The Boeing 737-345 Simulator Checkride Survival Manual

THIS DOCUMENT IS NOT (BY ANY CONCEIVABLE INTERPRETATION) INTENDED, MEANT, OR PLANNED TO

BE CONSTRUED TO REPRESENT OR BE IN ANY MANNER A SUBSTITUTE FOR APPROPRIATE OFFICIAL MATERIALS.

The OBLIGATORY (and certainly boring)DISCLAIMER

t should be intuitively obvious to all concerned that I would never intentionally put anything in a document like this that I didn't believe was absolutely righteous. Everything in here is the Gospel Truth to the best of my reckoning.

. . . but, of course, it goes without saying, that the final word on any of this stuff is the appropriate FAA source material, Boeing Aircraft Company manuals, and/or any one of the prodigious number of official company publications.

NOTE: This book is written solely by me and DOES NOT represent the “official” word for any specific airline. My wife and I work very hard in putting this together and marketing it. Sometimes we make boo-boos. We work in the dark shadows and alleyways of the real world, creating the manual from obscure and sometimes inappropriate material. It is a one man pirate show.I have, of course, used UAL as my model and have referenced their materials when I thought I could get away with it, but I DO NOT represent UAL by any stretch of the imagination.

THIS IS NOT OFFICIAL STUFF FOR ANYBODY OR ANY AIRLINE.Some of you guys seem to think that I am writing this with the consent, approval, and co-operation of the airline training people ... NOT SO! It is a senseless pursuit when you get all over me for not having "the latest word" at your particular airline. A better approach for you would be to help out this program and drop me a note about the tid-bits and secrets that you come across so we can share them with the other guys.The Training Center people actually do NOT particularly like this kind of material and sorta wish it would go away. It is a lot like a bad "marriage."

REMINDER: The material presented in this manual is written for the "SIMULATOR ONLY" and does not imply or suggest that there is any carryover value for the operation of the "REAL AIRPLANE." Current Company SOPs and FAA required operational guidelines ALWAYSsupercede this information. I have compiled this material STRICTLY for STUDY and REVIEW in preparation for the SIMULATOR CHECKRIDE.

FINTRODUCTORY

REMARKS(OK to skip this part)

What I found useful and helped me to narrowly squeak by my checkrides was to either bribe the Checkperson (a useless endeavor) … Or to divide the material into bite-sized chunks and memorize each one so that during the heat of battle, I could recall and perform each task calmly and with precision. The Check People seemed to be better disposed to this methodical technique, ensuring complete performance of each task as a unique and complete evolution rather than mounting a hodge-podge attack on the problem without a plan; flailing and shouting and generally beating the atmosphere into a froth.

It is unfortunate that the ever changing mountains of stuff that has been provided for pilots to use as training material is not really presented in a simple and relevant manner. The required information does not seem to flow in any coherent or well planned way, but rather becomes an overpowering mass that comes pouring out in a choking firehose stream filled with an incoherent flood of meaningless details. It seems to me that it would be useful if there were a TRAINING TOOLSET that could be used as a resource to sort out the important and useful from the useless and unimportant (most of the stuff) and put it all down in a simple way so that an airline pilot could understand it..

So I have tried to put in this book “just the important” stuff, tossing out the seemingly less significant details, and tried make it a bit easier to assimilate. Hope it works for you. I would be delighted to have you contact me and tell me where we could make this better.

737ver5008

lying a simulator checkride, especially when your whole career is riding on the outcome, can be intimidating, to say the least. There are a

bazillion unknown events that can creep up unexpectently on you and ruin your whole afternoon. Then there is the Check Air-Person, whose whole

reason for being there is to make your life as miserable as possible. If you are like me, your brain turns to putty and recall of important items becomes virtually impossible at the most important moments during that “pretend” simulator evolution.

TRYING TOFLY that stupid

simulatorwould be a

lot easier ...

hat the heck is a TRAINING TOOLSET, anyway?Let me start by telling you what a package of this sort is NOT.

The function of a "TRAINING TOOLSET" is to promote "ENHANCEMENT, ENRICHMENT, and HABITUATION." That quality of learning referred to as “enrichment” means simply that every time you go over a task, your ability to perform that task becomes increased. Enhancement, on the other hand, means that your awareness of additional details and parts of the task, some of the things you didn't notice at first, become enhanced. Habituation is the result of knowing a task so well that only a minimum amount of conscious effort is required to perform that task perfectly. It is the target of our training toolset to create a knowledge base that uses a minimum of creative thought to complete the basic tasks, leaving your conscious brain available to develop creative responses to the complex and continually changing simulator checkride environment.

That means that in order forpilots to truly get to to know the required basic operating material, really KNOW

introducing

MIKE RAY'sidea of

A TRAINING TOOLSETfor procedures

... If There was away to make some

sense out of all thoseboring manuals

YOUR STUFF, one MUST revisit the TRAINING TOOLSET again and again. Each time one goes over the material in the same way, over and over, a different and clearer picture develops of what the REQUIRED TASK is; so that pretty soon a pattern develops and you begin to "GET IT." This TRAINING TOOLSET gives you some devices that will help to complete your indoctrination and to assist you in developing more complete "LEARNING."

WThis manual is NOT a "REFERENCE RESOURCE" or just another “FLIGHT MANUAL.” It has not been developed to be a source of answering questions or resolving ambiguities about the airplane or the operating environment; those questions are best handled by the "TRAINING and REFERENCE" manual, FOM, AIM, ETC..

Nor is this material a "TEACHING TOOLSET." Teaching stuff is best represented by all those CBTs, simulators, Instructors with their methods and materials that are developed at TK for introducing a "NEW" pilot into a "NEW" airplane environment. The materials represented here assume that the student has already been introduced to and "taught" the material.

737ver5009

4published by UNIVERSITY of TEMECULA© Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593© Mike Ray 2000

and PROCEDURES FOR STUDY AND REVIEW ONLYGLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

T

A personal note about...FLYING THE BOEING 737

GLASS SUPER GUPPY.

here are simply not words to describe my wonderful good fortune to have flown what is arguably the world’s most popular airliner. It

never failed to provide me with a feeling of elation and excitement everytime I strapped it on. It was indeed a heady experience.

I had some exciting and interesting moments while sitting behind the yoke, and on several occasions I can only describe my emotions as stark terror. It was in this airplane that I had a near-miss that changed the way I felt about life.Severe turbulence, nil braking, ice storms, hurricane winds, lightning and monster thunderheads ... I have ridden through them all in the left seat of this marvelous flying machine. We flew many hours together and I got to know her intimately. As a result, I left with a sense of reverence and respect for the airplane. It was a beautiful and , at times, demanding mistress; but she never failed me and was always there for me.

So, I pass on to you this opportunity to become one of the steadily growing group of select individuals who can call themselves “GUPPY DRIVERS.” Enjoy her, love her, treat her with respect and I know she will not let you down.

Mike

Captain Mike Ray, presidentUniversity of Temecula Press, [email protected]

WELCOME to ...the FABULOUS BOEING 737 (300-400-500)

GLASS SUPER GUPPY UNIVERSE

This will be the place where you spend a great deal of your waking hours for the next few years of your life. You will become intimately familiar with your little world and it will become an integral part of your very existence. You are a “GUPPY DRIVER.”

I found that it takes about 100 hours to become familiar enough to call it “home,” and at about 300 hours, I owned the 737 and we became one unit; it became part of me and I came to think of myself as part of the airplane. I think that we, as pilots, come to identify with our airplanes and that there is a unique bond that few other occupations afford.

I invite you to take the time and begin the lengthy process of becoming familiar with your new world, your universe. I think while you are new to this machine, that it would be useful to break out and identify some of the pieces of the complex “front office.”

This, then, is an introduction to the BEAUTIFUL and WONDERFUL Boeing 737 GLASS GUPPY FLIGHTDECK. I know you are going to come to love it the way I did.

Let’s meet your new Sweetheart

A REFERENCE SECTIONThis is a place where the new guycan go to find out where all thosemysterious and strange soundingbuttons and switches are located.

MCPand

CENTERFORWARD

PANEL

THROTTLEQUADRANT

andCDU

LOWERCONSOLE

737ver5015

LEFTFORWARD

PANEL RIGHTFORWARD

PANEL

UPPEROVERHEAD

PANEL

MAINOVERHEAD

PANEL

ere is a reference section that I placed in the book for the new guys and gals who haven't got a clue as to where all that exotic sounding stuff is located. I Hhave found that when I am transitioning to a "new" airplane, just finding all

those little doohickeys and doodads that are being talked about absorbs a whole lot of my time asset … also makes me want to quit studying and go watch TV.To help alleviate that problem, here is the complex and awesome landscape broken down into some smaller panels that will hopefully help you find the things in question.

I have divided the 737 universe into seven distinct parts:




UPPEROVERHEAD PANEL

Flightdeck panel preview

737ver5016

OFF

NO 1TEST NORMAL NO 2

FLIGHT RECORDERMACH

AIRSPEEDWARNING

TEST

STALL WARNING TESTNO. 1 NO. 2

1

1

2

2 3

3

465

4LE DEVICES

FLAPSTRANSIT

EXT EXTFULL

EXTFULLEXT

TRANSIT

SLATS SLATS

TEST L IRS R

IRS DISPLAY

DSPL SEL

SYS DSPL

FAULT

ON DC

DC FAIL

ALIGN

FAULT

ON DC

DC FAIL

ALIGN

OFF OFF

ALIGN ALIGNNAV

WINDHDG/STS

PPOSTK/GSTEST

L R

NAV

ATT ATT

N28634 W128 635

N

w4

H5

E6

7 S8 9

ENT 0 CLRO O O O

1 2 3

BRT

OFF

ON

OBSAUDIOENTMT

OFF

ON

SERVICEINTERPHONE

OFF

BRIGHT

DIMDOME WHITE

MIC SELECTOR

PTT

1-VHF-2-VHF

1-NAV-2 ADF-2 MKR SPKR

INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON

PASS OXYGENCREWOXYGEN

UPPEROVERHEAD PANEL


737ver5016

OFF


FLIGHT RECORDERMACH

AIRSPEEDWARNING

TEST


1

1

2

2 3

3

465

4LE DEVICES

FLAPSTRANSIT

EXT EXTFULL

EXTFULLEXT

TRANSIT

SLATS SLATS

TEST L IRS R

IRS DISPLAY

DSPL SEL

SYS DSPL

FAULT

ON DC

DC FAIL

ALIGN

FAULT

ON DC

DC FAIL

ALIGN

OFF OFF

ALIGN ALIGNNAV

WINDHDG/STS

PPOSTK/GSTEST

L R

NAV

ATT ATT

N28634 W128 635

N

w4

H5

E6

7 S8 9

ENT 0 CLRO O O O

1 2 3

BRT

OFF

ON

OBSAUDIOENTMT

OFF

ON

SERVICEINTERPHONE

OFF

BRIGHT

DIMDOME WHITE

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON


INOP

ON

UPPEROVERHEAD PANEL


737ver5016

OFF


FLIGHT RECORDERMACH

AIRSPEEDWARNING

TEST


1

1

2

2 3

3

465

4LE DEVICES

FLAPSTRANSIT

EXT EXTFULL

EXTFULLEXT

TRANSIT

SLATS SLATS

TEST L IRS R

IRS DISPLAY

DSPL SEL

SYS DSPL

FAULT

ON DC

DC FAIL

ALIGN

FAULT

ON DC

DC FAIL

ALIGN

OFF OFF

ALIGN ALIGNNAV

WINDHDG/STS

PPOSTK/GSTEST

L R

NAV

ATT ATT

N28634 W128 635

N

w4

H5

E6

7 S8 9

ENT 0 CLRO O O O

1 2 3

BRT

OFF

ON

OBSAUDIOENTMT

OFF

ON

SERVICEINTERPHONE

OFF

BRIGHT

DIMDOME WHITE

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON


INOP

ON

INOP

ON

IRS(Inertial Reference System)

CONTROL PANEL

SERVICEINTERPHONE

SELECTOR

DOME LIGHT SWITCH

OXYGENCONTROL

PANEL

PMCPower Management Control

STALLWARNING

TEST

OBSERVERAUDIO-ENTMT

OBSERVERMIC-SELECTOR

PANEL

REVERSER IN-TRANSIT LIGHTS

FLIGHTRECORDER

PANEL

MACH/AIRSPEEDWARNING TEST

FLAP/SLATPOSITION

INDICATOR

NOTE: Under normal useage, this keypad is NOT

used to operate the IRU.Normally, inputs to the FMC

are entered on the CDU.

At or above 46% N2, the PMC provides a “LIMITED” electronic over-ride to correct N1... HOWEVER; THE PMCs SHOULD

NOT BE RELIED ON TO PREVENT OVERSPEED or OVERTEMP.

For example: If the throttles are moved rapidly to the stops, the PMC WILL NOT

prevent an overspeed.

There are NORMAL conditions during the operation of the reversers when these lights would come on; BUT IF they remain on for more than 12 seconds, they will trigger the

Master Caution Lights.

Cockpit dome lights have two bulbs. one bulb is powered

by the BATTERY BUS.The other bulb comes on IF

theEMERG EXIT LIGHTS are

ARMED and the #1 DC BUS fails.

MAIN OVERHEAD PANELLEFT PANEL


737ver5017a

AUTO SLATFAIL

MACH TRIMFAIL

SPEED TRIMFAIL

FEEL DIFFPRESS

LOWPRESSURE

LOWQUANTITY

LOWPRESSURE

LOWPRESSURE

YAWDAMPER

FLT CONTROL

SPOILER

YAW DAMPER

ALTERNATE FLAPS

A

A

B

B

OFF

UP

DOWN

OFF

OFF OFF

OFF

ARM

ON

ON ON

EFI IRSBOTHON 1

BOTHON L

BOTHON 2

BOTHON R

NORMALNORMAL

FUELTEMP

i li ii ii il ii li ii ii il ii li ii ii il ii li ii ii il ii li ii ii il ii li ii ii i

-40 +40

-20 +200

0

C

VALVEOPEN

FILTERBYPASS

FUEL VALVECLOSED

FUEL VALVECLOSED

FILTERBYPASS

FWD FWD

FUEL PUMPS

CROSS FEED

AFT

CTR

L R

AFTOFF OFF

OFF

ON1 2

ON

ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

FUEL CONTROL PANEL

1. CROSS FEED SELECTOR2. LOW PRESSURE INDICATORS3. FUEL PUMP SELECTORS

FUEL INDICATOR PANEL:1. FUEL VALVE POSITION2. FILTER BYPASS INDICATOR3. FUEL TEMPERATURE INDICATOR

EFI and IRSSELECTOR PANEL

FLIGHT CONTROLSHYDRAULIC POWER PANEL

1. FLT CONTROL SHUTOFF2. SPOILER SHUTOFF3. YAW DAMPER SELECTOR4. HYD LOW QUANTITY INDICATOR5. HYD LOW PRESSURE INDICATOR6. ALTERNATE FLAPS SELECTOR7. INDICATOR LIGHTS: A. FEEL DIFF PRESS B. SPEED TRIM FAIL C. MACH TRIM FAIL D. AUTO SLAT FAIL




GALLEY

BAT

RESIDVOLTS

TR 1 APU GENGEN 1TR 2

TR 3

GEN 2

INV

TEST

OFFOFF

ONON

AC

TEST

BAT

BATBUS

GRDPWR

STBYPWR

STBYPWR

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

ACAMPERES

100150

2000

50

C X 100

EXH

TEMP 0123

456

7 8

FAULTLOW OILPRESSURE

OVERSPEEDMAINT

DC VOLTS 4020

0AC

VOLTS

110 120

100 130

DCAMPS

-0+

-50 + 50CPS

FREQ

400

320 420

STANDBY POWER

STANDBYPWR OFFLOW OIL

PRESSURELOW OIL

PRESSURE

HIGH OILTEMP

HIGH OILTEMP

DISCONNECT DISCONNECT

DRIVE TEMPOFF

RISE

IN

AUTOBAT

DRIVE CAN BERECONNECTED

ONLY ONGRD

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

MAIN OVERHEAD PANELSECOND PANEL


APU CONTROL and INDICATOR PANEL

1. MAINT (deactivated)2. Low Oil Pressure3. FAULT.

ELECTRICAL POWER DISTRIBUTION PANEL:

1. GROUND POWER SELECTOR2. BUS TRANSFER SWITCH3. APU GENERATOR SELECTOR4. APU BUS POWER LIGHT5. ENGINE GENERATOR SELECTORS

ELECTRICAL INDICATOR PANEL

AC, DC, FREQ indicators

ELECTRICAL CONTROL PANEL

1. AC, DC, FREQ indicator selectors2. BATTERY switch3. GALLEY power switch4. RESID VOLTS button

CSD (Constant Speed Drive) PANEL

1. STANDBY POWER SELECTOR2. CSD PRESS/TEMP lights3. CSD DISCONNECT SWITCHES4. CSD OIL TEMP GAUGES

737ver5017b

Indicates an APU shutdown. If this is the only light illuminated on this panel,a relight may be attempted.

4. Overspeed indicator

MAIN OVERHEAD PANELSKINNY MIDDLE PANEL andLOWER FORWARD


OFF

PANEL

CIRCUIT BREAKERIGHR TB

OFF

IGHR TB

OFFOFF

EQUIP COOLINGSUPPLY EXHAUST

NORMAL

ALTERNATE

AN RO MT E D

EMER EXIT LIGHTS

OFF

ON

ARMED

CALL

NOSMOKING

ATTENDGRDCALL

FASTENBELTS

OFFAUTO

ON

RAIN REPELLENT

WIPER

L R

PARK LOW

HIGH

OFF

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD

LANDING ENGINE STARTAPU

GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING

WHEELWELLSTROBE POSITION

ANTICOLLISION

ON ONON ON

ON BATRUNWAYTURNOFF TAXI

ON ON ON

CIRCUIT BREAKER PANEL LIGHTSEQUIPMENT COOLING

SUPPLY FANSSELECTORS and

WARNING LIGHTS

NO SMOKING LIGHT SELECTORFASTEN SEAT BELT LIGHT SELECTORFLIGHT ATTENDANT CALL BUTTONGROUND PERSON CALL HORN

EMERGENCY EXITLIGHTS ARM SWITCH

RAIN REPELLENTWINDSHIELD WIPER CONTROL

ENGINE START PANELENGINE IGNITION SELECTOR

EXTERIOR LIGHTSPANEL

APU START SWITCH




FWDOVHT

WINDOW HEAT

PWR TEST

RL

FWD SIDESIDEOFF OFF

ON ON

ON ON ONON

OVERHEAT OVERHEAT OVERHEATOVERHEAT

PITOT STATIC

HEAT

A BOFF

ON

CAPT P/S1 AUX STATIC

F/O STATIC2 AUX P/S

L ELEVPITOT

L ALPHAVANE

TEMPPROBE

F/O P/S2 AUX STATIC

CAPT STATIC1 AUX P/S

R ELEVPITOT

R ALPHAVANE

WING ANTI-ICE

1 2

ENGANTI-ICE

OFF

GND TEST OFF

ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT

ELEC 2

HYD PUMPSA B

ELEC 1 ENG 2ENG 1OFF OFF

ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEATOVERHEAT

COCKPIT VOICE RECORDER

HEADSET600 OHMS

TEST ERASE

0000

PREFS

FIS

D PSI

CABINALT

X 1000 FEET

2

3

4

5

5

6

7

8

9

10

I0

I520

4050

25

35

30

0

0

I

CLNI IMBA BC

I00 R0 EF PE TE

2

23

3

4

I

I

0

.5

.5

UP

DN

ALTHORN

CUTOFF

PRESS DIFFLIMIT:TAKE-OFF & LDG

.125 PSI

AFTENTRY

FWDENTRY

AFTCARGOEQUIP AFT

SERVICE

FWDCARGO

FWDSERVICE

MAIN OVERHEAD PANELTHIRD PANEL


WINDOW HEAT CONTROL PANEL

PITOT HEATER CONTROL PANEL

WING ANTI-ICE andENGINE ANTI-ICECONTROL PANEL

HYDRAULIC PUMPSSELECTOR PANEL

DOOR OPEN LIGHTS

CVR(Cockpit Voice Recorder)

CONTROL PANEL

PRESSURIZATION INDICATOR PANEL

andALTITUDE WARNING

CUTOFF SWITCH

APU HOURMETER

ELAPSED TIME

HOURS I/I00 2 8 3 2

DUCTOVERHEAT

DUCTOVERHEAT

TEMP120

160

2000F

80

40

AIR MIXVALVE

AIR MIXVALVE

HOT

HOT

COLD

COLD

AIR TEMPCONT CABIN PASS CABINSUPPLY

DUCTPASSCABIN

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250

ALTITUDE X I000 FEET - MAX PRESS SCHEDULE

CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

PACKTRIP OFF

PACKTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF

MANUALOFF SCHEDDESCENT STANDBYAUTO

FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

RESET

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON

L PACK ISOLATIONVALVE R PACK

RECIRC FAN

OVHT

TRIP

0

20

40 60

80

100PSI

RL

MAIN OVERHEAD PANELRIGHT PANEL


APUHOURMETER

AIR CONDITIONINGINDICATORS and SELECTORS

DUCT OVERHEATLIGHTS

RAM DOOR and

DUAL BLEEDlights

PNEUMATIC SYSTEMCONTROL and INDICATIONS

1. ISOLATION VALVE2. RECIRC FAN SWITCH3. PACK SELECTORS4. BLEED AIR SELECTORS5. BLEED AIR TRIP SWITCH6. FAULT LIGHTS: A. PACK TRIP OFF B. WING-BODY OVERHEAT C. BLEED TRIP OFF

PRESSURIZATIONFAULT LIGHTS

PRESSURIZATIONCONTROL PANEL

737ver5017e




LOW

HIGH

MARKER

N1234UTP

AIRWAYSMIDDLEOUTER

AIRWAYS

GI HR TB

GI HR TB

GI HR TB

MIDDLE

OUTER

GMT

60

50

40

30

20

10

ET/CHR

CHR

RUN

HLD

RESET

ETSS

FS

RUN

HLD

GMT

16:12

28

MACH

KNOTS

6080

100

120

140160

180200

250

300

350

4007 4

56

2 3 091

PULL TO SET

ADF INOP

VOR

81 2151 2421 279

306

33 3.0

ADF

DME-1 DME-20 13 62 37 3

PULL UP

BELOW G/SP-INHIBIT

IGHR TBIGHR TB

OFF

MAP PANEL

IGHR TBIGHR TB

OFFOFF

BACKGROUND AFDS FLOOD

FOOTAIR

WIND-SHIELD

AIR

20

10

10

20

20

10

10

203540DH 109

THR HLD TO/GA HDG SEL FD

R

140

120

100

180

160

19

18832.7283 296

320/18 12762.6 R

10.4 L

1534.8TRKNM

TAS GS

ZM

NORM

ALT

NOSE WHEEL STEERING

737ver5018a

LEFT FORWARD PANELLEFT SIDE


ADIATTITUDEDIRECTORINDICATOR

MARKER BEACONSINDICATOR LIGHTS and

SELECTOR

FOOT and WINDSHIELDAIR BLOWER

controlsALTERNATENOSE WHEEL

STEERINGswitch

CLOCK

RDMIRadio Distance

Magnetic Indicator

GPWSand

BELOW G/Swarning lights

AIRSPEEDINDICATOR

HSIHORIZONTALSITUATIONINDICATOR

FLOOD LIGHTCONTROL PANELS

MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

10 1 3 2 29 9

BARO

0032 01

VERTICALSPEED

0

1

1

2

2

6

4

4.5

.51000 FPM

BARO

MB

50,000

IN.HG

100 FEET0

50

45

6

7

8

9

3

1

ALT

31102726252423

1000 FT 2

2 299

KNOTS

IAS

600

80100

120140

160180

200

250240

220

300350

400

ILS

ILSOFF

B/'CRS

10

10 10

10

30

30

DIM

BRT

TESTLIGHTS

SPEED BRAKEDO NOT ARM

INSTRSWITCH

ALTITUDEALERT

SPEED BRAKEARMED

A/P A/T FMCP/RST P/RST P/RST TEST

MAINTAIN AT LEAST 45% N1 WHENOPERATING IN OR NEAR MODERATE

TO HEAVY RAIN, HAIL, OR SLEET

THIS AIRCRAFT IS NOTIN CATEGORY II

STATUS SEE MINIMUMEQUIPMENT LIST ANDDEFERRED SECTION

OF LOG BOOK

1

2

QTYTEST

STABOUT OF

TRIMCTR

1 2

FUEL ERRLB.888808

FUEL ERRLB.888808

FUEL ERRLB.888808

ON ON OVRD

TERROVRDWXR TERR

INOP

737ver5018b

LEFT FORWARD PANELRIGHT SIDE


LIGHTSTEST SWITCH

STANDBYAIRSPEEDINDICATOR

INSTRUMENT SWITCHand

ALTITUDE ALERT

FUEL QUANTITYindicators

FUEL QUANTITYtest switch

STANDBYALTIMETER

BAROMETRICALTIMETER

ILS STATUSPLACARD

A/P, A/T, FMCDisconnect lights

SAISTANDBYATTITUDE

INDICATOR

SPEED BRAKEposition lights

STAB OUT OF TRIMlight

IVSIInertial speed

indicatorEGPWSswitches




RIGHTGEAR

LEFTGEAR

NOSEGEAR

RIGHTGEAR

LEFTGEAR

NOSEGEAR

LANDING GEARLIMIT (IAS)

FLAPS LIMIT (IAS)

OPERATINGEXTEND 270K-.82MRETRACT 235KEXTEND 320K-.82M

1-230K 2-230K 5-225K10-210K

15-195K25-190K30-185K40-158K

230K ALT FLAP EXT

LANDING

GEAR

UP

OFF

DN

REVERSERUNLOCKED

REVERSERUNLOCKED LOW OIL

PRESSUREOIL FILTER

BYPASS

STARTVALVE OPEN

LOW OILPRESSURE

OIL FILTERBYPASS

STARTVALVE OPEN

USED

RATE

RESET

FUEL FLOWSPEED BRAKE TEST

1 2 3ENG OIL

QTY TEST

YAW DAMPER

1

1

2

2

AUTO-BRAKEDISARM

OFF

ON

ANTI SKIDINOP

LE FLAPSEXT

LE FLAPSTRANSIT

AUTO BRAKE

ANTISKID

23

MAX

1

OFF

RTO

4030

25

10

15

52

UP

FLAPS

1

L

R-TO R-CLBCRZ G/A CON

A/T LIM

N12

4810

84.8

85.34

2

% RPM X 10

PULL TO SET

N12

4810

85.4

86.45

4

% RPM X 10

PULL TO SET

0

246

8

107667

5

C X 100

EGT

0

246

8

1087.3

4

2

% RPM X 10

N2 0

246

8

1086.5

6

4

% RPM X 10

N2

0

246

8

107434

2

C X 100

EGT

0

2

8060

40 PSI

OILPRESS

1000

20

0

2

8060

40 PSI

OILPRESS

1000

20

50

150

TEMP

OIL

CO100-50

0 50

150

TEMP

OIL

CO100-50

0

VIB

0

1

23

4

5

VIB

0

1

23

4

5

0

2

468

12

10

7234

2RATE/USED

PPH X 1000FF

0

2

468

12

10

7124

2RATE/USED

PPH X 1000FF

737ver5019a

CENTER FORWARD PANEL


FLAPindicator and

lights

START VALVEopen lightsENGINE OIL

quantity testbutton

YAW DAMPERindicator

FUEL FLOWselector switch

SPEED BRAKEtest buttons

THRUST MODE ANNUNCIATOR

LANDING GEAROperating handle,

placard,and

indicators

ENGINE INDICATORS

1. RPM (N1)2. EGT3. RPM (N2)4. FUEL FLOW5. OIL PRESSURE6. OIL TEMP7. OIL QUANT8. VIBRATION

AUTO BRAKEselector andDISARM light

3

4GALLONS

OILQUANTITY

1

0

23

4GALLONS

OILQUANTITY

1

0

2

ANTISKIDswitch

RIGHTGEAR

LEFTGEAR

NOSEGEAR

RIGHTGEAR

LEFTGEAR

NOSEGEAR


FLAPS LIMIT (IAS)


1-230K 2-230K 5-225K10-210K

15-195K25-190K30-185K40-158K

230K ALT FLAP EXT

LANDING

GEAR

UP

OFF

DN

REVERSERUNLOCKED

REVERSERUNLOCKED


PRESSUREOIL FILTER

BYPASS

STARTVALVE OPEN

LOW OILPRESSURE

OIL FILTERBYPASS

STARTVALVE OPEN

YAW DAMPER

1

1

2

2

AUTO-BRAKEDISARM

OFF

ON

ANTI SKIDINOP

LE FLAPSEXT

LE FLAPSTRANSIT

AUTO BRAKE

ANTISKID

23

MAX

1

OFF

RTO

4030

25

10

15

52

UP

FLAPS

1

L

CENTER FORWARD PANEL with EIS(engine instrument system)

Flightdeck panel previewSome airplanes are equipped with a different type of engine instrument display … same basic stuff, just cheaper than the steam gauges.

FLAPindicator and

lights

START VALVEopen lightsYAW DAMPER

indicator

LANDING GEAROperating handle,

placard,and

indicators

ENGINE INDICATORS

1. RPM (N1)2. EGT3. RPM (N2)4. FUEL FLOW5. OIL PRESSURE6. OIL TEMP7. OIL QUANT8. VIBRATION9. HYD QUANT

AUTO BRAKEselector andDISARM light

PULLTO

SETN1

PULLTO

SETN1FF/FU

N2

EGT

N1

MAN SET

7812

86 4

2

0

10 56 5612

86 4

2

0

10 55

82 82876

876

5364

1212

8866 44

22

00

1010 5556

74 76765

432

PUSHFUELUSED

RESETFUELUSED

PPH/LB

X 1000

% RPM

% RPM

C

84.684.6CRZ

50 50

OIL

OIL

PRESS

TAT C

TEMP

OIL

VIB

QTY

HYD

PRESS

QTY

A B

PSI

C

100 100

200

%FULL

%FULL

RF 88%

1000PSI

200100 100

0

0 01 12 23 34 45 5

0

0

0 01 12 2

3 34 4

0

86

21

99

94

100

ANTISKIDswitch

THRUST MODE ANNUNCIATOR




HYD

ENG

OVERHEAD

DOORS

ANTI-ICE

AIR COND

MASTERCAUTION

PUSH TO RESET

FIREWARN

BELL CUTOUT

IRS

ELEC

APU

FUEL

FLT CONT

OVHT/DET

MASTERCAUTION

PUSH TO RESET

FIREWARN

BELL CUTOUT

IAS/MACH HEADING VERT SPEED A/P ENGAGE

DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV

SPEED LVL CHG HDG SEL APP

VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 000 +000010000COURSE

310COURSE

310MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

MCP PANELFlightdeck panel preview

WARNING and CAUTIONlight pack

(push to reset)

FLIGHTDIRECTOR

switchFLIGHT

DIRECTORswitch

COURSEselector COURSE

selectorAUTOPILOT

disengage bar

V/SVertical speedselector wheel

HDG SELheading selector

IASSPEED selector

ALTITUDEselector

AUTO THROTTLEswitch AUTO-PILOT

selector switches

737ver5019c

SPEEDBRAKE

PWSINOP

PULL UP

BELOW G/SP-INHIBIT


1

2

MACH

KNOTS

6080

100

120

140160

180200

250

300

350

4007 4

56

2 3 091

PULL TO SET

VOR

81 2151 2421 279

306

33 3.0

ADF

DME-1 DME-20 13 62 37 3

ADF INOP

TATC

KT

o+88.8

43

2

1

0

HYD BRAKEPRESS

PSI X 1000

43

2

1

0

HYD SYSPRESS

PSI X 1000

BA

HYD QTY

SYS AE

1/4

1/23/4

RFLHYD QTY

SYS BE

1/4

1/23/4

RFL

AIRWAYSMIDDLEOUTER

AIRWAYS

GI HR TB

GI HR TB

GI HR TB

MIDDLE

OUTER

PULL UP

BELOW G/SP-INHIBIT

MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

BARO

0032 01

1 3 29 910 2

VERTICALSPEED

0

1

1

2

2

6

4

4.5

.51000 FPM

GMT

60

50

40

30

20

10

ET/CHR

CHR

RUN

HLD

RESET

ETSS

FS

RUN

HLD

GMT

16:12

28

SYS TEST

NORMAL

FLAP/GEARINHIBIT

GROUND PROXIMITY

INOP IGHR TBIGHR TB

OFF

MAP PANEL

FOOTAIR

WIND-SHIELD

AIR

20

10

10

20

20

10

10

203540DH 109


R

140

120

100

180

160

19

18832.7283 296

320/18 12762.6 R

10.4 L

1534.8TRKNM

TAS GS

ZM

LIGHTINGcontrols

AIR CONDITIONINGcontrols

GROUND PROXIMITYcontrol panel

HSIhorizontalsituationindicator

HYDRAULIC and BRAKEsystem gauges

BAROMETRICALTIMETER

ADIattitudedirectionindicator

TOTALAIR

TEMPgaugeSPEED

BRAKEEXT

ind light

PWSinop light

AUTOFLIGHTANNUNCIATOR

RDMIradio

distancemagneticindicator

AIRSPEEDINDICATOR

GPWSand

BELOW G/Slight

MARKERBEACONindicators

CLOCK

RIGHT FORWARD PANELFlightdeck panel preview

NOTE: You sharp eyed pilots might notice that this is a NON-EIS panel. On the EIS: the TAT gauge and HYD PRESS and QUANT gauges are gone.

ON ON

WXR TERR

EGPWSswitches

IVSIInertial verticalspeed indicator




THROTTLE QUADRANTandCDU PANELS

737ver5021a

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DEL CLR

NEXTPAGE

DEPARR

DIRINTC

INITREF

PREVPAGE

FIX

RTE CLB

- -- -- -- -- -- -

CRZ DES

PROG

MSG

OFST

DSPY

FAIL

HOLD EXECLEGS

. +/-

6

7

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DEL CLR

NEXTPAGE

DEPARR

DIRINTC

INITREF

PREVPAGE

FIX

RTE CLB

- -- -- -- -- -- -

CRZ DES

PROG

MSG

OFST

DSPY

FAIL

HOLD EXECLEGS

. +/-

6

7

PARKINGBRAKEPULL

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

21

21


CDUcontrol

display units

SPEEDBRAKE

lever

STAB TRIMindicator

TRIM WHEEL

REVERSELEVERS

FLAPselectorhandle

GEAR WARNINGHORNcutout

STAB TRIMcutout switches

PARKING BRAKE

lever

THRUSTLEVERS

FUEL CUTOFFlevers

MAN

OFF

AUTO

AUTOAUTO

TILT

GAIN

MAXPWS

WX/TURB

WX

TEST

MAP

DN0

5 10

105

15

15UP

X-BANDWEATHER RADAR

control panel







T he following pages present the flow and material so as to help you assimilate the overwhelming volume of information that you will be

expected to know for your check-ride. I have tried to make it as simple as I could and in doing so, I have probably made some of the presentation a

little too simple and overlooked something really important. Just be aware that this is intended as a training tool-set only; a structured way whereby you can go

over the steps again and again until they become rote to you.THIS IS NOT INTENDED TO BE

A FLIGHT HANDBOOK OR AIRCRAFT MANUAL.

Welcome to the world of the 737 Glass Super Guppy. I have tried to include as much

information as I could without getting too verbose and cluttering up the presentation. You will notice that there is only cursory information

about systems, and only included when it is relevant to the operation of the airplane.

LET’S GET IT ON!

It is my observation that pilots, all too often, spend about 80% of their training asset preparing for the systems review (oral), and only about 20%directed to the operation of the airplane systems (simulator check-ride). I refer to this area as the procedures and techniques. That is the primary

focus of this volume, passing the simulator portion of the check-ride.

THE

377377BOEING

SUPERGUPPY




STARTHERE

3 IMPORTANT DOCUMENTSS

X

o, when it is time for your checkride, and just before you meet with the Check-guy, make certain you have:

Check your mailbox for recent bulletins, FAA circulars, flyers, letters, booklets, handouts, and other official media you are responsible for.

Look at the POSBD board for applicable last minute "MUST KNOW" information that you are responsible for.

Pick up your latest packets of Flight Manual and Flight Operations Manual changes that you are responsible for.

Mull over your e-mail messages on the Computer from the Office of the Head Training Person over at the Training Center that you are responsible for.

Check everywhere else you can find to determine the very latest stuff you gotta know and are responsible for!

737ver5026

Made CERTAIN that you have left a signed copy of the release (Flight Plan) with the FOSR. BIGGIE

BIGOTHER REQUIRED STUFF TO CHECK

AFTER THATNIT-PICKINGSTUFF

DISCUSSION: While ultimately it is the Captain, of course, who is responsible for seeing that the FLIGHT PLAN is filed and cancelled with the FAA. Who doesn't know that? But, how do you do that? Here is how I have seen it done over at Gorilla Airlines.

1. Captain signs flight papers with domicile and minimums code.2. Captain gives papers to First Officer.3. First Officer takes papers to FOSR and makes certain that any changes are noted, and that a "copy" of the plan is left in the FOSRs possession. 4. First Officer makes certain that the papers are "handed in" after the flight.

"VALID" MEDICAL CERTIFICATE.

AIRMEN'S CERTIFICATE.Unless this is your initial checkride, in which case they have it already in their possession, dangling it precipitously over your sweaty brow.

FCC RADIO-TELEGRAPH OPERATOR'S LICENSE.This is that innocuous ochre colored card that you were required to obtain in order to be hired. You STILL MUST carry that annoying document with you every time you fly an airplane.




FLOWSThe concept of

SO ...HERE ARE THE FLOWS

It is virtually impossible to memorize every part of every step of operating the airplane, particularly when you are doing the set-up steps. Pilots are expected to do the whole process from memory … FLAWLESSLY!!!So, how can it possibly be done. A process referred to as “flows” has evolved. This system was revealed by a mystical revelation from heaven to a really smart early airline pioneer probably named Albert Einstein. Thanks to him, we have for us a system to learn all this complicated stuff.

The flows are simply a step by step process for learning and remembering the incredible mountain of material that we, as pilots, have to process.

Flows are not to be confused with CHECKLISTS. The relationship between checklist and flows is this: If we are precise in doing the flows, when we do the checklists, we will find that everything has been done. The big difference, however, is this:“CHECKLISTS ARE NOT TO BE MEMORIZED,”BUT“FLOWS ARE EXPECTED TO BE MEMORIZED!”

The following pages represent the famous “FLOWS!”

Captain and/or First OfficerFINAL

FLIGHT DECKSET-UP

f you are confused at this point as to what is going on, you are NOT alone. So I have made a brief flowchart of the steps that Iwe will do in order to get the Flight Deck ready for the FLOWS

that follow. We'll take the procedure one box at a time.

737ver5028

FIRST 4 STEPS

FIRE SYSTEM TESTand

START APU

Then ...

INITIAL FLIGHT DECKPREPARATION

Captain or First Officer

FMCINITIALIZATION


CAPTAIN’SFLIGHT DECK

SET-UPCaptain

FIRST OFFICER’SFLIGHT DECK

SET-UPFirst Officer

... then you dothe "SLASH 4"PUSH-BACK

START ENGINETAXI-OUTTAKE-OFF

DO EVERYTHING RIGHTPASS CHECKRIDE

In order to get the jet ready to fly,here is what we have to do.

ONE GUYDOES THIS: EITHER

OTHER GUYDOES THIS:

THEN

EXTERIORINSPECTION





DUH!

GOTCHA NOTE: Compare actual airplane nose number with that on the Flight plan. Would you believe it, pilots get on the WRONG BIRD with surprising frequency…

THIS IS NOT A GOOD IDEA!

1 THE ABSOLUTE FIRST THING TO DOIS ALWAYS TO MAKE CERTAINYOU ARE ON THE RIGHT AIRPLANE !!

Here are the ...FIRST FOUR STEPSYOU ALWAYS DO ...

737ver5030

DISCUSSION: It is common to have a plane change, an equipment substitution, gate change, or last minute flight cancellation. You have to be alert. Some crews have actually gotten airborne on the wrong airplane. YIPE! You DO NOT want to be referred to as a “Rocket Scientist” by the TK Checkguys.

UH-OH … It’sdeparture time.Why am I theonly one here.

Where is everyoneelse ?



















The INFAMOUS

for the right brained pilot who needs pictures.WATERFALL FLOW

OXYGEN QUANTITY1IRU MODE SELECTORS2

GALLEY POWER3

MASTER CAUTIONRESET

ENGINE OILQUANT TEST

RECIRC

LANDING GEARLEVER/LIGHTS

HYDRAULICQUANTITY

3 MIC SELSWITCHES

SPAREBULBS

EMEREQUIP

NOSE GEARDOWNLOCK PORT

CARGO FIRE/SUPP PANEL

LIGHTSTEST

WING BODYOVERHEAT

AIRCONDITIONING

EQUIP COOLING

19

109

6

78

4

55a

POWER UP AIRPLANEEXTERNAL

POWERALWAYS CHECK

BATTERY SWITCHand CIRCUIT BREAKERS

whether on initial leg or through legs

or START APU

Because your FLOW is in a generally TOP TO BOTTOM direction. Get it?

C MIKE RAY 2001

FIRETEST

1213

PARKINGBRAKE

11 FLAPLEVER

14

15161718 The following pages

are the technical details.




UPPER OVERHEAD PANEL

check the gauge for aMINIMUM 875 PSI

add 375 psi for eachoccupied observer seat(s) on

the FLIGHT DECK.

OXYGEN QUANTITY1

I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON





the FLIGHT DECK.

OXYGEN QUANTITY1

I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON


INOP

ON




the FLIGHT DECK.

OXYGEN QUANTITY1

I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON


INOP

ON

INOP

ON

L IRS R

IRS DISPLAY

DSPL SEL

SYS DSPL

FAULT

ON DC

DC FAIL

ALIGN

FAULT

ON DC

DC FAIL

ALIGN

OFF OFF

ALIGN ALIGNNAV

WINDHDG/STS

PPOSTK/GSTEST

L R

NAV

ATT ATT

N28634 W128 635

N

w4

H5

E6

7 S8 9

ENT 0 CLRO O O O

1 2 3

BRT

2

NOTE 2: Reasons the ALIGN LIGHTS FLASH: Took too long to put in Present Position Error in Present Position Wrong Present Position Fault in IRU

NOTE 3: If you should inadvertently go to the ATT position, shut off units and start over. ATT IS NOT GOOD!

2

1

Crews are to initiate their OWN IRU alignment!

If “other” crew has got ‘em running, shut them down and

start over!IRU MODE SELECTORS

VERIFY BOTH INNAV

NOTE 1: Align lights may be flashing, here’s why.If it has been over 10 minutes since the units were turned ON without a present position, the ALIGN lights will be flashing.

SOME IRU GOTCHAS:

If you have a FAULT LIGHT: This indicates a FAULT in the system. Shut OFF unit for 30 seconds and reselect NAV. If FAULT LIGHT remains, GET MAINTENANCE INVOLVED. DO NOT CONTINUE.

If you have an ON DC LIGHT: It is normal for the light to be illuminated momentarily after turning on the set; but if it persists, it indicates the IRU is operating “ON” DC, and that the AC power is “NOT NORMAL.” GET MAINTENANCE INVOLVED, DO NOT CONTINUE.

If you have a DC FAIL LIGHT: If BOTH IRUs have this indication, it means that the BATTERY VOLTAGE IS LOW OR DEAD; however, if only ONE IRU shows this indication, then (and this is a favorite Check guy question) it is operating normally on AC. It should be fixed, but the IRU is operating normally. GET MAINTENANCE INVOLVED. DO NOT GO. Could be an internal fault.

737ver5042

MAIN OVERHEAD PANEL

verify SWITCHES ...NORMALLIGHTS ....OFF

NOTE: This is a BIG DEAL!If one of those lights are ON,

place the affected fanin ALTERNATE and

GET MAINTENANCERIGHT NOW!

EQUIP COOLINGSWITCH4

PUSH AND HOLD OVHT TEST buttonCHECK 5 lights ON

(2) WING-BODY OVERHEAT(1) AIR COND(2) MASTER CAUTION

NOTE: The WING-BODY OVERHEAT lights take about 10 seconds to come on.

WINGBODYOVERHEAT TEST5

OFFOFF


NORMAL

ALTERNATE

737ver5043

GALLEY

BAT

RESIDVOLTS


TR 3

GEN 2

INV

TEST

OFFOFF

ONON

AC

TEST

BAT

BATBUS

GRDPWR

STBYPWR

STBYPWR

ONNOTE: If it is a ferry or

maintenance flight,leave it off.The thinking is, why shoot juice

back there and maybe cause a firewhen there is no reason for it.

AUTO

GALLEY POWER SWITCH

RECIRC FAN

3

5a

GALLEYOFF

ON

4

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

TRIPTRIP OFF

TRIPTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

RESET

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

TRIP

0

20

40 60

80

100PSI

RL

5

5a




AIR CONDITIONING6There are THREE WAYS

to run the A/C:

APU BLEED SWITCH ....................… ONISOLATION VALVE SWITCH ....… AUTOL or R PACK SWITCH .... AUTO or HIGH

Use HIGH instead of turning on anotherunit if additional A/C needed.

TEMP SELECTOR .................as desired

APU BLEED SWITCH ..................… OFFISOLATION VALVE SWITCH ....… OPENL or R PACK SWITCH .... AUTO or HIGH

Use HIGH instead of turning on anotherunit if additional A/C needed.

TEMP SELECTOR .................as desired

Such as air suppliedby a ground cart.

PACK SWITCHES ......... OFF

If using APU BLEED AIR:

If using GROUND UNIT:

If usingUNCONDITIONED BLEED AIR:

AIR CONDITIONING PANEL

DUCTOVERHEAT

DUCTOVERHEAT

TEMP120

160

2000F

80

40

AIR MIXVALVE

AIR MIXVALVE

HOT

HOT

COLD

COLD


DUCTPASSCABIN

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

PACKTRIP OFF

PACKTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

RESET

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

TRIP

0

20

40 60

80

100PSI

RL

Thes

ear

eth

esw

itche

swe

are

talk

ing

abou

t!

FORWARD PANEL

DIM

BRT

TESTLIGHTS

REVERSERUNLOCKED


PRESSUREOIL FILTER

BYPASS

STARTVALVE OPEN

LOW OILPRESSURE

OIL FILTERBYPASS

STARTVALVE OPEN

USED

RATE

RESET

FUEL FLOWSPEED BRAKE TEST

1 2 3ENG OIL

QTY TEST

YAW DAMPER

1

1

2

2

OFF

ON

ANTI SKIDINOP

LE FLAPSEXT

LE FLAPSTRANSIT

ANTISKID

23

MAX

1

OFF

RTO

4030

25

10

15

52

UP

FLAPS

1

L


A/T LIM

N12

4810

84.8

85.34

2

% RPM X 10

PULL TO SET

N12

4810

85.4

86.45

4

% RPM X 10

PULL TO SET

0

246

8

107667

5

C X 100

EGT

0

246

8

1087.3

4

2

% RPM X 10

N2 0

246

8

1086.5

6

4

% RPM X 10

N2

0

246

8

107434

2

C X 100

EGT

0

2

8060

40 PSI

OILPRESS

1000

20

0

2

8060

40 PSI

OILPRESS

1000

20

50

150

TEMP

OIL

CO100-50

0 50

150

TEMP

OIL

CO100-50

0

VIB

0

1

23

4

5

VIB

0

1

23

4

5

ENG OIL QTY testPush the button and

observe all the indicatorsmove toward ZERO,

return when released.NOTE: This feature is not

on EIS configured airplanes.

8

7

8

Select TEST,NOT all the lights come ON.NOTE: MKR BCN, FLT ANNUNC,PARK BRAKE don’t come on at all.NOTE: On “some” planes, theFIRE HANDLE and WHEELWELL LITES do not come on during test.

LIGHTS TEST7

3

4GALLONS

OILQUANTITY

1

0

2 3

4GALLONS

OILQUANTITY

1

0

2

0

2

468

12

10

7234

2RATE/USED

PPH X 1000FF

0

2

468

12

10

7124

2RATE/USED

PPH X 1000FF




SPEEDBRAKE

PULL UP

BELOW G/SP-INHIBIT


1

2

MACH

KNOTS

6080

100

120

140160

180200

250

300

350

4007 4

56

2 3 091

PULL TO SET

VOR

81 2151 2421 279

306

33 3.0

ADF

DME-1 DME-20 13 62 37 3

ADF INOP

TATC

KT

o+88.8

43

2

1

0

HYD BRAKEPRESS

PSI X 1000

43

2

1

0

HYD SYSPRESS

PSI X 1000

BA

HYD QTY

SYS AE

1/4

1/23/4

RFLHYD QTY

SYS BE

1/4

1/23/4

RFL

RIGHTGEAR

LEFTGEAR

NOSEGEAR

RIGHTGEAR

LEFTGEAR

NOSEGEAR


FLAPS LIMIT (IAS)


1-230K 2-230K 5-225K10-210K

15-195K25-190K30-185K40-158K

210K ALT FLAP EXT

LANDING

GEAR

UP

OFF

DN

LANDING GEARLEVER

VERIFY LEVER DOWNand

GREEN LITES ON,RED LITES OFF

99

10

10 HYDRAULIC QTYCHECK QUANTITY

RIGHTSIDE FORWARD PANEL

FYIhere aresomelimits

HYD BRAKE PRESS:NORMAL ......... 3000psiMAX ................. 3500psiACCUMULATORPRECHARGE .. 1000psi

EIS SYSTEMMAX ............. 100%RF @ ............ 88%When BOTH system pumps OFF, Respective indicator reads “ZERO.

NOTE 1: The quantity should be above the “RFL” mark.NOTE 2: 1675# of fuel is REQUIRED in the respective tank to ensure adequate HYD PUMP cooling.NOTE 3: On DIGITAL EIS display, ABOVE 88% indicates normal quantity.

ORAL QUEST: What fluidis used to cool theHYDRAULIC PUMPS?

43

2

1

0

HYD BRAKEPRESS

PSI X 1000

THROTTLE QUADRANT

PARKINGBRAKEPULL

21

21

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

check the LEVER agrees withthe FLAP POSITION indicator.

FLAP LEVER11

WARNING

NOTE 1: The whole concept here is NOT to automatically place the lever to “UP”, but rather to make it agree with the indicator.The problem is that when the “B H Y D R A U L I C S Y S T E M ” b e c o m e s pressurized, the flaps will want to move to the selected position.

HERE IS A BIG DEAL: You have to ALWAYS becareful when pressurizing the B HYDRAULIC SYSTEM. Systems and levers and stuff could move if the position differs from the selectors and this could ruin your whole afternoon.

CHECK:PARK BRAKE LIGHT ....ONBRAKE PRESS within limits

approx 3000 psi

PARKING BRAKE12

CM

IKE

RAY

2001

12

737ver5048

4030

25

10

15

52

UP

FLAPS

1

L

11

NOTE 2: When you get in the cockpit, if you see the Parking Brake is set, but notice that the BRAKE PRESSURE is LOW; your first impulse may be to power up the “B” system and get the brakes set. BUT, if the brakes were set properly in the first place, it

is NOT necessary to power up the "B" system to RESET the brakes.WARNING: REMEMBER, IF YOU POWER UP THE "B" HYDRAULIC SYSTEM, YOU MUST

HAVE SOME OUTSIDE OBSERVER CHECK THE FLAPS/LE DEVICES “CLEAR”.




FIRE WARNING PANEL

NOTE: If you have already done the FIRE DETECTOR CHECK prior to starting the APU, you don’t have to do it again. However, it will be necessary to

HOLD the TEST SWITCH to OVHT/FIRE and verify the WHEEL WELL light is ON.

NOTE: The difference between t h i s t e s t a n d t h e t e s t accomplished prior to starting the APU is the inclusion of the “WHEEL WELL LIGHT” check.

2R

L

APU

PAU

DISCH DISCH

2RL

1DISCH

RL

BELL CUTOFF

ENG 1OVERHEAT

ENG 2OVERHEAT

L BOTTLEDISCHARGED

R BOTTLEDISCHARGED

WHEELWELL

FAULT

APU DETINOP

APU BOTTLEDISCHARGED

NORMAL NORMAL

OVHT DET OVHT DET

FIRE SWITCHES

ENGINES

TEST

A AB B

(FUEL SHUTOFF)PULL WHEN ILLUMINATEDLOCK OVERRIDE : PRESSBUTTON UNDER HANDLE

FAULT

INOP

OVHT

FIRE

E TX ET S

T1

both ENG OVHT DET switchesNORMAL

TEST switchOVHT/FIRE

EXTINGUISHERDISCHARGE

(SQUIBS)CIRCUIT TEST

TEST switchFAULT/INOP

FAULT light ONAPU DET INOP light ON2-MASTER CAUTION ONOVHT DET light ON

WARNING BELLWHEEL WELL light is ONENG 1, APU, ENG 2 fire handle lights ONENG 1 and ENG 2 OVERHEAT lights ONBoth FIRE WARN lights ONBoth MASTER CAUTION lights ONOVHT DET light ONFAULT light OFF

Put EXT TEST switch to position 1 and see that the three green lights come on and go off when switch released. Do the same for position 2.

OBSERVEVERIFY

FIRE WARNING SYSTEM CHECK13

PUSH … This will RESET theMASTER CAUTION system.

MASTER CAUTIONSYSTEM14

When you changeairplanes, you

gotta do this whole “fire warning panel” test thing over just because this is the first time you have flown this jet today.Even though the last crew may have just parked the jet does not relieve you of the responsibility for completing this check.

5 LIGHTS

NICKLE and DIMECHECK

10 LIGHTSGOUGE:USE THIS ONE AGAIN:

737ver5049

LOWER CONSOLE

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

CARGO FIRE DEDTECTION/SUPPRESSION SYSTEM ....... TEST15

SET all 3 Flightdeck panelsto receive and transmit on

“F-INPH”This allows the flightdeck to hear

and communicate with the ground …And keeps you from causing a “STUCK MIC”

on ground freq.

MIC SELECTOR SWITCHES16

737ver5050

PUSH TO DISCHARGE

CARGO DETECTIONSUPPRESSION

LOWER CONSOLE

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER





on ground freq.


737ver5050

PUSH TO DISCHARGE


DSCH

LOWER CONSOLE

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER





on ground freq.


737ver5050

PUSH TO DISCHARGE


DSCHDSCH

1ST BTL 2ND BTL

ARMEDARMED

ARM

DET

FAIL

FIRE FWDPIT

ARMED

AFTPIT

ARMED

AUTO

TEST

BELL

CUTOUTPULL TO ARM

A A BB

NOTE: Sometimes you have to poke or tap these little lights to get them to come back on.It can be alarming, just be patient and work with it.

DEPRESS TEST SWITCHfor 5 seconds ... and VERIFY:-FIRE BELL ................................ SOUNDS.-ALL DETECTION LIGHTS ............ ON (4).-ALL FAIL LIGHTS .......................... ON (4).-FIRE LIGHT ........................................ ON.-FWD and AFT PIT ARMED LIGHTS .. ON.-1st and 2nd BTL ARMED LIGHTS ..... ON.-BOTH MASTER CAUTION LIGHTS ... ON.-OVHT/DET ANNUNCIATOR ............... ON.-BOTH FIRE WARN LIGHTS ................ ON.




GR

IF INSTALLED:

APESENSURE AN ”ADEQUATE” SUPPLY …

What this means is simply thatEVERY hole does NOT have to be filled.

Also, make sure that when you do fill it up,that you put the right kind andsize of bulb in the right hole

SPARE BULB LOCKERand

17 and 18EMERGENCYEQUIPMENT

CHECK

PORTABLE FIRE EXTINGUISHER:SAFETY WIRE OK and GAUGE IN GREEN BAND.

SMOKE GOGGLES:If they are still wrapped in their packaging, REMOVE THE PACKAGING.

PERSONAL BREATHING EQUIPMENT (PBE):It should be HARD and the DOT BLUE … But even if it is “SOFT and PINK” it still may be OK, check with maintenance.

(ROPE) ESCAPE STRAP:Remember that if you have to use it, it must be fully removed before you jump out the window. There is NO mechanism to retard your fall. During a recent “real” evac, a crewmember jumped out the window holding on to the end of the rope with it still nested in the container … Wheeeee! Thump! OW!

SPARE BULBS:

FIRE AXE:Useful for a weapon also.

Now is a good time to hook the PASSENGER AUDIO (if you are so inclined) to the AFT MIC selector panel using this switch on the UPPER OVERHEAD panel. This will allow all the customers to listen to your communications on Channel 9 of their headset.

OVERWATER EQUIPMENT: 2 LIFE VESTS in CAPTAIN’s SEATBACK and 2 LIFE VESTS in FIRST OFFICER’s SEATBACK

I have heard of some pilots using the “grapes” gouge.

OGGLES

OPE (STRAP)

XE

BE

XTINGUISHER

PARE BULBS

Located in the flightdeck floorjust forward of the flightdeck door

NOSE GEAR DOWN LOCK VIEWER19NOTE: The big concern here is “UNNECESSARILY” delaying a departure because that little window on the viewing port is obscure (dirty). So, they have developed this rather complicated reporting procedure so that you can continue on to the next station where it can be cleaned. It is either:

“IF... Downlocks NOT visible” write it up as “...cleaning REQUIRED.”“IF... Downlocks visible but visibility impaired” then write it up as “... Cleaning REQUESTED AT NEXT AVAILABLE OPPORTUNITY.”

OFF

ON

OBSAUDIOENTMT

STUFF in the BACK

END OF THE INITIAL FLIGHT DECK PREPARATION FLOW.

GRAPES




The pilot’s gateway to the heart of the Glass and the computer.

INTRODUCING

the CDU

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DELSP CLR

NEXTPAGE

CLB

FIX

INITREF

PREVPAGE

DIRINTC

RTE CRZ

- -- -- -- -- -- -

N1LIMIT

DES

PROG

BRT

MSG

OFST

DSPY

FAIL

DEPARR

HOLD EXECLEGS

. +/-

6

7

U A L 1 2 3 4 5 6 7

9 8 7 6 5 4 - 0 9 - 0 5 ( U 5 . 0 )

7 3 7 - 3 0 0



M O D E L

N A V D A T A

O P P R O G R A M

S U P P D A T A

A C T I V E

E N G R A T I N G

The Boeing 737 models 300 thru 500 have a powerful SINGLE Flight Management Computer (FMC) known as the “Smith FMC,” after it’s manufacturer. The pilot’s can input data and manipulate the computer through the use of an interface called a Control Display Unit or CDU.

Learning how to operate the CDU will be a measure of how well you master the operation of this airplane. In other words, the more familiar and fluid you are with the operation of the “glass” computer system, the better you will be as a pilot. The computer, through the Autopilot Flight Director System (AFDS) can control the airplane from autopilot actuation altitude (generally above 1000 feet AGL) until touchdown. It will NOT, however, control runway rollout.

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DELSP CLR

NEXTPAGE

CLB

FIX

INITREF

PREVPAGE

DIRINTC

RTE CRZ

- -- -- -- -- -- -

N1LIMIT

DES

PROG

BRT

MSG

OFST

DSPY

FAIL

DEPARR

HOLD EXECLEGS

. +/-

6

7

U A L 1 2 3 4 5 6 7

9 8 7 6 5 4 - 0 9 - 0 5 ( U 5 . 0 )

7 3 7 - 3 0 0



M O D E L

N A V D A T A

O P P R O G R A M

S U P P D A T A

A C T I V E

E N G R A T I N G

This is the pilot’s access port to the very heart of the computerized control mechanisms of the Boeing 737 GLASS. It is the interface between the human and the Flight Management Computer (FMC). This is the device that we use to talk to the airplane and tell it what we want it to do.

Let’s understand some of the very basic things about how to operate this simple unit.

Before we get to the content of the screens, let’s understand how to manipulate the controls on the CDU itself. Here are 5 areas we will cover initially:

CDUThe

Control Display Unit

This is the “empty” area below the word “index.”

Entries can be made using the “INPUT

KEYS”or can come from the

FMC.Some care MUST be shown if there are two

pilots, because inputting conflicting information to

the FMC can cause problems; Because of

that, it is generally considered BAD

FORM for both pilots to be inputting data into the computer at

the same time.

They are numbered from the top down; for

example if I said, “Line select four right,” I would

mean push the fourth button from the top on

the right side.

These are the twelve little buttons running down both sides of the screen.

LINE SELECT KEYS

This is the key that sends the information

that is input to the CDUto the FMC or

Flight ManangementComputer

Probably the MOST IMPORTANT key on the CDU. It is

considered GOOD FORM to have BOTH pilots agree with the information on the

screen BEFORE the EXEC BUTTON is

pushed.

DEL key places the word DELETE in the scratchpad, and when Line Selected will delete that selected line

on the screen, IF the information is deletable.CLR key simply removes the last letter of the scratch

pad entry (whole entry if held down long enough).SP key enters a space in the scratchpad when using

the CDU for ACARS or SATCOM

This is like the “keyboard” of the computer; and when we type in information, it goes

onto the “SCRATCH PAD.”

INPUT KEYPAD

SP and DELETE and CLEAR keys

SCRATCH PAD

EXECUTE KEY




1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DELSP CLR

NEXTPAGE

CLB

FIX

INITREF

PREVPAGE

DIRINTC

RTE CRZ

------

------

N1LIMIT

DES

PROG

BRT

MSG

OFST

DSPY

FAIL

DEPARR

HOLD EXECLEGS

. +/-

6

7

U A L 1 2 3 4 5 6 7

9 8 7 6 5 4 - 0 9 - 0 5 ( U 5 . 0 )

7 3 7 - 3 0 0



M O D E L

N A V D A T A

O P P R O G R A M

S U P P D A T A

A C T I V E

E N G R A T I N G< IDENT

< POS

< PERF

< TAKEOFF

< APPROACH

< INDEX

NAV DATA >

MAINT >

" INDEX"LS-6L

“INIT REF”button

upper-left cornerof keypad

7 CRT PAGES

lower-left cornerof CRT IN IT

REF

R T E

CLB

CRZ

DES

DIRINTC

LEGS

DEPARR

HOLD

PROG

N1LIMIT

IF X

12 CDUKEYS

which causes the BOXto reveal the ...

"BIG 19"CDU buttons/FMC pages



I N I T / R E F I N D E X

M A I N T >

THE SIMPLE BUT UNKNOWN SECRET OF THE GLASS !

If you find yourself staring vacantly at some CDU “page” that you don’t want and wonder

where the page that you do want is ...

Simply do these two keystrokes:FIRST THEN

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DELSP CLR

NEXTPAGE

DEPARR

NAVRAD

INITREF

PREVPAGE

FIX

RTE ATC

- -- -- -- -- -- -

MENU

VNAV

PROG

BRT

MSG

OFST

DSPY

FAIL

HOLD FMCCOMM

EXECLEGS

. +/-

6

7

1 2 3 4 . 5 z

. .

N 3 3 5 6 . 0 W 1 1 8 2 4 . 0

N 3 3 5 6 . 2 W 1 1 8 2 4 . 0



R E F A I R P O R T

G A T E

G M T S E T I R S H D G

S E T I R S P O S

1 / 2

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DELSP CLR

NEXTPAGE

DEPARR

NAVRAD

INITREF

PREVPAGE

FIX

RTE ATC

- -- -- -- -- -- -

MENU

VNAV

PROG

BRT

MSG

OFST

DSPY

FAIL

HOLD FMCCOMM

EXECLEGS

. +/-

6

7

1 2 3 4 . 5 z

N 3 3 5 6 . 0 W 1 1 8 2 4 . 0

N 3 3 5 6 . 2 W 1 1 8 2 4 . 0



R E F A I R P O R T

G A T E


S E T I R S P O S

1 / 2

N 3 3 5 6 . 2 W 1 1 8 2 4 . 0

NORMALLY … All entries to the CDU MUST be placed in the SCRATCH PAD first.

There are TWO methods to insert data into the scratchpad:KEYPAD, andLINE SELECT.

Let’s assume that we want to place KLAX in the FMC.

Let’s assume that we want to place the latitude and longitude for LAX from the CDU screen into the position boxes.

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DELSP CLR

NEXTPAGE

DEPARR

NAVRAD

INITREF

PREVPAGE

FIX

RTE ATC

- -- -- -- -- -- -

MENU

VNAV

PROG

BRT

MSG

OFST

DSPY

FAIL

HOLD FMCCOMM

EXECLEGS

. +/-

6

7

1 2 3 4 . 5 z

. .



R E F A I R P O R T

G A T E


S E T I R S P O S

1 / 3

N 3 3 5 6 . 0 W 1 1 8 2 4 . 0

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DELSP CLR

NEXTPAGE

DEPARR

NAVRAD

INITREF

PREVPAGE

FIX

RTE ATC

- -- -- -- -- -- -

MENU

VNAV

PROG

BRT

MSG

OFST

DSPY

FAIL

HOLD FMCCOMM

EXECLEGS

. +/-

6

7

1 2 3 4 . 5 z

. .

N 3 3 5 6 . 0 W 1 1 8 2 4 . 0

N 3 3 5 6 . 2 W 1 1 8 2 4 . 0



R E F A I R P O R T

G A T E


S E T I R S P O S

1 / 2

1Step 1: We use the keypad to type KLAX and notice that it appears in the scratchpad.

2Step 2: Line select appropriate button and observe data appear in adjacent position on the CDU screen.

N 3 3 5 6 . 2 W 1 1 8 2 4 . 0

THE LINE-SELECTTECHNIQUE

1Step 1: Line select the data that you want to place somewhere else using the adjacent line-select button. Observe the appropriate information is copied to the scratch-pad.

THE KEYPAD TECHNIQUE

2Step 2: Line select appropriate button and observe information appear.




PREPARATIONof the

GLASS STUFFFLOW

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DEL CLR

NEXTPAGE

DEPARR

DIRINTC

INITREF

PREVPAGE

FIXN1

LIMIT

RTE CLB

- -- -- -- -- -- -

CRZ DES

PROG

MSG

OFST

DSPY

FAIL

HOLD EXECLEGS

. +/-

6

7

SETTINGUP THE

COMPUTER

We will be doing the following things:

ACTIVE DATA BASE CHECKPOSITION INITIALIZATIONFLIGHT PLAN ROUTE ENTRYFMC PERFORMANCEVNAV PROGRAMFIX INFORMATION

While either pilot may accomplish the FMC INITIALIZATION ...In either case, the other pilot must verify the information entered,

andTHE CAPTAIN is ALWAYS responsible for ensuring that all the data is properly entered and independently verified before flight.

When you sit down and look at the CDU … here is the FIRST PAGE to check.

IDENT PAGE

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DEL CLR

NEXTPAGE

DEPARR

DIRINTC

INITREF

PREVPAGE

FIX

RTE CLB

------

------

CRZ DES

PROG

MSG

OFST

DSPY

FAIL

HOLD EXECLEGS

. +/-

6

7

Some of the stuff is pretty mysterious; such as:

NAV DATAOP PROGRAMSUPP DATA

while I actually was told once what they mean, I forgot... and there is no requirement for you to know either.

MODEL737-300

ENG RATINGCHEVY 327 V8

ACTIVEDEC03JAN01 / 98

JAN01DEC03 / 98

NAV DATAUA1234567

OP PROGRAM 548925-08-01(U5.0) SUPP DATA

AUG28/98

1 / 1IDENT

< INDEX POS INIT >

BIG DEAL

push INIT REF keyLine Select INDEX (key 6L)Line Select IDENT (key 1L)

CONFIRM ACTIVE DATE

VERIFY:The following three lines are correct:

AIRPLANE MODELENGINE RATINGACTIVE DATA BASE DATE

If ACTIVE NAV DATA BASE DATEneeds changing (0901Z of date shown)Line select correct time period (key 3R)Line select ACTIVE (key 2R)

This CDU page(they call the screen a “page”)

is a




POS INIT PAGE continued

737ver5057

There have been SEVERAL flights depart with the WRONG DEP AIRPORT in the DATA BASE … Very embarrassing ! BE ALERT !

POSIT INIT uses the four digit ICAO designator for the airport:

NOTE: The POSITION MUST be entered while the ALIGN LIGHTS are ON.

In the GATE line; you can put ALL or the GATE LOCATION or just skip it altogether.

3. Line Select either REF AIRPORT or GATE (pg 10-9) to scratch pad 4. Line Select to 4R (the row of little boxes)

"EITHER PILOT PUTS IT IN. THEN THE OTHER PILOT CHECKS IT USING A DIFFERENT SOURCE DOCUMENT"

3 REASONS THE IRU ALIGN LIGHTS FLASH: 1: You could be trying to put in an impossible position! 2: You took too long to put in a position

(over 10 minutes). 3: You put in an improbable position:

one that is different from the shut-down position.

for example: KJFK rather than JFK, or MGGT instead of GUA

1. Type in the scratch pad and then2. Line Select 2L

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DEL CLR

NEXTPAGE

DEPARR

DIRINTC

INITREF

PREVPAGE

FIX

RTE CLB

- -- -- -- -- -- -

CRZ DES

PROG

MSG

OFST

DSPY

FAIL

HOLD EXECLEGS

. +/-

6

7

LAST POSN33 56.9 W118 24.3N33 56.9 W118 24.3N33 56.9 W118 24.3N33 56.9 W118 24.3

REF AIRPORTKLAXALL

GATE

G M T - M O N / D Y2 3 5 5 . 8 z

SET IRS POS

1 / 3POS INIT

< INDEX ROUTE >

O

The important thing is that the ALIGN lights don't start flashing. If the IRU ALIGN LIGHTS start flashing,

DO NOT OVERRIDE THE "LAST POSITION" in the CDU BY

REPEATEDLY PUTTING IN A CONFLICTING "PRESENT POSITION" WITHOUT CONFIRMING THAT YOU ARE USING A CORRECT POSITION!

It is possible to convince the machine that you are somewhere where you are not . It will accept your faulty position after a coupla inputs and agree with you. Find out why the ALIGN lights are flashing before you try and make some correction to the position.




Where can we screw up here?

NOTE: International procedures will be covered in greater detail during your Initial Operating Experience (IOE) and other training. NOT ON CHECKRIDE.

There are two different ways to program the ROUTE: FMCS YES and FMCS NO. It will be indicated right on the top part of the clearance or release.

If FMCS YES ... you are in luck. It will give a routing number; Such as "03J". You then type in DEPARTURE AIRPORT in 3 DIGITS followed by the DESTINATION AIRPORT followed by the 03J. Here's an example: Guatemala City to Los Angeles on route 03J=GUALAX03J. NOTE: THREE DIGIT AIRPORT IDENTIFIERS USED.

ROUTE

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DEL CLR

NEXTPAGE

DEPARR

DIRINTC

INITREF

PREVPAGE

FIX

RTE CLB

- -- -- -- -- -- -

CRZ DES

PROG

MSG

OFST

DSPY

FAIL

HOLD EXECLEGS

. +/-

6

7

ORIGIN

CO ROUTE

DEST

RUNWAY

VIA TO

1 / 1RTE 1

< RTE 2 ACTIVATE >

Then Line Select to "CO ROUTE" (2L).easy.

if FMCS NO ... Oh Darn It! This time you use the 4 DIGIT CODE for the airport.MGGT (Guatemala City) in ORIGIN BOX and KLAX (Los Angeles) goes in the DEST BOX.

This time, SKIP the "CO ROUTE", "RUNWAY" box and "VIA" box.

In the "TO" box, put in the first fix from your clearance. Don't try to enter some complex departure (SID); that will be put in later using the DEP/APP key. The machine will scroll and ask for the next leg on the clearance strip. If you run out of slots and wonder where to put the next leg, PUSH THE "NEXT PAGE" button. If it is "via" an airway put that under the "VIA"column and the next FIX goes in the TOcolumn. For example: J60 to DBL. If the routing is "DIRECT" don't put anything in the "VIA" box, just leave it blank.

737ver5058

737ver5059

DEPARTURE / ARRIVAL

1. If the fueler is still putting on fuel, perhaps you "REALLY" don't have enough gas. Check the PERF PAGE for the fuel load.

2. On the PERF PAGE check and see if you have selected TOO MUCH RESERVE FUEL. To do that, select the PROG page and see what the remaining fuel is projected to be. That number must be greater than the number that is in the RESERVE. The machine subtracts your RESERVE from the FUEL REMAINING on the PROG PAGE, and if you do not have enough fuel left, it gives a USING RESERVE FUEL MSG.

3. Another good place to look is the RTE page. If you put an ORIGIN and DEST in the ROUTE page (as you would with a NO FMCS flight plan), sometimes for some unknown and mysterious reason, the MAGIC BOX will change the DEST"ALL BY ITSELF" to the same station as the ORIGIN. This tells the machine that it is going to have to go to the destination and then turn around and go back to the origin. It naturally says, "Hey, we ain't got enough gas."

4. Check CRZ page. Sometimes (and I haven't figured out why this is so) the magic will change your selected cruise altitude to some lower figure, and predicated on that figure it calculates that you do not have enough fuel to make it.

5. Sometimes on a long flight (say LAX to BOS) that is planned with an unusually strong tailwind, the CDU will probably show insufficient fuel.

6. There probably are other "secret" reasons for that stupid message, but I haven't encountered them all yet.

PUSH "DEP/ARR" key. There is nothing tricky here, just select a RUNWAY and a SID/TRANS (if applicable). If there is no SID for that departure, the magenta line on the HSI will begin with the first fix on your clearance.

PUSH "LEGS" Key and "close up" the discontinuity on the list of waypoints.

THE

"USING RSV FUEL”message

At this point in the flight planning, every time you go to make an entry in the scratch pad, that frappin' msg will appear, blocking out the CDU. How to get rid of it? Here are five possibilities:




737ver5060

This page is pretty straight forward, just fill in the boxes. Type the information into the "SCRATCH PAD" and then push the little button next to the line of boxes you want that entry to go into.

To access the PERF INIT page:

1. INIT REF button2. LS "PERF" (3L)

PERFORMANCE INITIALIZATION

ZFW: Get that from the N1/ATOG message, ACARS, or from the FLIGHT PLAN. This figure will be just for planning purposes and the final ZFW will be placed in "THE BOX" during taxi-out by the F/O.

RESERVES: I've heard every scheme in the book ... the bottom line here is to make certain that this number is small enough to keep that FRAPPIN' "INSUFFICIENT FUEL" msg off.Technically, especially on International flight plans, you are supposed to put in ALT plus FAR RESERVES plus the 10% FIGURE.

CRZ ALT: Get that off the Flight Plan or the release. Use the "INITIAL" cruise altitude.

COST INDEX:“40” is the STANDARD SETTING."0" will select ECON for MAX. RANGE."200" results in MINIMUM FLIGHT TIME.

ISA DEV and T/C OAT: NITNOID stuff. For new guys, skip these and press on. Later when you know which end is up, you can figure it out.

GROSS WT. Don't put anything in here, the machine will fill that in for you.

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DEL CLR

NEXTPAGE

DEPARR

DIRINTC

INITREF

PREVPAGE

FIX

RTE CLB

- -- -- -- -- -- -

CRZ DES

PROG

MSG

OFST

DSPY

FAIL

HOLD EXECLEGS

. +/-

6

7

LAST POSN33 56.9 W118 24.3N33 56.9 W118 24.3N33 56.9 W118 24.3N33 56.9 W118 24.3

REF AIRPORTKLAXALL

GATE

G M T - M O N / D Y2 3 5 5 . 8 z

SET IRS POS

1 / 3POS INIT

< INDEX ROUTE >

O

GW / CRZ CG/ 18.5

CRZ ALT

CRZ WIND

ISA DEVC

C------

FUEL24.7

RESERVES

COST INDEX

ZFW--- / ---T / C OAT

T R A N S A L T1 8 0 0 0

1 / 2PERF INIT

< INDEX TAKEOFF >

.

.

.

CRZ WIND: Look at the wind matrix or the flight plan and make a WAG. It doesn't matter whether you are accurate or not, the "REAL WINDS" will be put in later. 737ver5061

MOREGLASS STUFF..later on.

... OH JOY !




CAPTAIN'SFLIGHT DECK

SET-UP

737ver5063

YOU WILL BE REQUIRED TO KNOW ALL THE FOLLOWING STEPS BY MEMORY !

In order to assist in your memorization, here are some diagrams that sorta layout the material in a way that gives it a physical dimension, maybe helping you to visualize the items in the order they are to be performed.

YOU MEAN ...I GOTTA KNOW

THIS FROM MEMORY?YOU GOTTA BE

KIDDING!

CM

IKE

RAY

1999




737ver5064

setupFLIGHTDECK1 GO TO WINDOW

2 OXYGEN MASK

First do these

45678

O2 PANELPMCLOW IDLE LIGHT

REVERSER LIGHTSAUDIO ENTMTSERV INTPHN

UPPER OVERHEAD

10111213141516171819

STBY HYD LOW QTY/PRS

STBY HYD PUMP CK

ALT FLAPS MASTER

ALT FLAPS CONTROL

FLT CONT SWITCHES

SPOILERS SWYAW DAMP SWEFI / IRS

FUEL VALVE CLSD

FUEL X-FEED CKFUEL PUMPS CK

OVERHEADLEFT ROW

202122

25

DC METER

TRs

STBY POWER TEST

APU ELEC LOAD

OVERHEADSECOND ROW

282930

EQUIP COOLING/EXHAUST FAN SW

EQP COOL OFF LITES

EMER EXIT LITES

NO SMOKING SIGN

FASTEN SEAT BELT

SKINNYMIDDLE ROW

3334353637

WINDOW HEAT SW

PITOT HEAT TEST

WING ANTI-ICE

ELEC HYD PUMPS

VOICE RECORDER

IGN SEL SW

ENG START SW OFF

OVERHEADFOURTH ROW

41

MKR BCN LITESCLOCK

ADI/HSI

VOR

CAPT PANELFORWARD

SAI

ILS

DME

SAI

ILS / DMECHECK

AUTOFLIGHTANNUCALTIMETER

IVSI

STBY IAS

STBY ALT

FUEL QUANT

CAPT RIGHTHANDFORWARD PANEL

616263

RADAR TEST

SPEEDBRAKE

THROT andREV LEVERSFLAP LEVER / IND

ENG START LEVERSPARK BRAKE

STAB TRIM

T/O WARN HORN

THROTTLE QUADRANT

RADIOS

RUD and AIL TRIM

STAB TRIM OVRDPA

LOWER CONSOLE

FUEL FLOW SW

ENG INSTR

AUTOBRAKE SEL

ANTI-SKID

CENTER PANELFORWARD

The CAPTAIN'S totally complicated

3 9

2324

2627

GEN DRIVE DISC SW

BUS TRANSFR SW

3132

38

4039

52535455

5657585960

6667

42434445

4746

495051

48

6465

202122232425

DC METER

TRs

STBY POWER TEST

GEN DRIVE DISC SW

BUS TRANSFR SW

APU ELEC LOAD

The CAPTAIN'S

setupFLIGHTDECK1 GO TO WINDOW

2 OXYGEN MASK

O2 PANELPMCLOW IDLE LIGHT

REVERSER LIGHTSAUDIO ENTMTSERV INTPHN

101112131415161718

STBY HYDLOW QTY/PRSSTBY HYD PUMP CK

FLT CONT switches

ALT FLAPS MASTER

ALT FLAPS CONTROL

SPOILERS SW

YAW DAMP SW

EFI / IRS

FUEL VALVE CLSD

FUEL X-FEED CKFUEL PUMPS CK

345678

9

193334353637

WINDOW HEAT SW

PITOT HEAT TEST

WING ANTI-ICE

ELEC HYD PUMPS OFF

VOICE RECORDER

IGN SEL SW

ENG START SW OFF

3132

2627282930

EQUIP COOLING/EXHAUST FAN SWEQP COOL OFF LITESEMER EXIT LITES

NO SMOKING SIGN

FASTEN SEAT BELT SIGN

616263

RADAR TEST

SPEEDBRAKE

THROT and REV LEVERS

FLAP LEVER / IND

ENG START LEVERS

PARK BRAKE

STAB TRIM

T/O WARN HORN

5657585960

FUEL FLOW SW

ENG INSTR

ANTI-SKID

AUTOBRAKE SEL

5455

5253

The following pages are the technical details.

RADIOS

RUD and AIL TRIM

STAB TRIM OVRD

PA

AUTOFLIGHT ANNUC

ALTIMETER

IVSI

STBY IAS

STBY ALT

FUEL QUANT

4748495051

46

6667

6465

MKR BCN

CLOCK

ADI/HSI

VOR

SAIILS

DME

SAI

41

4243

38

4039

4445




737ver5066

1

T

The window is a simple thing, but every year we have a certain number of ROCKET SCIENTISTS who take-off with the window not latched properly. Some have actually made HIGH SPEED ABORTED TAKEOFFs because the window popped open during take-off roll. This is NOT GOOD!

So, here is the first rule of windows:

he following pages will break up the flows into separate pieces. I have included some tips and c o m m e n t s t o h e l p i n

understanding what is being accomplished in each of the steps.

WINDOW SETUP STUFF

DO NOT ABORT A TAKEOFFBECAUSE A COCKPIT WINDOW

POPS OPEN !!!!!!!

NOTE 1: The GOOD NEWS is this: Once the airplane starts to pressurize, there is no way that the window can possibly, under any c i r c u m s t a n c e s , c o m e o p e n !However, a partially latched window can "pop in" during the approach and/or rollout. No problem. NOTE 2: OK-OK!!! I have been challenged with the question: “Hey Dude, How about a de-pressurization at altitude?” .... Hmmmmm, OK, I guess it could happen; but then what about an asteroid hit or a nuclear detonation nearby or maybe a comet or UFO or ...

Windows can be closed even after takeoff up to 250 Knots.

2

737ver5067

OXYGEN MASKTHE INCREDIBLY COMPLICATED

One of the MOST complicated procedures on the Set-up is the Oxygen mask checkout.In brief form, here is what to do:

What PILOTS screw up:

They try to Blow the other guys brains out. Check and see if you are going to broadcast on the same channel that the unsuspecting Captain is monitoring.They leave MASK/BOOM switch in the MASK position after the test is complete. Not a day goes by (OK, there was a day last spring ...) that I don't here some poor soul trying to broadcast with the MIC SEL in MASK. "How do you read, Center?"

RESETTEST

OXYGENMASK

100%PUSH

PRESSTO

TEST

EMERGENCY

N

12

3

4

5

Push and hold, and while holding RESET/TEST lever:

Observe YELLOW CROSS flicker

Push and Hold EMER/TEST selector and observe YELLOW CROSS remain visible;

then Release the EMER/TEST selector

PUSH PTT button, and while holding it:TAP on the door, then Push EMER/TEST button.Verify sound in both cases.Release PTT button

Release RESET/TEST button: Observe FLOW IND is BLANK and O2 Flow stops

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

MASK/BOOM switch to MASKPush F-INPH mic switchAdjust F-INPH volumeEXT SPEAKER volume UP

Here is the step MOST COPILOTS MISS:Ensure Captain is not monitoring F-INPH

Now, put it all back together:

MASK O2 @ 100%MASK HOLDER doors closedMASK/BOOM switch to BOOM

MOST

overlooked!




I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON


I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON


INOP

ON

I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON


INOP

ON

INOP

ON

OFF

ON

OBSAUDIOENTMT

OFF

ON

SERVICEINTERPHONE


OVERHEAD OXYGEN PANELCHECK 2 thingsLIGHT ............................................................................................... OFF andSWITCH SAFETIED ......................................................................… NORMALNOTE: Sometimes the little copper wire is actually broken, and some enterprising individual has re-wound it so it “LOOKS” like it is safetied. Not good.

3

PMC (POWER MANAGEMENT CONTROLS)VERIFYINOP lights ................................................................................................ OFF

NOTE: When the PMC detects a fault, it shifts over to N1 control and illuminates the:

PMC INOP LIGHTMASTER CAUTION LIGHTsENGINE annunciator lights

4

4

3

5

67

8

737ver5068

LOW IDLE LIGHTNOTE: There are two idle speeds: HIGH and LOW (duh!). HIGH is used in flight, and LOW when on the ground as sensed by air’ground switch, BUT, there are two times that you will see HIGH IDLE on the ground.

5 .................................................................. OFF

SO here are two CHECKGUY TRICK QUESTIONS1. Since AC power is required for LOW IDLE, when you are using a BATTERY START or when AC power is interrupted momentarily (such as shutdown of #2 engine with no APU), the engines will go to HIGH IDLE on the ground...and2. ...for 4 seconds after touchdown, the engines remain at HIGH IDLE for go-

around and to enhance reverse.

737ver5069

NOTE: These lights indicate 3 things:1. One REVERSER SLEEVE NOT in agreement with the other SLEEVE.2. REVERSE LEVER and ISOLATION/SEL valves not in commanded position.These situations could occur if engines shut down without the reversers being stowed.3. Engine is doing AUTO-RESTOW.

.................................... ....................... OFFREVERSER LIGHTS

NOTE: The AUTO-RESTOW system works while coming out of reverse on landing roll. Stowing takes about 10 seconds which causes the ISOLATION VALVE to remain open with the THRUST LEVERS down. Here is an ORAL question. Why doesn't the MASTER CAUTION light come on? Well, some bright engineer figured this out and built in a 12 second delay.

6

AUDIO ENTERTAINMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED

NOTE: The Company “LOVES” this thing. Some guys think that it is a “BAD IDEA” because of potential LAWSUITs from nosey passengers misinterpreting information they hear on the radio. The Company, however, has assured the pilots that they will “CYA” in that event and that NO PUNITIVE ACTION will be taken. Your call.

7

SERVICE INTERPHONE SWITCH ......................... OFF

NOTE: There are 7 service interphone plug-ins located externally on the airplane. These are used for communications with the mechanics and are activated with the cockpit when this switch is turned on (This doesn’t interfere with the cockpit-F/A communications either way).

8




OVERHEAD PANEL LEFT ROW

AUTO SLATFAIL

MACH TRIMFAIL

SPEED TRIMFAIL

FEEL DIFFPRESS

LOWPRESSURE

LOWQUANTITY

LOWPRESSURE

LOWPRESSURE

YAWDAMPER

FLT CONTROL STANDBYHYD

SPOILER

YAW DAMPER

ALTERNATE FLAPS

A

A

B

B

OFF

UP

DOWN

OFF

OFF OFF

OFF

ARM

ON

ON ON

OFF

STBYRUD

A ON

OFF

STBYRUD

B ON

9

12

1113

14

15

10

737ver5070

EFI IRSBOTHON 1

BOTHON L

BOTHON 2

BOTHON R

NORMALNORMAL

FUELTEMP


-40 +40

-20 +200

0

C

VALVEOPEN

FILTERBYPASS

FUEL VALVECLOSED

FUEL VALVECLOSED

FILTERBYPASS

FWD FWD

FUEL PUMPS

CROSS FEED

AFT

CTR

L R

AFTOFF OFF

OFF

ON1 2

ON

ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

16

17

19

18

SAFETIED ....... And ON

ON .... andVERIFY YAW DAMPER light ......... OFF

ONThe only time the lights should be ON is when the START LEVERS

are in cutoffor FIRE HANDLES are pulled.

14

15

17

SPOILER SWITCHES

YAW DAMPERSWITCH

FUEL VALVECLOSED lights

............... OFF13 ALTERNATE FLAPSCONTROL SWITCH

THREE STEPS:

STANDBY HYDRAULICPUMP CHECK

STEP 1:A or B FLT CONT SW ....... STBY RUD

Observe STANDBY HYD LOW PRESSURE light comes ON and then goes OFF

STEP 2:FLT CONT LOW PRESS LIGHT ... OFF

VERIFY light under switch goes OUT (indicates that the STANDBY RUDDER VALVE has OPENED).

STEP 3.FLT CONT SW ................... BACK ON

VERIFY the FL IGHT C O N T R O L L O W PRESSURE light comes back ON; IF the associated (A or B) HYDRAULIC S Y S T E M i s U N PRESSURIZED.

SAFETIED OFF

BOTH ON ... verify that the low pressure light is ON if either system is unpressurized.

12

11

ALTERNATE FLAPSMASTER SWITCH

FLIGHT CONTROLSWITCHES (A and B)

STEP 1:ROTATE CROSSFEED SELECTOR to OPENVERIFY VALVE OPEN light goes BRIGHT, then DIM.

STEP 2:ROTATE CROSSFEED SELECTOR to CLOSEVERIFY VALVE OPEN light goes BRIGHT, then OFF

2 STEPS

18 FUELCROSSFEED

CHECK

16 EFI and IRSswitches

NORMAL

BOTH LIGHTS ................ OFF

Then do ...9 STBY HYD LOW QUANTand LOW PRESS LIGHTS

10

Then do ...

737ver5071

19 FUEL PUMPS CHECKSTEP 1:NO.1 and 2 AFT and FWD FUEL PUMP switches … ON.VERIFY associated LOW PRESSURE lights .............OFF.

STEP 2: *(If CENTER TANK FUEL) *see note below.CENTER TANK L and R FUEL PUMP switch .............ON.VERIFY associated LOW PRESS lights ON then go OFF.

STEP 3:ALL FUEL PUMP switches......................................... OFF.NOTE 1: If APU running, leave AFT NO.1 running.NOTE 2: VERIFY FUEL annunciator and

MASTER CAUTION light ..........................ON.

STEP 4:MASTER CAUTION LIGHT ..................PUSH to RESET.

NOTE: This is a VERY IMPORTANT STEP!!! Check current FAA/COMPANY directives for guidance.




CHECK BOTH DC VOLTS and AMPS within limits

MAX T/R AMPS (with cooling) .......... 65MAX T/R AMPS (without cooling) .... 50

21 TR 1, 2, and 3

SAFETIED

AUTO

APU generator MAX AMPS (on ground) ........ 150

23

24

25

GENERATOR DRIVEDISCONNECT SWITCHES

BUS TRANSFER SWITCH

APU ELECTRICAL LOAD

Selector to BAT and check meter at 24 VOLTS minimum

DC VOLTS 4020

0AC

VOLTS

110 120

100 130

DCAMPS

-0+

-50 + 50CPS

FREQ

400

320 420

GALLEY

BAT

RESIDVOLTS


TR 3

GEN 2

INV

TEST

OFFOFF

ONON

AC

TEST

BAT

BATBUS

GRDPWR

STBYPWR

STBYPWR

STANDBY POWER


PRESSURELOW OIL

PRESSURE

HIGH OILTEMP

HIGH OILTEMP


DRIVE TEMPOFF

RISE

IN

AUTOBAT


ONLY ONGRD

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

ACAMPERES

100150

2000

50

C X 100

EXH

TEMP 0123

456

7 8

HIGH OILTEMP

LOW OILPRESSURE

OVERSPEED

LOW OILQUANTITY

21

22

23 24

25

OVERHEAD SECOND ROW

20

20 DC METER SELECTOR

PROCEDURE FOR STEP 22IS ON THE OTHER PAGE,

OVER THERE

737ver5072

3 STEP TESTSet up for the test by placing the AC and DC METER SELECTORS to STANDBY POWER.

VERIFY that the STANDBY POWER OFF LIGHT ... OFF

MASTER CAUTION ................... RESET

NOTES:(1) Some lights MAY come on momentarily in some airplanes and with some configurations. Not to worry.(2) If you dilly-dally with the STBY POWER SWITCH in the OFF position, a whole bunch of lights, flags, and other scary indications may come on. Good news: they will go away after about 10 seconds.

MASTER CAUTION ................... RESET

DO NOT perform the standby power test when the jet is being fueled.The reason: when the standby power is off, the power to the underwing fuelbay indicators is interrupted.

IRS ALIGNMENT MUST BE COMPLETE BEFORE DOING THIS TEST !

STEP 1

STANDBY POWER SWITCH .......................BATVerify:

AC VOLTS and FREQS ................... NORMALDC VOLTS ........................................ NORMALSTANDBY POWER OFF light ..........OFF

STEP 2

STANDBY POWER SWITCH ..................OFFVerify:

LEFT IRS ON DC light ..................... ONIRS annunciator light ...................... ONELEC annunciator light .................. ONMASTER CAUTION LIGHTS ........... ONAC VOLTS and FREQS ................... Bottom of scaleDC VOLTS ........................................ Bottom of scaleSTANDBY POWER OFF light ..........ONF/O RDMI HDG FLAG ...................... In view

STEP 3

STANDBY POWER SWITCH .................. AUTOVerify:

AC VOLTS and FREQS ................... NORMALDC VOLTS ........................................ NORMALSTANDBY POWER OFF light ..........OFFF/O RDMI HDG FLAG ...................... NOT In viewLEFT IRS ON DC LIGHT ................. OFF

22

STOP ! If Fueling is underway, STOP.

STANDBY POWER TEST

737ver5073




OFF

PANEL


OFF

IGHR TB

OFFOFF


NORMAL

ALTERNATE

AN RO MT E D

EMER EXIT LIGHTS

OFF

ON

ARMED

CALL

NOSMOKING

ATTENDGRDCALL

FASTENBELTS

OFFAUTO

ON

RAIN REPELLENT

L R

PARK LOW

HIGH

OFFWIPER

26

27

28

29

30

737ver5074

SKINNYMIDDLE ROW If you find this switch in the ALTERNATE position, suspect that a previous crew

may have had a problem … BE ALERT! This is a VERY IMPORTANT SYSTEM!

An ORAL QUESTION: When are the batteries charging?

If these lights ever come on, even on the ground, there is a serious problem.Select ALTERNATE and get maintenance.

During boarding, we normally leave the sign off.

ARMED ....... Switch cover in the CLOSED position.

BATTERY switch MUST BE ON for this switch to ARM, it gets its power from the BATTERY BUS.When the DC BUS 1 becomes unpowered, then the EMERGENCY LIGHTS come ON.If the DC BUS 1 is powered (as is normal) then the emergency lights are OFF and the BATTERY PACKS are RECHARGING.

The airlines are becoming NON-SMOKING zones. However, IF a particular flight is to be a SMOKING flight, (say you are hauling the Cuban Cigar Club on a charter to Havana) that message will be included right on your release.The time to “Let’em light up,” would be AFTER TAKE-OFF.

26

27

30

28

29

EQUIP COOLING SUPPLY andEXHAUST FAN SWITCHES .................. NORMAL

EQUIPMENT COOLING OFF LIGHTS ............ OFF

FASTEN SEAT BELT SIGN ......... OFF

EMER EXIT LIGHTS

NO SMOKING SIGN ........ ON

If in the air, select ALTERNATE and if you still have a problem, start looking for someplace to park the airplane. LAND ASAP. In about 60 minutes your avionics suite is going to cease functioning normally.If EXHAUST light is ON monitor T/R; maximum without cooling is .... 50 AMPS

737ver5075




43

2

1

0

HYD SYSPRESS

PSI X 1000

BA

FWDOVHT

WINDOW HEAT

PWR TEST

RL

FWD SIDESIDEOFF OFF

ON ON

ON ON ONON


PITOT STATIC

HEAT

A BOFF

ON


F/O STATIC2 AUX P/S

L ELEVPITOT

L ALPHAVANE

TEMPPROBE

F/O P/S2 AUX STATIC


R ELEVPITOT

R ALPHAVANE

WING ANTI-ICE

1 2

ENGANTI-ICE

OFF

GND TEST OFF

ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT

ELEC 2

HYD PUMPSA B


ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEATOVERHEAT


HEADSET600 OHMS

TEST ERASE

0000

PREFS

FIS

D PSI

CABINALT

X 1000 FEET

2

3

4

5

5

6

7

8

9

10

I0

I520

4050

25

35

30

0

0

I

CLNI IMBA BC

I00 R0 EF PE TE

2

23

3

4

I

I

0

.5

.5

UP

DN

ALTHORN

CUTOFF

PRESS DIFFLIMIT:TAKE-OFF & LDG.125 PSI

ENGINE START

AFTENTRY

FWDENTRY

AFTCARGOEQUIP AFT

SERVICE

FWDCARGO

FWDSERVICE

323334

35

OVERHEAD FOURTH

ROW

OFF

START

ON

APU

GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTH OFFOFF

OFF

STROBE POSITIONANTI

COLLISION

ONON ON

ON BAT

3637

31

737ver5076

If the windows are already “HOT,” as is frequently the case from sitting in the sun on the ramp at LAS, then you are NOT going to get a “POWER ON” light when you select ON. Whoops, do it work or don’t it?

31 WINDOW HEAT SWITCHES .....ON, observe “ON” lights

So Mr. Boeing made a little POWER ON TEST feature. It will put FULL POWER to the window.

Here’s how it works:The power test should ONLY be used on a window that has the respective WINDOW HEATswitch ON and the ON light not illuminated. Now, when you do the test, IF the light comes ON during the PWR TEST that indicates normal operation of the power supply.

TWO simple STEPS:TURN SWITCHES ON ..... Verify ALL LIGHTS OFF32PITOT HEAT ............................................ TEST

MASTER CAUTION LIGHT ....................... PUSH

HOLD the WING ANTI-ICE switch in GRD TEST, andOBSERVE:

L and R VALVE OPEN lights go BRIGHT then DIM.RELEASE SWITCH, andOBSERVE:

LIGHTS go OUT.

33 WING ANTI-ICE .............................. TEST and OFF

The idea is to de-pressurize the hydraulic system.CHECK ALL FOUR low pressure lights are ........... ON.CHECK NO PRESSURE indicated on the HYD SYS INDICATOR.Normally, the ENG HYD PUMP SWITCHES are left in the ON position.

34 ELECTRIC HYDRAULIC PUMPS ............ BOTH OFF

TWO step test:35 VOICE RECORDER ................................ TESTPUSH and HOLD TEST BUTTON .................observe 2 FLICKS of NEEDLE And RISE INTO GREEN BANDPLUG HEADSET into the phone jack and say something, listen for reply after short delay.

36 ENGINE START SWITCHES ................. OFF

Select IGN R for the first flight of the day and IGN L for subsequent flights.Because the STBY AC powers the IGN R, we check it to ensure that the STBY POWER is operating.

PC QUEST: What system powers the Right Ignition.

37 IGNITION SELECTOR SWITCH .......... IGN L or R

737ver5077




LOW

HIGH

MARKER

N1234UTP

AIRWAYSMIDDLEOUTER

AIRWAYS

GI HR TB

GI HR TB

GI HR TB

MIDDLE

OUTER

GMT

60

50

40

30

20

10

ET/CHR

CHR

RUN

HLD

RESET

ETSS

FS

RUN

HLD

GMT

16:12

28

MACH

KNOTS

6080

100

120

140160

180200

250

300

350

4007 456

2 3 091

PULL TO SET

ADF INOP

VOR

81 2151 2421 279

306

33 3.0

ADF

DME-1 DME-20 13 62 37 3

3839

20

10

10

20

20

10

10

203540DH 109


R

140

120

100

180

160

19

CAPT FORWARD PANEL

NORM

ALT

NOSE WHEEL STEERING

138GSDME

TAS

12.6283

165/12ILS 1

3330

27

24

2118

1512

9

63 0

109.9

180HDG M

ADI HSI

126

ON ON ON ON ON

ON

10

20

4080 160RANGE

FULLEXP

VOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT

MAPVOR/ADF NAV AID ARPTRTE DATA WPT

RST

DH REFVOR/ILS 320


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 305 +000028004COURSE

180COURSE

310MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

40

41

737ver5078

NOTE 1: Test is to be accomplished in either FULL VOR/ILS or EXP VOR/ILS andWith VHF NAV RECEIVER SELECTORS in MANUAL.

40

41

ADI/HSI

VOR .............. TEST

PUSH TO TESTNOTE: Sometimes, the light covers may be turned to the “DIM” position and not be visible. Be alert.

SETNOTE: DO NOT fiddle with the switch on the LOWER RIGHT of the instrument, unless you NEED to adjust the time (NOT LIKELY). It is very difficult to understand.

38

39

MARKER BEACON LIGHTS

CLOCK

737ver5079

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN


40

41

ADI/HSI

VOR .............. TEST

PUSH TO TESTNOTE: Sometimes, the light covers may be turned to the “DIM” position and not be visible. Be alert.

SETNOTE: DO NOT fiddle with the switch on the LOWER RIGHT of the instrument, unless you NEED to adjust the time (NOT LIKELY). It is very difficult to understand.

38

39

MARKER BEACON LIGHTS

CLOCK

737ver5079

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

NOTE 2: VOT test is preferred; if unable, then VOR certified radial, or dual system comparison.A lot of times you will be sitting at the gate sandwiched between two metal jetways, and the signal is just not strong enough to procure an adequate test; in that case, you may have to wait until after push-back to get a good check.

the “2 1⁄2...4...4” RULEVOT: (The preferable method)RECEIVERS AGREE WITHIN 2 1⁄2 degrees of 180 or 000 FROM.ANDRECEIVERS tuned to same VOT MUST AGREE within 4 degrees.

DUAL VOR TECHNIQUE: (Used where the VOT is not available) BOTH RECEIVERS MUST agree within 4 degrees of each other when tuned to the same VOR.

NOTE 3: VOR self test IS NOT considered a valid substitute for the above test.

CHECK and SET:1: OBSERVE NO FLAGS.2: SET BRIGHTNESS as desired.3: CHECK that RADIO ALTITUDE is displayed.4: IF DH is displayed, it may be removed by setting the DH REF to a negative value.

STEP 1: Tune a VOT station if available (see 10-9 page.STEP 2: Set course indicator on MCP to “000” or “180”.STEP 3: Observe HSI VOR course indicator center within 2 1/2 degrees.




NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTO

MAN

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTO

MAN

ILS

ILSOFF

B/'CRS

10

10 10

10

30

30

20

10

10

20

20

10

10

203540DH 109


R

140

120

100

180

160

19

ILS/DME CHECK

42

45

138GSDME

TAS

12.6283

165/12ILS 1

3330

27

242118

1512

9

63 0

109.9

180HDG M 43

81 2151 2421 279

306

33 3.0

ADF INOP

VORADF

DME-1 DME-20 03 32 27 7

44

VERIFY:1: “STABLE“ operation.2: “CORRECT” ATTITUDE..3: FLAG not in view.4: CAGE if necessary to establish “NORMAL” indication.

Then SELECT ILS.This will allow us to check the SAI ILS in the next step.

SELECT ................. OFF

SELECT an ILS FREQUENCY:

Then: HOLD ILS TEST SWITCH in UP/L POSITION and VERIFY:1: HSI and ADI G/S and LOC BARS disappear for 3 seconds, then reappear.2: HSI G/S and LOC BARS go one dot UP and LEFT.3: ADI G/S and LOC BARS go one dot UP and LEFT.4: SAI G/S and LOC BARS go one dot UP and LEFT.Then: DO the same thing in the DN/R POSITION .

VERIFY ALL the FLAGS or BARS return to ORIGINAL POSITIONS.

NOTE 1: INBOUND COURSE on the MCP MUST be within 90 degrees of the AIRPLANE HEADING or the G/S BAR will not appear.NOTE 2: Holding the TEST SWITCH too long causes all the bars to disappear; but they will come back after about 25 seconds.NOTE 3: This self-test can be screwed up by FM transmissions in the vicinity of the terminal. If you have that happen, do the test during the taxi-out.

44

43

42STEP 1

STEP 2

45

SAI (STANDBY ATTITUDE INDICATOR)

SAI (STANDBY ATTITUDE INDICATOR)

ILS ............. TEST

DME .................. CHECKThe 1 percent - 1⁄2 MILE RULE:

when BOTH DMEs are locked on the same station, they should agree within

1⁄2 MILE or1% of the distance to the station,Whichever is GREATER!

737ver508145published by UNIVERSITY of TEMECULA© Mike Ray 2000



MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

10 13 2 29 9

BARO

0000 01

VERTICALSPEED

0

1

1

2

2

6

4

4.5

.51000 FPM

BARO

MB

50,000

IN.HG

100 FEET0

50

45

6

7

8

9

3

1

ALT

31100001020304

1000 FT2

2 299

KNOTS

IAS

600

80100

120140

160180

200

250240220

300350400

ILS

ILSOFF

B/'CRS

10

10 10

10

30

30

DIM

BRT

TESTLIGHTS

SPEED BRAKEDO NOT ARM

INSTRSWITCH

ALTITUDEALERT

SPEED BRAKEARMED


MAINTAIN AT LEAST 45% N1 WHENOPERATING IN OR NEAR MODERATE

TO HEAVY RAIN, HAIL, OR SLEET

THIS AIRCRAFT IS NOTIN CATEGORY II

STATUS SEE MINIMUMEQUIPMENT LIST ANDDEFERRED SECTION

OF LOG BOOK

1

2

QTYTEST

STABOUT OF

TRIMCTR

1 2

FUEL ERRLB.15 7008

FUEL ERRLB.10 2008

FUEL ERRLB.10 2008

CAPTAIN RIGHT-HANDFORWARD PANEL

47

46

51

50

49

737ver5082

ON ON OVRD

TERROVRDWXR TERR

INOP

48

TEST:1: Move the TEST SWITCH to POSITION 1 and OBSERVE:

A/P, A/T, and FMC ....... Steady AMBER.2: Move the TEST SWITCH to POSITION 2 and OBSERVE:

A/P and A/T ................. Steady REDFMC ............................. Steady AMBER.

VERIFY:1: QUANTITY. The procedures for comparing FUEL SHEET FUEL with INDICATED FUEL and with REQUESTED FUEL are in the Flight Manual .2: QUANTITY TEST BUTTON: VERIFY indicator DECREASE when the button is PUSHED, and INCREASE when it is RELEASED.

CAUTIONDO NOT TEST DURING PRESSURE FUELING !

SET and CROSSCHECK

SHOULD BE .... “60”

VERIFY ..... OFF FLAG retracted.

Altimeter indications should be:FIELD ELEVATION +10 feet +/- 40 feet and Should agree with the other guys altimeter within +/- 80 feet.

NOTE: The elevation on the airport diagram is from some designated point on the airport unknown to us; so your actual elevation could vary significantly from that depicted on the plate. However, on the back of the 10-1 plate, there is an airport diagram which shows the altitude of the ends of the runways.

46

51

50

49

48

47

AUTOFLIGHT ANNUNCIATOR

FUEL QUANTITY ................... CHECK and TEST

STANDBY ALTIMETER

STANDBY AIRSPEED INDICATOR

VERTICAL SPEED INDICATOR ........ ZERO

10 - 40 - 80 RULE

ALTIMETER ...... SET and CROSSCHECKSELECT the CURRENT ALTIMETER SETTING and CROSSCHECK with the other pilot’s indicator.

BEWAREWHEN

OPERATINGIN

COUNTRIESWHERE

MILLIBARSARE USED!

737ver5083




REVERSERUNLOCKED


PRESSUREOIL FILTER

BYPASS

STARTVALVE OPEN

LOW OILPRESSURE

OIL FILTERBYPASS

STARTVALVE OPEN

USED

RATE

RESET

FUEL FLOWSPEED BRAKE TEST1 2 3

ENG OILQTY TEST

YAW DAMPER

1

1

2

2

AUTO-BRAKEDISARM

OFF

ON

ANTI SKIDINOP

LE FLAPSEXT

LE FLAPSTRANSIT

AUTO BRAKE

ANTISKID

23

MAX

1

OFF

RTO

4030

25

10

15

52

UP

FLAPS

1

L


A/T LIM

HYD QTY

SYS AE

1/4

1/23/4

RFLHYD QTY

SYS BE

1/4

1/23/4

RFL

N12

4810

84.8

85.34

2

% RPM X 10

PULL TO SET

N12

4810

85.4

86.45

4

% RPM X 10

PULL TO SET

0

246

8

107667

5

C X 100

EGT

0

246

8

1087.3

4

2

% RPM X 10

N2 0

246

8

1086.5

6

4

% RPM X 10

N2

0

246

8

107434

2

C X 100

EGT

0

2

8060

40 PSI

OILPRESS

1000

20

0

2

8060

40 PSI

OILPRESS

1000

20

50

150

TEMP

OIL

CO100-50

0 50

150

TEMP

OIL

CO100-50

0

VIB

0

1

23

4

5

VIB

0

1

23

4

5

CENTER FORWARD PANEL

53

54

55

Hold in the RESET position momentarily.

When you hold it in reset: for the first second, nothing happens, then BOTH FUEL FLOW INDICATORS reset to zero. You gotta hold it in for more than one second.

52 FUEL FLOW SWITCH

0

2

468

12

10

7234

2RATE/USED

PPH X 1000FF

0

2

468

12

10

7124

2RATE/USED

PPH X 1000FF

52

3

4GALLONS

OILQUANTITY

1

0

23

4GALLONS

OILQUANTITY

1

0

2

53 ENGINE INSTRUMENTS ......... CHECK

VERIFY: AUTO BRAKE DISARM light goes OUT.This indicates that the SELF-TEST has been successfully accomplished.

That is how you ARM it … But to deploy it: How do you do that?

First: The system will “ACTIVATE” between 60 and 90 knots. If you should elect to ABORT in that regime, you WILL NOT GET RTO.

SOME AUTOBRAKE STUFF:What conditions MUST be met to ARM the AUTOBRAKE?ANS:A/C ..................................... must be on the ground.ANTI-SKID SWITCH …....... ON (and operational)WHEEL SPEED ................. less than 60 KNOTSAUTOBRAKE SWITCH ...... RTOTHROTTLES ...................... IDLE

If installed, Check that the safety wire is intact.

55

54

AUTOBRAKE SELECTOR ................. RTO

ANTI-SKID SWITCH ................. ON

N12

4810

00.0

00.01

4

% RPM X 10

PULL TO SET

VERIFY:1: ALL ENGINE INSTRUMENTS READ CORRECTLY. NOTE: Failure of any N1, EGT, or N2 indicator or transmitter will result in:

DIGITAL DISPLAY BLANKING andPOINTER GOING TO ZERO

0

2

8060

40 PSI

OILPRESS

1000

20

0

246

8

100624

2

C X 100

EGT 0

246

8

1000.0

4

2

% RPM X 10

N2

2: N1 REFERENCE BUGS are pushed IN (for automatic setting by FMC). NOTE: If during autothrottle operation of

the engine, such as setting thrust for take-off, the throttles do not advance normally, it could be that these little knobs are not pushed in all the way.

Once above 90 KNOTS and still ON THE GROUND, RETARDING the throttles to IDLE will ACTIVATE THE RTO.

One more thing that is not obvious: RTO differs from NORMAL AUTOBRAKE in this way. If you push on the brakes for about 2 seconds, RTO will release. It is logical if you think about it. If you should screw up and do that, then just apply maximum MANUAL braking for the same effect.

737ver5085




ADF HSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

RADAR TEST

THROTTLE QUADRANT

TEST:1: Move the TILT … MAN.2. ROTATE TILT CONTOL … FULL UP.2: SELECT “TEST”3: PUSH “ON” button.4. OBSERVE on the HSI a GREEN, YELLOW, RED, MAGENTA TEST pattern.5. If there are any FAULT messages on the HSI report to MAINTENANCE.

NOTE: If the TEST is unsuccessful the word “FAIL” indicates on the HSI.

56

PARKINGBRAKEPULL

21

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

21

61

58

62

5740

30

25

10

15

52

UP

FLAPS

1

L

59

737ver5086

43

2

1

0

HYD BRAKEPRESS

PSI X 1000

6360

MAN

OFF

AUTO

AUTOAUTO

TILT

GAIN

MAXPWS

WX/TURB

WX

TEST

MAP

DN0

5 10

105

15

15UP

56 CLOSED and DOWN

VERIFY:FLAPS UP

SLATS UP SPOILERS RETRACTED STAB TRIM in GREEN BAND PARKING BRAKE SET

ACTIVATE the TRIM SWITCHES on the YOKE:1: Check TRIM WHEEL rotates in proper direction, thenWhile still rotating the wheel: MOVE the MAIN STAB TRIM CUTOUT switch to CUTOUT, and.2: OBSERVE that the wheel stops.Return switch to NORMAL.NOTE: If you should notice; FYI, the trim wheel moves more slowly if the flaps are up.

NOTES:1: The RED LIGHT ONLY monitors the position of the lever linkage and does not mean that the brakes are set..

Note the position of the INDICATOR and match it with the FLAP HANDLE position BEFORE powering the “B” pumps. The normal position is, of course, UP; but when the “B” system is energized, the flaps will move towards the position selected by the handle. This MAY NOT BE GOOD!

57

58

63

62

61

60

59

SPEEDBRAKE LEVER ................. DOWN

THROTTLES and REVERSE LEVERS

TAKEOFF WARNING HORN ........................... TEST

STABILIZER TRIM ..................................... ACTIVATE

ENGINE START LEVERS ........................ CUTOFF

PARKING BRAKE ........................................ SET

FLAP LEVER and INDICATOR ..................... MATCH

then:1: ADVANCE A THROTTLE until the HORN SOUNDS. CLOSE throttle to silence horn.2: REPEAT for other throttle3: IF HORN DID NOT SOUND! Check circuit breakers and notify maintenance.

CHECK-GUYQUESTION ONTHE ORAL !

2: The BRAKES may be set using A SYSTEM, B SYSTEM or ACCUMULATOR pressure; However, INDICATED BRAKE pressure of less than 1000 psi IS NOT CONSIDERED ADEQUATE to set the brakes. HOLY COW!

737ver5087




VHF

COMM

FREQ SEL

TFR

124.90 120.95VHF

COMM

FREQ SEL

TFR

124.90 120.95 VHF

COMM

FREQ SEL

TFR

124.90 120.95VHF

COMM

FREQ SEL

TFR

124.90 120.95

DATA

LINK

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

VHF

COMM

FREQ SEL

TFR

124.90 120.95VHF

COMM

FREQ SEL

TFR

124.90 120.95 VHF

COMM

FREQ SEL

TFR

124.90 120.95VHF

COMM

FREQ SEL

TFR

124.90 120.95

DATA

LINK

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

VHF

COMM

FREQ SEL

TFR

124.90 120.95VHF

COMM

FREQ SEL

TFR

124.90 120.95 VHF

COMM

FREQ SEL

TFR

124.90 120.95VHF

COMM

FREQ SEL

TFR

124.90 120.95

DATA

LINK

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

ADI HSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

ADIHSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

NOSERIGHT

NOSELEFT

RIGHTWINGDOWN

AILERON

LEFTWINGDOWN

15 1510 1055 0RUDDER TRIM

RUDDER

VHF

COMM

FREQ SEL

TFR

124.90 120.95VHF

COMM

FREQ SEL

TFR

124.90 120.95 VHF

COMM

FREQ SEL

TFR

124.90 120.95VHF

COMM

FREQ SEL

TFR

124.90 120.95

DATA

LINK

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

ADI HSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

ADIHSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

NOSERIGHT

NOSELEFT

RIGHTWINGDOWN

AILERON

LEFTWINGDOWN


RUDDER

VHF

COMM

FREQ SEL

TFR

124.90 120.95VHF

COMM

FREQ SEL

TFR

124.90 120.95 VHF

COMM

FREQ SEL

TFR

124.90 120.95VHF

COMM

FREQ SEL

TFR

124.90 120.95

DATA

LINK

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

ADI HSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

ADIHSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

NOSERIGHT

NOSELEFT

RIGHTWINGDOWN

AILERON

LEFTWINGDOWN


RUDDER

LEFT RIGHT

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

ANT ADF

ONOFF

TONE

TFR

ADF

1260 550

GAIN

STAB TRIM CAB DOOR

UNLOCKEDCAB DOOR

FLOOD PANELIGHR TB

OFF

IGHR TB

OFF

IDENTTA/RA

TAXPDR L

ABOVEABOVE ABSABS

RELREL BELOWBELOW

NN

RSTBYTEST

FAIL

2222

PREFLIGHT

ENROUTE

POSTFLIGHT

MESSAGE LOG

LINK MANAGER

DIM

FLT DATA

REQUESTS

REPORTS

UA COMMATC

MAINMENU BRT

IDENTTA/RA

TAXPDR L

ABOVEABOVE ABSABS

RELREL BELOWBELOW

NN

RSTBYTEST

FAIL

2222

737ver5088

LOWER CONSOLE

64

65

66

67

737ver5089

It is common practice to set up the COMM RADIOS like this: Be alert, sometimes there is a “special” frequency assigned by ATC or RAMP to monitor or use.

Here’s a suggestion. Some of the airplanes are “bent,” and if you look down and see some rudder trim left over from the last flight, I think it is good technique to only take out about half of that. The term “zero” the trim

Normal is closed. In the simulator, it is possible that the previous crew could have left it “up”. On the line, it could have been “kicked” by the First Officer getting out of the seat.

Flip up the slider , depress the transmit button, and say something eloquent … But remember that EVERYONE ELSE will be listening. I remember the day I heard some unsuspecting Captain checking the PA … WHOOPS!… then, deselect the P/A by pushing another transmit button.

64

65

66

67

RADIOS .............. CHECK and SET

RUDDER and AILERON TRIM ...... ZERO

STABILIZER TRIM OVERRIDE SWITCH ...... NORMAL

PA SYSTEM ...... CHECK

This is the end of the Captain’s Flight Deck Set-up...Wheeeew! Thank goodness..

VHF

COMM

FREQ SEL

TFR

124.90 120.95 VHF

COMM

FREQ SEL

TFR

124.90 120.95

GROUND CONTROLor PUSHBACK GUY

DEPARTURECONTROL

ATIS RAMP CONTROLor MAINTENANCE

may or may not be reflected on the trim indicator. However, I think it is good technique to ALWAYS put the AILERON TRIM to the zero marker on the top of the yoke.




737ver5091

FIRSTOFFICER

FLIGHTDECKPREPSTUFF

The FIRST OFFICER'S

setup ... for left brained pilots.FLIGHTDECK

1GO TO WINDOW2OXYGEN MASK3

EXT LIGHTS

First do these

456

789

FLIGHT RECORDERMACH OVERSPDSTALL WARNING

AIR TEMP SEL

DUCT OVERHEATTEMP SELECTORS

UPPER OVERHEAD

MAIN OVERHEAD

PNEUMATIC

1011

12

DUAL BLEED LIGHTRAM DOOR LIGHTS

PACK TRIP, BLEED TRIP,WING BODY OVHT

20212223

ADI/HSIVOR

ILS

DME

RIGHTFORWARDPANEL

SKINNYMIDDLE ROW

13 ENG BLEED SW

16171819

MKR BCNs

CLOCKALTIMETER

IVSILEFT F/OFORWARDPANEL

252627

AUTOFLIGHT ANNUC

A/S INDICATOR

TAT/SAT/TAS

28293031

RDMI

GPWS INHIBIT SW

GPWS

737ver5092

24

TRANSPONDER

ADF

1415

SYSTEM TEST

PANEL SETUP

Use this layout to help you memorize the steps and their order.

The FIRST OFFICER'Ssetup

... for pilots who like picturesFLIGHTDECK

1GO TO WINDOW2OXYGEN MASK3

EXT LIGHTS

First do these

20212223

ADI/HSI

VOR

ILS

DME

16171819

MKR BCNs

CLOCKALTIMETER

IVSI

252627

AUTOFLIGHT ANNUC

A/S INDICATOR

TAT/SAT/TAS

28293031

RDMI

ADF

TRANSPONDER

GPWS INHIBIT SW

GPWS

24

The following pages are the

technicaldetails.

4 FLIGHT RECORDER

5 MACH OVERSPD

6 STALL WARNING

789

AIR TEMP SEL

DUCT OVERHEATTEMP SELECTORS

1011

DUAL BLEED LIGHTRAM DOOR LIGHTS

12 PACK TRIP, BLEED TRIP,WING BODY OVHT

13 ENG BLEED SW

1415

SYSTEM TESTPRESSURIZATION

PANEL SETUP




737ver5094

THE SIDE WINDOW2

1

The window is a simple thing, and just because you are only a lowly First Officer, I won't take it out on you and try to describe something that is intuitive, ... but every year we have a certain number of ROCKET SCIENTISTS trying to take-off with the window not latched properly. Some have actually made HIGH SPEED ABORTED TAKE-OFFs because the window popped open during take-off roll! DUH!

So, here is the FIRST RULE OF WINDOWS:

737ver5094

THE SIDE WINDOW2

1



737ver5094

THE SIDE WINDOW2

1



737ver5094

THE SIDE WINDOW2

1



Oooops ...!


DO NOT ABORT A TAKEOFFBECAUSE A COCKPIT WINDOW

POPS OPEN !!!!!!!

Windows can be closed after take-off up to 250 Knots. Gets noisy and scares the hydraulic fluid right outta you, but it is NO BIG DEAL!

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

1EXTERIOR LIGHTS......... AS REQUIREDYou have probably just returned from the EXTERIOR INSPECTION (walk-around), and therefore the only lights that need to be ON are the NAV LIGHTS; and these are to remain ON at ALL TIMES.DO NOT turn on the OSCILLATING BEACONS … Unless the airplane is being moved or the engines are running.

737ver5095

3

Here is the step MOST COPILOTS MISS:Ensure Captain is not monitoring F-INPH

OXYGEN MASKTHE INCREDIBLY COMPLICATED

One of the MOST complicated procedures on the Set-up is the Oxygen mask checkout.In brief form, here is what to do:

What PILOTS screw up:

They try to Blow the other guys brains out. Check and see if you are going to broadcast on the same channel that the unsuspecting Captain is monitoring.They leave MASK/BOOM switch in the MASK position after the test is complete. Not a day goes by that I don't here some poor soul trying to broadcast with the MIC SEL in MASK. "How do you read, Center?"

Now, put it all back together:

RESETTEST

OXYGENMASK

100%PUSH

PRESSTO

TEST

EMERGENCY

N

MASK O2 @ 100%MASK HOLDER Doors closedMASK/BOOM switch to BOOM

12

3

4

Push and hold, and while holding RESET/TEST lever:

Observe YELLOW CROSS flicker

Push and Hold EMER/TEST selector and observe YELLOW CROSS remain visible;

then Release the EMER/TEST selector

PUSH PTT button, and while holding it:TAP on the door, then Push EMER/TEST button.Verify sound in both cases.Release PTT button

Release RESET/TEST button: Observe FLOW IND is BLANK and

O2 Flow stops

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

MASK/BOOM switch to MASKPush F-INPH mic switchAdjust F-INPH volumeEXT SPEAKER volume UP





OFF


FLIGHT RECORDERMACH

AIRSPEEDWARNING

TEST


4

5

6

FLIGHT RECORDER ........TEST

MACH AIRSPEED WARNING ........TEST

STALL WARNING ........TEST

MOVE TEST SWITCH to ....... TEST position, thenOBSERVE ............................ OFF light is NOT ON.RESTORE SWITCH COVER ...... Normal position.

PRESS button #1:OBSERVE: CAPT AIRSPEED CLACKER activates, thenPRESS button #2:OBSERVE: F/O AIRSPEED CLACKER activates.

PRESS button #1:OBSERVE: CAPT STICK SHAKER activates, thenPRESS button #2:OBSERVE: F/O STICK SHAKER activates.

NOTE 1: The test is INOPERATIVE if:An AMBER LE DEVICE light comes ON.

NOTE 2: DO NOT move the FLAPS in an attempt to troubleshoot the problem without clearance from a GROUND OBSERVER!

4

5

61

1

2

2 3

3

465

4LE DEVICES

FLAPSTRANSIT

EXT EXTFULLEXT

FULLEXT

TRANSIT

SLATS SLATS

TEST

NOTE 3: What happens is that the hydraulic press can bleed off and allow the L.E. flaps to droop, causing an asymmetry signal. Just bringing on the “B” HYD PUMPS may move the flaps and put out the light, but… DO NOT DO THIS without GROUND CLEARANCE !!!

737ver5096




DUCTOVERHEAT

DUCTOVERHEAT

TEMP120

160

2000F

80

40

AIR MIXVALVE

AIR MIXVALVE

HOT

HOT

COLD

COLD


DUCTPASSCABIN

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

PACKTRIP OFF

PACKTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

RESET

TRIP

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

0

20

40 60

80

100PSI

RL


7 8

910

11

12

13737ver5098

AIR TEMP SELECTOR ............................. SUPPLY DUCT

TEMPERATURE SELECTORS .................................. SET

DUAL BLEED LIGHT ........................................... OFF/ON

RAM DOOR FULL OPEN LIGHTS ............................... ON

PACK TRIP OFF, BLEED TRIP OFF,and WING-BODY OVERHEAT LIGHTS .................... OFF

ENGINE BLEED SWITCHES ......................................... ON

DUCT OVERHEAT LIGHTS ........................................ OFF

This is to set up to monitor the temperature of the air in the MIX MANIFOLD.

If you are sitting there some HOT MUGGY day, and the Air Conditioner is NOT putting out any cold air … It could be “ICED UP.” A technique I have heard is to place the TEMP SELECTOR to manual FULL HOT momentarily to heat up the evaporator. This should produce a “Snow storm” followed by cold air. Voila!

If APU bleed valve CLOSED:VERIFY DUAL BLEED LIGHT ........... OFF.If some combination of APU and ENG bleed valves OPEN:VERIFY DUAL BLEED LIGHT ........... ON.

These doors should be “FULL OPEN” on the ground and in flight with the flaps extended. If the light is NOT ON … GET MAINTENANCE involved.

These six lights should be OUT. If one or more are ON, go to the book and do the procedure.

These valves are ELECTRICALLY CONTROLLED and PNEUMATICALLYACTUATED. They are normally left ON.

An OVERHEAT condition in the SUPPLY DUCT causes: DUCT OVERHEAT LIGHT to illuminate, and The MIX VALVE to drive FULL COLD AUTOMATICALLY

After DUCT temperature returns to normal, the TRIP RESET button will allow the crew to regain control of the MIX VALVES.

7

9

10IF BLEEDS CLOSED = LIGHT OFFIF BLEEDS OPEN = LIGHT ON

11

12

13

8

737ver5099




OFF SCHEDDESCENT STANDBY MANUAL

MANUALOFF SCHEDDESCENT

AUTOFAIL

STANDBY and MANUALPRESSURIZATION TEST

STEP 2

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

35000

005280

05780


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

BLEEDAUTOFAIL

737ver5100

1: MODE SEL ............................... STBY2: verify STANDBY LIGHT ............ ON3: STBY CABIN RATE ................... FULL INCREASE4: STBY CABIN ALT .... 500 feet below field elevation5: FLT/GND SWITCH .................... FLT6: verify OUTFLOW VALVE ........... FULL CLOSE

1: STANDBY CABIN ALT … Set minimum 500 feet ABOVE field elevation.2: verify OUTFLOW VALVE ......... Moves to FULL OPEN

STANDBY

CABIN RATEFLT ALT

FLT ALT

LAND ALT

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

35000

001257

04780


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

BLEEDSTANDBY

STEP 1

STEP 1

1

1

2

2

3

45

6

STEP 2

14

HOLY COW .... What a complicated procedure for such a simple system, wheeew. The only saving grace is that after a few hundred times, it will get to be common place. I have tried to simplify the situation by breaking it out into several steps.


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

CHECK


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

OFF SCHEDDESCENT STANDBY MANUAL

MANUALSTANDBYOFF SCHEDDESCENT

AUTOFAIL

STANDBYOFF SCHEDDESCENT

AUTOFAIL

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

05280

05780

BLEEDAUTOFAIL

1: MODE SEL .................... MANUAL DC2: verify MANUAL LIGHT ............ ON3: AUTO FAIL, OFF SCHED DESCENT,and STANDBY LIGHTS .... OFF4: OUTFLOW VALVE SWITCH ....... TOGGLE TOWARDS CLOSE5: verify incremental valve movement

1: FLT/GRD SWITCH ................ GRD2: OUTFLOW VALVE SWITCH ........... HOLD TO CLOSE3: verify STEADY VALVE MOVEMENT

1: MODE SELECTOR ....... AUTO2: verify .... OUTFLOW VALVE moves FULL OPEN3: ALL the lights ..... OFF

STANDBY

CABIN RATE

STBY AC

DC

MANAUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

35000

05280

05780

BLEEDMANUAL

STEP 3

1

2

3

3

5

4

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250

BLEED

STEP 5

1

2

2

3

STEP 4

737ver5101

1




STANDBY

CABIN RATE

STBY

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO

FLT ALT

LAND ALT

MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

35000

005280

07200


-.3.3

.8I.4

I.92.4

2.9 3.93.4 4.4

5.05.0

5.15.6

6.06.4

18 20 22 24 26 28 30 32

BLEEDMANUALOFF SCHED

DESCENT STANDBYAUTOFAIL

PRESSURIZATIONSETUP15

2

4

5

1: MODE SELECTOR ..........................AUTO2: FLT ALT INDICATOR ...........SET PLANNED FLIGHT ALTITUDE3: LAND ALT INDICATOR ........SET LANDING FIELD ALTITUDE4: STANDBY CABIN RATE ...... SET AT INDEX5: STANDBY CABIN ALTITUDE .... SET

PRESSURIZATION SETUP

Go to the little "decal" at the bottom of the instrument.Compare actual destination altitude minus 200 feet and the CAB altitude derived from the decal using the projected flight altitude.Use the HIGHER figure and set it in the STANDBY section of the instrument in the CABIN ALT window.

15

737ver5102


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

AC

DC

MAN

6.87.2

7.68.0

34 36 1CABFLT3

EXAMPLE: Say your "DESTINATION" altitude is 5280'.take 5280 minus 200 = 5080.Take the CRUISE ALTITUDE (say 35,000') go to the decal and get a CAB ALTITUDE (7.2 = 7200).Compare the two (5080 versus 7200) andset the HIGHER (7200) figure in the CAB ALT window.

AIRWAYSMIDDLEOUTER

AIRWAYS

GI HR TB

GI HR TB

GI HR TB

MIDDLE

OUTER

PULL UP

BELOW G/SP-INHIBIT

MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

BARO

0005 01

1 3 29 910 2

VERTICALSPEED

0

1

1

2

6

4.5

.51000 FPM

GMT

60

50

40

30

20

10

ET/CHR

CHR

RUN

HLD

RESET

ETSS

FS

RUN

HLD

GMT

16:12

28

16

17

18

MARKER BCN LIGHTS… PUSH TO TEST

CLOCK

16

17SET … Just remember not to touch the lower right hand switch until you think about it. It is NOT intuitive.

Sometimes the "IRIS" is closed on the lens.

RIGHT FORWARD PANEL

737ver5103

VERTICAL SPEED ........ ZERO

ALTIMETER ......... SET and CROSSCHECK

19

18

Verify … OFF flag is retracted from view.

The altimeters should read 10 feet above field elevation +/-40 feet and agree with the other altimeter within +/-80 feet. If they are outside tolerance, then the actual readings should be entered into the airplane Flight Log and reported to maintenance.

ON ON

WXR TERR

2

4

19




ADI HSI

ON ON ON ON ON

ON

10

20

4080 160RANGE

FULLEXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

ADI/HSI .............. CHECK and SET1. OBSERVE ................. NO FLAGS2. BRIGHTNESS ........... SET3. RAD ALT ................... DISPLAYEDIf the DH is also displayed, it may be removed by setting DH REF to a negative setting.

20

F/O ADI/HSI TEST

20

10

10

20

20

10

10

203540DH 109


R

045

120

100

180

160

46

18032.7283 296

117.50320/18

HDGDME

TAS

FROM

GS

M

109

737ver5104

20.3

F/O VOR TEST


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 305 +000028004COURSE

180COURSE

180MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

138GSDME

TAS

12.6283

165/12ILS 1

3330

27

242118

1512

9

63 0

109.9

180HDG M


21 VOR .............. TEST

737ver5105





DME DN/RT

VOR

TEST

UP/LT

124.90 132.95AUTOMAN

F/O VOR TEST


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 305 +000028004COURSE

180COURSE

180MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

138GSDME

TAS

12.6283

165/12ILS 1

3330

27

242118

1512

9

63 0

109.9

180HDG M


21 VOR .............. TEST

737ver5105





DME DN/RT

VOR

TEST

UP/LT

124.90 132.95AUTOMAN

STEP 1: Tune a VOT station if available (see 10-9 page).STEP 2: Set course indicator on MCP to “000” or “180”.STEP 3: Observe HSI VOR course indicator center within 2 1/2 degrees.

21.1

21.221.3




NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTO

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTO

MAN

737ver5106

20

10

10

20

20

10

10

203540DH 109


R

045

120

100

180

160

64

ADF INOP

VOR

81 2151 2421 279

306

33 3.0

ADF

DME-1 DME-20 03 32 27 7

ILS/DME CHECK

23

12.6283 138

165/12

3330

27

242118

1512

9

63 0

ILS 1 109.9

194HDG

DME

TAS GS

M 22

737ver5107

SELECT an ILS FREQUENCY:

Then: HOLD ILS TEST SWITCH in UP/L POSITION and VERIFY:1: HSI and ADI G/S and LOC BARS disappear for 3 seconds, then reappear.2: HSI G/S and LOC BARS go one dot UP and LEFT.3: ADI G/S and LOC BARS go one dot UP and LEFT.4: SAI G/S and LOC BARS go one dot UP and LEFT.Then: DO the same thing in the DN/R POSITION .

VERIFY ALL the FLAGS or BARS return to ORIGINAL POSITIONS.

NOTE 1: INBOUND COURSE on the MCP MUST be within 90 degrees of the AIRPLANE HEADING or the G/S BAR will not appear.NOTE 2: Holding the TEST SWITCH too long causes all the bars to disappear; but they will come back after about 25 seconds.

22

23

ILS ............................................................... TEST

DME .......................................................... CHECKThe 1 percent - 1⁄2 MILE RULE:

when BOTH DMEs are locked on the same station, they should agree within

1⁄2 MILE or1% of the distance to the station,Whichever is GREATER!




SPEEDBRAKE

PULL UP

BELOW G/SP-INHIBIT


1

2

VOR

81 2151 2421 279

306

33 3.0

ADF

DME-1 DME-20 13 62 37 3

ADF INOP

TATC

KT

o+15.2

43

2

1

0

HYD BRAKEPRESS

PSI X 1000

43

2

1

0

HYD SYSPRESS

PSI X 1000

BA

HYD QTY

SYS AE

1/4

1/23/4

RFLHYD QTY

SYS BE

1/4

1/23/4

RFL

24

SYS TEST

NORMAL

FLAP/GEARINHIBIT

GROUND PROXIMITY

INOP

737ver5108

LEFT F/O FWD PANEL

4657

MACH

KNOTS

6080

100

120

140160

180200

250

300

350

400

0 4 561

PULL TO SET

26

25

27

28

29

AUTOFLIGHT ANNUNCIATOR .................. TEST

AIRSPEED INDICATOR .............................. CHECK

TAT/SAT/TAS INDICATOR .......................... TAT

RDMI ............................................................ CHECK

GPWS INHIBIT SWITCH .................... SAFETIED/NORMAL

GPWS ......................................................... TEST

Push switch to TEST 1 position, OBSERVE:A/P, A/T, FMC lights come ON STEADY AMBER

Push switch to TEST 2 position, OBSERVE:A/P, A/T lights come ON STEADY REDFMC light comes ON STEADY AMBER

Verify CURSOR CONTROL KNOB .................. INVerify ................................... NO FLAGS IN VIEWVerify DIGITAL AIRSPEED .................45 +/- 1 KT

Verify MAG HEADING agrees with STANDBY COMPASS and HSI’s display.Verify NO WARNING SYMBOLS in view.Position #2 VOR/ADF selector as desired.

In the SIM, obviously the safety wire will be broken, BUT you MUST check this because you can bet that the previous crew had to use it and might have inadvertently left it off. BE ALERT !

PUSH GPWS button:

Check that AURAL soundsBELOW G/S, PULL UP, and INOP light comes ON.

25

24

26

27

28

29




737ver5110

TRANSPONDER/TCAS TEST

20

10

10

20

20

10

10

203540DH 109


R

140

120

100

180

160

19

TCAS/ATC

TEST

STBYXPDR L RTA

TA/RA

ABOVE ABOVE

BELOW BELOWREL REL

ABS ABS

IDENT

FAIL

8 8 8 8

“RED PITCH AVOIDANCE BARS”displayed on ADI.

Computerized voice sez, “TCAS SYSTEM TEST OK (FAIL).”

18832.7283 296

320/18 12762.6 R

10.4 L

1534.8TRKNM

TAS GS

ZM

+02

-10

+02

TCAS TEST TRAFFIC

+10

“TCAS TEST” displayed on HSI.

“FOUR GOOFY SYMBOLS”displayed IF 10 mile scale is being used at the time with MAP mode selected.

TRANSPONDER/TCAS ................... TEST, SET30 NOTE: IRS alignment MUST be complete prior to accomplishing the TCAS test.

Place TCAS/XPDR selector to TEST momentarily and OBSERVE the following indications:

30“FAIL” LIGHT comes ONmomentarily.

“8888” appears in these windows

737ver5111

ADF TEST

THIS IS THE ENDOF THIS SECTION

ADF ................... SET and CHECK31 Step 1: Tune ADF to an FAA or other government facility.Step 2: Verify the the RDMI points towards that station.Step 3: Set RDMI selectors and pointers as desired.

VOR

81 2151 2421 279

306

33 3.0

ADF

DME-1 DME-20 13 62 37 3

ADF INOP

ANT ADF

ONOFF

TONE

TFR

ADF

1260 550

GAIN

31




12PREPSTEPS

FINALFLIGHTDECK

737ver5113

The hectic ...

There is no particular order to the things that occur in this section, and I think you will find that there is a lot of other things going on, a whole bunch of stuff grabbing for your attention. You have to take each activity in its time and ensure that it is

taken to completion, even though there may be interruptions during its execution.

DISCUSSION: Who does what?

This section has procedures and items assigned to BOTH Captain and/or First Officer; that is C,F/O.

I submit, however, that normal operating habits (as opposed to SOP or standard operating procedures) have evolved such that some tasks are expected to be accomplished by one pilot or the other.




ATC CLEARANCE

FUEL QUANTITY CHECK

GET CLEARANCE

FUEL QUANTITY ................ CHECK

DISCUSSION: The ATC clearance will normally NOT be available until about 20 minutes prior to your “P” (projected push-back) time. Normally, you can receive your clearance via ACARS, this is called PDC or “PRE-DEPARTURE CLEARANCE (If available it will be indicated on the 10-9 page). If you request it before it is available, you will get the ACARS message telling you to contact Clearance via voice radio. My suggestion is to give it a coupla minutes and request it again.

It is a GOOD CAPTAIN PRACTICE to request the clearance soon enough so that should it NOT be filed for some reason, there will be time to contact DISPATCH and get the situation resolved without delaying the departure.

Don’t get hung up on the ACARS solely. It may even be necessary to contact the appropriate ATC agency (FSS ?) by voice to resolve a sticky situation. All questions about the clearance should be resolved before you depart the gate ... and if that is not possible; certainly BEFORE beginning the take-off.Let me state that another way:

DO NOT TAKE-OFF WITHOUT A LEGITIMATE CLEARANCE.

DISCUSSION: When the fueler comes to the flight deck, it is time to stop what you are doing, turn in your seat and looking at the fueler, and address the issues of:

(1) Did we get the fuel load requested for this specific airplane.(2) Were the fuel changes included.(2) Is that fuel load within tolerances.

The “boarded fuel check,” if the Captain directs, is outlined in the FOM.

737ver5114

APU HOURMETER

ELAPSED TIME

HOURS I/I00 2 8 3 2

AUTO SLATFAIL

MACH TRIMFAIL

SPEED TRIMFAIL

FEEL DIFFPRESS

LOWPRESSURE

LOWQUANTITY

LOWPRESSURE

LOWPRESSURE

YAWDAMPER

FLT CONTROL

SPOILER

YAW DAMPER

ALTERNATE FLAPS

A

A

B

B

OFF

UP

DOWN

OFF

OFF OFF

OFF

ARM

ON

ON ON

EFI IRSBOTHON 1

BOTHON L

BOTHON 2

BOTHON R

NORMALNORMAL

FUELTEMP


-40 +40

-20 +200

0

C

VALVEOPEN

FILTERBYPASS

FUEL VALVECLOSED

FUEL VALVECLOSED

FILTERBYPASS

FWD FWD

FUEL PUMPS

CROSS FEED

AFT

CTR

L R

AFTOFF OFF

OFF

ON1 2

ON

ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

GALLEY

BAT

RESIDVOLTS


TR 3

GEN 2

INV

TEST

OFFOFF

ONON

AC

TEST

BAT

BATBUS

GRDPWR

STBYPWR

STBYPWR

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

ACAMPERES

100150

2000

50

C X 100

EXH

TEMP 0123

456

7 8

HIGH OILTEMP

LOW OILPRESSURE

OVERSPEED

LOW OILQUANTITY

OFF

PANEL


OFF

IGHR TB

OFFOFF


NORMAL

ALTERNATE

AN RO MT E D

EMER EXIT LIGHTS

OFF

ON

ARMED

CALL

NOSMOKING

ATTENDGRDCALL

FASTENBELTS

OFFAUTO

ON

RAIN REPELLENT

L R

OFF BAT

HIGH

AUTO

FWDOVHT

WINDOW HEAT

PWR TEST

RL

FWD SIDESIDEOFF OFF

ON ON

ON ON ONON


PITOT STATIC

HEAT

A BOFF

ON


F/O STATIC2 AUX P/S

L ELEVPITOT

L ALPHAVANE

TEMPPROBE

F/O P/S2 AUX STATIC


R ELEVPITOT

R ALPHAVANE

WING ANTI-ICE

1 2

ENGANTI-ICE

OFF

GND TEST OFF

ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT

ELEC 2

HYD PUMPSA B


ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEATOVERHEAT


HEADSET600 OHMS

TEST ERASE

0000

PREF

SFI

SD PSI

CABINALT

X 1000 FEET

2

3

4

5

5

6

7

8

9

10

I0

I520

4050

25

35

30

0

0

I

CLNI IMBA BC

I00 R0 EF PE TE

2

23

3

4

I

I

0

.5

.5

UP

DN

ALTHORN

CUTOFF


.125 PSI

DUCTOVERHEAT

DUCTOVERHEAT

TEMP120

160

2000F

80

40

AIR MIXVALVE

AIR MIXVALVE

HOT

HOT

COLD

COLD


DUCTPASSCABIN

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

DC VOLTS 4020

0AC

VOLTS

110 120

100 130

DCAMPS

-0+

-50 + 50CPS

FREQ

400

320 420

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

STANDBY POWER


PRESSURELOW OIL

PRESSURE

HIGH OILTEMP

HIGH OILTEMP


DRIVE TEMPOFF

RISE

IN

AUTOBAT


ONLY ONGRD

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

AFTENTRY

FWDENTRY

AFTCARGOEQUIP AFT

SERVICE

FWDCARGO

FWDSERVICE

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

PACKTRIP OFF

PACKTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

RESET

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

TRIP

0

20

40 60

80

100PSI

RL

START THE APU

BATTERY SWITCHON

OFF

ON

START

ON

BOTH ON

MOMENTARY only.

Verify TRANSFER BUS, BUS OFF, and

STANDBY PWR lights are OFF.

Check LOW PRESSURElights go OFF.

APU BLEED SWITCH

AFT NO.1 FUEL PUMP

APU CONTROL SWITCH

APU GEN OFF BUS LIGHT

APU GEN SWITCHES

Step 1

Step 2

Step 3

Step 4

Step 5

Step 6

BIG BOO-BOO! DO NOT turn OFF the BATTERY SWITCH while on the ground with the APU running and supplying electrical to the airplane or the APU will shut down and it will get really dark on the airplane.

IF NOT ALREADY RUNNINGAPU GROUND START PROCEDURES: F/H 6-49

HERE ARE THE GUIDELINES FOR APU USEIt is OK to hook up to the ELECTRICAL as soon as start complete; however

DO NOT use the PNEUMATIC bleed air for at least

1 minute.




737ver5116

ACARS FLIGHT INFORMATION

SET “V” SPEEDS

DISCUSSION: This is one of the areas where the FIRST OFFICER is generally considered to be the person to accomplish this task; BUT the Captain is ALWAYS the one responsible for the accuracy of the information.

MAIN MENU 1/2PREFLIGHT DISPATCH

ENROUTEWX RQST

IN REPORTMRM REPORT

0001 TIMESUA COMMMSGS RCVDDELAY/DVRT

RETURNMODE DIM 6

DATA

LINK

LOAD FLIGHT and FUEL information:

ACARS .................... LOAD and TEST

LINK TEST and CHECK TIME. Check the time withe Captain’s clock. Remember that re-setting the clock is an really tricky process, so DO NOT begin until you are certain that you know what you want to do.

INITIALIZE (don’t forget page 2). The most common mistake is to place the wrong date in the ACARS. Use the date on the flight release even though the actual date of your departure may be another date.


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

134 305 +000028004COURSE

310COURSE

310MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

MACH

KNOTS

6080

100

120

140160

180200

250

300

350

4007 4

56

2 3 091

PULL TO SET

When the weights are available and the IRUs are up to speed, from the SPEED CARD (flip chart) determine the speeds and set them using the “bugs” and the MCP. On the MCP you want to set the V2 Speed. This will cause the “salmon” bug to move in the airspeed indicator.

It is IMPORTANT that you confirm that the “SALMON BUG” in the airspeed indicator moves to match the speed put in the MCP.

The “SPEED CARD” is discussed on the next page.




SET STABILIZER TRIM

The value for the trim is on the WEIGHT MANIFEST. HOWEVER, for any trim setting, the trim indicator MUST remain in the GREEN BAND.

Of course, you will get a take-off warning when you advance the throttles for take-off; but right here is where you want to catch a mis-set trim.

REMEMBER: If you are getting squirted with anti-icing fluid, the manual specifically states that the trim is to be run “FULL FORWARD, THEN 1/2 UNIT ANU.”

COMM RADIOS

32

This is the way the radios are set up … Usually. If, however, you are flying with Captain America, She (he) just may have some “special and unique” setup. So … do that one.

COMM RADIOS......... SET UP AS REQUIRED

VHF

COMM

FREQ SEL

TFR

124.90 120.95 VHF

COMM

FREQ SEL

TFR

124.90 120.95

TOWER (GROUND) DEPARTURE ATIS COMPANY (RAMP)

YOU MUST RESET THE TRIM FOR TAKE-OFF!

737ver5117

BIG !

ON ON

SET EFIS CONTROL PANEL

EFIS is pronounced (ee-fus) and is just another word for “GLASS STUFF.” I offer this as a suggestion only, because I don’t think there are any “specific SOP” settings for this.

SET UP GLASS STUFF (EFIS) CONTROL PANEL

Because this is a simulator session and you are expecting an engine out take-off at any minute … And there is a logic to setting up for that contingency “on the line” also:

ADI HSI

126

ON ON ON

ON

10

20

4080 160RANGE

FULLEXP

VOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

1: Select 10 or 20 mile scale. 20 will give you the greatest runway extension information.2: Select MAP mode for greatest situational awareness display3: WXR (weather radar) ON if suitable (Don’t forget!)4: Select NAV AID, ARPT, and VOR/ADF as appropriate.

SET NAV RADIOS

SET TRANSPONDER CODE

Set FREQUENCIES in accordance with ATC procedures and clearance requirements.

NOTE: When referencing or navigating with the MAP display (most of the time), one NAV radio MUST remain in AUTO to maximize FMC radio updating

IDENTTA/RA

TAXPDR L

ABOVEABOVE ABSABS

RELREL BELOWBELOW

NN

RSTBYTEST

FAIL

2222

737ver5118

NOTE: IF EGPWS is available, here is a GOOD IDEA:One pilot be in TERR, andThe other guy be in WXR.BRIEF IT !

GOOD CAPTAIN PRACTICE: Some FMC departures may not exactly match the published departure procedure. Use of FULL or EXP VOR/ILS and the use of VOR/LOC may prove to be the best option in this case.

GOOD CAPTAIN PRACTICE:Consider using the “ABOVE”setting for departure to assist in assessing traffic conflicts along the departure route.

BOTH pilots confirm and JOINTLY set in the transponder code.




AUTOTHROTTLE SWITCH ........................................... OFFNOTE: If you are planning to takeoff with the autothrottles OFF, you should brief the targetsetting for the throttles. Personally, I think it is a great idea to ALWAYS brief and be aware of the target throttle setting under any circumstances.

IAS/MACH selector ....................................................... SET

Check the selector set at V2 and Verify that the internal "salmon" bug on the Airspeed Indicator slews to V2.

HEADING selector ........................................................ SET

Set to the magnetic runway heading. This is NOT the painted runway markers on the runway, but rather the runway heading depicted on the airport diagram (back of plate 10-1 usually). Even if you are cleared for and expected to comply with some SID heading or heading instruction from ATC right after takeoff, use the runway heading. What this represents is the extended runway centerline and sets you up in the event you experiance an engine failure on takeoff event.

BANK LIMIT selector .................................................... SETIt is OK to select 15 degrees for the takeoff (in case of engine failure on the departure),

0however, be aware that ATC expects 25-30 bank angles to comply with Departure Control constraints after take-off, so once airborne, reset bank angle limiter.

ALTITUDE ..................................................................... SETEven though you may be cleared to a higher altitude, it is suggested that you always select the MOST RESTRICTIVE altitude on the departure clearance. UNDER NO CIRCUMSTANCE that I can think of off the top of my bald head should you ever put in a higher altitude than your ATC clearance even though your departure routing may indicate that a higher altitude is allowed. The LAST ATC clearance is controlling.

AUTOPILOT DISENGAGE BAR ................................... ARMED (UP)Would you believe it, there have actually been some rocket scientists who have gotten airborne and were not able to engage the autopilot ... only to discover that this bar was not properly engaged. Duh!

AUTOPILOT ENGAGE SWITCHES .............................. OFF

3

4

5

6

7

9

8

737ver5121

MCP SETUP continued




PRE-DEPARTURE TAKEOFF DATA BRIEF: There are three places in the FOM where you can find sample briefs: The best is a “RIP-OUT” card from the FOM, then there is another iteration of the same brief in the OI section. Then, if you still have that goofy looking plastic insert referred to as C/L/R toolkit (also in the CLR section of the FOM) … On the back is a sample PRE-DEPARTURE CREW BRIEF. They all suggest the following items:

TERRAIN CLEARANCE: Of course, brief the MSA for the departure segment of the indicator. Remember that the radius of the MSA is ONLY 25 miles and grants 1000 feet obstacle clearance. These altitudes are for emergency use and may not assure acceptable navigational information.SO … You should also brief MEAs on the departure radials where they are a factor.

WIND SHEAR: If there is a MICROBURST ALERT ! DO NOT GO ! This is a DO NOT FLY message and you MUST delay takeoff until the alert has been cancelled.

WIND DIRECTION, REDUCED N1, T/O ALTERNATE: Be alert to changing conditions from the Checkguy. A favorite CHECKRIDE ploy is to set up a situation where even though you are legal for takeoff; you are not legal to come back and land at your departure airport. The restriction can be WIND or VISIBILITY.Also be alert, the Check guy will change:

wind direction to a value where reduced epr may not be used,change in weight beyond the limit for the takeoff runway,change the trim setting beyond limit.

REMEMBER that if you cannot come back and land at the take-off airport, you need a TAKEOFF ALTERNATE..

TRANSITION LEVEL/ALTITUDE: This is perhaps one of the most confusing things for a non-rocket scientist pilot. Here is a gouge I have heard:

QNE ( E = ENROUTE)QNH (H = HOME).

Difficult stuff for an airline pilot.

T-PAGE: It is ALWAYS REQUIRED to be aware of and brief T-PAGE routing and restrictions. HOWEVER, be aware that the TOWER guys have never heard of T-PAGES, and so on your V1 CUT maneuver, it will be essential that you tell the TOWER exactly what you doing in simple terms (i.e; ...turning to 135 degrees for climb-out, etc).IF ... THEN AWARENESS: If the T-page departure path is obstructed by weather such as TSMS ... Wait for the weather to clear before attempting takeoff, even though the “normal” departure corridor may be clear.

Who flies?Flight Plan ChangesNOTAMS/POSBDS/MRDWINDSHEAR/CLUTTERRTOT Page proceduresCLEARANCE/SIDTerrain/obstaclesTransition Altitudes

TAKEOFF BRIEF

LOST COMM PROCEDURE DEPICTED ON DEPARTURE PLATEOn some “SID” plates there is a box bordered by slash marks. This is the LOST COMM procedure.IF THEN AWARENESS: Here is a TIP, the Checkguy will be looking for you to brief that procedure … IF you do not, THEN you can expect a lost comm situation./ / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / /

//// // // // // // // /

/ /

////////////////////////////////////////////

737ver5123

HOT !

TIP !

THIS IS A REALLY BIG DEAL! The F/O MUST ensure that the Captain has been briefed on all elements of the TAKEOFF DATA BRIEFING. The Captain MUST ensure that all elements of the PRE-DEPARTURE BRIEFING are completed prior to departure.

It is a TEAM effort and the check-airman will be closely monitoring you. COUNT ON IT !!

This is a really BIG DEAL! You don’t have to do either brief with the card in hand; but ALL elements must be briefed as appropriate.

Some pilots find it useful to:have the PNF do a takeoff brief prior to the PF doing the pre-departure brief.

TAKEOFF BRIEF … Again!

Let me make it clear, the check-guy IS going to be looking for a thorough and meaningful take-off brief from BOTH the Captain and the F/O. This is a really big item on the critique list. You can get some brownie points here (...and you’ll need every one of them, I guarantee.).

Specifically, EVERY take-off brief should include a complete engine out discussion and development of an “escape plan.”From V1 to level off on the first leg of a check-ride, there should be no confusion as to what is expected … After that, just a reminder of the differences on each take-off.

However, be alert; some check-people look favorably upon a “COMPLETE” take-off briefing for EVERY TAKE-OFF.




"SLASH 4" check

Check that the B HYD SYSTEM LOW PRESS lights ....... OFFWARNING: IF the ELEC B HYD pumps are NOT already ON … A “qualified” person MUST check the wings to ensure that they are clear. This means, that if you can’t find someone outside, that one of the flight crew has to go outside and look at the wings. The person inside must verify that the indicators for the FLAPS and SPEEDBRAKE coincide with the indicators.

HYDRAULIC A PUMP SWITCHES .......................... OFFHYDRAULIC B PUMP SWITCHES .......................... ON4

AS DESIRED, but here are some thoughts:When referencing or navigating with the MAP display, one NAV radio must remain in AUTO.Displaying the PROGRESS PAGE is recommended to confirm radio updating.SUGGESTION:

CAPT be on “T/O” pageF/O be on “INIT REF” page

BOTH PILOTS: CDU PAGE ............................ SET

CAPTAIN REQUESTS:“BEFORE START” CHECKLIST .... COMPLETE(CHALLENGE and RESPONSE)

737ver5125

Use the APU to power BOTH generator busses.

Turn on the switch before you move the airplane or start the engines.

APU GENERATOR SWITCHES ................................ ON

FASTEN SEAT BELTS ............................................... ON

2

3

Turn on ALL #1 and #2 FUEL PUMPS, (and CENTER FUEL PUMPS if the center tank has fuel). Verify that the ALL the fuel LOW PRESSURE lights are ON.

FUEL PUMP SWITCHES ........................................... ON1NOTE 1: CHECK CURRENT DIRECTIVES FROM FAA/COMPANY REGARDING CENTER TANK PUMP SWITCHES.NOTE 2: Here is a neat tip. If you have less than 1000# in the CENTER TANK, consider taking off with the center tank pump OFF .... So that you will not get a MASTER CAUTION light during take-off. The caveat, of course, is to remember to turn on the pumps once you are airborne.

BIG




737ver5126

NOTE: You are not to complete the items on the “BEFORE PUSHBACK CHECKLIST”untilGround guy has called the flightdeck with, “Ready for pushback.”

“A” FLIGHT ATTENDANT, or CHIEF PURSER indicates that all the customers are seated and CABIN ready for departure, andCAPTAIN observes ALL DOOR LIGHTS OUT, andGROUND GUY calls, “READY FOR PUSHBACK.”

WARNING: ANYTIME a tow bar is connected, “A” HYD pressure MUST BE ZERO. Someone could be injured or equipment damaged!Here is a TIP for your oral, if the A system must be disconnected when the nosewheel is restrained, then which system powers the nosewheel steering?

3 things are complete:

THEN DO THE ...

then ...whenthese

BEFORE PUSHBACK CHECKLIST .... COMPLETE

NOTE: Anti-colllision light MUST BE ON anytime the jet is being MOVED or the engines are RUNNING.

Check that the CABIN DOOR UNLOCKED light is off

Refer to FOM AIRPORT INFORMATION page

F/O

F/O

F/O

ANTI-COLLISION LIGHTS ...................... ON

COCKPIT DOOR ...................... LOCK

PUSHBACK CLEARANCE (if req.)........ OBTAIN

NOTE: This DOOR light-pack is on the overhead panel and ALL the door lights MUST BE OUT before you continue.

This is the “lite pack” o n t h e m a i n overhead panel ... it should look like this before you continue.

NOTE: The NOSE GEAR STEERING BY-PASS pin is inserted and removed by the ground crew in accordance with their own ENG START DURING PUSHBACK checklist. You should NOT expect to hear the pushback guy acknowledge the pin in his dialog.

The PUSHBACK senario is initiated by the GROUND PERSON.Determine if it is a one or two person push.

PUSHBACK DIALOG

CLEARED TO START ENGINES.

737ver5127

WARNING: Right here is where you can ruin your whole day. DO NOT do anything until you have BOTH the salute and the release from guidance.

GROUND PERSON: SALUTESCAPTAIN: FLASHES NOSE GEAR (TAXI)LIGHTGROUND PERSON: GIVES RELEASE SIGNAL

LISTEN UP !

DISCONNECTING,WATCH FOR SALUTE.

SET BRAKES.

TOW BARDISCONNECTED.

Releasing the brakes (with t h e E N T R Y D O O R S closed) tells the ACARS that you have departed the gate.

ROGER, CLEARED TO START (BOTH) ENGINES.

DISCONNECTHEADSET.

BRAKES SET,PRESSURE NORMAL.

STANDBY FOR PUSHBACK CLEARANCE.

CLEAREDTO PUSH.BRAKESSET.

F/O GETS PUSHBACK

CLEARANCE AND READS IT BACK

Before you MOVE the airplane or START THE ENGINES; verify the RED ANTI COLLISION LIGHTS ON.

ROGER, CLEARED TO PUSH.

STANDING BY FOR PUSHBACK CLEARANCE.

GROUND TO COCKPIT.PRE-DEPARTURE CHECK

COMPLETE.READY FOR A ONE/TWO

PERSON PUSHBACK.

RELEASE BRAKES

BRAKES RELEASED.




PARKINGBRAKEPULL

21

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

21

REVERSERUNLOCKED


PRESSUREOIL FILTER

BYPASS

STARTVALVE OPEN

LOW OILPRESSURE

OIL FILTERBYPASS

STARTVALVE OPEN

USED

RATE

RESET

FUEL FLOWSPEED BRAKE TEST1 2 3

ENG OILQTY TEST

YAW DAMPER

1

1

2

2

AUTO-BRAKEDISARM

OFF

ON

ANTI SKIDINOP

LE FLAPSEXT

LE FLAPSTRANSIT

AUTO BRAKE

ANTISKID

23

MAX

1

OFF

RTO

4030

25

10

15

52

UP

FLAPS

1

L


A/T LIM

HYD QTY

SYS AE

1/4

1/23/4

RFL

HYD QTY

SYS AE

1/4

1/23/4

RFL

HYD QTY

SYS BE

1/4

1/23/4

RFL

HYD QTY

SYS BE

1/4

1/23/4

RFL

N12

4810

00.0

00.04

2

% RPM X 10

PULL TO SET

N12

4810

85.4

30.25

4

% RPM X 10

PULL TO SET

0

246

8

100157

5

C X 100

EGT

0

246

8

1028.6

4

2

% RPM X 10

N2 0

246

8

1000.0

6

4

% RPM X 10

N2

0

246

8

107434

2

C X 100

EGT

0

2

8060

40 PSI

OILPRESS

1000

20

0

2

8060

40 PSI

OILPRESS

1000

20

50

150

TEMP

OIL

CO100-50

0 50

150

TEMP

OIL

CO100-50

0

VIB

0

1

23

4

5

VIB

0

1

23

4

5

0

2

468

12

10

0004

2RATE/USED

PPH X 1000FF

0

2

468

12

10

7234

2RATE/USED

PPH X 1000FF

ENGINE START FLOWfor right brained pilots

SPEEDBRAKE

PULL UP

BELOW G/SP-INHIBIT


1

2

MACH

KNOTS

6080

100

120

140160

180200

250

300

350

4007 456

2 3 091

PULL TO SET

VOR

81 2151 2421 279

306

33 3.0

ADF

DME-1 DME-20 13 62 37 3

ADF INOP

TATC

KT

o+88.8

43

2

1

0

HYD BRAKEPRESS

PSI X 1000

43

2

1

0

HYD SYSPRESS

PSI X 1000

BA

HYD QTY

SYS AE

1/4

1/23/4

RFLHYD QTY

SYS BE

1/4

1/23/4

RFL

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

TRIPTRIP OFF

TRIPTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSE

OFF

AUTO

AUTO

TEST

AUTO

AUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

0

20

40 60

80

100PSI

RL

1

2

3

4

5

6

10

11

12

8

7

9737ver5128

ENGINE START FLOWfor left-brained pilots

12

3

456789

1 0

1112

BOTH PACK SWITCHES ................. OFF

ISOLATION VALVE ..... AUTO

DUCT PRESSURE .......... verify

ENGINE START SWITCH ..... GRD

DUCT PRESS ..... DECREASES

“A” HYD PRESS ... stays “ZERO”

OIL PRESS ...... INCREASES

N2 ..................... 25% or MAX MOTORING

ENGINE START LEVER ..... IDLE

EGT .......... INCREASE within 10 Seconds

ENGINE START SWITCH (at 46%N2) ....... CUTOUT

N1 ...... ROTATION

Normally we start the left (#1) engine first to facilitate late baggage boarding.You can usually expect to start engines AFTER pushback.

MAX EGT for ground start is 725 degrees C.

F/O verifies duct pressure decreases.

Max motoring occurs when the N2 stops increasing for 5 seconds or more.

Keep fingers on lever until N1 starts to move!

IF N1 NOT indicating … Discontinue start.Possible “frozen” N1 rotor due to COLD wx or other mechanical problems.ENGINE START LEVER TO ....... OFF

NOTE: Sometimes the STARTER switch will disengage prematurely; If that happens, let the engine spool down below 20% N1 before re-engaging.

CAPTAIN ANNOUNCES, “START LEFT (RIGHT) ENGINE.”

F/O does the actual STARTING.

I have heard some pilots use the gouge:

I have heard some pilots use the gouge:

“PACKS OFFPRESSURE UP.”

“N 2, NO A”

TIP !

TIP !

F/O verifies duct pressure “sufficient” for starting. 30 PSI is the suggested min to start, and 20 psi is the min DUCT PRESS after the start valve opens.MAX EGT for ground start is 725 degrees C.

737ver5129




ABNORMAL START STUFF

N12

4810

85.4

22.234

% RPM X 10

PULL TO SET

0

246

8

1061.3

4

2

% RPM X 10

N2

0

246

8

104834

2

C X 100

EGT

0

2

8060

40 PSI

OILPRESS

1000

20

0

2

468

12

10

7234

2RATE/USED

PPH X 1000FF

ENGINE START COMPLETE when:

N1 ................. 20 - 22 %

oEGT ............... 360 - 510 C

N2 .................. 59 - 63 %

FUEL FLOW .. 710 - 730 pph

OIL PRESS .... Approx. 25 psi

When START VALVE OPEN LIGHT GOES OUT;............. F/O announces “CUTOUT”

NOTE: These values are for a “Standard day, sea level, stabilized.” What this means is that if you are at DEN in the middle of winter, or SAL in the middle of summer … Could be a little different. These are just guidelines.

737ver5131

REMEMBER:1. Failure of the starter switch to shut off automatically at 46% N2 is a normal procedure.2. NO STARTER CUTOUT: Does NOT have memory items. Go directly to the QRC.3. ABNORMAL START: has memory item “START LEVER TO CUTOFF.”

Immediate action MEMORY stepQRC

ABNORMAL ENGINE START

Start lever .................. CutoffRefer to Reference Action

NOTE: This is a MEMORY "action" item!

STARTING NOTES:

1. ADVANCING START LEVER PREMATURELY can cause a HOT START.2. IF NO EGT within 10 SECONDS … discontinue start.3. INITIAL FUEL FLOW should be about 400 #/HR.4. IF FUEL CONTROL LEVER is inadvertently shut off,

DO NOT REOPEN in an attempt to restart.5. IF START SWITCH slips out of GRD, wait until N2 below 20% to re-engage.

COMMON START ANOMALIESTHAT CHECK GUYS LOVE:

HOT START: NO EGT ROLLBACK and EGT continues to approach

o725 C

HUNG START: ABNORMALACCELERATION where < 59% N2

NO START: EGT doesn't increase.

FROZEN ENG: N1 doesn't move.DO NOT ADVANCE LEVER TO IDLE. Suspect frozen, broken, or jammed engine rotors.

No STABILE RPM: Fluxuating or increasing RPM beyond N1 22% or N2 63%.

LOW OIL PRESSURE: light does NOT go out.

The BIG starter sim problem !

Discussion: At 46% N2, there is a little secret switch in the N2 Tachometer gauge that causes some unknown and hidden things to happen; one of which is to signal the starter valve to cut-out.If the starter valve does NOT cut-out automatically at 46%, then we suspect that this switch or associated magic is malfunctioning. When we turn the start switch off manually, this may allow the start valve to close and could be the end of the START PROBLEM … but this would indicate to us that the N2 Tach gauge switching mechanism may not be working properly.

Definitiion: SAM = System Area Maintenance. This is a 24/7 on-call maintenance person.


PRESSUREOIL FILTER

BYPASS

STARTVALVE OPEN

LOW OILPRESSURE

OIL FILTERBYPASS

STARTVALVE OPEN

1 2

LE FLAPSEXT

LE FLAPSTRANSIT

4030

25

10

15

52

UP

FLAPS

1

L

N12

4810

84.8

85.34

2

% RPM X 10

PULL TO SET

0

2

8060

40 PSI

OILPRESS

1000

20

0

2

8060

40 PSI

OILPRESS

1000

20

ENGINE START

GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTH

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

AUTOAUTO HIGHHIGH


RECIRC FAN

OVHT

0

20

40 60

80

100PSI

RL

“...If Engine start switch does not move to OFF, then:1. MANUALLY POSITION SWITCH TO OFF at 46% N2:2. VERIFY DUCT PRESSURE INCREASES, AND3. START VALVE OPEN LIGHT GOES OFF(to confirm that start valve has closed),

This is a favorite Check-pilot situation, they really LOVE this stuff. Here is the situation, at 46% N2, if the automatic thing does NOT AUTOMATICALLY click off. What do you do?

The flight manual has this NORMAL PROCEDURE:

IF there is NO DUCT PRESSURE RECOVERY, or START VALVELIGHT DOES NOT GO OUT … Then we have an EMERGENCY, it is on the QRC and referred to as:

“NO STARTER CUTOUT.”GO TO THE QRC. There are NO MEMORY steps for this failure on the QRC checklist.

If everything returns to normal, you do NOT have an emergency.

This is frequently …and I mean every day …confused with the “ABNORMAL ENGINE START” QRC procedure. BE ALERT !!!

If the start valve open light is inoperative:VERIFY DUCT PRESSURE RETURNS TO VALUE THAT EXISTED PRIOR TO START.”

BUT

737ver5130a

While the airplane can (probably) be operated normally from this point; BEFORE TAKE-OFF, you MUST properly record the malfunction in the logbook, and agreement must be made with SAM regarding deferral (if Captain and Dispatcher are in agreement).Here is a problem: Since MRM codes do not transmit on the ground, If the Captain uses the ACARS to transmit an MRM he will be in non-compliance with SOP.

What else is on that N2 Tachometer switch? Is there some safety of flight item associated with this failure that might be nice to know about? At this point, a call to SAM would be A GREAT IDEA in order to arrange for possible deferral. Also consider an MRM message and a possible logbook entry.

GOOD CAPTAIN THOUGHT PROCESS




AFTER you have received BOTH:“SALUTE” (FLASH TAXI LIGHT) and“RELEASE FROM GUIDANCE” … then

CAPTAIN ANNOUNCES:"I HAVE A SALUTE and RELEASE FROM GUIDANCE" … then

AFTER START STUFF

1. ENGINE GENERATOR SWITCHES .................. ON2. HYDRAULIC “A” PUMPS SWITCHES .............. ON3. APU ................................................................... ON/OFF4. MASTER CAUTION SYSTEM ............................ RECALL5. AUDIO PANEL ................................................... SET

CAPTAIN does 5 things:

APU HOURMETER

ELAPSED TIME

HOURS I/I00 2 8 3 2

AUTO SLATFAIL

MACH TRIMFAIL

SPEED TRIMFAIL

FEEL DIFFPRESS

LOWPRESSURE

LOWQUANTITY

LOWPRESSURE

LOWPRESSURE

YAWDAMPER

FLT CONTROL

SPOILER

YAW DAMPER

ALTERNATE FLAPS

A

A

B

B

OFF

UP

DOWN

OFF

OFF OFF

OFF

ARM

ON

ON ON

EFI IRSBOTHON 1

BOTHON L

BOTHON 2

BOTHON R

NORMALNORMAL

FUELTEMP


-40 +40

-20 +200

0

C

VALVEOPEN

FILTERBYPASS

FUEL VALVECLOSED

FUEL VALVECLOSED

FILTERBYPASS

FWD FWD

FUEL PUMPS

CROSS FEED

AFT

CTR

L R

AFTOFF OFF

OFF

ON1 2

ON

ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

GALLEY

BAT

RESIDVOLTS


TR 3

GEN 2

INV

TEST

OFFOFF

ONON

AC

TEST

BAT

BATBUS

GRDPWR

STBYPWR

STBYPWR

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

ACAMPERES

100150

2000

50

C X 100

EXH

TEMP 0123

456

7 8


OVERSPEED

MAINT

OFF

PANEL


OFF

IGHR TB

OFFOFF


NORMAL

ALTERNATE

AN RO MT E

D

EMER EXIT LIGHTS

OFF

ON

ARMED

CALL

NOSMOKING

ATTENDGRDCALL

FASTENBELTS

OFFAUTO

ON

RAIN REPELLENT

L R

OFF BAT

HIGH

AUTO

FWDOVHT

WINDOW HEAT

PWR TEST

RL

FWD SIDESIDEOFF OFF

ON ON

ON ON ONON


PITOT STATIC

HEAT

A BOFF

ON


F/O STATIC2 AUX P/S

L ELEVPITOT

L ALPHAVANE

TEMPPROBE

F/O P/S2 AUX STATIC


R ELEVPITOT

R ALPHAVANE

WING ANTI-ICE

1 2

ENGANTI-ICE

OFF

GND TEST OFF

ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT

ELEC 2

HYD PUMPSA B


ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEATOVERHEAT

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT


HEADSET600 OHMS

TEST ERASE

0000

PREF

SFI

SD PSI

CABINALT

X 1000 FEET

2

3

4

5

5

6

7

8

9

10

I0

I520

4050

25

35

30

0

0

I

CLNI IMBA BC

I00 R0 EF PE TE

2

23

3

4

I

I

0

.5

.5

UP

DN

ALTHORN

CUTOFF


.125 PSI

DUCTOVERHEAT

DUCTOVERHEAT

TEMP120

160

2000F

80

40

AIR MIXVALVE

AIR MIXVALVE

HOT

HOT

COLD

COLD


DUCTPASSCABIN

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

TRIPTRIP OFF

TRIPTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

RESET

TRIP

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

0

20

40 60

80

100PSI

RL

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

DC VOLTS 4020

0AC

VOLTS

110 120

100 130

DCAMPS

-0+

-50 + 50CPS

FREQ

400

320 420

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

STANDBY POWER


PRESSURELOW OIL

PRESSURE

HIGH OILTEMP

HIGH OILTEMP


DRIVE TEMPOFF

RISE

IN

AUTOBAT


ONLY ONGRD

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

IRS

ELEC

APU

FUEL

FLT CONT

OVHT/DET

HYD

ENG

OVERHEAD

DOORS

ANTI-ICE

AIR COND

MASTERCAUTION

PUSH TO RESET

MASTERCAUTION

PUSH TO RESET

FIREWARN

BELL CUTOUT

FIREWARN

BELL CUTOUT


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 305 +000028004COURSE

310COURSE

310MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

1

2

3

45

737ver5132

Verify all the AMBER BUS OFF lights .................. OFF

NOTE: OK, there have been some problems with the generators dropping off the line. There are two problem areas:

FIRST: If the generator trips off after EXTENDED periods of use; an Airplane Flight Log book write-up is required.SECOND: If the generator trips off or fails to come on with the first attempt, but functions normally on subsequent attempts, then a write-up is NOT required.

Verify the LOW PRESSURE lights go OFF.

NOTE: This is just a note to remind you that you should NEVER have the “A” system pressurized during the pushback when the tow bar is connected.

The APU should be left ON during the ENGINE BLEEDS OFF takeoff.I would recommend that the APU be left running if there is ANY reason you think it might be useful (such as single generator or single pneumati\c source operation), but note that running the APU without apparent reason is normally frowned on by the checkpeople.

Verify ALL the lights out after recall.

About now the First Officer is nervously waiting for you to get set up so she/he can call ATC. SOP dictates that one pilot should not set up another pilots audio panel

1

2

3

4

5

ENGINE GENERATOR SWITCHES ..... ON

HYDRAULIC “A” PUMP SWITCHES ......... ON

APU .............................. ON/OFF

MASTER CAUTION SYSTEM ........................ RECALL

AUDIO PANEL .......................................................... SET

737ver5133




More AFTER START STUFF

1. PITOT HEAT SWITCHES ....................... ON 2. ENGINE ANTI-ICE ................................. TEST/SET-UP 3. BOTH PACK SWITCHES ....................... AUTO 4. ISOLATION VALVE SWITCH ................. AUTO 5. BOTH ENGINE BLEED SWITCHES ...... ON 6. APU BLEED SWITCH ............................ OFF 7. DUAL BLEED LIGHT ............................. OFF 8. FLT/GRD SWITCH ................................. FLT 9. HYDRAULIC SYSTEMS PRESSURES .. CHECK

FIRST OFFICER does 9 things:

9

737ver5134

APU HOURMETER

ELAPSED TIME

HOURS I/I00 2 8 3 2

AUTO SLATFAIL

MACH TRIMFAIL

SPEED TRIMFAIL

FEEL DIFFPRESS

LOWPRESSURE

LOWQUANTITY

LOWPRESSURE

LOWPRESSURE

YAWDAMPER

FLT CONTROL

SPOILER

YAW DAMPER

ALTERNATE FLAPS

A

A

B

B

OFF

UP

DOWN

OFF

OFF OFF

OFF

ARM

ON

ON ON

EFI IRSBOTHON 1

BOTHON L

BOTHON 2

BOTHON R

NORMALNORMAL

FUELTEMP


-40 +40

-20 +200

0

C

VALVEOPEN

FILTERBYPASS

FUEL VALVECLOSED

FUEL VALVECLOSED

FILTERBYPASS

FWD FWD

FUEL PUMPS

CROSS FEED

AFT

CTR

L R

AFTOFF OFF

OFF

ON1 2

ON

ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

GALLEY

BAT

RESIDVOLTS


TR 3

GEN 2

INV

TEST

OFFOFF

ONON

AC

TEST

BAT

BATBUS

GRDPWR

STBYPWR

STBYPWR

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

ACAMPERES

100150

2000

50

C X 100

EXH

TEMP 0123

456

7 8


OVERSPEEDMAINT

OFF

PANEL


OFF

IGHR TB

OFFOFF


NORMAL

ALTERNATE

AN RO MT E D

EMER EXIT LIGHTS

OFF

ON

ARMED

CALL

NOSMOKING

ATTENDGRDCALL

FASTENBELTS

OFFAUTO

ON

RAIN REPELLENT

L R

OFF BAT

HIGH

AUTO

FWDOVHT

WINDOW HEAT

PWR TEST

RL

FWD SIDESIDEOFF OFF

ON ON

ON ON ONON


PITOT STATIC

HEAT

A BOFF

ON


F/O STATIC2 AUX P/S

L ELEVPITOT

L ALPHAVANE

TEMPPROBE

F/O P/S2 AUX STATIC


R ELEVPITOT

R ALPHAVANE

WING ANTI-ICE

1 2

ENGANTI-ICE

OFF

GND TEST OFF

ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT

ELEC 2

HYD PUMPSA B


ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEATOVERHEAT


HEADSET600 OHMS

TEST ERASE

0000

PREF

SFI

SD PSI

CABINALT

X 1000 FEET

2

3

4

5

5

6

7

8

9

10

I0

I520

4050

25

35

30

0

0

I

CLNI IMBA BC

I00 R0 EF PE TE

2

23

3

4

I

I

0

.5

.5

UP

DN

ALTHORN

CUTOFF


.125 PSI

DUCTOVERHEAT

DUCTOVERHEAT

TEMP120

160

2000F

80

40

AIR MIXVALVE

AIR MIXVALVE

HOT

HOT

COLD

COLD


DUCTPASSCABIN

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

DC VOLTS 4020

0AC

VOLTS

110 120

100 130

DCAMPS

-0+

-50 + 50CPS

FREQ

400

320 420

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

STANDBY POWER


PRESSURELOW OIL

PRESSURE

HIGH OILTEMP

HIGH OILTEMP


DRIVE TEMPOFF

RISE

IN

AUTOBAT


ONLY ONGRD

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

AFTENTRY

FWDENTRY

AFTCARGOEQUIP AFT

SERVICE

FWDCARGO

FWDSERVICE

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

PACKTRIP OFF

PACKTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

RESET

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

TRIP

0

20

40 60

80

100PSI

RL1 2

3

4

56

8

7

9

You only need to do this test if you expect to encounter icing conditions. You put the switches ON and the lights go BRIGHT then DIM and the COWL ANTI-ICE

NOTE 1: Position to HIGH if more air conditioning is required.NOTE 2: Reposition switch to AUTO before doing the final items on the BEFORE TAKEOFF CHECKLIST.

1

2

3

4

6

7

8

9

5

PITOT HEAT SWITCHES ................................. ON

ENGINE ANTI-ICE ..................................... TEST, then SET

BOTH PACK SWITCHES ................................... AUTO

ISOLATION VALVE SWITCHES ........................ AUTO

APU BLEED SWITCH ...................................... OFF

DUAL BLEED LIGHT ...................................... OFF

FLT/GRD SWITCH .......................................... FLT

HYDRAULIC SYSTEM PRESSURES ............... CHECK

BOTH ENGINE BLEED SWITCHES .................. ON

lights should be OFF. Now here is a little system review: Since the valves are operated by pneumatic air from the engine, if the valves DO NOT operate (which is a common problem) you may need to push up the engine to get some more pneumatic air to the system.

737ver5135




BOTH PILOTS SET UP ................ OWN AUDIO PANELS

CAPTAIN RELEASE ................ PARKING BRAKE

F/O CALLS ATC/RAMP for TAXI CLEARANCE

It is considered BAD FORM to touch the other guys "AUDIO PANEL." Each pilot MUST set up their OWN panel.

Now, obviously, if you are at some airports, you are allowed to move to the top of the alleyway without a "verbal" clearance from ATC or RAMP control. If there is ANY question, however, DO NOT MOVE THE JET until ALL ambiguity is resolved. Set the brake and do what you have to do.

Once again, right here is where BAD STUFF can happen. Make certain, even though you have a clearance and salute and release, that the CREW BUS isn't making a mad dash for the other side of the taxiway, or Brand-X hasn't pushed a coupla feet and their tail is hanging out in the taxiway, or some food truck isn't concentrating on his approach to another airplane and doesn't see you. I don't think I need to remind you that the ramp can look like the LA Freeway and those people could care less whether you have a clearance to taxi or not.

Be alert to the fact that the TOWER (Ground control) will probably not be in a position to actually see you. They issue clearances to taxi predicated on whether or not you fit into their flow ... NOT whether or not you are actually clear of obstructions and other airplanes. Hey guys, It is see and be seen.

Y'all be careful out there, ya hear.

F/O looks at the Captains audio panel and confirms that She (He) has the appropriate radio selected properly. DO NOT TOUCH, but using your best CLR techniques, inform the Captain of any discrepancy.

F/O confirms, using appropriate visual or verbal CLR skills that the Captain has heard and understands the taxi instructions. Usually a growl or grunt is considered sufficient.

WHEN:The jet's engines are running, andyou've gotten your release, flashed taxi light, and salute, THEN you are ready to taxi:

Captain sez: "TAXI CLEARANCE, PLEASE."

WHEN:SALUTE, FLASHED TAXI LIGHT, andRELEASE FROM GUIDANCE, andTAXI CLEARANCE: THEN (and only then)

BIG TIME CAUTION

AT THIS POINT:

737ver5136




DISCUSSION: Every year, about a dozen ROCKET SCIENTISTS release the brakes with the pushback guy still in front of the airplane. The stories are SO bizarre, that it staggers the imagination. Hitting the towbar, or the tug are the most common. Some have actually released the brakes “HEAD DOWN” and rolled into whatever was in front of them. Ooooo NOT PRETTY! It is SOOOO easy to get distracted here with last minute clearances, Flight attendant or cabin problems, reprogramming the CDU, or just plain rushing to make up time.

NOTE: The OFFICIAL Flight Manual recommends “FOUR DISTINCT STEPS” for this procedure. I have a little problem with the way they have it set up, BUT I do NOT have a problem with the fact that they think there is a problem. THERE IS A PROBLEM!!! Here are their four steps:

1. “I have a salute,” (Ground guy salutes and Captain responds by flashing the taxi light andobserving the release signal) and …

2. “a release from guidance“.3. “Taxi Clearance.”

Then, and ONLY THEN, are you allowed to4. Release the parking brake.

If you do this … You will be talking to strange men in black at a long green table. You will be writing letters

and making reports until you get your job back.

NOTE: I just want to EMPHASIZE the point that this is a VERY dangerous place and you can easily KILL or MAIM someone. I realize that you are

wanting to beat Brand X, or get a taxi clearance during a lull in the Ground Control chatter, or you just want to “get things going,” BUT … This IS NOT the place to make up time. TRUST ME, do not be a ROCKET SCIENTIST!

DO NOT RELEASEPARKINGBRAKETOO SOON.

NO - NO !

THIS IS A SERMON, PAY ATTENTION !!!

NEVER-NEVER-NEVERDO NOT ...

IT IS EXTREMELY IMPORTANT that you DO NOT MOVE the jet without both:

SALUTE andRELEASE SIGNAL

I am devoting a whole page to this topicbecause it is SO IMPORTANT !.

737ver5137737ver5138

40%

N2M

AX

INITIAL MOVEMENT SHOULD BE NOSE GEAR STRAIGHT AHEAD

DUH! If you sit there with the nose gear cranked around and try to move the jet, that gear will act like a big brake. If you cannot roll forward a little

and then start your turn ... you need a tow out!

"ANYTIME" the jet is stopped: SET THE PARKING BRAKE!

DUH! A whole lot of bad things happen when the airplane starts to move while you are looking down at the CDU, or pondering your navel.

SET THE BRAKE ... and make certain it is set!

Current airport diagram should be available.IF LOW VISIBILITY IN EFFECT (SMGCS called “SMEGS” by check people) use the special chart available.F/O should be prepared to STOP THE JET if necessary.Be aware of blast effects from engines.Start moving the airplane with nosegear straight ahead, and then start gentle turn with steering wheel.ARC of WINGTIP greater than NOSE,ARC of TAIL greater than WINGTIP.Engine are only 18 inches above the ground.Use ADI for groundspeed readout.TAXI speeds Keep below 30 knots 25 knots maximum for turns less than 45 degrees. 10 knots maximum for turns greater than 45 degrees. HIGH SPEEDS TURNS may be executed up to 60 knots.

REVERSE THRUST to control taxi speed NOT AUTHORIZED!!!!TOTAL MAX takeoff plus taxi distance = 35,000 feet.3 min of taxi equals 1 min of flight fuel consumption.If extensive ground delays, consider shutting down one or both engines.

CAUTION

CAUTION

WARNING

DO NOT EXCEED 40% N2Use your head here; obviously if you are in a congested area and the

jet won't move ... call someone and get clearance to push up the motors. DO NOT run the risk of making a wake behind the jet. On the

sim-ride, the CheckGuy will NOT BE HAPPY if you push 'em up beyond 40% N2.

TAXI CAUTION NOTES




DURING TAXI STUFF

Move the flaps to the T/O position. Then, CHECK ............................. Position indicatorVERIFY ............................. LE FLAPS EXT light ON

NOTE 1: FLAPS 1 is recommended. This gives the BEST performance in the event of engine failure.NOTE 2: Lesser flap selections result in fuel savings and noise reduction.NOTE 3: If windshear or turbulence reported, then FLAPS 5 is recommended.

FLAPS ....................................................... SET

FLIGHT CONTROLS .................................... CHECK

YAW DAMPER ............................................ CHECK

"COMPLETE to MANIFEST CHANGES""BEFORE TAKEOFF" CHECKLIST ............................

(F/O) WEIGHT MANIFEST .......... CHECK and CORRECT CDU

BOTH PILOTS should "get on the controls" while the Captain moves them "gently" through their "FULL" range of movement. In the event one of the pilots is a midget, this will check that they can reach the rudders at full extension (in case of engine failure). Obese or pregnant pilots should be able to tolerate full back yoke movement.

Captain turns the jet and watches the Yaw Damper indicator (located on center forward panel near the top) ... the little bar should move in opposition to the turn and then when the turn becomes constant, the bar should center.

BOTH Captain and First Officer "Challenge and Response." It is OK to complete it down to the "MANIFEST CHANGES" line. It is allowable for the Captain to ask for the "BEFORE TAKEOFF CHECKLIST ... TO THE LINE."

NOTE: Here is the place where irritation and frustration can ruin an otherwise nice day. If the weight and balance "numbers" are not forthcoming from Load Planning via the ACARS, the Captain should MONITOR the ATC radio and the F/O call load planning on the #2 Radio and offer the "count" as an inducement to get the weights. If there is to be a delay, tell ATC, park the jet, and wait.DO NOT CONTINUE WITHOUT THE "FINAL WEIGHT MANIFEST."

If necessary, CALL DISPATCH via ARINC and get them to use their landline.

YAW DAMPER

+ 2-The two big changes will be the ZFW and you can correct that on the PERF INIT page and the PERCENT MAC (or trim) and you change that with the trim wheel. Another anomaly that develops is the PASSENGER COUNT: It must agree with the pre-departure count within +/- 2. NOTE: The crew count MUST BE EXACT! No tolerance allowed.If the new weights make the ATOG (top line of the CDU page PERF INIT) greater than the assumed ATOG, you can get a NEW reduced TAKE-OFF THRUST DATA by the ACARS:

PREFLIGHT - WT/BAL - RWY DATA.

737ver5139

CABIN NOTIFICATION ............................ COMPLETEAbout 2 minutes prior to take-off, notify Flight Attendants via the PA:

"FLIGHT ATTENDANTS, PREPARE FOR TAKE-OFF."

NOTE: It is pretty easy to push the wrong switch and send the message to the INTERPHONE instead of the PA, so it is a good idea to monitor the PA when sending the signal. Also, if you don't get your comm panel set back up properly for talking to ATC; when you make your first radio call, you will be broadcasting to the people in the back instead of the controller ... WHOOOOOPS!

NOTE: To preclude this embarrassing event; most pilots use the PA MIC (handset) to make their announcements to the cabin.

CAUTION4

3

2

1

0

HYD BRAKEPRESS

PSI X 1000

MONITOR HYDRAULIC QUANTITY and PRESSURE...continuously during taxi, be alert to fluid and press indications. The checkride will probably include a TAXI event such as loss of fluid or

pressure as an awareness item. BE ALERT.If you should lose hydraulics, set the parking brake if practical and call for

tow.3000 psi allows approx. 6 applications

1000 psi indicates NO BRAKES (precharge only)

NOTE 1: SYSTEM A powers the ALTERNATE BRAKE SYSTEM SYSTEM B powers the NORMAL BRAKES

........ “COMPLETE to THE FINAL ITEMS""BEFORE TAKEOFF" CHECKLIST .......

When the "weights" are (finally) received via ACARS from Load Planning and are checked and set on the PERF PAGE of the CDU: then, finish off the checklist "to the FINAL ITEMS line." It is NOT NECESSARY to restart the list from the beginning.

APPROACHING THE ACTIVE RUNWAYabout 5 MINUTES PRIOR TO T/O

737ver5140




Of course, it is the Captain's responsibility NOT to enter the confines of an active runway without a proper clearance from the Tower.It is also the Captain's responsibility NOT to cross the "HOLD SHORT" line with any part of the airplane without clearance.And further, the Captain should not enter the active runway unless he is prepared for takeoff; which includes FINAL WEIGHTS, ATC CLEARANCE, CHECKLISTS COMPLETED, all appropriate systems operating properly, and ALL AMBIGUITIES regarding takeoff RESOLVED.

At this point, "CONFESS" if not ready, pull off and set the parking brake and get everything ready and all problems resolved. In the simulator, the Check guy L-O-V-E-S to push you into a premature departure. Remember, there are NO BROWNIE POINTS for taking off without being totally prepared.

1CAPTdoes

thing

IRS

ELEC

APU

FUEL

FLT CONT

OVHT/DET

HYD

ENG

OVERHEAD

DOORS

ANTI-ICE

AIR COND

MASTERCAUTION

PUSH TO RESET

MASTERCAUTION

PUSH TO RESET

FIREWARN

BELL CUTOUT

FIREWARN

BELL CUTOUT


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 305 +000028004COURSE

310COURSE

310MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

1AUTOTHROTTLE ............ ARM (normal) or OFF

ENG BLEED .............................. ON (normally)PACK SWITCHES ..................... ON (normally)

ENG START SWITCHES ........... CONTINUOUSMASTER CAUTION ................... RECALLTRANSPONDER ........................ TA/RA

APU BLEED .............................. OFF (normally)NOTE 1: The NORMAL CONFIGURATION for TAKEOFF IS:

Engine bleeds ONAPU bleed OFFPacks ON

NOTE 2: ENGINE BLEED OFF is required in the following situations:Cluttered RunwayPMC InoperativeImproved Flaps Operations

and could be required if:Runway LimitedPerformance LimitedSpecial Airport ProcedureWINDSHEAR

Press BOTH Captains and F/O TFC button, andVERIFY "TFC" is displayed on BOTH HSIs.

6F/Odoes

things

123

456

737ver5141

BEFORE TAKEOFF CHECKLIST ....... COMPLETE

CAPTAIN THEN SAYS, "COMPLETE THE FINAL ITEMSON THE BEFORE TAKEOFF CHECKLIST, PLEASE."

This checklist MUST be completed in its entirety BEFORE you start rolling the jet ... PERIOD!!!

The First Officer does BOTH the CHALLENGE and RESPONSE ALOUD for the "FINAL ITEMS" part of the checklist.

F/ODOESBOTHPARTS

CDU pages ............................... PNF SELECT DIR/INTC.

HSI MAP verification ............ ACCOMPLISH.

NAV RADIO (at least one) .................................... AUTO.

While there are no "REQUIRED" settings, it is generally considered appropriate for the PNF to have the DIR/INTC selected.

With 10 or 20 mile range selected, verify airplane position and depicted runway are reasonable. After check complete, select desired range for departure.

IF THERE IS NO RUNWAYSYMBOL DEPICTED ...

DO NOT TAKEOFF !

SUSPECT that the WRONG RUNWAY has been programmed into the FMC. Guess what ... It continues to happen. Don’t be one of the brain surgeons that gets airborn and can’t make the glass magic work.Pull off the runway, stop the airplane and (if necessary) re-align the FMC.

If you are using the MAP display (normal situation), it is considered IMPORTANT that at least one NAV RADIO be in AUTO. The reason is that it will be necessary for the FMC to update as soon as possible after takeoff and it needs to tune a radio.NOTE: Displaying the PROGRESS page is recommended to confirm radio updating.

FMC POSITION ............................ UPDATETwo steps:

First: go to TAKEOFF PAGE of the CDU and verify that the correct runway is installed, then

Second: As near to the end of the runway as possible, accomplish FMC POS UPDATE.

F/O

F/O

PRIOR TO THE ACTIVE RUNWAY

737ver5142




737F24.cdr

When:T/O ALT REQ

for737

T/O ALT must be within

DEP AIRPORT isBELOW LANDING

MINIMUMS

320 NM

A consideration on takeoff is whether or not you can return and land at the same airport.

If you cannot, then you must designate a

NEW or HIGH MINIMUM CAPTAINS must use their minimums in this determination.

If you decide to designate a TAKEOFF alternate AFTER filing your release; you MUST have the concurrence of the DISPATCHER and write that alternate on your original copy of the FLIGHT RELEASE DOCUMENT.

If after dispatch, an ALTERNATE or a different or additional alternate is added to the flight release, that alternate must be written on your original FLIGHT RELEASE DOCUMENT.

1 HR NORMAL CRUISEwith

1 ENG INOP

BEFORE WE TAKE-OFFWe must take a moment at this point in the checkride to evaluate the situation. It is more than likely that the check person has introduced something into the environment which might affect the takeoff in a negative way.

737ver5143




SOME MORE TAKEOFF STUFFIf TAKE-OFF WARNING HORN sounds before the

airplane is commited to takeoff, the takeoff should be discontinued and the problem corrected.

What causes the TAKEOFF WARNING HORN to sound?

THROTTLES ADVANCED, A/C ON GROUND, AND:

STAB TRIMNOT in the GREEN BAND (T/O band).SPEED BRAKE lever NOT in the DOWN DETENT.TE FLAPS NOT in the T/O RANGE.LE FLAPS NOT EXTENDED.PARKING BRAKE is SET.

51234

1

1

2

2 3

3

465

4LE DEVICES

FLAPSTRANSIT

EXT EXTFULL

EXTFULLEXT

TRANSIT

SLATS SLATS

TEST2

5

PARKINGBRAKEPULL

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

1

1 2

1 2

1

5

3 4

The RTO is a marvelous piece of engineering ... and it applies brakes IMMEDIATELY and FULLY when:

THROTTLES are retarded to IDLE and "WHEEL SPEED" above 90 knots.

It is NOT a decelerate rate modulated event, it is MAX BRAKING IMMEDIATELY!

For some weird reason, the RTO has three active modes:

Below 60 KNOTS "Wheel" speed. NOTHING HAPPENS.

Between 60 and 90 KNOTS "Wheel" speed. If throttles are pulled to IDLE,

the "AUTOBRAKE DISARM" light comes ON ... NOTHING ELSE. Thanks a lot! The rub here is that you could be looking at more than 90 knots on the airspeed indicator, but due to a headwind, you may get "NO RTO."

Above 90 KNOTS "Wheel" speed. Pull the throttles to idle and you get AUTOMATIC MAXIMUM BRAKING!!!

Here is the CAVEAT ... DO NOT EVEN TOUCH THE BRAKES.This mode is not like the regular "RAMP" where you push the brake pedal and the deceleration mode operates.

NO SIREEE, you just push the brakes for 2 seconds and the brakes deselect!

If this happens to you ... APPLY THE BRAKES MANUALLY.

DISCUSSION about the RTO (REJECTED TAKEOFF AUTOBRAKE).

737ver5144

MICROBURST: The #1 reason NOT TO T/O is a MICROBURST report from ATC.

TAILWIND EXCEEDS 10 Knots.

ICING and FREEZING PRECIPITATION:

IF BRAKING ACTION NIL:Takeoff NOT RECOMMENDED.(FOM page ALL WX -72)

WEIGHT of AIRPLANE TOO GREAT for the existing runway conditions.

AIRCRAFT SYSTEMS NOT READY: Either checklist NOT completed, or Warning light or horn, Flight Attendants NOT ready, Ambiguity in clearance or routing, Other NO BRAINERS!

ALL WX-43 STUFF:Captain is to make the first 10 take-offs and landings after IOE.Captain or F/O under 100 hours and Captain under 300 hourshave restrictions outlined on that page.There are also some EXEMPTION 5549 stuff andFAR PART 121.438 limitations.

TAKE OFF:Captain will ALWAYS make the take-off if the TOUCHDOWN RVR is LESS THAN 1000 or ROLLOUT RVR LESS THAN 1000.

LANDING:Captain will always make the landing it the VISIBILITY LESS THAN 1/2 MILE (1800 RVR).

DO NOT TAKE-OFF if: STANDING WATER ... over 1/2 inch SLUSH ....................... over 1/2 inch WET SNOW ............... over 1 inch DRY SNOW ................ over 4 inches

737ver5145

SLUSH OVER 1/2"

OVER 1"

OVER 4"

OVER 1/2"

OVER 1/2"

OVER 2"

OVER 6"

OVER 1"

WET SNOW

DRY SNOW

STANDING WATER

TAKEOFFNOT

PERMITTED

SUSPENDOPERATIONS

(except emerg)

RUNWAY CLUTTER CHART (FOM page ALL WX-14)

some legal reasonsNOT TO TAKEOFF

KNOW THIS !

Obviously, it is NOT possiblefor a mere human pilot to keep up with the change monster at

Training Central ... so thesereference page numbers

may be in error.

WARNING

PC ORAL QUESTION!

FREEZING RAIN

LIGHT MODERATE HEAVY

OK

OK

OK

NO-OP

OK

OK

NO-OP

NO-OP

OK

FREEZING DRIZZLE

SNOW

Here is the OFFICIAL definition of CLUTTER(a form of runway contamination):

STANDING WATER of 1/8 inchSLUSH of 1/8 inch or greaterWET SNOW of 1/4 inch or greaterDRY SNOW of 1 inch or greater

Further, less than (the amounts listed in the definition above) are not considered clutter and no weight or V speed restrictions are required.

It takes aLAWYER to read these pages!

Therefore, expect the checkguyto ask questions about this stuff!

ICING and FREEZING PRECIPITATION CHART (FOM page ALL WX-88)

If clutter exists, there are pages in the Flight Manual to figure out what adjustments are necessary.NOTE 1: using CLUTTER CRITERIA REQUIRES that you put the new clutter airspeeds on the AIRSPEED INDICATOR.NOTE 2: Captain is supposed to make the takeoff.

MODERATE RAIN:HEAVYFREEZING RAIN:HEAVY FREEZING DRIZZLE:




CLEARED ONTO RUNWAY

CLEARED FOR TAKE-OFF

Set in the assigned heading or runway heading.

CAPT turns on 3 sets of lights

PNF

2 RUNWAY TURNOFF LIGHTS ................. ON2 INBOARD LANDING LIGHTS ................. ON2 OUTBOARD LANDING LIGHTS ............ AS REQ.

When "CLEARED FOR TAKEOFF" ...

HEADING SELECTOR .............................. SET

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

1

1

2

23

3

Anytime the airplane crosses a hold short line or transits any runway environment, these lights should be ON.

F/O STROBE LIGHTS ...................... ONWING LIGHTS ........................... ON

737ver5146

Second Goober: If one of the pilots has elected to fly without a Flight Director (are you going to practice yoke pumping, or did you forget, or maybe it is inop?), then be aware that the TO/GA WILL NOT ANNUNCIATE !

The technique seems to be: ADVANCE the throttles smoothly to about 40% N1 and allow them to stabilize. This can take up to 5 seconds. You MUST wait for the N1s to stabilize before pushing them towards target N1.

PFPROBLEM ONE

PROBLEM TWO

PARKING BRAKE ........................... RELEASEDTHROTTLES .................................... ADVANCE

TO/GA SWITCH .................................... PUSH

12

3

The CFM56-3 engine is a marvel of technology ... but it can bite you in the rear! It has a great weakness in that both engines may or may not spool up from idle to high power settings in an even and predictable way. As a result, on the takeoff end of runways around the world are BIG RUBBER SKID marks caused by 737 pilots cramming on the power TOO RAPIDLY.

TO/GA has a coupla problems. First, it may or may not actually move the throttles to the correct (full) TAKE-OFF N1. It is ALWAYS a good idea to KNOW what the target N1 is and CONFIRM that the engines actually are at the target N1 before committing to the take-off roll. One reason is that a strong headwind will fake it out, or it could actually be broken. Don't wind up in the canal. CHECK THE N1 !

THE TRANSFER OF CONTROL COUPLED WITH THE "BRAKES STATEMENT" IS IMPORTANT.

CAPT says, " I (you) have the aircraft, the PARKING BRAKES are SET (RELEASED).

737ver5147

BEGINNING TAKE-OFF

PF says, " I have the aircraft, the PARKING BRAKES are RELEASED.

FIRST, there may be confusion as to "who has the brakes;" and attempts to take control with the airplane still rolling sometimes results in one whopping big LURCH when the brakes pedals are depressed to "set or release the brakes."

SECOND, it is possible to TAKE-OFF WITH THE BRAKES SET. Particularly on a slippery wet or icy runway. It is attempted all the time in the simulator, and even done a coupla times out on the line. YIPE!!! Gee, DUH, What's that horn?

THIRD, it is possible to dribble off the runway, or continue to aimlessly roll down the runway before adding power ... each guy thinking the other "has the brakes.”NOTE: If the airplane attains a speed of 80 knots BEFORE TO/GA is depressed, THR HLD will be annunciated and THE THROTTLES WILL NOT ADVANCE!!!! YIPE!

"GET YOUR COTTON' PICKIN' HAND OFF THE STEERING WHEEL."

NOTE: The Captain keeps his hand on the steering wheel only until the jet is in position and the PF takes control of the airplane direction using rudder ONLY. Then ...




At 80 KNOTS, state firmly,"80 KNOTS, THRUST SET."

VERIFY PROPER THRUST IS SET.CROSS-CHECK AIRSPEED INDICATORS.

PNF

PFHOW TO ROTATE

AIRSPEED .............................. CALLOUTS

INITIAL CLIMB (ROTATION)............ ESTABLISH

LOOK at TWO things:

N12

4810

94.7

94.45

4

% RPM X 10

PULL TO SET

... at 80 KNOTS

NOTE: It is essential, when flying this little rascal, that both pilots be aware of the TARGET N1 before advancing the throttles.Remember, it is possible that if the MANUAL SET KNOB is inadvertantly pulled out, the FMC AUTOMATIC SETTING IS DISABLED! YIPE!!!

TECHNIQUE: As airspeed approaches V1, move the yoke aft from a position slightly forward of neutral to allow smooth rotation to BEGIN at VR.

At VR, rotate to the initial body attitude of 9-10 degrees. There will be a slight hesitation at that point caused by the wing affecting the stabilizer as the nose comes up.

After lift-off, continue the rotation to a climb attitude of 18-20 degrees. Adjust the pitch to maintain V2+20 knots up to flap retraction altitude.

“V” SPEED CALLOUTS: The V1 callout is to be made as the airspeed needle passes 5 knots prior to the calculated V1 speed, and MUST be completed by the time that the needle passes the calculated V1speed.

After the V1 callout is made, the Captain’s hand is to be removed from the throttles. RESIST the temptation to put your hands back on the throttles and initiate an abort after the “GO/NO GO” decision has been made.

3oROTATION TECHNIQUE:

at VR, rotate smoothly to an initial body attitude of 10 degrees.at LIFTOFF, continue rotation smoothly to 18 degrees (or whatever holds V2+20).Do not exceed 25 degrees.

737ver5148

CAUTION: DO NOT EXCEED 4 DEGREES PER SECOND ROTATION. TAILSTRIKE DANGER !

CAUTION

13o

14o

The usual cause for a TAILSTRIKE (aft fuselage contact) is EARLY ROTATION(prior to VR). The reason that a crew of Rocket Scientists would rotate early is that they use the WRONG BUG SPEEDS, caused by leaving the LANDINGBUGS on the AIRSPEED INDICATOR from the last leg. NOT GOOD!!!

TAILSTRIKE !!!

10o

If STALL WARNING/STICK SHAKER sounds after the airplane is commited to takeoff and ability to ABORT is in doubt , ADD AIRSPEED to rotation and initial climbout. DO NOT DO A HIGH SPEED ABORT !!!

CROSSWIND NOTE: Use aileron "INTO" the wind to assist in directional control and to position controls to keep the wings level after takeoff.

AT 10 DEGREES THE SPOILERS BEGIN TO DEPLOY AND COULD COMPROMISE TAKEOFF PERFORMANCE.

LIGHTING NOTE: Adjust BOTH integral and background lights for NIGHT TAKEOFFS if one system should lose power.

-300 AFT FUSELAGE will contact the earth at approximately 13 degrees if liftoff has not occurred.

-500 AFT FUSELAGE will contact the earth at approximately 13 degrees if liftoff has not occurred.

FLAP v. AFT FUSELAGE CLEARANCE:A flaps 1 takeoff yields the LEAST clearance.Consider a flaps 5 takeoff when at light gross weights.

BOTH PILOTS MUST confirm that BOTH the BAROMETRIC ALTIMETER and the IVSIindicate a positive rate of climb.

PF

PNF

CALLS FOR ........... “POSITIVE CLIMB, GEAR UP.”

Confirms “POSITIVE CLIMB, GEAR UP,”....... and raises the gear handle.




You will have to be dividing your attention between keeping the jet going down the centerline and monitoring the engine instruments for flickering gauges, etc.

FYI: REJECT if below V1 and the PWS (Predictive windshear system) gives EITHER a CAUTION or WARNING AURAL ALERT !!

This can be triggered by ANYTHING. A low speed abort is "NO BIG DEAL." And it is true in the real world, anytime you are in the power up phase or just beginning your take-off roll; if ANYTHING doesn't look exactly right, stop the take-off. Terminating the take-off at this point is going to get you BIG BROWNIE POINTS; and you can bet your bippy, that during a checkride, you will be given some annoying low speed indication.

Here's the rub, the airplane accelerates very rapidly, and you will very quickly transition into the HIGH SPEED ABORT zone ... and trying to stop for some annoying piddly problem above about 80 KNOTS is a MAJOR BOO-BOO.So, make up your mind that you are going to stop for about anything below 80 knots. Checkguys LOVE to hear that stuff in the "BEFORE TAKEOFF BRIEF."

This is THE MOST DANGEROUS EVOLUTION IN AVIATION. However,there are events that could trigger it, (and I am, of course, sticking my neckout here) but normally on a check-ride one should

HIGH SPEED ABORT only for "BELLS, SWERVES, OR THE AIRPLANE TALKS BEFORE V1.”

1. There will be NO RTO.2. IF an engine fails, DONOT USE REVERSE.

DO NOT TRY AND PUT THE BIRD BACK ON THE RUNWAY IF YOU HAVE STARTED ROTATION !

Let's break the options out and look at them in isolation.

NOTE:

NOTE:

1.

2.

GET READY ... ONE of these

FIVE TAKE-OFF SCENARIOSIs about to occur.

LOW SPEED ABORT

HIGH SPEED ABORT

CHECK GUYSLOVE THIS !

... And it is a FAVORITE ploy to display some meaningless message on the forward display during the takeoff roll.

OF COURSE, who didn't read about that guppy guy at ONT who slammed them into reverse during the HIGH SPEED REGIME and avoided a head on collision in the fog.WHEEEEEW!!! And if you get the checkpilot from HELL, I guess that they could give you something like that in the sim, but ... I think you should expect swerves and bells.

DO NOT DO A HIGH SPEED ABORT for:Stall shaker at rotationdoor lightside window popping openinsignificant warnings

When the Checkguy sees your hand come off the thrust levers ... He (She) is springloaded to ruin your life. At that point, the "ENGINE FAIL" button is pushed on the Checkguy's secret problem panel! I GUARANTEE THIS WILL HAPPEN on your checkride!The event, depending on the selection made by the Checkguy, will take a couple of seconds to develop to a spooldown, and then a couple of eyeblinks for you to notice it ...

The BIGGEST PROBLEM in this situation is the pilot pushing the WRONG RUDDER!!!YIPE! So, here is the gouge .

ROLL THE WINGS LEVEL, and thenPUSH RUDDER PEDAL UNDER LOWER YOKE HORN.

The profile for the V1 CUT presented here is one that will keep you from busting the ride right off the bat ... but, like everything else, it is NOT engraved in stone. Modify it as you go to meet the needs of the problem.

One recommendation: If you have a FIRE INDICATION, do not be in a hurry to shut it down. Fly on up to 500 feet and pushover before you get all involved in the QRC items. You can use the thrust to your advantage.

At a point about 5 KNOTS prior to V1 ... The Captain WILL remove her (his) hand from the THRUST LEVERS.

Believe it or not, they have to observe you do a "normal" takeoff and climbout. So, don't be surprised when it happens, just enjoy it.

This is normally NOT a part of the check-ride, but sometimes, if the Checkguy screws up and the V1 cut occurs too late and you are already rotating ... it does get hairy. You will be expected to control the airplane and not hit the earth.

The airplane will feel a little (lot) sloppy at this point, but it will fly with all that aileron and NO rudder without falling out of the sky. Then, as soon as you are ABSOLUTELY CERTAIN which rudder to push, feed it in and trim it up. Transition to the V1 CUT profile.

in the simulator; DO NOT PUT YOUR HANDS BACK ON THE THRUST LEVERS AND TRY TO ABORT!

NOTE:

3.

5.

4.

see more details

ENGINE FAILURE AFTER V1 ("V1 CUT")

NORMAL TAKEOFF

ENGINE FAILURE AFTER V2 ("V2 CUT")

737ver5151




737ver5152

A LOW SPEED ABORT is generally considered a non-event. BUT ... if a loss of one engine is involved, pilots can really screw things up by pulling the good engine into reverse, running off the runway, sucking up a ton of dirt, catching fire, burning up, and generally wind up having a lousy day.

THE CAPTAIN MAKES ALL ABORTS !

CAPTAIN DOES 3 things:

F/O DOES 2 things:

AUTOTHROTTLE BUTTONS on THROTTLES ...... DEPRESS TWICE

BRAKES ..................... APPLY MANUALLY

THROTTLE LEVERS .............................. IDLE

CALL TOWER .............................. Tell them what you are doing.PA ....................... BROADCAST something appropriate such as:

"REMAIN SEATED" orIf airplane is stopped and evacuation appropriate:

"RELEASE SEAT BELTS AND GET OUT!".

1

1

2

2

3 NOTE 1: There will be NO RTO below 90 KIAS wheelspeed.

NOTE 1: If FLIGHT ATTENDANTS do not receive guidance from the cockpit; They will initiate evacuation on their own.

NOTE 1: After a LOW SPEED ABORT, evaluate the situation and consider whether another take-off attempt is appropriate. There will be NO REQUIREMENT for BRAKE COOLING, going to a remote location for an inspection, or calling for the fire department, or getting out some chart or graph unless maximum braking was used (Not likely to have occurred).

NOTE 2: Just what is a HIGH SPEED ABORT? Here are some thoughts:at 60 knots ... NO RTO, no maximum braking required.

Generally NOT considered a high speed abort.60 to 90 knots ... The questionable zone. NO RTO.

Some stuff occurs such as THR HOLD annunciated on ADI at 64 knots (84 knots on some airplanes) and PNF makes 80 knot callout, andAUTOBRAKE DISARM light is displayed..

90 knots to V1 ... This is the HIGH SPEED ABORT ZONE.You will get RTO and that is definitely MAX BRAKING.

LOW SPEED ABORT

The reasons:FIRST, If you have a single engine situation,using reverse thrust at this low airspeed will put you in a control situation and you will run off the runway.SECOND, expect FOD damage at this low airspeed (a virtual vacuum cleaner).

IF ENGINE FAILUREDO NOT USE REVERSE THRUST BELOW 80 KNOTS !

THE CAPTAIN MAKES ALL ABORTS !

HIGH SPEED ABORTDISCUSSION: This evolution is the MOST DANGEROUS event in civil aviation, and you should consider carefully whether or not a HIGH SPEED ABORT is really the most appropriate response. The company prefers that if it will fly, GO! but, if the problem is an ENG FIRE or FAILURE before V1 ... STOP!Once your hands are off the throttles or you have started rotation; DO NOT try to put the bird BACK ON THE RUNWAY ... GO-GO-GO!

LOOK at TWO things:

CAPTAIN DOES 4 things:

F/O DOES 3 things:

AUTOTHROTTLE BUTTONS on THROTTLES ...... DEPRESS TWICE

REVERSE THRUST ..................... APPLY (Max if needed)

BRAKES ..................... verify RTO applied (DO NOT TOUCH).

THROTTLE LEVERS .............................. IDLE

CALL TOWER .............................. Tell them what you are doing.

VERIFY ................................................. Spoilers deployed.

PA ....................... BROADCAST something appropriate such as:"REMAIN SEATED" orIf airplane stopped and it is appropriate:"RELEASE SEAT BELTS AND GET OUT!".

1

1

2

2

3

3

4NOTE 1: RTO IS APPLIED WHEN:

Wheelspeed greater than 90 knotsBOTH THROTTLES at idle stop

NOTE 2: Touching the brakes for 2 seconds will cause the RTO to disconnect!

If that happens ... APPLY MAXIMUM MANUAL BRAKING!

NOTE 1: If FLIGHT ATTENDANTS do not receive guidance from the cockpit; They will initiate evacuation on their own.

BIGITEMSon theCHECKRIDE.

When you get stopped you must:Evaluate ability to exit runway.Consider calling Fire Department.DO NOT set parking brake.DO NOT taxi until adjusted cooling time.Taxi or have airplane towed to remote spot.Consult charts in book for cooling time.




@ POSITIVE CLIMB: "GEAR UP"

500 ft AGL

While on GROUNDCONTROL HEADINGWITH RUDDER

or NON-STANDARDACCELERATION ALTITUDE

@ 800 '

NOTIFY TOWER"ENGINE FAILURE" if "T" page give heading.

raise FLAPS on schedule

ACCELERATEto CMS

"SET CMS""FLY THE PITCH BAR"

KEEP NOSEWHEEL GROUNDEDuntil VR (DO NOT ROTATE TOO SOON )a good technique is to initially rotate VERY slowly

12.5

V2 to

V2 +

20

ROTATE12.5 degrees

at 400 FEET AGL

TIP!

TIP!

Keep nose coming overuse IVSI ... "THINK LEVEL”about 8 degrees pitch

RUDDER TRIM requires about 15-20 seconds

to input.

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VERTICALSPEED

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HEADING SELECT STEER ME TO C/L or "T" heading"

(C) MIKE RAY 2000

8TIP! FOLLOW THE

FLIGHT DIRECTOR !

NOTE: Even though there is an SOP procedure for this maneuver in your flight handbook, here are some additional suggestions and interpretations that I am putting forth for your consideration.

"V1 CUT" - ENG FAIL after V1Aircraft is still on the ground

NOTIFY CO NOTIFY F/ANOTIFY PAXuse ACARS:msg to dispatch

IFE=inflight emerDIV=diverting toXXX=station or“DEN7700”

@ LEVELOFFPrepare toMANUALLY make LARGEthrottle/trim/rudder change

@1500 feet and with terrain clearance assured; SET “canned airspeeds appropriate for flaps/weight.

above 1000 feet AGL"ENGAGE A/P""I HAVE THE A/C and COMM""GET OUT THE BOOKand DO THE CHECKLIST"

CMS 1500 FEET AGL

@ CMS: "MAX CONTINUOUS THRUST" "ATO CHECKLIST" “FLY THE FLIGHT DIRECTOR”

15 degreebank limituntil CMS

30 degree bank OKafter CMS

CMS = CLEAN MANEUVERING SPEED

OBSTACLE CLEARANCErequired to 1500 'i.e; TRACK CENTERLINENO turns unless T pageREQUIRES them!

WARNING NOTE:Tailstrike will occur at

o13 (300),pitch.

o14 (500)

"DECLARE EMERGENCY"consider requestinglower altitude such as"BEST VECTORING ALT"

HOW TO SET MCTWITH ENGINE OUT.1. Select... N1 LIMIT PAGE2. line select ... CON3. set thrust MANUALLY !

@1000 FTAutopilot OK.

A/C MUSTbe in trim !TIP!

Start at~10 degrees

pitch

10




“V1” CUT technical detailsDISCUSSION: Arguably the MOST BUSTED thing on the check-ride, and certainly one of the MOST challenging events in the check scenario. Pilots that have had this actually occur to them out on the line say it is not a big deal out in the “real” world, but in Fantasyland, things can turn into a can of worms very quickly. Here are some tips to help you achieve success ... and actually impress the check-person.

5 V1 CUT GOOF-UPsGOOF-UP number 1:

GOOF-UP number 2:

GOOF-UP number 3:

ABORTS AFTER V1When you are charging down the runway, and you reach V1:TAKE YOUR HANDS OFF THE THROTTLE AND DON’T PUT THEM BACK.

Attempts to abort after V1 are always a disaster in the sim. While I realize that there have been real world situations where aborts after V1 have been successfully accomplished ... in the sim, an abort after V1 is NOT an activity you want to be talking about in the debrief.

PUSHES WRONG RUDDER. YIPE !When the nosewheel is on the runway, and the airplane is still on the ground: RUDDER is the most important control. The rudder is very effective on this airplane, and so it is NOT NECESSARY to know which engine has failed, you merely keep the nose going down the runway.PUSH the rudder so that nose of the airplane goes in the direction you want it to go. In a catastrophic engine failure at V1, there should be NO QUESTION and it will take “ALMOST” full rudder extension to keep the airplane aligned with the runway.

LOCK YOUR LEG as soon as you get it going the direction you want. Do not attempt to make any more than little bitty rudder movements to correct.

RIGHT ruder makes the nose go right, and LEFT rudder makes the nose go left.

ROTATES BEFORE VR !This may seem stupid, but I GUARANTEE that when the PNF yells

“ENGINE FAILURE!”your first instinct is to pull back on the yoke.If you do that, the jet will head out across the infield like a scared rabbit and you will be doing a repeat of the maneuver. SO:Do not rotate at the point where the engine failure occurs or when the PNF yells. Keep the

nose firmly planted on the runway and wait until after VR.It is my opinion that keeping the nosewheel on the ground for a coupla seconds after VR will actually help this maneuver. There is NO REQUIREMENT to have begun rotation or to have the nosewheel coming off the ground 5 kts prior to VR or exactly at VR.

FYI: Max Tire Speed is 196 KTS.

GOOF-UP number 4:

GOOF-UP number 5:NO PREPARED PROCEDUREWhen you initiate this evolution, there simply MUST be a well thought out plan for completing the necessary steps. Re-inventing the wheel each time is nonsense and makes you look like some kind of geek.

On the previous pages, there is a “plan.” It may not be the best plan or even a good plan ... but it is a plan. I suggest you sit down and go over “your” plan again and again until you are ready to puke and then go over it again. You are going to be at the extreme of your mental capability and trying to remember something this complicated or (worse yet) trying to make something up while you are flying it is checkride suicide.

The V1 cut maneuver is going to happen on your checkride, you can count on it. So be prepared.

IMPROPER ROTATION TECHNIQUEWhen you initiate the rotation, the airplane will have a tendency to hesitate at about 8-10 degrees. This is because the wing will interfere with (blank out) the airflow to the stabilizer.You will have to make a conscious effort on your part to “pull” the nose through that effect and then return immediately to the normal rotation pressures. This all happens very quickly, but if we are not aware of the differing pull pressures we can:

(1) Rotate too smartly and drag the tail. A TAILSTRIKE is NOT GOOD. The tail will contact the earth IF you exceed about 13 degrees (-300) or 15 degrees (-500) while still on the ground.

(2) Not complete the rotation to the required 12.5 degrees in a smooth and expeditious manner, hanging up at 8 to 10 degrees. The airplane “more or less” flies level at 8 to 10 degrees, resulting in contact with mother earth. CFIT IS NOT GOOD! or

(3) Adding the extra pressure and holding it in too long and exceeding the 12.5 degrees ... results in a loss of airspeed, the rudder losing effectiveness, the heading slewing into the bad engine. Further, if the pitch remains too high, there will be lots of stick shaker and jet will stall.A STALL IS NOT GOOD!

TIP!For you Captains, you know that you will have to demonstrate a “MAX WEIGHT TAKEOFF WITH V1 CUT,” so don’t be off in dreamland when you are cleared with a maximum takeoff weight and not be acutely aware that you are about to either have to ABORT or do a V1 Cut.




"V2 CUT"ENG FAIL after V2

Aircraft airborne but below 1500 feet

FIRST ... if the checkpilot inadvertently pushes the secret “loss of engine” button on the panel in the back of the sim just a little late; then the engine fails as or after the nose gear starts is lift off.This is a difficult situation for the pilot to resolve effectively and cleanly.

However, there is no provision for the pilot (you) NOT being able to keep the airplane from contacting the earth ... I mean by that, even though it may have been the instructor pilots “fault,” it is still expected that you will keep some part of the jet from impacting the earth.

NOTE: Some check airman have been trained in HELLand feel this is a legitimate simulator event.Be prepared.

SECOND ... The absolutely terrifying “ENGINE FIRE AFTER V1.” This IS given regularly and deserves some pre-thinking on your part.

Here is the current philosophy:

If you are past V1 (your hands off the throttles) DO NOT PUT YOUR HANDS BACK ON THETHROTTLES AND INITIATE A LATE ABORT!

DISCUSSION: That puts you in the position of continuing the take-off with an engine indicating that it is on fire ... but probably producing takeoff thrust. It is not a “ENGINE OUT or SINGLE ENGINE” event yet.

So, you will be expected to comply with “NORMAL TAKEOFF” procedures until you get to an altitude where you can shut the engine down (normally 500+ feet AGL).

The BIGGEST consideration here is CFIT (Controlled Flight Into Terrain) or ... CRASHING. The Check people are EXTREMELY concerned that you will get so tied up in the “indication of a fire” that you will fail to comply with some complicated departure procedure and wind up leveling off, shutting down an engine, creating a single engine situation, and be unable to maintain your separation from the earth.

Even if you shut down the engine exactly by the book ... BUT YOU CRASH! Not good. No brownie points.

There are at least two ways this event can occur:

LATE V1 CUT and

ENGINE FIRE AFTER V1

LATE V1 CUT

ENGINE FIRE AFTER V1

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STEP 1

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STEP 2

STEP 3

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These two opposing triangular pointers are referred to as the “HOUR GLASS.”When they match up they look like an ....

NOTE: On this airplane the “BALL” is not calibrated to any degree of accuracy. It is NOT recommended for use as an indicator during an “upset” scenario.

STEP ONE: Roll the aileron towards the sky pointer to determine which yoke horn is down.

STEP TWO: Push the rudder on the “DOWN” horn side. You push until the yoke horn is level. The amount of rudder will be about 1/2 that used for a V1 cut.

STEP THREE: When you have the time, then you can trim out the rudder pressures. If you“HOLD” the rudder trim knob, it takes about 15-20 seconds to trim out the pressure.

Some instructors teach that the pilot should not use “any” rudder during this first step. The airplane yaws a little, but the ailerons are adequate to keep the jet right side up.

The biggest problem with the “V2 cut” is:PILOTS PUSHING THE WRONG RUDDER.

Because this happens with a surprising frequency, the following technique has been proposed.

The bottom part is referred to as the “SKY POINTER.” It ALWAYS points to the SKY.

ngine failures or engine shutdowns that occur in the air differ from those that occur on the ground in this way:

During the V1 cut maneuver, The rudder is the primary source of directional control while on the ground, but once airborne, or if engine is shut down “in the air” (IFSD or inflight shutdown), then the control of the airplane is accomplished using a combination of rudder and aileron.

737ver5159




IF UNCONTROLLABLE

...what do you do ?

YOU NEED A PLAN ...

PITCH-UP

Here are the 7 “OFFICIAL” steps.

1. CALL OUT “ATTITUDE.”

2. CROSSCHECK the attitude indicators.

3. DISCONNECT:AUTOPILOTAUTOTHROTTLE

4. UNLOAD AIRPLANE (Increase bank towards 60 degrees - do not exceed 90 degrees - to aid in pitch reduction.

5. ALLOW NOSE TO FALL towards horizon.

6. ROLL WINGS LEVEL as the pitch attitude approaches/passes horizon.

7. RECOVER to a slightly nose low altitude. Adjust pitch as necessary to avoid stall/stall warning.

8. ADJUST PITCH, BANK and POWER to complete recovery and re-establish desired attitude.

Here is what the company has devised.

ROLL TOWARDS 90 degrees, THENLET NOSE FALL TOWARDS THE HORIZON.

DISCUSSION:

It actually has happened to civil airliners the past… several times that I can remember. At lift-off from the runway, the airplane’s nose pitched up uncontrollably and even full yoke forward pressure was ineffective in restoring control. Sad to say, none of those crews had a plan for this eventuality.




STEP 1

STEP 2

STEP 3

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Pilot sensing “upset” call out: “ATTITUDE!”

DISCONNECT:AUTOPILOTAUTO-THROTTLE

CROSSCHECKwith other guys instruments.

This little triangle at the top part of the instrument is referred to as the “SKY POINTER.” It ALWAYSpoints UP to the SKY.In our depicted situation, however, we are slightly upside down, so the triangle appears to be pointing down; but we can be certain that it is pointing to the sky regardless of what our sensations are telling us.

Here is the “OFFICIAL” technique for handling this situation:

P EU S T

Getting upside down is NOT GOOD … and we MUST HAVE A PLAN to handle this situation.

Of course, an airplane could tip over at any altitude; and there are a lot of reasons why it could occur: Wake Turbulence, TSMS, Wind-shear, mysterious air currents, and so forth. BUT, it doesn’t matter what the cause is, we have to know how to handle an ...

STEP 4

STEP 5

STEP 6

If in an “EXTREME” bank alttitude, “UNLOAD” the airplane, andCOORDINATE rudder and aileronTOWARDS the SKY POINTER toROLL THE WINGS LEVEL.

Correct to level flightor slight climb as

indicated on the ADI.

AVOIDExcessive g-loading.

ADJUST PITCH, BANK, POWER,and SPEED BRAKES if necessary

to complete the recovery and re-establish desired attitude.

WARNING:DO NOT ADD BACK PRESSURE UNTIL

UPRIGHT and APPROACHINGWINGS LEVEL.

In our example, the ADI indicates that the sky-pointer is on the right side of the indicator; so we will roll the aileron towards the right and push on the right rudder.




737ver5160

STANDARD NOISEABATEMENT TAKE-OFF

@ 800'

FOLLOW THEFLIGHT DIRECTOR

@ 400'

18-20o o

"POSITIVE CLIMB (Both IVSI and baro altimeter)

GEAR UP" select another roll mode"HDG SEL""LNAV" or "VOR/LOC"

BANK ANGLEduring flap retractionsDO NOT EXCEED 15

or whatever it takesto keep V2 + 20Do not exceed 25 degrees

V2+ 20

kts

NOTE 1: On the Checkride (and in real world) you may hear a PIREP from another airplane experiencing a GAIN or LOSS OF AIRSPEED. Be Alert, even though that guy may be landing, be aware of his situation and and consider whether it will affect your take-off. It may be a good idea to ADD SOME EXTRA SPEED to accommodate the potential for airspeed loss. V2 + 20 is NOT ABSOLUTE!

NOTE: Be constantly alert to reasons NOT to start the takeoff.

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DO NOT TAKEOFF when aMICROBURST ALERTis broadcast.

Such as:Microburst Alert.Weather below landing minimums .Crosswind/headwind outside envelope.Clutter in "TAKEOFF NOT PERMITTED" range.etc,etc,etc,etc on and on.

REDUCE PITCHby not more than 1/2 from what is required tomaintainV2 + 20 knotsACCELERATE to 220/230 KTSRETRACT FLAPSon schedule

"FLAPS ..." then"VNAV" or "CLIMB MODE"LVL CHGSPD 210/220N1

737ver5161

REGARDING GEAR LATCHES:To make sure that the GEAR UPLATCH is completely engaged, leave the gear handle in the UP position for a few seconds after the RED LIGHTS go out.

REGARDING HOT BRAKES :It is generally considered GOOD FORM to leave the gear hanging out to "cool" off for a few minutes after a prolonged taxi or a short turn-around.

REGARDING TERRAIN CLEARANCE:Turns below 400 feet AFE are considered "NON-STANDARD;" HOWEVER, the Captain may turn below 400 feet IF it is not published otherwise.

@ 3000'

@ CMS"FLAPS UP"retract flaps on schedule

Slightly increasepitch angle andtransition toCMS KIAS

BANK ANGLEduring flap retractionsDO NOT EXCEED 15if below maneuverspeed for flaps

CMS

250 KNOTS

above 1000 feet AUTOPILOT OK"PF AUTOPILOT CMD SWITCH"verify CMD on ADIPNF - BOTH ENG BLD .... verify ONPNF - WING ANTI-ICE .... ON (if req)

REGARDING WING ANTI-ICE:DO NOT turn on the wing anti-ice until:

AFTER first thrust reduction..

@ 3000' AFE PNF does this:set MCP SPEED ...... 250 KIAS(unless in VNAV)GEAR LEVER .............OFFAUTO BRAKE SEL ...OFFATO CHECKLIST ...COMPLETEENG START SW ... OFF (CONT if req)

NOTES:

@ 3000' AFEPF does this:

Transition to 250 knots."SET 250 KTS" on MCPor "VNAV.""AFTER TAKEOFF CHECKLIST"




ADVANCED GLASSSTUFF

737ver5163

Here is some more of that really complicated glass stuff. I have separated it from the first part so as to not interfere with the flow of the flight deck set-up.

This is NOT a definitive re-hash of the glass procedures in “the book” but rather a sorta line oriented view of the way things work out.

The THRILL OF TECHNOLOGY




f there is any one thing that strikes fear in the heart of even the most intrepid aviator, it is the issuance of a holding

clearance. Besides being a virtually impossible maneuver for a mere human pilot to perform properly, it means that something else beyond our control is going on and now all our wonderful flight planning just became immediately obsolete.

Glass stuff to the rescue (at least for figuring the entry part). All that “teardop, direct entry, parallel downwind” stuff becomes passeand a great load is removed from our overtaxed brains. We can now concentrate on the real problem ... where am I going to park this airplane!

BUT … In order to make all that magic work, we have to know a few things to set up the computer properly; otherwise, we simply compound the problem and make life exceedingly more difficult.

HOLDING !

737ver5165

Here are some of the things that you will be expected to know about holding.Even though the "MAGIC GLASS" does a miraculous job of figuring the entry, etc; there are some other things that we have to have at our fingertips.

NOTE 1: If your airplane is "TOO HEAVY" to hold at that speed, you MUST obtain ATCclearance to hold at a higher airspeed.

NOTE 2: It is a common ploy for the check person to issue a clearance to hold when the CMS (clean maneuvering speed) is greater than the allowed holding speed. BE ALERT!Possible STALL danger. YIPE!

NOTE 3: Remember that if you are given holding right at the 14,000 feet boundary, then your holding speed maximum is 230 KTS

NOTE 5: These “NORMAL” holding speeds do not count when flying to places that have published their own speeds; such as Military places, London , New York Area, etc. These places will inform you what their speeds are with some hidden note on the approach plates, charts, 10-7/20-7 page, etc. BE ALERT!

IF ... THEN: Pilot Training 101. If you accept a clearance without an EFC, the Check Person will have an UNCONTROLLABLE URGE to fail your radios!

An ATC clearance to Hold will include:

ENTERING HOLDING: You MUST report:1: FIX2. TIME3: ALTITUDE

LEAVING HOLDING: You MUST report:departing the holding fix

You are then expected to resume normal operating speed.

WHAT PILOTS SCREW UP: Most common deletion is for the pilots to forget to report their atitude.

Standard holding is:

Right Hand TurnsInbound legs 1 minute at or below 14,000 feet and 1 1/2 minutes above 14,000 feet25 degrees bank (using autopilot)

1. Direction (NE, SW, etc)2. FIX3. Radial, course, bearing, etc.4. Leg length5. Direction of turns6. EFC ... Complete holding instructions MUST include EFC !

NOTE 4: Be aware of "Minimum Holding Altitudes." Usually the best indicator is the "GRID MORA." MEAs usually are not good choices as they require remaining too close to the airways. If the holding pattern is depicted, the little altitude inside it is the MHA.

200 KTS MAX

230 KTS MAX

265 KTS MAX14,000 feet

6,000 feet

Minimumholding altitude

"NORMAL"HOLDING SPEEDS

HOLDING INSTRUCTIONS

HOLDING REPORTS

HOLDING OP SPECS

These limits apply to “DOMESTIC” flying.




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BEST SPEED

1 / 1MOD RTE 1 HOLD

HOLD ATPPOS>

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HOLDING

GETTING OUT OF HOLDING

This is a little tricky.THE TWO BAD WAYS

1: Shut off the Autopilot and hand fly. (Always an option!)2: HEADING SELECT and steer somewhere else.NOTE: Big problem! Until you clear the hold out of the CDU LEGS page, the airplane cannot be reconnected to LNAV.

THE TWO GOOD WAYS3: EXIT HOLD PROMPT.Probably the best way out, and the one the Check Airman is likely looking for you to use. The airplane will make the MOST EXPEDITIOUS turn back to the holding fix and depart on the previous route.4: DIR INTC page and put another waypoint or THE HOLDING FIX in and go there directly, making the HOLD disappear from the LEGS page.

The “PPOS” is great if you want to hold right where you are at; Say you are on the approach course, not quite prepared to continue the procedure and want to make a turn in the HOLD, just push “PPOS” and the airplane will make that point the holding fix and start its turn. FABULOUS.I should add that the HOLD box only needs a minimum amount of information to complete its calculation. FIX and INBD CRS will get you started. If LEFT turns desired, just LS3L “L.”

HOLDING ... This machine is FABULOUS at holding. You have to know a coupla things first.

RULE NUMBER ONE: THE HOLDING FIX MUST BE A WAYPOINT IN YOUR ROUTE.

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< NEXT HOLD EXIT HOLD >

If you are cleared to a fix to hold that is not one of your waypoints, you MUST use the DIR INTC page to make it THE ACTIVE WAYPOINT. If the fix is already in your route, just pull it down, and if cleared to it directly, make it your active waypoint by going "DIRECT TO" and then, after selecting the HOLD page, put it in the "HOLD AT" box.

NEXT HOLD

“NEXT HOLD” ...The use of the term “next” in the CDU can be misleading. If you pull up the HOLD PAGE and there is a holding fix already installed, even if it is the fix at which you want to hold, you must select “NEXT HOLD.”

Here is the problem. If you have already installed your arrival airport runway and approach, the missed approach may automatically be installed along with its depicted holding pattern. If that just happens to be the fix at which you are cleared to hold, you cannot just go there and hold as it will either wipe out from your selected route and a whole bunch of other stuff including your selected runway or, in some cases, you simply cannot selected that fix to the hold line. MEGA-FRUSTRATION and sweat begins to pour from your brow. You will get all flustered and things get all choked up. The check guys LOVE this kinda stuff.

So, here are two things you MUST know:

First: “NEXT HOLD” does not mean “next hold” AFTER the one listed, but rather it means “FIRST HOLD.” In other words, while it implies that it will become the next hold fix after the one listed, it actually means that it will be the FIRST HOLD FIX that you will encounter and will be placed in the computer BEFORE the one listed and actually become the FIRST hold fix in the computer, and the one you will encounter first.

Second: If you get a CHECKPILOT FROM HELL, he wants to get you to the point where you are all set up for the approach with your landing runway installed; and then He will gleefully clear you to hold at a fix that just happens to be your missed approach holding fix. IT’S A TRICK! It’s a mean and nasty trick!

One final point, it is possible that there is more than one holding fix in the computer lineup. So, if you find a holding fix already on the hold page when you select it, and after selecting NEXT HOLD another fix shows up, simply select NEXT HOLD again. ...And if there appears another one, select NEXT HOLD again until you get to an empty HOLD page.

737ver5167

RULE NUMBER TWO: Remember that you have to select “NEXT HOLD” if there is another holding fix

already on the hold page, even if it is the same one at which you are cleared hold.

THIS IS REALLY TRICKY !




APPROACHENVIRONMENT

USING GLASS STUFF IN THE

The problem with being in the approach environment is that things are happening really quick and you have to be pretty nimble on the CDU to keep up with the demands of the approach environment ... couple that with some crusty old veteran doing the PF duties and barking commands faster than you can type ... and you have a handful.

It is especially interesting when you are hearing things for the first time and don’t even know what she/he is asking for ... let alone how to comply.

And there is the flip side, if you are that old-timer, you have to understand that sometimes you just are not going to get the CDU backup that you wish you had.It is sometimes more efficient just to fly the airplane like some steam gauge Jurassic jet.

737ver5168

GOOD CAPTAIN PRACTICE.

If you find yourself with some poor new-by who is up to her/his eyeballs in a pool of glass alligators ...

DO NOT HANDFLY IN THE APPROACH ENVIRONMENT.

Reason: When you are “hand-flying,” the other pilot must operate the MCP ... as well as attempt to talk on the radios, do the checklists, and keep up with your steady stream of CDU commands.Being on auto-pilot allows you to be more involved in what is going on inside the cockpit ... BUT more importantly, what is going on OUTSIDE.

ALWAYS BE AWARE OF OTHER TRAFFIC AND TERRAIN And

YOU MUSTMAINTAIN SITUATIONAL AWARENESS, and

KEEP A GOOD LOOKOUT DOCTRINE !

There are times to practice yoke pumping to try and keep up your pilot skill level and to demonstrate how much you need the practice ... and there are times to utilize every available aid in de-cluttering the cockpit loading. It is extremely easy to push the new pilot into extremis by task saturation.

737ver5169

DIRECT INTERCEPTWhat the heck is a ...

DON'T FORGET

DON'T FORGET

There are a couple of things that you will be asked to do that "ARE NOT IN THE BOOK," one is:

"EXTEND THE CENTERLINE"Approaching a landing airport, after leaving the approach FIX and on vectors, or if there is no "ACTIVE WAYPOINT," it is common for the other pilot to request the "centerline be extended" or "Intercept leg to ...." Here's how you do that.

Go to DIR INTC page and LINE SELECT an appropriate FIX. If you are on an approach, you should pick a fix that you might be cleared to; by that I mean, if your selected fix is "outside" the one you may be cleared to, the line between it and the next fix will disappear ... and you will have to scramble to get it back on the HSI. On the other hand, if on an approach, we will want to extend the “centerline” from some fix on the localizer.Usually it is OK to select the FAF if it is on the LOCALIZER centerline and extend a heading to the fix equal to the heading depicted on the approach plate.

2: Line select that fix into the INTC LEG (Note: Since you do NOT want to go Direct to the fix, DO NOT USE THE "DIRECT TO" boxes.

3: The INTC LEG boxes will open up again, this time labeled INTC CRS.

4: Type in APPROACH HEADING (get it from the approach plate) or desired bearing into the selected fix and put it in the boxes.

5: PUSH the 6R button.

6: EXECUTE.

"INTERCEPT A RADIAL (or bearing) AND PROCEED TO A FIX,"

use the same technique.

1: Push DIR INTC key2: TYPE or LS FIX in the scratch pad3: push INTC LEG TO key (6R)4: Type reciprocal of radial (or bearing)in scratch pad.5: push INTC CRS key (6R)6: If on AUTOFLIGHT remember to push "LNAV,"

otherwise the airplane will fly right through your otherwise perfect intercept.




BUILDING AN APPROACHt is "HIGHLY PROBABLE" that you will be required to "build an approach" on your checkride. It happens like this; you will be cleared for an approach which is NOT in the CDU. It is usually a simple NDB or VOR with fairly straightforward Missed Approach Procedure. You have the

option, of course, to fly the approach WITHOUT the MAP MODE so that it would be legal even if it is not in the CDU ... BUT, they will want you to build the approach. It is VERY simple and here's how to do it. DO NOT be intimidated by the GLASS STUFF!!!

Here is the MIKE RAY MUNICIPAL AIRPORT "NDB Rwy 24" approach. Let's say you get cleared for this approach on your checkride but find to your chagrine, that the approach is not in the CDU ... neither is the fix "CHECK" or "PCNB." Hereis how you can "build that approach."

NOTE: You will not be required to build the procedure turn portion of the NDB/ADF. On your check ride you can expect normal vectors will be supplied to intercept the bearing inbound outside of the Outer Marker.

ISLIDER

DM 122.2 SLD. .. ..--- - -

(IAF)CHECK

253 PC_ _ _ _. .. .

102

023

282

282

058

013

193

238

6000 122

4.3

6.3

DOGMEATDM 122.2 DGM. .. ..--- - -

O

O

O

O

O

O

O

O

O

737ver5171

STEP 1: Select DIR INTC page. Because we expect a vector to intercept the inbound bearing outside of CHECK, we want to put that in the box and run a line into "CHECK" bearing 238 degrees.

STEP 2: Define CHECK. Because neither CHECK nor PCNB is in the data base, we have to use some other method. How about RADIAL/DISTANCE from SLIDER or from DOGMEAT. Another option would be RADIAL/RADIAL from SLIDER and DOGMEAT? Either of those three would work. Lets use SLD122/6.3. Type it in the scratchpad and Line Select it to the INTC LEG TOboxes of the DIRECT INT page. Type 238 and Line Select it into the INTC CRSboxes.

That would show CHECK on the HSI as SLD01 with a magenta line extending into it bearing 238 degrees.

STEP 3: Connect CHECK with the RUNWAY. If the ROUTE page shows as DEST the airport in question, you may simply type 24 in the scratchpad and Line Select that to the position directly below SLD01 on the LEGS (or DIR INTC) page. NOTE: If the RTE page doesn't show that airport (this destination may be a diversion field) as the DEST, you should change your destination to conform with the actual place of intended landing. Then the 24 entry will work.

STEP 4: Type the Missed Approach Fix DOGMEAT (DGM) into the scratch pad and Line Select it to the next slot below RW24 on the LEGS page.

STEP 5: Now, because DGM is a waypoint on your CDU (Remember that you cannot build a holding pattern for a fix that is not a waypoint on one of your LEGS pages):

1: Select DGM to the scratch pad.2: Select the HOLD page.3: L ine Select (or type) DGM in the FIX line.4: Note that the INBD CRS will be 172/L, so you have to5: place 102/R in the INBD CRS/DIR line.

1 2 3

4 5

8 9

0Z

U V W X Y

P Q R S T

K L M N O

F G H I J

A B C D E

DEL CLR

NEXTPAGE

DEPARR

DIRINTC

INITREF

PREVPAGE

FIX

RTE CLB

- -- -- -- -- -- -

CRZ DES

PROG

MSG

OFST

DSPY

FAIL

HOLD EXECLEGS

. +/-

6

7

SLD01238

238 4.8 NM

7.5 NM173

HOLD AT

O

O

ORW24

DGM

DGM

1 / 1RTE 1 LEGS

< RTE 2 LEGS ACTIVATE >

---/ -----

---/ -----

---/ -----

---/ -----

PIECE of CAKE




737ver5172

BUILDING AN ARC

BUILD IT AS YOU FLY IT ...

t is "NOT LIKELY" that you will be required to "BUILD AN ARC" on your check-ride. The “GREEN CIRCLE” technique is usually taught, but if someday you have to, here’s the dope:.

By that they mean, start at the Beginning instead of starting at the Runway, and then build the approach along the same path you wish the airplane to fly.

ere is the MIKE RAY MUNICIPAL AIRPORT "VOR DME ARC Rwy 24"approach. If you are cleared for an ARC approach that is not in the CDU DATABASE memory; you will have to construct it, use the green circle, or fly it without the benefit of the "glass." The CheckGuy will want to see you

quickly and simply place the approach "in the box" and either "fly the magenta line" using "LNAV," or navigate around the green circle using the HDG SEL.Remember, if you find yourself one dark and stormy night unable to get the approach in the box, or you just can’t get it do in the time available: you are perfectly legal to fly an approach like this using the tools in their "raw data" mode, just like any garden variety 727 ... and it works great!

I

HWhat I am trying to tell you is this. Either learn how to do an arc quickly and simply ... or get your head out of the CDU and concentrate on flying the airplane. The CDU is simple ... but do not get bogged down and fail to stay ahead of the airplane.

DOGMEAT BEAVIS

ROCKD3.6

D8.0

3000

2500

D0.5

8 DMEar

c

(IAF)

(IAF)

123.4 DGM

117.5 MTV

D(H)

D

102

282

O

O

8.0

238O

068O

135 O 113 O

3000

12.0295 O

reminder:YOU MUST ALWAYS

HAVE RAW DATADISPLAYED WHEN FLYING AN ARC !

NOTE: The recommended technique is to Line select MTV01 to the scratchpad, tap the cancel key to erase the digits you want to replace, and put in the desired radial/distance for the next waypoint.

STEP 1: Line select the starting point; such as BEAVIS.

Either CONSTRUCT THE ARC or GREEN CIRCLE or just FLY THE ARC USING STEAM GUAGES … BUT DECIDE EARLY on in the approach.The reason, if the PNF is HEAD DOWN for a long time, then the PF is left trying to INVENT the ARC without the other pilot in the loop. NOT GOOD! ALSO … ALWAYS HAVE RAW DATA DISPLAYED!

STEP 4: It makes sense to use the 113 degree radial because of the altitude change. MTV113/8.STEP 5: The 10 degree lead-in radial makes a good sense for a waypoint as it alerts us to the fact that we may descend to the next altitude and that we should be expecting the intercept turn. MTV068/8.

STEP 6: The approach course is the RECIPROCAL to the waypoint designator: That is, be alert to the fact that while you are inbound heading 238 degrees, the next point is MTV058/8.

STEP 7: The rest of the approach is fairly intuitive.STEP 8: Because DGM is a waypoint on your CDU (Remember that you cannot build a holding pattern for a fix that is not a waypoint on one of your LEGS pages):

1: Select DGM to the Scratchpad2: Select the HOLD page3: L ine Select (or type) DGM in the FIX line

NOTE: Since the airplane will NOT go to the point but will actually turn inside the waypoint, it is NOT necessary to "figure out or estimate" a pre-turn point. The computer knows you can't make a sharp turn and will make a nice round corner for you.

STEP 2: Enter the remainder of the waypoints using the RADIAL/DISTANCE FROM THE VOR to define the points (keep it simple, stupid!). The first point will be the beginning of the ARC: MTV135/8

NOTE: The CDU will "round" out the curve so that the magenta line will actually start its turn "about 2 miles prior" to the arc. It is not necessary for you to "pre-figure" a point to begin the turn, such as MTV135/10.

STEP 3: Place waypoints along the route that will approximate an arc. The degrees of arc difference between the waypoints will vary with the diameter of the arc; that is, if the arc is a 20 mile diameter arc, it may be necessary to place the waypoints about every 20 degrees to create a smooth arc. However, if the diameter is fairly small (such as 8 DME), then about every 40 degrees or so will be adequate. The arc will be a series of straight line segments and the closer the waypoints, the smoother the arc.

Note: the INBD CRS will be about 172/L, because unless in the holding pattern is already in the computer’s memory, the GLASS will automatically construct a holding pattern using the INBOUND leg.




737ver5174

HOW TO GO UP AND DOWN

here are several ways I know of to make the airplane climb and decend. You may know others, but here are the simple ones that will be useful during a checkride.

1. HANDFY2. V/S 3. LVL CHG4. VNAV (CLB and CRZ PAGE)T

HANDFLY: Don't think I need to elaborate on this. ALWAYS AN OPTION. If you should encounter GPWS or WINDSHEAR or TCAS RA ... You WILL be expected to HANDFLY the jet. That is: TURN OFF THE AUTOPILOT!

V/S: There is a saying around the TRAINING CENTER: "V/S means very seldom used." I personally think that V/S is great and that we just have to understand how it works. The training people are concerned because:

SOME V-NAV STUFF

V/S, in some cases, will fly away from the altitude; and further, if there is no lower altitude set in the MCP, the airplane will descend INTO THE GROUND.

Using the V/S option without the AUTOTHROTTLE engaged creates a situation that requires the pilot to constantly be monitoring and adjusting the throttles. So here is a MIKE RAY RULE:

DO NOT USE V/S WITHOUT THE AUTOTHROTTLES ENGAGED!

Engaging V/S can be thought of as a FOUR step process:

A. PUSH V/S buttonB. SELECT ALTITUDEC. Select appropriate speed mode (ie. MACH # button above FL 290)D. Select vertical speed

The reason for selecting MACH versus airspeed is this: The aircraft's airspeed at the moment the V/S button is pushed will become the selected speed. So, if you are climbing, when you climb above about flight level 290, the mach number relative to the selected airspeed starts to increase. If you are climbing to cruise altitude, you will find the airspeed pushing the barber pole when you get there. Similarly, in descent, if you are in mach number mode, you will find the airspeed well below that speed you desire. NOT PRETTY!

However, REMEMBER that the V/S MUST be used during the NON-PRECISION approach evolution in order to comply with the parameters

of the approach environment. So, in order to protect yourself, You simply MUSTremember to PLACE A TARGET ALTITUDE IN THE MCP WINDOW beforeusing the V/S!!!

737ver5175

LVL CHG: When LVL CHG is selected, the airplane will try and go to the altitude selected in the MCP window.

If the selected altitude is higher, LVL CHG will "automatically" select CLBpower (if needed) and start a climb to that altitude and level off at that altitude, using the airspeed existing at the time of selection.

If the selected altitude is lower, the throttles will retard to idle(if needed) and the airplane will descend at the airspeed existing at the time of selection.The same warning exists for LVL CHG and V/S regarding selecting the airspeed mode.

Selecting LVL CHG is a four step process:A. Select target altitude on MCPB. Depress LVL CHG selectorC. Select appropriate airspeedD. Select appropriate airspeed mode

VNAV (CRZ and CLB page): The airplane (in VNAV) will climb at the airspeed set in the CDU CLB page, will cruise at the speed set in the CRZ page, and descend at the speed set in the DES page.

Unlike the V/S mode, the airplane WILL NOT override the altitude set in the MCP,even if it is at the T/D (Top of Descent) point. In fact, approaching a T/D point, the MCP will annunciate a message, "RESET MCP ALT" to remind you of that fact. If not reset, the airplane will continue past the T/D point at the last altitude.

The "CAPTURE" feature on the DES page allows you to begin descent prior to reaching the T/D point. It establishes a descent rate of about 1000 FPM until reaching the "optimum" descent path as calculated by the computer, and then it will follow that descent optimum path. When cruising in VNAV, and given a lower or higher altitude; In order to get the airplane to descend or climb to that altitude, Go to the CDU and:

SELECT CRZ PAGE PLACE ALTITUDE IN MCP (Present altitude should appear at bottom of CRZ PAGE; if not, type it in) L INE SELECT ALTITUDE on CRZ PAGE"EXECUTE"

NOTE: Strangely, the DES, or descent page, doesn't seem to have too much to do with descending the airplane. It does have a indications about how high or low you are above or below the "optimum" descent profile as computed by the glass.

IT AIN’T NO SIN TO DRAG IT IN !

IMPORTANT

STEP !!

DISCUSSION ABOUT T/D and OPTIMUM DESCENT PROFILES.The T/D is just a "nice" recommendation. Constraints either by the controllers or the existing conditions make determinations as to when to descend up to the pilot. On your check-ride, if in doubt act conservatively. If anything, descendEARLY and SLOW DOWN. Do not let the "GLASS" get you "HIGH and FAST




LIMITS

I KNEW THAT... once.

737ver5177

with emphasis on the underlined items !I have been told that at some undefined point in the future the

infamous “GRAY BOXES” (underlining) will be eliminated from the LIMITATIONS AND SPECIFICATIONS SECTION.

That means that “they” have decided that the pilot should be able to determine on their own which limits to commit to

memory.Here’s what it DOES NOT mean. It does not mean that the

pilots are no longer responsible for knowing any of the limits.

For now, If you are familiar with the list of stuff that follows, you will do just fine on your oral and sim-ride.

The LIMITATIONSand

SPECIFICATIONSDISCUSSION ABOUT THE LIMITS

737ver5178

So … You have been OFFICIALLY warned. That makes this list of memory limits only superficially relevant, by that I mean there are lots of other things that are also important, and you gotta know them too. That coupled with the revelation that the “underlining” is going away makes the whole evolution very confusing.Here is the truth however, in spite of protestations to the contrary, if you happen to know all the items I have included really well, I mean have them down cold … It is more than likely that the Check guy will lay off during the oral.HOWEVER, if you are weak on these … You can bet that he will start bearing down on stuff you never knew existed.SO … That being said, let’s get these simple items down COLD. Go over them again and again until you are ready to puke, and then go over them again.

MIKE RAY’S DISCLAIMER:For some reason these numbers are in a constant state of flux ...

they are always ch-ch-ch-ch-changing faster than a speeding bullet. So, the drill is to go through these things the first time

and compare them with the flight manual. This is always a good idea anyway. Make the appropriate changes right on the page.

It is a good memorization tool.

he INTRODUCTION to the “LIMITATIONS and SPECIFICATIONS” section of the FOM sez:

“... Certain limitations are identified as being more time sensitive than others and are considered memory recall; however, operational knowledge of all limitations and specifications is required.”

FOM page 4-1




100050

50

AFTER TAKEOFF or GO AROUND

AUTOPILOT ENGAGEDMINIMUM ALTITUDES

FEETBELOWMDA/DH,

BUT NEVER LESS THAN

Unless, of course, you are doing AUTOLAND.

FEET AGL

FEETAGL

DO NOT USE AUTOPILOTBELOW

DO NOT ENGAGEAUTOPILOTBELOW

During INSTRUMENT APPROACHES

OK TO USE AUTOPILOTto a point

737ver5179

NOTE: It takes about 10 seconds from push over at MDA to get to the 50 foot point. This is critical during the NPA (Non-precision approach) when you arrive at PDP (planned descent point).

WHAT PILOTS SCREW UP: They take the airplane off autopilot too soon after the PDP and try (poorly) to fly the transition from level flight to final descent segment.

MINIMUM BATTERY VOLTAGEDC POWER

NOTE 2: While this is NOT a “memory” item, I guarantee it is essential information. If, during the course of your checkride, you lose EQUIPMENT COOLING, you MUST be aware of this limitation:

WITHOUT COOLING, MAX T/R UNIT AMPERAGE ALLOWED is 50 AMPS.You can compare that with the normal MAXIMUM loading with cooling of 65 AMPS. So, a word to the wise; unload that mother, by shutting down some stuff like GALLEY POWER, or 90 minutes later your AVIONICS SUITE will go BLANK.NOTE 3: There are two other voltages that you may see, below 26 volts is where the battery charger pulse charges. 28 volts is the “NORMAL” when the battery charger is operating.NOTE 4: The HOT BATTERY BUS is ALWAYS connected to the battery; there is NO SWITCH in this circuit.NOTE 5: A “fully charged” battery has sufficient capacity to supply power for a minimum of 30minutes.

DC VOLTS 4020

0AC

VOLTS

110 120

100 130

DCAMPS

-0+

-50 + 50CPS

FREQ

400

320 420

VOLTS24

NOTE 1: It would seem simple just to switch on the battery switch and “check” the voltage.Whoops, not so fast.There is this goofy battery charger thing that screws it up.Here is the problem:When BAT is selected, the indication on the

MAXIMUM ENGINE GENERATOR LOADAC POWER

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

AMPS125NOTE 1: These gauges DO NOT monitor the GPU or the APU loads.

gauge is DC VOLTS of battery through the HOT BATTERY BUS when the battery is NOT POWERED, and CHARGING VOLTAGE when the BATTERY CHARGER is powered.

737ver5180




O2875 psi

CREWOXYGENSYSTEM

MINIMUM

NOTE 1: Expect the Checkguy to ask about temperature adjustments.If ambient temp > 21C(70 degrees F): + 5 psi/1 degree above 21C.If ambient temp < 21C(70 degrees F): - 2 psi/1 degree below 21C.

NOTE 2: Portable bottle limit is 1600 psi

NOTE 3: ADD 375psi for each occupied Observer seat.

737ver5181

Here is a note regarding Oxygen pressures.When I went to the printer with this book, these were the numbers; however, if there ever was something that seemed to change with the wind, it is the Oxygen pressures. Check your manual for the latest change.

Put latest Oxygen pressure minimum here:

MAXIMUM

DURING GROUND START

EGTENGINE

725 CO

930 CO

NOTE 1: The source of power for the EGT gauge is the BATTERY BUS.

NOTE 3: I think you should have one more limitation ready for recall.During the "LOSS OF THRUST ON BOTH

NOTE 2: There is a QRC EMERGENCY PROCEDURE for this event: The imemory item is START LEVER .......... CUTOFF.

0

246

8

106934

2

C X 100

EGT

NOTE 3: There is a little RED INDICATOR LIGHT on the instrument that comes on whenever an engine parameter is being reached or exceeded.

ENGINES" procedure, if the engine EGT reaches 930 degrees C, then you are supposed to redo the previous steps. So, I think that limit should be memorized. 737ver5182




EIS %GAL.

NON-EIS

502.5

NOTE 1: Oil is used for ENGINE BEARINGs and ACCESSORY GEARBOX.NOTE 2: Oil is COOLED by ENGINE FUEL.NOTE 3: At LOW power settings, it is normal for the oil pressure indication to be in the YELLOW band.NOTE 4: OIL QUANTITY indications may be inaccurate if observed within 30 minutes of engine shutdown or when oil has been allowed to congeal overnight in cold weather..

OIL QUANTITYMinimum quantity displayed prior to starting the engine

737ver5183

STARTERDUTY CYCLE

2-20-2-3

2 MIN

2 MIN

20 SEC

3 MIN

FIRST ATTEMPT

SUBSEQUENT ATTEMPTS

ON

ON

OFF

OFF

737ver5184




STARTERPRESSUREPNEU DUCT PRESS

4530

MAXIMUMPNEUMATICDUCTPRESSUREWHILESTARTERROTATING

MINIMUMPNEUMATICDUCTPRESSUREBEFORESTART

psi

psiNOTE 1: If pressure altitude > S/L: Subtract .5 psi per 1000 feet above S/L.

NOTE 2: 20 psi - minimum DUCT PRESSURE after start valve open.”

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

TRIPTRIP OFF

TRIPTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

0

20

40 60

80

100PSI

RL

PACKTRIP OFF

PACKTRIP OFF

PROTECTIONFIRE

FIRE EXTINGUISHERBOTTLE PRESSURE

ENGpsi

psi

APU

The 70 - 4 rule

760540

NOTE:IF TEMPERATURE > 70 degrees F: ADD 4 psi/1 degree F above 70.IF TEMPERATURE < 70 degrees F: SUBTRACT 4 psi/1 degree F below 70.

737ver5186




5500

5500

28

1200

definitions:It assures slightly over 1 hour of usable fuel atLanding weight, at10,000 feet, atHolding speed.

Fuel necessary to:Go-around at threshold, andClimb to 1000 feet AGL, andFly a VFR pattern, andIntercept a 3 degree glideslope At 2 1⁄2 miles from the runway, andContinue to landing, withNo fuel remaining.

Fuel necessary to:at FL 250, andLRC (Long Range Cruise),Fly for 45 minutes.

At low quantities, the amount of fuel on board will always be greater than that required by FAR 25.

Dispatching figure ONLY. It may be used for all operations. It can even be reduced during flight planning if Captain/Dispatcher concur, but cannot be reduced to less than the RSV.

Crossing the threshold with less than this removes all options: THE CREW HAS NO OPTION BUT TO LAND!

This is included in the FPL and is usable in flight.

FPL = FLEET PLANNED LANDING FUEL (domestic operations).

No underlined items, but stuff you might like to know. I also think the Check-airman wants to know this, too.

THRESHOLD “NO OPTION” FUEL.

RSV = RESERVE FUEL. (From flight plan)

FUEL SYSTEM INDICATOR ERROR.

HOLDING FUEL per HOUR:

TAXIING FUEL per MIN:

MINIMUM FUEL ADVISORY:

NOTE: Here is a reminder about “MINIMUM FUEL ADVISORY.” If you ever get in the position of getting caught en route and a little short on dinosaurs, there is a way to advise ATC and get expedited handling without having to write a letter or declare an emergency. I have used it several times and it works wonderful. Generally, you will receive a clearance directly to the airport regardless of your position in relation to other aircraft.Just something to keep in your bag of pilot tricks.

FUEL STUFF

737ver5187

IFAND

THEN

VISIBLEMOISTURE

10 degrees C(About 50 degrees F)

Or less

ANTI-ICEREQUIRED

They fail to remember that10 degrees C is about the same as 50 degrees F.They think that icing begins at 32 degrees Finstead of 50 degrees F.

WHAT PILOTS SCREW UP !

OFFICIALDEFINITION

of

ICEWhat that sez:

737ver5188

DEFINITION OF ICING:Icing conditions exist INFLIGHT when TOTAL AIR TEMPERATURE 10 degrees centigrade or below;ANDVISIBLE MOISTURE in any form is present (i.e., Clouds, fog/mist with visibility of one mile or less, rain, sleet, or ice crystals).

Icing conditions exist ON THE GROUND and FOR TAKEOFF when OUTSIDE AIR TEMPERATURE is 50 degrees F (10 degrees C) or BELOW, ANDVISIBLE MOISTURE in any form is present (i.e., Clouds, fog/mist with visibility of one mile or less, rain, sleet, or ice crystals).ORWhile operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines or freeze on the engine nacelles, or engine se\nsor probes.




15.000andABOVE

Below15,000

280.73

280 250*

OPERATINGSPEEDS in

TURBULENCE

737ver5189

* GW at MAX LANDING WEIGHT:-300 .............. 114,000 pounds-500 ............. 110,000 pounds

MaximumstructuralLANDINGWEIGHTS-300

1 4.01 1 10.0-500

NOTE: Regarding LANDING OVERWEIGHT. It is nice IF you can plan to land below the weights listed above, but obviously, during your check ride, that is NOT a luxury that you will have. So what about OVERWEIGHT LANDINGS. Can we even do it?

FOM EMERGENCIES/IRREGULARS SECTIONspends a lot of words discussing the situation.

“....Inflight situations may require a decision to land over published landing gross weight limit,”“... This option is a function of the use of Captain’s authority,”“... It is NOT necessary to declare an emergency,”“... Coordination with Dispatch and SAMC is strongly advised,”“... If a serious emergency exists, the Captain MAY LAND regardless of the considerations listed,”“... The choice is an operational decision to be made by the Captain,”“... An overweight landing may be a prudent course of action.”

LANDING OVERWEIGHT

737ver5190




MaximumoperatingpressureALT TUDEI37,000

GOLLY,another thousandfeet and we’d be

on top!

feet

737ver5191

WINDMAXIMUM

COMPONENT

MAX(DEMONSTRATED)

CROSS-WINDfor

TAKEOFFand

LANDING

MAXIMUMTAILWIND

forTAKEOFF

andLANDING

35 kts

10 ktsW h a t i s i m p l i e d b y t h e t e r m “DEMONSTRATED?” Does that mean that a pilot CANNOT land if the crosswind exceeds 35 knots? ANSWER: The Captain can do whatever She/he deems appropriate and still be “legal.”Frequently, flying into a place like San Jose, Costa Rica, the crosswind Capital of the world, there would be no airline service if we could not EXCEED the demonstrated crosswind numbers.TAILWIND is another matter. It is pretty much absolute and you are NOT ALLOWED to takeoff/land with a tailwind component exceeding 10 knots.

737ver5192




MAXCROSS-WIND

forCAT II/IIIA(UA LIMIT)

MAXIMUMTAILWIND

MAXIMUMHEADWIND

10 kts

10 kts

25 kts

WINDAUTOLAND

COMPONENT

This restriction applies to those approaches where the visibility is actually CAT

II/III. If you are flying an approach in visual conditions for systems updating, and you have the field is sight then, obviously, these limitations will not be in effect.




EMERGENCY CHECKLIST

QUICK REFERENCECHECKLIST

For a bazillion years, pilots were supposed to MEMORIZE the EMERGENCY PROCEDURES. The thinking of the FAA and the companies was that the pilots simply wouldn’t have time to actually “look it up” if they had an emergency situation. So for all those years, pilots were subjected to responding to emergencies using their memories, especially during their check rides. However, rapidly changing procedures and continually updated steps coupled with an incredibly expanded system complexity simply made the whole memorization thing unmanageable. The system broke down and sometimes the pilots couldn’t remember what the “latest” procedure was and responded inappropriately. Pilots have actually had the experience of being unable to remember their own name during periods of high stress in the simulator “box.”Historically, there were some intermediate concepts, such as dividing the emergency steps into two sections: Immediate action and reference items. This worked pretty good, but then somehow a “real” pilot got into the training business and had enough seniority to simplify the whole emergency memorization deal. He had them make a special checklist available for immediate useage that would preclude the use of the over-worked pilots memory for the emergency steps. They call this system QUICK REFERENCE CHECK-LIST or “QRC.”

The QRC is available for the IMMEDIATE ACTION ITEMS and refers the pilots to “the book” for the reference items. While it can be cumbersome, it does ensure that each item is completed and is a vast improvement over the old memory system.

In this presentation, I am attempting to “outline” the material from the QRC and flesh it out because the

overly simple references fail to include or mention the details that it purports to represent. In other words; the QRC assumes that the pilot understands what is not stated and will remember to do what is not asked for.

This section is just a simple “memory jogger” and ultimately expects the pilot to be familiar with the steps.

A SHORT HISTORY OF THE ...

ENTER THE ...

RQ C"Quick Reference Checklist"

REAL SCARY THE

EMERGENCY STUFF

737EMER001

DO NOT BE MISLED:YOU ARE STILL EXPECTED TO

DO MEMORY ITEMS.

he QRC is NOT without it’s warnings. You just cannot go trucking off to your check-ride, blithely believing that ALL the information

you will need to know is on the QRC ...it ain’t. A lot of pilots somehow have the idea that since they have a checklist for

the emergencies that it is no longer necessary to have committed the steps to memory. The check-person IS going to expect you to know certain things.

Here are some of the things you will need to have memorized:

DOES AN ITEM HAVE A QRC PROCEDURE AVAILABLE. In other words, you will have to know all the procedures by name and which failure or problem it applies to.

DOES THAT ITEM HAVE MEMORY STEPS AND WHAT ARE THEY. Of course you will have complete those memory items without the checklist, and them follow the QRC for the remainder of the items.

The steps are described in simple terms. You will be required to complete those actions with only the simple response from the QRC.It requires careful attention to detail, and pre-training to be able to correctly complete the steps.




The FLIGHT HANDBOOK (page PI-A), has a VERY INTERESTING SECTION. Let me highlight it for you.

Quote: “There are some situations that ALWAYS REQUIRE landing at the nearest suitable airport. These situations include, but are not limited to:

CARGO FIRE.WHEEL WELL FIRE.CABIN SMOKE OR FIRE

which persists.ELECTRICAL or HYDRAULIC FAULTS

which result in only a single (one ) critical systems remaining.

It is stressed that persistent smoke or a fire that cannot positively be confirmed extinguished REQUIRES the earliest possible descent and a PASSENGER EVACUATION SHOULD BE ACCOMPLISHED.“ … unquote

QUOTE “...in any case, it is the responsibility of the captain to assess the situation and execute sound judgement to determine the safest course of action.” UNQUOTE

737ver5EMER002

The fact that the APU can do so many things for us in an irregularity or emergency leads me to stick my neck out and make the following suggestion:

"When you have a problem, consider turning on the APU”

Obviously, there are situations where it could be considered inappropriate, just use your head.

WHAT DOES “THE BOOK” SAY ?

172

26

1

FROM THE QRC(quick response checklist)

MEMORY STUFF

6

This is the stuff you have to memorize "Quick Response Checklist procedures

and IMMEDIATE RECALL ITEMS".

FLY THE AIRPLANESILENCE THE WARNINGCONFIRM THE EMERGENCY

YOU WILL BEEXPECTED TOKNOW THIS !

MEMORYITEMS

Notice that there are 6 procedures which haveMEMORY "IMMEDIATE ACTION" ITEMS.

I have marked those procedures with anand placed the steps in a hatched box like this

The "QRC and Immediate Action" items can be grouped "roughly" into several specific categories:

ENGINE START related:ABNORMAL ENGINE START/TAILPIPE FIRENO STARTER CUTOUT

ENGINE related:LOSS OF ALL ENGINESENGINE OVERHEAT

FIRE related:APU FIREENG FIRE/SEVERE ENG DAMAGE/SEPARATIONCARGO FIREWHEEL WELL FIRE IN FLIGHTGALLEY FIRE/SMOKESMOKE/FUMES/ODOR

FLIGHT PATH related:DRIFTDOWNAIRSPEED/MACH UNRELIABLECABIN ALTITUDE WARNING/RAPID DECOMPRESSIONEMERGENCY DESCENTUNSCHEDULED STAB TRIMUNCOMMANDED RUDDER

LANDING related:EVACUATION




ABNORMAL ENGINE STARTand/or TAILPIPE FIRE

PARKINGBRAKEPULL

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

1

1 2

1 2

We have to know what an abnormal start is before we can decide to apply the procedure. So, what are some of the signs of an abnormal start:

NO N1 Rotation BEFORE moving lever.

NO EGT within 10 Seconds.

NO FUEL FLOW about 400 PPH.

NO EGT ROLLBACK and EGT continues to approach 725 degrees C.

HUNG START or ABNORMAL ACCELERATION where N2 stays below ~59% N2.

NO STABLE RPM or fluctuating or increasing RPM beyond N1 22% or N2 63%.

and OTHER things like the Flight Attendant telling you that there are flames shooting out the engine, etc.

Here are some signs of abnormal starts.

Once you have decided that you have an ABNORMAL START:

DO THE IMMEDIATE ACTION STEP:START LEVER ................. CUT_OFF

And then, Call for the QRC procedure for:“ABNORMAL ENGINE START.”

START LEVERCUT-OFF

DO NOT CONFUSE THISPROCEDURE WITH:NO STARTER CUTOUT orFAILURE OF START SWITCH TO RELEASE.

HYD QTY

SYS AE

1/4

1/23/4

RFL

N12

4810

85.4

86.45

4

% RPM X 10

PULL TO SET

0

246

8

1087.3

4

2

% RPM X 10

N2

0

246

8

107434

2

C X 100

EGT

This switch will still be in GRD, so all you will have to do is let it motor for 60 seconds or until tailpipe fire is out;then turn switch OFF.

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

N2 less than 20%

When you “go to the book” you will find that they are concerned with“COOLING THE ENGINE BY MOTORING IT.” The motoring does another VERY IMPORTANT thing … IT PURGES THE RESIDUAL ACCUMULATION OF UNUSED FUEL.

The procedure MUST be followed very carefully, because a “CRASH RE-ENGAGEMENT” can occur.Here is the STARTER LIMIT that we must apply.

NEVER ENGAGE THE STARTER ABOVE 20% N2.

If the abnormal event occurs BEFORE engine cut-out:

If the abnormal event occurs AFTER engine cut-out:

MOTOR ENGINE USING STARTERSWITCH IN GRD FOR 60 SECONDS

OR UNTIL TAILPIPE FIRE OUT.

IF this switch already clicked to OFF, wait for N2 to decrease below 20%; then place switch to GRD and motor engine for 60 seconds. Then turn switch OFF.

MOTOR60 sec oruntil tailpipefire is out:then turn OFF

STARTERDUTY CYCLE

2-20-2-3

2 MIN

2 MIN

20 SEC

3 MIN

FIRST ATTEMPT

SUBSEQUENT ATTEMPTS

ON

ON

OFF

OFF




NO STARTER CUTOUT

THEN ... and only thenDO YOU HAVE AN EMERGENCY.

PARKINGBRAKEPULL

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

1

1 2

1 2

SYSTEM REVIEW: During Engine start, when the N2 TACH GENERATOR reaches 46%, or "CUTOUT SPEED," electrical power is INTERRUPTED to the electrical solenoid that is holding the ENGINE START SWITCH to the GRD position. The switch should "click" automatically to the OFF position.You can tell that this has happened because there will occur:

START VALVE down in the engine compartment CLOSES, then aRAPID RISE in duct pressure, then theSTART VALVE OPEN light goes OUT.

DO NOT MOVE THIS LEVER ... until you have ensured that ALL PNEUMATIC AIR PRESSURE is removed from the airplane !

IF YOU STILL HAVE ANY PNEUMATIC AIR SUPPLIED TO THE AIRPLANE IN ANY WAY, THE STARTER WILL SLAM "ENGAGED" AT HIGH RPM and there will be hair teeth and eyeballs all over the ramp! YIPE! SO...

ALL PNEU AIR MUST BE REMOVED BEFORE THE START LEVER MOVED TO CUTOFF !!

CRASHRE-ENGAGEMENT

NONO-NO !!!THERE ARE NO

IMMEDIATE ACTIONQRC ITEMS FOR THIS!

NO STARTER CUTOUT

THEN ... and only thenDO YOU HAVE AN EMERGENCY.

PARKINGBRAKEPULL

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

1

1 2

1 2

SYSTEM REVIEW: During Engine start, when the N2 TACH GENERATOR reaches 46%, or "CUTOUT SPEED," electrical power is INTERRUPTED to the electrical solenoid that is holding the ENGINE START SWITCH to the GRD position. The switch should "click" automatically to the OFF position.You can tell that this has happened because there will occur:

START VALVE down in the engine compartment CLOSES, then aRAPID RISE in duct pressure, then theSTART VALVE OPEN light goes OUT.

DO NOT MOVE THIS LEVER ... until you have ensured that ALL PNEUMATIC AIR PRESSURE is removed from the airplane !

IF YOU STILL HAVE ANY PNEUMATIC AIR SUPPLIED TO THE AIRPLANE IN ANY WAY, THE STARTER WILL SLAM "ENGAGED" AT HIGH RPM and there will be hair teeth and eyeballs all over the ramp! YIPE! SO...

ALL PNEU AIR MUST BE REMOVED BEFORE THE START LEVER MOVED TO CUTOFF !!

CRASHRE-ENGAGEMENT

NONO-NO !!!THERE ARE NO

IMMEDIATE ACTIONQRC ITEMS FOR THIS!

During NORMAL Engine start, if the N2 TACH GENERATOR reaches 46% and the switch did not "click" automatically to the OFF position, there is a section (EXPANDED NORMALS 5-58) that tells us to:

1. MANUALLY POSITION SWITCH ...... OFF,2. VERIFY DUCT PRESSURE .. INCREASES, and3. VERIFY START LIGHT GOES .... OUT.

If all that happens, IT IS NOT AN EMERGENCY ! IT IS a NORMAL start.BUT, if it does not ...

Here is the problem: If you shut down the engine with this switch in the GRD position, the starter will STILL BE ENGAGED! OH MAMA!! YIPE!

737ver5EMER008

Let’s review: 1. If you have a starter that does not automatically shut off at 46% N2, you do not know whether you have a serious problem or not.2. Normal operations tell you to shut off the switch manually, and if you see the duct pressure recover and the start valve light go out, that is a failure of the start switch solenoid, no big deal … BUT3. If the pressure does NOT recover and the start valve light remains ON, then we have an EMERGENCY PROCEDURE for which there is a QRC procedure.4. There is NO immediate action item for this procedure. If you mistakenly do the immediate action step for abnormal start and shut off the start lever … YOU WILL HAVE A POSSIBLE CRASH RE-ENGAGEMENT!! NOT GOOD.5. The LGTU (Landing Gear Transfer Unit) will be inoperative with a failure the #1 N2 Tach Generator.6. You can tell this situation by the failure of BOTH:

#1 ENG N2 GAUGE, and#1 ENG AUTO STARTER CUTOUT.

PARKINGBRAKEPULL

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

1

1 2

1 2

TURN OFF ALL THE BLEED SWITCHES.

LET’S REVIEW THOSE STEPS ONE MORE TIME:

IF this switch doesn't move to the OFF position on its own, then MOVE THIS SWITCH to OFF manually.Look at the pneumatic air gauge and see if the pressure rises. If that happens, consult maintenance before continuing. NO BIG DEAL!

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

OK

THERE IS NOIMMEDIATE ACTION

QRC ITEMS FOR THIS!DO NOT SHUT OFF THE START

LEVER, GO DIRECTLY TO THE QRC.

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

TRIPTRIP OFF

TRIPTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

0

20

40 60

80

100PSI

RL

But if STARTER REMAINS ENGAGED !

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

AUTOAUTO HIGHHIGH


RECIRC FAN

OVHT

0

20

40 60

80

100PSI

RL

ENGINE BLEED AIR SWITCH .... OFFAPU BLEED SWITCH ................. OFFISOLATION SWITCH .................. CLOSE

ONCE THE DUCT PRESS IS ZERO ...

then; you may move the START LEVER

to CUT-OFF.

IF IN FLIGHT:Leave the start lever in idle.

IF ON THE GROUND:GROUND PNEU SOURCE ..... DISCONNECT, thenCHECK DUCT PRESSURE ........ ZERO, then,START LEVER ................. CUT-OFF.

737ver5EMER009

ALL PNEU AIR MUST BE REMOVEDBEFORE START LEVER MOVED TO CUTOFF !!




HYD QTY

SYS AE

1/4

1/23/4

RFL

N12

4810

85.4

86.45

4

% RPM X 10

PULL TO SET

0

246

8

1087.3

4

2

% RPM X 10

N2

0

246

8

107434

2

C X 100

EGT

LOSS OF ALL ENGINES

CONSIDER DRIFTDOWNPROCEDURE.DON’T STALL

THE JET !

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

PARKINGBRAKEPULL

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

1

1 2

1 2

737ver5EMER010

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

6 ELECTRICALPOWER

..... ESTABLISH

3 WHEN EGTDECREASES

4 START LEVERS..... IDLE

1 ENG START SWITCHES..... FLIGHT

5APU

(if available)..... START

2 START LEVERS..... CUTOFF

0

246

8

109334

2

C X 100

EGT

7IF EGT reaches 930 degrees C,

REPEAT

FLY THE JET !

NOTE: This provides HIGH ENERGY IGN to BOTH IGNITERS regardless of position of ignition selector switch.

Push BOTH to cutoff. It is not intended to start one and then the other. Even though only one may re-light, at this point take them both to OFF simultaneously.

This action “resets” the MEC (Main engine control) and “may” make re-light possible.

NOTE 1: It may take a long time (3 agonizing minutes) to accelerate to idle if you are in MODERATE or GREATER RAIN.

1

2

4

6

7

3

5

START SWITCHES .............. FLIGHT

CONSIDER DRIFTDOWN PROCEDURE.DON’T STALL THE JET !

The OTHER GUY does all this stuff,the PF concentrates TOTALLY onkeeping the jet right-side-up.

START LEVERS ............... CUTOFF

START LEVERS ............... IDLE

IF EGT reaches 930 degrees C,cycle the start lever again.

OBSERVE EGT ......... DECREASING: then

START THE APU (if available)

PF

PNF

24/260NOTE 2: The RESTART envelope for windmilling is:BELOW 24,000 feetABOVE 260 KTS

737ver5EMER011

NOTE 1: BOTH EFIS will be DEAD! The airplane will have to be flown using the STANDBY INSTRUMENTS. AUTOPILOT, AUTOTHROTTLES, MCP, bunches of gauges and stuff will be dead! PF MUST DO ONLY ONE THING, FLY THE JET!

While there is a 35,000’ altitude restriction on starting the APU, here is the CAVEAT. The battery will supply ONLY ONE START ATTEMPT.

It is generally felt that the APU has its best opportunity for starting if BELOW 25,000’.

CONSIDER: Delay attempting to start the APU until below 25,000’

NOTE: Selecting the LEFT BUS allows us to electrically power the ALT FLAPS.

CONSIDERED BEST CHOICE IN THIS SITUATION.

ELECTRICAL POWER .... ESTABLISH





DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 000 +000010000COURSE

310COURSE

310MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

ENGINE OVERHEATSYSTEM REVIEW: There are TWO detector loops and TWO levels of fire/overheat detection … HOT and HOTTER. If a HOT situation exists, you get an OVERHEAT indication. If HOTTER, you get the full blown FIRE indication stuff. During NORMAL operation, BOTH of the DETECTORS must sense an alert before it is displayed.

REGARDING FAULTS: If a fault is detected, the FAULT DETECTOR SYSTEM will automatically deselect the faulty detector … NOW HERE IS THE RUB … The stupid system WILL NOT turn on the FAULT light to tell you that you have lost a detector loop, UNLESS you do an OVHT/FIRE test. HUH?

MORE boring SYSTEM REVIEW: This is tricky: If the OVHT DET switch is NORMAL and you get a FAULT light … You have a failure of BOTH DETECTOR LOOPS on one or both engines.If you push the OVHT/FIRE test switch and you get a FAULT light … How do you determine which LOOP is screwed up? This is even trickier: Push OVHT DET switch to A (or B) and if light comes on, that is the broken one.Now we have to ask ourselves, can this goober still detect a fault: Here’s how we determine that:FAULT/INOP and OVHT/FIRE test switch positioned to FAULT/INOP and if the FAULT light comes on … You are in luck.

2R

L

APU

PAU

DISCH DISCH

2RL

BELL CUTOFF

ENG 1OVERHEAT

ENG 2OVERHEAT

L BOTTLEDISCHARGED

R BOTTLEDISCHARGED

WHEELWELL

FAULT

APU DETINOP


NORMAL NORMAL

OVHT DET OVHT DET

FIRE SWITCHES

ENGINES

TEST

A AB B


FAULT

INOP

OVHT

FIRE

E TX ET S

T1

1DISCH

RL

2R

L

APU

PAU

DISCH DISCH

2RL

BELL CUTOFF

ENG 1OVERHEAT

ENG 2OVERHEAT

L BOTTLEDISCHARGED

R BOTTLEDISCHARGED

WHEELWELL

FAULT

APU DETINOP


NORMAL NORMAL

OVHT DET OVHT DET

FIRE SWITCHES

ENGINES

TEST

A AB B


FAULT

INOP

OVHT

FIRE

E TX ET S

T1

1DISCH

RL

737ver5EMER012

This is a FIRE EMERGENCY procedure

PARKINGBRAKEPULL

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

2

2

1

1

1

AUTOTHROTTLE … OFF1

2 THROTTLE … CONFIRM, IDLE

START LEVER ......CONFIRM, CUTOFFENG FIRE HANDLE ......CONFIRM, PULL

ENG FIRE HANDLE ......ROTATE

ENG FIRE HANDLE ......ROTATE in OPPOSITE DIRECTION.

If ENG OVHT LITE remains on after 30 sec:

If ENG OVHT LITE remains on after 30 sec:

If ENG OVHT LITE remains on:

IF FIRE/OVERHEAT indications persist longer than 30 seconds AFTER the BOTTLE DISCHARGED light comes on.

Depressing the AUTOTHROTTLE release on the throttles will release the AUTOTHROTTLE if the engine is windmilling, or you may use the switch on the MCP.

56

GO TO THE BOOKFor the rest of the procedure

1

ENGINE FIRE HANDLE ...... ROTATE L or R

ENGINE FIRE HANDLE ...... ROTATE the OTHER WAY.

AUTOTHROTTLE ............. OFF

PARKINGBRAKEPULL

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIMAPL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAKE-OFF

CD-%MAC

30-20-10

STABTRIMAPL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAKE-OFF

CD-%MAC

30-20-10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

2

2

1

1

1

Even if the OVERHEAT light goes OFF as you pull it back, continue

CONFIRM-CONFIRM-CONFIRM !!! Some Rocket Scientists have actually shut down the WRONG ENGINE !!

2

3 START LEVER ..... CONFIRM, CUTOFF

Here is that procedure one more time:

ALL the way to IDLE … Go ALL THE WAY TO IDLE, then go to the next step.

CONFIRM - CONFIRM … IF you pull the wrong handle, you WILL SHUT DOWN THE “ONLY” GOOD ENGINE REMAINING. WHOOOOPS !!! Go slowly and methodically through this procedure.

4 ENGINE FIRE HANDLE ......... CONFIRM, PULL

NOTE 1: DO NOT start the 30 second clock until after the light comes on.NOTE 2: The light coming on indicates LOW PRESSURE in the FIRE AGENT BOTTLE.NOTE 3: It is NOT UNCOMMON for the CHECK GUY to fail the squib to the AGENT bottle.Therefore, you would NOT get a light at all, and you would not be discharging agent and you would still be on fire.

YIPE ! We have to assume that the situation is uncorrectable and about to escalate into … A FIRE!

737ver5EMER013

THROTTLE ............. IDLE

IF OVERHEAT INDICATIONS continue and are still ON ...

IF OVERHEAT INDICATIONScontinue and are still ON

after 30 seconds ...

CLOSES … FUEL …..... FUEL VALVE at tankCLOSES … AIR ............ AIR BLEED AIR VALVECLOSES … HYD ........... HYD SUPPLY fire shutoff VALVEDISARMS .. LIGHT ....... LOW HYD PRESS lightARMS ........ SQUIB ....... Arms the squibDISARMS .. REV ...........THRUST REVERSEROPENS ...... ELECT .......GENERATOR FIELDALLOWS … HANDLE ... FIRE HANDLE to be rotated

PULLINGthe ENGINEFIRE HANDLEdoes these8 things:




ENG FIRE/SEVERE DAMAGE/ENGINE SEPARATION

PARKINGBRAKEPULL

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

2

2

1

1

1

3

737ver5EMER014

DISCUSSION: Remember, the airplane is losing half of its available thrust and may not be able to maintain the altitude that it is operating at.If so, we have three additional considerations:

CALL ATC, let them know what is going on ASAP.GET OFF THE AIRWAY, particularly with RVSM in effect,

smacking into oncoming traffic could be a consideration.DRIFTDOWN procedures should be immediately put into effect.

NORMALLY, IN THE SIM, THIS EVENT IS GIVEN AT LOW ALTITUDE,WHICH GREATLY SIMPLIFIES THE SITUATION. SADLY, HIGH

ALTITUDE AND EN-ROUTE CONSIDERATIONS ARE AVOIDED AND THEREFORE NOT CONSIDERED.

Even at low altitude, this is a procedure that will be completed during a period of high task loading, therefore, I strongly admonish you to take the extra moment and ensure that you CONFIRM which engine you are shutting down.You won't believe this, but we still have a certain number of Brain Surgeons who SHUT DOWN THE GOOD ENGINE.


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 305 +000028004COURSE

310COURSE

310MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

2R

L

APU

PAU

DISCH DISCH

2RL

1DISCH

RL

BELL CUTOFF

ENG 1OVERHEAT

ENG 2OVERHEAT

L BOTTLEDISCHARGED

R BOTTLEDISCHARGED

WHEELWELL

FAULT

APU DETINOP


NORMAL NORMAL

OVHT DET OVHT DET

FIRE SWITCHES

ENGINES

TEST

A AB B


FAULT

INOP

OVHT

FIRE

E TX ET S

T1

2

1

4

5

6

1. AUTOTHROTTLE ... OFF2. THROTTLE ...CONFIRM,IDLE3. START LEVER .. CONFIRM,CUTOFF4. ENGINE FIRE HANDLE ..CONFIRM,PULL

IF ENG FIRE HANDLE/OVHT LIGHT ON:

5. ENGINE FIRE HANDLE ...ROTATE

IF FIRE INDICATIONS REMAIN AFTER 30 SECONDS:

6. ENG FIRE HANDLE ...ROTATE OTHER WAY.

This procedure should be almost like second nature, BUT it is a QRC procedure. PF remains ON THE GAUGES and FLIES THE AIRPLANE!

IF FIRE/OVERHEAT indications persist longer than 30 seconds AFTER the BOTTLE DISCHARGED light comes on.

IF ENG FIRE HANDLE/OVERHEAT LIGHT IS ON:.

LET’S GO OVER THE PROCEDURE ONE MORE TIME ...

Depressing the AUTOTHROTTLE release on the throttles will not release the AUTOTHROTTLE if the engine is windmilling .

1

ENGINE FIRE HANDLE ...... ROTATE L or R

ENGINE FIRE HANDLE ...... ROTATE the OTHER WAY.

PULLINGthe ENGINEFIRE HANDLEdoes these8 things:

AUTOTHROTTLE ............. OFF

PARKINGBRAKEPULL

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

2

2

1

1

1

CONFIRM that you have the correct throttle, THEN retard s-l-o-w-l-y to

CONFIRM-CONFIRM-CONFIRM !!! Some Rocket Scientist actually shut down the WRONG ENGINE !! YIPE !

3

THROTTLE ...CONFIRM,IDLE

START LEVER ..... CONFIRM, CUTOFF

idle. Residual thrust or assymetrical thrust could make control of the airplane by the PF difficult.NOTE: You may be transitioning for two engine thrust to single engine thrust at high power settings, such as right after a missed approach or after take-off.

CONFIRM - CONFIRM … IF you pull the wrong handle, you WILL SHUT DOWN THE “ONLY” GOOD ENGINE REMAINING. WHOOOOPS !!! Go slowly and

5

ENGINE FIRE HANDLE ......... CONFIRM, PULL

methodically through this procedure.

2R

L

APU

PAU

DISCH DISCH

2RL

BELL CUTOFF

ENG 1OVERHEAT

ENG 2OVERHEAT

L BOTTLEDISCHARGED

R BOTTLEDISCHARGED

WHEELWELL

FAULT

APU DETINOP


NORMAL NORMAL

OVHT DET OVHT DET

FIRE SWITCHES

ENGINES

TEST

A AB B


FAULT

INOP

OVHT

FIRE

E TX ET S

T1

1DISCH

RL

NOTE 1: DO NOT start the 30 second clock until after the light comes on.NOTE 2: The light coming on indicates LOW PRESSURE in the FIRE AGENT BOTTLE.NOTE 3: It is NOT UNCOMMON for the CHECK GUY to fail the squib to the AGENT bottle.Therefore, you would NOT get a light at all, and you would not be discharging agent and you would still be on fire.

2

4

CLOSES … FUEL …..... FUEL VALVE at tankCLOSES … AIR ............ AIR BLEED AIR VALVECLOSES … HYD ........... HYD SUPPLY fire shutoff VALVEDISARMS .. LIGHT ....... LOW HYD PRESS lightARMS ........ SQUIB ....... Arms the squibDISARMS .. REV ...........THRUST REVERSEROPENS ...... ELECT .......GENERATOR FIELDALLOWS … HANDLE ... FIRE HANDLE to be rotated

737ver5EMER015




CARGO FIREThere are no memory items: go directly to the QRC.

DISCUSSION:This is strictly for an ON THE GROUND situation. I think it is obvious, that we should get the fire department notified, get the personnel and passengers who are on board OFF THE AIRPLANE. If the boarding bridge is still attached to the airplane or can be re-attached fairly quickly, consider that route ... otherwise, "consider" using the slides.On ground observers can provide the evaluation necessary to help you decide whether to evacuate on one side or the other, forward or aft, or evacuate at all.

DISCUSSION:This is can be either an ON THE GROUND or IN THE AIR situation.

Pushing this switch will:1. activate the first bottle's squib,2. activate the diverter valve squib,3. associated squib light goes out.

once bottle pressure has dropped, 4. first bottle discharge light illuminates.

BOTTLES ..... DO NOT DISCHARGEATC and GROUND PERSONNEL ..... ADVISE

IF CARGO DOORS ARE OPEN:

PUSH TO DISCHARGE









PUSH TO DISCHARGE


DSCH








PUSH TO DISCHARGE


DSCHDSCH

1ST BTL 2ND BTL

ARMEDARMED

ARM

DET

FAIL

FIRE FWDPIT

ARMED

AFTPIT

ARMED

AUTO

TEST

BELL

CUTOUTPULL TO ARM

A A BB

FIRST BOTTLE DISCHARGE SWITCH .... PUSH

GO TO THE REFERENCE PAGE 8-11.

IF CARGO DOORS ARE CLOSED:

IMPORTANT NOTES:1. Second bottle discharge light does not illuminate

until 40 minutes after being selected.2. The second bottle MUST BE discharged

into the SAME compartment as the first bottle3. Fire suppression lasts for approximately 60 minutes.4. Opening the cargo doors may result in a flash fire;

therefore, deplane passengers prior to opening the cargo doors.5. LAND AT NEAREST SUITABLE AIRPORT.6. CONSIDER completing the “PREPARATION FOR EVACUATION”

checklist and advising the Flight Attendants to PREP FOR EVACUATION.

1: AIRSPEED ...........MAXIMUM 270 knots/Mach .82If autopilot is engaged, LEAVE AUTOPILOT / AUTO THROTTLES ENGAGED.

1: Something caught FIRE on wheel assembly or in well (rubber, fabric, etc)2: HOT brakes3: Fluid (i.e; hydraulic fluid) leaking on hot brake assembly and catching fire.We cannot determine just what the cause is, so we must ASSUME the worse. YOU ARE ON FIRE !

THIS IS A FIRE EMERGENCY. DECLARE AN EMERGENCY, Land at nearest suitable airport, Prep for

and execute an evacuation, Notify the company, etc.THIS IS A BIG DEAL!

2: If necessary to extend the speed brakes to assist in initial slow up (Keep hand on the handle so that you DO NOT FORGET TO RETRACT THE SPEEDBRAKES).

This is an "AUTOPILOT ON" maneuver.1: Set MCP speed LESS THAN 270 kts. I suggest you forget the 250 kts below 10,000 foot restriction.If close to airport, go to Clean Maneuvering Speed; and if it happens right after take-off go to FLAPS 5 + 10 kts, and GET BACK ON THE GROUND ASAP.

There are no memory items: go directly to the QRC.

WHEEL WELL FIRE IN FLIGHT

2: LANDING GEAR LEVER (below 270 kts) ...... DOWNThis is a two part process, At 270 KTS (1) GEAR DOWN and (2) SPEED BRAKE UP.Keep the gear down for 20 minutes at a minimum; ideally, keep the gear down longer or until landing. In other words, do not raise the gear unless it is necessary for fuel considerations to reach a landing site. Remember;ASSUME YOU ARE STILL ON FIRE !

3: TALK !- DECLARE AN EMERGENCY- GET NEW CLEARANCE- BRIEF FLIGHT ATTENDANTS FOR EVAC- NOTIFY COMPANY (e.g; ACARS "IFE-DIV-DEN" or “DEN7700”)- NOTIFY PASSENGERS- TX 7700- EVACUATION (consider after landing)

It is possible, if the fire was being fueled by a hydraulic leak, then we could expect LOSS of HYDRAULIC FLUID event to follow. Be aware of fluid quantity ... perhaps take flaps early, etc.

With GEAR DOWN, you will have extra drag. Plan descent accordingly.

737ver5EMER024

OTHER CONSIDERATIONS




Evaluation of the threat is a big part of this procedure. Ask the right questions of the Flight Attendant because they are going to be your detector.They are trained and can do anything we can do; therefore, I consider it POORJUDGEMENT to send back the other crew-member to fight the fire. If you think it might be a serious threat or if it even threatens to be serious or you can't really determine whether it is serious or not ... TREAT IS AS SERIOUS!

Land at nearest suitable airport, Notify dispatch (ACARS: IFE-DIV-SFO), Plan for and execute an evacuation.

THIS IS A BIG DEAL !

GALLEY FIRE/SMOKENo immediate action items: go directly to QRC

IF YOU CANNOT DETERMINE POSITIVELY THAT THE FIRE IS OUT.You MUST assume that YOU ARE ON FIRE !

APU HOURMETER

ELAPSED TIME

HOURS I/I00 2 8 3 2

AUTO SLATFAIL

MACH TRIMFAIL

SPEED TRIMFAIL

FEEL DIFFPRESS

LOWPRESSURE

LOWQUANTITY

LOWPRESSURE

LOWPRESSURE

YAWDAMPER

FLT CONTROL

SPOILER

YAW DAMPER

ALTERNATE FLAPS

A

A

B

B

OFF

UP

DOWN

OFF

OFF OFF

OFF

ARM

ON

ON ON

EFI IRSBOTHON 1

BOTHON L

BOTHON 2

BOTHON R

NORMALNORMAL

FUELTEMP


-40 +40

-20 +200

0

C

VALVEOPEN

FILTERBYPASS

FUEL VALVECLOSED

FUEL VALVECLOSED

FILTERBYPASS

FWD FWD

FUEL PUMPS

CROSS FEED

AFT

CTR

L R

AFTOFF OFF

OFF

ON1 2

ON

ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

GALLEY

BAT

RESIDVOLTS


TR 3

GEN 2

INV

TEST

OFFOFF

ONON

AC

TEST

BAT

BATBUS

GRDPWR

STBYPWR

STBYPWR

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

ACAMPERES

100150

2000

50

C X 100

EXH

TEMP 0123

456

7 8

HIGH OILTEMP

LOW OILPRESSURE

OVERSPEED

LOW OILQUANTITY

OFF

PANEL


OFF

IGHR TB

OFFOFF


NORMAL

ALTERNATE

AN RO MT E

D

EMER EXIT LIGHTS

OFF

ON

ARMED

CALL

NOSMOKING

ATTENDGRDCALL

FASTENBELTS

OFFAUTO

ON

RAIN REPELLENT

L R

OFF BAT

HIGH

AUTO

FWDOVHT

WINDOW HEAT

PWR TEST

RL

FWD SIDESIDEOFF OFF

ON ON

ON ON ONON


PITOT STATIC

HEAT

A BOFF

ON


F/O STATIC2 AUX P/S

L ELEVPITOT

L ALPHAVANE

TEMPPROBE

F/O P/S2 AUX STATIC


R ELEVPITOT

R ALPHAVANE

WING ANTI-ICE

1 2

ENGANTI-ICE

OFF

GND TEST OFF

ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT

ELEC 2

HYD PUMPSA B


ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEATOVERHEAT


HEADSET600 OHMS

TEST ERASE

0000

PREF

SFI

SD PSI

CABINALT

X 1000 FEET

2

3

4

5

5

6

7

8

9

10

I0

I520

4050

25

35

30

0

0

I

CLNI IMBA BC

I00 R0 EF PE TE

2

23

3

4

I

I

0

.5

.5

UP

DN

ALTHORN

CUTOFF


.125 PSI

DUCTOVERHEAT

DUCTOVERHEAT

TEMP120

160

2000F

80

40

AIR MIXVALVE

AIR MIXVALVE

HOT

HOT

COLD

COLD


DUCTPASSCABIN

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

DC VOLTS 4020

0AC

VOLTS

110 120

100 130

DCAMPS

-0+

-50 + 50CPS

FREQ

400

320 420

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

STANDBY POWER


PRESSURELOW OIL

PRESSURE

HIGH OILTEMP

HIGH OILTEMP


DRIVE TEMPOFF

RISE

IN

AUTOBAT


ONLY ONGRD

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

AFTENTRY

FWDENTRY

AFTCARGOEQUIP AFT

SERVICE

FWDCARGO

FWDSERVICE

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

PACKTRIP OFF

PACKTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

RESET

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

TRIP

0

20

40 60

80

100PSI

RL

NOTE: FLY THE AIRPLANE ! In the simulator, this is referred to as a "detractor." The check-pilot is maneuvering you to do something, or is taking advantage of an oversight on your part. Is the auto-throttle engaged? ...is the terrain rising? ...is CFIT about to take place.BE ALERT and do not get engrossed in any problem to the point where nobody is FLYING THE AIRPLANE!

GALLEY POWER SWITCH...........................OFFAll this will do is remove the electrical power from the galleys, should the ignition source be electrical. Evaluating and fighting the fire WILL BE a function of the Flight Attendants.

This is a potential FIRE EMERGENCY and may require that youland at nearest suitable airport, Prep for and possibly conduct

an EVACUATION, declare an EMERGENCY, etc.THIS IS A BIG DEAL!

737ver5EMER023

3: SMOKE GOGGLES (if needed) ................... ON

4: COCKPIT DOOR ............................................... CLOSED

Smoke goggles go on the OUTSIDE of the mask.

Smoke may be "captured" inside the goggles and can be purged by sliding the oxygen mask vent valve DOWN momentarily. This will allow air to blow into goggles.

WARNING: LEAVE COCKPIT DOOR CLOSED, UNLESS REQUIRED BY PROCEDURE OR GREATER EMERGENCY

THIS IS A POTENTIAL FIRE EMERGENCY. IF EVEN A QUESTION, DECLARE AN EMERGENCY, Land at nearest suitable airport, Prep for and possibly execute an evacuation, Notify the company, etc. THIS IS A BIG DEAL!

Frequently, the mask will knock off the headset/minitel. It is suggested that rather than try to replace the headset, that the cockpit speaker volume be turned up full.There will be no feedback problem because the mic is inside the mask enclosure.

The mic panel should be set up with:

MASK/ boom switch ........ MASK VHF-1 slider ...................... UP VHF-1 MIC button ........... ON FLT INPH slider ............... UPuse the transmit button on VHF-1 to talk to ATC; if necessary to crosstalk in the cockpit and the noise level is too high, go ahead and talk to the other pilot RIGHT OVER THE RADIO.

Use of the FLT INTPH is useful if cockpit task loading allows.Communicate with FLIGHT ATTENDANTS using SERV INPH and with PASSENGERS using PA button.

MEMORYITEMS

1: OXYGEN MASKS & REGULATORS ..........ON, 100%The 100% switch is on the mask itself. If you get the mask on without checking for 100%, the switch may be pushed TOWARDS your face to place in the 100% position.

Eyeglasses will present a problem, in that the bridge of the glasses will be under the lip of the mask and will have to be repositioned outside of the mask.

2: CREW COMMUNICATIONS ......... ESTABLISH

THIS PROCEDUREHAS MEMORY ITEMS

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

SMOKE/FUMES/ODOR

737ver5EMER026




737ver5EMER017

LEAVE AUTOPILOT .... ON.

STEP 1: AUTOTHROTTLE ......................................... OFF

STEP 2: THRUST(operating engine) ........................... MAX CONT

STEP 3: RUDDER ....................................................... TRIMTurn the rudder trim knob on the back of the lower console "towards" the working engine.Turn it until the yoke is level.

STEP 5: LVL CHG ............... PUSHThis will start the airplane in a gradual descent.The descent rate is predicated on the available thrust from the operating engine.

STEP 7: HEADING ......................................................... as required.Remember: You are descending "INTO" approaching traffic that may be as little as 1000 feet below you and also on the magenta line.

STEP 4: MCP alt ................... SETIf over land, use the Engine out section of the Cruise Chapter or Set in the "MAX ALT" from the upper right corner of the CDU or ATC cleared to altitude.


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 305 +000028004COURSE

310COURSE

310MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

1 4

7

56

PARKINGBRAKEPULL

21

21

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

2

From the CDU: N1 LIMIT page, or there is a chart on FH 2-57 CRUISE section.NOTE: As you descend, the thrust will constantly be changing and you will have to check it frequently so you will not exceed MAX CONT THRUST values

CFIT, METHOD 1/2, and TERRAIN:If the MCP altitude is less than than 14,000' (the highest domestic terrain) we MUST take terrain clearance into our calculation.

STEP 6: MCP SPEED ........ set 220 KTS.

STEP 7: ATC ................................................................... ADVISE.A turn off airways of 90 degrees is desirable initially. 25 miles "OFF" airways would not be unusual unless there are other considerations ... such as other airways or traffic. Use you TCAS and be alert !ATC will give you vectors, but until then, you have to cover your own six. In USA and other radar environments, this is no big deal ... but on routes outside the US or overwater we do not always have the luxury of reliable ground radar.

IF OVERWATER: M .745/280 KIASThese are canned speeds. See page FH 2-57.




1: AUTOPILOT ................................................................ DISENGAGE

4: ATTITUDE, THRUST .......................................................... ADJUST

3: FLIGHT DIRECTORS ................................................................ OFF

2: AUTOTHROTTLE ARM SWITCH ............................................ OFF

Use of either MCP, DISENGAGE BAR, or YOKE SWITCH OK.

AIRSPEED/MACH UNRELIABLE

hat this is all about? ... Well, it seems that there have been a coupla airplanes get airborne with the static ports taped shut or the pitot tubes Wblocked; and they crashed! How could this possibly be? Well, here

is what happened. It seems that at least one aircraft was recently washed or painted and the holes and tubes in the airplane were taped shut to keep out the fluid or paint.It therefore seems that we have to review our "WALKAROUND" procedures and priorities. The problem with the situation is that when you paint over tape it assumes the color of the airplane and becomes virtually invisible.A second "NEAR TRAGEDY" occurred to United Airlines in some deep south location. It seems that there was a swarm of bees looking for a place to make a hive, and some quick witted ground person stuffed something into the pitot tubes to keep out the critters. Worked fine on the bees.


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 305 +000028004COURSE

310COURSE

310MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

123 3

737ver5EMER028




APU HOURMETER

ELAPSED TIME

HOURS I/I00 2 8 3 2

AUTO SLATFAIL

MACH TRIMFAIL

SPEED TRIMFAIL

FEEL DIFFPRESS

LOWPRESSURE

LOWQUANTITY

LOWPRESSURE

LOWPRESSURE

YAWDAMPER

FLT CONTROL

SPOILER

YAW DAMPER

ALTERNATE FLAPS

A

A

B

B

OFF

UP

DOWN

OFF

OFF OFF

OFF

ARM

ON

ON ON

EFI IRSBOTHON 1

BOTHON L

BOTHON 2

BOTHON R

NORMALNORMAL

FUELTEMP


-40 +40

-20 +200

0

C

VALVEOPEN

FILTERBYPASS

FUEL VALVECLOSED

FUEL VALVECLOSED

FILTERBYPASS

FWD FWD

FUEL PUMPS

CROSS FEED

AFT

CTR

L R

AFTOFF OFF

OFF

ON1 2

ON

ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

GALLEY

BAT

RESIDVOLTS


TR 3

GEN 2

INV

TEST

OFFOFF

ONON

AC

TEST

BAT

BATBUS

GRDPWR

STBYPWR

STBYPWR

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

ACAMPERES

100150

2000

50

C X 100

EXH

TEMP 0123

456

7 8

HIGH OILTEMP

LOW OILPRESSURE

OVERSPEED

LOW OILQUANTITY

OFF

PANEL


OFF

IGHR TB

OFFOFF


NORMAL

ALTERNATE

AN RO MT E D

EMER EXIT LIGHTS

OFF

ON

ARMED

CALL

NOSMOKING

ATTENDGRDCALL

FASTENBELTS

OFFAUTO

ON

RAIN REPELLENT

L R

OFF BAT

HIGH

AUTO

FWDOVHT

WINDOW HEAT

PWR TEST

RL

FWD SIDESIDEOFF OFF

ON ON

ON ON ONON


PITOT STATIC

HEAT

A BOFF

ON


F/O STATIC2 AUX P/S

L ELEVPITOT

L ALPHAVANE

TEMPPROBE

F/O P/S2 AUX STATIC


R ELEVPITOT

R ALPHAVANE

WING ANTI-ICE

1 2

ENGANTI-ICE

OFF

GND TEST OFF

ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT

ELEC 2

HYD PUMPSA B


ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEATOVERHEAT

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT


HEADSET600 OHMS

TEST ERASE

0000

PREF

SFI

SD PSI

CABINALT

X 1000 FEET

2

3

4

5

5

6

7

8

9

10

I0

I520

4050

25

35

30

0

0

I

CLNI IMBA BC

I00 R0 EF PE TE

2

23

3

4

I

I

0

.5

.5

UP

DN

ALTHORN

CUTOFF


.125 PSI

DUCTOVERHEAT

DUCTOVERHEAT

TEMP120

160

2000F

80

40

AIR MIXVALVE

AIR MIXVALVE

HOT

HOT

COLD

COLD


DUCTPASSCABIN

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

TRIPTRIP OFF

TRIPTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

0

20

40 60

80

100PSI

RL

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

DC VOLTS 4020

0AC

VOLTS

110 120

100 130

DCAMPS

-0+

-50 + 50CPS

FREQ

400

320 420

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

STANDBY POWER


PRESSURELOW OIL

PRESSURE

HIGH OILTEMP

HIGH OILTEMP


DRIVE TEMPOFF

RISE

IN

AUTOBAT


ONLY ONGRD

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

OFF


FLIGHT RECORDERMACH

AIRSPEEDWARNING

TEST


1

1

2

2 3

3

465

4LE DEVICES

FLAPSTRANSIT

EXT EXTFULL

EXTFULLEXT

TRANSIT

SLATS SLATS

TEST L IRS R

IRS DISPLAY

DSPL SEL

SYS DSPL

FAULT

ON DC

DC FAIL

ALIGN

FAULT

ON DC

DC FAIL

ALIGN

OFF OFF

ALIGN ALIGNNAV

WINDHDG/STS

PPOSTK/GSTEST

L R

NAV

ATT ATT

N28634 W128 635

N

w4

H5

E6

7 S8 9

ENT 0 CLRO O O O

1 2 3

BRT

OFF

ON

OBSAUDIOENTMT

OFF

ON

SERVICEINTERPHONE

OFF

BRIGHT

DIMDOME WHITE

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON


APU HOURMETER

ELAPSED TIME

HOURS I/I00 2 8 3 2

AUTO SLATFAIL

MACH TRIMFAIL

SPEED TRIMFAIL

FEEL DIFFPRESS

LOWPRESSURE

LOWQUANTITY

LOWPRESSURE

LOWPRESSURE

YAWDAMPER

FLT CONTROL

SPOILER

YAW DAMPER

ALTERNATE FLAPS

A

A

B

B

OFF

UP

DOWN

OFF

OFF OFF

OFF

ARM

ON

ON ON

EFI IRSBOTHON 1

BOTHON L

BOTHON 2

BOTHON R

NORMALNORMAL

FUELTEMP


-40 +40

-20 +200

0

C

VALVEOPEN

FILTERBYPASS

FUEL VALVECLOSED

FUEL VALVECLOSED

FILTERBYPASS

FWD FWD

FUEL PUMPS

CROSS FEED

AFT

CTR

L R

AFTOFF OFF

OFF

ON1 2

ON

ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

GALLEY

BAT

RESIDVOLTS


TR 3

GEN 2

INV

TEST

OFFOFF

ONON

AC

TEST

BAT

BATBUS

GRDPWR

STBYPWR

STBYPWR

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

ACAMPERES

100150

2000

50

C X 100

EXH

TEMP 0123

456

7 8

HIGH OILTEMP

LOW OILPRESSURE

OVERSPEED

LOW OILQUANTITY

OFF

PANEL


OFF

IGHR TB

OFFOFF


NORMAL

ALTERNATE

AN RO MT E D

EMER EXIT LIGHTS

OFF

ON

ARMED

CALL

NOSMOKING

ATTENDGRDCALL

FASTENBELTS

OFFAUTO

ON

RAIN REPELLENT

L R

OFF BAT

HIGH

AUTO

FWDOVHT

WINDOW HEAT

PWR TEST

RL

FWD SIDESIDEOFF OFF

ON ON

ON ON ONON


PITOT STATIC

HEAT

A BOFF

ON


F/O STATIC2 AUX P/S

L ELEVPITOT

L ALPHAVANE

TEMPPROBE

F/O P/S2 AUX STATIC


R ELEVPITOT

R ALPHAVANE

WING ANTI-ICE

1 2

ENGANTI-ICE

OFF

GND TEST OFF

ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT

ELEC 2

HYD PUMPSA B


ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEATOVERHEAT

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT


HEADSET600 OHMS

TEST ERASE

0000

PREF

SFI

SD PSI

CABINALT

X 1000 FEET

2

3

4

5

5

6

7

8

9

10

I0

I520

4050

25

35

30

0

0

I

CLNI IMBA BC

I00 R0 EF PE TE

2

23

3

4

I

I

0

.5

.5

UP

DN

ALTHORN

CUTOFF


.125 PSI

DUCTOVERHEAT

DUCTOVERHEAT

TEMP120

160

2000F

80

40

AIR MIXVALVE

AIR MIXVALVE

HOT

HOT

COLD

COLD


DUCTPASSCABIN

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

TRIPTRIP OFF

TRIPTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

0

20

40 60

80

100PSI

RL

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

DC VOLTS 4020

0AC

VOLTS

110 120

100 130

DCAMPS

-0+

-50 + 50CPS

FREQ

400

320 420

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

STANDBY POWER


PRESSURELOW OIL

PRESSURE

HIGH OILTEMP

HIGH OILTEMP


DRIVE TEMPOFF

RISE

IN

AUTOBAT


ONLY ONGRD

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

OFF


FLIGHT RECORDERMACH

AIRSPEEDWARNING

TEST


1

1

2

2 3

3

465

4LE DEVICES

FLAPSTRANSIT

EXT EXTFULL

EXTFULLEXT

TRANSIT

SLATS SLATS

TEST L IRS R

IRS DISPLAY

DSPL SEL

SYS DSPL

FAULT

ON DC

DC FAIL

ALIGN

FAULT

ON DC

DC FAIL

ALIGN

OFF OFF

ALIGN ALIGNNAV

WINDHDG/STS

PPOSTK/GSTEST

L R

NAV

ATT ATT

N28634 W128 635

N

w4

H5

E6

7 S8 9

ENT 0 CLRO O O O

1 2 3

BRT

OFF

ON

OBSAUDIOENTMT

OFF

ON

SERVICEINTERPHONE

OFF

BRIGHT

DIMDOME WHITE

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON


INOP

ON

APU HOURMETER

ELAPSED TIME

HOURS I/I00 2 8 3 2

AUTO SLATFAIL

MACH TRIMFAIL

SPEED TRIMFAIL

FEEL DIFFPRESS

LOWPRESSURE

LOWQUANTITY

LOWPRESSURE

LOWPRESSURE

YAWDAMPER

FLT CONTROL

SPOILER

YAW DAMPER

ALTERNATE FLAPS

A

A

B

B

OFF

UP

DOWN

OFF

OFF OFF

OFF

ARM

ON

ON ON

EFI IRSBOTHON 1

BOTHON L

BOTHON 2

BOTHON R

NORMALNORMAL

FUELTEMP


-40 +40

-20 +200

0

C

VALVEOPEN

FILTERBYPASS

FUEL VALVECLOSED

FUEL VALVECLOSED

FILTERBYPASS

FWD FWD

FUEL PUMPS

CROSS FEED

AFT

CTR

L R

AFTOFF OFF

OFF

ON1 2

ON

ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

GALLEY

BAT

RESIDVOLTS


TR 3

GEN 2

INV

TEST

OFFOFF

ONON

AC

TEST

BAT

BATBUS

GRDPWR

STBYPWR

STBYPWR

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

ACAMPERES

100150

2000

50

C X 100

EXH

TEMP 0123

456

7 8

HIGH OILTEMP

LOW OILPRESSURE

OVERSPEED

LOW OILQUANTITY

OFF

PANEL


OFF

IGHR TB

OFFOFF


NORMAL

ALTERNATE

AN RO MT E D

EMER EXIT LIGHTS

OFF

ON

ARMED

CALL

NOSMOKING

ATTENDGRDCALL

FASTENBELTS

OFFAUTO

ON

RAIN REPELLENT

L R

OFF BAT

HIGH

AUTO

FWDOVHT

WINDOW HEAT

PWR TEST

RL

FWD SIDESIDEOFF OFF

ON ON

ON ON ONON


PITOT STATIC

HEAT

A BOFF

ON


F/O STATIC2 AUX P/S

L ELEVPITOT

L ALPHAVANE

TEMPPROBE

F/O P/S2 AUX STATIC


R ELEVPITOT

R ALPHAVANE

WING ANTI-ICE

1 2

ENGANTI-ICE

OFF

GND TEST OFF

ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT

ELEC 2

HYD PUMPSA B


ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEATOVERHEAT

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT


HEADSET600 OHMS

TEST ERASE

0000

PREF

SFI

SD PSI

CABINALT

X 1000 FEET

2

3

4

5

5

6

7

8

9

10

I0

I520

4050

25

35

30

0

0

I

CLNI IMBA BC

I00 R0 EF PE TE

2

23

3

4

I

I

0

.5

.5

UP

DN

ALTHORN

CUTOFF


.125 PSI

DUCTOVERHEAT

DUCTOVERHEAT

TEMP120

160

2000F

80

40

AIR MIXVALVE

AIR MIXVALVE

HOT

HOT

COLD

COLD


DUCTPASSCABIN

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

TRIPTRIP OFF

TRIPTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

0

20

40 60

80

100PSI

RL

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

DC VOLTS 4020

0AC

VOLTS

110 120

100 130

DCAMPS

-0+

-50 + 50CPS

FREQ

400

320 420

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

STANDBY POWER


PRESSURELOW OIL

PRESSURE

HIGH OILTEMP

HIGH OILTEMP


DRIVE TEMPOFF

RISE

IN

AUTOBAT


ONLY ONGRD

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

OFF


FLIGHT RECORDERMACH

AIRSPEEDWARNING

TEST


1

1

2

2 3

3

465

4LE DEVICES

FLAPSTRANSIT

EXT EXTFULL

EXTFULLEXT

TRANSIT

SLATS SLATS

TEST L IRS R

IRS DISPLAY

DSPL SEL

SYS DSPL

FAULT

ON DC

DC FAIL

ALIGN

FAULT

ON DC

DC FAIL

ALIGN

OFF OFF

ALIGN ALIGNNAV

WINDHDG/STS

PPOSTK/GSTEST

L R

NAV

ATT ATT

N28634 W128 635

N

w4

H5

E6

7 S8 9

ENT 0 CLRO O O O

1 2 3

BRT

OFF

ON

OBSAUDIOENTMT

OFF

ON

SERVICEINTERPHONE

OFF

BRIGHT

DIMDOME WHITE

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

I

PMC PMC

ENGINE2

REVERSER REVERSER

LOW IDLE

PASS OXYON

OXY PRESSPSI X 100

0

510

15

20

NORMAL

ON


INOP

ON

INOP

ON

CABIN ALTITUDE WARNING/RAPID DEPRESSURIZATION

737ver5EMER032

REMEMBER: This procedure has items that are to be done "BEFORE"you go to the QRC. The check pilot actually has a time restriction on you donning the oxygen mask. With the system in place on the 737, these parameters are easily achieved ... unless you wear eyeglasses of sunglasses (everybody at one time or another).The technique involves putting the nape strap higher up on the back of the head than it would naturally fit.

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

2

RESETTEST

OXYGENMASK

100%PUSH

PRESSTO

TEST

EMERGENCY

N

1

4

5a

7

5b

6

3

IF CABIN ALTITUDE IS UNCONTROLLABLE: EMERGENCY DESCENT ... Accomplish

Consider this to be a seamless transition into the EMERGENCY DESCENT procedure.

Put the Oxygen mask ....... ON/100%

When you put that "FACE SUCKER" on your head, particularly if you wear glasses (who doesn't) they are going to get knocked off as well as the earpiece

or headset. Trust me. So, I recommend you:

1

3

7

2OXYGEN MASKS and REGULATORS

EMERGENCY DESCENT ..... ACCOMPLISH

ENGINE BLEEDS ................... verify ON

CREW COMMUNICATONS ... establish

IF CABIN ALTITUDE UNCONTROLLABLE:

IF CABIN ALTITUDE IS UNCONTROLLABLE:

I don't know or can’t imagine why you would be at altitude with the engine bleeds OFF???

1. turn up the cockpit volume, there will be no feedback problems because you're mumbling will be in the mask enclosure.

2. If you simply cannot understand the other guy, go ahead and communicate "RIGHT OVER THE VHF RADIO."

4 PACK SWITCHES .................. HIGH

5 STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

TRIPTRIP OFF

TRIPTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

0

20

40 60

80

100PSI

RL

PRESS OUTFLOW VLV .... CLOSEHow do you do this. Two steps:

5A. Pressurization valve control switch to MANUAL.NOTE: Turn switch clockwise. The next to last notch will operate faster because it is AC, the next notch is DC.5B. Hold pressurization valve control to close position (push switch to the left).NOTE: It takes 14 seconds to go from full closed to full open in manual.

6 CABIN OXYGEN SWITCH ..... ON

IF CABIN ALTITUDE GREATER THAN 14,000':Since the masks "should" have automatically dropped from their enclosures when the cabin altitude reached 14,000', activating the switch is just a backup to the

normal system.NOTE: Master Caution and Overhead annunciation lights should already be illuminated.




LEAVE AUTOPILOT .... ON.

STEP 1: MCP altitude ......... SET (safe altitude/10,000')This is the altitude where the airplane will level and it is predicated on the fact this is the highest altitude that FAA has determined that human beings can survive without supplemental oxygen ... BUT remember, it does not take into account TERRAIN. The best determination comes from the MOCA (sector minimum altitude) on the chart.

IF STRUCTURALINTEGRITY ISIN DOUBT:

737ver5EMER034

EMERGENCY DESCENT

LEAVE AUTOPILOT ON for this reason: If the crew should become incapacitated during this procedure, the airplane will be set up to continue the descent and level off on autopilot.

LIMIT AIRSPEED and HIGH MANEUVERING LOADS.


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 305 +000028004COURSE

310COURSE

310MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

1

3 4

6

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

STEP 2: ENG START SWITCHES ................................... CONTSupplies HIGH ENERGY ignition to the igniter(s) selected by the ignition select switch

STEP 3: LVL CHG............................................................PUSH.Jet will attempt to maintain the airspeed set on the MCP by pitch commands.When the throttles are reduced to idle, the nose will pitch over.

STEP 4: HEADING ......... AS REQ.The main consideration will be terrain clearance. In that we are turning off airways, MEAs are a poor choice.MOCA is a better consideration. Point the airplane in a direction that will get you to 10,000'.

2

737ver5EMER017

PARKINGBRAKEPULL

21

21

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

5

7

IDENT

7700OFF

LON

RALT RPTGSTBY

8

STEP 6: MCP SPEED ..... Vmo/Mmo.

STEP 7: THROTTLES ............. IDLE.As you pull the throttles to idle, the nose will pitch down, attempting to maintain the set MCP airspeed.NOTE: Jerking or moving the throttles to idle in an overly aggressive manner, could result in engine flameout.

STEP 8: TRANSPONDER ..................... 7700

STEP 9: ATC .................................................................... ADVISE.Call as soon as practical. PF may call if the PNF is busy doing other things.

STEP 5: SPEEDBRAKES ......................................... EXTEND.The application of full speedbrakes at altitude can be exciting. I recommend that you bring the speed brake handle aft in a smooth but expeditious manner. Slamming the lever aft can create a control problem or create a pitch that can be very alarming to the passenger. Do not delay, but be smooth.




APU FIRE APU HOURMETER

ELAPSED TIME

HOURS I/I00 2 8 3 2

AUTO SLATFAIL

MACH TRIMFAIL

SPEED TRIMFAIL

FEEL DIFFPRESS

LOWPRESSURE

LOWQUANTITY

LOWPRESSURE

LOWPRESSURE

YAWDAMPER

FLT CONTROL

SPOILER

YAW DAMPER

ALTERNATE FLAPS

A

A

B

B

OFF

UP

DOWN

OFF

OFF OFF

OFF

ARM

ON

ON ON

EFI IRSBOTHON 1

BOTHON L

BOTHON 2

BOTHON R

NORMALNORMAL

FUELTEMP


-40 +40

-20 +200

0

C

VALVEOPEN

FILTERBYPASS

FUEL VALVECLOSED

FUEL VALVECLOSED

FILTERBYPASS

FWD FWD

FUEL PUMPS

CROSS FEED

AFT

CTR

L R

AFTOFF OFF

OFF

ON1 2

ON

ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

GALLEY

BAT

RESIDVOLTS


TR 3

GEN 2

INV

TEST

OFFOFF

ONON

AC

TEST

BAT

BATBUS

GRDPWR

STBYPWR

STBYPWR

GEN OFFBUS

GEN OFFBUS

BUSOFF

BUSOFF

TRANSFERBUS OFF

TRANSFERBUS OFF

BUS TRANS

APU GENAPU

GEN 1 GEN 2

OFF

AUTO

OFF OFF

ON ON

GRD PWRAVAILABLE

ACAMPERES

100150

2000

50AC

AMPERES

100150

2000

50OFF

ON

GRDPWR

APU GENOFF BUS

ACAMPERES

100150

2000

50

C X 100

EXH

TEMP 0123

456

7 8

HIGH OILTEMP

LOW OILPRESSURE

OVERSPEED

LOW OILQUANTITY

OFF

PANEL


OFF

IGHR TB

OFFOFF


NORMAL

ALTERNATE

AN RO MT E D

EMER EXIT LIGHTS

OFF

ON

ARMED

CALL

NOSMOKING

ATTENDGRDCALL

FASTENBELTS

OFFAUTO

ON

RAIN REPELLENT

L R

OFF BAT

HIGH

AUTO

FWDOVHT

WINDOW HEAT

PWR TEST

RL

FWD SIDESIDEOFF OFF

ON ON

ON ON ONON


PITOT STATIC

HEAT

A BOFF

ON


F/O STATIC2 AUX P/S

L ELEVPITOT

L ALPHAVANE

TEMPPROBE

F/O P/S2 AUX STATIC


R ELEVPITOT

R ALPHAVANE

WING ANTI-ICE

1 2

ENGANTI-ICE

OFF

GND TEST OFF

ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEAT OVERHEAT

ELEC 2

HYD PUMPSA B


ON ON

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

LOWPRESSURE

OVERHEATOVERHEAT


HEADSET600 OHMS

TEST ERASE

0000

PREF

SFI

SD PSI

CABINALT

X 1000 FEET

2

3

4

5

5

6

7

8

9

10

I0

I520

4050

25

35

30

0

0

I

CLNI IMBA BC

I00 R0 EF PE TE

2

23

3

4

I

I

0

.5

.5

UP

DN

ALTHORN

CUTOFF


.125 PSI

DUCTOVERHEAT

DUCTOVERHEAT

TEMP120

160

2000F

80

40

AIR MIXVALVE

AIR MIXVALVE

HOT

HOT

COLD

COLD


DUCTPASSCABIN

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

AUTONORMAL

MANUALMANUALOFFOFF

COOL

COOL

WARM

WARM

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

DC VOLTS 4020

0AC

VOLTS

110 120

100 130

DCAMPS

-0+

-50 + 50CPS

FREQ

400

320 420

RETRACTEXTEND

OFF

L ON ROUTBOARD

OFF

START

ONL ON RINBOARD


GRD CONT

FLT

OFFGRD CONT

FLT

OFF

IGNL

IGNR

BOTHOFF

OFFOFF

OFFOFF

OFF OFFL RWING


ANTICOLLISION

ON ONON ON


ON ON ON

STANDBY POWER


PRESSURELOW OIL

PRESSURE

HIGH OILTEMP

HIGH OILTEMP


DRIVE TEMPOFF

RISE

IN

AUTOBAT


ONLY ONGRD

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

40

80160

010 20

GEN DRIVEOIL TEMP

C

12030

IN

RISE

AFTENTRY

FWDENTRY

AFTCARGOEQUIP AFT

SERVICE

FWDCARGO

FWDSERVICE

RAM DOORFULL OPEN

RAM DOORFULL OPEN

DUALBLEED

APUBLEED

PACKTRIP OFF

PACKTRIP OFF

WING-BODYOVERHEAT

WING-BODYOVERHEAT

BLEEDTRIP OFF

BLEEDTRIP OFF


FAIL

OFF

WINGANTIICE

WINGANTIICE

OFF

OFF

OFF

CLOSEOFF

AUTO

AUTO

TEST

RESET

AUTOAUTO

OPEN

HIGHHIGH

ONI 2

ON


RECIRC FAN

OVHT

TRIP

0

20

40 60

80

100PSI

RL

2R

L

DISCH

2RL

1DISCH

RL

BELL CUTOFF

ENG 1OVERHEAT

ENG 2OVERHEAT

L BOTTLEDISCHARGED

R BOTTLEDISCHARGED

WHEELWELL

FAULT

APU DETINOP


NORMAL NORMAL

OVHT DET OVHT DET

FIRE SWITCHES

ENGINES

TEST

A AB B


FAULT

INOP

OVHT

FIRE

E TX ET S T

1

PAU

DISCH

APU

1 APU FIRE HANDLE........ CONFIRM,PULL, and ROTATE

YOU HAVE TO ASSUME: YOU ARE ON FIRE !!

The fire detection system on this airplane is a single detector loop. At a pre-determined temperature it activates the FIRE system. There is NO OVHT detection.When fire is sensed:

APU SHUTS DOWN automatically,FIRE warning bell sounds,FIRE warning lights illuminated,RED light in the handle illuminates.

The fire detection circuit is designed to stop indicating and the fire lights go out when the temperature drops below the preset level; However, there really is NO WAY TO CONFIRM WHEN THE FIRE IS OUT.The reason is that if the circuit is burned through or damaged, it may give the same indication as if the fire is out.

2 APU CONTROLSWITCH ....... OFF

Notes regarding circuit testing. If the APU DET INOP light comes on, it indicates there is:

NO FIRE DETECTION in the APU, andNO AUTOMATIC APU SHUTDOWN.

737verEMER019

Typically, there are only two times that there is a real fire problem:

1: While the APU is running. Typically, the only time the APU is running in the air is during crappy weather during take-off or landing.

2: While the APU is being started. I am suggesting that when you are completing the routine APU start associated with low visibility approaches such as CAT II/III, be alert to this possibility.

If you are at the gate, consider:alerting the airport authorities and get fire trucks rolling, and evacuate any personnel or passengers who are on board until the situation is resolved.

This event occurs typically during two venues and it is HIGHLY UNLIKELY that a TRUE and RELIABLE fire indication would occur in the APU if it had been shut down for a long period ... BUT, we still treat this indication as if it is a real indication.

NOTE: In the simulator this event is called a "detractor." When it occurs you can bet that something else is going on. BE ALERT! You are being set up to stall the aircraft (is the Auto-throttle on), or run into rising terrain, or you are about to experience either a LOSS OF ALL/ONE GENERATOR or a LOSS OF HYDRAULIC FLUID.

NOTE 1: There is only ONE SQUIB/FIRE BOTTLE on the APU. When you rotate the fire handle the first time, it fires the squib/bottle. Rotating the handle "the other way" does nothing but alert the check-guy to the fact that you don't know what you are doing.

NOTE 2: If the bottle has been fired with the squib, then on the walk-around you will see the red disc ONLY. If you see the yellow disc only, that indicates a thermal discharge.

NOTE 3: If APU DET INOP light illuminated, there is NO APU FIRE DETECTION and NO AUTOMATIC APU SHUTDOWN.

APU FIRE continued

IF AIRBORNE,land at nearest suitable airport, Prep for and

conduct an EVACUATION, declare an EMERGENCY, etc.

THIS IS A BIG DEAL!

1: APU FIRE SHUTOFF HANDLE......PULL and ROTATE

2: APU CONTROL SWITCH................. OFF

This is a ONE SHOT deal. You pull the handle and rotate FULLY.

The APU should have shut down automatically, this is just a backup step.

WARNING: THE MOST COMMON FAILURE IN THIS PROCEDURE IS NOT ROTATING THE HANDLE COMPLETELY. There is a little notch, and if not rotated that last little bit, you will not deploy the extinguisher, you will still be on fire, YOU WILL NOT KNOW IT, and you will bust your checkride!




BULLETIN - BULLETIN - BULLETIN

SPEED CARD SPEEDS - CROSSOVER SPEEDS - CANNED SPEEDS

HISTORY LESSON:For many, many years, the Guppy was flown using maneuvering speeds generated using the “SPEED CARD.” Outside of some special situations, that seemed adequate.

Then some sage person (A lawyer, probably) asked the question:“What if the rudder went full deflection? How fast would you have to be going in order for the ailerons to be able to keep the airplane from rolling over?

So, some really brave Boeing guys went up in an airplane and flew various weights and speeds to determine exactly what those speeds were that would allow the pilot to recover from a fully deflected rudder ( referred to as a “HARD OVER”): These are the now famous “CROSS-OVER SPEEDS”The concept is this: if you are going at least this fast, and you should have a rudder fully deflect, you will have adequate aileron to maintain control of the jet.

Whoops!!! They discovered that these speeds were GREATER than the speed card maneuvering speeds, so they added a little speed padding to the crossover speeds (about 10 kts) and created what we refer to as the “CANNED AIRSPEEDs.”

All this is, however, a TEMPORARY SOLUTION. They are furiously creating some secret doo-dad that will make all this out-dated; but until then; we must conform to the restrictions imposed by the “CANNED AIRSPEED” concept.

WHOOPS !

They developed this “CANNED AIRSPEED” concept as a temporary measure. We are stuck with this for now.

SO ...BUT WHAT DOES IT MEAN?119published by UNIVERSITY of TEMECULA

© Mike Ray 2000




FLAPS 1 = 230 KNOTSFLAPS 2 = 230 KNOTSFLAPS 5 = 225 KNOTSFLAPS 10 = 210 KNOTSFLAPS 15 = 195 KNOTSFLAPS 25 = 190 KNOTSFLAPS 30 = 185 KNOTSFLAPS 40 = 158 KNOTS

DO NOT GO

DO NOT GO

THAN THIS

THAN THISEXCEPT:

FASTER

SLOWER

FLAP/SLATS EXTENDED SPEEDS -Vfe

CANNED FLAP AIRSPEEDS

Here are “FIVE” exceptions

FH Limitations and specifications page 4-14

Here are the CANNED AIRSPEEDS (Mar. 15,2002): You will be required to memorize them and use them. The speeds have been subject to continual evaluation and change, but I am going to stick my neck out and publish the ones that were current when I wrote this book. Remember: SUBJECT TO CHANGE:

1: During TAKEOFF or GO-AROUND flaps should be retracted at NORMAL SPEED CARD RETRACTION SPEEDS even though the airplane is momentarily below the crossover speed.

2: CLIMB OUT SPEED after flap retraction is 220/230 KTS until 3000 feet AGL (or CMS to 1500 feet if engine failure occurs).

3: AIRSPEEDS specifically mentioned in IRREGULARS OR EMERGENCIES should be used in lieu of canned speeds.

4: LIMITATION and SPECIFICATIONS AIRSPEEDS take precedence over canned airspeeds.

5: Vref speeds for landing should be used instead of canned airspeeds.

FLAPS 0 = 210 KNOTSFLAPS 1 = 200 KNOTSFLAPS 2 = 190 KNOTSFLAPS 5 = 180 KNOTSFLAPS 10 = 170 KNOTSFLAPS 15 = 150 KNOTSFLAPS 25 = 140 KNOTS

FLAPS 0 = 220 KNOTSFLAPS 1 = 210 KNOTSFLAPS 2 = 200 KNOTSFLAPS 5 = 190 KNOTSFLAPS 10 = 180 KNOTSFLAPS 15 = 160 KNOTSFLAPS 25 = 150 KNOTS

GROSS WEIGHTLess than 117,000 #

GROSS WEIGHTMore than 117,000 #

I got these numbers from REVISION #3 EXPLANATORY NOTE MAR 15/02.

737ver5canned2


SOME SCARY FLIGHT TESTING RESULTS:These Boeing guys, while they were up there testing and evaluating discovered that pilots could get the airplane up-side down. Not good. Here is what they recommend:

BECAUSE OF THIS:

The UNCOMMANDED YAW PROCEDURE is now mandated by FAAAirworthiness Directive and “MUST BE PERFORMED BY THE PILOT FROM RECALL.”

That means that on a checkride, you will be expected to demonstrate proficiency on recovering from a “hard-over” induced upset at canned airspeed … FROM MEMORY ! If past experience is any example, this maneuver will be incorporated into a check-ride scenario and introduced as a surprise to the student pilot.

INTRODUCING:

“UNCOMMANDED RUDDER PROCEDURE”

The problem with this is that “RECALL” or “IMMEDIATE ACTION” is mandated by the FAA Worthiness Directive. The whole concept of the QRC is to drive away from “memory” items as much as possible. Well, it is a problem for the experts at TK to sort out … but for us the solution is simple:

DEVELOP YOUR RESPONSE TO AN UPSET … regardless of the reason for that upset.

To a pilot, the source of the upset IS NOT AS IMPORTANT as knowing what to do.

INITIATE RECOVERY PROMPTLY.

DO NOT ATTEMPT TO MAINTAIN ALTITUDE.

DURING RECOVERY FROM NOSE LOW UPSET, THE PILOT MUST DECREASE BANK ANGLE.

ACCEPT HEADING CHANGE AND ALTITUDE LOSS.

PROMPT PILOT INPUT IS MORE CRITICAL THAN INCREASING CANNED SPEEDS.




UNCOMMANDED RUDDER

!E !P !YIIERAC SS TE HA TN PH A OT …PT C LH E ITI PNN A TO A HG T

You could lose control of the airplane !

GRAB HOLD OF THE YOKE AND PREPARE TO FLY THE AIRPLANE !


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

283 305 +000028004COURSE

310COURSE

310MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

2

ACCELERATE TO CROSSOVER SPEED !

DISCUSSION: If you are cruising along, and the rudder goes screwy and either:

GOES FULL DEFLECTION, orRUDDER PEDAL “KICKS.”

BIG PROBLEM: The pilot needs to take control of the airplane, RIGHT NOW!Next, the pilot MUST get and KEEP the airplane above crossover airspeed for the duration of the problem. Definition: As you will recall, CROSSOVER SPEED is that speed where the ailerons have enough authority to override a full rudder deflection.

USE THIS PROCEDURE FOR EITHER RUDDER PEDAL DISPLACEMENT or PEDAL KICKS.

12

There are two IMMEDIATE ACTION MEMORY STEPS:

FIRST: ............. DISENGAGE AUTOPILOT

MAINTAIN CONTROL OF THE AIRPLANE WITH ALL AVAILABLE FLIGHT CONTROLS !

IF ROLL IS UNCONTROLLABLE, IMMEDIATELY INCREASE AIRSPEED BY REDUCING ANGLE OF ATTACK/PITCH.

DO NOT ATTEMPT TO MAINTAIN ALTITUDE UNTIL CONTROL IS RECOVERED.

SECOND: ........ DISENGAGE AUTO THROTTLE

VERIFY THRUST IS SYMMETRICAL.

HERE ARE THE TWO (2) MEMORY STEPS

UNCOMMANDED RUDDER continued

USE MAXIMUM FORCE … Both pilots get on the rudders in order to overcome the resistance and to center the rudders.

DO NOT USE THE “YAW DAMPER INOPERATIVE IRREGULAR PROCEDURE.”

20

10

10

20

20

10

10

20

3540


R

140

120

100

180

160

19

These two opposingtriangularpointers are referred to as the “HOURGLASS.” When they match up they look like an ....

ROLL THE YOKE TOWARDS THE SKY POINTER.

LAND AT NEAREST SUITABLE AIRPORT

Here are some comments regarding the REFERENCE ITEMS:

IF RUDDER PEDAL POSITION OR MOVEMENT IS NOT NORMAL AND THE CONDITION

IS NOT THE RESULT OF RUDDER TRIM, THEN:

If the jet has started an uncommanded roll, you will be totally disoriented as to which way to ROLL the YOKE in order to get RIGHT SIDE UP.USE THIS GOUGE!

USE FLAPS 30 or 40 DO NOT USE AUTOBRAKES

In our example, the “SKY POINTER” is to the right, and so we must try and roll the airplane to the right.

The bottom part is referred to as the “SKY POINTER.” It ALWAYS points to the SKY.

YAW DAMPER SWITCH ..................................................... OFF

RUDDER TRIM ..................................................... CENTERRUDDER PEDALS............................................ FREE and CENTER

SYSTEM B FLIGHT CONTROL SWITCH.............. STANDBY RUDDER




1: CONTROL COLUMN .......... MOVE TO OPPOSE TRIM"GRAB THE YOKE" and control the aircraft pitch manually, while simultaneously calling for the QRC. ...

Here is the TRICK! If the yoke is moving forward, you may have to PUSH IT FORWARD. Itmay be just opposite to what your instinct is, but if you think about it, you may have to "HELP" the yoke (auto-pilot) to catch up.

3: STAB TRIM CUTOUT SWITCHES ........ CUTOUT2: AUTOPILOT .......................... DISENGAGE


MEMORYITEMS

UNSCHEDULEDSTABILIZER TRIM

STAB TRIM CAB DOOR

UNLOCKEDCAB DOOR

PARKINGBRAKEPULL

21

21

STAB TRIM

CUTOUT

0

1

2

5

10

15

25

30

40FLAP

FLAP

HORNCUTOUT

UP

DOWN

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30-20-10

STABTRIM

APL

APL

NOSE

NOSE UP

DOWN

0

5

10

15

TAK

E-O

FF

CD

-%

MA

C30

-20-

10

BRAKE

SPEED

DOWN

ARMED

FLIGHTDETENT

UP

FLAP

NOTE !DO NOT MAKETHIS MISTAKE:There are TWO different STABTRIM CUTOUT/OVERRIDE SWITCHES in the cockpit:

YIPE!The one on the throttle quadrant is the one to use for this procedure. On the lower console, aft right hand corner is called the STAB OVERRIDE switch and could actually make the situation WORSE if it is selected.

4: STAB TRIM WHEEL..... GRAB and HOLD

IF CONDITION CONTINUES:

This is a two step process:1. FLIP UP THE RED GUARDED SWITCHES

this in itself will do nothing.2. MOVE THE TOGGLE SWITCHES UNDER THE GUARDS

“CONTROL COLUMN .......... MOVE TO OPPOSE TRIM”

UNSCHEDULEDSTABILIZER TRIM continued ...

LET’S TALK ABOUT ...

What are the indications of “TRIM MOVEMENT DIRECTION?”1. Possibly the reverse of the movement of the yoke,2. Trim index movement in the direction of the run-away,3. Trim wheel rotation in the direction of the run-away.

Of these three, the yoke movement is the MOST obvious and the one that pilots will most likely respond to. I contend that they will MOST LIKELY move the yoke in the wrong direction.

I think that you should think this through so that when the event occurs on your check-ride, that you will be prepared.

SCENARIO: You are cruizin’ along at altitude and you perceive that the trim wheel is turning and the trim is running away. You also see that the YOKE IS MOVING TOWARDS YOUR LAP.

Question: QUICK, which way do you move the yoke to “oppose the trim.”

Here’s the problem. The intuitive reflex is to grab the yoke and “OPPOSE” it’s motion, that is to push IT towards the instrument panel.

“Is that your final answer?”

Let’s think about this for a moment. The autopilot is tied to the yoke, that is, when the autopilot commands a turn or climb, the yoke moves in response to the autopilot input. So, in this case, with the trim motor running away, the autopilot (controls) are moving to oppose the pressures imposed by the trim.

So, here is the REAL answer, YOU MAY HAVE TO MOVE THE YOKE IN THE SAME DIRECTION IT WAS MOVING IN ORDER TO “HELP” THE AUTOPILOT OPPOSE THE TRIM MOVEMENT. Obviously, the autopilot is not going to stay connected for very long, because once a certain amount of resistance is encountered it will kick off.

The problem is, by the time you figure out that you have been pushing the yoke the wrong way, the airplane may be outside of the flight envelope where recovery is possible.

737VER5EMER030a





MEMORYITEMSEVACUATION

STEP 4SPEEDBRAKE

STEP 5FLAP

HANDLEdown

STEP 6START

LEVERS

STEP 7PRESSURIZATIONOUTFLOW VALVE

STEP 8EVACUATION

initiate

STEP 9ENG and APUfire handles

STEP 10illuminatedfire handles

ROTATE

STEP 11open windows,escape ropes

STEP 2call ATC

STEP 3set

park brake

STEP 1STBY PWR....... BATT

DISCUSSION: Because of the way the evacuation is perceived by the Flight Attendants, it is likely that they ARE going to

initiate an evacuation should they think it is necessary WITHOUT input from you. The procedure would lead you to believe that a call to the cabin is NUMBER 8 on the list of

important things. I suggest, and this is only my interpretation, that if you are NOT going to evacuate, that you make that statement EVEN WHILE THE JET IS STILL ROLLING!

REMAIN SEATED! REMAIN SEATED!

On the other hand, if you should see the doors open lights come on.

STOW THE SPEEDBRAKES!FLAP HANDLE DOWN,START LEVERS OFF ... WHAM BAM, 1-2-3!!!

You don’t have to be stopped or look at a checklist.Then when you do get the jet stopped, then you can get out the QRC and mop up the details.

This procedure is intended to be used whether (A) Cabin Preparation has occurred or (B) the evacuation has been started unannounced by either The Flight Attendants or The Captain. At United Airlines, the policy is that The Flight Attendants may initiate an evacuation without the concurrence of the Cockpit Flight Crew. If Preparation for Evacuation has been made in

anticipation of a possible or eminent evacuation, You CAN expect that The Flight Attendants WILL initiate an evacuation AS SOON AS THEY THINK THE AIRCRAFT HAS STOPPED; UNLESS the Cockpit Crew directs otherwise.

When the Cockpit Crew gets to the cabin, the evacuation should already be in progress. The assignments are:CAPTAIN: After completing cockpit shutdown, go to CABIN and exercise overall command. After ALL POSSIBLE assistance given, go outside and assume command. FIRST OFFICER: As soon as the airplane stops, go to the cabin and determine that all useable forward and over-wing exits are open. leave airplane and assist in assembling passengers outside.


MEMORYITEMSEVACUATION

3: PARKING BRAKE ................................... SET4: SPEED BRAKES ........................ RETRACT5: FLAP HANDLE ........................ DOWN6: START LEVERS ........................ CUTOFF

10: ILLUMINATED FIRE HANDLE(s) .... ROTATE

9: PULL ALL THREE FIRE HANDLES

8: INITIATE EVACUATION SIGNAL

7: OPEN OUTFLOW VALVE

11: OPEN COCKPIT WINDOWS AND DEPLOY ESCAPE ROPES

There are two ways to release the handles, both require two hands:1. Depress the button under each handle separately, or2: Depress the ENG/APU FIRE TEST button on the aft of the center console; that will release all the handles simultaneously.

IF HANDLES LIT3: PULL and ROTATE the two engine fire handles in opposite directions;

NOTE: IF there is a FIRE indicated in only one of the engines; then you will be expected to discharge both bottles to that engine; That is, turn the handle one way, wait for the "ENGBTL DISCH" light and then turn it the other way (leaving the other handle unturned).

It is ESSENTIAL that if NO EVACUATION is desired; BEFORE the airplane comes to a complete stop, a transmission MUST be made to the cabin: such as "REMAIN SEATED ... REMAIN SEATED ... etc" DO NOT use the words "DO NOT EVACUATE." If you delay until after the airplane stops, you can expect the evacuation to be started without any input from you.

The purpose for this is to ensure the OUTFLOW VALVE has depressurized the airplane so that the doors can be opened; obviously, this "should" have occurred automatically, and you can look at the "doors open" lite, if it is on, this step is superfluous.There are three steps to this step:

1: FLT/GND switch … GND (PUSH RIGHT).2. MODE SELECTOR to MANUAL (PUSH RIGHT).

Manual is slower but with both engines shut down, that is the only power source available

ASSESS the situation for SMOKE and FIRE before opening windows.

1: STANDBY POWER SWITCH .............. BATTERY2: NOTIFY ATC. (If during loading process, notify ground personnel).

737ver5EMER37

STANDBY

CABIN RATE

STBY AC

DC

MAN

CHECK

AUTO

CABIN ALT

DECR INCR

AUTO MANUAL

VALVE

OPEN

FLT

GRD

CLOSE

PUSH

00350I

001257

08250


CAB-.3

.3.8

I.4I.9

2.42.9 3.9

3.4 4.45.0

5.05.1

5.66.0

6.46.8

7.27.6

8.018 20 22 24 26 28 30 32 34 36FLT

3: push OUTFLOW VALVE SWITCH to the RIGHT (OPEN).




This is the long awaited CDAP (Constant Desent Approach Procedures).

PROFILES

When adopted by the airlines,This procedure is to be used forALL APPROACHES

© MIKE RAY 2003

CONSTANT DESCENT APPROACH PROCEDURES

OK ... AT ALT HOLD ...OH YEAH ...SETCOMPUTED TDZE

INTRODUCING ...




CONSTANT DESCENT APPROACH PROCEDURESHas also been referred to as:

CANPA: Constant Angle Non Precision Approachand

CROD: Constant Rate Of Descent

A BRIEF DISCUSSION ABOUT:

(Once adopted by the airline)CDAP (Constant Descent Approach

Procedures) MUST be usedfor ALL approaches..

Stipulations in the agreement are that once the crews are trained, then

CDAP will be the ONLY type of approach to be used

… and further, it has been determined that

“ALL” approaches, whether precision, non-

precision, or Visual will be flown using the CDAP.

Now, on the surface that all looks like finally we will be done away with the old “dive and drive” and a much more modern and simpler approach model will be used, making life easier on the working line crews.

Whoops! Not so fast there, Ace.It seems that the “dive and drive” with all it’s warts and

hickeys is still the operative vertical navigation technique up to the FAF (Final Approach Fix) and the

CDAP is to be used ONLY in that Final Approach Segment (FAS) from the FAF to landing/go-around.




All approaches are to be flown at a constant descent rate to a descision point (DA or decision altitude) where a decision is made to either land or go-around. This is called CDAP (Constant Descent Approach Procedures).

For all non-precision approaches, if weather is less than 1000/3 they must be flown using the autopilot, disconnecting at no less than 50’ below the published MDA.

For Non-precision and VMC; If landing, the autopilot MUST be disconnected no later than 50’ BELOW THE PUBLISHED MDA. I included this restatement in order to emphasize that this gives us 100’ from DA to the MDA-50’ disconnect altitude to tweak the final descent using the autopilot. This is the recommended technique. STAY ON AUTOPILOT if acquiring the runway for landing at DA.

CDAP non-precision approaches are flown to a DA, where the decision to land or go-around is made.

All non-precision approaches require one pilot (PF or PNF) to monitor raw data no later than the FAF or IAF for piloted constructed approaches.

There is no longer a requirement to compute a PDP.

There is NO ALLOWANCE for descent rates greater than 1000 fpm below 1000’ AFE.

DA is computed by adding 50’ to the published MDA.

All CDAP approaches are flown with the TDZE in the MCP. TDZE is computed by rounding up the published TDZE to the next highest hundred.

A descent rate correction of NO MORE THAN +/- 300 fpm from the computed descent rate may be made during the approach.

CONSTANT DESCENT APPROACH PROCEDURES

OP SPECSSOME

IF more than +/-300 fpm correction is required, the approach is considered unstable and a go-around is REQUIRED.

The MISSED APPROACH altitude is to be set in the MCPduring the go-around, after the “gear up” command.

BIG !This is

EXPLANATORY NOTE: Momentary corrections exceeding +/- 300 fpm DO NOT require a go-around. It is FREQUENT or SUSTAINED corrections that require a go-around.

The definition of TDZE is Touchdown Zone Elevation, andwe get that from the APPROACH PLATE PLANFORM DIAGRAM.The “COMPUTED” TDZE is that value rounded up to the next higher 100 feet.

For example: If the published TDZE is 301 feet, round up to 400 feet; and if the published TDZE is 399 feet, round up to 400 feet.

This computed TDZE is placed in the MCP (Mode Control Panel) once ALT CAP is annunciated at the FAF (Final Approach Fix) altitude and outside the FAF.

CONSTANT DESCENT APPROACH PROCEDURESversus

DIVE and DRIVE

THERE ARE THREE KEY ELEMENTSTO THE CDAP BRIEF:

- Computed TDZE- Computed DA- Computed DESCENT RATE

...CONTINUED.

Computing the TDZE

Computing the DA

The definition of DA is DECISION ALTITUDE, andwe get that from the APPROACH PLATE PLANFORM DIAGRAM.The “COMPUTED” DA is the MDA (for non-precision approaches) value plus 50 feet.

For example: If the published MDA is 1060 feet, then the computed DA will be 1110 feet; that is 1060 + 50 = 1110 feet.

This computed DA is placed on the barometric altimeter for non-precision and precision approaches.

NOTE:It is inferred that the FAA sees this 50 foot penalty as a temporary structure until the airlines gain experience and until a useful database is established for lowering the DA limits back to the published MDA. For now, we will be using the “computed” DA for all non-precision approaches.

3




VERTICAL RATE OF DESCENT CALCULATION REQUIRED!

IDENTIFYING THE CDAP MATERIAL

BELOW 1000 AFE (above field elevation)Op Specs DO NOT allow:vertical speeds greater than 1000 fpm; or sustainedcorrections greater than +/- 300 fpm

NOTEThe FMC generated groundspeed information should not be used for glideslope computation UNTIL:

- the airplane is fully configured and - inbound on approach airspeed.

A couple of notes:

1. We can only make simple adjustments to the V/S wheel anyway, so more “accurate”calculations are a waste of time.

2. If the airspeed is “off scale” in the chart ( a common situation), make an estimate. It seems to be better to guess higher rather than lower.

3. If the wind-speed on the ground is low and the wind at altitude is dramatically different, be aware that it could affect the calculation significantly. The pilot must constantly be aware of the changes and “tweaking” the VERTICAL SPEED knob.

There are THREE suggested ways to figure the Vertical Speed:

METHOD 1. USE THE APPROACH PLATE PLAN-FORM DIAGRAM.

Determine your approach GROUNDSPEED. This information can be taken right off the ADI (757/767), HSI (737) or ND (747-400).

Each of the Approach Plates that have been approved and updated for the CDAP approach criteria will have a “V” imbedded in the chart number at the top of the plate.

Until all the approach plates have been updated and disseminated to ALL pilots, the CDAP will still be an event to occur in the future. They have elected to identify the CDAP charts by using the letter “V.”

23V-1example

METHOD 2: THERE IS A CHART IN THE FOM called:“Descent angle and descent rate chart.”

I’ve not seen it, so I can’t comment, but it seems to me that it would be excessively complicated to be digging into my flight bag and thumbing through some bulky FOM to find a chart that would require lots of interpretation.

I sorta think that this approach is lame anyway.

METHOD 3. USE A RULE OF THUMB:

1⁄2 groundspeed X 10 + glideslope correction.Note: Glideslope correction = +50 fpm for each 0.25 degrees that the G/S is greater that 3 degrees.

Example: at 140kts G/S on a 3 1⁄2 degree glideslope, the descent rate should be:140/2=70, 70 X 10 = 700 fpm + glideslope correction.since the G/S is 2 X .25 degrees greater than 3 degrees, then we add 100 fpm.Therefore, the computed descent rate should be 700 fpm + 100 fpm = 800 fpm.

Wheew!!! If that seems way too complicated, then

The simplest application of METHOD 3 is to:

USE 800 FPM INITIALLY FOR A STANDARD 3 DEGREE GLIDE-SLOPE. IF GLIDE-SLOPE GREATER THAN 3 DEGREES,

START OFF WITH 900 FPM.

IMHO (In Mike Ray’s humble opinion)I have flown a few of these approaches and it seems to me that there is only a small time window where the ground speed can be evaluated. It is from the point 3 miles outside the FAF until pushover at .3 miles from FAF. This is the only place where this observation can be accurately made. I thought to myself that this was a real time tight area where there is a lot going on and I would be hard pressed to concentrate on this.I also observed that the descent rate solution was nearly always 800 fpm and also that a higher initial descent rate worked better than a shallower descent. Corrections reducing the descent rate can be made without considering the 1000 fpm descent restriction; however, steeper descent corrections to make descent milestones are SEVERELYrestricted by the +/- 300 fpm limitation and the 1000 fpm restriction below 1000 FAE.This applies particularly on approaches where the glide-slope is greater that 3 degrees. On those approaches, the required descent rate was around 900 FPM.

My advise, GET ON THE DESCENT QUICKLY, and BE AGGRESSIVE in your calculation and in starting down. The nose of the airplane SHOULD be coming over by the time you cross the FAF.




CONSTANT DESCENT ANGLE PROCEDURES SECRETS !

THERE ARE (at least) 11 MAJOR THINGSPILOTS FAIL TO DO ON THE CDAP:

1. Failure to set next altitude on the MCP after ALT CAP when maneuvering OUTSIDE FAF. This is not to be confused with arriving at the FAF altitude inbound, in which case you would set the TDZE.It is important to still use the “dive and drive” techniques when maneuvering outside of the FAF.

2. Failure to use the CDAP procedures and restrictions on the ILS and VMC approaches.

3. Failure to BRIEF:Computed Descent RateComputed TDZEComputed DA

4. Failure to set Computed DA on the barometric altimeters, setting instead the published MDA. Remember, computed DA = MDA + 50 feet. Op specs still allow you to use the autopilot down to 50 feet below published MDA.

5. Failure to set TDZE in the MCP at ALT CAP on the level off inbound to the the FAF.

6. Pilots tend to OVER-CONTROL the glidepath. Excessive reliance on the green arc and not allowing enough time for the arc to “settle down” after a correction is applied.

7. Pilots EXCEED the +/- 300 fpm restriction to the announced Computed descent rate without initiating a go-around. The approach is considered unstable inside the FAF if that restriction is exceeded.

8. If step-down fix is depicted, sets “step down fix” altitude inside the FAF in the MCP instead of the computed DA. The suggested technique for determining if the restriction at the step-down fix is going to be met is to add 1 mile and 300 feet to the fix altitude.

9. Failure to observe that the 1000 foot call-out should occur at 3 miles from touchdown.

10. Failure to initiate go-around at the “computed DA,” Instead, allowing the airplane to descend to the “published MDA” before initiating the go-around.

11. Failure to set Missed Approach Altitude in the MCP after the request to raise the gear.

WHAT PILOTS SCREW UP !




15ANNOUNCE:"GO-AROUND THRUSTFLAPS 15 (1 on SE)"ROTATE:15 degrees (12.5 S/E)PUSH:TO/GA buttonAUTOPILOT WILL DISENGAGE!@ POSITIVE CLIMB:"GEAR UP"SET MISSED APPROACHALTITUDE in the MCP@400 FEET:"VOR/LOC" or "HDG SEL"

TYPICAL APPROACH(Non-precision depicted)

APPROACHING PATTERN

AI

RBAG

OK to usegreen arcto assist in

profile control

FINALAPPROACH

FIX

- ATIS

- INSTALL APPROACH

- RADIOs (tune & Ident)

- BRIEF

- APP-DESCENT CKLIST

- GO-AROUND

INBOUND TO FIXor

DOWNWIND LEG

SET DAin altimeters

(DA = MDA + 50’)

+/- 300 fpmMAX !

SET !

SECOND TARGETPOINT

some airlines requireDO NOT START THE APPROACH

unless 2 MILES (3000 m)VISIBILITY or GREATER

@ .3 nmAGGRESSIVELYbegin descendingUSE COMPUTED V/SSTART CLOCKCALL TOWER

Continue descent on AUTOPILOT.

disconnect A/P before50 feet below MDA

at DA (MDA + 50’)with RWY IN SIGHT

MISSED APPROACHCONFIGURE AIRPLANE

Set airspeed, power setting, and flaps according to

current operating doctrine

SLOW DOWN !Less than CMS (clean maneuvering speed)within 25 miles of airport

10 miles

MAX DISTANCE

from FAF

USE AFDS/AUTOTHROTTLE

for descents inside FAFSET COMPUTED DESCENT RATE @ .3 MILES FAF

when trackingUSE LESS THAN

ABOVE MDA minus 50 feet

USE V/S

5 degree bank

MONITOR AURALUSE RDMI AT ALT HOLDAT ALT HOLDMAX DESCENT CORRECTIONMISSED APPROACH at DA

as PRIMARY FLIGHT INSTRUMENT

SET COMPUTED TDZE in MCP

COMPUTED TDZE select V/S, CHECK ZEROs

+/- 300 FPM

MDA plus 50 feet

From FAF inbound (NDB only)

10 degrees prior

to inbound bearing

"case break"

OK to descend

DOWNWIND LEG

IF S/Estop FUEL transfer

REVIEW orCALCULATECOMPUTED

DESCENT RATE

TIP: On FIX page: install the FAF On CDU to displayDISTANCE from A/C to FAF

By 3 miles prior to FAF:be at TARGET SPEED,LANDING FLAPS,GEAR DOWN,ALL CHECK LISTS done

* OF COURSE, DON'T SET IN THE NEXT ALTITUDE UNTIL YOU ARE CLEARED !

STARTof CDAP

THE KEY to flying NON-PRECISION APPROACHES:WHEN DESCENDING:

"SET NEXT ALTITUDE*"@ ALT HOLD

DON'TFORGET

NOTE ABOUT WARNING HORN:

If you select 15 flap without the gear down and locked,

and if the throttles are positioned at or near idle, the aural warning horn will

sound. The horn can ONLY be silenced when at least one throttle is forward

of the vertical position.

CONFIGURE AIRPLANESet flaps, power, airspeed

according to current operating directives

@ ALT HOLD SET TDZE

on MCP







The infamous ADF/NDB approach represents one of the over-rated and overly emphasized events on the check-ride. Even though it is one of the must simple approaches with very high minimums … It is not easy to fly.

Some key difficult spots in the approach are:

STAY ON AUTOPILOT UNTIL 50 feet below MDACONTINUE DESCENT USING V/STURN HDG SEL towards runway as indicated by PNF(use only tiny corrections at this point … ~5 degrees max)

… Arriving at the MDA + 50 feet on a NON-PRECISION APPROACH

with the field in sight.

DISCUSSION:

1. Brief the “computed Descent rate, computed TDZE, and computed DA” before starting approach.

2. Set the computed DA (MDA + 50 feet) on the appropriate altimeter before starting the approach.

3. Set TDZE on the MCP when ALT CAP annunciated at FAF altitude.

4. Set Missed Approach altitude in the MCP once gear is retracted on the go-around.

BIG PROBLEM: I have talked with more than a few Check-Airman and they tell me that pilots (all too frequently) fly a great non-precision approach, only to screw it up at this point.

GOUGE: Remember that the beginning of the final descent portion (starting at the MDA + 50 feet) is 99% on instruments and autopilot. You are not required by SOP to disconnect the autopilot until 50 feet below MDA and this takes about 10 secondsor so Most pilots have the tendency to shut off the autopilot and attempt to handfly the final descent TOO early. This is NOT A GOOD TECHNIQUE!!

A better technique seems to be to remain on instruments almost totally and as the descent progresses, gradually transition more and more outside visually until you arrive at the runway with about 80% of your scan outside.

The MCP should be set up so that you are flying using VERTICAL SPEED and HDGSEL.

At MDA + 50 feet with field in sight:

737ver5APP05

... Abandoning a Non-Precision Approachbefore the FAF

The whole idea is to NOT begin the descent, but rather maintain the intercept altitude upon arrival at the FAF and fly through the FAF at that altitude. Essentially, you do not do anything ... except:

RESET ALTITUDE in MCP to MISSED APPROACH ALTITUDE

This will prepare the airplane to execute the GO AROUND / MISSED APPROACH when you get to the MAP.

TECHNIQUE: Once commited to the missed approach, you may start the clean up even though you are in the level flight segment. Once at the MAP, simply depressing the go-around switch will start the climb phase. Remember, it is essential for you to continue to track the approach course during the LEVEL SEGMENT. I suggest using VOR/LOC for a VOR, ILS, or LOC approach. Use HDG SEL for an NDB or BCRS LOC approach.

REMEMBER, THIS AUTOPILOT WILL NOT TRACK AN ADF or a BCRS LOCALIZER.

UNCLEAREDAIRSPACE

G/A OK

G/ANOT OKMDA

MAPFAF

Let’s assume that for some reason (possibly the weather has dropped below minimums) you decide NOT to commence the approach upon arriving at the FAF. In this case, the Pilot SHOULD NOT simply push the G/A button on the throttles.

This will cause the airplane to climb into an area of "Uncleared Airspace."

DISCUSSION: This is not an exercise in FARs or AIM rules, but trust me, you cannot climb at this point. If, however, you descend below the FAF altitude, then you are cleared to climb to missed approach altitude. It is a delicate point, but I want you to know that this is merely an MCP/AUTOPILOT exercise.

Because we cannot climb until we have reached either the MAP or the “inner marker,” there has to be a "LEVEL SEGMENT" where the airplane flies along the approach course (depicted on the plan view of the APPROACH CHART) at INTERCEPT ALTITUDE to the MAP (Missed Approach Point) or to the point indicated on the approach plate where a G/A (Go Around) may be initiated.




.3 MILES BEFORE THE FAF

NEEDLE SWING passing THE FAF

... LEVEL-OFF AFTER MISSED APPROACHon AUTO-FLIGHT.

In order to “get down” , you must aggressively begin your descent. It is imperative that you roll the V/S knob to your computed descent rate quickly, don’t try and finesse the rollover.

DISCUSSION: While it is true that the V/S is NOT armed with ALT HOLD or G/S capture; It is also true that when the altitude set in the MCP is greater than 100 feet from that of the airplane, it does become armed. What happens IF you inadvertently put the MISSED APPROACH (or higher)altitude in the MCP in anticipation of the MISSED APPROACH and then you start your descent to the MDA?

When “ALT ACQ” annunciated on the ADI“BUG UP” the salmon bug using the MCPto appropriate canned airspeeds.“CLEAN UP” means retract flaps and do“AFTER TAKE-OFF” checklist.

DISCUSSION: After you have executed the missed approach and the airplane is leveling off in auto-flight at the missed approach altitude, WHAT IS HAPPENING?

When AUTO HOLD is annunciated. The airspeed window remains at the airspeed set during the go-around. As a result, as the nose pitches over and the airplane starts it’s level off, the auto-throttles retard in order to maintain the airspeed commanded during the climb-out. THIS IS NOT DESIRABLE !!!On the check-ride, the Check-guy will be impressed if you avoid this. So, some pilots use this gouge:

A-B-C-

INSIDE FAF YOU “SHOULD” BE USING V/S.LVL CHG WILL NOT GET YOU DOWN IN TIME.

@ ALT HOLDBUG UPCLEAN UP

When you start down the chute, the jet WILL NOT HAVE A LEVEL OFF ALTITUDE!

In pre-CDAP days, there was considerable concern that THE AIRPLANE WOULD CONTINUE TO DESCEND UNTIL IT IMPACTED THE EARTH without intervention (take over manually and land) by the pilot. Failure to “take over” would result in disaster.That concern STILL EXISTS!!! So it is still required that you have set TDZE rounded up to the next higher 100 feet in the MCP.

DISCUSSION: It is a bit puzzling, since 50 feet below MDA is probably above the computed TDZE requirement that is set in the MCP, and it is most likely that the autopilot/flight director will have already been de-selected and the airplane is being handflown at the time.

It is interesting to note that the requirement for the ADF needle to swing past the wingtip in order to begin descent HAS BEEN ELIMINATED.

... Some TO/GA BUTTON stuff

This means that when you push the TO/GA button with a SINGLE AUTOPILOT engaged, the autopilot will go away. IT WILL SHUT OFF!!! So, during the ADF/NDB approach (or any non-autoland approach for that matter), should we elect to execute the go-around maneuver, we must be prepared for the auto-pilot to shut off.

Additionally, pushing the TO/GA button, the GO AROUND mode is actuated.Here is what that does:

COMMAND BARS appear for BOTH pilots, andInitially command a 15 degree (for single engine 12.5) PITCH UP.As the speed increases, the PITCH BARS adjust to command an internally calculated airspeed.

IAS indicators blank and airspeed cursors slew to AFDS pre-programmed maneuvering speed for the selected flaps.

The TO/GA PITCH TARGET AIRSPEED is NEVER less than V2 for the current flap setting.UNLESS there is WINDSHEAR!

THRUST LEVERS (IF A/T engaged) advance to provide 2000 FPM climb, and if TO/GA selected a second time, the THROTTLES advance to the full go-around N1 LIMIT.

This is really complicated stuff to remember on a check-ride. So here is a suggestion:

For anyone who cares, here is the whole scoop:

This stuff isLOW PRIORITY.I wouldn’t tryTo memorize this.

1. If engine failure occurred BEFORE TO/GA engagement, then the PITCH BARS go to MCP airspeed.2. If engine failure occurs within 10 seconds after TO/GA selected, then MCP AIRSPEED becomes the PITCH TARGET.3. If engine failure occurs more than 10 seconds after TO/GA selected, and the airspeed is within 5 kts of the MCP airspeed, then the pitch bars select existing airspeed.4. If the engine failure occurs more then 10 seconds after TO/GA is selected, and the airspeed is more that 5 kts above the MCP speed, then the current airspeed becomes the target.

...JUST FLY THE PITCH BARS.

FLY THE PITCH BARS !!

PUSHING TO/GA WITH A SINGLE AUTO-PILOTENGAGED CAUSES THE AUTO-PILOT TO DISENGAGE !

“The auto-pilot go-around mode requires dual autopilot operation”

FLIGHT HANDBOOK page 19-164




A

I

RBA

G

A-I-R-B-A-GJust what is meant by the term …

ATIS: Short for “Airport Terminal Information Service” or as pilots say, “Get me the weather.” Normal convention dictates that the PNF use the #2 COMM VHF radio to tune the frequency listed on the upper portion of the approach chart (upper left corner). Reception usually limited to about 100 miles out.

INSTALL APPROACH: The ATIS will indicate which runway is currently in use and ATC will assign an appropriate approach routing. Generally there will be a “name” associated with the routing.

Depress DEP/ARR key ... Follow the prompts.

It may not be necessary to select a STAR or a TRANS unless it is specifically required to complete the routing. By that I mean, it may actually be desirable to have a ROUTE DISCONTINUITY between the last waypoint on the ROUTE and the first waypoint on the APPROACH.

REMEMBER: The magical glass doesn’t do anything until:1. ACTIVATE (Have other guy check your entry), and2. EXECUTE

RADIOS: TUNE and IDENTIFY: The details of that evolution will be covered in the specifics for each type of approach later in the book.

BRIEF THE APPROACH: While every attempt should be made to cover every contingency, obviously any preconception will be inadequate. There simply is no outline that covers every situation. Use you head.If cockpit task loading is high, it may be useful for the PNF to conduct the brief.

NOTE: Remember to include:Computed Descent RateComputed TDZEComputed DA

APPROACH DESCENT CHECKLIST: While definitely DO NOT advocate memorizing any checklist, I do strongly urge you to become very familiar with the APPROACH-DESCENT CHECKLIST. A pilot should be able to click off the items and accomplish the indicated checks swiftly and accurately. DO NOT DAWDLE OVER MEANINGLESS DETAILS.

GET OFF-GO AROUND:1. GETTING OFF THE RUNWAY should include which exit you intend to use. Especially of interest are notes on the approach plate such as: DEN 10-9E LOW VISIBILITY TAXI ROUTES. It has a note “on RW 35R taxiway M6 is labelled not available below RVR 600.”2. GO-AROUND. I want to make this point that regardless of what the approach plate says, it MAY NOT be desirable to follow the published missed approach procedure. The controller will certainly be surprised. The published miss is there ONLY for a radio failure or when directed by ATC to “FLY THE PUBLISHED PROCEDURE.”That being said, however, use your head. If you are in Guatemala in CAVUweather and have to miss ... flying the published routing strictly by the plate is probably a good idea. Think!!!

SAMPLE BRIEF

3

7

2

6

4

8

8

1

5

9

737ver5APP03

sample APPROACH PLATE BRIEF1: Date and number of plate: (May 29-92, number 13-4)2: City and Runway: (Guatemala City VOR DME RWY 01 approach)3: MSA: (Minimum sector altitude ... High terrain in ALL directions)4: Airport Elevation: 4952 feet

OTHER STUFF TO BRIEF:. Remember, each approach is a little different and there is no exact list here. This whole briefing thing is clearly very hazy.1. Who is in what HSI MODE? On this approach, because it is a VOR, the PF

5: Frequencies of nav facilities: (AUR 114.5 with DME and TGE NDB 375)6. MDA: (5340 feet/460 feet haa)7: PDP: (I figured mine by taking the 460 feet and dividing by 300 = 1.5 and added the distance of end of runway from VOR (1.0 - .2 = .8) for a PDP of 2.38: NOTES: There are two significant notes on this Chart. A : CEILING REQUIRED. Note that in order to commence this approach you will need BOTH ceiling AND visibility. B: MAX IAS 170 KTS: You'd better believe it. I recommend 140 KTS and gear down, flaps 25 for this approach. 9: What are the minimums required to begin the approach - BOTH 1.6 Kilometers AND 400 feet ceiling.

MUST be in VOR MODE; but typically the PF will stay in MAP mode until beginning the turn back inbound and the PNF will monitor VOR outbound..There are LOTSA BIG VOLCANOES close to the airport.

2. What lights or other runway aids are going to be available when(if) you break out. That information is (typically) on the reverse side of the 11-1 page (first approach chart)in a box labelled "ADDITIONAL RUNWAY INFORMATION". In our sample case we can expect HIRL, PAPI, and 197 feet width. Oboy!3. Notams, pireps, other stuff: Will there be a runway offset, is a meteor shower expected, are there dogs expected on the runway, etc.

4. Make sure the "callouts" include the 50 feet below MDA call.NOTE: Include these EXTRA three things in your NON-PRECISION APPROACH brief.

1. PDP 2. What are the HSI assignments 3. Make 50 feet below MDA callout

10: MISSED APPROACH: Discuss what you intend to do if you elect to Overshoot (Go Around).11: ANY QUESTION? Always ask the other pilot and resolve any ambiguities in understanding.

EXAMPLEONLY




SPEED

737speedcard

STUFFs incredible as it may seem, even with all the fancy technology and “glass” magic stuff; this airplane still uses a crummy paper book that requires the pilots to find the right page and interpret rows of data in order

to operate the jet. This piece of retro engineering is called a “speed card.”

A speed card (sometimes called FLIP BOOK by pilots) is used to determine:V speeds,flap retraction speeds,minimum maneuvering speeds, andlanding speeds.

The use of canned flap/speeds should exceed the speed card values for those configurations.

You will become very proficient in using the speed card. Here is the technique.

NOTE:

1: NEVER PLACE ANYTHING ON TOP OF THE SPEED CARD.The reason is that you may need immediate reference the information on the card (Flap retraction or minimum maneuvering speeds, etc).

SPEEDSPEEDCARD

A

unadjustedV SPEEDS

MINIMUMMANEUVERINGSPEEDS

LANDINGREFERENCESPEEDS

FLAPRETRACTIONSPEEDS

STEP ONE: Find the right page. Since the book is GROSS WEIGHT driven, you use the estimated gross weight of the jet at the time you are going to apply the numbers. This time for landing.

123118

1 1

5 5

15 15Flap Flap

123119

133129122

1 6 70

Maneuvering/REF

1

5

15

25

30

40

1 4 31 3 71 3 21 2 81 2 31 1 9

112 112

V1 V2VrFlap Flap

737-300 (B1) 737-300 (B1)94.0

Flap retract

1 to 0

5 to 1

15 to 5

157

144

147

MORE

1 2

3 4

NON-PRECISIONapproach

PRECISIONapproach

FINALAPPROACHFIX

OUTERMARKER

MDA + 50 FEETor as indicated onthe approach plate.

SET Minimumson the RAD ALT

GLIDESLOPEINTERCEPTALTITUDE

MISSEDAPPROACHPOINT

COMPUTEDDESCENTRATE

HOW TO GETFROM FAFTO MAP

FAFGSIA

DAMAP

GLIDESLOPE

What is an APPROACH?There are two kinds of approaches:

PRECISION (ILS based) and NON-PRECISION (all the other ones).

APPROACHES HAVE 2 IMPORTANT PARTS:

FINAL APPROACH FIX (FAF): This defines the starting point of the FINAL APPROACH SEGMENT. We MUST have LANDING MINIMUMS in order to continue beyond this point.

MISSED APPROACH POINT (MAP): This is the point in the approach where you MUST EITHER HAVE LANDING MINIMUMS or SEE THE RUNWAY to CONTINUE TO LANDING or execute the MISSED APPROACH.

NOTE: The technique known as "PLANNED DESCENT POINT" or PDP is no longer to be used in flying any approach.

1 2

3

4V

NOTES:Like other airplanes, the 737 will use the CDAP concept of “COMPUTED DA” which is the published MDA plus 50 feet for the NON-PRECISION approaches.




ADFtheABSOLUTELY BAFFLING

andTOTALLY TERRIFYING

NON-PRECISIONAPPROACH

(sometimes called the NDB)

IMHO: I would have included this procedure in the “EMERGENCY” section of my manual if I felt I could get away with it. This archaic piece of aviation memorabilia belongs in a museum, not in the repertoire of a high performance jet airplane. I can only believe that somewhere in some isolated part of the known universe there is an ADF (NDB) that is truly useful in flying an approach.I have only flown a coupla “real” approaches using the ADF ... in my whole career.This little diatribe is presented to make you acutely aware that if you ever get in some situation where you simply MUST fly an ADF ... then you have a problem and I suggest that you treat this approach like a quasi-emergency. The list of pilots that busted their hump flying some ADF are legion. Don’t become a member of that august group.

737ver5ADF6A




ADF/NDB OP SPECSVISIBILITY: DO NOT start or continue approach past FAF if the visibility is

LESS THAN 2 MILES or 3000 METERS:even if the published minimums are less restrictive.

PROCEDURE TURNS: All procedure turns and maneuvering must be done within 10 MILES from the FAF (final approach fix).

SPEED BRAKE: DO NOT use the speed brake inside the FAF.

The feeling is that if the approach is so screwed up that the speed brake is required to salvage it, a missed approach should be accomplished.

TOUCHDOWN ZONE: touchdown MUST occur in the first 1300 feet of the runway.

TECHNIQUE: It is my opinion that holding it off in an attempt to sweeten the touchdown, particularly with a single engine, in the simulator is checkride suicide.You MUST put it on firmly, and hold it there. There are no brownie points for a grease job.

Some additional

Given the above set of parameters: here is a test question for you.

“Can you describe a situation where you may land during a non-precision approach even though the tower observed and broadcast weather is below minimums?”

DESCENT:1. If APPROACH LIGHTS are visible at the computed MDA (MDA + 50 feet),

you MAY descend to 100 feet AGL, and

2. If RUNWAY LIGHTS or TOUCHDOWN ZONE is visible,you MAY LAND, even

3. If visibility has dropped below minimums, but you have acquired the runway or touchdown lighting or visual markings; YOU MAY LAND.

POP QUIZ

some ADF IDIOSYNCRACIES

H

737ver5ADF6c

ere is the totally bogus NDB RWY 28 approach to the world famous MIKERAY MUNICIPAL AIRPORT.There are some really esoteric things I want to point out:

Approaching SLIDER at 10,000 feet, let’s say that you are given the following approach clearance: “... cleared direct to SLIDER, cleared for the approach ...” What are you cleared to do passing Slider?

That slightly heavier weight line from SLIDER to PC is called a “FEEDER ROUTE.”You may descend to 6000 feet once you have crossed SLIDER and will be expected to turn outbound and fly the approach, including the procedure turn maneuver without further clearance. SLIDER

DM 122.2 SLD. .. ..--- - -

(IAF)CHECK

253 PC_ _ _ _. .. .

102

023

282

282

058

013

193

283

6000 122

4.3

6.3

DOGMEATDM 122.2 DGM. .. ..--- - -

O

O

O

O

O

O

O

O

O

Notice that the navaid identifier (PC) is underlined. This means that in order to hear the Morse code identifier, you MUST have the BFO (beat frequency oscillator) turned on.This type of navaid only exists at stations outside the US and as far as I know, only in China.

REPORTS:Once you have been cleared for the approach:1. FAF (Final approach fix) OUTBOUND (to Approach control),2. PROCEDURE TURN INBOUND (to Approach control),3. FAF INBOUND (to Tower).

PROCEDURE TURN: Speed during the procedure turn is restricted to 200 KTS, from first overhead the procedure turn fix throughout the rest of the maneuver.The procedure turn maneuver MUST BE completed within 10 miles of the fix.

NO PROCEDURE TURN: Under these condition, a procedure turn MUST NOT be done without a clearance from ATC IF:1. RADAR vectors are in use,2. TIMED approaches are in use,3. NO PT is specified on the approach plate.

ANT ADF

ONOFF

TONE

TFR

ADF

1260 550

GAIN

Here is the switch for that BFO doo-dad. If you hear a high pitched piercing tone that makes it difficult to hear the morse code from a “regular” station, a likely culprit is this switch. It should normally be left off.




18832.7283 296

320/18 12762.6 R

10.4 L

1534.8TRKNM

TAS GS

ZM

This is the ACTUAL TRACK of the airplane

over the ground. It is the solid line on the

HSI display. The “M” indicates that it is

magnetic.

ACTUALTRACK

This is where the nose of the airplane is

pointing.

This is the HEADING that is set on the MCP.

The THUMBTACK (if inbound) or BOMB (if outbound) points TO or FROM the station. It is required by SOP that you make this your PRIMARY navigation instrument.

ACTUALHEADING

HEADINGBUG

ADF #2POINTER

“SUGGESTED” TECHNIQUEOne of the bizarre things about the 737 EFIS is that it can be configured to fly a fabulously accurate ADF (NDB).

1. Use the HSI in the EXP (expanded) mode.2. Use LNAV when maneuvering outside the FAF (Final Approach Fix).

3. Use HDG SEL and V/S inside the FAF.Keep your corrections as small as possible.(less than 5 degrees should be adequate.)

This will allow the glass to calculate the wind problem for you and will set up the necessary crab on the inbound leg.

NOTE: FYI there is NO USEFUL navigation information displayed on the ADI for the ADF.

NOTE: The extremely annoying ADF/NDB aural ident tone MUST be monitored from the FAF inbound also. While this may be done using the cockpit speakers or your headset; it can also be assigned to the PNF (or First Officer) using their headset.

The “RAW DATA MUST be monitored continuously from the FAF inbound.There are two acceptable places where this can be done:

737ver5ADF6

ADF INOP

VOR

81 2151 2421 279

306

33 3.0

ADF

DME-1 DME-20 13 62 37 3

On the HSI in the form of the green “THUMBTACK/BOMB” that is displayed when:ADF is selected on the ADF function selector, andwhen a station is being received(When no signal is being received,the symbols go to the 90 degree position)

On the RDMI #2 (the FAT needle) when the RDMI ADF selector is pushed in.


DISENGAGE

A B

CMD

CWS

ALTITUDEV NAV


VOR LOC

L NAV

ALT HOLD V/S

UP

DN

N1

156 193 +000028004COURSE

193COURSE

193MA

ON

OFF

F/D OFF

ARMA/T

MA

ON

OFF

F/DSEL

ADF INOP

VOR

81 2151 2421 279

306

33 3.0

ADF

DME-1 DME-20 13 62 37 3

When you press the HDG SEL button, the autopilot will make the heading of the jet (sailboat) turn so as to align with the buckteeth. That is to say, WHEN IN HDG SEL, THE SAILBOAT WILL ALWAYS DOCK IN BUCKTOOTH HARBOR.

THE BOMB WILL ALWAYS RISE. Think of it as an anti-gravity bomb.

Approaching the FAF,Have the jet in LNAV so it can resolve the wind correction. HAVE THE MDA SET IN THE ALTITUDE WINDOW !!!!MARRY THE BUGS. By this, I mean “PUT THE

SAILBOAT IN BUCKTOOTH HARBOR.” This will set up the MCP so that when you push the HDG SEL button, the airplane heading will stay where it is.When the RDMI #2 NEEDLE passes the wingtip, you should do two things.

START DOWN using V/S. Roll in about 1000 fpm down.

PUSH the HDG SEL button.NOTE: Of course, the PNF will call the tower, start the time, etc.

18832.7283 296

021/18 12762.6 R

10.4 L

1534.8TRKNM

TAS GS

ZM

BUCKTEETH

#2 RDMINEEDLE

SAILBOATThe SAILBOAT (HEADINGPOINTER) indicates the headingof the nose of the jet.

The BUCKTEETH on the HSIindicates where the heading isselected using the HDG SELknob on the MCP is set.

The BOMB (same as thetail of the RDMI #2 FATneedle) is displayedONLY when you are outbound from the FAF.

The THUMBTACK is only displayedwhen you have an ADF station tunedand it is being received.

THUMBTACK

BOMB

1

1

22

This is the picture you should see initially, one you want to keep on the HSI. If the track slips off the inbound bearing, place the BUCKTEETH so as to re-align the three target parameters:TRACKLINE, BOMB (tail of the #2 NEEDLE), and DESIRED BEARING.

Tweak the buckteeth with the HDG SEL knob gently to place the BOMB to the side of the desired bearing that it will “RISE” towards.Remember, it is OK and perfectly acceptable just to use the RDMI if you choose; but this machine is so cool at this procedure, it would be worth the effort to learn it. The Check-guys would be surprized and pleased.

737ver5ADF8




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ADF

DME-1 DME-20 13 62 37 3

ADF INOP

VORADF

DME-1 DME-20 13 62 37 3

ADF INOP

VOR

ADF

DME-1

DME-2

0

13

62

37

3

ADF INOP

VOR

ADF

DME-1

DME-2

01

36

23

73

ADF INOP

VOR

ADF

DME-1

DME-2

0

1

3

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2

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3

ADF INOP

VOR

ADF

DME-1

DME-2

01

36

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3

ADF INOP

737ver5ADF3180

O

RWY 18

FAF

WHICH WAYDO I TURN ?ADF/NDB stuff

... a review of the ADF needle and how it points.Take a moment and look at these indications so that you will have it firmly in your mind just how to "fly the needle."

This is a proper heading. Some

correctionfor wind has been

input so as to keep tail

of needle on desired track

(151 degrees) inbound.

A/Cparallelingtrack, but offset. Tail is rising"slowly" but will never reach track outbound.

Offset but correcting

properly. "TAIL"is placed on the

left side of 180 so that

it will "RISE"

towardsthe desired

track.

Inboundcorrection

properlyestablished

so as to arrive on

track prior to station passage.

The HEAD is placed so it will

"FALL" towards the proper track. Paralleling

trackinbound to station.Correction

is needed to put needle on right side of nose so that it will "FALL" towards 151.

Wrongway "correction."I have seen a lot of guys in this position and

notrecognizing

that they have turned the wrong way.

Some Pilots use the GOUGE:

HEADSFALL

TAILSRISE

WIND

180

180

VOR

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33 3.0

ADF

DME-1 DME-20 13 62 37 3

ADF INOP

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

ON

ADF/NDBHOW TO SET UP THE RADIOS

STEP ONE: SET UP ADF PANEL

1. TFR .... select either head2. ADF .... SELECT3. BFO .... OFF (unless in China)4. TUNE ... FREQUENCY

STEP TWO: TUNE AND IDENTIFY

1. ADF2 ... selector UP2. IDENTIFY .. ID3. MONITOR ... Continuously monitor aural tone from FAF inbound (Speaker OK)

STEP FOUR: CDU and HSI

1. CDU .... DIR/INTC (This will give you LEGS page so you can see the distances between the waypoints)2. HSI .. EXP VOR/ILS. While the approach may be flown in “FULL,” it will not allow you to monitor the RADAR or the EGPWS.

STEP FIVE: ALTIMETERS

1. BARO .... Set Computed TDZE on the movable bug.2. RAD ALT ... Remove the RAD ALT from the ADI.

STEP THREE: RDMI set-up

1. ADF ... Select by pushing selector

ANT ADF

ONOFF

TONE

TFR

ADF

1260 550

GAIN

ON ON ON

126

ADF HSI

ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

NOTE 1: You MUST have the RDMI operating from the FAF inbound.NOTE 2: YOU CANNOTLEAVE THE MDA and start descent until the #2 needle swings past the wing tip.NOTE 3: When in the MAP mode on the HSI, the distance in the upper right corner is the distance to the “next waypoint”

MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

10 1 3 2 29 9

BARO

0032 01





ADF (NDB) APPROACH(with procedure turn)

APPROACHING PATTERN

AI

RBAG


profile control

FINALAPPROACH

FIX

- ATIS

- INSTALL APPROACH


- BRIEF


- GO-AROUND

INBOUND TO FIXor

DOWNWIND LEG

SET DAin altimeters

(DA = MDA + 50’)

+/- 300 fpmMAX !

SET !

SECOND TARGETPOINT











ABOVE MDA minus 50 feet.

Make straight-a-wayabout 30 seconds

After about 30-45 seconds

START TURN

(depends upon wind and airspeed)

Keep minimum 25 degree bank

angle during turn.

10 miles

MAX DISTANCE

from FAF


Set COMPUTED DESCENT RATE @ .3 miles before FAF.for descents inside FAF

when trackingLESS THAN

USE V/S

5 degree bank

MONITOR AURALUSE RDMI AT ALT HOLDMAX DESCENT CORRECTIONat GEAR UP on MISSED APPROACH

as PRIMARY FLIGHT INSTRUMENT

select V/S, Check for ZEROs.SET “COMPUTED TDZE” in MCP,

+/- 300 feet.

SET M/A ALTITUDE.

From FAF inbound (NDB ONLY).

10 degrees prior

to inbound bearing

"case break"

OK to descend

PROCEDURE TURN or VECTORS

DON'TFORGET

NOTE ABOUT WARNING HORN:If you select 15 flap without the gear down and locked, and if the throttles are positioned at or near idle, the aural warning horn will sound. The horn can ONLY be silenced when at least one throttle is forward of the vertical position.

IF S/Estop FUEL transferCONFIGURE AIRPLANE

Set flaps, power, airspeedaccording to current operating directives


TIP: You MUSTuse V/S inside FAF or you WILL NOT get down.LVL CHG will not get you down in time.

@ ALT HOLD SET TDZE

on MCP


DESCENT RATE

By 3 miles prior to FAF:be at TARGET SPEED,LANDING FLAPS,GEAR DOWN,ALL CK LISTS done

FIRST TARGETPOINT

THE KEY to flying NON-PRECISION APPROACHES:WHEN MANEUVERING OUTSIDE FAF LEG:

ON FAF LEG:

"SET NEXT ALTITUDE"

"SET TDZE"

@

@

ALT HOLD

ALT HOLD






1. BARO .... Set Computed DA (charted MDA + 50 feet) on the movable bug.

ENSURE that the OTHER PILOTs instrument agrees.2. RAD ALT ... Remove the RAD ALT from the ADI.


1. CDU .... DIR/INTC. This will give you the LEGS page and distance to the next waypoint..2. HSI ... Select EXP VOR/ILS. While the approach may be flown in FULL, it will not allow you to monitor the RADAR or EGPWS during the approach (if required).

STEP THREE: RDMI setup1. VOR .... Select by pushing VOR selector.

NOTE 1: #1 needle represents the VOR. you DO NOT have to observe the needle swing in order to leave the FAF altitude inbound.Contrary to the ADF, you can depart that altitude .2 miles prior to the FAF.NOTE 2: If DME available it will be displayed in the upper left window of the RDMI.

NOTE 3: When in the MAP mode this will indicate DME (supplied from the FMC) to the next waypoint in the legs page and display that in the upper right corner of the RDMI as well as the upper left hand corner of the HSI.

STEP TWO: IDENTIFY

1. NAV 1 OR 2 .... Set VOLUME slider up.2. IDENTIFY ID ... Use the morse code ident from the approach chart.3. MKR BEACON ... switch UP (if appropriate).

STEP ONE: SET UP THE VHF NAV PANEL

1. MANUAL .... Depress selector button so that the manual radio is selected.2. TUNE ... Tune the frequency from the approach chart using the dial.

MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

10 1 3 2 29 9

BARO

0032 01

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

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1. BARO .... Set Computed DA (charted MDA + 50 feet) on the movable bug.







STEP TWO: IDENTIFY




MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

10 1 3 2 29 9

BARO

0032 01

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

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ADI HSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

ADF INOP

VOR

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VORHOW TO SET UP THE RADIOS

VOR OP SPECSVISIBILITY: Approaching the FAF (Final Approach Fix) if the weather broadcast by the tower is not legal to land (or “below minimums”) you CANNOT descend lower than the FAF altitude. That is; you cannot descend to the MDA (Minimum Descent Altitude). In other words, you cannot even START the approach without legal minimums and you must abandon the approach at that point.

DESCENT:1. Begin descent at .3 miles prior to the FAF. DO NOT DESCEND BELOW MINIMUM DESCENT ALTITUDE (MDA); unless

3. If the approach lights are visible at computed DA (MDA + 50 feet) you may descend to 100 feet AGL, and

4. If runway lights or touchdown zone is visible at 100 feet AGL, you may land …

5. You may land even if the visibility has dropped below minimums, as long as you have acquired the runway or touchdown lighting or visual markings.

TOUCHDOWN ZONE:Touchdown MUST occur in the first 3000 feet of the runway. It is my opinion that holding it off for any reason, particularly to achieve a grease job in the simulator, is check-ride suicide.SIMULATOR TECHNIQUE:Fly the beast onto the runway positively and firmly and hold it there with slight forward pressure. There are no brownie points for a “squeaker.”

HSI:Instrument approaches in IMC using a VOR as the letdown facility may be executed provided:

1. DUAL VOR RECEIVERS ARE OPERABLE, and2. The CDI (Compass Deviation Indicators) AGREE WITHIN 4 DEGREES.

This means: At some point during the set-up for the approach, the PNF should:1. Select EXP or FULL2. TUNE VOR3. CHECK CDI’s ARE WITHIN TOLERANCE.

Then the PNF can return to MAP if the PF desires.




VOR APPROACH


APPROACHING PATTERN

AI

RBAG


profile control

- ATIS

- INSTALL APPROACH


- BRIEF


- GO-AROUND

INBOUND TO FIXor

DOWNWIND LEG

SET DAin altimeters

(DA = MDA + 50’)

+/- 300 fpmMAX !

SET !

SECOND TARGETPOINT







MISSED APPROACH

CONFIGURE AIRPLANESet airspeed, power setting,

and flaps according to current operating doctrine

FINALAPPROACH

FIX

PF MUST displayVOR MODE from

FAF inbound

PNF in MAP MODE PF in RAW DATA (either EHSI EXP or FULL) prior to FAFUSE HSI PF in EHSI EXP or FULL prior to FAF.


10 miles

MAX DISTANCE

from FAF





USE V/S

5 degree bank

AT ALT HOLDMAX DESCENT CORRECTIONMISSED APPROACH at DA


+/- 300 FPM

MDA plus 50 feet

10 degrees prior

to inbound bearing

"case break"

OK to descend

DOWNWIND LEG



DESCENT RATE



STARTof CDAP

DON'TFORGET








@ ALT HOLD SET TDZE

on MCP


ON FAF LEG:

"SET NEXT ALTITUDE"

"SET TDZE"

@

@

ALT HOLD

ALT HOLD










STEP TWO: IDENTIFY




MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

10 1 3 2 29 9

BARO

0032 01

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

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STEP TWO: IDENTIFY




MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

10 1 3 2 29 9

BARO

0032 01

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

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ADI HSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

ADF INOP

VOR

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DME-1 DME-20 13 62 37 3

ILS (G/S OUT)HOW TO SET UP THE RADIOS

ILS

ILSOFF

B/'CRS

10

10 10

10

30

30


1. BARO .... Set the Computed DA (MDA + 50 feet) on the movable bug.


STEP SIX: STANDBY ATTITUDEINDICATOR

Select ILS on the selector knob.

STEP SEVEN: INHIBITPush “BELOW G/S INHIBIT” light located next to the ADI.

BELOW G/SINHIBIT

ILS G/S OUT OP SPECSVISIBILITY: Approaching the FAF (Final Approach Fix) if the weather broadcast by the tower is not legal to land (or “below minimums”) you CANNOT descend lower than the FAF altitude. That is; you cannot descend to the MDA (Minimum Descent Altitude). In other words, you cannot even START the approach without legal minimums and you must abandon the approach at that point.









ILS (G/S out) APPROACH

PUSHBELOW G/S

light


APPROACHING PATTERN

AI

RBAG


profile control

FINALAPPROACH

FIX

- ATIS

- INSTALL APPROACH


- BRIEF


- GO-AROUND

INBOUND TO FIXor

DOWNWIND LEG

SET DAin altimeters

(DA = MDA + 50’)

+/- 300 fpmMAX !

SET !

SECOND TARGETPOINT








PNF in MAP MODE PF in RAW DATA (either EHSI EXP or FULL) prior to FAF






USE V/S

5 degree bank

AT ALT HOLDMAX DESCENT CORRECTION

COMPUTED TDZE, select V/S, CHECK ZEROs

+/- 300 FPM

10 degrees prior

to inbound bearing

"case break"

OK to descend

DOWNWIND LEG



DESCENT RATE


STARTof CDAP

DON'TFORGET








@ ALT HOLD SET TDZE

on MCP

USE HSI in EHSI EXP or FULL.


ON FAF LEG:

"SET NEXT ALTITUDE"

"SET TDZE"

@

@

ALT HOLD

ALT HOLD







STEP THREE: RDMI setup.

Unless a VOR is involved in the approach or can be used for DME or navigation, the RDMI is not considered as part of this approach set-up.

STEP TWO: IDENTIFY




MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

10 1 3 2 29 9

BARO

0032 01

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN



STEP THREE: RDMI setup.

Unless a VOR is involved in the approach or can be used for DME or navigation, the RDMI is not considered as part of this approach set-up.

STEP TWO: IDENTIFY




MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

10 1 3 2 29 9

BARO

0032 01

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

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ADI HSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

ADF INOP

VOR

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BCRS APPROACHHOW TO SET UP THE RADIOS

ILS

ILSOFF

B/'CRS

10

10 10

10

30

30


1. BARO .... Set the Computed DA (MDA + 50 feet) movable bug.ENSURE that the OTHER PILOTs instrument agrees.

2. RAD ALT ... Remove the RAD ALT from the ADI.

STEP SIX: STANDBY ATTITUDE INDICATORSelect BCRS on the selector knob.

STEP SEVEN: INHIBITPush “BELOW G/S INHIBIT” light located next to the ADI.

BELOW G/SINHIBIT

BACKCOURSE OP SPECSVISIBILITY: Approaching the FAF (Final Approach Fix) if the weather broadcast by the tower is not legal to land (or “below minimums”) you CANNOT descend lower than the FAF altitude. That is; you cannot descend to the MDA (Minimum Descent Altitude). In other words, you cannot even START the approach without legal minimums and you must abandon the approach at that point.









BACKCOURSE APPROACHSETFRONT COURSE HEADINGin MCP COURSE window

PUSHBELOW G/SLIGHT


APPROACHING PATTERN

AI

RBAG


profile control

FINALAPPROACH

FIX

- ATIS

- INSTALL APPROACH


- BRIEF


- GO-AROUND

INBOUND TO FIXor

DOWNWIND LEG

SET DAin altimeters

(DA = MDA + 50’)

+/- 300 fpmMAX !

SET !

SECOND TARGETPOINT








HSI EHSI EXP or FULL






USE V/S

5 degree bank

AT ALT HOLDMAX DESCENT CORRECTIONMISSED APPROACH at DA


+/- 300 FPM

MDA plus 50 feet

10 degrees prior

to inbound bearing

"case break"

OK to descend

DOWNWIND LEG IF S/Estop FUEL transfer


DESCENT RATE


STARTof CDAP


ON FAF LEG:

"SET NEXT ALTITUDE"

"SET TDZE"

@

@

ALT HOLD

ALT HOLD

DON'TFORGET








@ ALT HOLD SET TDZE

on MCP





BEFORE STARTING APPROACHeven though largely redundant,STILL do A-I-R-B-A-G

AI

RBAG

- ATIS- INSTALL APPROACH - RADIOs (tune & Ident)- BRIEF- APP-DESCENT CKLIST- GO-AROUND

VISUAL APPROACH

Just prior (about .3 mile)begin descendingUSE COMPUTED V/SCALL TOWER

My experience during the check-ride was that the visual approach nearly ALWAYS was a single engine (engine out) approach. Expect on this maneuver to be visual, but also for the wind to be a strong crosswind.There is a big temptation to just turn the airplane and head for the airport. This is the first mistake that many pilots make. They start inbound without a plan. In the simulator it is very difficult to evaluate your progress because there is very few visual cues and maintaining the appropriate altitude/airspeed relationship is virtually impossible without some DME/altitude information.My recommendation is to set yourself up at some known fix on the extended centerline (FAF or ILS fix) and start at a known altitude/distance from the landing point. A long straight-in is probably the MOST DESIRABLE SITUATION, if available.Pilot awareness of the length of available runway and the wind situation will all be part of the problem solving paradigm.

Particularly with the single engined approach,the landing maneuver can either make or break a GREAT approach. Here are some thoughts:

1. DO NOT start your flare above 10 feet. YOU WILL FLOAT !2. DO NOT try and make a

"GREASE JOB," PUT IT ON !

Remember: If you have assymetrical thrust: Use reverse sparingly. Have PNF center the rudder trim on landing.

APPROACHING FAFIf on Single Engine;Terminate fuel transfer

GET FINAL FLAPS and GEAR DOWN (FL 15 if S/E) andcompleteFINAL DESCENT CHECKLIST

JUST PRIOR TO FAF

Here are FIVE techniques that can give you an edge:

1. Look at an approach chart and pick out a waypoint on the glide slope (FAF recommended if practical) with a known altitude and distance from the airport.

2. Put that waypoint on the HSI (select APP/DEP page for full approach or use FIX page).

3. Fly over to that waypoint and cross at the altitude depicted on the approach plate.4. Establish a 3 degree glide slope. 5. connect waypoint to runway and fly along that line. Voila!

1. Place runway altitude in MCP.2. When you begin descent, place green arc on threshold and keep it there.

1. If an ILS (or other approach) is available, tune and fly the ILS.

1. Place Computed DESCENT RATE in MCP using V/S.2. Fly the pitch bar on the Flight Director.

1: Place TDZE as the target altitude on the MCP.2: Using HSI distance to end of runway and altitude.3: Use 3 for 1 (every 300 feet equals 1 mile) gouge.

SLOW DOWN and GET DIRTY

@ ALT HOLDSET TDZE

on MCP

CONFIGURE AIRCRAFTSelect flap, power, airspeed


USE THIS GOUGETO ESTABLISH 3 degree GLIDE SLOPE:Take Ground Speed and divide by 2 X 10 = 3 degree GLIDE SLOPE example: 120 KTS divided by 2 = 60 X 10 = 600 FPM

GROUND SPEED NOTE: (for those NITNOIDS out there)The ground speed will ACTUALLY be 2% greater than indicatedfor every 1000 feet altitude: For example; at DEN (5000')you should increase the ground speed by 10% (5 X 2%):If 120 KTS, add 12 KTS for an actual 132 KTS.




CAT 1

flying thePRECISION APPROACHES(normally using the ILS)

You will be required to demonstrate proficiency on two different Category One approaches:

1. Regular garden variety ILS, and2. The single engine ILS.

It may seem that they are superficially similar, but there are important and significant differences. It is the ILS with engine failure that presents the most challenge, and I suggest strongly that you have a well rehearsed and thought out plan in mind before you go in the box.

There are 2 categories of ILS approaches

that we will address:

ILS CAT IILS CAT II/III

The first section we will cover is ...







STEP TWO: IDENTIFY




MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

10 1 3 2 29 9

BARO

0032 01

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN




STEP TWO: IDENTIFY




MB IN.HG

0

45

6

7

8

9

3

2

1

ALT

100 FT

10 1 3 2 29 9

BARO

0032 01

NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

ADI HSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

ADF INOP

VOR

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33 3.0ADF

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ILS CAT 1 SETUPHOW TO SET UP THE RADIOS


1.. RAD ALT ... Set minimums on the RAD ALT.ENSURE that the OTHER PILOTs instrument agrees

STEP SIX: STANDBY ATTITUDE INDICATORSelect ILS on the selector knob.



ILS CAT 1 OP SPECSVISIBILITY: Approaching the FAF (Final Approach Fix) if the weather broadcast by the tower is not legal to land (or “below minimums”) you CANNOT descend lower than the FAF altitude. That is; you cannot descend to the MDA (Minimum Descent Altitude). In other words, you cannot even START the approach without legal minimums and you must abandon the approach at that point.

DESCENT FOR LANDING:At minimums, If the runway or approach lights are visible and it is the judgement of the PF that adequate visual reference exists to make a safe landing, then you may land … EVEN THOUGH THE BROADCAST WEATHER MAY BE BELOW MINIMUMS.


737ver5ILS4

AUTOLAND STUFF:

1. ALL LANDINGS WITH LESS THAN 1800 RVR WILL BE AUTOLAND.

2. Autoland is a MULTIPLE AUTOPILOT event. Do Not attempt to autoland with only one autopilot engaged.

WHAT PILOTS SCREW UP:They FORGET or DON’T ARM THE AUTOPILOTS during the approach phase. They fly the apporach “assuming” that the auto-pilots are armed and ready to “LAND” the airplane.

REMEMBER: If by 40 feet RA you do not get a “FLARE” engaged annunciation … YOU MUST execute a “GO-AROUND” … or terminate the AUTOLAND evolution.

3. Recent changes to the OP SPECS allow autolands to be made to CAT 1 runways IF designated AUTOLAND on the approach chart..

4. THE CAPTAIN WILL FLY ALL AUTOLAND APPROACHES; and the Captain may assume PF duties as judgement dictates, BUT NO LATER THAN 1000 FEET!

THIS IS A POINT OF

CONFUSION




CAT I ILS APPROACHRVR 1800 or better

SLOW ITDOWN !

APPROACHING PATTERN

AIRBAG


DOWNWIND LEGSLOW DOWN and GET DIRTY

2.5 degrees700-800 FPM

MAPDA

GSIA

MARKER

GLIDE-S

LOPE

POSBD NOTE:Must use AUTOLAND below 2400 RVR IF required lighting for 1800 RVR is inop.

FAFFINALAPPROACHSEGMENT

think aboutMISSED APPROACH

TIP! FLY THE PITCH BARS

Within 25 miles of the airport; start thinking

about slowing so as to be below approaching

CMS (clean maneuvering speed)

with appropriate flaps as you come up on about

10 miles out.



15ANNOUNCE:"GO-AROUND THRUSTFLAPS 15 (1 on SE)"ROTATE:15 degrees (12.5 S/E)PUSH:TO/GA buttonAUTOPILOT WILL DISENGAGEUNLESS using AUTOLAND!@ POSITIVE CLIMB:"GEAR UP"@400 FEET:"VOR/LOC" or "HDG SEL"

20

10

10

20

20

10

10

203540DH 109

MCP SPD G/S VOR LOC CMD

R

140

120

100

180

160

19

737ver5ILS2

If on single engineterminate fuel transfer

USE HSI

CDU in LEGS PAGE

USE AUTOPILOT/AUTOTHROTTLE

IN EITHER FULL/EXP ILS or MAP MODEThe ADI is considered the primary in\srtument

for distance to waypoints

Particularly on SINGLE ENGINED, it is neither desired norrequired to hand fly the approach. However, expect (on single engine) to handfly from the GSIA inbound.

When "CLEARED FOR APPROACH"

1. ARM the APPROACH MODE; Push "APP" on MCPNOTE: A nice touch is to push "LOC" untilLOC CAPTURE; then push "APP" to avoidearly descent outside of protected airspace.

CROSSWIND LEG

AT TOP DOT"GEAR DOWN""FLAPS 15""FINAL DESCENT CHECK"

All landings below CAT 1 minimums (less than 1800 RVR) must use AUTO-LAND.IF required lighting for 1800 RVR inop, below 2400 RVR must use AUTO-LAND.Captain MUST BE PF no later than 1000 feet AGL for ALL AUTOLANDS.The AUTO-LAND maneuver requires MULTIPLE AUTO-PILOTS.DO NOT auto-land on single auto-pilot.Autoland OK at CAT 1 runway if designated AUTOLAND on approach plate.FAF is (usually) intersection of GSIA and Glide slope,The notch in the “FEATHER” IS the FAF.Reported weather at the FAF MUST BE at or above minimums to continue past GSIA.If reported weather goes below minimums once you are past FAF; OK to continue to MAP;And land if all other criteria are met (i.e: you see the runway).

AT LOWER DOT"FLAPS 25"

Approaching GLIDE SLOPE"FLAPS 30 (or final flap)""TARGET AIRSPEED"

ALERTALTITUDE

MONITOR ADIAnd when

VOR LOC and G/S go from WHITE (armed) to GREEN (capture)

then set MCP for missed appch. M/A ALT and M/A HDG (if req)

Some selected OP-SPECS for quick review






SINGLE ENGINE ILSAPPROACHING PATTERN

AIRBAG


DOWNWIND LEGSLOW DOWN and GET DIRTY

MAPDA

GSIA

MARKER

GLIDE-S

LOPE

AWARENESS NOTE:ON Single-Engine approach it is OK to use autopilot; however, expect and be ready for Check Airperson to demand autopilot to be disconnected at GSIA.

NOTE: Plan to fly the approach with NO AUTO-THROTTLE.

FAF

think aboutMISSED APPROACH

REMEMBER: Disconnect autopilotat minimums whether landing

or going around !

TIP! FLY THE PITCH BARS



12.5ANNOUNCE:"TO/GA"(AUTOPILOT WILL DISENGAGE)FOLLOW PITCH BARS“SET THRUST”“FLAPS 1”

ROTATE:12.5 on S/E@ POSITIVE CLIMB"GEAR UP"@ 400 feet“VOR/LOC or HDG SEL”

3 IMPORTANT THINGSIMPORTANT:

TOO MUCH THROTTLE MOVEMENTNOT KEEPING IN TRIMGETTING FAST (or SLOW) ON GLIDESLOPE

~78% N1 TIPApproximate N1s: Downwind: about 78%.In turns or banks: ADD about 10%to keep speed from decaying.

ADI is considered the PRIMARY NAVIGATIONINSTRUMENT; However, if the approach is an ILS-DME, then the PF must display the appropriate source on the RDMI or EHSI no later than the OM/FAF.

20

10

10

20

20

10

10

203540DH 109


R

140

120

100

180

160

19

FLAPS 5slow to 180 KTSIf on single engineterminate fuel transfer

USE HSI

CDU in LEGS PAGETECHNICAL NOTE:

USE AUTOPILOT/AUTOTHROTTLE

IN EITHER FULL/EXP ILS or MAP MODE


If the approach DME source is a VOR and it is your practice to have the PNF dial up the VOR

to get the DME; and the PF set the ILS frequency for the approach; Then be aware: “BECAUSE YOU DO NOT HAVE DUAL INDEPENDENT DISPLAYS, you can only use this setup down to 200-1/2.

Particularly on SINGLE ENGINE, it is neither desired nor required to hand fly the approach. However, expect (on single engine) to be required by the checkperson to handfly from the GSIA inbound.

CROSSWIND LEG

ALERTALTITUDE

MONITOR ADIAnd when



Good idea to have about 500# more on the GOOD engine side.

Keep flaps at 2 or 5 until inbound and Glide-slope capture eminent.

DO THIS!

APPROACHING GLIDE-SLOPEUse the gear to control the airspeed/descent.That is, take it early if fast, later if slow "GEAR DOWN - FLAPS 15”FINAL DESCENT CHKLIST”SET BUG at 150 KTSSET POWER (try ~68 N1)TRIMstay on auto-pilot

When "CLEARED FOR APPROACH"

1. ARM the APPROACH MODE; Push "APP" on MCPNOTE: A nice touch is to push "LOC" untilLOC CAPTURE; then push "APP" to avoidearly descent outside of protected airspace.

TRIMThe best technique for inputting the rudder trim is to “LEVEL THE YOKE”







CAT II/IIIAPPROACHThe MOST PRECISION APPROACH IN THE SUPER GUPPY ARSENAL

737ver5CAT1




CAT III APPROACHAPPROACHING PATTERN

AI

RBAG

- ATIS- INSTALL APPROACH - RADIOs (tune & Ident)- BRIEF- APP-DESCENT CKLIST- GO-AROUND/GET OFF

Within 25 miles of the airport; start thinking about slowing so

as to be below approaching CMS (clean maneuvering

speed) with appropriate flaps as you come up on about 10

miles out.

TIP:When the “FLARE ARMED” point in the approach is achieved, we are assured of having BOTH autopilots and an AUTO-COUPLED GO-AROUND is possible.

It is REQUIRED to brief an EXIT PLAN for all approaches

DOWNWIND LEG

GSIA

MARKER

GLIDE-

SLOPE

FAFFINALAPPROACH

SEGMENT

NAME OFOUTER

MARKER

“DECISIONHEIGHTIS ___”

“RUNWAY ___CLEARED TO

LAND”

"2500 FEET""ALTIMETERS

SET"

"ALTIMETERSSET"

"FLARE ARMED"

"1000 FEETINSTRUMENTS

CROSS CHECKED"

"500 FEET" "FINAL FLAP ___"

"APPROACHINGDECISION HEIGHT"

"DECISION HEIGHT"

"FLARE ENGAGED"

1000'

below1250’RA

100’aboveDHDH

50’ RA

The "below 1500 feet"CALL-OUTS

PNF PF (responds)

OM

2500'RA

500’

737ver5CAT2

SLOW ITDOWN !

"LANDING, orGOING AROUND”



Additional BRIEF items during CAT IIISTBY ATTITUDE INDICATOR ... ONAPU ... ON (recommended)AUTOBRAKE ... LEVEL 3REFERENCE + 5 (regardless of wind)BRIEF EXIT PLAN

rakesPUAIxit planarget speed (+5)

BASETGOUGEB-A-S-E-T-

20

10

10

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20

10

10

203540DH 109


R

140

120

100

180

160

19

USE HSI

CDU in LEGS PAGE

IN EITHER FULL/EXP ILS or MAP MODEThe ADI is considered the primary in\srtument


CAUTION:Second auto-pilot is NOT fully

engaged until “FLARE” armed is annunciated at about 1250 feet

CROSSWIND LEG

AT TOP DOT"GEAR DOWN""FLAPS 15""FINAL DESCENT CHECK-LIST"

AT LOWER DOT"FLAPS 25"

Approaching GLIDE SLOPE"FLAPS 30 (or final flap)""TARGET AIRSPEED"

ALERTALTITUDE

MONITOR ADIAnd when



"CLEARED FOR APPROACH"you MUST do 2 things1. ARM the APPROACH MODE; Push "APP" on MCPNOTE: A nice touch is to push "LOC" untilLOC CAPTURE; then push "APP" to avoidearly descent outside of protected airspace.2. ARM OTHER AUTOPILOT.

For some inexplicable reason, this is EASY TO FORGET !You should NOT autoland using single autopilot.



SOME OF THIS IS JUST A SUGGESTED TECHNIQUE: IT IS MAY NOT REPRESENT SOP !!!







STEP TWO: IDENTIFY




NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN




STEP TWO: IDENTIFY




NAV

DME DN/RT

VOR

TEST

AUTO MANUAL

UP/LT

124.90 132.95AUTOMAN

ADI HSI

126

ON ON ON ON ON

ON

10

20

4080 160

RANGEFULL

EXPVOR/ILS

MAP

CTR MAPPLANBRT WXR

BRT


RST

DH REFVOR/ILS 320

MIC SELECTOR

PTT

1-VHF-2-VHF


INOP

INOP

INOP F-INPH-S PA

VB

R

MASK

NORM

BOOMEMER

ADF INOP

VOR

81 2151 2421 279

306

33 3.0ADF

DME-1 DME-20 13 62 37 3

ILS CAT III SETUPHOW TO SET UP THE RADIOS

737ver5CAT6

ILS

ILSOFF

B/'CRS

10

10 10

10

30

30

STEP SIX: STANDBY ATTITUDE INDICATORSelect ILS on the selector knob.




1. RAD ALT .... Set the MINIMUMS on the ADI using the ADI panel ALT selector.ENSURE that the OTHER PILOTs instrument agrees.




737ICE01

COLD WXOPS

This airplane has the ability to operate safely in really lousy weather.The secret is to follow the simple guidelines that have been established and be familiar with the limitations that exist. The application of those rules and the understanding of just how far we can push the airplane are what you will be judged on during the check-ride.

Remember: SAFETY FIRST !!




737ver5ICE2

Here is what that said

A determination must then be made regarding the use of De-Icing Fluid by either the CAPTAIN (predicated on visual inspection or crystal ball) or GROUND PERSONNEL.

Official definition of "Icing Conditions:" Icing conditions exist when the outside air temperature on the ground or after takeoff is ten degrees centigrade (about fifty-one degrees fahrenheit) or below or when the TotalAir Temperature in flight is ten degrees centigrade or below and visible moisture in any form is present such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystals. Icing conditions also exist on the ground and for takeoff when the outside air temperature is ten degrees centigrade or about fifty one degrees fahrenheit or below and operating on ramps, taxiways, or runways where surface snow, standing water, or slush may be ingested by engines or freeze on engines, nacelles, or engine sensor probes. The engine anti-ice must be ON during all ground and flight operations when icing conditions exist or might exist except during climb and cruise when temperature below minus forty degrees SAT; however engine anti-ice MUST BE ON before and during descent in icing conditions including temperature below minus forty degrees SAT.

WHAT PILOTS SCREW UP:They fail to recognize that the

ENGINE ANTI-ICE REQUIRED LIMIT is at ~50 degrees F.

Thinking instead that 32 degrees F is the threshold.

IF temperature below 10C (about 50F)

VISIBLE MOISTURE PRESENT

you need ENGINE ANTI-ICE

ANDTHEN

ICING CONDITIONS

NOTE: It is OK to have up to 1/8" of frost on the underside of the wing in the vicinity of the fuel tanks.

737ver5ICE3

Here are some points to consider re: FROZEN PRECIPATATION ON A/C:1. GROUND PERSONNEL are responsible for

NOT dispatching with "ICE" on airframe.2. CAPTAIN responsible for NOT taking off with "ICE."

IF deemed necessary; The airplane will be "DE-ICED." The Cockpit crew prepares the airplane by using the detailed checklist in the additional procedures section.

NOTE: In order to "get in line with the rest of the world-wide aviation community:" if you are using CLASS 1 fluid, the ground guy will NO LONGER pass the percentage to the cockpit.

After de-icing there are FOUR items that MUST be relayed to the crew:

1. TYPE OF FLUID used2. FLUID/WATER mixture percentage3. LOCAL TIME de-icing BEGAN.4. CLEAN SURFACES verification.

Crew must then go to chart in FOM (ALL WX 93) and determine appropriate HOLDOVER TIME. These times are intended as guidelines. In other words, when you are number 169 for takeoff at ORD and your holdover time expires, it does NOT mean that you must return to the De-icing facility and be re-shot. The FAA intends that the ONLY requirement for takeoff is

... a VISUAL INSPECTION OF THE UPPER WING SURFACE

The visual check may be completed in one of two ways:

1. The Captain may request that the MARSHALLER/PUSHBACK MECHANIC perform a visual check

or2. The Captain may designate a CREWMEMBER to go to cabin

and observe the upper surface of the wings directly:

This observation is to be made from the following locations:

Third windows FWD of OVERWING

Check is to be accomplished

within about 5 minutes of the expected take-off time.

AIRFRAME DE-ICING




CLUTTER REQUIRES WEIGHT AND V SPEED ADJUSTMENTS.Clutter is further broken down and classified as level 1 or level 2 and the appropriate charts are in the "Performance and Procedures Manual."

HOWEVER,SUSPENSION OF OPERATION limits are of

MOST interest to us here; that is: CAN WE TAKE OFF?

CAPTAIN MAKES THE TAKE-OFF IF FIRST OFFICER HAS LESS THAN 100 HOURS.

What is CLUTTER anyway? Here is the OFFICIAL DEFINITION :

"Clutter, a form of runway contamination, is:SLUSH of 1/8 inch or greaterWET SNOW of 1/4 inch or greaterDRY SNOW of 1 inch or greaterSTANDING WATER of 1/8 inch or greater"

further "Less than (the amounts listed in the definition above) are not considered clutter and no weight or V speed adjustments are required."

The MOST IMPORTANT consideration in this whole thing is this:"The CAPTAIN ... WILL determine the suitability of the runway."

SLUSH OVER 1/2" OVER 1/2"

OVER 1" OVER 2"

OVER 4" OVER 6"

OVER 1/2" OVER 1"

WET SNOW

DRY SNOW

STANDING WATER

SUSPEND OPERATIONS(except in emergency)

TAKEOFFNOT

PERMITTED

ALL REVERSERS AUTO SPEED BRAKES ANTI-SKIDALL WHEEL BRAKESNO TAILWINDUSE CLUTTER SPEEDSMAX N1DO NOT USE OPTIONAL V1MINIMUM RWY LENGTH

Stuff youwill need

to havein order

to takeoffon cluttered

runway

THE KEY TO COLD WX OPS is to: DETERMINE IF CLUTTER IS PRESENT

CLUTTER

737ver5ICE5

When would I use OPTIONAL V1, anyway?"

"Accumulation of PACKED SNOW and ICE may ... result in BRAKING ACTION LESS THAN GOOD."

"The Optional V1 procedure provides a means of increasing the stopping distance margin when braking action is LESS THAN GOOD."

to use Optional V1 there can be ..."NO CLUTTERON THE OPERATIONAL PORTION OF THE RUNWAY"

NOTE: Set V1 anywhere between OPTIMUM V1 and ADJUSTED V1 (but never less than MINIMUM V1); However, you have to select a V1 PRIOR TO beginning Takeoff roll.

NOTE: The BIG DEAL here is to notice the difference between Optional V1 and Delayed VR. Using "OPTIONAL V1" you MUST SETthe V1 before starting the takeoff roll, whereas when using the "DELAYED VR" you DO NOT change the NORMAL bug settings.

When and why would I use DELAYED VR, anyway?"

Typically, this is a "WINDSHEAR" technique, and I recommend that if you are given a "potential" windshear takeoff, that you use Increased VR. It also works great when there is any possibility of degraded airplane performance during take-off.

It works like this.

1 . Determine the MAXIMUM ALLOWABLE TAKEOFF weight 2 . Determine the VR for that weight (Use V speed flip chart) 3 . Set bugs for ACTUAL WEIGHT VR 4. Use airspeed between the actual and the maximum VR as needed.

NOTE: In event of ABORT or ENG FAIL, use set bug speeds

SO... the conclusion is that You MAY use OPTIONAL V1 when:

1. BRAKING ACTION less than GOOD, but2. RUNWAY CLUTTER NOT on runway

FOM ALL WX-14

“Old” T&R 12-9

FLIGHT MANUAL 1-20

OPTIONAL V1

DELAYED (INCREASED) VR




737ver5ICE06

HERE IS SOME STUFF ABOUT THE ENGINE ANTI-ICE SYSTEM.

The system is designed for use on the GROUND and in the AIR.

It DOES NOT require that the ENGINE BLEED to be turned on.

TOTAL BURN PENALTY is about 200 PPH with the engine anti-ice ON.

IGNITION SHOULD be turned ON before selecting engine anti-ice.

The valves are DC controlled and pressure operated.

A BRIGHT BLUE indicator light means a disagreement between the cowl anti-ice valve and the eng anti-ice switch.

An AMBER COWL ANTI-ICE light indicates excessive TEMPERATURE AND/OR PRESSURE in the ducting downstream from the valve.

ONLY the cowl is anti-iced. The center front part is teflon coated, but not heated.

ENGINE ANTI-ICE MUST BE ON for ALL OPERATIONS WHEN ICING CONDITIONS EXIST or are anticipated.

During extended ground operations, periodic run-ups may be performed at CAPTAIN’S DISCRETION in order to “sling” any ice from the spinner and fan blades.

CAUTIONDO NOT RELY ON HOLDING THE BRAKE PEDALS,

SET THE PARKING BRAKE.

IF ICY and AIRPLANE SLIPS:

1. SET PARKING BRAKE.2. LIMIT THRUST LEVEL.3. CONSIDER MOVING TO DRIER PAVEMENT.

RUNUP TO AS HIGH A THRUST SETTING AS PRACTICAL

70% is recommendedFor approximately

30 SECONDSEvery

30 MINUTES.

ENGINE ANTI-ICE STUFF

I INTERPRET THAT TO MEAN ANY TIME THE TEMPERATUREIS 50 DEGREES F WITH VISIBLE MOISTURE …

YOU NEED ENGINE ANTI-ICE !

737VER5ICE07

Even though the air may be clear; snow and clutter on the taxiways and ramp may be ingested and could cause engine and airframe icing problems.

DO NOT LOWER FLAPSKeep the flaps and leading edge devices UP until you are approaching the active runway.

NOTE:When operating the flaps/slats during cold weather, monitor the indicator closely. If they

stop … Position the lever immediately in the detent closet to that position

Don't forget to get tower clearance before 70/30/30engine run-ups.

It is normally considered good form to make a PA announcement prior to the run-ups, when you send someone back to look at the wings for icing.It is also considered good for some brownie points if in your initial Flight Attendant brief at the beginning of the "flight" that you include a discussion about the run-ups.

If “MICROBURST ALERT” reported by ATCDO NOT TAKE-OFF.

Be aware of pireps and plan accordingly.

ENGINE RUN-UP in positionon runway just prior to departure is HIGHLY RECOMMENED. Notify tower of intention to

take a delay in position for ENGINE runup.BIG PROBLEM if you forget to release brakes. Just be aware that the airplane may start slipping and that taking off with the brakes set is a NO-NO.

(just what is that horn, anyway?)

Select radar on when in position on runway to assess take-off pathway.

DURING TAXI STUFF

There is another Caveat here: THE CHECK LIST! You cannot do the checklist until you lower the flaps just before taking the runway.

DO NOT FORGET!




DO NOT TURN ON

WING ANTI-ICEUNTIL AFTER FIRST

POWER REDUCTION.

737ver5ICE8

If OAT temp less than 10 degrees C, and in clouds, then place (ONE AT A TIME)

ENGINE ANTI-ICE ON

Don't forget to turn on Radar if not already on.

AFTER TAKE-OFF CONSIDERATIONS

737VER5ICE07

ENG START SWITCHES ............ FLIGHT.Provides maximum flameout protectionAUTO-THROTTLE ............................ OFF.Uncommanded thrust below recommended N1 Can occurTHROTTLES ........ SET 45% N1 minimum.This will help avoid flameout. If thrust changes are necessary … Move throttles slowly and do not change direction until the engine has stabilized.

HEAVY PRECIPITATION

This is a REALLY SCARY SITUATION !Here are some of the possible problems and the suggested solutions:

Water ingestion degrades engine performance (DUH!)… significantly sometimes. Enough water could extinguish the engine.Should you have to re-start … It may require several attempts. You should attempt to restart IMMEDIATELY, disregarding the flight envelope. In some cases you may NOT be able to restart until exiting the heavy precipitation.

Additionally, just to make your day complete, you may get FALSEGPWS WARNINGS. It is suggested that you execute the GPWS emergency procedure without delay.

Another cheery thought is that the precipitation may activate the radio altimeter … Further adding to your agitation and confusion.

After it’s all over and you’re finally parked at the gate, remember:

NOTE: It is required after landing for the Captain to see that an AIRPLANE LOG ENTRY is made and aCAPTAIN’S REPORT is submitted.

STAY OUT OF HEAVY PRECIPITATION.Oh sure, like you have the option sometimes. IF you happen to encounter HEAVY PRECIPITATION, DO THIS:

NOTE: Sometimes, and it normally occurs when you are in a descent trying to get out of the weather, the 45% N1 restriction just does not give you the descent rate you desire.In this situation, consider using the SPEED BRAKE. It is one of the few times that you will fly the airplane with the speed brake out with the throttles in the forward thrust range.




EAHS RN DWIDefinition of SEVERE WINDSHEAR

A rapid change in wind direction or velocity that results in:

AIRSPEED CHANGES GREATER THAN15 KTS

VERTICAL SPEED CHANGES GREATER THAN500 FPM

WEATHER THINGS TO LOOK FOR:Local strong winds like: blowing dust, dust devils, tornado like features, gusts.Heavy precipitation.Temp/Dew point spread about 330 to 50 degrees.Virga.Lightning.Wind change 20 knots+.PIREP of airspeed loss of 15 knots +.MICROBURST ALERT on TDWR or LLWAS.Moisture aloft-very dry surface conditions.

TAKE-OFF CONSIDERATIONS:Use MAX T/O THRUST (instead of reduced).Use longest runway available.Consider using FLAPS 5.Use RAW DATA, GO TO 15 degrees pitch if encountered.Use delayed rotation.Get PIREPS and TOWER REPORTS.BRIEF and REVIEW PROCEDURES.If encountered during T/O and ABORT not practical;

ROTATE to 15 degrees no later than 2000 feet from the RWY end./Consider NOT GOING RIGHT THEN, wait awhile.

LANDING CONSIDERATIONS:FLAPS 30.Corrected AIRSPEED up to 20 Kts.AVOID large thrust movements.Use AUTOPILOT.Stabilize approach no later than 1000 feet AGL.CONSIDER: “GET OUT OF THERE!”

IFMICROBURST

ALERTReported;

DO NOT LAND!!

The DEPARTURE PATH is defined as:A corridor extending along the departure path for 3 miles from the airport below 1000 feet.

IFMICROBURST

ALERTReported;

DO NOT TAKE-OFF!!

Documents

The Boeing 737-345 Simulator Checkride Survival Manual