltica da Gol
Transportes Areos S/A.
O SOP descreve os procedimentos e tcnicas determinadas pela empresa que devero ser utilizadas na operao do B737,
complementando as informaes contidas nos manuais operacionais ou no cobertas pelos regulamentos em vigor. Para os
casos omissos neste manual devero ser considerados os Manuais Tcnicos das Aeronaves.
Este manual dever ser seguido e cumprido por todos os tripulantes da Gol Transportes Areos S/A em todas as atividades
relacionadas com as operaes de transporte areo executadas pela Empresa.
Nenhuma operao de vo da Empresa includa nos requisitos do RBHA 121 poder ser executada sem a fiel observncia
do disposto neste (SOP) - Standard Operating Procedures, (MGO) - Manual Geral de Operaes, Manuais Tcnicos da
Aeronave, cabendo ao Comandante de cada vo certificar-se do cumprimento das exigncias aqui contidas. O no
cumprimento do SOP e das normas da Diretoria de Operaes determinar o encaminhamento do piloto ao Conselho de
Operaes.
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0.4 - ATUALIZAO
Cada detentor do manual da empresa o responsvel pela sua contnua atualizao.
0.5 - REVISO
Sugestes contendo modificaes ao SOP podem ser feitas por qualquer tripulante, devendo ser encaminhadas aos
superiores, os quais submetero as alteraes propostas ao(s) Gerente(s) e/ou Gerente(s) Geral (ais) da(s) rea(s) afetada(s),
para encaminhamento a Diretoria de Operaes e Vice-Presidncia Tcnica.
As revises sero efetuadas bimestralmente, nas datas de 10/Janeiro, 10/Maro, 10/Maio, 10/Julho, 10/Setembro e
10/Novembro de cada ano.
Os e-mails operacionais compreendidos entre as datas da reviso, estaro automaticamente cancelados a cada nova reviso,
quando sero incorporados ao SOP.
CONTROLE DE REVISES
Todas as revises deste manual devem ser registradas. Se houver falta de alguma reviso, a mesma dever ser solicitada
Diviso de Normalizao e Publicaes Tcnicas Operacionais.
Quando do recebimento de uma nova reviso, registrar na tabela abaixo o nmero da reviso e a respectiva data, a data da
insero no manual e a rubrica.
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REV
No
DATA
REV
DATA
INSER
FEITA
POR
09
04NOV
04NOV
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10
10MAI
10MAI
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11
10 JUL
10JUL
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12
10 SET
12 SET
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13
10 JAN
10 JAN
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14
10 MAR
10 ABR
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15
10 JUL
10 JUL
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16
10 SET
10 SET
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17
10 NOV
10 NOV
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18
10 JAN
10 JAN
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REV
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DATA
REV
Reviso18
DATA
INSER
FEITA
POR
10/01/2007
0-7
PGINAS
REVISO
5-8
18
1 -10
18
1 -11
18
1 -6
18
1 -16
18
1-6
18
6
B733NG
6
B737-300
7
1 - 81
18
1 - 78
18
1-6
18
1-2
18
1 - 45
18
ANEXO I
1 - 32
18
ANEXO I
1 - 27
18
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1 - PROCEDIMENTOS GERAIS
1.1 - CONCEITO OPERACIONAL
filosofia GOL o trabalho em equipe. Assim deve haver uma integrao entre tripulantes e os demais envolvidos na
operao de aeronaves a fim de que os objetivos concernentes segurana, atendimento ao cliente, horrios, manuteno e
normas da empresa sejam perfeitamente atendidas.
Para que os objetivos sejam alcanados, necessrio, entre outras providncias, que as tripulaes mantenham constante
comunicao com os demais setores da empresa.
1.2 - CENTRO DE CONTROLE DE OPERAES - CCO
o setor da Vice-presidncia Tcnica responsvel pela coordenao de toda a operao da empresa. Trabalha interligado
com manuteno, escala, aeroportos e tripulantes.
Uma das finalidades do CCO assessorar o cmte. visando a correta tomada de deciso.
Por ser rgo vital da empresa, precisa receber informaes corretas e de imediato de todos os setores envolvidos.
Assim, reiteramos aos pilotos a importncia da comunicao e do trabalho em conjunto com o CCO e o Piloto
Coordenador Operacional.
O CCO e o Piloto Coordenador Operacional so subordinados a Vice-presidncia Tcnica.
1.3 - CONCEITO DE CREW COORDINATION
As tarefas inerentes a cada funo devem ser cumpridas com o mesmo padro, independente da pessoa (tripulante) a que
esteja, no momento, exercendo.
Considera-se uma tripulao com alto nvel de coordenao aquela em que cada membro desenvolve as atribuies
especficas da funo em total aderncia ao padro GOL.
O grau de sucesso da tripulao como equipe eficaz diretamente afetado pela disciplina de cada tripulante, pelo desejo e
inteno de se obter o resultado esperado, bem como seu grau de treinamento.
Os trabalhos no Flight Deck devem transcorrer sempre num clima de profissionalismo, assistncia mtua e cordialidade.
Os princpios preconizados nos treinamentos CRM (Company Resource Management) e Loft (Line Oriented Flight
Training) devem ser a ferramenta de trabalho dos tripulantes no seu dia a dia.
Cada tripulante deve ser capaz de suplementar ou atuar como "backup" de outro tripulante em todas as fases do vo.
A troca constante de informaes e "callouts" padronizados facilitam a coordenao entre os tripulantes, exercendo papel
importante na deteco de falhas cometidas ou de eventuais casos de incapacidade.
1.4 - DISCIPLINA OPERACIONAL
A disciplina operacional envolve Disciplina Tcnica e Disciplina Prpria. Ambas so fundamentais para a otimizao dos
trabalhos no Flight Deck.
A Disciplina Tcnica controlada atravs dos padres operacionais previstos nos AOM's dos avies e das normas internas
da Empresa. A Disciplina Prpria est diretamente associada ao grau de profissionalismo de cada tripulante.
No permitido alterao das configuraes dos procedimentos normais dos sistemas da aeronave, para simular falha em
vo, para demonstrao, instruo ou cheque.
Em casos especiais consultar MGO Cap. 02 pg. 2-10 item 2.1.3 OPERAO DE TESTE.
1.5 - FLIGHT DECK DOOR
A porta de acesso cabine de comando dever estar sempre fechada e travada durante o vo (RBHA). Em cruzeiro poder
ser aberta, momentaneamente, aps a identificao positiva do comissrio atravs do SERVICE INTERFONE,
permitindo o atendimento cabine ou ingresso de pessoas autorizadas pelo comandante.
1.6 - ADMISSO CABINE DE COMANDO
As hipteses de admisso cabine dos pilotos so disciplinadas pelo RBHA 121.547 que estabelece o que segue:
a) Nenhuma pessoa poder ser admitida na cabine dos pilotos de um avio, a menos que a pessoa admitida seja:
(1) Um tripulante;
(2) Um INSPAC em trabalho oficial;
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(3) Um funcionrio do governo federal, um diretor ou empregado do detentor de certificado (GOL), ou um empregado de
indstria aeronutica que tenha permisso do piloto em comando e suas obrigaes sejam tais que a admisso cabine
necessria ou vantajosa para a segurana das operaes.
(4) Qualquer pessoa com permisso do piloto em comando e que esteja especificamente autorizada pelo detentor de
certificado (GOL) e pela ANAC. O pargrafo (a) (2) desta seo no limita a autoridade do piloto em comando de, em
situao de emergncia, retirar qualquer pessoa da cabine no interesse da segurana.
(b) Para propsitos do pargrafo (a) (3) desta seo, funcionrios do governo federal que tenham responsabilidades em
assuntos relacionados com segurana de vo ou segurana e facilitao do transporte areo e empregados do detentor de
certificado (GOL), cuja eficincia pode ser melhorada pela familiarizao com as condies de vo, podem ser admitidos
na cabine. Entretanto, o detentor de certificado (GOL) no deve autorizar a admisso de seu pessoal de trfego, de vendas e
de outros departamentos no diretamente relacionados com atividades de vo, a menos que sejam admissveis pelo
pargrafo (a) (4) desta seo.
(c) Nenhuma pessoa pode admitir uma pessoa na cabine de vo de um avio, a menos que haja um assento, no
compartimento de passageiros, disposio dessa pessoa. Fazem exceo:
(1) Um INSPAC em verificao de piloto ou de procedimentos de operao;
(2) Um controlador de trfego areo, devidamente autorizado pela ANAC e pelo detentor de certificado (GOL),
observando procedimentos de controle de trfego;
(3) Um tripulante ou despachante operacional de vo do detentor de certificado (GOL) devidamente qualificado;
(4) Tripulante de outro detentor de certificado, devidamente qualificado, autorizado pelo detentor de certificado (GOL)
operador do avio a fazer viagens especficas em uma rota;
(5) Um empregado do detentor de certificado (GOL) cujas obrigaes estejam devidamente relacionadas com a conduo
ou planejamento de vos ou com o acompanhamento de equipamentos ou procedimentos em vo, desde que sua presena
na cabine dos pilotos seja necessria para a execuo de suas obrigaes e que tenha sido autorizada, por escrito, pelo
superior responsvel, listado no manual do detentor de certificado (GOL) como possuindo tal autoridade; e
(6) Representante tcnico do fabricante do avio ou de seus componentes cujas obrigaes estejam diretamente
relacionadas com o acompanhamento em vo de equipamentos ou de procedimentos operacionais, desde que sua presena
na cabine de vo seja indispensvel para o cumprimento de suas obrigaes e que tenha autorizao escrita do supervisor
responsvel, listado no manual do detentor de certificado (GOL) como tendo tal autoridade.
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Procedimento para despacho de mala em vos internacionais: Em cumprimento as normas da Policia Federal e Receita
Federal
Embarque Internacional
As bagagens da tripulao devero ser
despachadas no check-in atravs da
esteira de bagagem
Desembarque Internacional
As bagagens da tripulao devero ser
retiradas na esteira de bagagem
internacional.
Extravio de Bagagem - No caso de extravio de bagagem de Tripulante, prevista indenizao. Procedimento Operacional
vigente de indenizao de bagagem:
- Acionar Setor LL e o Gerente do Aeroporto;
- Solicitar ao Supervisor do Aeroporto local o preenchimento de uma RIB (Relatrio de Irregularidade de
Bagagem) descrevendo os pertences que continha dentro da bagagem e assinar a RIB juntamente com o Supervisor,
ficando de posse da 2 via, devendo encaminh-la ao responsvel no setor SAO OZ.
Este procedimento ter validade somente nas seguintes condies:
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Devido ao nvel de ateno exigido durante as fases de execuo dos procedimentos de aproximao e pouso em
reas com grande volume de trfego recomendamos evitar ao mximo a manipulao dos CDUs abaixo do
FL100 em momentos de alto Workload.
Aps o pouso, sempre que a tripulao tiver dvidas quanto s instrues de txi, ou ainda pouca familiarizao
com o aeroporto, recomendamos a solicitao de instrues detalhadas de txi. Exemplo: solicite Progressive
Taxi.
Quando houver necessidade de cruzamento da pista em uso, e ou pista paralela, com o intuito de evitar qualquer
tipo de incidente, recomendamos ligar todas as luzes, inclusive as strobe lights.
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- Selecionar com um X o tipo de aeronave que est sendo utilizado, assim como a sua potncia;
-Informaes do ATIS: condio da pista (Dry/Wet), Tepmeratura, QNH e Vento;
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TW Limitante de vento de cauda para a RWY (DRY/WET) e Autobreak utilizado para a condio de
pista.
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CPN 1457
EXIT 23956
Numero designado em base de dados de navegao para a origem/destino e rota.
POSN LAT
LONG AWY/MC MAC COMP TRP ZND ZNT KGS
Posio, Latitude, Longitude, Aerovia/Velocidade Mach, componente de vento, nvel de tropopausa, distncia por
zona, tempo por zona, Unidade de peso.
FREQY FL WIND M/C M/H GMORA TAS GS SR TMP DTGO ACTM FUEBO
Freqncia, Nvel de Vo, Vento, rumo magntico, proa magntica, grade de altitude mnima fora de aerovia,
velocidade area verdadeira, velocidade no solo, tendncia de turbulncia*, temperatura, distncia restante a voar,
tempo acumulado de vo, combustvel consumido.
* Tendncia de turbulncia SR (Shear) um ndice de comparao entre os ventos ( direo e intensidade ) no
nvel de vo em questo e a 4000 ft acima deste nvel. calculado entre os nveis 180 e 450 e, em resumo, mostra a
variao do vetor convertido em Kts para cada 1000 ft, sem significar, no entanto, apenas intensidade.
Exemplo:
SR = 8 poder significar turbulncia moderada e igual a 10 poder significar turbulncia pesada.
SBGR S2326.1 W04628.4
DEPARTURE MANEUVERING
183 0000 000000
BCO S2324.4 W04623.1 MAVKA
53
5 001 ......
116.00 CLB 31004 071 070 60
00
178 0001 000100
MAVKA S2320.2 W04557.7 MAVKA
53
24 004 ......
CLB 30010 080 079 75
00
154 0005 000500
TOC
A304
P016 53
37 007 ......
290 27018 080 079 115 328 344 00 M30 117 0012 001100
TOD
A304 722 P019 53
27 003 ......
290 26019 080 079 115 437 456 00 M32 90 0015 001200
KONKO S2301.9 W04410.9 A304
DC 27018 080 079 115
53
36 005 ......
54 0020 001300
52
52
5 003 ......
0 0034 001500
49 011 ......
5 0031 001400
ATC ARRIV:.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..
Autorizao ATC.
GREAT CIRCLE DISTANCE 182 N.M. AIR DISTANCE 177 SBGR TO SBGL
Distncia crculo mximo ou ortodrmica em milhas nuticas, distncia area em milhas nuticas, origem destino.
FLT PLAN BASED ON 05/1200Z
05/01/1
Plano de vo baseado em observaes das 1200 UTC do dia 5, Data.
DISP NAME
CAPT NAME .. .. .. .. .. .. .. .
Nome do despachante ou DOV, Nome do comandante.
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ALT-1 SBCF FL 370 DIST 228NM M740 TIME 00.41 WC M005 FUEL 018
Alternativa 1, Nvel de Vo, distncia, Velocidade Mach, Tempo de vo, componente de vento, combustvel a voar.
ALT-2 SBKP FL 390 DIST 298NM M761 TIME 00.52 WC M017 FUEL 022
Alternativa 2, Nvel de Vo, distncia, Velocidade Mach, Tempo de vo, componente de vento, combustvel a voar.
ALT-3 SBSP FL 390 DIST 249NM M761 TIME 00.45 WC M017 FUEL 019
Alternativa 3, Nvel de Vo, distncia, Velocidade Mach, Tempo de vo, componente de vento, combustvel a voar.
DISPATCH RELEASE
Autorizao de Despacho.
CAPTAIN .. .. .. .. .. .. .. ..
FLIGHT NUMBER GO9999
Comandante, Numero de Vo.
AIRCRAFT PR-GOL
FROM/TO SBGR/SBGL
Registro de Aeronave, Origem/destino.
TYPE OF FLIGHT STANDARD
Tipo de padro de Vo, Alternativa.
ALT SBCF
WGT KGS
61689
61689
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TAXI-OUT FUEL
200
EQ
Combustvel de txi, equivalente.
61716
54658
59058
58060
TRIP FUEL
PLUS
1500
EQ
59560
Combustvel de origem a destino mais, equivalente.
G - MAX WEIGHT FOR TAKEOFF
Peso mximo para decolagem.
EQ
61689
59058
59058
37422
4400
17236
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Em SBSP o briefing pode ser obtido atravs de contato telefnico com os DOVs (Telefone existente no DO).
Informaes meteorolgicas podero ser obtidas pelo terminal de computador no DO, pelo site www.redemet.aer.mil.br
Briefings de decolagem via VHF com estao radio.
Os briefings de decolagem via VHF devero ser feitos somente em solo, para diminuir workload em vo.
2.10 VO DE TRASLADO
No vo de traslado sem comissrios a bordo, a tripulao tcnica dever observar alguns procedimentos de segurana
conforme Cap. 06 item 6.4 - "Interior Inspection
Special procedure to be performed by flight crew when there is no flight attendant on board".
Interior Inspection
Special procedure to be performed by flight crew when there is no flight attendant on board
AFT ENTRY AND SERVICE DOORS .................................Closed
AFT
LAVATORIES..............................Checked
AFT GALLEYS............................Checked
Trolleys locked in place
Transporters locked in place
Waste bins-locked in place
Coffee maker-locked inplace
PAX CABIN....................................Bins Closed
OVERWING EXITS...................................Locked
FORWARD GALLEYS....................................Checked
Trolleys locked in place
Transporters locked in place
Waste bins-locked in place
Coffee maker-locked in place
FWD LAVATORIES.........................Checked
FWD SERVICE & ENTRY DOORS ............................Closed
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LOGO LIGHTS So de uso entre o pr e nascer do sol, bem como em operao de baixa visibilidade, com a
aeronave no solo. Em vo, usar nas fases de subida e descida.
RUNWAY TURNOFF Uso obrigatrio do incio da decolagem at o TOC e do TOD at o pouso. Devem permanecer
ligadas no txi sobre a pista (back track) e/ou quando for efetuar cruzamento de pista.
WING ILLUMINATION - Uso especfico para inspeo de asa. No ligar no cheque externo
LANDING LIGHTS (FIXED OR INBOARD) Utilizar sempre abaixo do FL 100. Devem permanecer ligadas no txi
sobre a pista (back track) e/ou quando for efetuar cruzamento de pista.
LANDING LIGHTS (RETRACTABLE OR OUTBOARD) Para o pouso noturno, recomenda-se que elas sejam acesas a
500ft ou abaixo quando em contato visual com a pista. Normalmente no so utilizados para decolagem. Devem
permanecer ligadas no txi sobre a pista (back track) e/ou quando for efetuar cruzamento de pista.
STROBE Devem permanecer ligadas desde o Before Takeoff CheckList Bellow the Line at o After Landing, do pr ao
nascer do sol. Devem permanecer ligadas no txi sobre a pista (back track) e/ou quando for efetuar cruzamento de pista.
No ligar no cheque externo
TAXI LIGHT Durante o movimento da aeronave no solo por meios prprios deve estar acesa, tanto no perodo noturno
como diurno.
3.7 APU
B300 - Em caso de partida do APU (No solo) sem sucesso, no tentar nova partida.
Observar os Limites de partida conforme OM
Operations Manual Bulletin TBCE-4 June 16, 1995: observador externo para partidas sucessivas; start cycle pode durar
135; uso do combustvel do tanque central ( mnimo453kgs); obrigatoriedade ter pessoas qualificadas na cabine de
comando para esse procedimento.
NOTAS: O corte do APU dever ser efetuado aps 2 minutos da retirada das cargas eltrica e pneumtica.
Nos trechos CGH/SDU/CGH manter APU ON durante todo o vo.
B700/800 - Em caso de partida do APU sem sucesso, no tentar nova partida. Avisar a coordenao via fonia e solicitar
auxlio de fonte externa.
B.Operacional GOT-6: APU Battery Start toda vez que for dada partida no APU e a nica fonte de alimentao da
aeronave for a bateria, poder saltar RCCB (Remote Circuit Breaker) situado no Stby Pwr Control Unit Panel.
(Observar no Preliminary Flt.Deck Preparation e Loss of Both Eng Driven Gen NormalProcedures ).
A configurao APU Bleed Takeoff deve ser realizada no Before Taxi Procedures.
Procedimentos de acordo com OM-SP2.5 (700/800) ou OM-SP 2.9 (300).
Com o APU funcionando, obrigatria a permanncia de um dos tripulantes tcnico na cabine de comando e na escuta do
rgo ATS. Para abandonar a cabine de comando o tripulante dever ser substitudo por outra pessoa qualificada (piloto ou
mecnico) ou cortar do APU.
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3.11 - ELT
Todas as aeronaves da empresa possuem um ELT.
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3.18 - GRAVADORES DE VO
NO PERMITIDO A DESENERGIZAO DE QUAISQUER DOS EQUIPAMENTOS (DFDR, DFDAU ou FOQA),
A NO SER EM CASO DE INCIDENTE.
GRAVADORES DE DADOS DE VO E DE VOZ
As aeronaves devero ser despachadas de acordo com MEL
Notas:
Casos especficos sero julgados pelo Chefe de Operaes;
1. No permitido a desenergizao de qualquer um dos equipamentos, a no ser em caso de incidentes.
2. Em caso de incidente ou situao anormal em que importante a apresentao dos dados registrados nos gravadores,
recomendado puxar o CB do Voice Recorder para preservao dos mesmos.
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Colocar o EHSI do lado do PM para Raw Data e acompanhar a navegao com o VHF NAV do lado
correspondente. Para o B300 selecionar o VHF NAV em MANUAL;
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O uso contnuo do ATS, alm de confortvel e seguro acaba condicionando os pilotos a este tipo de operao. Recomendase que nos casos de inoperncia do sistema (seja por falha ou mesmo por desativao com fins de treinamento), o
Comandante alerte os demais tripulantes para um monitoramento especial na velocidade.
4.3 - ALTERAOES DE CONFIGURAO
Quando o PF solicitar uma alterao (MCP ou Flight Controls, por exemplo), esta dever ser realizada e, posteriormente,
confirmada pelo PNF.
Exemplo:
- PF: determina F1
- PM: coloca a alavanca no detent correspondente e informa F1 quando configurado.
- PF: Gear Down
- PM: coloca a alavanca na posio e informa quando configurado
- PF: Heading ___
- PM: efetua a modificao no MCP e informa Heading ___
NOTAS:
1) no caso especfico de extenso do flap, o PM dever observar o novo posicionamento e indicao de luz de LE FLAPS
EXT para informar: Flap__
Exemplo:
PF: determina F1
PM: coloca a alavanca na posio correspondente, observa a indicao de posio e luz do flap e informa Flap 1.
2) para a retrao de flap, o procedimento permanecer de acordo com o FCTM 3.25
O PM dever observar o F Up e luzes indicativas de L.Edge apagadas e informar F Up.
3) para seleo de flap para pouso todas as alteraes de flaps devero ser pedidas pelo nmero que reflete a nova
posio. Isso como ocorre nas alteraes iniciais (flap 1, 5...) e dever tambm ser assim para o flap de pouso.
Por exemplo, no pedir apenas "Set Landing Flaps", pedir pelo nmero: "FLAP 40" ou "FLAP 30". O PM, aps monitorar
a nova posio, dever tambm confirmar com o nmero: "FLAP 40" ou "FLAP 30".
Visa prevenir eventual seleo de flap inadequado para pouso do Boeing 737-800, sempre 40.
4.4 - OPERAO DO CO-PILOTO (Decolagem e Pouso)
proibida a operao do Co-piloto nas condies abaixo:
a) em pistas de comprimento inferior a 1.700 m;
b) em qualquer aproximao em que no exista referncia da rampa de planeio como Glideslope, Papi ou Vasis.
Outras restries para operao do Co-piloto, esto descritas nos itens 4.1 CONTROLE POSITIVO DA AERONAVE e
4.5 AEROPORTOS COM RESTRIES OPERACIONAIS.
4.5 PROIBIO DO CANCELAMENTO DO PLANO IFR EM AEROPORTOS FORA DO BRASIL
As aproximaes para pousos nos destinos internacionais devero ser realizadas seguindo plano IFR, sem "cancelamento",
na seguinte ordem de prioridade:
1.Vetorao Radar;
2.ILS;
3.GPS;
4.VOR;
5.NDB.
Para as pistas desprovidas de procedimentos IFR:
- executar a IAL para a cabeceira oposta e prosseguir visual para a cabeceira em uso obedecendo aos mnimos VFR da
localidade ou, caso no especificado, 1500 ps de teto e 5000 metros de visibilidade;
OBSERVAR TAMBM "FOLHA VERDE" PARA A LOCALIDADE
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GPS
Uma aproximao GPS no pode ser executada com alerta de "Unable RNP"
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PR-VO
Geral. Todas as operaes IFR GPS devem ser conduzidas de acordo com o AFM ou com um suplemento ao Manual de
Vo. Antes de um vo IFR usando GPS, o piloto deve certificar-se de que o equipamento GPS est operando normalmente
e que o DataBase est atualizado. O equipamento deve ser operado de acordo com as provises do AFM aplicvel. Todos
os pilotos devem estar totalmente familiarizados com o equipamento GPS instalado na aeronave e com as limitaes.
Receptores GPS. O piloto deve seguir os procedimentos estabelecidos no AFM ou suplemento ao Manual de Vo para
operao do GPS.
c) NOTAMs. Antes de qualquer operao IFR GPS, o piloto deve rever os NOTAMs apropriados. So emitidos
NOTAMs para avisar de perodos de inatividade de satlites GPS especficos, por nmero de rudo pseudo-aleatrio
(Pseudo Random Noise Number PRN) e por nmero de satlite (Satellite Vehicle Number SVN). Os NOTAMs GPS
so emitidos sob a identificao GPS. Os pilotos podem obter informaes sobre NOTAMs GPS solicitando-as na sala
AIS ou solicitando os NOTAMs, usando o identificador GPS, atravs do sistema BIA (Banco de Informaes
Aeronuticas), que sero fornecidos pelo Despacho Tcnico.
d) O piloto deve selecionar o procedimento apropriado para o aerdromo / pista e o fixo inicial de aproximao no FMC.
Os especialistas do Controle de Trfego Areo no possuem nenhuma informao sobre a integridade operacional do
sistema. Isto especialmente importante quando o piloto for autorizado a iniciar a aproximao. O piloto deve estabelecer
procedimentos para a eventualidade de ocorrer inatividade de satlites prevista ou no. Nessas situaes o piloto deve
alternar para outro equipamento aprovado, atrasar o incio do procedimento ou cancelar a operao.
e) Apesar de uma aeronave navegando por GPS ser considerada como aeronave equipada para RNAV, o DECEA
recomenda a incluso no Plano de Vo do sufixo /G. Se o equipamento GPS tornar-se inoperante, o piloto deve informar
ao ATC e corrigir o sufixo do equipamento.
- ROTAS OCENICAS.
Operao ocenica definida como aquela fase de vo entre as fases de partida e chegada com uma extensa trajetria de
vo sobre rea ocenica. A aeronave deve estar equipada com outro meio aprovado de navegao apropriado para a rota de
vo pretendida, como INS. Esse equipamento de navegao deve estar operacional, mas no precisa ser ativamente
monitorado a no ser em caso de falha da capacidade RAIM do sistema. A perda da capacidade RAIM indicada pelo
acendimento da luz GPS no Overhead Panel. O objetivo do sistema sobressalente (backup) assegurar que o vo possa
prosseguir para seu destino se algo no previsvel ocorrer com a constelao GPS.
- ROTAS DOMSTICAS E TMAs
Operao domstica em rota definida como aquela fase do vo entre as fases de partida e chegada, com pontos de partida
e de chegada dentro do territrio brasileiro. Operao em rea terminal inclui aquela fase de vo conduzida em rea
mapeada nas SID e STARS ou em operaes de vo entre o ltimo fixo / ponto de controle em rota e um fixo / ponto de
controle inicial de aproximao (IAF).
Aplicam-se, ainda, os seguintes critrios:
a) Os equipamentos normais para navegao IFR devem estar instalados e operacionais (de acordo com o MEL) para
receber os auxlios de solo que definem a rota a ser voada para aerdromo de destino e qualquer aerdromo de alternativa
requerido.
b) Os auxlios de solo que definem essas rotas devem estar operacionais.
c) A aeronave deve ter os equipamentos normais para navegao IFR aprovados e apropriados rota a ser voada. Esses
equipamentos de navegao devem estar operacionais (de acordo com o MEL), mas no precisam ser ativamente
monitorados a no ser em caso de falha da capacidade RAIM do sistema. O objetivo do sistema sobressalente (backup)
assegurar que o vo possa prosseguir para seu destino se alguma coisa no previsvel ocorrer com os avinicos ou com a
constelao GPS.
- ROTAS INTERNACIONAIS
O GPS pode ser utilizado em territrios que admitam o uso do mesmo.
- APROXIMAO.
As aproximaes a ser voadas por GPS devem ser obtidas no Data Base do FMC. Qualquer aerdromo de alternativa deve
ter um procedimento de aproximao aprovado, que no seja GPS, o qual deve estar operacional no horrio estimado de
chegada.
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Critrios Adicionais - As aeronaves civis no esto autorizadas a usar GPS para voar qualquer segmento de qualquer
aproximao por instrumentos sob condies IFR a menos que as seguintes condies sejam atendidas:
a) Os avinicos de GPS usados para voar qualquer procedimento de aproximao por instrumentos de no-preciso devem
ser homologados segundo a OTP (TSO) C129 ou critrio similar. A instalao na aeronave deve ser aprovada e as
provises do AFM aplicvel ou do suplemento do Manual de Vo devem ser atendidas.
b) O DataBase de navegao de bordo deve conter todos os pontos de controle apresentados na aproximao de nopreciso publicada a ser voada.
c) A aproximao no pode ser voada a menos que a aproximao por instrumentos tenha sido obtida do DataBase do
equipamento. responsabilidade do piloto verificar se o procedimento de aproximao desejado est no Data Base.
d)O FMC deve ter no Data Base todos os pontos de controle mostrados na aproximao a ser voada e deve apresent-los
como aparecem na carta publicada desse procedimento de aproximao de no-preciso.
e) As aproximaes devem ser voadas de acordo com o AFM ou suplemento do Manual de Vo e conforme o
procedimento mostrado na apropriada carta de aproximao por instrumentos.
Qualquer aerdromo de alternativa deve ter um procedimento de aproximao por instrumentos aprovado, que no seja
procedimento GPS ou LORAN-C, o qual dever estar operacional no horrio estimado de chegada. A aeronave deve
possuir os equipamentos de navegao apropriados e operacionais para receber os auxlios de navegao de solo.
proibido executar um procedimento GPS caso o alerta Unable RNP esteja presente
- PROCEDIMENTOS OPERACIONAIS GPS.
a) Usualmente, voar um procedimento de aproximao por instrumentos de no-preciso por GPS idntico a voar uma
aproximao tradicional. As diferenas incluem as informaes de navegao apresentadas pelo equipamento de GPS e a
terminologia usada para descrever algumas das caractersticas. Voar uma aproximao exclusivamente com GPS ,
normalmente, uma navegao ponto a ponto independente de qualquer auxlio de solo.
b) Voar na reta de ponto de controle para ponto de controle, como seqenciados no DataBase, no assegura conformidade
com o procedimento de aproximao publicado. Se aparecerem discrepncias entre a carta de aproximao e o DataBase, a
carta de aproximao publicada, suplementada por NOTAMs, tem precedncia.
c) Os pilotos devem estar alertas que, quando voando uma aproximao GPS, os cursos publicados em cartas de
aproximao VOR/ILS podem diferir ligeiramente do curso a ser voado como indicado na carta de aproximao GPS.
Todos os cursos magnticos definidos por uma radial VOR so determinados pela aplicao da variao de uma estao
VOR. Desse modo, uma diferena entre o curso mapeado para VOR e o curso mapeado para equipamento GPS pode
ocorrer. Qualquer mtodo de navegao, seja VOR ou GPS, produz o mesmo traado no solo desejado
Selecionando a Aproximao.
a) Verificar se aeronave est equipada com GPS e se o mesmo est ativo.
FMS: Index > Nav Options ( pag 2/2) > GPS Update
b) Para iniciar uma aproximao somente por GPS, o piloto deve primeiro selecionar o apropriado aerdromo, pista,
procedimento de aproximao e fixo inicial de aproximao (IAF).
c) A aproximao poder ser efetuada em LNAV ( preferencialmente) ou HGH SEL.
d) O equipamento, automaticamente, apresentar os pontos de controle desde o fixo inicial de aproximao (IAF) at o
ponto de espera de aproximao perdida.
e) Com vetorao radar (RV) o piloto pode ser requerido a selecionar manualmente o prximo ponto de controle para que o
GPS passe a usar corretamente os pontos de controle do DataBase e as trajetrias de vo a eles associados.
f) Criar o Ponto de Descida Estabilizada (VDP) Conforme item 6.15.1.
g) A navegao vertical poder ser efetuada em VNAV (preferencialmente) ou com controle da razo de descida. Em
ambos os casos, as restries de altitudes devero ser liberadas passo a passo.
h) As altitudes mnimas por segmento e o MDA devem ser rigorosamente observados. Monitorar a navegao vertical
(VNAV) atentamente. Em caso de dvida ou falha, assumir em V/S ou manual.
Segmento Inicial de Aproximao.
A seguir esto algumas caractersticas nicas sobre as quais um piloto deve ser alertado durante o segmento inicial de
aproximao de um procedimento GPS de no-preciso:
a) Procedimentos com Arco. O mtodo para navegar em arcos pode variar com o fabricante e os pilotos devem usar os
procedimentos especificados no AFM aplicvel. No incomum que uma aeronave seja vetorada pelo ATC para um arco
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em um ponto diferente do IAF para esse arco. Nesses casos o piloto deve fazer o seqenciamento manual dos pontos de
controle at atingir o segmento de arco da aproximao.
b) Ponto de Curva no Segmento Inicial. Em alguns casos um ponto de curva incorporado no segmento inicial da
aproximao. Nota: importante saber que o ponto de curva pode ser um ponto de controle identificado por nome ou por
cdigo.
- Segmento Intermedirio de Aproximao.
Se um fixo intermedirio (IF) ou ponto de controle for parte de um procedimento de aproximao por instrumentos, ele
ser includo no Data Base e ser usado do mesmo modo que no procedimento com apoio no solo.
- Segmento Final de Aproximao.
A seguir esto algumas caractersticas nicas sobre as quais o piloto deve estar alerta durante o segmento final de
aproximao de um procedimento GPS de no-preciso:
a)Fixo de Aproximao Final (FAF). Procedimentos sem um FAF ou sem um ponto de incio de descida tm um
ponto de controle (FAF) por sensor codificado no Data Base. Esse FAF por sensor fica, no mnimo, a 4mn do MAP.
Nesses casos o MAP sempre colocado sobre um auxlio de solo. Se existir um fixo de incio de descida no procedimento
publicado que esteja a mais de 2 mn do MAP, esse fixo de incio de descida torna-se o FAF do procedimento GPS; se o
fixo estiver a 2 mn, ou menos, do MAP, o FAF por sensor ser estabelecido a 4 mn do MAP. Durante as comunicaes
com o ATC, o piloto deve informar suas posies conforme as que aparecem na carta de aproximao publicada.
b)Ponto de Controle de Aproximao Final Aproximao GPS. O ponto de controle de aproximao final para
aproximaes GPS ser um ponto de controle padro, com identificao por nome, normalmente situado a 5 mn da
cabeceira da pista.
- Fixo de Incio de Descida.
Os fixos de inicio de descida so utilizados da mesma forma que nas aproximaes com auxlios de solo. Os pilotos devem
ser alertados de que a distncias lidas no display do FMC so iguais s distncias a voar at o prximo ponto de controle.
Para procedimentos apenas GPS, qualquer fixo de incio de descida requerido antes do ponto de aproximao perdida ser
identificado por distncias ao longo da trajetria.
- Segmento de Aproximao Perdida.
A aproximao perdida deve ser voada como na carta publicada, com as mesmas tcnicas de pilotagem usadas nos casos
tradicionais.
NOTAS sobre aproximaes GPS
O perfil vertical poder ser voado em VNAV, observando, porm, que haja mudanas suaves de atitudes da aeronave nas
transies de altitudes. Caso uma mudana de atitude seja brusca, a aproximao dever continuar com controle em V/S.
As restries de altitudes do procedimento devem ser colocadas no MCP de forma passo a passo. Alterar de uma altitude
para a seguinte com pequena antecedncia (1 NM por exemplo), a fim de garantir uma transio suave.
As altitudes mnimas por segmento e o MDA devem ser rigorosamente observados. Monitor a navegao vertical (VNAV)
atentamente. Em caso de dvida ou falha, assumir em V/S ou manual.
Em caso de arremetida, seguir o padro estabelecido em NORM PROC.
Pontos auxiliares podem ser criados para a aproximao desde que na funo FIX.
O ponto de deciso para definio de pouso ou arremetida definido pelo VDP na MDA.
4.10 APROXIMAO DESESTABILIZADA
(Conforme MGO Capitulo 2 Item 14.2)
Uma aproximao no deve ser continuada, sendo compulsrio efetuar o procedimento de arremetida, se a aeronave no
estiver numa aproximao estabilizada abaixo das seguintes altitudes (safety window):
VMC 500 ft
IMC 1000 ft
As condies que definem uma aproximao estabilizada so:
A trajetria de vo correta;
Apenas pequenas mudanas no ngulo so necessrias para manter a trajetria de vo;
A velocidade da aeronave no maior que Vref + 20, e no menor que Vref;
A aeronave deve estar na configurao de pouso correta;
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NOTA - se observar que a aproximao no est estabilizada e que poder atingir o limite prescrito sem que a estabilizao
determinada acontea, o cte. dever antecipar a arremetida. Ou seja, no necessrio atingir o limite para se determinar
uma arremetida.
4.11 - LIMITE PARA OPERAO EM PISTA WET (DECOLAGEM E POUSO)
Para pista WET adotar os seguintes critrios para definir o limite operacional:
Informao do rgo de controle definindo a pista com pelcula de gua ou poas de gua.
Observao visual.
Diurna: pelcula de gua sobre a pista de modo que as marcaes fiquem encobertas em parte;
Impossibilidade de definir os limites laterais da pista (encobertos por gua);
Poas de gua grandes ou em grande nmero por razovel extenso da pista.
Noturna: refexo de luz do Landing Lights na pista (efeito espelho)
Proibida a operao em pistas que apresentarem caractersticas de contaminada ou escorregadia.
CROSSWIND - Knots
33
30
15
5
15
25
15
15
NA (Not Authorized)
7/*
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B/A REPORTADO
B/A ESTIMADO
VENTO
CRUZADO (Kt)
0,40 ou mais
0,35
0,30
0,25
0,20
Abaixo de 0,20
GOOD
MEDIUM=to GOOD
MEDIUM
MEDIUM to POOR
POOR
31
25
20
15
5
0
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4.13.3 - Operao.
Alm das observaes existentes em SP 3 e 16.1, adotar:
Limite de vento cruzado:
Normalmente solicite e use B/A em termos de coeficiente de frico
CONDIES DA PISTA
COMPONENTE
MXIMA
DE VENTO CRUZADO
05kt
LAMA
DE
MOLHADA
NEVE/NEVE 15kt
NEVE SECA
25kt
b) Decolagem:
Potncia mxima
Decolagem "standing" (ver SP 16.7- engine run-up)
V1 mnima pode ser adotada a fim de prover maior distncia de parada.
4.13.4 - Procedimentos de de-ice e anti-ice
De-ice: Este procedimento deve ser acionado antes da partida, quando as superfcies da aeronave estiverem
contaminadas.
Anti-ice: Este procedimento deve ser acionado antes da partida, ou decolagem, quando houver risco de congelamento
para a aeronave.
Se ambos forem necessrios, o procedimento pode ser feito em uma ou duas etapas. A escolha de um procedimento de uma
ou duas etapas depender das condies meteorolgicas, dos equipamentos disponveis, dos fludos disponveis e do tempo
de durao do processo ("holdover time"). Para obter-se um maior "holdover time" deve-se utilizar um processo de duas
etapas:
a) De-ice
A contaminao deve ser removida mecanicamente ou com fludos aquecidos.
b) Anti-ice
O Anti-ice deve ser acionado antes da partida, ou decolagem, quando houver risco de congelamento para a aeronave.
Quanto mais prximo da decolagem for efetuado o procedimento melhor aproveitamento do "holdover time".
Procedimento de cabine:
Antes do tratamento, certifique-se de que todas as portas e janelas estejam fechadas, ar condicionado desligado e
luzes externas apagadas, exceto as luzes de navegao de anticoliso.
Informar os passageiros antes de iniciar o tratamento
Estabelea comunicao com a equipe de solo responsvel ou manuteno, se houver.
Antes da decolagem verifique visualmente a superfcie da asa. No poder estar coberta por neve ou gelo. Se for
observado algum tipo de cobertura deve-se retornar ao estacionamento para novo procedimento de de-ice e
anti-ice.
Procedimentos de acordo com SP 16.6
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GEADA OU
NEVASCA
+0 e acima
NEVOEIRO
CONGELANTE
NEVE
FIRME
CHUVA
CONGELANTE
CHUVA EM
ASAS FRIAS
MOLHADAS
45
-0 a -10
-10 e abaixo
"HOLD OVER
TIME" (min)
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12 a 30
6 a 15
5a8
2a5
45
6 a 15
5a8
2a5
45
6 a 15
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CONDIES METEOROLGICAS
OAT
(C)
GEADA OU
NEVASCA
NEVOEIRO
CONGELANTE
NEVE
FIRME
CHUVA
CONGELANTE
CHUVA EM
ASAS FRIAS
MOLHADAS
100+0
75+25
50+50
12h
6h
4h
1:15h a 3h
50 min a 2h
35min a 1:30h
20min a 1h
15min a 45min
5min a 15min
30min a 1h
20min a 45min
15min a 25min
20min a 40min
10min a 25min
8h
5h
3h
35min a 1:30h
25min a 1h
15min a 45min
20min a 45min
15min a 30min
5min a 15min
30min a 1h
20min a 45min
15min a 25min
15min a 30min
8h
5h
35min a 1:30h
25min a 1h
20min a 45min
15min a 30min
30min a 1h
20min a 45min
+0 e acima
-0 a -3
-3 a -14
8h
-14 a -25
35min a 1:30h
20min a 45min
FLUIDOS TIPO IV
"HOLD OVER TIME" PARA DIFERENTES MISTURAS DE
FLUIDO+GUA (%)
CONDIES METEOROLGICAS
OAT
(C)
GEADA OU
NEVASCA
NEVOEIRO
CONGELANTE
NEVE
FIRME
CHUVA
CONGELANTE
CHUVA EM
ASAS FRIAS
MOLHADAS
100+0
75+25
50+50
18h
6h
4h
2h a 3h
40 min a 2h
15min a 45min
55min a 1:40h
20min a 1h
5min a 25min
45min a 1:50h
20min a 1h
7min a 15min
20min a 40min
10min a 25min
12h
5h
3h
2h a 3h
40min a 2h
15min a 45min
45min a 1:40h
15min a 1h
5min a 20min
45min a 1:50h
20min a 1h
7min a 15min
12h
5h
2h a 3h
40min a 2h
35min a 1:35h
15min a 1h
45min a 1:50h
20min a 1h
+0 e acima
-0 a -3
-3 a -14
12h
-14 a -25
1h a 2h
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5 - PROCEDIMENTOS DA TRIPULAO
5.1 - USO DE CARTAS
As cartas relativas aos procedimentos de txi, decolagem e aproximao devero estar sempre disponveis no clip do
manche de cada piloto. A carta de rota dever ser dobrada de forma a estar sempre atualizada com a rea de sobrevo e em
lugar acessvel aos pilotos.
O traado das rotas, nos casos de reas congestionadas e pouco familiares para os pilotos, poder ser evidenciado com
canetas highlighters, preferencialmente do tipo que possa ser removida a marca aps o uso.
Localizao das cartas conforme item 1.13 desse manual.
Para aeroporto que no seja de operao regular da GOL, dever ser usado o conjunto completo.
Lembramos que as cartas Jeppesen possuem um ndice na sua parte superior que facilitam a sua organizao (Ex: 10-1;111;11-2). Essa ordem deve ser seguida.
responsabilidade dos tripulantes verificarem antes de cada etapa a existncia a bordo das cartas necessrias para o vo,
inclusive as do destino. A falta de qualquer documento dever ser informada ao CCO antes de sua partida de modo a ser
providenciado a incluso no conjunto de bordo.
, tambm, responsabilidade da cada tripulante guardar as cartas usadas de forma correta aps o uso (kit ou no jogo
completo), de acordo com numerao.
Lembre-se: voc poder ser o prximo a necessitar da carta que voc mesmo guardou em lugar errado
5.2 - USO DO CHECKLIST
importante que o tripulante no tenha dvida quanto ao uso do Normal e Non-Normal Checklists. A Gol adota a mesma
filosofia descrita no QRH captulo Checklist Introduction que deve ser de conhecimento de todos os tripulantes.
Conforme descrito na introduo do QRH, cada tripulante responde pelos sistemas e controles de sua rea de
responsabilidade.
O tripulante que l o checklist o responsvel pela verificao dos itens mencionados ou se a ao tomada concorda com a
resposta. Itens que no podem ser observados pelo tripulante que l o checklist sero verificados pelo tripulante
responsvel por aquele item.
Quando um item pedido no check est inoperante, a resposta formal INOPERATIVE. Quando um item no est
instalado, a resposta formal NO APPLICABLE (NA).
Quando um item tem respostas variadas (ON/OFF; AS REQUIRED), a resposta formal ser a condio exigida no
momento (ON, OFF, etc.).
Na leitura de um checklist dever ser observado:
um item da lista de cheque no dever ser lido enquanto o item anterior no tiver sido respondido
satisfatoriamente;
no devero ficar itens pendentes. A leitura s poder ser normalmente interrompida nas dashed lines. Caso
contrrio, o checklist deve ser relido na sua totalidade. (Ex.: Em caso de apresentao de comissrios, tripulante
extra ou chamada da manuteno durante a execuo do checklist, dever ser relido).
Para agilizar os trabalhos de cabine para a partida admissvel a resposta de papers aboard no Before Start Checklist com
as informaes obtidas via fonia, mesmo que a load sheet ainda no esteja a bordo.
Nota o fato de ser considerado a bordo para efeito de checklist no dispensa a existncia real dos mesmos para o
despacho do vo.
Ao receber os documentos referentes ao vo, o cmte. dever conferir os dados e proceder de acordo com o item 2.5.
admissvel a resposta de transponder set quando no mesmo est sintonizado o cdigo 2000 (enquanto aguarda o cdigo
definitivo).
NN CH.LIST:
no checklist de Emergncia, o PM dever ler o item e a resposta que ser confirmada por quem efetuou a ao (por tratarse de operao fora de rotina) .
- Os checklist devero ser pedidos pela nomenclatura existente no Operations Manual e QRH.
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10/11/2006
5-2
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5-4
ON
DESVIO
Mais 10 ou Menos 05
Mais ou Menos 200 ft
CALLOUT
SPEED
ALTITUDE
SINKRATE
Maior do que 30
1 Dot
BANK
LOCALIZER
GLIDE
GLIDE SLOPE
1 Dot
SLOPE
FINAL APPROACH
Potncia anormal * e NOT
1.000 ft IMC / 500 ft VMC velocidade maior que
STABILIZED GO
Vref +20 kt
AROUND
FINAL APPR-200 FT
Vento acima do limite
Wind above limit
CONFIRMAO
CORRECTING
CORRECTING
CORRECTING
CORRECTING
CORRECTING
CORRECTING
GO- AROUND
GO-AROUND
Notas:
* considera-se potencia anormal, aquela que est fora da margem normal de operao, tanto para mais como para menos.
Em caso de um callout do tipo Not Stabilized, dever ser iniciada uma arremetida.
Tomada a deciso de pousar ou arremeter, o PF dever efetuar o callout Landing / Go-Around.
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6.
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6. NORMAL PROCEDURES
6.1 Introduction, Crew Duties and areas of responsibility
General
This chapter gives:
an introduction to the normal procedures philosophy and assumptions
step by step normal procedures
Normal Procedures Philosophy and Assumptions
Normal procedures verify for each phase of flight that:
the airplane condition is satisfactory
the flight deck configuration is correct
Normal procedures are done on each flight.
Refer to the Supplementary Procedures (SP) chapter of Flight Crew Operations Manual (FCOM) for procedures
that are done as needed, for example the adverse weather procedures.
GOL in bold letters- indicates company procedures modified or added.
Normal procedures are used by a trained flight crew and assume:
all systems operate normally
the use of all automated features (LNAV, VNAV, autopilot, and autothrottle, observing the applicable rules)
Normal procedures also assume coordination with the ground crew before:
hydraulic system pressurization, or
flight control surface movement, or
airplane movement
Normal procedures do not include steps for flight deck lighting and crew comfort items.
Normal procedures are done by recall and scan flow. The panel illustration in this section shows the scan flow. The scan
flow sequence may be changed as needed by company policy.
Configuration Check
It is the crew members responsibility to verify correct system response. Before engine start, use system lights to verify
each system's condition or configuration.
After engine start, the master caution system alerts the crew to warnings or cautions away from the normal field of view.
If there is an incorrect configuration or response:
verify that the system controls are set correctly;
check the respective circuit breaker as needed. Maintenance must first determine that it is safe to reset a tripped
circuit breaker on the ground;
test the respective system light as needed;
Before engine start, use individual system lights to verify the system status. If an individual system light indicates an
improper condition:
check the MEL to decide if the condition has a dispatch effect;
decide if maintenance is needed
If, during or after engine start, a red warning or amber caution light illuminates:
do the respective non-normal checklist (NNC);
on the ground, check the MEL.
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If, during recall, an amber caution illuminates and then extinguishes after a master caution reset:
check the MEL;
the respective non-normal checklist is not needed.
Crew Duties
Preflight and postflight crew duties are divided between the captain and first officer. Phase of flight duties are divided
between the Pilot Flying (PF) and the Pilot Monitoring (PM).
Each crewmember is responsible for moving the controls and switches in their area of responsibility. The Area of
Responsibility illustrations in this section show the area of responsibility for both normal and non-normal procedures.
Typical panel locations are shown. area of responsibility is established for high work load phase of flight.
The captain may direct actions outside of the crewmembers area of responsibility.
The general PF phase of flight responsibilities are:
taxiing
flight path and airspeed control
airplane configuration
navigation
The general PM phase of flight responsibilities are:
checklist reading
communications
tasks asked for by the PF
monitoring taxiing, flight path, airspeed, airplane configuration and navigation.
PF and PM duties may change during a flight. For example, the captain could be the PF during taxi but be the PM during
takeoff through landing.
Normal procedures show who does a step by crew position (C, F/O, PF, or PM):
in the procedure title, or
in the far right column, or
in the column heading of a table
The mode control panel (MCP) is the PFs responsibility. When flying manually, the PF directs the PM to make the
changes on the mode control panel.
The captain is the final authority for all tasks directed and done.
The task sharing here shown is based on Boeing Normal Procedures.However it has been modified by GOL
considering:
- in the reception of aircraft it is desirable that the Captain has a knowledge of system conditions;
- due to short time on ground, Captain has the ability of better preparing the flight deck.
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Areas of Responsibilty
Panel Scan Diagram
The following diagram describe each crewmembers area of responsibility and scan flow pattern for each panel when
airplane is not moving under its own power
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Preliminary Procedure
Captain
TECHNICAL LOG.............................................................................................................................Check
Verify ACR list, also. Crosscheck necessary operational procedure with MEL/CDL
Preliminary Procedure
F/O
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F/O
Before each flight the captain, first officer, or maintenance crew must verify that the airplane is satisfactory for flight.
Items at each location may be checked in any sequence.
Use the detailed inspection route below to check that:
the surfaces and structures are clear, not damaged, not missing parts and there are no fluid leaks
the tires are not too worn, not damaged, and there is no tread separation
the gear struts are not fully compressed
the engine inlets and tailpipes are clear, the access panels are secured, the exterior is not damaged, and the reversers are
stowed
the doors and access panels that are not in use are latched
the probes, vents, and static ports are clear and not damaged
the skin area adjacent to the pitot probes and static ports is not wrinkled
the antennas are not damaged
the light lenses are clean and not damaged
For cold weather operations see the Supplementary Procedures.
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Preflight Procedure
CAPT
GOL-Perform Preflight Procedure on first flight of the day on aircraft or when Secure Procedure has been
performed
LIGHTS..................................................................................................................................................................................Test
Master LIGHTS TEST and DIM switch TEST
The fire warning lights are not checked during this test. Use individual test switches or push to test features to check lights
which do not illuminate during the light test. Use scan flow to verify that all other lights are flashing or illuminated. Verify
that all system annunciator panel lights are illuminated.
Master LIGHTS TEST and DIM switch As needed
CDU Preflight Procedure
The Initial Data and Navigation Data entries must be complete before the flight instrument check during the Preflight
Procedure. The Performance Data entries must be complete before the Before Start Checklist.
The captain or first officer may make CDU entries. The other pilot must verify the entries.
Enter data in all the boxed items on the following CDU pages.Enter data in the dashed items or modify small font items that
are listed in this procedure. Enter or modify other items at pilot's discretion.
Failure to enter enroute winds can result in flight plan time and fuel burn errors.
Initial Data ...............................................................................................................................................................................Set
IDENT page:
Verify that the MODEL is correct.
Verify that the ENG RATING is correct.
Verify that the navigation data base ACTIVE date range is current.
POS INIT page:
Verify that the time is correct.
Enter the present position on the SET IRS POS line.
Use the most accurate latitude and longitude Navigation Data
FLIGHT CONTROL panel ................................................................................................................................................Check
FLIGHT CONTROL switches Guards closed
Verify that the flight control LOW PRESSURE lights are illuminated.
Flight SPOILER switches Guards closed
YAW DAMPER switch ON
Verify that the YAW DAMPER light is extinguished.
Verify that the standby hydraulic LOW QUANTITY light is extinguished.
Verify that the standby hydraulic LOW PRESSURE light is extinguished.
YA607, YA631, YD302 - YD307, YJ944 - YK727
(SB changes YA201 - YA251, YA321 - YA605, YA611, YA612, YA646 -YD257, YJ471, YJ472)
Verify that the STBY RUD ON light is extinguished.
ALTERNATE FLAPS master switch Guard closed
ALTERNATE FLAPS position switch OFF
Verify that the FEEL DIFF PRESS light is extinguished.
Verify that the SPEED TRIM FAIL light is extinguished.
Verify that the MACH TRIM FAIL light is extinguished.
Verify that the AUTO SLAT FAIL light is extinguished.
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NAVIGATION panel...............................................................................................................................................................Set
VHF NAV transfer switch NORMAL
IRS transfer switch NORMAL
FMC transfer switch NORMAL
DISPLAYS panel ....................................................................................................................................................................Set
SOURCE selector AUTO
CONTROL PANEL select switch NORMAL
FUEL panel .............................................................................................................................................................................Set
Verify that the ENG VALVE CLOSED lights are illuminated dim.
Verify that the SPAR VALVE CLOSED lights are illuminated dim.
Verify that the FILTER BYPASS lights are extinguished.
CROSSFEED selector Closed
Verify that the VALVE OPEN light is extinguished.
Check Fuel Quantity
GOL- Required FUEL PUMP switches ON
Check the center tank fuel quantity.
Both center tank fuel pump switches must be OFF for takeoff if center tank fuel is less than 2300 kilograms.
Verify that the center tank fuel pump LOW PRESSURE lights are extinguished.
Verify that the main tank fuel pump LOW PRESSURE lights are extinguished.
ELECTRICAL panel ...............................................................................................................................................................Set
BATTERY switch Guard closed
Position Electrical Selector in STBY PWR .
GOL- DC indicator in BAT
GOL- AC indicator in STBY POWER
YA631, YA648, YA650, YD256, YD257, YJ944 - YK727
CAB/UTIL power switch .- On
YA631, YA648, YA650, YD256, YD257, YJ944 - YK727
IFE/PASS SEAT power switch .- On
YA201 - YA612, YA646, YA647, YA657 - YB271, YD302 - YJ472
GALLEY power switch - On
STANDBY POWER switch Guard closed
Verify that the STANDBY PWR OFF light is extinguished.
Verify that the BAT DISCHARGE light is extinguished.
Verify that the TR UNIT light is extinguished.
Verify that the ELEC light is extinguished.
Generator drive DISCONNECT switches Guards closed
Verify that the DRIVE lights are illuminated.
BUS TRANSFER switch Guard closed
Verify that the TRANSFER BUS OFF lights are extinguished.
Verify that the SOURCE OFF lights are extinguished.
Verify that the GEN OFF BUS lights are illuminated.
YA201, YA202, YD256, YD257
LAVATORY SMOKE light ........................................................................................................................Verify Extinguished
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YD306, YD307
INTEGRATED STBY FLIGHT DISPLAY............................................................................................................................Set
Verify that the approach mode display is blank.
Set the altimeter.
Verify that the flight instrument indications are correct.
Verify that no flags or messages are shown.
STANDBY RMI.......................................................................................................................................................................Set
Select either VOR or ADF.
ENGINE DISPLAY control panel...........................................................................................................................................Set
N1 SET selector AUTO
SPEED REFERENCE selector AUTO
FUEL FLOW switch RATE
AUTOBRAKE selector ........................................................................................................................................................RTO
Verify that the AUTOBRAKE DISARM light is extinguished
ANTISKID INOP light..................................................................................................................................Verify extinguished
LANDING GEAR PANEL .....................................................................................................................................................Set
LANDING GEAR lever DN
Verify that the green landing gear indicator lights are illuminated.
Verify that the red landing gear indicator lights are extinguished.
ENGINE INSTRUMENTS ................................................................................................................................................Check
Verify that the primary and secondary engine indications show existing conditions.
Verify that no exceedance is shown.
GOL-Verify engine oil quantity. Minimum70% for dispatch
SPEEDBRAKE lever ...........................................................................................................................................DOWN Detent
Verify that the SPEEDBRAKE ARMED light is extinguished.
Verify that the SPEEDBRAKE DO NOT ARM light is extinguished.
Verify that the SPEEDBRAKE EXTENDED light is extinguished.
REVERSE THRUST LEVER.............................................................................................................................................Down
FORWARD THRUST LEVERS ......................................................................................................................................Closed
FLAP LEVER..........................................................................................................................................................................Set
Set the flap lever to agree with the flap position.
YA201, YA202, YD303 - YD307
Verify that the FLAP LOAD RELIEF light is extinguished.
PARKING BRAKE ................................................................................................................................................................Set
Verify that the parking brake warning light is illuminated if parking brake applied.
Note: Do not assume that the parking brake will prevent airplane movement.
Accumulator pressure can be insufficient. Check brake pressure
ENGINE START LEVERS................................................................................................................................................Cutoff
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Preflight Procedure
F/O
GOL-perform on first flight on the aircraft or when Secure Procedure has been done.
AIR CONDITIONING panel...................................................................................................................................................Set
AIR TEMPERATURE source selector As needed
YD256 - YK727
TRIM AIR switch ON
YA201 - YB271
Verify that the DUCT OVERHEAT lights are extinguished.
YD256 - YK727
Verify that the ZONE TEMP lights are extinguished.
Temperature selectors As needed
Verify that the RAM DOOR FULL OPEN lights are illuminated.
YA201 - YB271
RECIRCULATION FAN switch AUTO
YD256 - YK727
RECIRCULATION FAN switches AUTO
Air conditioning PACK switches AUTO or HIGH
ISOLATION VALVE switch OPEN
Engine BLEED air switches ON
APU BLEED air switch ON
Verify that the DUAL BLEED light is illuminated.
YA201 - YB271
Verify that the PACK TRIP OFF lights are extinguished.
YD256 - YK727
Verify that the PACK lights are extinguished.
Verify that the WINGBODY OVERHEAT lights are extinguished.
Verify that the BLEED TRIP OFF lights are extinguished.
CABIN PRESSURIZATION panel ........................................................................................................................................Set
Verify that the AUTO FAIL light is extinguished.
Verify that the OFF SCHED DESCENT light is extinguished.
FLIGHT ALTITUDE indicator Cruise altitude
LANDING ALTITUDE indicator Destination field elevation
Pressurization mode selector AUTO
EFIS control panel ...................................................................................................................................................................Set
MINIMUMS reference selector RADIO or BARO
GOL- BARO
MINIMUMS selector Set decision height or altitude reference
GOL- set acceleration altitude (normally 1000 Ft AGL). Check Takeoff Analysis
YA201 - YA242, YA321 - YK727
FLIGHT PATH VECTOR switch As needed
GOL Flight Path Vector not used in normal operation
METERS switch As needed
BAROMETRIC reference selector IN or HPA
BAROMETRIC selector Set local altimeter setting
VOR/ADF switches As needed
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YA232 - YA321
VHF COMMUNICATION radios ..........................................................................................................................................Set
GOL- VHF 1 select to ATC frequency.
VHF 2 select to company frequency (131.225 or 136.225 );
Select for ATIS or other information briefly
VHF NAVIGATION radios...............................................................................................................................Set for departure
AUDIO CONTROL panel .......................................................................................................................................................Set
TRANSPONDER PANEL.......................................................................................................................................................Set
TRIM ...................................................................................................................................................................................... Set
Verify that the trim is in the green band.
Aileron trim 0 units
Rudder trim 0 units
WARNING:Do not put objects between the seat and the aisle stand.
Injury can occur when the seat is adjusted.
SEAT .................................................................................................................................................................................Adjust
Adjust the seat for optimum eye reference.
Verify a positive horizontal (fore and aft) seat lock.
RUDDER PEDALS ...........................................................................................................................................................Adjust
Adjust the rudder pedals to allow full rudder pedal and brake pedal movement.
SEAT BELT AND SHOULDER HARDNESS ................................................................................................Adjust
GOL shoulder hardness must be used from engine start on ground to at least FL 100
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Preflight Checklist
TECHNICAL LOG
CHECKED (C)
PRELIMINARY PROCEDURE
LIGHT TEST.
YAW DAMPER
NAVIGATION TRANSFER & DISPLAY SWS
FUEL PANEL
CAB/UTIL& IFE/PASS SEAT PWR.SWS
GALLEY POWER
EMERGENCY EXIT LIGHTS
PASSENGER SIGNS.
WINDOW HEAT
HYDRAULICS
AIR CONDITIONING
PRESSURIZATION
AUTO PILOTS
OXYGEN & INTERPHONE
FLIGHT INSTRUMENTS
SPEED BRAKE
PARKING BRAKE
STABILIZER TRIM CUTOUT SWITCHES
ENGINE START LEVERS
FIRE WARNING PANELS
RADIOS, RADAR & TRANSPONDER
RUDDER & AILERON TRIM.
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COMPLETED (FO)
CHECKED (C)
ON (C)
NORMAL & AUTO (C)
SET (C)
ON or NA (C)
ON or NA (C)
ARMED (C)
SET (C)
ON (C)
NORMAL (C)
SET (FO)
AUTO/LTS OFF (FO)
MODE OFF (C)
CHECKED/______PSI (C) /(FO)
X-CHECKED (C)/ (FO)
DOWN DETENT (C)
AS REQUIRED (C)
NORMAL (C)
CUTOFF (C)
CHECKED (C)
SET (C) /(FO)
FREE & ZERO (C)
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----------------------------------------------------------------------------------------------------------------------------------------------------Interior Inspection
Special procedure to be performed by flight crew when there is no flight attendant on board
AFT ENTRY AND SERVICE DOORS ...............Closed
AFT LAVATORIES...........Checked
AFT GALLEYS..........Checked
Trolleys locked in place
Transporters locked in place
Waste bins-locked in place
Coffee maker-locked inplace
PAX CABIN..............................Bins Closed
OVERWING EXITS.....................Locked
FORWARD GALLEYS..................Checked
Trolleys locked in place
Transporters locked in place
Waste bins-locked in place
Coffee maker-locked in place
FWD LAVATORIES..............Checked
FWD SERVICE & ENTRY DOORS ...............Closed
-----------------------------------------------------------------------------------------------------------------------------------------------------
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CAPT& FO
GOL Capt. must identify type of aircraft B 700/ B 700 W/B 800/B 800W and engine rating for take-off.
GOL perform this procedure after FUEL / ZFW /ATOGW /CG is obtained
FUEL ...........................................................................................................................................................................check (C)
Check fuel quantity in acccordance with required and the necessary pumps on
PASSENGER SIGNS.......................................................................................................................................................Set (C)
FASTEN BELTS switch ON
AIR CONDITIONING panel ........................................................................................................................................Set (FO)
AIR TEMPERATURE source selector As needed
YD256 - YK727
TRIM AIR switch ON
YA201 - YB271
Verify that the DUCT OVERHEAT lights are extinguished.
YD256 - YK727
Verify that the ZONE TEMP lights are extinguished.
Temperature selectors As needed
Verify that the RAM DOOR FULL OPEN lights are illuminated.
YA201 - YB271
RECIRCULATION FAN switch AUTO
YD256 - YK727
RECIRCULATION FAN switches AUTO
Air conditioning PACK switches AUTO or HIGH
ISOLATION VALVE switch OPEN
Engine BLEED air switches ON
APU BLEED air switch ON (if APU ON)
Verify that the DUAL BLEED light is illuminated.
YA201 - YB271
Verify that the PACK TRIP OFF lights are extinguished.
YD256 - YK727
Verify that the PACK lights are extinguished.
Verify that the WINGBODY OVERHEAT lights are extinguished.
Verify that the BLEED TRIP OFF lights are extinguishe
CABIN PRESSURIZATION panel ...............................................................................................................................Set (FO)
Verify that the AUTO FAIL light is extinguished.
Verify that the OFF SCHED DESCENT light is extinguished.
FLIGHT ALTITUDE indicator Cruise altitude
LANDING ALTITUDE indicator Destination field elevation
Pressurization mode selector AUTO
ENGINE INSTRUMENTS .........................................................................................................................................Check (C)
Verify that the primary and secondary engine indications show existing conditions.
Verify that no exceedance is shown.
GOL-Verify engine oil quantity. Minimum70% for dispatch
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Do the CDU Preflight Procedure Performance Data steps before completing this procedure.
CDU.....................Set (C) (FO)
Navigation Data -.Set
ROUTE page:
Enter the ORIGIN/Enter the route.
GOL- enter company route if available
YA201 - YA321, YA631, YA657 - YD307, YJ944 - YK727
Enter the FLIGHT NUMBER.
GOL Flight number must be filled GOL XXXX (four digits)
Activate and execute the route.
DEPARTURES page:
Select the runway and departure routing.
Execute the runway and departure routing.
GOL-Verify that SID, ROUTE and LEGS pages are correct.
When inserting SID, check waypoints with altitude restrictions.
Specially those with minimum and maximum altitude
Performance Data -Set
PERF INIT page:
Enter the ZFW.
Verify that the FUEL on the CDU, the dispatch papers, and the fuel quantity indicators agree.
YB202, YB271, YD302 - YD307
If refueling is not complete, enter the PLAN trip fuel as needed.Verify that the fuel is sufficient for flight. Verify that the
gross weight and cruise CG (GW/CRZ CG) on the CDU and the dispatch papers agree.
Thrust mode display:
YA201, YA202, YB271, YD302 - YD307
Verify that TO shows.
YA232 - YB202, YD256, YD257, YJ471 - YK727
Verify that dashes are shown.
N1 LIMIT page:
Select an assumed temperature, or a fixed derate takeoff, or both as needed.
Select a full or a derated climb thrust as needed.
GOL- confirm engine rating (___K)
TAKEOFF REF page:
Make data entries on page 2/2 before page 1/2.
Enter the CG.
Verify that a trim value is shown.
Select or enter the takeoff V speeds.
YA251, YA252, YA607 - YA657, YD256 - YK727
Verify or enter a thrust reduction altitude.
Verify that the preflight is complete.
CDU display ............................................................................................................................................................Set (C) (FO)
Normally the PF selects the TAKEOFF REF page.
Normally the PM selects the LEGS page.
GOL- check takeoff computation and set:
N1 bugs -Check (C)
Verify that the N1 reference bugs are correct.
IAS bugs -Set (C) (FO)
Verify that the speed bugs are at V1, VR, V2 + 15, and flaps up maneuvering speed.
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ABOARD (C)
_______KGS/ PUMPS ON (C)
ON (C)
____PACK(S), BLEEDS ON SET (FO)
_____FT (C) (FO)
V2___,HDG___ (C) (FO)
RTO (C)
.CHECKED (C)
ATC CHECK&INSERT (C)
___K, FULL / REDUCED (C)
V1__,VR___,V2___ (C)
. AS REQUIRED (C)
__UNITS, 0 ,0 (C)
SET (C)
COMPLETED (C) (FO)
Reviso18 B 737 NG
10/01/2007
6-32
Start Clearance
ATC clearance for pushback and start should be obtained as soon as the doors are closed .So it is desirable that all
procedures and checklists are performed by this time.
Consider that 15 minutes before takeoff time ATC should have the flight plan clearance available. After due clearance is
obtained, by regulations the acft has 5 minutes to begin its pushback maneuver. So, pushback/start up should only be
requested 5 minutes before closing doors. However, in certain airports, due to traffic it advisable to anticipate such request.
We recommend that the capts continue to proceed as to date, organizing each situation, but having in mind the legislation in
order to avoid any confrontation with ATC.
The FO request the clearance on the adequate frequency of each airport
When Clear for Start
START CLEARANCE..............................................................................................................................................Obtain (FO)
Obtain a clearance to (push back) start the engines.
FLIGHT DECK WINDOWS............................................................................................................Closed and locked (C) (FO)
EXTERIOR DOORS.................................................................Verify closed (C)
If pushback is needed:
Verify that the nose gear steering lockout pin is installed, or, if the nose gear steering lockout pin is not used, depressurize
hydraulic system A during the hydraulic panel set step.
HYDRAULIC PANEL .....................................................................................................................................................Set (C)
If pushback is needed and the nose gear steering lockout pin is not installed:
System A HYDRAULIC PUMP switches OFF
Verify that the system A pump LOW PRESSURE lights are illuminated.
System B electric HYDRAULIC PUMP switch ON
Verify that the system B electric pump LOW PRESSURE light is extinguished.
Verify that the brake pressure is 2,800 psi minimum.
Verify that the system B pressure is 2,800 psi minimum.
WARNING:Do not pressurize hydraulic system A.
Unwanted tow bar movement can occur.
GOL- If pushback is not needed, or if pushback is needed and the nose gear steering lockout pin is installed:
Electric HYDRAULIC PUMP switches ON
Verify that the electric pump LOW PRESSURE lights are extinguished.
Verify that the brake pressure is 2,800 PSI minimum.
Verify that the system A and B pressures are 2,800 psi minimum.
AIR CONDITIONING PACKS ...................................................................................................................................OFF (FO)
ANTI COLLISION light switch ......................................................................................................................................ON (C)
.
GOL Inform Cabin crew to prepare to start........................................................................................................................(FO)
Capt: Call BEFORE START CHECKLIST BELOW THE LINEFO: Do (Read Aloud) the BEFORE START BELOW THE LINE CHECKLIST
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-33
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-34
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-35
Capt &F/O
CAPT
FO
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-36
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-37
F/O
TAXI CLEARANCE..obtain
Taxi Light ON
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-38
GENERATORS ON (C)
.ON (C)
AS REQUIRED (C)
.PACKS ON (FO)
AS REQUIRED (FO)
ENG or APU BLEED (FO)
AS REQUIRED (C)
CONT (C)
*CHECKED (C)
IDLE DETENT (C)
.LOCKED (FO)
REMOVED (C)
GOL- * all annunciators light must be OFF during RECALL CHECK before taxi is initiated for normal operation.
For dispatch with annunciator ON check with MEL.
GOL Taxi Speed Limits:
straight taxiways 20 kts;
wide turns
15 kts;
normal turns
10 kts.
GOL Reversers:
Do not use during taxi
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-39
FO
Check the center tank fuel quantity.
Both center tank fuel pump switches must be OFF
for takeoff if center tank fuel is less than 2300 kgs.
Do not accomplish the CONFIG non-normal
checklist with less than 2300 kilograms in the
center tank prior
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-40
CAPT
FO
WHEN CLEAR TO ENTER TAKEOFF RUNWAY
For an UNPRESSURIZED TAKEOFF
(no Bleeds) set configuration at this moment
PA-Notify cabin crew: "Prepare for Takeoff"
Verify Pax cabin is secured
Lights:
Runway Turnoff & Landing Fixed Lights -ON
Taxi lights- OFF
Strobe Light -ON
ATS...............................................................ARM
Transponder.................................................RA
Call:" BEFORE TAKEOFF CHECKLIST
Below the Line "
Do (Read Aloud) BEFORE TAKEOFF
CHECKLIST -Below the Line
LIGHTS
AUTOTHROTTLE
TRANSPONDER
ON (FO)
ARMED (C)
ON (FO)
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-41
6.11 TAKEOFF
GOL- limits:
Check the following limits
4.11 operation on wet runway
4.12 wind limits
GOL- B737-800 Takeoff
F1 TAKEOFF- NOT ALLOWED in GOL operation
F5 Takeoff- the clearance between the fuselage and ground is minimum on this configuration.
Maximum care must be taken in rotation technique when using F5.(no abrupt rotation)
When possible use bigger flap configuration. Consider F 10 takeoff possibility always, including APU or No Bleeds takeoff
Takeoff Runway
Full extension of the runway should be used for takeoff. If not, specific takeoff analysis must be used.
To align up at the runway threshold avoid tight turns in order to prevent unnecessary load on tires and gear.
Be aware for last minute changes, mainly of wind and runway, and its influence on weight, flap and takeoff speeds.
When authorized for takeoff, do a read back of the clearance, including runway ( number, L or R if the case). It is
mandatory to confirm direction when aligning up with runway number painted and L or R indication
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-42
Takeoff -Captain as PF
CAPT
FO
YA 251,YA 252,YA 607,YA 657,
YD256 - YD307, YJ944 - YK727
Enter the runway offset on the CDU TAKEOFF
REF page
YJ471, YJ472
Update the FMC position to the runway threshold
on the CDU TAKEOFF REFpage.
FMC Takeoff page
FMC -Legs
When Lined Up for Takeoff
AnnounceTake-Off Rwy_(L or R)"
Hdg _____
Confirm Hdg____
Hdg Bug: runway heading
Hdg Bug:runway heading
Clock / Chr - Run
Clock / Chr - Run
Radar as required
Radar as required
GOL- radar ON due to weather conditions or
GOL- radar ON due to weather conditions or
existence of birds in vicinity of airport
existence of birds in vicinity of airport
YA232 - YA242, YA321 - YK727
Set the terrain display as needed.
Maintain steering control until acft
aligned with runway centerline and takeoff
power stabilized.
Nose wheel steering is not recommended above
30 kts. Use caution when using the nose
wheel steering above 20 kts to avoid overcontrolling the nose wheels resulting in
possible loss of directional control.
Advance the thrust levers to approximately 40 %
N1
Allow the engines to stabilize.
Push the TO/GA switch.
Request Check Thrust.
Verify that the correct takeoff thrust is set
(Adjust takeoff thrust before 60 kts as needed
Respond Thrust Set.
During strong headwinds, if the thrust levers do
not advance to the planned takeoff thrust by 60 kts
Manually advance the thrust levers)
After takeoff thrust is set, the Capts hand must be Monitor the engine instruments during
on the thrust leversuntil V1
the takeoff. Call out any abnormal indications
Monitor airspeed
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-43
80 KTS
Verify 80 kts and call 80 KNOTS
Check FMA Thrust Hold information
If Thrust hold not displayed: Inform
Verify V1 speed
Call V1. At V1-5
Check VR, Call: ROTATE
At VR, rotate toward 15 pitch attitude.
After liftoff, follow F/D commands.
Establish a positive rate of climb.
Monitor airspeed and vertical speed.
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-44
Takeoff- Capt as PM
GOL- Verify Airports Where F/O may be the PF (SOP GOL NOTAMs Folhas verdes)
As the Capt is responsible for RTO, he will maintain positive contact with aircraft during takeoff: hand on throttle and feet
on rudder pedals
CAPT
FMC Legs
FO
YA 251,YA 252,YA 607,YA 657, YD 256-YD 307,
YJ944 - YK727
Enter the runway offset on the CDU TAKEOFF
REF page
YJ471, YJ472
Update the FMC position to the runway threshold
on the CDU TAKEOFF REFpage.
FMC -Takeoff page
When Lined Up for Takeoff
SAOOO
Confirm Hdg____
Hdg Bug:runway heading
Clock / Chr - Run
Radar as required
FO assumes as PF
GOL- radar ON due to weather conditions or
existence of birds in vicinity of airport
YA232 - YA242, YA321 - YK727
Set the terrain display as needed.
Monitor airspeed
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-45
80 KTS
Verify 80 kts and call CHECK"
Check FMA Thrust Hold information
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-46
PM
400 FT
Call Bug up
Speed Bug to desired Speed
Verify Speed Bug
Request Flap retraction on Flap speed schedule
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-47
.AUTO
AS REQUIRED
.ON
AS REQUIRED
AS REQUIRED
UP & OFF
UP,NO LIGHTS
SET
(PM)
(PM)
(PM)
(PM)
(PM)
(PM)
(PM)
(PM)
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-48
PF
PM
MSA
INFORM
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-49
CAUTION: Do not allow the shoulder harness straps to retract quickly. Buckles can pull or damage circuit
breakers.
GOL- Enroute Climb
IMC or night VMC - maintain SID lateral profile until MSA or ATC radar vectors.
VMC day time maintain SID lateral profile until complete flaps retraction, then, may fly direct to enroute fix determined
by ATC.
Exceptions are specified on chapter 9 folhas verdes
MSA callout should be made by PM under any flight conditions .
GOL- ATC Communication
Specially in areas of high traffic load, communication with ATC after takeoff should be made after flap retraction has
begun.
For nonnormal situation, inform as soon as possible, in concise and clear form.
GOL Company Communication
Contact GOL above FL 100 via VHF or HF during climb to inform Block off , takeoff, arrival time, fuel for departure and
delay, if any.
Use time provided by FOQA
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-50
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-51
-after speed reduction, if necessary, speed brake lever may be positioned at flt detent again
Note- do not exceed 320 kias deliberately
II- N Normal Procedures
1)Automatic Speed Brakes N Normal Procedures
Automatic Speed Brakes (applicable only to configurations with the Speed Brake Load Alleviation System Installed)
If a fault in the Automatic Speed Brake System is indicated with flaps up, do not exceed 320 knots.
If a fault in the Automatic Speed Brake System is indicated with flaps not up, do not arm the automatic speed brakes for
landing.
Use manual speed brake deployment as required. Increased force may be required to move the Speed Brake lever into the
UP position.
2) Emergency Descent
NOTE: The following procedure assumed structural integrity of the airplane.
If structural integrity is in doubt, limit speed as much as possible, and avoid high maneuvering loads.
Emergency Descent ..........................................ANNOUNCE
Start Switches ....................................................ON
Thrust Levers .....................................................CLOSE
Speed Brakes .....................................................FLIGHT DETENT*
Initiate Descent ..................................................45 degrees maximum bank (if desired)
Target Speed.......................................................Mmo/Vmo*
Level Off Altitude ..............................................10,000 ft or MEA (whichever is higher)
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-52
6.13 Descent
[Alternate Method of Compliance (AMOC) to AD 2002-24-51] -GOL
PF, PM
Start the Descent Procedure before the airplane descends below the cruise altitude for arrival at destination.
PF
PM
Before Descent
Call:"DESCENT CHECKLIST"
SAOOO
note: B-800 F 40
Modification on the present weather condition
must be warned by the PM
It may be necessary to change the chosen
Landing configuration
In doubt, use the most conservative configuration
Altimeters pre set (QNH)
Landing data - Flap and landing speed Limits for
DRY / WET Runway and Tailwind
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-53
During Descend
FMC: LEGS
During descent, position one center tank fuel pump
switch OFF when center tank fuel quantity reaches
approximately 1400 kilograms. Open the crossfeed
valve to minimize fuel imbalance.
Turn the remaining center tank fuel pump sw. OFF
without delay and close the crossfeed valve when
the Master Caution ]and Fuel System annunciator
illuminate.
If established in level flight for an extended period
of time prior to approach and landing with more
than 950 kilograms in the center tank and the center
tank fuel pump switches OFF, one center tank fuel
pump switch may be turned ON again.
Open the crossfeed valve to minimize fuel
imbalance
Turn the remaining center tank fuel pump switch
OFF without delay and close the crossfeed valve
when the Master Caution and FUEL system
annunciator illuminate
FL 100
FMC: descent
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-54
Descent Checklist
DESCENT
BRIEFING
ANTI-ICE
PRESSURIZATION.
EXTERNAL LTS
MINIMUM
RECALL
CDU STAR/APPROACH.
FLAP / SPEED.
SAOOO
COMPLETED (PF)
AS REQUIRED (PM)
SET FOR_____ (PM)
ON (PM)
_____ DA/MDA (PF) (PM)
CHECKED (PM)
CHECK&INSERT (PM)
____/ Vref__ (PM)
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-55
PF
PM
SAOOO
Elaborao:SAOOI
(F/O)
Reviso18 B 737 NG
10/01/2007
6-56
GOL-Landing Flap
Normally plan:
F30 for B 737-700 and B737-300 Dry Runway;
F40 for B 737-700 and B737-300 Wet Runway;
F40 landing is mandatory for some locations. Check chapter 9 FOLHAS VERDES
For situations of high landing weights close to the maximum- and high OAT or short runways, use F40 on the B700/300
even for DRY runway.
B737-800: F40 is compulsory
.
GOL-Auto Land
Not authorized in GOL operation
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-57
GOL Capt must be informed that the cabin is secured for landing (C/C)
Approach Checklist
APPROACH
NAV RADIOS.
RWY / AUTO BRAKE
MISSED APPROACH
ALTIMETERS.
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-58
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-59
Glide Slope, VASI and PAPI resources must be used when available
- ILS / LOC
- Autopilot: GOL standard operation is Single Autopilot for ILS approach
- For straight in approach, plan to be at 3NM of the Outer Marker with F5 configuration
- For holding, select F1 initiating outbound leg and F5 at the end of the outbound leg
- With G/S indication 11/2 dot select L.Gear down and F15
(this will be the final configuration for One Engine Inop approach)
If G/S inop, select L.Gear down and F 15 at 3 NM from OM
- PF: request:Landing Ch.List.
PM: read aloud and do Landing Check List .Visually confirm flap and gear positions
- G/S 1 Dot, select F 25
- At 1500ft select Landing Flap.
- If OM inop., use associated NDB or DME distance.
- At 1000ft AGL aircraft must be fully configurated for landing.
In VMC conditions, the landing flaps may be selected at 1000 Ft AGL, considering the safety window concept
for VFR appoach
- Auto-pilot must be in HSEL for LOC interception.
(In LNAV, acft my fly a parallel course of the LOC and not intercept it).
When in Holding Pattern, monitor outbound leg. Remember that flap configuration change will imply in speed
change and consequently the change of others parameters (time /distance)
- For straight in approach, monitor distance to the OM in order not to establish F5 configuration too early.
- The above pattern is indicated for standard operation. Deviations by ATC must be worked upon
- During ILS approach perform a crosscheck between HSI and RDMI and between G/S and rate of descent.
- It is forbidden to remove ILS signal during the approach
Note- GPWS or TCAS warning will have priority over ILS
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-60
PF
Confirm Cabin secure for landing.
When cleared for ILS approach and NAV Radios
not necessary for navigation or position set radios
for approach.
Confirm conditions for approach:
Rwy Dry or Wet
Landing Flap
Autobrake selection
Review Missed Approach Procedure
Call " Set Radios for Approach ILS Rwy _____
( L or R if the case)
SAOOO
PM
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-61
Outer Marker
Inform: OM ________FT
Confirm OM__________FTIf significant difference exists perform a
Missed Approach
GS intercept- OM - or 1500FT
Call: Flap ____( Landing Flap)
set VApp on MCP *
B800- F40 mandatory
Call: "Complete landing ChList"
Acknowledge
500 FT AGL
Call: 500 FT - wind: read indication from FMC
FMC: Progress page 2
Observe and inform: STABILIZED or
Acknowledge
NOT STABILIZED-GO AROUND
For the NOT STABILIZED GO AROUND
Callout, perform MISSED APPROACH
100 FT above minimuns
Call: 100 above- wind _____
Acknowledge
FMC: Progress page 2 (wind information)
DA
Call: DA wind______
Inform Land or Missed Approach
Night Flt:Request Landing Lts
Landing Light ON
* With autopilot ON- PF operates MCP
With Autopilot OFF- request items
NOTE- PM must callout any deviation from standard Approach
LOC 1dot deviation ;
GS 1dot deviation;
Flags on instruments;
Approach not stabilized on GOL limits
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-62
Glide Slope, VASI and PAPI resources must be used when available
NOTE insert VDP in Non Precision approaches always ( FIX page FMC)
VDP defines decision point: Land or Missed Approach (at MDA height)
- For holding, select F1 initiating outbound leg and F 5 in accordance with type of procedure (see figures above)
- F5 is to be maintained until the beginning of final approach, where Landing Gear will be selected down and flap
extended to 15.
(this will be the final configuration for a One Engine Inop approach)
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-63
- Select F25 as soon as Gear is locked down and F15 (green lt.indication)
- Landing Flaps must be selected in order to have acft.in the due configuration at:
1000 FT above airport (runway) elevation;
FAF if available;
5 DME from runway.
( FAF or 5 DME which occurs first)
- When in Holding Pattern, monitor outbound leg. Remember that flap configuration change will imply in speed
change and consequently the change of others parameters (time /distance)
- For straight in approach, monitor distance to the VOR/NDB in order not to establish F5 or the Gear Down F15
configuration too early.
- The above pattern is indicated for standard operation. Deviations by ATC must be worked upon.
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-64
PF
Confirm Cabin secure for landing.
When cleared for the approach and
NAV Radios not necessary for navigation
or position, set radios for approach.
Confirm conditions for approach::
Rwy Dry or Wet
Landing Flap
Autobrake selection
Review Missed Approach Procedure
Call " Set Radio for Approach
VOR/NDB -Rwy_______( L or R if appropriate)
SAOOO
PM
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-65
Above 1000 FT, Passing FAF or 5NM Inbound to RWY( Which occur first)
Call: Flap_____(Landing Flap)
Set Flap lever as directed
set VApp on MCP *
Monitor extension. Inform F____
B800- F40 mandatory
when in position and green lt. ON
Call: Complete Landing ChList
Do and read aloud- completion of Landing Ch.List
1000 FT AGL
Call: 1000 FT
Acknowledge
FMS_ Progress page
100 above minimun
Call: 100 above wind ( FMC Progress- page 2)
Acknowledge
VDP
Call: VDP
Inform Land or Missed Approach
MDA
Call : MDA Altitude Hold
Call: set Missed Approach altitude
500 FT AGL
Call: 500 FT - wind: read indication from FMC
FMC: Progress page 2 (wind information)
Observe and inform: STABILIZED or
Acknowledge
NOT STABILIZED-GO AROUND
For the NOT STABILIZED GO AROUND
Confirm GO AROUND
Callout / perform MISSED APPROACH
Night Flt: request Landing Lts for landing
Landing Lts ON
200 FT
Call: wind ( FMC Progress- page 2)
* With autopilot ON- PF operates MCP
With Autopilot OFF- request items
NOTE- PM must callout :
Any deviation from standard Approach
Flags on instruments;
Approach not stabilized on GOL limits
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-66
Note: perform a Missed Approach if a significant difference exists between Capt/FO indications in any phase of the
approach
GOL- if a runway change occur after the LANDING CHECKLIST is read, Perform the LANDING CHECKLIST
AGAIN
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-67
6.15.4. GPS
For GPS approach, check if the GPS is installed and allowed
Glide Slope, VASI and PAPI resources must be used when available
NOTE insert VDP in Non Precision approaches always
( FIX page FMC)
VDP defines the Missed Approach point at MDA height
- GPS approach must be obtained from FMC data base. Also it must contain all fixes as informed in official chart for the
Non precision approach.
- GPS must be checked ON .
FMS: Index > Nav Options (pag 2/2) > GPS Update
- GPS may not be used with UNABLE RNP displayed on FMC
- GPS should be performed in LNAV / VNAV preferably. Use HDG or V/S as secondary option.
- A follow up of the procedure is mandatory to the crew. Altitude must be released step by step. (Use a certain anticipation
in releasing the altitude) .
- Minimum altitude for the sector and MDA must be severely observed. In doubt, assume manual or V/S control.
- MAP display is the basic indicator for GPS approach.
- NAVAID follow up can be made up to the FAF. After that, select NAVAIDs for the missed approach support.
CAUTION: pilots must be aware that GPS course may differ from those of ILS /VOR approach for the same runway.
Therefore,if course is selected in MCP it should serve as a reference only and not be followed.
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-68
PF
Confirm Cabin secure for landing.
When cleared for the approach and NAV Radios
not necessary for navigation or position, set
radios for approach.
Confirm conditions for approach:
Rwy Dry or Wet
Landing Flap
Autobrake selection
Review Missed Approach Procedure
Call " Set Radio for Approach
GPS -Rwy_______( L or R if the case)
SAOOO
PM
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-69
1000 FT AGL
Call: 1000 FT
FMC: Progress page 2
100 above minimun
Call: 100 above wind ___ ( FMC)
Acknowledge
acknowledge
VDP
Call: VDP
Inform Land or Missed Approach
Night:if landing, request Landing Lts.ON
Landing Lights ON
MDA
Call : MDA Altitude Hold
Acknowledge
For the NOT STABILIZED GO AROUND
Confirm GO AROUND
callout / perform MISSED APPROACH
Night Flt: request Landing Lts for landing
500 FT AGL
call: 500 FT - wind: read indication from FMC
FMC: Progress page 2
Observe and inform: STABILIZED or
NOT STABILIZED-GO AROUND
Landing Lts ON
200 FT
Call: wind ( FMC Progress- page 2)
- Landing Flaps must be selected in order to have acft.in the due configuration at:
1000 FT above airport (runway) elevation;
FAF if available;
5 DME from runway.
( FAF or 5 DME which occurs first)
Note: perform a Missed Approach if a significant difference exists between Capt/FO
Indications in any phase of the approach
GOL- if a runway change occur after the LANDING CHECKLIST is read,
Perform the LANDING CHECKLIST AGAIN
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-70
Glide Slope, VASI and PAPI resources must be used when available
- select F5 before entering downwind leg.
- abeam of landing threshold start crono 40
- 20 after threshold select Landing Gear down F15 Perform Landing Check List
(this will be the final configuration for a One Engine Inop approach)
- 40 after threshold turn base leg
- select F25 to turn base leg
- Landing Flaps must be selected in order to have acft.in the due configuration at 1000 FT
above airport (runway) elevation
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-71
PF
Confirm Cabin secure for landing.
When cleared for the approach and NAV radios
not necessary for navigation or position, set
radios for approach.
Confirm conditions for approach:
Rwy Dry or Wet
Landing Flap
Autobrake selection
Review Missed Approach Procedure
If any NAVAID available
Call " Set Radio for Approach
_______ -Rwy_______( L or R if the case)
PM
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-72
ABOVE 1000 FT
Select flap lever as directed
Monitor extension and inform F___
when in position and Green Lt.ON
Do and read aloud- completion of
LANDING CHECKLIST
1000 FT AGL
Call: 1000 FT
Acknowledge
FMC: Progress page 2 (wind information)
500 FT AGL
call: 500 FT - wind: read indication from FMC
Progress page 2/4
Observe and inform: STABILIZED or
NOT STABILIZED-GO AROUND
For the NOT STABILIZED GO AROUND
callout, perform MISSED APPROACH
Night Flight- request Landing Lts
Landing Lts ON
200 FT AGL
Call: wind -read indication from FMC
* With autopilot ON- PF operates MCP
With Autopilot OFF- request items
Call: Flap _____ ( Landing Flap)
set VApp on MCP *
B800- F40 mandatory
Call: Complete LANDING CHECKLIST
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-73
PF
Callout decision Go-Around
Disengage Autopilot
Press TOGA sw
Verify:
-the rotation to goaround attitude
-the thrust increases
Press TOGA sw again to abtain full
Go-around N1 limit
PF, PM
PM
Verify:
-the rotation to goaround attitude
-the thrust increases
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Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-74
GOL-Situation analyses
After performing a missed approach procedure a scenario analyses should be done before deciding for a new
approach.
Consider:
Reason for the missed approach
The possibility of performing a new approach immediately
The necessity os a holding
It may not be advisable to perform a second approach before a condition improvement.
If weather or any other reason may cause a delay for a new approach, maintain holding at a published holding
pattern.
Review area MSA
Consider maximum holding time and correct endurance calculation.
A diversion may be considered.
It might be safier to proceed to an alternate airport immediately
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-75
6.17 Landing
Landing Checklist
LANDING
ENGINE START SWITCHES
RECALL
ALTIMETERS
AUTOBRAKE
SPEEDBRAKE
LANDING GEAR
FLAP
CONT (PF)
CHECKED (PF)
QNH (PF) (PM)
______
(PF)
ARMED GREEN LT (PF)
.DOWN-3 GREEN LTS (PF)
._____ GREEN LT (PF)
RUNWAY CHANGE
REPEAT LANDING CHECKLIST
PF, PM
PF
Verify that the thrust levers are closed.
Without delay, move the reverse thrust
levers to the interlocks and hold light
pressure until the interlocks release.
Then apply reverse thrust as needed.
PM
Call 60 KNOTS.
WARNING:After the reverse thrust levers are moved, a full stop landing must be made.
If an engine stays in reverse, safe flight is not possible.
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Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-76
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Elaborao:SAOOI
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10/01/2007
6-77
Capt/FO
Start the After Landing Procedure when clear of the active runway or initiating back track
FO performs items automatically after Capt retracts speed brake
Speed Brake................................................................ Down (Captain)
Flap lever........................................................................UP (FO)
APU (if required)........................................................................................START (FO)
Probe Heat switches.............................................OFF (FO)
Landing / RWY turn off /Taxi light switches.As desired(see note) (FO)
Strobe Light(when leaving the runway) OFF (FO)
Engine Start switches...................................................OFF (FO)
Weather Radar..............................................................OFF (FO)
Flight Director switches.......OFF (FO)
MCP Speed cursor.....................................................100 (FO)
Auto Brake switch........................................................OFF (FO)
Stab Trim....................................................................5 Nose Up (FO)
MKR ( Marker sw on ACP)..OFF (FO)
VHF NAV Radios.........................................................VOR Frequency (FO)
TCAS.........................................................................STBY (FO)
Transponder..................................................................Auto / Stby 2000 (FO)
APU Generator switches............................................ON (FO)
NOTE: Landing / Txi Lts modifications may only be performed by capt. ( left seat) request
TRANSPONDER: Those with AUTO position will be held in this position after landing.
Only TCAS must be cycled to Off/Stby
GOL During taxi it is prohibited to perform procedures not related to the phase.
( preparation for next leg, for instance)
CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or towing.
This can damage the nose gear or the tow bar.
CAUTION: Do not use airplane brakes to stop the airplane during pushback or towing.
This can damage the nose gear or the tow bar.
SAOOO
Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-78
Capt/FO
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Elaborao:SAOOI
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10/01/2007
6-79
Shutdown Checklist
SHUT DOWN
ELECTRICAL
FASTEN BELTS
PROBE HEAT
ANTI-ICE.
AIR COND
EXTERIOR LIGHTS
ENGINE START SWITCHES.
ANTICOLLISION LIGHT
AUTOBRAKE
SPEED BRAKE
FLAPS
PARKING BRAKE
START LEVERS
WEATHER RADAR
TRANSPONDER
FUEL FLOW
ON_____ (C)
.OFF (C)
OFF (C)
OFF (C)
PACK(S),BLEEDS ON (FO)
AS REQUIRED (C)
OFF /AUTO (C)
OFF (C)
OFF (C)
DOWN DETENT (C)
UP, NO LIGHTS (C)
.AS REQUIRED (C)
CUTOFF (C)
OFF (C)
AS REQUIRED (C)
RESET (FO)
GOL-After Shutdown Procedure/Checklist inform local GOL, via VHF, landing time, engine shutdown and remaining fuel .
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Elaborao:SAOOI
Reviso18 B 737 NG
10/01/2007
6-80
If towing is needed:
Establish communications with ground handling personnel.
WARNING: If the nose gear steering lockout pin is not installed and hydraulic system A is pressurized, any change
to electrical or hydraulic power with the tow bar connected may cause unwanted tow bar movement.
Verify that the nose gear steering lockout pin is installed, or, if the nose gear steering lockout pin is not used.
SAOOO
Elaborao:SAOOI
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10/01/2007
6-81
Capt/FO
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Elaborao:SAOOI
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10/01/2007
6-82
Secure Checklist
SECURE
IRS MODE SELECTORS
FUEL
CAB/UTIL&IFE/PASS SEAT PWR SWS
GALLEY POWER
EMERGENCY EXIT LIGHTS
WINDOW HEAT
ELECTRICAL HYDRAULIC PUMPS
AIR CONDITIONING PACKS
APU/GROUND POWER
BATTERY
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Elaborao:SAOOI
AS REQUIRED (C)
AS REQUIRED (C)
AS REQUIRED/NA (C)
AS REQUIRED (C)
AS REQUIRED (C)
AS REQUIRED (C)
AS REQUIRED (C)
AS REQUIRED (FO)
AS REQUIRED (C)
AS REQUIRED (C)
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10/01/2007
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6 NORMAL PROCEDURES.................................................................................................................................................... 3
6.1 INTRODUCTION, CREW DUTIES AND AREAS OF RESPONSIBILITY ........................................................................................... 3
General.................................................................................................................................................................................. 3
Normal Procedures Philosophy and Assumptions ................................................................................................................ 3
Configuration Check ............................................................................................................................................................. 3
Crew Duties........................................................................................................................................................................... 4
Areas of Responsibility.......................................................................................................................................................... 5
6.2 PRELIMINARY PROCEDURES .................................................................................................................................................. 8
Preliminary Procedure Captain............................................................................................................................................ 8
Preliminary Procedure F/O .................................................................................................................................................. 8
GOL- FLT MANUALS .Check............................................................................................................................................... 8
Electrical Power Up F/O ...................................................................................................................................................... 8
6.3 EXTERIOR INSPECTION F/O................................................................................................................................................. 10
6.4 PREFLIGHT PROCEDURE ...................................................................................................................................................... 14
Preflight Procedure CAPT .................................................................................................................................................. 14
Preflight Procedure F/O ..................................................................................................................................................... 22
Preflight Checklist B737-300 ............................................................................................................................................. 25
6.5 BEFORE START PROCEDURE FOR B737-300 (CAPTAIN AND FO)......................................................................................... 27
BEFORE START CHECKLIST FOR B300- __ K ............................................................................................................... 30
Start Clearance ................................................................................................................................................................... 31
When Clear for start............................................................................................................................................................ 31
Before Start Checklist - When clear to Start ..................................................................................................................... 32
6.6 PUSHBACK OR TOWING PROCEDURE ................................................................................................................................... 33
6.7. ENGINE START PROCEDURE CAPTAIN /FO ........................................................................................................................ 34
Starter duty cycle: ............................................................................................................................................................... 35
6.8 BEFORE TAXI PROCEDURE .................................................................................................................................................. 36
Before Taxi Checklist .......................................................................................................................................................... 37
6.9 BEFORE TAKEOFF PROCEDURE .......................................................................................................................................... 38
6.10 CLEARED TO TAKEOFF ( BELOW THE LINE) ....................................................................................................................... 39
Before Takeoff Checklist ..................................................................................................................................................... 39
6.11 TAKEOFF........................................................................................................................................................................ 40
GOL- limits: ........................................................................................................................................................................ 40
TAKEOFF RUNWAY .......................................................................................................................................................... 40
Takeoff- Captain as PF ..................................................................................................................................................... 41
Takeoff- Capt as PM .......................................................................................................................................................... 43
Close-in Turn Takeoff.......................................................................................................................................................... 45
After Takeoff Checklist ........................................................................................................................................................ 46
6.12 CLIMB AND CRUISE PROCEDURES ..................................................................................................................................... 47
GOL- Enroute Climb........................................................................................................................................................... 48
GOL- ATC Communication................................................................................................................................................. 48
GOL Company Communication ....................................................................................................................................... 48
6.13 DESCENT PROCEDURE ....................................................................................................................................................... 49
GOL Landing Data .......................................................................................................................................................... 49
GOL- Company Communication......................................................................................................................................... 49
GOL- STAR ......................................................................................................................................................................... 49
GOL Autopilot in Approach ............................................................................................................................................. 49
GOL Speed brake .............................................................................................................................................................. 49
6.13 Descent PF, PM .......................................................................................................................................................... 50
Descent Checklist ................................................................................................................................................................ 51
6.14 APPROACH PROCEDURE .................................................................................................................................................... 52
GOL Flap speed schedule ................................................................................................................................................. 53
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Elaborao:SAOOI
Reviso17 B737-300
10/11/2006
6-1
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Elaborao:SAOOI
Reviso17 B737-300
10/11/2006
6-2
6 Normal Procedures
6.1 Introduction, Crew Duties and areas of responsibility
General
It is the crew members responsibility to verify correct system response. Before engine start, use system lights to verify each
system's condition or configuration.
After engine start, the master caution system alerts the crew to warnings or cautions away from the normal field of view.
If there is an incorrect configuration or response:
verify that the system controls are set correctly;
check the respective circuit breaker as needed. Maintenance must first determine that it is safe to reset a tripped circuit
breaker on the ground;
test the respective system light as needed;
Before engine start, use individual system lights to verify the system status. If an individual system light indicates an
improper condition:
check the MEL to decide if the condition has a dispatch effect;
decide if maintenance is needed
If, during or after engine start, a red warning or amber caution light illuminates:
do the respective non-normal checklist (NNC);
on the ground, check the MEL.
If, during recall, an amber caution illuminates and then extinguishes after a master caution reset:
check the MEL;
the respective non-normal checklist is not needed.
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Elaborao:SAOOI
Reviso17 B737-300
10/11/2006
6-3
Crew Duties
Preflight and post flight crew duties are divided between the captain and first officer. Phase of flight duties are divided
between the Pilot Flying (PF) and the Pilot Monitoring (PM).
Each crewmember is responsible for moving the controls and switches in their area of responsibility. The Area of
Responsibility illustrations in this section show the area of responsibility for both normal and non-normal procedures.
Typical panel locations are shown. area of responsibility is established for high work load phase of flight.
The captain may direct actions outside of the crewmembers area of responsibility.
The general PF phase of flight responsibilities are:
taxiing
flight path and airspeed control
airplane configuration
navigation
The general PM phase of flight responsibilities are:
checklist reading
communications
tasks asked for by the PF
monitoring taxiing, flight path, airspeed, airplane configuration and navigation.
PF and PM duties may change during a flight. For example, the captain could be the PF during taxi but be the PM during
takeoff through landing.
Normal procedures show who does a step by crew position (C, F/O, PF, or PM):
in the procedure title, or
in the far right column, or
in the column heading of a table
The mode control panel (MCP) is the PFs responsibility. When flying manually, the PF directs the PM to make the changes
on the mode control panel.
The captain is the final authority for all tasks directed and done.
The task sharing here shown is based on Boeing Normal Procedures, however it has been modified by GOL
considering:
- in the reception of aircraft it is desirable that the Captain has a knowledge of system conditions;
- due to short time on ground, Captain has the ability of better preparing the flight deck.
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Elaborao:SAOOI
Reviso17 B737-300
10/11/2006
6-4
Areas of Responsibility
Panel Scan Diagram -The following diagram describe each crewmembers area of responsibility and scan flow pattern for each
panel when airplane is not moving under its own power
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10/11/2006
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10/11/2006
6-7
Captain
Technical Log...................Check
Verify ACR list, also. Crosscheck necessary operational procedure with MEL/CDL.
Preliminary Procedure
F/O
Minor changes on scan flow may happen due to different panel configuration
GOL- FLT MANUALS.......................Check
The Preliminary Preflight Procedure assumes that the Electrical Power Up Supplementary Procedure is complete.
Electrical Power Up
F/O
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10/11/2006
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F/O
Before each flight the captain, first officer, or maintenance crew must verify that the airplane is satisfactory for flight.
Items at each location may be checked in any sequence.
Use the detailed inspection route below to check that:
the surfaces and structures are clear, not damaged, not missing parts and there are no fluid leaks
the tires are not too worn, not damaged, and there is no tread separation
the gear struts are not fully compressed
the engine inlets and tailpipes are clear, the access panels are secured,
the exterior is not damaged, and the reversers are stowed
the doors and access panels that are not in use are latched
the probes, vents, and static ports are clear and not damaged
the skin area adjacent to the pitot probes and static ports is not wrinkled
the antennas are not damaged
the light lenses are clean and not damaged
For cold weather operations see the Supplementary Procedures.
SAOOO
Elaborao:SAOOI
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10/11/2006
6-10
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Elaborao:SAOOI
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10/11/2006
6-11
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10/11/2006
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10/11/2006
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CAPT
GOL- Perform Preflight Procedure on first flight of the day on aircraft or when Secure Procedure has been performed.
LIGHTS........................................................................................................................................Test
Master LIGHTS TEST and DIM switch TEST
The fire warning lights are not checked during this test. Use individual test switches or push
to test features to check lights which do not illuminate during the light test. Use scan flow to verify
that all other lights are flashing or illuminated. Verify that all system annunciator panel lights are illuminated.
Master LIGHTS TEST and DIM switch As needed
CDU Preflight Procedure ..............................................................................................................................................................Set
The Initial Data and Navigation Data entries must be complete before the flight instrument check during the Preflight
Procedure. The Performance Data entries must be complete before the Before Start Checklist.
The captain or first officer may make CDU entries. The other pilot must verify the entries.
Enter data in all the boxed items on the following CDU pages. Enter data in the dashed items or modify small font items that
are listed in this procedure. Enter or modify other items at pilot's discretion.
Failure to enter en route winds can result in flight plan time and fuel burn errors.
Initial Data -Set
IDENT page:
Verify that the MODEL is correct.
Verify that the ENG RATING is correct.
Verify that the navigation data base ACTIVE date range is current.
POS INIT page:
Set present position
Verify that the time is correct.
Navigation Data- Set
FLIGHT CONTROL panel ......................................................................................................................................................Check
FLIGHT CONTROL switches Guards closed
Verify that the flight control LOW PRESSURE lights are illuminated.
Flight SPOILER switches Guards closed
YAW DAMPER switch ON
Verify that the YAW DAMPER light is extinguished.
Verify that the standby hydraulic LOW QUANTITY light is extinguished.
Verify that the standby hydraulic LOW PRESSURE light is extinguished.
For those airplanes with Rudder System Enhancement Program (RSEP) modification, verify
that the STBY RUD ON light is extinguished.
ALTERNATE FLAPS master switch Guard closed
ALTERNATE FLAPS position switch OFF
Verify that the FEEL DIFF PRESS light is extinguished.
Verify that the SPEED TRIM FAIL light is extinguished.
Verify that the MACH TRIM FAIL light is extinguished.
Verify that the AUTO SLAT FAIL light is extinguished.
Instrument and NAV transfer switch.....Set
VHF NAV transfer switch NORMAL
IRS transfer switch NORMAL
EFI transfer switch NORMAL (as applicable)
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Elaborao:SAOOI
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10/11/2006
6-14
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10/11/2006
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Engine instruments....Check
Verify that the primary and secondary engine indications show existing conditions.
GOL- Verify engine oil quantity. Minimum EIS = 70% or Non EIS = 2,5 GAL for dispatch
Hydraulic quantity indications (as installed).....Verify RF not shown
ANTISKID switch.....Guard closed
Verify that the ANTISKID INOP light is extinguished
AUTOBRAKE selector ..............................................................................................................................................................RTO
Verify that the AUTOBRAKE DISARM light is extinguished
LANDING GEAR PANEL ..........................................................................................................................................................Set
LANDING GEAR lever DN
Verify that the green landing gear indicator lights are illuminated.
Verify that the red landing gear indicator lights are extinguished.
SPEEDBRAKE lever .................................................................................................................................................DOWN Detent
Verify that the SPEEDBRAKE ARMED light is extinguished.
Verify that the SPEEDBRAKE DO NOT ARM light is extinguished.
Verify that the SPEEDBRAKE light (as installed) is extinguished.
REVERSE THRUST LEVER...................................................................................................................................................Down
FORWARD THRUST LEVERS ............................................................................................................................................Closed
FLAP LEVER................................................................................................................................................................................Set
Set the flap lever to agree with the flap position.
PARKING BRAKE ......................................................................................................................................................................Set
Verify that the parking brake warning light is illuminated if parking brake applied.
Note: Do not assume that the parking brake will prevent airplane movement.
Accumulator pressure can be insufficient.
ENGINE START LEVERS......................................................................................................................................................Cutoff
STABILIZER TRIM cutout switches ...............................................................................................................................NORMAL
OVERHEAT AND FIRE PROTECTION panel ...................................................................................................................Check
Do this check if the flight crew did not do the Electrical Power Up supplementary procedure.
This check is needed once per flight day.
Verify that the engine No. 1, APU, and engine No. 2 fire switches are in.
Alert ground personnel before the following test is accomplished:
OVERHEAT DETECTOR switches NORMAL
TEST switch Hold to FAULT/INOP
Verify that the MASTER CAUTION lights are illuminated.
Verify that the OVHT/DET annunciator is illuminated.
Verify that the FAULT light is illuminated.
If the FAULT light fails to illuminate, the fault monitoring system is inoperative.
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Elaborao:SAOOI
Reviso17 B737-300
10/11/2006
6-19
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Elaborao:SAOOI
Reviso17 B737-300
10/11/2006
6-20
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10/11/2006
6-21
Preflight Procedure
F/O
Gol- Perform on first flight on the aircraft or when Secure Procedure has been done.
AIR CONDITIONING panel ........................................................................................................................................................Set
AIR TEMPERATURE source selector As needed
Verify that the DUCT OVERHEAT lights are extinguished.
Temperature selectors As needed
Verify that the RAM DOOR FULL OPEN lights are illuminated.
RECIRCULATION FAN switch AUTO
Air conditioning PACK switches One switch AUTO or HIGH, one switch OFF
ISOLATION VALVE switch AUTO
Engine BLEED air switches ON
APU BLEED air switch ON (if APU ON)
Verify that the DUAL BLEED light is illuminated.
Verify that the PACK TRIP OFF lights are extinguished.
Verify that the WINGBODY OVERHEAT lights are extinguished.
Verify that the BLEED TRIP OFF lights are extinguished.
CABIN PRESSURIZATION panel ..............................................................................................................................................Set
Verify that the AUTO FAIL light is extinguished.
Verify that the OFF SCHED DESCENT light is extinguished.
FLIGHT ALTITUDE indicator Cruise altitude
LANDING ALTITUDE indicator Destination field elevation
CABIN Rate selector Index
CABIN ALTITUDE indicator 200 feet below destination field elevation
FLT/GRD switch GRD
Pressurization mode selector - AUTO
MCP RH COURSE..Set (if known)
COURSE - set first VOR course to be intercepted
OXYGEN........................................................................................................................................................................Test and Set
Crew oxygen pressure Check
Verify that the pressure is sufficient for dispatch.
(Oxygen pressure shall be around 1000 psi if below this value, check performance dispatch section on FCOM vol l )
Oxygen mask Stowed and doors closed
RESET/TEST switch Push and hold
Verify that the yellow cross shows momentarily in the flow indicator.
EMERGENCY/TEST selector Push and hold
Continue to hold the RESET/TEST switch down and push the
EMERGENCY/TEST selector for 5 seconds. Verify that the yellow cross shows continuously in the flow indicator.
Verify that the crew oxygen pressure does not decrease more than100 psig.
If the oxygen cylinder valve is not in the full open position, pressure can:
decrease rapidly, or
decrease more than 100 psig, or
increase slowly back to normal.
Release the RESET/TEST switch and the EMERGENCY/TEST selector.
Verify that the yellow does not show in the flow indicator.
Normal/100% selector 100%
MASK-BOOM switch-.MASK
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Elaborao:SAOOI
Reviso17 B737-300
10/11/2006
6-22
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10/11/2006
6-23
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10/11/2006
6-24
TECHNICAL
PRELIMINARY PROCEDURE
LIGHT TEST.
YAW DAMPER
INSTRUMENT TRANSFER SW
FUEL PANEL
GALLEY POWER
EMERGENCY EXIT LIGHTS
PASSENGER SIGNS
WINDOW HEAT
HYDRAULICS
AIR CONDITIONING
PRESSURIZATION
AUTO PILOTS
OXYGEN VALVE
OXYGEN & INTERPHONE
FLIGHT INSTRUMENTS
SPEED BRAKE
PARKING BRAKE
STABILIZER TRIM CUTOUT SWITCHES
ENGINE START LEVERS
FIRE WARNING PANELS
RADIOS, RADAR & TRANSPONDER
RUDDER & AILERON TRIM
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Elaborao:SAOOI
CHECKED (C)
COMPLETED (FO)
CHECKED (C)
ON (C)
NORMAL (C)
SET (C)
ON (C)
ARMED (C)
SET (C)
ON (C)
NORMAL (C)
SET (FO)
AUTO/LTS OFF (FO)
MODE OFF (C)
OPEN (FO)
CHECKED/______PSI (C) (FO)
X-CHECKED (C) (FO)
DOWN DETENT (C)
AS REQUIRED (C)
NORMAL (C)
CUTOFF (C)
CHECKED (C)
SET (C) (FO)
FREE & ZERO (C)
Reviso17 B737-300
10/11/2006
6-25
---------------------------------------------------------------------------------------------------------------------------------------------------------Interior Inspection
Special procedure to be performed by flight crew when there is no flight attendant on board
AFT ENTRY AND SERVICE DOORS .................................Closed
AFT LAVATORIES.............................Checked
AFT GALLEYS............................Checked
Trolleys locked in place
Transporters locked in place
Waste bins-locked in place
Coffee maker-locked inplace
PAX CABIN....................................Bins Closed
OVERWING EXITS...................................Locked
FORWARD GALLEYS....................................Checked
Trolleys locked in place
Transporters locked in place
Waste bins-locked in place
Coffee maker-locked in place
FWD LAVATORIES...............................Checked
FWD SERVICE & ENTRY DOORS ...........................Closed
----------------------------------------------------------------------------------------------------------------------------------------------------------
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Elaborao:SAOOI
Reviso17 B737-300
10/11/2006
6-26
Do the CDU Preflight Procedure Performance Data steps before completing this procedure.
CDU ....Set (C)(FO)
Navigation Data -Set
GOL-Enter company route if available
Activate and execute the route.
DEPARTURES page:
Select the runway and departure routing.
Execute the runway and departure routing.
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10/11/2006
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PAPERS
FUEL
SEAT BELT
AIR CONDITIONING & PRESSURIZATION
MCP.
ACCELERATION ALTITUDE
AUTO BRAKE.
ENGINE OIL QTY
CDU ROUTE / SID
N1
IAS BUGS
PARKING BRAKE
TRIM
NAV RADIOS / TRANSPONDER
TAXI/TAKEOFF BRIEFING
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Elaborao:SAOOI
ABOARD (C)
_______KGS/ PUMPS ON (C)
ON (C)
__PACK, BLEEDS ON SET (FO)
V2___,HDG___ (C) (FO)
_____FT (C) (FO)
RTO (C)
CHECKED (C)
ATC CHECK&INSERT (C)
___K, FULL/REDUCED (C
V1__,VR___,V2___ (C)
AS REQUIRED (C)
__UNITS, 0 ,0 (C)
SET (C)
COMPLETED (C) (FO)
Reviso17 B737-300
10/11/2006
6-30
Start Clearance
ATC clearance for pushback and start should be obtained as soon as the doors are closed .So it is desirable that all procedures
and checklists are performed by this time.
Consider that 15 minutes before takeoff time ATC should have the flight plan clearance available. After due clearance is
obtained, by regulations the acft. has 5 minutes to begin its pushback maneuver. So, pushback/start up should only be requested
5 minutes before closing doors. However, in certain airports, due to traffic it advisable to anticipate such request.
We recommend that the captains continue to proceed as to date, organizing each situation, but having in mind the legislation in
order to avoid any confrontation with ATC.
The FO request the clearance on the adequate frequency of each airport
When Clear for start
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Captain /FO
Captain
F/O
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CAPT
GENERATOR 1 and 2 switches ON
PROBE HEAT switches
ON
WING ANTIICE switch .As needed *
ENGINE ANTIICE sw- As needed *
*-Established in Takeoff Briefing
F/O
Taxi Light ON
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10/11/2006
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BEFORE TAXI
ELECTRICAL
PITOT HEAT
ANTI-ICE
AIR CONDITIONING
ISOLATION VALVE
PRESSURIZATION
APU
ENGINE START SWITCHES
RECALL
START LEVERS
FLIGHT DECK DOOR
GROUND EQUIP/GEAR PINS.
GENERATORS ON (C)
ON (C)
AS REQUIRED (C)
PACKS ON (FO)
AS REQUIRED (FO)
ENG or APU BLEED / FLT (FO)
AS REQUIRED (C)
CONT (C)
CHECKED (C)
IDLE DETENT (C)
LOCKED (FO)
REMOVED (C)
GOL- * all annunciators light must be OFF during RECALL CHECK before taxi is initiated for normal operation.
For dispatch with annunciator ON check with MEL.
GOL Taxi Speed Limits:
straight taxiways 20 kts;
wide turns
15 kts;
normal turns
10 kts.
GOL Reversers
Do not use during taxi
SAOOO
Elaborao:SAOOI
Reviso17 B737-300
10/11/2006
6-37
CAPT
As soon as taxi is initiated:
a) crosscheck Flap indicated in Takeoff computation
with FMC and Flap position indicator:
b) crosscheck STAB TRIM indicated in Takeoff
computation with FMC and Stab Trim Indicator
FO
Check the center tank fuel quantity.
Both center tank fuel pump switches must be OFF
for takeoff if center tank fuel is less than 453 kgs.
SAOOO
Elaborao:SAOOI
Reviso17 B737-300
10/11/2006
6-38
CAPT
FO
WHEN CLEAR TO ENTER TAKEOFF RUNWAY
For an UNPRESSURIZED TAKEOFF
(no Bleeds) set configuration at this moment
PA-Notify cabin crew: "Prepare for Takeoff"
Verify Pax cabin is secured
Lights:
Runway Turnoff & Landing Fixed Lights -ON
Strobe Light -ON
Taxi lights- OFF
ATS...............................................................ARM
Transponder................................................TA/.RA
Call:" BEFORE TAKEOFF CHECKLIST
Below the Line "
Do (Read Aloud) BEFORE TAKEOFF
CHECKLIST -Below the Line
BEFORE TAKEOFF
FLAPS
FLIGHT CONTROLS
RUNWAY CHANGE
SAOOO
ON (FO)
ARMED (C)
ON (FO)
Elaborao:SAOOI
Reviso17 B737-300
10/11/2006
6-39
6.11 TAKEOFF
GOL- limits:
Full extension of the runway should be used for takeoff. If not, specific takeoff analysis must be used.
To align up at the runway threshold avoid tight turns in order to prevent unnecessary load on tires and gear.
Be aware for last minute changes, mainly of wind and runway, and its influence on weight, flap and takeoff speeds.
When authorized for takeoff, do a read back of the clearance, including runway ( number, L or R if the case). It is mandatory to
confirm direction when aligning up with runway number painted and L or R indication
SAOOO
Elaborao:SAOOZ
Reviso17
B737-300
10/11/2006
6-40
Takeoff- Captain as PF
CAPT
FO
Enter the runway offset on the CDU TAKEOFF
REF page
Update the FMC position to the runway threshold
on the CDU TAKEOFF REFpage.
FMC Takeoff page
FMC -Legs
When Lined Up for Takeoff
AnnounceTake-Off Rwy_(L or R)"
Hdg ____
Confirm Hdg____
Hdg Bug:runway heading
Hdg Bug:runway heading
Clock / Chr - Run
Clock / Chr - Run
Radar as required
Radar as required
GOL- radar ON due to weather conditions or
GOL- radar ON due to weather conditions or
existence of birds in vicinity of airport
existence of birds in vicinity of airport
Set the terrain display as needed.
Maintain steering control until acft
aligned with runway centerline and takeoff
power stabilized.
Nose wheel steering is not recommended above
30 kts. Use caution when using the nose
wheel steering above 20 kts to avoid overcontrolling the nose wheels resulting in
possible loss of directional control.
Advance the thrust levers to approximately
40 % N1
Allow the engines to stabilize.
Push the TO/GA switch.
Request Check Thrust.
Verify that the correct takeoff thrust is set
(Adjust takeoff thrust before 60 kts as needed
Respond Thrust Set.
During strong headwinds, if the thrust levers do
not advance to the planned takeoff thrust by 60 kts
Manually advance the thrust levers)
After takeoff thrust is set, the Capts hand must be Monitor the engine instruments during
on the thrust levers until V1
the takeoff. Call out any abnormal indications
Monitor airspeed
SAOOO
Elaborao:SAOOZ
Reviso17
B737-300
10/11/2006
6-41
80 KTS
Verify 80 kts and call 80 KNOTS
Check FMA Thrust Hold information
If Thrust hold not displayed: Inform
CAUTION: Do not allow the shoulder harness straps to retract quickly. Buckles can pull or damage circuit breakers.
SAOOO
Elaborao:SAOOZ
Reviso17
B737-300
10/11/2006
6-42
Takeoff- Capt as PM
GOL- Verify Airports Where F/O may be the PF (SOP GOL NOTAMs Folhas verdes)
As the Capt is responsible for RTO, he will maintain positive contact with aircraft during the takeoff: hand on throttle
and feet on rudder pedals
CAPT
FMC Legs
FO
Enter the runway offset on the CDU TAKEOFF
REF page
Update the FMC position to the runway threshold
on the CDU TAKEOFF REFpage.
FMC - Takeoff page
When Lined Up for Takeoff
Confirm Hdg____
Hdg Bug:runway heading
Clock / Chr - Run
Radar as required
FO assumes as PF
GOL- radar ON due to weather conditions or
existence of birds in vicinity of airport
Set the terrain display as needed.
SAOOO
Elaborao:SAOOZ
Monitor airspeed
Reviso17
B737-300
10/11/2006
6-43
80 KTS
Verify 80 kts and call CHECK"
Check FMA Thrust Hold information
SAOOO
Elaborao:SAOOZ
Reviso17
B737-300
10/11/2006
6-44
PF
PM
400 FT
Call N1
Verify FMA
Call Bug up
CAUTION: Do not allow the shoulder harness straps to retract quickly. Buckles can pull or damage circuit breakers.
Complete the After Takeoff Checklist before starting the Climb and Cruise Procedure.
SAOOO
Elaborao:SAOOZ
Reviso17
B737-300
10/11/2006
6-45
AFTER TAKEOFF
PACKS
ISOLATION
ENGINE BLEEDS
ENGINE START SWITCHES
APU
LANDING GEAR
FLAPS
ALTIMETERS
AUTO
AS REQUIRED
ON
AS REQUIRED
AS REQUIRED
UP & OFF
UP,NO LIGHTS
SET
(PM)
(PM)
(PM)
(PM)
(PM)
(PM)
(PM)
(PM)
SAOOO
Elaborao:SAOOZ
Reviso17
B737-300
10/11/2006
6-46
PF
PM
MSA
INFORM
CAUTION: Do not allow the shoulder harness straps to retract quickly. Buckles can pull or damage circuit breakers.
SAOOO
Elaborao:SAOOZ
Reviso17
B737-300
10/11/2006
6-47
IMC or night VMC - maintain SID lateral profile until MSA or ATC radar vectors.
VMC day time maintain SID lateral profile until complete flaps retraction, then, may fly direct to enroute fix
determined by ATC.
Exceptions are specified on chapter 9 folhas verdes
MSA callout should be made by PM under any flight conditions .
GOL- ATC Communication
Specially in areas of high traffic load, communication with ATC after takeoff should be made after flap retraction
has begun.
For nonnormal situation, inform as soon as possible, in concise and clear form.
GOL Company Communication
Contact GOL above FL 100 via VHF or HF during climb to inform Block off , takeoff, arrival time, fuel for departure
and delay, if any.
Use time provided by FOQA
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-48
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-49
6.13 Descent
PF, PM
Start the Descent Procedure before the airplane descends below the cruise altitude for arrival at destination.
PF
PM
Before Descent
Call:"DESCENT CHECKLIST"
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-50
During Descend
FMC: LEGS
FL 100
FMC: descent
GOL: speed 250 kts below FL 100
Inform
Acknowledge Information
PA: Notify cabin crew to prepare for landing
Landing Lts ( fixed) -ON
MSA
Inform
Acknowledge Information
Select TERRAIN on EFIS when available
GPWS Any alert received below MSA must be
considered as real.
If not in VMC condition take action immediately
take action immediately
Descent Checklist
DESCENT
BRIEFING
ANTI-ICE
PRESSURIZATION.
EXTERNAL LTS
MINIMUM
RECALL
CDU STAR/APPROACH.
FLAP / SPEED.
SAOOO
COMPLETED (PF)
AS REQUIRED (PM)
SET FOR_____ (PM)
ON (PM)
_____ DA/MDA (PF) (PM)
CHECKED (PM)
CHECK&INSERT (PM)
____/ Vref__ (PM)
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-51
PF
PM
SAOOO
Elaborao SAOOI
Reviso17 B737-300
(F/O)
10/11//2006
6-52
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-53
Normally plan:
F30 for B 737-700 and B737-300 Dry Runway;
F40 for B 737-700 and B737-300 Wet Runway;
F40 landing is mandatory for some locations. Check chapter 9 FOLHAS VERDES
For situations of high landing weights close to the maximum- and high OAT or short runways, use F40 on the
B700/300 even for DRY runway.
GOL- Auto Land
Capt. must be informed that the cabin is secured for landing (C/C)
Approach Checklist
APPROACH
NAV RADIOS.
RWY / AUTO BRAKE
MISSED APPROACH
ALTIMETERS.
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-54
In order to provide more safety for Non Precision approaches, GOL has adopted to create a Visual Descent
Point when it is not provided in the IAL.
The objective is to provide a limit point on the MDA , from which if the runway is not in sight a missed approach
must be performed.
The VDP defines a point that, after it, it is not possible to perform a stabilized approach, therefore violating the
concept of safety window
The VDP must be created also for visual approaches in order to assist in defining alttitude / distance relation
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-55
6.15.2. ILS
Glide Slope, VASI and PAPI resources must be used when available
- ILS / LOC
- Autopilot: GOL standard operation is Single Autopilot for ILS approach
- For straight in approach, plan to be at 3NM of the Outer Marker with F5 configuration
- For holding, select F1 initiating outbound leg and F5 at the end of the outbound leg
- With G/S indication 11/2 dot select L.Gear down and F15
(this will be the final configuration for One Engine Inop approach)
If G/S inop, select L.Gear down and F 15 at 3 NM from OM
- PF: request:Landing Ch.List.
PM: read aloud and do Landing Check List .Visually confirm flap and gear positions
- G/S 1 Dot, select F 25
- At 1500ft select Landing Flap.
- If OM inop., use associated NDB or DME distance.
- At 1000ft AGL aircraft must be fully configurated for landing.
In VMC conditions, the landing flaps may be selected at 1000 Ft AGL, considering the safety window concept for
VFR appoach
- Auto-pilot must be in HSEL for LOC interception.
(In LNAV, acft my fly a parallel course of the LOC and not intercept it).
. When in Holding Pattern, monitor outbound leg. Remember that flap configuration change will imply in speed
change and consequently the change of others parameters (time /distance)
- For straight in approach, monitor distance to the OM in order not to establish F5 configuration too early.
- The above pattern is indicated for standard operation. Deviations by ATC must be worked upon
- During ILS approach perform a crosscheck between HSI and RDMI and between G/S and rate of descent.
- It is forbidden to remove ILS signal during the approach
Note- GPWS or TCAS warning will have priority over ILS
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-56
PF
Confirm Cabin secure for landing.
When cleared for ILS approach and NAV Radios
not necessary for navigation or position set radios
for approach.
Confirm conditions for approach:
Rwy Dry or Wet
Landing Flap
Autobrake selection
Review Missed Approach Procedure
Call " Set Radios for Approach ILS Rwy _____
( L or R if the case)
SAOOO
PM
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-57
Outer Marker
Inform: OM ________FT
Confirm OM__________FTIf significant difference exists perform a
Missed Approach
GS intercept- OM - or 1500FT
Call: Flap ______ (Landing Flap)
set VApp on MCP *
Call: "Complete landing ChList"
Acknowledge
500 FT AGL
Call: 500 FT - wind: read indication from FMC
FMC: Progress page 2
Observe and inform: STABILIZED or
Acknowledge
NOT STABILIZED-GO AROUND
For the NOT STABILIZED GO AROUND
Callout, perform MISSED APPROACH
100 FT above minimum
Call: 100 above- wind _____
Acknowledge
FMC: Progress page 2 (wind information)
DA
Call: DA wind______
Inform Land or Missed Approach
Night Flt:Request Landing Lts
Landing Light ON
* With autopilot ON- PF operates MCP
With Autopilot OFF- request items
NOTE- PM must callout any deviation from standard Approach
LOC 1dot deviation ;
GS 1dot deviation;
Flags on instruments;
Approach not stabilized on GOL limits
If a runway change occur after the LANDING CHECKLIST is read, perform the LANDING CHECKLIST
AGAIN
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-58
Glide Slope, VASI and PAPI resources must be used when available
NOTE insert VDP in Non Precision approaches always (FIX page FMC)
VDP defines decision point: Land or Missed Approach (at MDA height)
- For holding, select F1 initiating outbound leg and F 5 in accordance with type of procedure (see figures above)
- F5 is to be maintained until the beginning of final approach, where Landing Gear will be selected down and flap
extended to 15.
(this will be the final configuration for a One Engine Inop approach)
- Select F25 as soon as Gear is locked down and F15 (green lt.indication)
- Landing Flaps must be selected in order to have acft.in the due configuration at:
1000 FT above airport (runway) elevation;
FAF if available;
5 DME from runway.
( FAF or 5 DME which occurs first)
- When in Holding Pattern, monitor outbound leg. Remember that flap configuration change will imply in speed
change and consequently the change of others parameters (time /distance)
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-59
-For straight in approach, monitor distance to the VOR/NDB in order not to establish F5 or the Gear Down F15
configuration too early.
- The above pattern is indicated for standard operation. Deviations by ATC must be worked upon.
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-60
PF
Confirm Cabin secure for landing.
When cleared for the approach and
NAV Radios not necessary for navigation
or position, set radios for approach.
Confirm conditions for approach::
Rwy Dry or Wet
Landing Flap
Autobrake selection
Review Missed Approach Procedure
Call " Set Radio for Approach
VOR/NDB -Rwy_______( L or R if appropriate)
PM
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-61
Above 1000 FT, Passing FAF or 5NM Inbound to RWY( Which occur first)
Call: Flap _____ ( Landing Flap)
Set Flap lever as directed
set VApp on MCP *
Monitor extension. Inform F____
when in position and green lt. ON
Call: Complete Landing ChList
Do and read aloud- completion of Landing Ch.List
1000 FT AGL
Call: 1000 FT
Acknowledge
FMS_ Progress page
100 above minimum
Call: 100 above wind ( FMC Progress- page 2)
Acknowledge
VDP
Call: VDP
Inform Land or Missed Approach
MDA
Call : MDA Altitude Hold
Call: set Missed Approach altitude
500 FT AGL
Call: 500 FT - wind: read indication from FMC
FMC: Progress page 2 (wind information)
Observe and inform: STABILIZED or
Acknowledge
NOT STABILIZED-GO AROUND
For the NOT STABILIZED GO AROUND
Confirm GO AROUND
Callout / perform MISSED APPROACH
Night Flt: request Landing Lts for landing
Landing Lts ON
200 FT
Call: wind ( FMC Progress- page 2)
* With autopilot ON- PF operates MCP
With Autopilot OFF- request items
NOTE- PM must callout :
Any deviation from standard Approach
Flags on instruments;
Approach not stabilized on GOL limits
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-62
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-63
6.15.5
VISUAL APPROACH
Glide Slope, VASI and PAPI resources must be used when available
- select F5 before entering downwind leg.
- abeam of landing threshold start crono 40
- 20 after threshold select Landing Gear down F15 Perform Landing Check List
(this will be the final configuration for a One Engine Inop approach)
- 40 after threshold turn base leg
- select F25 to turn base leg
- Landing Flaps must be selected in order to have acft.in the due configuration at 1000 FT
above airport (Runway) elevation
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-64
PF
Confirm Cabin secure for landing.
When cleared for the approach and NAV radios
not necessary for navigation or position, set
radios for approach.
Confirm conditions for approach:
Rwy Dry or Wet
Landing Flap
Auto brake selection
Review Missed Approach Procedure
If any NAVAID available
Call " Set Radio for Approach
_______ -Rwy_______( L or R if the case)
PM
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-65
ABOVE 1000 FT
Select flap lever as directed
Monitor extension and inform F___
when in position and Green Lt.ON
Call: Complete LANDING CHECKLIST
Do and read aloud- completion of
LANDING CHECKLIST
1000 FT AGL
Call: 1000 FT
Acknowledge
FMC: Progress page 2 (wind information)
500 FT AGL
call: 500 FT - wind: read indication from FMC
Progress page 2/4
Observe and inform: STABILIZED or
NOT STABILIZED-GO AROUND
For the NOT STABILIZED GO AROUND
callout, perform MISSED APPROACH
Night Flight- request Landing Lts
Landing Lts ON
200 FT AGL
Call: wind -read indication from FMC
* With autopilot ON- PF operates MCP
With Autopilot OFF- request items
Call: Flap ____ ( Landing Flap)
set VApp on MCP *
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-66
PF
Callout decision Go-Around
Disengage Autopilot
Press TOGA sw Twice (2 times)
Verify:
-the rotation to goaround attitude
-the thrust increases
PF, PM
PM
Verify:
-the rotation to goaround attitude
-the thrust increases
Verify / adjust G.Around Thrust
Call: "Flap 15"
Select flap lever to 15
Observe Flap Position Indication
Inform new flap position
When POSITIVE CLIMB INDICATED
Inform : "Positive Climb"
Call Gear Up
Select gear lever to UP
Inform Gear position when UP
400 FT AGL
Call: Hdg Sel or LNAV"
Select the Roll mode as directed
Radios for missed App"
Select / tune NAV RADIOS as directed
Verify Missed App route is tracked
With ALT ACQUIRE Indication
Call Bug Up"
select Speed bug to desired speed
Final Missed Approach Altitude
Climb Thrust- Set/Request Set Climb Thrust if requested
MCP: N1
Check FMA
Call FLAPS ___ according to flap
retraction schedule
Set the FLAP lever as directed.
Monitor flaps and slats retraction
Inform each new flap position
Call AFTER TAKEOFF CHECKLIST
Do ( read aloud) AFT TAKEOFF CLIST
GOL-Situation analyses
After performing a missed approach procedure a scenario analyses should be done before deciding for a new
approach.
Consider:
Reason for the missed approach
The possibility of performing a new approach immediately
The necessity os a holding
It may not be advisable to perform a second approach before a condition improvement.
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-67
If weather or any other reason may cause a delay for a new approach, maintain holding at a published
holding pattern.
Review area MSA
Consider maximum holding time and correct endurance calculation.
A diversion may be considered.
It might be safier to proceed to an alternate airport immediately
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-68
6.17 Landing
Landing Checklist
LANDING
ENGINE START SWITCHES
RECALL
ALTIMETERS
AUTOBRAKE
SPEEDBRAKE
LANDING GEAR
FLAP
CONT (PF)
CHECKED (PF)
QNH (PF) (PM)
______
(PF)
ARMED GREEN LT (PF)
.DOWN-3 GREEN LTS (PF)
._____ GREEN LT (PF)
RUNWAY CHANGE
REPEAT LANDING CHECKLIST
If necessary to land at the opposite runway direction of that to which an IFR approached was performed, the
Visual Traffic Pattern and minimums ( normaly 5000 m x 1500ft) must be observed.
Follow instructions of visual chart (VAC) such as altitudes, speeds and flight path..
PF, PM
PF
Verify that the thrust levers are closed.
Without delay, move the reverse thrust
levers to the interlocks and hold light
pressure until the interlocks release.
Then apply reverse thrust as needed.
PM
Call 60 KNOTS.
WARNING:After the reverse thrust levers are moved, a full stop landing must be made.
If an engine stays in reverse, safe flight is not possible.
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-69
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-70
Capt/FO
Start the After Landing Procedure when clear of the active runway or initiating back track
FO performs items automatically after Capt retracts speed brake
Speed Brake...................................................................................Down (Captain)
Flap lever.......................................................................UP (FO)
APU (if required).......................................................................................START
(FO)
Pitot Static Heat switches...........................................OFF (FO)
FLT GRD switch...GRD (FO)
Landing / RWY turn off /Taxi light switches...As desired(see note) (FO)
Strobe Light when leaving runway OFF (FO)
Engine Start switches.................................................OFF (FO)
Flight Director switches.....OFF (FO)
MCP Speed cursor......................................................110
(FO)
Auto Brake switch.........................................................OFF
(FO)
Stab Trim......................................................................5 Nose Up
(FO)
VHF NAV Radios..........................................................Manual / VOR Frequency
(FO)
Weather Radar...............................................................OFF
(FO)
TCAS..........................................................................STBY
(FO)
Transponder...................................................................Auto / Stby 2000
(FO)
APU Generator switches............................................ON BUS
(FO)
NOTE: Landing / Txi Lts modifications may only be performed by capt. ( left seat) request
TRANSPONDER: Those with AUTO position will be held in this position after landing.
Only TCAS must be cycled to Off/Stby
GOL During taxi it is prohibited to perform procedures not related to the phase.
( preparation for next leg, for instance)
CAUTION: Do not hold or turn the nose wheel steering wheel during pushback or towing.
This can damage the nose gear or the tow bar.
CAUTION: Do not use airplane brakes to stop the airplane during pushback or towing.
This can damage the nose gear or the tow bar.
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-71
Capt/FO
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-72
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-73
Shutdown Checklist
SHUTDOWN
ELECTRICAL
FASTEN BELTS
PITOT HEAT
ANTI-ICE
AIR COND
EXTERIOR LIGHTS
ENGINE START SWITCHES.
ANTICOLLISION LIGHT
AUTOBRAKE
SPEED BRAKE
FLAPS
PARKING BRAKE
START LEVERS
WEATHER RADAR
TRANSPONDER
FUEL FLOW
ON_____ (C)
OFF (C)
OFF (C)
OFF (C)
____ PACK, BLEEDS ON / GRD (FO)
AS REQUIRED (C)
OFF (C)
OFF (C)
OFF (C)
DOWN DETENT (C)
UP, NO LIGHTS (C)
AS REQUIRED (C)
CUTOFF (C)
OFF (C)
AS REQUIRED (C)
RESET (FO)
GOL-After Shutdown Procedure/Checklist inform local GOL, via VHF, landing time, engine shutdown and
remaining fuel .
If towing is needed:
Establish communications with ground handling personnel.
WARNING: If the nose gear steering lockout pin is not installed and hydraulic system A is pressurized, any
change to electrical or hydraulic power with the tow bar connected may cause unwanted tow bar movement.
Verify that the nose gear steering lockout pin is installed, or, if the nose gear steering lockout pin is not used.
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-74
Capt/FO
SAOOO
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-75
Secure Checklist
SECURE
IRS MODE SELECTORS
FUEL
GALLEY POWER
EMERGENCY EXIT LIGHTS
WINDOW HEAT
ELECTRICAL HYDRAULIC PUMPS
AIR CONDITIONING PACKS
APU/GROUND POWER
BATTERY
SAOOO
AS REQUIRED (C)
AS REQUIRED (C)
AS REQUIRED (C)
AS REQUIRED (C)
AS REQUIRED (C)
AS REQUIRED (C)
AS REQUIRED (FO)
AS REQUIRED (C)
AS REQUIRED (C)
Elaborao SAOOI
Reviso17 B737-300
10/11//2006
6-76
7 EMERGNCIAS.........................................................................................................................2
7.1 - COMUNICAO FLIGHT DECK/ COMISSRIOS ............................................................... 2
7.2- COMUNICAO EM SITUAO NNORMAL NO SOLO ............................................... 2
7.3 - EVACUATION ............................................................................................................................... 2
7.3.1 - ALOCUO AOS COMISSRIOS ..................................................................................................... 2
7.3.2- RESPONSABILIDADE........................................................................................................................... 2
7.3.3 - PROCEDIMENTOS PARA TRIPULANTES TCNICOS ................................................................ 3
SAOOO
Elaborao:SAOOZ
Reviso17
10/11/2006
7-1
7 EMERGNCIAS
7.1 - COMUNICAO FLIGHT DECK/ COMISSRIOS
Sempre que houver necessidade de comunicao Flt.Deck/Comissrios dever ser usado o Interfone.
para situaes que evoluam para uma Evacuation, realizar o aviso quando determinado pelo Checklist e de
acordo com 7.3.
Nota- essa comunicao elimina o procedimento de espera por 30 seg.por parte dos comissrios para a tomada
de atitudes independentes
7.3 - EVACUATION
7.3.1 - ALOCUO AOS COMISSRIOS
A ordem deve ser clara:
INICIAR EVACUAO. USAR TODAS AS SADAS; ou
INICIAR EVACUAO. USAR LADO ESQUERDO (ou DIREITO conforme a situao).
A palavra NO pode gerar dvidas. Portanto, no deve ser usada.
7.3.2- RESPONSABILIDADE
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- lembrar que est em situao N.Normal. Preocupar-se exclusivamente com a sua aeronave. No se preocupar com
outros trfegos ou situaes extra vo.
7.9 - AERONAVE EM EMERGNCIA: SITUAO E COMUNICAO
SITUAO - A aeronave em emergncia estar classificada em uma das condies:
SOCORRO Condio que a aeronave se encontra ameaada por grave e/ou eminente perigo e requer assistncia
imediata;
URGNCIA - Condio que envolve a segurana da aeronave ou de alguma pessoa a bordo, mas NO requer assistncia
imediata.
Em ambos os casos, os servios de apoio (bombeiros,etc) sero acionados. Na situao de URGNCIA, o comandante
poder dispensar.
COMUNICAO As mensagens, por radiotelefonia, para comunicao dessas situaes esto na IMA-100-12 anexo 1.
Reproduo das mesmas:
- as mensagens de socorro sero precedidas da expresso MAYDAY, MAYDAY, MAYDAY.
- as mensagens de urgncia sero precedidas da expresso PAN, PAN,PAN
Exemplos citados no anexo 1:
Despressurizao: Mayday, Mayday, Mayday, TBA 525 em emergncia, problema de pressurizao, abandonando FL
180 descendo para......
(Obs.: trata-se, na verdade, de uma descida de emergncia).
Fogo e fumaa a bordo: Pan,Pan,Pan, TTL 125 fumaa na cabine, estamos tentando localizar a fonte.
Solicitao de auxlio mdico: Pan, Pan, Pan, VRG 200 solicita atendimento mdico para passageiro imediatamente aps
o pouso.
NOTA: deve-se informar dados sobre a pessoa e sintomas apresentados (sexo masculino,62 anos, apresentando sintomas
cardacos). Isso permite que a equipe mdica agilize o atendimento.
7.10 - CARGO FIRE
As indicaes de fogo no poro de carga so:
1. O alerta sonoro de fogo (warning bell);
2. Ambas as luzes master FIRE WARN acesas;
3. As luzes FWD / AFT Cargo Fire acesas
PROCEDIMENTOS
Executar os itens (lidos) N.Normal Ch.List (8.3).
Em vo, o combate ao fogo ser efetuado pelo PM. Quando ocorrer no solo, o combate ser efetuado pelo Co-piloto
(assento da direita) a mando do Comandante.
Nota: aps o pouso, recomendvel s abrir a porta do poro que apresentou o problema depois do desembarque dos
passageiros e com a presena da equipe de combate ao fogo do aeroporto.
7.11 - LOW FUEL
Condies que observe a autonomia abaixo de 00:30h de vo, mandatrio declarar emergncia ao rgo de controle.
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Em condies visuais, afaste mais na perna do vento, efetue a curva base nivelado com a velocidade de flap up.
Em condies de vo por instrumento, havendo vigilncia radar, pea uma vetorao, mantenha a velocidade de flap up at
interceptar a aproximao final.
Caso no haja radar, opte por uma aproximao em que as curvas sejam menos acentuadas, como, por exemplo, um arco
DME. Outra opo, se no tiver restrio de velocidade no afastamento, seria efetu-lo com a velocidade de flap up at
interceptar a aproximao final. Por fim, se isto no for possvel, efetue uma criteriosa avaliao sobre os obstculos
prximos ao perfil que ser voado, para que a inclinao (mxima de 15) no comprometa a segurana de vo.
Executar o devido check-list.
Analisar condies de pista para pouso, considerando um pouso com F15 e GROUND SPOILERS INOP- QRH 13.2
Tabelas de pouso Non-Normal
No caso de item inoperante em vo, as tabelas de Non-Normal Configuration
Landing Distance do QRH (seo PI) devem ser utilizadas. As distncias
expressas nestas tabelas so no fatoradas (unfactored) e neste caso, no h obrigatoriedade de multiplicar estas
distncias pelos fatores de pista seca ou molhada demonstrados no item anterior.
Seo PI do QRH indica distancia real de parada.
Este valor deve ser comparado com o comprimento da pista escolhida para o pouso.
O comprimento de pista deve ser maior do que a distancia real requerida para o pouso. Quanto maior a diferena entre
esses valores, maior a segurana do pouso.
Landing Esta parte do check-list s dever ser executada quando a segurana para o pouso estiver garantida.
Isto , no houver risco de arremetida por motivos meteorolgicos, quebra de outra aeronave na pista, etc.
-Onde houver aproximao tipo STAR, recomenda-se que o check-list esteja completo antes de se iniciar a mesma.
A aproximao para pouso s deve ser iniciada depois da aeronave estar configurada, ou seja, a parte LANDING do
NNormal estar completa.
O pouso ser com configurao de F 15 devido recomendao existente no FCTM 8.20 (Flap 15 is used to improve
go-around capabilitites). Lembrar que no h retrao de Landing Gear.
O cmte dever efetuar uma escolha de pista criteriosa, visto que estar com F 15 para pouso e GROUND
SPOILERS INOP- QRH 13.2
Enfatizamos o citado em Introduo com relao coordenao com CCO GOL.
Um procedimento N.Normal e o checklist correspondente deve ser efetuado com cautela e, portanto, no deve ser feito
sob presso (apressar o procedimento para no perder a aproximao, por exemplo).
Manter rbita ou trajetria de vetorao para realizar o mesmo.
conveniente que os dois pilotos leiam o mesmo para no ter dvidas. Neste caso, uma transferncia de funes
momentnea pode ser feito.
Executar o devido check-list.
Analisar condies de pista para pouso, considerando um pouso com F15 e GROUND SPOILERS INOP- QRH 13.2
Tabelas de pouso Non-Normal
No caso de item inoperante em vo, as tabelas de Non-Normal Configuration
Landing Distance do QRH (seo PI) devem ser utilizadas. As distncias
expressas nestas tabelas so no fatoradas (unfactored) e neste caso, no h obrigatoriedade de multiplicar estas
distncias pelos fatores de pista seca ou molhada demonstrados no item anterior.
Seo PI do QRH indica distancia real de parada.
Este valor deve ser comparado com o comprimento da pista escolhida para o pouso.
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O comprimento de pista deve ser maior do que a distancia real requerida para o pouso. Quanto maior a diferena entre
esses valores, maior a segurana do pouso.
Landing Esta parte do check-list s dever ser executada quando a segurana para o pouso estiver garantida.
Isto , no houver risco de arremetida por motivos meteorolgicos, quebra de outra aeronave na pista, etc.
-Onde houver aproximao tipo STAR, recomenda-se que o check-list esteja completo antes de se iniciar a mesma.
A aproximao para pouso s deve ser iniciada depois da aeronave estar configurada, ou seja, a parte LANDING do
NNormal estar completa.
O pouso ser com configurao de F 15 devido recomendao existente no FCTM 8.20 (Flap 15 is used to improve goaround capabilitites). Lembrar que no h retrao de Landing Gear.
O cmte dever efetuar uma escolha de pista criteriosa, visto que estar com F 15 para pouso e GROUND SPOILERS
INOP- QRH 13.2
Enfatizamos o citado em Introduo com relao coordenao com CCO GOL.
EVACUATION
SMOKE/FUMES REMOVAL
DITCHING
AUTO FAIL/UNSCHEDULED PRESSURIZATION CHANGE
CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION
PACK TRIP OFF
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8 PROCEDIMENTOS NO NORMAIS.....................................................................................2
8.1 - UPSET RECOVERY...................................................................................................................... 2
8.2 - WINDSHEAR ................................................................................................................................. 2
8.3 RTO................................................................................................................................................. 2
8.4 ALTERNATE MODE EEC - B737-800W SFP2 / CFM56-7B27B1 ........................................... 2
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8-1
8 PROCEDIMENTOS NO NORMAIS
8.1 - UPSET RECOVERY
considerada uma attitude anormal quando:
Pitch acima de 25 Up;
Pitch abaixo de 10 Down;
Bank angle acima de 45.
Dentro dos limites estabelecidos acima, porm com velocidades inapropriadas.
Recomenda-se tomar atitude de recuperao em qualquer situao que se julgue anormal, no contando com atuao do
Auto-pilot.
Ver: QRH NNM 1.8 e 1.9
FCTM 5.25
8.2 - WINDSHEAR
Operao PROIBIDA com presena de Windshear.
Use as seguintes referencias como indicao de windshear;
Variao superior a 15 kts;
Variao superior a 500 ft de V Speed;
Variao de 5 de pitch;
Deslocamento de 1 dot no Glide Slope;
Posicionamento no usual dos aceleradores por perodo de tempo significativo.
Caso existam condies meteorolgicas que possibilitem a formao de windshear, adotar as precaues abaixo:
Decolagem:
Escolher a pista mais adequada;
Flap entre 5 e 15 - se no estiver limitado por obstculo;
Usar VR (rotation) para o Max. Performance limit weight para a temperatura (OAT);
No exceder essa VR em 20 kt.
Usar VR (rotation) para o Max. Weight para a temperatura (OAT);
Usar o Flight Director para decolagem e climb inicial.
Aproximao:
Escolher a pista mais adequada;
Usar F 30;
Usar recursos como VASI, PAPI e Glide Slope;
Evitar grandes redues de potencia ou mudanas de trim para a correo de
Velocidade , visto que poder ocorrer diminuio brusca da mesma em seguida.
Windshear (FCTM 5.29 e QRH NNM 1.10 a 1.12 ).
8.3 RTO
Em caso de RTO, proceder como descrito em NNM.1.1.
Como padro GOL selecionar RTO autobrakes, em caso de RTO monitorar a performance do sistema (regime de
"alta") e aplicar frenagem manual se acender indicao de "Autobrake Disarm" ou a desacelerao no for adequada.
obrigao do co-piloto monitorar/ informar a indicao "Autobrake Disarm".
A tabela Recommended Brake Cooling Schedule est no QRH (B700 PI 12.12 / B800 PI 22.12 / B300 PI 12.8).
8.4 ALTERNATE MODE EEC - B737-800W SFP2 / CFM56-7B27B1
No caso de operao em ALTERNATE MODE EEC nas aeronaves B737-800W SFP2 / CFM56-7B27B1, o
comandante dever efetuar contato com o Piloto Coordenador ou DOV antes da decolagem devido penalizao de
performance e utilizao de anlise de pista especifica para a condio.
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9 FOLHAS VERDES.
Este captulo a reproduo fiel das FOLHAS VERDES, encontradas nas aeronaves (2 Kit SID/IAL Jeppesen
localidades GOL Item 5.1). Estas folhas relacionam os procedimentos necessrios para as operaes em AEROPORTOS
COM RESTRIES OPERACIONAIS (Item 4.5) e AEROPORTOS COM OPERAES ESPECIAIS (Item 4.6)
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SAZS BARILOCHE
ALTO RISCO DE CFIT
- SID Exceto quando sob vetorao radar, manter perfil da subida at MSA IMC/VMC. Aps, em coordenao
com APP, poder aproar fixo da awy.
INFORMAES OPERACIONAIS
- comum "Warnings" do FMC na chegada em SAZS (Unable RNP, Verify position, etc).
Ocorrem na descida ou durante "holding" sobre o VOR.
Isto pode provocar defasagem entre a posio prevista (cartas) e a real. Portanto, importante lembrar que a
navegao, a espera e o procedimento IAL devem ser baseados em NAV RADIOS e indicaes do RDMI e HSI.
- Independentemente das condies (IMC ou VMC), executar procedimento IFR de aproximao, de acordo com a
IAL autorizada, seguindo rigorosamente o perfil. O "Pattern" de Flap determinado no SOP compulsrio, tambm.
A EXECUO DE APROXIMAO IFR COMPULSRIA PELA GOL.
PROIBIDO CLD DE PLANO IFR E EXECUO DE APROXIMAO VISUAL.
- Nota: O problema apresentado pelo FMC em BRC pode provocar uma defasagem de posio, que somado a
velocidade maior do que a recomendada e o relevo existente pode causar alerta de GPWS.
- Utilizar "EFIS CONTROL PANEL - FUNO TERRAIN" no painel do PNF quando o recurso estiver disponvel.
- Cold Weather: Rever os procedimentos constantes no Oper. Manual, Supplementary procedures.
- O ponto de congelamento do combustvel usado -43 C.
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INFORMAES DE PERFORMANCE.
POUSO:
B737-300 22K
DRY
Airport
RWY
LDA
(m)
SAZS
(SC DE
BARILOCHE)
11/29
2348
Airport
SAZS
(SC DE
BARILOCHE)
11/29
Flaps
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
40
ST
-8
Brk 3
ST
-8
MAX
40
30
ST
-8
Brk 3
N/A
N/A
N/A
40
DRY
SAZS
(SC DE
BARILOCHE)
Flaps
Auto
Brake
Weight
(T)
Max
TW
(kts)
40
ST
-8
Brk 3
ST
-8
MAX
39
30
ST
-8
Brk 3
N/A
N/A
N/A
39
2348
DRY
SAZS
(SC DE
BARILOCHE)
LDA
RWY
(m)
11/29
2348
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
40
ST
-8
Brk 3
ST
-8
Critical
Auto OAT (C)
Brake
Max
TW
(kts)
2348
LDA
RWY
(m)
11/29
WET
Weight
(T)
B737-800/W 24K
Airport
Critical
Auto OAT (C)
Brake
Weight
(T)
B737-700/W 22K
LDA
RWY
(m)
WET
Flaps
40
DRY
Weight
(T)
ST
Critical
Auto OAT (C)
Brake
MAX
39
WET
Max
TW
(kts)
Auto
Brake
-10
Brk 3
Weight
(T)
ST
Max
TW
(kts)
-8
Critical
Auto OAT (C)
Brake
MAX
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL).
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SBAQ - ARARAQUARA
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE;
- SID - IMC OU VMC - manter perfil da subida VAMP, subir at fl 090 (restrito). Aps, em contato com rgo de
controle, poder aproar posio grade. Caso a rea de treinamento da academia no esteja ativada, a subida ser
EDAM, restrito fl 090;
- proibida operao noturna
- no efetuar abastecimento econmico (fuel tankering) nos vos de/para SBAQ;
- ateno a vento cruzado: largura da pista 30 metros, menor do que usual;
-180 NA CABECEIRA - OBSERVAR REA DE GIRO NA CABECEIRA 35;
- proibida operao com 737-800;
- observar notam com informaes de obstculos nas proximidades (grupo de rvores) ateno ao estacionamento na
posio 01: terreno em declive para o push-back. manter os ps nos pedais durante a manobra.
- observar antenas na cidade, no alinhamento e direita da final da pista 17.
- descida em Araraquara - o APP academia deve autorizar a descida at o fl 060. aps, passar coordenao da
rdio Araraquara, freqncia 131.60;
- ateno a trfego de aeronaves da aviao geral e do aeroclube em vos de treinamento.
- limite de velocidade - subidas e descidas - manter 210 kts at fl 100;
- faris de pouso = manter acesas as inboard landing lights abaixo do fl 100.
- total de passageiros limitado a 110 (737-300) e 120 (737-700) nos vos decolando de Araraquara - SBAQ.
- Sadas com push-back.
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Elaborao:SAOOZ
Reviso18
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9-5
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
DRY
Airport
RWY
LDA
(m)
SBAQ
17/35
1800
WET
Max
Max
Weight
Auto Weight
Auto
Flaps
TW
TW
(T)
Brake
(T)
Brake
(kts)
(kts)
40
ST
B737-700/W 22K
MAX
ST
DRY
Airport
RWY
LDA
(m)
SBAQ
17/35
1800
Weight
Flaps
(T)
40
ST
MAX
Critical
OAT
(C)
40
WET
Critical
Max
Max
Auto Weight
Auto OAT (C)
TW
TW
Brake
(T)
Brake
(kts)
(kts)
0
Brk 3
ST
MAX
38
Considerar o vento de cauda mais restritivo: observado a 100 ft no FMS ou informado pela Rdio.
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL).
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Elaborao:SAOOZ
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SBBH PAMPULHA
ALTO RISCO DE CFIT
- SID Exceto quando sob vetorao radar, manter perfil da subida at MSA IMC/VMC. Aps, em coordenao
com APP, poder aproar fixo da awy.
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE;
- RWY 31: velocidade mxima na perna do vento de 140 kt e o afastamento, conforme o flight pattern, de 40
segundos aps o travs da cabeceira (Operao GOL).
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Elaborao:SAOOZ
Reviso18
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9-7
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
SBBH
13/31
2540
DRY
RWY
LDA
(m)
SBBH
13/31
2540
Flaps
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-8
Brk 3
ST
-5
Brk 3
40
30
ST
-8
Brk 3
N/A
N/A
N/A
40
RWY
LDA
(m)
SBBH
13/31
2540
DRY
WET
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
Critical
OAT
(C)
Flaps
Weight
(T)
Max
TW
(kts)
40
ST
-8
Brk 3
ST
-5
Brk 3
40
30
ST
-8
Brk 3
N/A
N/A
N/A
40
B737-800/W 24K
Airport
Critical
OAT (C)
Weight
(T)
B737-700/W 22K
Airport
WET
DRY
WET
Critical
Max
Max
Auto OAT (C)
Auto Weight
Weight
TW
TW
Flaps
Brake
Brake
(T)
(T)
(kts)
(kts)
40
ST
B737-800SFP 27B1
Winglets
-5
Brk 3
ST
-5
Brk 3
DRY
WET
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
Brk 3
ST
-5
Brk 3
Airport
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
SBBH
13/31
2540
40
ST
-10
31
Critical
OAT
(C)
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
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SBBT - BARRETOS
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE
- Observar largura da pista: 30 metros.
- Proibido abastecimento econmico.
- Limite de velocidade = manter velocidade de Flap Up abaixo do FL 100, devido aviao geral com grande
movimento (festa do peo durante ms de agosto);
- Faris de pouso = manter acesas as inboard landing lights abaixo do FL 100, aviao geral com grande
movimento devido festa do peo durante ms de agosto.
- Proibido operao do B737-800
INFORMAES DE PERFORMANCE.
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
SBBT
08/26
1800
DRY
WET
Max
Max
Weight
Auto Weight
Auto
Flaps
TW
TW
(T)
Brake
(T)
Brake
(kts)
(kts)
40
ST
B737-700/W 22K
MAX
ST
DRY
Airport
RWY
LDA
(m)
Flaps
SBBT
08/26
1800
40
MAX
WET
Max
Max
Auto
Auto Weight
Weight
TW
TW
Brake
Brake
(T)
(T)
(kts)
(kts)
ST
Brk 3
ST
MAX
Critical
OAT (C)
40
Critical
OAT
(C)
40
- considerar o vento de cauda mais restritivo: observado a 100 ft no FMS ou informado pela
Rdio.
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
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INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
DRY
Airport
RWY
LDA
(m)
SBBV
08/26
2700
Flaps
Weight
(T)
40
ST
-8
Brk 3
30
ST
-8
Brk 3
B737-700/W 22K
Airport
RWY
LDA
(m)
SBBV
08/26
2700
Airport
RWY
SBBV
08/26
2700
Airport
RWY
SBBV
08/26
2700
Auto
Brake
ST
-5
Brk 3
40
N/A
N/A
N/A
40
WET
Critical
OAT
(C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-8
Brk 3
ST
-5
Brk 3
40
30
ST
-8
Brk 3
N/A
N/A
N/A
40
DRY
Flaps
Weight
(T)
40
ST
B737-800SFP 27B1
Winglets
LDA
(m)
Critical
OAT (C)
Max
TW
(kts)
Auto Weight
Brake
(T)
DRY
B737-800/W 24K
LDA
(m)
WET
Max
TW
(kts)
WET
Max
Auto
TW
Brake
(kts)
-8
Brk 3
Weight
(T)
ST
DRY
Max
Auto
TW
Brake
(kts)
-5
Critical
OAT (C)
Brk 3
40
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
40
ST
-10
Brk 3
ST
-5
Critical
Auto OAT (C)
Brake
Brk 3
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
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Elaborao:SAOOZ
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9-11
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE.
- RWY predominante: 33.
- RWY 33 - GPS: operao com LNAV apenas. Descida para VDP em V/S (virtude no haver ponto definindo
MDA).
- RWY 33: topografia propicia a formao de turbulncia na aproximao final.
- observar pista com baixo coeficiente de atrito quando molhada. a rea de toque da RWY 33 a que apresenta
maiores caractersticas de emborrachamento.
- aps o pouso a desacelerao final no deve ser deixada para este setor. neste trecho, deve-se estar com velocidade
no maior do que a de txi.
- no efetuar abastecimento econmico (fuel tankering) nos vos de/para sbcx;
- observar rea de giro na cabeceira RWY 15.
- ateno a vento cruzado (largura da pista = 30 metros)
- ateno a turbulncia na final da RWY 33 (predominante). pela topografia da rea, possibilidade de windshear.
- observar informaes no rotaer sobre obstculos.
- observar taxiway para entrada no ptio a partir da cabeceira RWY 33. a segunda direita leva ao ptio, a primeira
leva a um ptio secundrio, de hangares.
- ateno s limitaes de espao no ptio. evitar alto regime de potncia dos motores na sada, em virtude da
proximidade da estao de passageiros, alm de aeronaves de pequeno porte, equipamentos de rampa e pessoas ao
redor da aeronave.
- observar divisria no solo entre o ptio em frente estao e o ptio esquerda, rea para escoamento de gua,
coberta com elemento vasado. deve ser evitado o taxiamento sobre essa regio, piso vulnervel.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-12
- observar cabeceira RWY 15 deslocada para operao de pouso e decolagem. o deslocamento de 270 metros para
pouso deve-se a obstculos na aproximao. para decolagens, o deslocamento deve-se classificao do aeroporto.
se operacional em toda a extenso de 1.940 metros, seria classe 3, situao inviabilizada pela rea do entorno do
aeroporto. com a reduo para 1.670 metros, classificado como categoria 2, situao permitida pelo espao
adjacente.
- o piso tem a mesma resistncia em toda a extenso de 1.940 metros. as reas de giro so nas cabeceiras (observar
largura da pista de 30 metros).
- ateno presena de pssaros nas laterais da pista.
- ateno : a reviso atual da carta jeppesen do aeroporto de caxias mostra que a cabeceira 33 recuada, o que na
verdade ocorre na RWY 15. esta correo j foi solicitada jeppesen.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-13
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
SBCX
15/33
1670
DRY
Flaps
Weight
(T)
40
ST
B737-700/W 22K
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
MAX
50,60
MAX
DRY
WET
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
MAX
56,2
MAX
Airport
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
SBCX
15/33
1670
40
ST
B737-800/W 24K
WET
Max
TW
(kts)
DRY
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
SBCX
15/33
1670
40
63,1
MAX
54,9
MAX
DRY
WET
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
MAX
59,4
MAX
Airport
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
SBCX
15/33
1670
40
ST
40
Critical
OAT
(C)
38
WET
Airport
B737-800SFP 27B1
Winglets
Critical
OAT (C)
Critical
OAT (C)
31
Critical
OAT
(C)
40
DECOLAGEM: NIL
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-14
SBFL FLORIANPOLIS
ALTO RISCO DE CFIT
- SID Exceto quando sob vetorao radar, manter perfil da subida at MSA IMC/VMC. Aps, em coordenao
com APP, poder aproar fixo da awy.
INFORMAES OPERACIONAIS
ATENO: DESCIDAS COM ARCO DME
Obrigatrio adotar o procedimento de EDITAR no FMS as altitudes mnimas e velocidade de flap UP para a
interceptao do arco DME em todas as IALs com previso de arco.
- Proibido trfego visual noturno pista 14/32 = autorizado somente trfego visual diurno.
- Localizador pista 14: Existem reportes de interceptao falsa do localizador da Pista 14.
- RWY 03/21: operao proibida em condies normais.
Somente utilizar em caso de interdio da pista 14/32, observando as limitaes de performance. Utilizar na pista
03/21
RWY 03/21 operao compulsria do comandante.
- B737-800: proibida a operao na pista 03/21.
- em acordo com informaes da INFRAERO, permitido utilizar a taxiway alfa e trecho da pista 21 para ingressar
ou sair da pista 14 (vlido para b737-300, 700 e 800)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-15
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
DRY
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
Critical
OAT (C)
RWY
LDA
(m)
Flaps
Weight
(T)
03/21
1500
40
43.65
(PCN)
MAX
43.65
(PCN)
MAX
40
40
ST
-5
Brk 3
ST
-5
MAX
40
14/32
2300
30
ST
-5
Brk 3
N/A
N/A
N/A
40
SBFL
B737-700/W 22K
Airport
WET
Max
TW
(kts)
RWY
LDA
(m)
14
2300
DRY
03/21
Critical
Auto OAT (C)
Brake
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
40
ST
-8
Brk 3
ST
-8
MAX
40
30
ST
-8
Brk 3
N/A
N/A
N/A
40
40
ST
-5
Brk 3
ST
-5
MAX
40
30
ST
-5
Brk 3
N/A
N/A
N/A
40
40
45.3
(PCN)
MAX
45.3
(PCN)
MAX
40
SBFL
32
WET
2300
1500
B737-800/W 24K
DRY
WET
Airport
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
SBFL
14/32
2300
40
ST
-5
Brk 3
ST
-5
MAX
B737-800SFP 27B1
Winglets
Airport
RWY
LDA
(m)
SBFL
14/32
2300
DRY
Critical
OAT (C)
40
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-10
Brk 3
ST
-8
MAX
Critical
OAT (C)
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-16
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE PARA APROXIMAES E POUSOS.
ATENO As descidas para o Galeo, procedentes do setor NORTE, tm restries de altitude devido
topografia da regio. A restrio de 7.000 ps a 12 nm de CAX deixa alto, o que pode desestabilizar a aproximao
final.
RECOMENDAMOS EXPRESSAMENTE utilizar a configurao da aeronave com 220 kt, trem de pouso em baixo
e speed-brake em flight detent A PARTIR DESTE PONTO, para possibilitar uma razo de descida adequada s
situaes de descida acentuada.
APP, poder aproar fixo da awy.
ATENO Tem ocorrido casos de desestabilizao na aproximao final devido as STARs. RECOMENDAMOS
EXPRESSAMENTE editar no FMC as ALTITUDES e VELOCIDADES MNIMAS nos fixos das STARs com
restries. Isso far com que a energia seja dissipada antes de enquadrar a aproximao.
- operao com cautela em caso de pista molhada (10/28), primeiros 1000 metros da RWY 10, devido a baixo
coeficiente de atrito.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-17
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
15/33
3180
DRY
WET
Critical
OAT (C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
40
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
SBGL
10/28
4000
B737-700/W 22K
Airport
RWY
LDA
(m)
10/28
4000
DRY
WET
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
Critical
OAT
(C)
Flaps
Weight
(T)
Max
TW
(kts)
40
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
40
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
SBGL
15/33
3180
B737-800/W 24K
Airport
DRY
WET
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
Critical
OAT (C)
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
10/28
4000
40
ST
-10
Brk 3
ST
-10
Brk 3
40
15/33
3180
40
ST
-10
Brk 3
ST
-10
Brk 3
40
SBGL
B737-800SFP 27B1
Winglets
Airport
DRY
WET
Critical
OAT (C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
4000
40
ST
-10
Brk 3
ST
-10
Brk 3
40
3180
40
ST
-10
Brk 3
ST
-10
Brk 3
40
RWY
LDA
(m)
10/28
15/33
SBGL
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-18
INFORMAES OPERACIONAIS
- Procedimento NDB ou VOR = passar o FAF (fixo de aproximao final) j configurado com flap de pouso.
- Procedimento de no preciso - pistas paralelas - observar que o FAF comum a ambas as pistas. O procedimento
NDB ou VOR deixa desalinhado na final, podendo induzir o pouso na pista errada.
Ateno - j houve casos de pousos na pista de txi B ao invs de pouso na pista 27R. a autorizao de pouso na
pista 27 da direita pode induzir ao pouso na taxi-way bravo (lado direito da pista).
- observar pista 09l/27R com baixo coeficiente de atrito quando molhada (pista emborrachada), com especial ateno
para os primeiros 600 metros da RWY 09L.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-19
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
09R/27L
3000
DRY
WET
Critical
OAT (C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-8
Brk 3
ST
-8
Brk 3
40
30
ST
-8
Brk 3
N/A
N/A
N/A
40
40
ST
-8
Brk 3
ST
-8
Brk 3
40
30
ST
-8
Brk 3
N/A
N/A
N/A
40
SBGR
09L/27R
3610
B737-700/W 22K
Airport
RWY
LDA
(m)
09L/27R
3610
DRY
WET
Critical
OAT (C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-8
Brk 3
ST
-8
Brk 3
40
30
ST
-8
Brk 3
N/A
N/A
N/A
40
40
ST
-8
Brk 3
ST
-8
Brk 3
40
30
ST
-8
Brk 3
N/A
N/A
N/A
40
SBGR
09R/27L
3000
B737-800/W 24K
DRY
WET
Critical
OAT (C)
Airport
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
SBGR
09L/27R
3610
40
ST
-8
Brk 3
ST
-8
Brk 3
31
09R/27L
3000
40
ST
-8
Brk 3
ST
-8
Brk 3
31
B737-800SFP 27B1
Winglets
DRY
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
Critical
OAT (C)
Airport
RWY
LDA
(m)
SBGR
09L/27R
3610
40
ST
-10
Brk 3
ST
-8
Brk 3
40
09R/27L
3000
40
ST
-10
Brk 3
ST
-8
Brk 3
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-20
SBIL - ILHEUS
ALTO RISCO DE CFIT
- SID Manter perfil da subida at MSA IMC / VMC. Aps, em coordenao com o APP, poder aproar fixo da
AWY.
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE
- Observar IAS max de 160 kt no afastamento do procedimento ECHO 1 RWY 11 NDB;
- RWY 11, trfego visual: velocidade mxima na perna do vento de
travs da cabeceira (Operao GOL);
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-21
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
SBIL
11/29
1575
DRY
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
MAX
50,60
MAX
B737-700/W 22K
Airport
RWY
LDA
(m)
SBIL
11/29
1575
WET
DRY
Flaps
Weight
(T)
40
ST
Critical
OAT (C)
40
WET
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
MAX
56,1
Critical
Auto OAT (C)
Brake
MAX
40
- Considerar o vento de cauda mais restritivo: 100 ft no FMS ou informao do Controle (APP) ILHUS.
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-22
SBJV - JOINVILLE
ALTO RISCO DE CFIT
- SID Exceto quando sob vetorao radar, manter perfil da subida at MSA IMC/VMC. Aps, em coordenao
com APP, poder aproar fixo da AWY.
INFORMES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE
- IAL GPS e VOR somente para RWY 33. Observar VAC para pouso na pista 15 aps procedimento para a pista 33;
- Operao na RWY 15 proibido pouso noturno, autorizado somente trfego visual diurno - de acordo com VAC;
- RWY 15 - presena de rvores na curta final, o que dificulta a noo de profundidade;
- Operao na RWY 33 proibida decolagem noturna;
- giro de 180 graus somente nas cabeceiras das pistas;
- no efetuar abastecimento econmico (fuel tankering) nos vos de/para SBJV;
- observar concentrao de pssaros nas pistas;
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-23
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
DRY
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
15
1640
40
ST
MAX
ST
MAX
40
33
1640
40
ST
-5
MAX
ST
MAX
40
Airport
WET
Critical
OAT (C)
SBJV
B737-700/W 22K
Airport
DRY
WET
Critical
OAT (C)
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
15
1640
40
ST
MAX
58,5
MAX
40
33
1640
40
ST
-5
MAX
58,5
MAX
40
SBJV
B737-800/W 24K
Airport
RWY
LDA
(m)
SBJV
15/33
1640
DRY
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
60,4
MAX
57,0
MAX
B737-800SFP 27B1
Winglets
Airport
RWY
LDA
(m)
SBJV
15/33
1640
WET
DRY
Critical
OAT (C)
40
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
60.4
(PCN)
MAX
60.4
(PCN)
MAX
Critical
OAT (C)
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-24
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE;
- RWY predominante: 15.
- Perodo noturno e/ou IMC = obrigatrio o procedimento para pouso. No cancelar plano de vo;
- observar IMA 100-12 (SBKG fica no eixo da aerovia W46) o ACC recife deve autorizar a descida at o nvel
mnimo da aerovia (FL 050). a partir da, deve-se obter as condies com a rdio campina grande, bloquear o auxlio
bsico e descer para 4.000 ps, altitude de incio do procedimento.
- Pista 33 = pouso aps procedimento ECHO 1, somente circular com mnimos visuais: 5.000 metros x 1.500 ps;
- Observar segmento de acelerao aps decolagem: 4.000 ps. Somente acelerar acima de 4.000 PS;
- observar terreno elevado e obstculos na aproximao para a pista 15/33.
- observar informaes no AIP, no ROTAER e na IAL sobre obstculos. presena de subestao de energia na lateral
direita da cabeceira 15 e linha de alta tenso ao longo da lateral da pista;
- Total de passageiros limitado a 110 (cento e dez) nos vos de / para Campina Grande SBKG.
- ateno indisponibilidade de abastecimento de combustvel
- no efetuar abastecimento econmico (fuel tankering) nos vos de/para SBKG;
- Proibida operao com 737-800;
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-25
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
DRY
WET
Critical
OAT (C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
1600
40
ST
-4
MAX
49,40
MAX
40
1600
40
ST
MAX
49,40
MAX
40
RWY
LDA
(m)
15
33
SBKG
B737-700/W 22K
Airport
DRY
WET
Critical
OAT (C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
1600
40
ST
-4
MAX
54,9
MAX
40
1600
40
ST
MAX
54,9
MAX
40
RWY
LDA
(m)
15
33
SBKG
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-26
SBLO - LONDRINA
- SID Pista 13: subidas Adaf, Berli, Carmo, Maring, Prudente e Redoc, efetuar Close-in turn aps altitude de
acelerao, para interceptao da radial.
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE
- Observar slope acentuado (down hill) pista 13;
- Obstculos = antena e edificaes na final da pista 13;
- Pista 13 - cabeceira deslocada para pouso (300 metros);
- Papi pista 13 ajustado para cabeceira deslocada;
- Push-back compulsrio;
- Por informaes de SBLO, ocorrem s vezes variaes abruptas e repentinas de vento;
- Procedimento GPS pistas 13 e 31 = utilizar V/S para todas as descidas GPS (no utilizar VNAV);
- pista 13: subidas ADAF, BERLI, CARMO, MARING, PRUDENTE e REDOC, efetuar close-in turn aps altitude
de acelerao, para bloqueio do VOR.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-27
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
DRY
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
13
1800
40
ST
MAX
ST
MAX
40
40
ST
-5
MAX
ST
-5
MAX
40
31
2100
30
ST
-5
MAX
N/A
N/A
N/A
40
Airport
SBLO
B737-700/W 22K
Airport
DRY
Critical
OAT (C)
WET
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
Critical
OAT (C)
RWY
LDA
(m)
Flaps
Weight
(T)
13
1800
40
ST
Brk 3
ST
MAX
40
40
ST
-5
Brk 3
ST
-5
MAX
40
31
2100
30
ST
-5
Brk 3
N/A
N/A
N/A
40
SBLO
B737-800/W 24K
Airport
WET
DRY
WET
Critical
OAT (C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
1800
40
ST
MAX
60,0
MAX
33
2100
40
ST
-5
MAX
ST
MAX
33
RWY
LDA
(m)
13
31
SBLO
B737-800SFP 27B1
Winglets
Airport
DRY
WET
Critical
OAT (C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
1800
40
ST
MAX
65,0
MAX
40
2100
40
ST
-5
MAX
ST
-5
MAX
40
RWY
LDA
(m)
13
31
SBLO
DECOLAGEM:
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-28
SBNF - NAVEGANTES
ALTO RISCO DE CFIT
- SID Exceto quando sob vetorao radar, manter perfil da subida at MSA IMC/VMC. Aps, em coordenao
com APP, poder aproar fixo da AWY.
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE.
- observar formao de poas dgua em ambos os lados da center line (2 metros dos eixos) a partir da interseo at
a cabeceira (sentido 25 para 07). o tempo de drenagem destas poas longo, mesmo aps a chuva cessar.
- no efetuar abastecimento econmico (fuel tankering) nos vos de/para SBNF.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-29
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
SBNF
07/25
1701
DRY
Flaps
Weight
(T)
40
ST
B737-700/W 22K
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
-5
MAX
ST
MAX
DRY
WET
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
MAX
ST
MAX
Airport
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
SBNF
07/25
1701
40
ST
-5
B737-800/W 24K
Airport
RWY
LDA
(m)
SBNF
07/25
1701
DRY
Airport
RWY
SBNF
07/25
1701
Critical
OAT (C)
40
Critical
OAT
(C)
40
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
56.2
(PCN)
MAX
56.2
(PCN)
MAX
B737-800SFP 27B1
Winglets
LDA
(m)
WET
Max
TW
(kts)
DRY
Critical
OAT (C)
40
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
56.2
(PCN)
MAX
56.2
(PCN)
MAX
Critical
OAT (C)
40
- considerar o vento de cauda mais restritivo: observado a 100 ft no FMS ou informado pela TWR.
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-30
SBPJ PALMAS
INFORMAES OPERACIONAIS
- Proibido o procedimento VOR RWY 14/32 para circular.
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
SBPJ
14/32
2500
DRY
Airport
RWY
SBPJ
14/32
2500
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-8
Brk 3
ST
-5
MAX
40
30
ST
-8
Brk 3
N/A
N/A
N/A
40
DRY
Airport
RWY
SBPJ
14/32
2500
Airport
RWY
SBPJ
14/32
2500
Critical
OAT
(C)
Flaps
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-8
Brk 3
ST
-5
MAX
40
30
ST
-8
Brk 3
N/A
N/A
N/A
40
DRY
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-5
Brk 3
ST
-5
MAX
B737-800SFP 27B1
Winglets
LDA
(m)
WET
Weight
(T)
B737-800/W 24K
LDA
(m)
Critical
OAT (C)
Flaps
B737-700/W 22K
LDA
(m)
WET
DRY
Critical
OAT (C)
38
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-10
Brk 3
ST
-8
MAX
Critical
OAT (C)
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-31
INFORMAES OPERACIONAIS
Observar os seguintes procedimentos:
a) Qualificao de tripulante tcnico- o cmte. dever se certificar da devida habilitao do copiloto, antes de
iniciar uma programao que envolva operao SDU;
b) Qualificao da aeronave - apesar de todas as aeronaves (700 e 300) estarem qualificadas para a
operao, a tripulao tcnica dever se certificar que no exista nenhum item inoperante ( em ACR ou que ocorra na
etapa) que impea a operao em SDU.
Os itens MEL que oferecem restries operacionais para o SDU so acompanhados da seguinte frase no manual (
MEL/CDL): Required for Santos Dumont airport special operations.
c) GPS - confirmar aeronave equipada com GPS quando SDU operando com mnimos meteorolgicos
para tal operao.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-32
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-33
INFORMAES DE PERFORMANCE
A operao no Aeroporto Santos Dumont deve atender aos requisitos para operao especial descritos no MGO e a
Normatizao Operacional do Aeroporto Santos Dumont.
Em acrscimo s normas acima citadas e s comunicaes feitas por operaes, observar:
POUSO
a) Decolagem / Pouso com Tail Wind decompor o vento informado para obter a componente;
b) Pouso: subtrair 1200kg (B700) e 1000kg (B300) do peso max. de pouso para cada 1 kt desse componente.
c) Para pouso com TailWind: definir o limite para pouso; a 100ft, verificar o vento indicado no FMC.
d) Caso componente esteja superior ao definido (mais restritivo:TWR ou FMS), arremeter.
B737-700/W 22K
Airport
DRY
RWY
LDA
(m)
Flaps
Weight
(T)
02L/20R
1260
40
Auto
Brake
Weight
(T)
50,8
MAX
54,0
SBRJ
02R/20L
1323
40
B737-300 22K
Airport
SBRJ
RWY
LDA
(m)
Flaps
02L/20R
1260
40
02R/20L
1323
40
WET
Max TW
(kts)
MAX
DRY
Auto
Max
Weight
Brak
TW
(T)
e
(kts)
46,20
0
MAX
(Max 5
48,70
Kts)- MAX
1000
Kg/kt
Critical
OAT
(C)
Max TW
(kts)
Auto
Brake
50,8
MAX
40
54,0
MAX
40
WET
Critical
OAT (C)
Weight
(T)
Max TW
(kts)
AutoBr
ake
46,20
MAX
40
48,70
(Max -5
Kts)-1000
Kg/kt
MAX
40
DECOLAGEM
Est autorizado o uso de potncia reduzida para a decolagem.
Proibido Rolling Take-Off.
Tcnica para a decolagem: com freio manual aplicado, levar a potncia at 70% de N1; soltar o freio com
suavidade e completar a potncia at o valor previsto.
LIMITES: 5 kt tailwind para RWY 20L / 02 R ; 0kt para RWY 20 R/ 02L
B 737-700 - decolagens das pistas 20 ou 02, devero sempre ser efetuadas com flap 15 ou 25.
Se o peso permitir, preferncia ao Flap 15 em funo de melhor performance no 2 segmento.
B 737-300 As decolagens das pistas 20 ou 02, devero sempre ser efetuadas com flap 15
Decolagem RWY 20: HDG BUG selecionado na proa 155; Bank Angle Selector em 15
Decolagem RWY 20: efetuar curva a 200ft, com inclinao mxima de 15, para a proa 155.
Decolagem RWY 02: efetuar a curva de modo a evitar sobrevo da Ponte Rio - Niteri.
Decolagem RWY 02: Em caso de falha de motor aps decolagem, recomenda-se cumprir o procedimento
descrito para aquela pista no item - Arremetidas.
CLIMB 1 poder ser pr-selecionado no FMC antes da decolagem.
O fixo ISLA dever ser plotado para todas as operaes da Rwy 20
- proibida a decolagem do RJ:
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-34
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-35
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-36
TRAFEGO VISUAL
O trfego visual em RJ dever ser efetuado conforme carta de aproximao visual publicada pelo DECEA,
observando pattern estabelecido pela GOL:
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-37
Caso ocorra uma perda de potncia na perna do vento, o motor remanescente dever ser acelerado at a potncia de Go-Around,
o Flap selecionado p/ 15 unidades e o trem de pouso recolhido. A Aeronave dever ser acelerada at a velocidade de manobra p/
Flap 15 e, mantendo-se esta velocidade, dever ser iniciada uma curva esquerda p/ a interceptao do QDM 016 de PP
independente da posio na perna do vento . Uma vez na proa 016, o Flap dever ser recolhido p/ 01, acelerando a aeronave p/ a
velocidade VREF 15 + 5, completando o procedimento de arremetida monomotor.
Sintonizar PP nos ADFs e PCX no VOR -STBY ao entrar no trfego .
NOTA - Os call-outs e procedimentos de Go-around estabelecidos no SOP
devem ser observados.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-38
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-39
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
DRY
WET
Critical OAT
(C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
1900
40
ST
-5
MAX
ST
MAX
40
2000
40
ST
-5
Brk 3
ST
MAX
40
RWY
LDA
(m)
18
36
SBRP
B737-700/W 22K
Airport
DRY
WET
Critical
OAT (C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
1900
40
ST
-5
Brk 3
ST
MAX
40
2000
40
ST
-5
Brk 3
ST
MAX
40
RWY
LDA
(m)
18
36
SBRP
B737-800/W 24K
Airport
DRY
RWY
LDA
(m)
Flaps
18
1900
40
36
2000
40
SBRP
Weight
(T)
61.9
(PCN)
61.9
(PCN)
B737-800SFP 27B1
Winglets
Airport
WET
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
-5
MAX
N/A
N/A
N/A
34
-5
MAX
N/A
N/A
N/A
34
DRY
RWY
LDA
(m)
Flaps
18
1900
40
36
2000
40
SBRP
Weight
(T)
61.9
(PCN)
61.9
(PCN)
Critical
OAT (C)
Max
TW
(kts)
WET
Critical
OAT (C)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
-5
MAX
N/A
N/A
N/A
40
-8
Brk 3
N/A
N/A
N/A
40
- considerar o vento de cauda mais restritivo: observado a 100 ft no FMS ou informado pela TWR.
DECOLAGEM:
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-40
SBSP - CONGONHAS
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE.
- exceto aos co-pilotos homologados na operao SDU realizando operao ponte area, quando a critrio do
comandante, nas pistas 17R/35L (principal) em condies normais e pista seca podero ser autorizados a efetuar a
decolagem e o pouso;
- A operao em CGH requer a confeco de dois (2) Takeoff Data Card:
- um para a pista principal, outro para a pista auxiliar (desde que o peso permita tal operao).
- Caso os valores de peso estejam acima do mximo permitido para a operao na pista auxiliar, o co-piloto
enfatizar esta informao no briefing pr-vo confeccionando apenas um Takeoff Data Card. recomendado o
uso de flap 10 (B737-700) e flap 15 (B737-300) para a decolagem da pista auxiliar. Em condies limitantes, o uso
de outro flap deve ser analisado para permitir a operao.
- Para a operao de pouso, os valores para a pista auxiliar, se possvel, podero ser includos entre parnteses no
Landing Data da pista Principal. O PF dever incluir no seu Descent Approach Briefing a condio ou no de pouso
na pista auxiliar.
Colocar sempre os limitantes para as duas condies: DRY e WET.
- SIDE STEP: mnimos para aproximao side step so os mesmos dos procedimentos de no preciso.
- Para pouso utilizando o procedimento side step, este deve ser iniciado em condies visuais com as pistas, at a
altitude mnima de descida do procedimento de no preciso e de modo a ter a aeronave estabilizada na final para
pouso a 500 ft acima do campo (SAFETY WINDOW).
- Lembrar que se estiver fazendo o procedimento ILS para a pista 17R/35L, ao atingir condies visuais, tirar a
freqncia do ILS e rearmar os FDs para prosseguir para a pista auxiliar.
- Para melhor coordenao com os rgos de controle, informar:
-Quando solicitar autorizao para push-back possibilidade ou no de operao na auxiliar.
-Quando em aproximao para pouso, no primeiro contato com o APP, possibilidade ou no de operao na auxiliar.
- Estacionamento nas posies 01 a 08 ateno especial quando o ptio estiver molhado, visto que, nessas posies,
as aeronaves podem se deslocar para frente, devido ao piso irregular.
-Pouso na pista 35 = passar DIADEMA j configurado com flap 40.
-Pista auxiliar (17L, 35R) = Todas as decolagens dessas pistas devero ser com potncia mxima. Proibido o uso de
temperatura assumida para decolagens da pista auxiliar de Congonhas.
- aps o pouso a desacelerao final no deve ser deixada para o ltimo tero da pista. neste trecho, deve-se estar
com velocidade no maior do que a de txi (todas as pistas).
- no pousar sob chuva moderada ou forte.
- cancelada a utilizao de tankering nos vos de e para SBSP.
- proibido o pouso com reversor inoperante e pista molhada, independente do tipo de aeronave.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-41
- recomendamos que nas etapas de e para So Paulo (Congonhas) seja utilizado combustvel mnimo requerido.
INFORMAES DE PERFORMANCE
POUSO
B737-300 22K
Airport
SBSP
DRY
WET
Critical
OAT
(C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
1435
40
49,7
MAX
42,4
MAX
40
17R
1813
40
ST
-5
MAX
ST
MAX
40
35L
1880
40
ST
-5
MAX
ST
MAX
40
RWY
LDA
(m)
17L/35R
SBSP
DRY
WET
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
Critical
OAT
(C)
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
17L/35R
1435
40
55,3
MAX
46,3
MAX
39
17R
1813
40
ST
-5
MAX
ST
MAX
39
35L
1880
40
ST
-5
MAX
ST
MAX
39
DRY
WET
Critical
OAT (C)
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
17R
1813
40
ST
-1
MAX
57.5
MAX
30
35L
1880
40
ST
-4
MAX
57.5
MAX
30
SBSP
Airport
DRY
WET
Critical
OAT
(C)
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
17R
1813
40
ST
-1
MAX
61.0
MAX
40
35L
1880
40
ST
-4
MAX
61.0
MAX
40
SBSP
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-42
DECOLAGEM
Pista molhada;
- B737 300/700 peso mximo de decolagem para pista molhada diminudo de 2.000 kgs: mtogw = mtogw wet 2.000 kgs;
- B737/300 -, utilizao de N1 mximo em todas as decolagens com pista molhada.
- B737-300 17L/35R auxiliar proibida decolagem com a pista auxiliar molhada
- B737-800 / W 24K peso mximo de decolagem limitado a 57.500 kgs.
- B737/800 / W 24K - proibida a operao na pista auxiliar
- B737-800 SFP peso mximo de decolagem limitado a 62.500 Kgs.
- B737/800 SFP - proibida a operao na pista auxiliar
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-43
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-44
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
SBSR
07/25
1640
DRY
Flaps
Weight
(T)
40
ST
B737-700/W 22K
Airport
RWY
LDA
(m)
SBSR
07/25
1640
WET
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
MAX
50,50
MAX
DRY
Critical
OAT (C)
40
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
MAX
56,1
MAX
Critical
OAT (C)
40
- considerar o vento de cauda mais restritivo: observado a 100 ft no FMS ou informado pela Rdio.
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-45
SBUL - UBERLANDIA
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE.
- no efetuar abastecimento econmico (fuel tankering) nos vos de/para SBUL;
- proibido pouso sob chuva forte;
- de acordo com reportes de tripulantes, h empoamento de gua na pista quando molhada;
- observar pista Araguari SNAG a 15 milhas, na radial 025 de Uberlndia, mesma direo SBUL.
- acionamento dos motores - s podero ser acionados na faixa de rolagem, aps a manobra de push-back.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-46
INFORMAES DE PERFORMANCE
POUSO
B737-300 22K
Airport
RWY
LDA
(m)
SBUL
04/22
1950
DRY
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-5
MAX
ST
MAX
B737-700/W 22K
DRY
WET
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
Brk 3
ST
MAX
Airport
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
SBUL
04/22
1950
40
ST
-5
B737-800/W 24K
Airport
RWY
LDA
(m)
SBUL
04/22
1950
DRY
Airport
RWY
LDA
(m)
SBUL
04/22
1950
40
Critical
OAT
(C)
38
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
64,4
MAX
63,1
MAX
B737-800SFP 27B1
Winglets
Critical
OAT (C)
DRY
Critical
OAT (C)
28
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
64.4
(PCN)
-5
MAX
64.4
(PCN)
MAX
Critical
OAT (C)
40
- considerar o vento de cauda mais restritivo: observado a 100 ft no FMS ou informado pela
Rdio.
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-47
SBVT - VITRIA
ALTO RISCO DE CFIT
- SID Exceto quando sob vetorao radar, manter perfil da subida at MSA IMC/VMC. Aps, em coordenao
com APP, poder aproar fixo da awy.
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE.
- no efetuar abastecimento econmico (fuel tankering) nos vos de/para sbvt;
RWY 23
- Decolagem: iniciar curva a esquerda a 200 ft com bank angle selecionado em 15.
- Pouso: Informaes de pista escorregadia para o ltimo tero.
RWY 05
- Trfego proveniente do setor Sul, observar restrio de altitude a 10 NM: manter no mnimo FL 050 at 10 DME,
mesmo VMC, a fim de evitar acionamento do EGPWS.
- Aps, se circuito visual, com referncias visuais seguras e coordenao com rgo de controle, descer para a
altitude de trfego, adaptando-se ao perfil anexo.
- proibida a execuo do procedimento RNAV (GPS) da RWY 05 at segunda ordem. as cartas referentes a este
procedimento sero retiradas das aeronaves.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-48
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-49
INFORMAES DE PERFORMANCE
POUSO
B737-300 22K
Airport
DRY
WET
Critical OAT
(C)
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
05
1750
40
ST
MAX
ST
MAX
40
23
1750
40
ST
-5
MAX
ST
MAX
40
SBVT
B737-700/W 22K
Airport
DRY
WET
Critical
OAT (C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
1750
40
ST
MAX
ST
MAX
40
1750
40
ST
-5
MAX
ST
MAX
40
RWY
LDA
(m)
05
23
SBVT
B737-800/W 24K
Airport
DRY
WET
Critical
OAT (C)
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
05
1750
40
ST
MAX
60,9
MAX
40
23
1750
40
ST
-3
MAX
60,9
MAX
40
SBVT
B737-800SFP 27B1
Winglets
Airport
DRY
WET
Critical
OAT (C)
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
1750
40
ST
MAX
ST
MAX
40
1750
40
ST
-3
MAX
ST
MAX
40
RWY
LDA
(m)
05
23
SBVT
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-50
SNVB VALENA
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE.
- Inserir no FMC o aeroporto de Valena, pelas coordenadas;
- Operao sob regras de vo visuais. No h procedimento IFR. No h Torre de Controle ou Rdio no aerdromo;
- Observar freqncia aviao geral na rea de Valena e Morro de So Paulo (pista no litoral, prxima a Valena):
123.45;
- Descida com ACC Recife. O Plano de Vo IFR deve ser cancelado com o ACC REC, quando em condies VMC
e em contato visual com a pista.
Obs.: O nvel mnimo na FIR REC do setor o FL 080.
- Se perder contato com ACC REC solicite ponte com APP SV (119.35/119.8).
- Na descida informe ao ACC REC a hora estimada de decolagem e verifique se o ACC REC pode fornecer um
Cdigo Transponder Inicial para a decolagem.
- Na seqncia contatar APP SV (119.35/119.8). Mesmo fora da TMA, APP SV informa sobre condies e trfegos
na regio;
- Limite de velocidade = manter 210 Kt abaixo do FL 100;
- Vento predominante para a pista 04;
- Observar presena de urubus nas proximidades do aerdromo;
- rea de giro (obrigatrio) nas cabeceiras;
- Ateno ao Ptio. H sinalizador, porm o estacionamento feito fora de faixas;
- Decolagem VFR. Manter VFR at contato com o ACC Recife (133.25/ 125.45). Subir at FL 085 e manter at
autorizao do Centro.
- Entre o FL 085 e FL 145 h um espao areo classe D (Delta). Para voar neste espao, somente com autorizao do
ACC RF. Se no conseguir contato com o ACC REC solicite ponte atravs do APP SV (119.35/119.8);
- Telefones do ACC REC: (81) 2129.8388/ 3462.2742
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-51
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
SNVB
04/22
1800
DRY
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-5
MAX
ST
MAX
B737-700/W 22K
LDA
Airport RWY
(m)
SNVB
04/22
DRY
Flaps
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-5
Brk 3
ST
MAX
B737-800/W 24K
Airport
RWY
SNVB
04/22
1800
DRY
Airport
RWY
LDA
(m)
SNVB
04/22
1800
40
Critical
OAT (C)
40
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
MAX
62.6
MAX
B737-800SFP 27B1
Winglets
Critical
OAT (C)
WET
Weight
(T)
1800
LDA
(m)
WET
DRY
Critical
OAT (C)
40
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
MAX
ST
MAX
Critical
OAT (C)
40
DECOLAGEM: NIL
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-52
SBCH CHAPEC
ALTO RISCO DE CFIT
- SID Manter perfil da subida at MSA IMC/VMC. Aps, em coordenao com APP, poder aproar fixo da
AWY.
INFORMAES OPERACIONAIS
- Perodo noturno e/ou IMC = obrigatrio efetuar o procedimento IFR para pouso.
- Procedimentos para pouso IFR apenas para a RWY 11;
- Pouso RWY 29 S VFR DIURNO (1500 ps VIS 5000 m) compulsrio trfego pela esquerda;
- Cabeceira RWY 29 deslocada, proibido utilizar a rea deslocada para pouso e decolagem (NO
CONSIDERADA COMO PISTA);
- Manobra de 180 obrigatrio nas reas de giro das cabeceiras;
- Ateno elevaes setores Norte/ Nordeste do campo;
- Ateno elevaes a direita na aproximao final RW 29 (2898 ps);
- Ateno taxiway para o ptio de estacionamento estreita;
- No existem marcaes no ptio para estacionamento, parada a 45;
- Ateno s limitaes de espao no ptio de estacionamento, quando houver duas aeronaves no ptio a sada dever
ocorrer com push-back;
- No efetuar abastecimento econmico (fuel tankering) nos vos de/para SBCH;
- Decolagem da RWY 11 manter a proa e referncias visuais at o cruzamento da altitude de 3600 ft antes de
executar curvas, conforme a SID de SBCH.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-53
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
DRY
LDA
(m)
Flaps
Weight
(T)
2063
40
ST
Max
TW
(kts)
Auto
Brake
-5
Brk 3
11
SBCH
Airport RWY
LDA
(m)
Flaps
Weight
(T)
2063
40
ST
B737-800/W 24K
MAX
MAX
Critical
OAT (C)
40
Auto
Brake
-5
Brk 3
Weight
(T)
Max
TW
(kts)
Auto
Brake
-5
MAX
MAX
Critical
OAT (C)
ST
Brk 3
DRY
Airport
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
SBCH
11/29
2063
40
ST
B737-800SFP 27B1
Winglets
Auto
Brake
WET
Max
TW
(kts)
29
Max
TW
(kts)
Brk 3
DRY
11
SBCH
Weight
(T)
ST
29
B737-700/W 22K
WET
40
WET
Auto
Brake
MAX
Weight
(T)
Max
TW
(kts)
Auto
Brake
ST
MAX
DRY
WET
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
MAX
61.9
(PCN)
MAX
Airport
RWY
LDA
(m)
Flaps
Weight
(T)
Max
TW
(kts)
SBCH
11/29
2063
40
61.9
(PCN)
-8
Critical
OAT (C)
32
Critical
OAT
(C)
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-54
SBGO GOINIA
INFORMAES OPERACIONAIS
O controle ANPOLIS tem encurtado a vetorao radar para a aproximao em Goinia, o que s vezes tem
gerado aproximaes desestabilizadas.
Recomendamos o seguinte:
IMC - Nas chegadas sob vetorao radar e condies meteorolgicas por instrumentos, ajustar-se para interceptar a
final do procedimento IFR configurado para o pouso, utilizando a referncia do VDP evitando-se uma aproximao
desestabilizada.
VMC - Nas chegadas visuais planejar-se para atingir 12NM do VOR com velocidade no superior de FLAP UP
e a 5000ft, esperando vetor para reta final da pista em uso.
Nas aproximaes visuais conduzidas sem orientao do radar de ANPOLIS, caso verifique que no tem condies
de interceptar direto a final da pista em uso e efetuar uma aproximao estabilizada, execute o circuito de trfego
padro.
Observar aeronaves sem rdio no Aerdromo Nacional de Aviao, na radial 290, distncia 7.5 NM de SBGO.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-55
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
SBGO
14/32
2200
DRY
Airport
RWY
SBGO
14/32
2200
Flaps
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-5
Brk 3
ST
-5
MAX
40
30
ST
-5
Brk 3
N/A
N/A
N/A
40
DRY
Airport
RWY
SBGO
14/32
2200
Airport
RWY
SBGO
14/32
2200
Critical
OAT (C)
Flaps
Max
TW
(kts)
Auto
Brake
Weigh
t (T)
Max
TW
(kts)
Auto
Brake
40
ST
-5
Brk 3
ST
-5
MAX
40
30
ST
-5
Brk 3
N/A
N/A
N/A
40
DRY
WET
Flaps
Weigh
t (T)
Max
TW
(kts)
Auto
Brake
Weigh
t (T)
Max
TW
(kts)
Auto
Brake
40
61.9
PCN
-5
Brk 3
61.9
PCN
-5
MAX
B737-800SFP 27B1
Winglets
LDA
(m)
WET
Weigh
t (T)
B737-800 / W 24K
LDA
(m)
Critical
OAT (C)
Weight
(T)
B737-700/W 22K
LDA
(m)
WET
DRY
Critical
OAT (C)
31
WET
Flaps
Weigh
t (T)
Max
TW
(kts)
Auto
Brake
Weigh
t (T)
Max
TW
(kts)
Auto
Brake
40
61.9
(PCN)
-8
Brk 3
61.9
(PCN)
-5
MAX
Critical
OAT (C)
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-56
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-57
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
SBPS
10/28
2000
DRY
WET
Flaps
Weight
(T)
Max
TW
(kts)
Auto
Brake
Weight
(T)
Max
TW
(kts)
Auto
Brake
40
ST
-5
Brk 3
ST
MAX
B737-700/W 22K
DRY
RWY
LDA
(m)
Flaps
Weigh
t (T)
Max
TW
(kts)
Auto
Brake
Weigh
t (T)
Max
TW
(kts)
Auto
Brake
SBPS
10/28
2000
40
ST
-5
Brk 3
ST
MAX
Airport
RWY
LDA
(m)
SBPS
10/28
2000
DRY
Airport
RWY
LDA
(m)
SBPS
10/28
2000
Critical
OAT (C)
40
WET
Flaps
Weigh
t (T)
Max
TW
(kts)
Auto
Brake
Weigh
t (T)
Max
TW
(kts)
Auto
Brake
40
ST
-5
MAX
ST
MAX
B737-800SFP 27B1
Winglets
40
WET
Airport
B737-800 / W 24K
Critical
OAT (C)
DRY
Critical
OAT (C)
40
WET
Flaps
Weigh
t (T)
Max
TW
(kts)
Auto
Brake
Weigh
t (T)
Max
TW
(kts)
Auto
Brake
40
ST
-8
Brk 3
ST
-5
MAX
Critical
OAT (C)
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-58
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-59
O piloto em comando (C.M.) do vo dever obrigatoriamente ocupar um dos postos de pilotagem em todos os
pousos e decolagens.
TAXI
O txi com baixa visibilidade (teto e visibilidade abaixo dos mnimos CAT I) dever obrigatoriamente ser
conduzido com o auxlio do FOLLOW-ME CAR. Em caso de indisponibilidade do mesmo, contatar o Piloto
Coordenador Operacional, para definio do procedimento.
DECOLAGEM DE SANTIAGO ABAIXO DOS MNIMOS ILS CAT I e TAXI COM BAIXA
VISIBILIDADE dever ser consultado o manual SOP Cap. 10 ROTAS ESPECIAIS INTERNACIONAIS
ANEXO I.
DECOLAGEM
Cumprir rigorosamente as subidas observando as altitudes mnimas previstas nas SIDs em condies IMC ou VMC.
Temos relatos de mudanas bruscas de vento (direo e intensidade). Tal fato aumenta a GS (ground speed)
impedindo que o nvel mnimo das subidas seja atingido dentro das distncias previstas.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-60
ATENO:
SIDs para o SETOR SUL com cruzamento da cordilheira, observar nvel mnimo das SIDs antes de curvar
para proa da aerovia.
Caso no atinja os nveis mnimos previstos, manter proa at atingi-los, limitado a 40NM do VOR AMB
(Santiago), e s aps curvar para a proa de interceptao da aerovia conforme previsto na SID.
Procedimentos de contingncia
O BRIEFING DE DECOLAGEM e o CLIMB BRIEFING DO CRUZAMENTO DA CORDILHEIRA devero ser
feitos antes da decolagem, prevendo os procedimentos de contingncia para perda de motor e despressurizao (SOP
- Cap. 10 - Rotas Especiais Internacionais Anexo 01).
APROXIMAO
Manter compulsoriamente o perfil lateral e vertical da STAR.
O controle poder autorizar GOL ...... direct to.....clear STAR....., descent to FL.... and intercept ILS RWY 17L/R,
est instruo no descarta as altitudes mnimas da STAR, nem o perfil lateral que dever ser rigorosamente
obedecido.
ATENO: Durante a execuo da STAR, devido ao relevo todos os desvios laterais de formaes meteorolgicas
e ou turbulncia orogrfica devero ser efetuados em acordo com o controle de aproximao radar.
Observar VELOCIDADES, ALTITUDES NA STAR e as recomendaes do SOP Cap. 10 Rotas Especiais
Internacionais ANEXO I. Aproximao com acentuados gradientes de descida.
Independentemente das condies (IMC ou VMC), executar procedimento IFR de aproximao, de acordo com a
IAL autorizada, seguindo rigorosamente o perfil. O "Pattern" de Flap determinado no SOP compulsrio.
PROIBIDO O CANCELAMENTO DO PLANO IFR. APROXIMAO VISUAL QUANDO SUGERIDO PELO
CONTROLE, PODER SER EXECUTADO SOB VETORAO RADAR PARA O TRFEGO VISUAL (TMA
CLASSE A).
Utilizar "EFIS CONTROL PANEL - FUNO TERRAIN" no painel do PM quando o recurso estiver disponvel.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-61
Durante a aproximao em condies visuais manter o alinhamento pelas indicaes dos instrumentos (ILS/VOR)
para no confundir as duas pistas paralelas e uma estrada direita prxima RWY17R.
J houve casos de aeronaves internacionais alinharem para esta estrada.
Aps o pouso a aeronave ser orientada a ocupar um dos Gates na ala internacional que vai do nmero 10 at o 19.
Eventualmente podero ser utilizados os Gates 20/21/22.
MISSED APPROACH
As arremetidas IFR devero ser executadas conforme perfil estabelecido na carta.
Caso a arremetida seja efetuada em condies VMC, aps atingir 5000ft no perfil da carta de arremetida, as
aeronaves sero orientadas a curvar esquerda sob vetorao radar para interceptar o circuito visual mantendo
5000ft.
Outra possibilidade ser circular pela direita sob vetorao radar mantendo no mnimo 5000ft e velocidade restrita
IAS MAX 200Kts, uma vez que existem obstculos neste setor (W) at 3nm da pista. Aps esta distncia o nvel
mnimo ser o FL095 e os obstculos esto distantes 7nm do eixo da pista. Este procedimento considerado uma
operao crtica, uma vez que a separao lateral do eixo da pista ser de aproximadamente 2nm e a 5000ft. Assim
sendo o controle no permite velocidades acima de 200Kts.
A Gol recomenda manter velocidade de Flaps Up ao atingir 5000ft. Aps, manter as velocidades previstas
para o trfego visual. A aeronave dever estar configurada para pouso antes de receber o vetor para
interceptar a aproximao final.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-62
INFORMAES DE PERFORMANCE.
POUSO:
B737-300 22K
Airport
RWY
17L
SCEL
(SANTIAGO)
17R/35L
35R
DRY
LDA
(m)
Flaps
Weight
(T)
RWY
17L
SCEL
(SANTIAGO)
17R/35L
35R
SCEL
(Santiago do
Chile)
RWY
Max
Auto
TW
Brake
(kts)
Critical
OAT
(C)
40
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
40
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
40
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
3800
3200
LDA
(m)
DRY
WET
Max
Max
Auto Weight
Auto
Weight
TW
TW
Flaps
Brake
(T)
Brake
(T)
(kts)
(kts)
Critical
OAT
(C)
40
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
40
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
40
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
3750
3800
3200
B737-800/W 24K
Airport
Max
Auto Weight
TW
Brake
(T)
(kts)
3750
B737-700/W 22K
Airport
WET
LDA
(m)
DRY
WET
Max
Max
Auto
Auto Weight
Weight
TW
TW
Flaps
Brake
Brake
(T)
(T)
(kts)
(kts)
Critical
OAT
(C)
17L
3750
40
ST
-10
Brk 3
ST
-10
Brk 3
35
17R/35L
3800
40
ST
-10
Brk 3
ST
-10
Brk 3
35
35R
3200
40
ST
-10
Brk 3
ST
-10
Brk 3
35
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-63
SCEL
(Santiago do
Chile)
RWY
LDA
(m)
DRY
WET
Max
Max
Auto
Auto Weight
Weight
TW
TW
Flaps
Brake
Brake
(T)
(T)
(kts)
(kts)
Critical
OAT
(C)
17L
3750
40
ST
-10
Brk 3
ST
-10
Brk 3
40
17R/35L
3800
40
ST
-10
Brk 3
ST
-10
Brk 3
40
35R
3200
40
ST
-10
Brk 3
ST
-10
Brk 3
40
DECOLAGEM: NIL
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-64
INFORMAES OPERACIONAIS
OPERAO EXCLUSIVA DO COMANDANTE
- GPU E LPU NO DISPONIVEIS
- Para operao obrigatrio aeronave com APU DISPONIVEL e manter APU ON na etapa FOR/JDO.
- Manter APU ON durante o pernoite em JDO e aps a decolagem at FL 100.
- No efetuar abastecimento econmico (fuel tankering) nos vos de/para SBJU.
TXI
- Obrigatria operao com push-back para a sada do ptio.
DECOLAGEM
- No h subida por instrumentos publicada, observar obstculos no setor NW de 2055ft, esttua do padre Ccero.
Aps a decolagem se no obtiver outra autorizao dever efetuar o procedimento de subida conforme ICA 100-12
(item 7.16.1.2) abaixo:
- tomar um rumo que no interfira com o procedimento executado por outra aeronave que estiver realizando o
procedimento de aproximao por instrumento;
- efetuar a subida, evitando obstculos, por um tempo suficiente que lhe permita penetrar na aerovia no nvel
autorizado; e
- transmitir na freqncia da estao de telecomunicao aeronutica local, durante a subida, as altitudes ou nveis
que for atingindo.
APROXIMAO
- No h luzes de rampa de aproximao (VASI ou PAPI).
- Nas aproximaes NDB para ambas as pistas so previstas circling approach. Conforme o padro GOL,
dever manter os mnimos de teto 1500 ft e visibilidade 5000 m para ambas as pistas 13/31.
- Devido s elevaes prximas ao aerdromo os circling approaches so efetuados pelo setor sudoeste (SW)
da pista.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
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SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-66
INFORMAES DE PERFORMANCE
POUSO:
B737-300 22K
Airport
RWY
LDA
(m)
13
DRY
Flaps
40
1800
SBJU
31
40
Weight
(T)
49.8
(PCN)
49.8
(PCN)
B737-700/W 22K
Airport
RWY
LDA
(m)
13
31
Max
TW
(kts)
Auto
Brake
-5
MAX
-5
MAX
Weight
(T)
49,40
(PCN)
49,40
(PCN)
DRY
Flaps
40
1800
SBJU
WET
40
Weight
(T)
56.6
(PCN)
56.6
(PCN)
Critical
OAT (C)
Max
TW
(kts)
Auto
Brake
MAX
40
MAX
40
WET
Max
TW
(kts)
Auto
Brake
-5
MAX
-5
MAX
Weight
(T)
56.6
(PCN)
56.6
(PCN)
Critical
OAT (C)
Max
TW
(kts)
Auto
Brake
MAX
40
MAX
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL)
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-67
SPIM LIMA
ALTO RISCO DE CFIT
ATENO MSA dos SETORES NE, E e SE: 16.000 ft.
LER O SOP - ROTAS ESPECIAIS INTERNACIONAIS (ANEXO II LIMA) ESTA FOLHA NO
SUBSTITUI AS INFORMAES DO MANUAL.
O BRIEFING DE DECOLAGEM e o CLIMB BRIEFING DO CRUZAMENTO DA CORDILHEIRA devero ser
feitos antes da decolagem, prevendo os procedimentos de contingncia para perda de motor e despressurizao.
Durante o cruzamento da cordilheira os pilotos devero manter as folhas de contingncias de despressurizao e
falha de motor do SOP - ROTAS ESPECIAIS INTERNACIONAIS (ANEXO II - LIMA) abertas com fcil
acesso para consulta em caso de necessidade.
INFORMAES OPERACIONAIS
O piloto em comando (C.M.) do vo dever obrigatoriamente ocupar um dos postos de pilotagem em todos os
pousos e decolagens.
TAXI
Os vos internacionais sero alocados nos Fingers por ordem de chegada, desde que a variao no horrio previsto
no seja superior ou inferior a 15 minutos.
Em caso de indisponibilidade, sero utilizadas as posies remotas mais prximas do terminal.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
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DECOLAGEM
Cumprir rigorosamente as subidas observando as altitudes mnimas previstas nas SIDs em condies IMC ou VMC.
At as 03h00min UTC a pista utilizada ser em acordo com o vento. Aps este horrio, para evitar o sobrevo da
cidade, a RWY 33 ser utilizada para decolagem com vento de cauda de at 10 Kts. A troca da RWY 33 para RWY
15 s ser efetuada quando o vento de cauda for superior a 10 Kts.
ATENO:
Procedimentos de contingncia
O BRIEFING DE DECOLAGEM e o CLIMB BRIEFING DO CRUZAMENTO DA CORDILHEIRA devero ser
feitos antes da decolagem, prevendo os procedimentos de contingncia para perda de motor e despressurizao (SOP
- Cap. 10 - Rotas Especiais Internacionais Anexo II - LIMA).
APROXIMAO
Observar VELOCIDADES, ALTITUDES NA STAR e as recomendaes do SOP Cap. 10 Rotas Especiais
Internacionais ANEXO II.
Independentemente das condies (IMC ou VMC), executar procedimento IFR de aproximao, de acordo com a
IAL autorizada, seguindo rigorosamente o perfil. O "Pattern" de Flap determinado no SOP compulsrio.
Utilizar "EFIS CONTROL PANEL - FUNO TERRAIN" no painel do PM quando o recurso estiver disponvel.
A aproximao em LIMA ser predominantemente para a RWY 15. A troca da RWY 15 para RWY 33, s ser
efetuada quando o vento de cauda for superior a 10 Kts.
O servio RADAR ser de vigilncia devido deficincia nas comunicaes. A aproximao para os trfegos
provenientes do setor Sul, ser na maioria das vezes via fixo APRON, mantendo no mnimo o FL 080. Aps,
prosseguir direto para o VOR de LIMA LIM para efetuar o procedimento VOR DME-ILS*
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
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* Observar a restrio de velocidade na curva base do procedimento (IAS MAX 185 Kts).
No setor da aproximao final, RWY 15, h uma pequena elevao a 250 ft de altura (Cerro de la Regla) distante 0.6
nm da cabeceira, e 0.5 nm a esquerda do alinhamento.
MISSED APPROACH
As arremetidas IFR devero ser executadas conforme perfil estabelecido na carta.
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
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INFORMAES DE PERFORMANCE.
POUSO:
B737-300 22K
Airport
SPIM
LIMA
RWY
15/33
DRY
LDA
(m)
Weight
Flaps
(T)
Airport
RWY
LDA
(m)
SPIM
LIMA
15/33
3507
Airport
RWY
LDA
(m)
SPIM
LIMA
15/33
3507
15/33
Critical
OAT
(C)
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
DRY
LDA
(m)
WET
Max
Max
Auto
Weight
Auto Weight
Flaps
TW
TW
Brake
(T)
Brake
(T)
(kts)
(kts)
Critical
OAT
(C)
40
ST
-10
Brk 3
ST
-10
Brk 3
40
30
ST
-10
Brk 3
N/A
N/A
N/A
40
DRY
WET
Max
Max
Auto Weight
Auto
Weight
TW
TW
Flaps
Brake
(T)
Brake
(T)
(kts)
(kts)
40
ST
SPIM
LIMA
Max
Auto
TW
Brake
(kts)
40
B737-800/W 24K
RWY
Max
Auto Weight
TW
Brake
(T)
(kts)
3507
B737-700/W 22K
Airport
WET
-10
Brk 3
ST
DRY
-10
Brk 3
WET
Max
Max
Auto Weight
Auto
Weight
TW
TW
Flaps
Brake
(T)
Brake
(T)
(kts)
(kts)
3507
40
ST
-10
Brk 3
ST
-10
Critical
OAT
(C)
40
Critical
OAT
(C)
Brk 3
40
DECOLAGEM: NIL
LER NOTAMs GOL (ESTA FOLHA NO SUBSTITUI NOTAMs GOL).
SAOOO
Elaborao:SAOOZ
Reviso18
10/01/2007
9-71