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Page 1
BOEING
B737 600-900ER
NORMAL/NON-NORMAL
Procedures
BOEING
B737 600-900ER
Z:\6. TRAINING\6.3 Schulungsunterlagen\6.3.2 Boeing\Type Rating B737-300-900\TM - B737\Normal & Non-Normal Procedures
Rev 02/12.08.2011
TRAINING MANUAL
Page 2
BOEING
B737 600-900ER
Table of Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 5
Normal Checklist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 7
Preflight Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 8
Page 10
Page 11
Page 12
Page 13
Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 13
Page 16
Descend Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 17
Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 18
Stable Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 19
Landing Procedure . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 20
Page 21
Page 23
Page 24
Page 25
Page 26
Secure Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 27
General Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 27
Briefings General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 32
Page 36
Page 45
Revision Record
No. Revision Date
0
2
4
6
Date
Filed
General
Revisions are to provide new or revised procedures and information.
The revision date is the approximate date the manual is made available to the user.
Revision Highlights
Page 8:
Preflight Procedure
First Officer...................Landing Gear Lever (position changed to reflect correct
order in scan flow)
Page 9:
Preflight Procedure
First Officer?????.VHF NAVIGATION radios ?????? SET for DEP
First Officer????.. Landing gear panel?????????...Check
Page 10:
First Officer????.. Text added?????????????.. Arm A/T
Page 11:
Engine Start Procedure
First Officer?????Select Air Cond. Packs OFF (position changed to reflect
correct order in scan flow)
Page 12:
Before Taxi Procedure
Captain??????... Turn on taxi and turn off lights (to reflect industry
standards)
Page 14:
Takeoff Procedure
PF?????????. ..Set Takeoff Thrust (to be in line with standard Boeing
callouts)
Page 15:
Takeoff Procedure
Event............................ At 1000 instead 1500 (to meet industry standards and to
coincide with end of white line indication on PFD, to have
same acceleration altitude on Go Around )
Captain??????.. DELETED: Retractable Landing Lights OFF (PMs task)
Page 17:
Descend Procedure
Note 1???????. Deleted (we are simulating an aircraft with modified pump
logic)
Page 19:
Stable Approach
Text..............................Speedbrakes can be extended with gear and Flaps 10
(typing error)
Stable Approach
Text????????. All approaches must be stable by 1000ft (to meet industry
standards)
Page 20:
First Table:
Header??????? 1000 feet condition instead of 500 feet (to meet industry
standards)
Page 21:
Additional Standard Calls on Final Approach
Passing 1000 RA??. PF / PM call out changed (error corrected)
Page 22:
Circling Approach:
Passing 500 RA.......... PF / PM call out changed (error corrected)
Page 24:
Landing Roll Procedure:
PF?????????thrust as needed (missing word)
Page 25:
After Landing Procedure:
Heather???????Captain and First Officer added (for better understanding,
only valid for airplanes with single nose wheel steering)
Page 37:
Standard Ta ke Off:
Heather changed??. FMC U10.7 and Earlier added (to indicate FMC up-date)
Graphics 800 RAD......Error corrected (to reflect correct FMA indications)
Page 48:
Passenger Evacuation
Text changed????Text changed (to be in line with QRH)
Page 53, 54:
Cabin Altitude warning, Emergency Descend:
Header......................... Captain and First Officer added (for better understanding)
Page 60:
Reject Takeoff:
Captain???????Carry out any recall.. text changed (for better
understanding)
INTRODUCTION
This Cockpit 4 u Operations Manual is type specific to the Boeing 737 NG aircraft. The manual
provides crew-members with additional information on the technical, procedural and other
characteristics of the Boeing 737 NG aircraft. Most of the type related information can be found
in the different Boeing 737 Manuals, which are split into the following:
Boeing 737 Manual
Flight Crew Operations Manual Volume 1
(FCOM 1)
Flight Crew Operations Manual Volume 2
(FCOM 2)
Flight Crew Training Manual (FCTM)
Quick Reference Handbook (QRH)
Performance in-flight,
Non-Normal checklist
GENERAL
In order to fully understand the procedures specified here, pilots must be familiar with standard Boeing
philosophies. Particular attention should be paid to the introduction to the Normal Procedures in the
FCOM Volume 1 which includes diagrams specifying panel scan flows and areas of responsibility, and to
the checklist introduction at the front of the QRH.
C4u SOPs are based as closely as possible on standard Boeing procedures. The Boeing FCOM Normal
Procedures Introduction contains an explanation of the philosophy and assumptions used.
Normal checklists are used after all appropriate items have been performed.
The following table shows the responsibilities for checklist handling.
Checklist
PREFLIGHT
BEFORE START
BEFORE TAXI
BEFORE TAKEOFF
AFTER TAKEOFF
DESCENT
APPROACH
LANDING
SHUTDOWN
SECURE
Order
Read
Verify
Captain
Captain
Captain
Captain
Pilot flying
Pilot flying
Pilot flying
Pilot flying
Captain
Captain
First Officer
First officer
First officer
First officer
Pilot monitoring
Pilot monitoring
Pilot monitoring
Pilot monitoring
First Officer
First Officer
Both
Both
Both
Both
Both
Both
Both
Both
Both
Both
Respond
Area of responsibility
Area of responsibility
Area of responsibility
Captain
Pilot monitoring
Area of responsibility
Area of responsibility
Pilot flying
Area of responsibility
Area of responsibility
1/2
2
2
2
1
1
1
BEFORE START
Flight Deck Door?????.?..closed & locked
Fuel?????????.....___KGS,Pumps ON
Passenger signs????????.????ON
Windows?????????..????. Locked
MCP?????????...V2__,HDG__,ALT__
Takeoff speeds???..?.?...V1__,VR__,V2__
CDU Preflight??????????.Completed
Trim???.??????????.__UNITS,0,0
Taxi & takeoff briefing?????.?..Completed
ANTICOLLISION light??????????ON
BEFORE START CHECKLIST COMPLETED
2
2
2
1/2
1
1
1
1
1
2
BEFORE TAXI
Generators??????????????...ON
Probe heat??????????????...ON
Anti-Ice????????????????...__
Isolation valve???????????....AUTO
ENGINE START switches??????...CONT
Recall??????????????..Checked
Autobrake?????????????.?.RTO
Engine start levers???????...IDLE detent
Flight controls?????????...?.Checked
Ground equipment?????????..?Clear
BEFORE TAXI CHECKLIST COMPLETED
2
2
2
2
2
1/2
2
1
1
1/2
BEFORE TAKEOFF
Flaps?????????????.__,Green light
Stabilizer trim????????????..__Units
BEFORE TAKEOFF CHECKLIST COMPLETED
1
1
AFTER TAKEOFF
Engine Bleeds???...??..?????.......ON
Packs????????????????Auto
Landing Gear......................................Up & OFF
Flaps?????????????..Up no lights
PM
PM
PM
PM
DESCENT
Pressurization??????.?LAND ALT__
PM
Recall?????????????Checked PF/PM
Autobrake................................................___
PF
Landing data????VREF__,Minimums__ PF/PM
Approach briefing????...?....Completed
PF
DESCENT CHECKLIST COMPLETED
APPROACH
Altimeters?????????????.....__
PF/PM
PF
PF
PF
PF
2
2
2
2
1
1
2
2
2
2
2
TRAINING MANUAL
Page 8
BOEING
B737 600-900ER
Event
Captain
Arriving at
Airplane documents??..??.....Check
the airplane
Exterior inspection
First Officer
Electrical Power Up (SP.6.1) (SP.6.1-3)
- BATTERY/STBY PWR sws??... Guard closed
- ALTN FLAPS master sw????.Guard closed
- ELEC.HYDR.PUMPS sws???????..OFF
- WIPERS selectors??????????.PARK
- WEATHER RADAR??????..???...OFF
- LANDING GEAR lever?????...DN, 3 green
- GRD POWER switch?????.?????ON
- FAULT / FIRE tests?????.???..Perform
- APU?????????...??Start and on bus
- Wheel well fire warning sys. ??..????Test
Preliminary preflight procedure
- IRS mode selectors??????????.NAV
- Verify:
oxygen pressure
hydraulic quantity
engine oil quantity (min. 13)
Do remaining actions after crew change or
maintenance action:
- Emergency equipment?????..??...Check
- Aft overhead panel check / set???.?Perform
- Circuit breaker panels P6?????..?..Check
- Manuel gear extension access door??.Closed
- Circuit P18????????????.?.Check
- Parking brake??????????.As needed
When
seated
TRAINING MANUAL
Page 9
BOEING
B737 600-900ER
When
preflight
procedure
are done
Preflight procedure
- Lights???????...???...Test
- EFIS control panel??..?...??.Set
- MCP?????????...??...Set
- Oxygen?????..?...Test and set
- Clock????????????.Set
- NWS?????.......... Guard closed
- Display select panel?..??.....Norm
- Disengage light TEST sw?...Hold
- STAB OUT OF TRIM??..?.exting.
- Flight instruments????.....Check
- Standby instruments????.Check
- Standby RMI?????...???Set
- SPEEDBRAKE lever????DOWN
- Revers thrust levers????...Down
- Forward thrust levers?..??.Closed
- FLAP lever?????..????Set
- Parking brake????..????Set
- Engine start levers????CUTOFF
- STABILIZER TRIM sws..........NORM
- Radio tuning panel????..??Set
- VHF NAVIGATION radios??.....Set
- Audio control panel??.?..??.Set
- Seat and rudder pedals???Adjust
Preflight procedure
- Flight control panel?????????......Check
- NAVIGATION/DISPLAYS panel????.??.Set
- Fuel panel?????????????...?....Set
- Electrical panel?????????????...Set
- (Overheat and fire protection panel)?...?..Check
- APU switch (as needed)?????..??..START
- EQUIP.COOLING sws?????????NORM
- EMERG. EXIT LIGHTS?????...Guard closed
- Passenger signs??????..??????..Set
- WIPER selectors????????.???..PARK
- WINDOW HEAT sws??????.?????ON
- PROBE / HEAT sws???????????OFF
- WING ANTI-ICE sw.???????..???.OFF
- ENGINE ANTI-ICE sws??????.???.OFF
- Hydraulic panel??????????..???Set
- Air conditioning panel??????..????.Set
- Cabin pressurization panel?..??????...Set
- Lighting panel (LDG lights)????????OFF
- Ignition select sws??..????????L ore R
- ENGINE START sws???????.???.OFF
- Lighting panel (Logo, position etc.)?????Set
- MCP??????????????????.Set
- EFIS control panel?????????..??...Set
- Oxy..???????????...??.Test and Set
- Clock???????????...??????.Set
- Display select panel?????..????..NORM
- Disengage light TEST sw.?..???.??.Hold
- Flight instruments???????????.Check
- GROUND PROXIMITY panel??????Check
- Landing gear panel????????..??Check
- AUTOBRAKE selector??????.???..RTO
- Engine display control panel????????Set
- Engine instruments??????????..Check
- CARGO FIRE panel??????????Check
- Radio tuning panel????????????Set
- VHF NAVIGATION radios ?..???.Set for Dep.
- Seat and rudder pedals???..?????.Adjust
Event
PF
As soon as
Preflight CL is
done
PM
TRAINING MANUAL
Page 10
BOEING
B737 600-900ER
Captain
First Officer
When CDU preflight procedures are complete the PF normally selects the TAKEOFF REF page and the
PM selects the LEGS page.
Event
When all doors are
closed
Ground Crew
Captain
First Officer
Complete remaining
items of before start
procedure (Note1)
Fuel pump switches SET(Note 2)
Electric Hydraulic
Pump switches - ON
Anti Collision Light - ON
Transponder - ALT ON
Check each trim for
freedom of movement.
(Note 3)
Set trims:
Stab Trim for T/O
Rudder trim - 0
Aileron trim - 0
Call for "Before
start checklist
TRAINING MANUAL
Page 11
BOEING
B737 600-900ER
NOTE:
1
The procedure will be automatically commenced when the ground crew has confirmed that the
steering by-pass pin is installed (push back) or check complete (no push back).
Centre tank fuel pumps should be switched ON during the Before Start Procedure if centre tank fuel
quantity is 453kg or more. The crew should verify the amber LOW PRESSURE lights illuminate
momentarily and then extinguish.
Freedom of movement check is only required once per flight day or after a crew change. Full range
deflection is not required.
N1 rotation, and N2
25% or max. motoring
(min. 20%)
When the start
selector has returned
to OFF (56% N2) and
the Start Valve Open
light has extinguished
Second engine start
uses the same
procedure
Both engines are
stable
Ground Crew
"You are cleared to start
engine No.__
Captain
"Am I cleared to start
engine No.__?
Announce "Start
engine No._
Start Lever to Idle
First Officer
Commence engine
start procedure
Select Air Cond Packs
OFF
Select secondary
engine instruments
Select Eng Start switch
to GRD
"Starter Cut-out"
"Cleared to disconnect
Headset. See you on the
Left/Right/Ahead, with
the Pin
NOTE:
1
At least one clock must record the beginning of engine start for maximum starter duty operation. If
required, the other clock should be used from start lever to idle.
TRAINING MANUAL
Page 12
BOEING
B737 600-900ER
NOTE:
1
Recall is used to ensure that items that do NOT appear on the checklist are correctly set.
Therefore it is vital that this check is properly carried out.
When the Captain performs the rudder check, the First Officer must follow on through to ensure that the
First Officer's seat is correctly positioned to allow full deflection of the rudder pedals.
Event
Engines stable
Captain
Announce "Flap 1" or "Flap 5"
as applicable.
- Recall?????.?...?.Check
- Flight controls???...?Check
Call for "Before Taxi Checklist
Turn on taxi and turn off lights
Check left side of aircraft is clear
- Call "Clear left
Commence taxiing
First Officer
Set flaps as instructed and
complete Before Taxi procedure
(Note 1)
- Flap lever???..??..Set for T/O
- GEN 1 and 2???????....ON
- PROBE???????..???ON
- ANTI-ICE?????.....As needed
- Both PACKs???????AUTO
- ISOVALV????????.AUTO
- APU BLEED???..?..As needed
- ENG START switches?..?.CONT
- APU?????.???.As needed
- Recall????????..?.Check
- Lower DU?????Blank for T/O
Read Before Taxi Checklist
"Before Taxi Checklist completed
Call for taxi clearance
Check right side of aircraft is clear Call "Clear right"
NOTE:
1
If a bleeds off take-off is scheduled and anti -ice is not required for taxi, configure for the bleeds
off take-off just after engine start. Ref FCOM Vol 1 SP.2.5
If pushing back without Steering Lock out Pin installed and Hydraulic A depressurized, any electrical
and hydraulic switching must be made after tow cart disconnected.
When remote de-icing is required, flaps should be selected after de-icing is completed. If contaminated
surface condition requires to leave flaps up for taxi, selection of flaps must be delayed until approaching
the take off position but must be performed prior the BEFORE TAKEOFF CL.
TRAINING MANUAL
Page 13
BOEING
B737 600-900ER
Captain
First Officer
Check the following standby flight
instruments:
Standby Compass, Standby Attitude
Indicator, Standby RMI.
Call for
"Before Takeoff Checklist
NOTE:
1
During taxi, the First Officer sets the transponder code and the MCP altitude window (as
required), in response to any ATC clearance issued. The Captain must acknowledge any
changes.
TAKEOFF PROCEDURE
When line up clearance is received the captain should carry a silent touchdrill of his RTO actions.
Event
Entering runway
Captain
Select:
Retractable lights ON
Taxi light OFF
Weather radar / Terrain
display ON (Note 2)
Cleared for Takeoff
First Officer
If required: update FMC Takeoff Ref
page with Takeoff shift configure for
bleeds off take off
(Note 1).
Select:
Strobes ON
Weather radar / Terrain Display
ON (Note 2)
Transponder to TA/RA
NOTE:
1
If a bleeds off take-off is scheduled and antiice is required for taxi, configure for the bleeds off
take-off just prior to take-off. Ref FCOM Vol 1 SP.2.5.
A least one display should be selected to weather radar in order to enable predictive windshear
detection.
TRAINING MANUAL
Page 14
BOEING
B737 600-900ER
Event
Commencing
takeoff roll
Both engines stable with
symmetrical thrust
(minimum
40% N1)
Thrust approaches
Takeoff N1
80 kts
V1 speed
PF
PM
"Check
(Note 3)
"80 Knots"
"V1"
Vr speed
"Rotate"
NOTE:
1
When the First Officer is the PF, he removes his hand from the thrust levers as N1 approaches
takeoff N1. At the same time the Captain places his hand on the thrust levers until V1.
The PM will ensure the thrust levers advance to takeoff N1 and will manually adjust the thrust
levers as required.
The Captain must keep his hand on the thrust levers until V1.
TRAINING MANUAL
Page 15
BOEING
B737 600-900ER
Event
Positive rate of climb is
indicated
Above 400ft RA
Above minimum altitude
for Autopilot
engagement
At 1000ft aal
At acceleration
altitude (Note2)
PF
Respond "Gear Up
Call for appropriate roll mode if required
Engage A/P Call "Autopilot A/B to
command" (Note1)
PM
Call "Positive Rate"
Select Gear Up
Select roll mode as directed
Verify autopilot engaged
NOTE:
1
After passing 400ft AGL the autopilot should be engaged. Any intention by PF to fly manually
above 400ft aal must be stated in advance as part of the takeoff briefing and is subject to the
agreement of the aircraft Commander.
Standard acceleration altitude is 1000ft aal unless noise abatement procedures dictate otherwise.
If the initial cleared altitude or flight level for departure is less than 3000'aal, Altitude Acquire may
occur before flap retraction. Speed control reverts to the MCP window, further acceleration and
flap retraction should be anticipated and will require MCP speed selection to Clean Speed. This
should be set without delay in order to avoid unnecessary thrust lever movement.
Flaps should not be retracted from 1 to UP during tight departure turns with anti-ice on, to avoid
possible nuisance stick shaker activation.
TRAINING MANUAL
Page 16
BOEING
B737 600-900ER
PF
PM
Set standard
Respond "Cross-Checked
"Check"
Respond "Check, Altimeters Set, Climbing
Flight Level__
Silent check of:
F - Fuel - balance and pump configuration;
L - Lights - as required;
A - APU - as required;
P - Pressurisation pos. differential pressure
S - Seat Belts - (see below)
Call "Fasten Belts -AUTO
NOTE:
1
When in level flight and cleared from an altitude to a Flight Level, ensure that Standard is set and
altimeters are cross-checked prior to initiating the climb.
Event
Top of Climb
Cruise
PF
PM
Complete top of climb panel scan, then as required in Complete Computer Flight Plan
the cruise
(CFP)
Complete FMC arrival planning
Obtain weather as required
Obtain weather of DEST and
ALTN airport
Before the top of descent, modify
the active route as needed for
arrival and approach, if not done
or ordered by PF
Verify selected approach in FMC
corresponds with planned
approach at destination. (e.g. for
NDB appr. also select NDB appr.
in FMC), if not done by PF
TRAINING MANUAL
Page 17
BOEING
B737 600-900ER
DESCENT PROCEDURE
Event
Prior to Top of Descent
PF
PM
NOTE:
Turn the remaining center tank fuel pump switch OFF without delay when the Master Caution and FUEL
system annunciator illuminate.
TRAINING MANUAL
Page 18
BOEING
B737 600-900ER
APPROACH PROCEDURE
Event
PF
Passing FL100
PM
"Thousand To Go"
Select FASTEN BELTS - ON
and make a PA:
"Cabin Crew, Prepare
the Cabin for Landing"
Call "Flight Level One
Hundred"
(If QNH is set call should be
referenced to altitude)
Select:
Fixed Landing Lights ON
Turn off Lights - ON
Logo Light - ON (night only)
NOTE:
1
When in level flight and cleared from a Flight Level to an altitude, ensure that QNH is set and
altimeters are cross-checked prior to initiating the descent.
Exceptionally, if ATC request a report on passing a specified flight level, the setting of QNH may
be delayed until that level has been passed but QNH must be set by the Transition Level.
TRAINING MANUAL
Page 19
BOEING
B737 600-900ER
STABLE APPROACH
It should be clearly understood that an unstable approach is more likely to result in a hazardous landing
with the resultant high risk of an accident. The majority of unstable approaches result from a lack of
appreciation of the aircraft energy level at an early part of the approach and the resultant failure to slow
the aircraft in a controlled manner.
At initial approach speed the landing gear is the most effective form of air-brake. Speedbrake can be
extended with gear and Flap 10. Obviously the Speedbrake can be extended as well in the clean
configuration but the maximum allowed Flap setting is 10. Develop your mental 'gates' for speed and
configuration targets. The PF and the PM are to monitor the descent profile versus the track miles to run
throughout the descent. The priority must always be to avoid a rushed approach.
The following descent gates should normally be used:
35 nm 10000 feet 250kts
20 nm 6000 feet 210kts
10 nm 3000 feet 180kts
Occasionally ATC may request 180kts until 4dme. Crew should be aware that in most circumstances, this
will result in the aircraft not being able to meet the stable criteria by 1000ft. Crews should not normally
accept anything faster than 180kts until 6dme or 160 until 4dme to ensure that a stable approach is
achieved.
The criteria for a stabilised approach are:
The landing gear must be down by 1500ft above Touch Down Zone Elevation (TDZE). Transient
fluctuations caused by atmospheric conditions are acceptable if corrected in a timely manner.
Rate of descent limit may be increased by 150fpm per 0.5 degree that the published approach path
exceeds 3 degrees.
All approaches must be stable by 1000ft above TDZE (Barometric Altimeter), with the exception of
circling approaches as follows:
For circling approaches only, a maximum 15 bank angle at 400ft within +/- 30 final.
If the Commander is in any doubt as to whether a stabilised approach can be achieved, he should review
the need for a go-around at an early stage. If a stabilised approach cannot be achieved, he must ensure
that a go-around is carried out.
If the aircraft is not in the landing configuration by 1000ft above TDZE a go around must be initiated.
If the parameters of a stabilised approach are not achieved at 500 feet and maintained until landing a goround must be initiated.
TRAINING MANUAL
Page 20
BOEING
B737 600-900ER
The following calls are to be made:
PF
Stable
Not Stable
Go around, Flap 15
Stable
Unstable
PM
Check
Go Around, Flap 15 (Flap 1
single engine)
NOTE:
1
"1000" must be called by the PM if the auto callout does not occur.
LANDING PROCEDURE
Event
As required
Established on approach
No later than 1500ft aal
PF
Call for flap extension in
accordance with the flap
extension schedule
PM
Position flap lever as directed
and monitor flap extension
NOTE:
1
A silent check of the MAA should be made at the approach fix for all approaches.
2
If the flight directors have been switched off during the approach they should be re-selected to ON
after the aircraft has descended below the Missed Approach Altitude. This keeps the command
bars out of view if the approach is continued visually, but allows full functionality of the Flight
Director system if a go-around is executed.
TRAINING MANUAL
Page 21
BOEING
B737 600-900ER
3
Dual autopilot engagement is only approved when an automatic landing is planned. Engagement
of the second autopilot in order to facilitate an auto go around from a single channel approach is
not approved.
PF
PM
"Check"
Set RWY HDG
"Check"
Set Go Around altitude
"Crosschecked"
Stable" or "Not stable Go
around Flap 15"
"Check"
"Localiser alive"
Localiser Captured
"Glideslope alive"
Glideslope captured
OM__ft
Check or Go-Around, Flap 15
as appropriate
"Approaching Minimums"
Respond "Continue" or
"Go-Around" as appropriate
"Minimums"
Approaching minimums"
autocallout
At DH Minimums
autocallout
PF
Checks FLARE ARMED
annunciation and respond
"Stable, Flare Armed"
or "Not Stable, Go- Around"
"Check"
Respond "Continue" or
"Go-Around" as appropriate
PM
Checks FLARE ARMED is
annunciated and calls
"Check" or "Go-Around,
Flap 15" as appropriate
TRAINING MANUAL
Page 22
BOEING
B737 600-900ER
Circling Approach
Event
100 ft above MDA
At MDA
Passing 500 ft RA
PF
"Check"
Call "Maintain" or "Go-Around"
as appropriate
Stable" or "Not stable Go
around, Flap 15"
PM
"Approaching Minimums"
"Minimums"
Check or Go-Around, Flap 15
as appropriate
NOTE:
1
At 100ft above DA/DH: If the autopilot is engaged, the PF should look for external visual
reference; in manual flight he should remain on instruments until DA/DH, and the PM should look
for external visual reference. If the PM acquires visual reference he should state what is seen
relative to the aircraft, e.g. "Approach lights visual at 11 o'clock".
Some standard calls are made by an automated voice. The PF must make the appropriate
response to an automated call. When an automated call is anticipated, but does not occur, the PM
must make the call.
The PM will immediately call "No Flare" or "No Retard" as applicable if either of these situations
should occur. These calls would require the PF to confirm the subsequent action.
On a visual approach or when the PF calls "Visual" on an instrument approach; the only call that
the PF is required to respond to is "Five Hundred".
TRAINING MANUAL
Page 23
BOEING
B737 600-900ER
PF
Push TOGA switch Call
"Go-around, Flap 15"
Rotate to go around attitude
Verify that the thrust increases
Above 400ft RA
PM
Position flap lever to 15 and
monitor flap retraction
Verify that the thrust is sufficient
for the go-around or adjust as
needed
Call "Positive Rate"
Select Gear Up
Verify that the missed approach
altitude is set
Verify autopilot engaged
NOTE:
1
If ALT ACQUIRE occurs during acceleration the MCP speed will require selection. The PF should
call "Flap Up speed".
The PF may decide to retract flaps to an intermediate position for better manoeuvrability.
TRAINING MANUAL
Page 24
BOEING
B737 600-900ER
PF
PM
NOTE:
1
Below 60kts when conditions are suitable the Captain may disarm the autobrake by stowing the
speedbrake lever. When PF, the First Officer may also request this action below 60kts by calling:
"Stow speedbrake".
When First Officer is the PF he should keep the aircraft on the centreline, braking as required for
the required runway exit point or until the Captain takes control. The Captain should plan to take
control, at normal taxi speed with reverse thrust cancelled, as the aircraft approaches the runway
turnoff.
TRAINING MANUAL
Page 25
BOEING
B737 600-900ER
PF / Captain
Select LANDING, TAXI and
RUNWAY TURNOFF light
switches as needed.
(Note 1)
PM / First Officer
Note time
Start the APU
NOTE:
1
This is a variant to the normal Boeing procedure. Normally all light switches are handled by the
PM.
TRAINING MANUAL
Page 26
BOEING
B737 600-900ER
SHUTDOWN PROCEDURE
Event
Captain
Taxi complete
First Officer
Select electrical power as needed
(APU or GRD POWER)
If towing is not needed:
FASTEN BELTS switch OFF
Fuel pump switches OFF (Note1)
CAB/UTIL or GALLEY power
switch as needed
WING ANTI-ICE switch OFF;
ENGINE ANTI-ICE switches OFF
ELECTRIC HYDRAULIC PUMP
switches OFF (Note 2)
Air conditioning PACK switches
as needed
ISOLATION VALVE switch OPEN;
Engine BLEED air switches ON
APU BLEED air switch ON
Anti collision light (N2 below 20%)
OFF
Exterior lights switches as needed
FLIGHT DIRECTOR switches OFF
NOTE:
1
If APU is running, leave at least the left forward main pump ON.
The B system electric hydraulic pump may be left ON if required in windy conditions.
If it is necessary to release the parking brake for brake cooling, the crew must first request that
the aircraft is securely chocked at the nose wheel and main wheels.
TRAINING MANUAL
Page 27
BOEING
B737 600-900ER
SECURE PROCEDURE
Event
Captain
First Officer
NOTE:
1
Aircraft must not be left with APU running unless attended by a qualified pilot or engineer
GENERAL PROCEDURES
MANUAL FLIGHT
The autothrottle will not normally be used during manual flight except for takeoff, climb and go-around.
The PM will normally make MCP selections on the instructions of the PF, except for heading and altitude
changes from ATC clearances and speed selections associated with flap position changes, which should
be made by the PM without specific directions.
AUTOMATIC FLIGHT
The autopilot will normally cope well with most non-normal configurations, including flight on one engine,
provided it is properly trimmed out.
Selection of the autopilot is by PF, who will announce the engagement of the appropriate autopilot by
stating, "Autopilot A/B to Command".
The PF will normally make MCP selections and both pilots will monitor the FMA to ensure that the
selected mode is correctly annunciated.
It is normal practise that if the autopilot is engaged then the autothrottle should also be engaged, except
in the case of flight on one engine.
If the autothrottle is unserviceable and the autopilot is engaged, special care must be taken to avoid low
speed situations.
TRAINING MANUAL
Page 28
BOEING
B737 600-900ER
REVERSE THRUST
The standard thrust setting for landing is second detent reverse. However up to maximum reverse may
be used if conditions or circumstances require it.
NAVIGATION AIDS
Prior to departure both pilots should identify those navigation aids that are receivable on the ground.Use
of the Auto-ident facility, will suffice.
In flight the PM will normally select the navigation aids under the direction of the PF. All navigation aid
selections will be communicated to the other crewmember so that both pilots are aware of the navigation
aids selected and in use.
Prior to commencing an approach those navigation aids required for the approach should be identified by
both pilots.
With the exception of PRNAV procedures; all departures, arrivals and approaches must be monitored in
raw data below MSA, irrespective of the AFDS mode use to fly the procedure.
FLAPS
GENERAL
The PF will call for the required flap setting according to the flap speed schedule and the PM will check
that the speed is correct for the required selection, positioning the flap lever as directed and monitor flap
and slat movement.
TRAINING MANUAL
Page 29
BOEING
B737 600-900ER
FLAP RETRACTION
Flaps should not be retracted from 1 to UP during tight departure turns with anti-ice on, to avoid possible
nuisance stick shaker activation.
Following flap retraction, the speed should not be increased above clean speed until the PM has called
"flaps up, no lights".
FLAP EXTENSION
When the flap lever is moved, the flap gauge will be monitored for flap movement. The MCP speed
should be set to the manoeuvring speed for the selected flap.
During automatic flight, the PF will monitor that the required flap selection has been made and select the
required speed. During manual flight, the PF will monitor that the required flap selection has been made
by PM and the PM (without further direction from the PF) will select the required speed. Further flap
extension should not be made until within 10kts of the current flap manoeuvre speed. Using flap as
Speedbrakes is ineffective, puts large stresses on the flap tracks and should be avoided.
When approach procedures or ATC require a speed other than a flap manoeuvring speed, the nearest
flap below the requested speed should be used .The speed should be selected on the MCP and
announced as a numerical value by the pilot making the selection, e.g. "speed 160". On selection of the
landing flap, setting the final value of the MCP speed setting will be announced as a numerical value by
the pilot making the selection, taking account of the reported wind conditions.
PF
PM
Taxi
Take-off
Climb
Cruise
Descent & Approach
Landing
Go-around
Take-off
Take-off
Climb
Progress
Descent
App Ref
Climb
Legs
Legs
Legs
Legs
Legs
Legs
Legs
TRAINING MANUAL
Page 30
BOEING
B737 600-900ER
SPEED BRAKES
The PF must keep his hand on the speedbrake lever when they are in use, with the exception of other
vital actions for brief periods only, such as operation of the MCP panel. For the final approach, the speed
brakes will be armed by the Captain when the landing gear is selected down. Ideally the speed brakes
are not used in conjunction with flaps, and they must not be used with the flaps beyond "10".
The PF will announce speed brakes selection immediately prior to selection by calling "Speedbrake".
TRAINING MANUAL
Page 31
BOEING
B737 600-900ER
Cabin Crew
Flight Deck
Following passenger
boarding and on
completion of the head count.
Captain acknowledges
report, confirms "Close
Doors"
Following emergency
demonstration and cabin
secure check
On completion of the
cabin secure checks prior
to take-off the Purser
should inform the First
Officer that the cabin is
secure for take-off by using the
interphone system. The Purser
will use the words "Cabin
Secure for Take-Off".
Purser will initiate cabin
service
Following cabin
secure check
On completion of the
Cabin Secure checks
prior to landing, the
Purser will communicate
with the PM by using the
service interphone and
confirm that the cabin is
secure. The Purser will
use the words "Cabin
secure for landing"
TRAINING MANUAL
Page 32
BOEING
B737 600-900ER
BRIEFINGS GENERAL
PILOT IN-FLIGHT BRIEFINGS
Briefings are summaries and although they need to cover a minimum number of topics they should be as
concise and relevant as possible. They should also be structured and follow a logical format. The
checklists in the following section detail the items that should be covered in each briefing.
Crews should conduct all briefings in an interactive style to increase the participation and check the
understanding of the PM.
Under certain circumstances a reduced "Standard Brief" may be considered to be more appropriate than
the "Normal Full Brief" as described in this section. The Commander may indicate that a "Standard Brief"
would be considered appropriate for that particular occasion. A Standard Brief should include a quick
cross check of all navigational aids, courses, associated mimima and performance considerations.
Examples of when a Standard Brief would be appropriate are when the weather conditions are
favourable and a crew have already operated into that particular airfield on that day, or when the weather
conditions are favourable and the crew are operating from or into their home base, other than the first
sector of the day. The following section detail the items that should be considered for inclusion in each
briefing.
TRAINING MANUAL
Page 33
BOEING
B737 600-900ER
DEPARTURE
When the PF is ready to brief the departure, after the initial check of clocks, taxi out, emergencies etc,
he/she should, as usual, commence with a cross-check of the relevant charts and dates, followed by
general items such as Transition Altitude, MSAs, Notes, Noise Abatement Procedure etc. The PF should
then brief the PM by reading the programmed route from the CDU without recourse to his paper
Jeppesen chart thus ensuring that any errors in the FMC are detected by the PM who must be extremely
critical of even the smallest anomaly. The suggested way to brief is:
PF sets his ND to PLAN on the EFIS control panel and CDU to RTE page 2.
Confirm the SID programmed is correct.
Change the CDU to RTE LEGS page 1, read the track and distance to the first waypoint, name it,
together with any BOLD FONT speed and/or altitude constraints. Note whether the waypoint is a flyover or fly-by by looking at the magenta route on the ND (this can only be achieved after entry of the
ZFW).
Use the STEP function to move the map centre label <CTR> to the next waypoint and again read the
track, distance, name etc and continue for each waypoint until the end of the SID has been reached.
Now review the Nav Aid set-up to support the departure, if required and to cater for FMC failure or
Special Engine Out Procedure.
It is most likely that great circle tracks may differ by the odd degree here or there between the FMC and
the Jeppesen chart and also that distances may be slightly different as turns will have been created
rather than straight lines between waypoints as depicted on the charts or in the FMC prior to ZFW entry.
Any gross errors should be investigated.
Be extremely critical of FL versus Altitude constraints and change the PERF INIT Transition Altitude or
DESC FORECASTS Transition Level accordingly to ensure the FMC agrees with the chart.
ARRIVAL
The PF will identify the STAR and Approach Procedure charts then, as for the departure, the PF will
cross-check dates, and then cover MSAs, MFAs, Notes, Clearance Limit etc. The PF will then brief the
lateral and vertical profile from the CDU without recourse to the paper chart while the PM cross-checks
against the paper chart. Once again, the suggested format is:
The PF sets his ND to PLAN and CDU to RTE page 2 to confirm the programmed arrival, approach and
runway in use. The PM retains MAP to monitor the actual aircraft position.
The PF selects RTE LEGS and covers the vertical and horizontal profile in the same manner as for
departure, using the STEP key to scroll through each waypoint highlighting track, distance, BOLD
FONT altitude and/or speed constraints and any fly-over waypoints.
Stop at the Clearance Limit and review the nav-aids for the hold if applicable.
TRAINING MANUAL
Page 34
BOEING
B737 600-900ER
TRAINING MANUAL
Page 35
BOEING
B737 600-900ER
BRIEFING - TAKE-OFF
Flaps, Runway and Thrust
Runway surface conditions and crosswind
Anti-ice and any other non-standard configuration requirements
Airport restrictions and obstructions
Standard instrument departure, routing and altitude restrictions
Intended method of navigation e.g. LNAV, HDG SEL
Radio aid selection and course selector settings
MSA and terrain clearance
Expected Taxi Route
Example:
This will be a right seat takeoff Runway 26L Flaps 5, Bleeds on, Anti-ice off, Wet/Dry figures.
Before 80kts we will stop for any failure. Above 80 kts only for: Any fire, engine malfunction, anything that
rends the aircraft unsafe to fly and the predictive windshear warning.
If you call stop; I expect you to: Close the thrust levers simultaneously disengage the autothrottle,
manually raise the speedbrake lever and apply maximum reverse thrust. I will monitor your actions and
call speedbrake up or not up, monitor the autobrake system and call autobrake disarm if the light should
illuminate, call 60kts, inform ATC and select flaps 40. When the aircraft comes to a stop you will close the
reversers, stow the speedbrake and set the parking brake.
If nothing happens up to V1 there will be no actions below 400 AGL, except to raise the landing gear
with a positive rate of climb and cancel the fire warning . At 400 AGL, and when the aircraft is under
control, I will call HDG select, identify. You will then complete the recall items if any. At acceleration
altitude, I will call FLAPS UP SPEED and retract the flaps on schedule. When the flaps are up, select
LVL CHG and MCT and climb to MSA.
EMERGENCY BRIEFING
In addition to the items listed above, a full emergency briefing will be conducted prior to the crew's first
sector of the day comprising the following items:
RTO procedure
The actions following an engine malfunction at or after V1
Special Procedures
Intentions for returning to land, including the nomination of a take-off alternate within one hour single
engine flying time (315 nm in still air) when the departure airport is below landing limits:
The term "standard emergency brief" may be substituted for subsequent sectors but Special Procedures
and intentions for returning to land should still be noted for each departure.
TRAINING MANUAL
Page 36
BOEING
B737 600-900ER
800ft RAD
80 kts
PM
80 kts
PF
Verify IAS
PF
Check
Positive Rate
PM
Positive rate
PF
gear Up
N1
V1 / Rotate
PM
V1
PM
Rotate
LNAV
MCP/SPD
CMD
ARM
LNAV
MCP/SPD
CMD
TRH/HLD
N1
LNAV
LNAV
TO/GA
TO/GA
FD
FD
Page 37
OM
PM "OM _ft"
PF checked
GS captured
PM GS captured
PF Set GA ALT
PF Gear down, Flaps 15
GS alive
PM GS alive
LOC captured
PM LOC captured
PF Set RWY HDG
1000 ft AGL
PF Stabilized or Not stable Go-Around
PM Checked
500 ft AGL
PM 500
PF checked
MCP SPD
VOR LOC
Established on approach
PF Flaps 30
PF Landing checklist
ALT HLD
GS
Minimums
PM minimums
PF continue or Go-around
SINGLE CH
MCP SPD
HDG SEL
VOR LOC
CMD
ALT HLD
GS
MCP SPD
VOR LOC
GS
SINGLE CH
Page 38
VNAV APPROACH
Intercept HDG
LNAV or other roll
mode
AT FAF
PF Flaps 30/40
PF Landing checklist
Monitor VNAV
Latest 2.0 nm from FAF
PF gear down flaps 15
PF Arm Speedbrakes
PF Select or Verify VNAV PTH
At 500 ft AGL
PM 500 ft
PF checked
MCP SPD
HDG SEL
LNAV
CMD
ALT HLD
FMC SPD
Or
LNAV
CMD
FMC SPD
LNAV
VNAV PTH
VNAV PTH
CMD
Page 39
Abeam threshold:
time 3secs/100ft
AAL
+/- wind correction
Timing expired,
turn downwind
Latest 2 nm to FAF
PF gear down flaps15
Single engine
PF Flaps 10 (gear up)
Start turn min of 0.5 nm
from threshold; turn 45
deg. left/right time app. 45
sec from start of turn
MDA -50 ft
Disengage AP
PF manual THR, AP off
PF recycle FDs
ALT HLD
PF Set GA ALT
45
MCP SPD
HDG SEL
ALT HLD
VS
At MDA
PM minimums
PF maintain
FMC SPD
LNAV
VNAV PTH
CMD
OR
CMD
FMC SPD
LNAV
VS
CMD
OR
MCP SPD
Page 40
VOR LOC
CMD
VS
VISUAL CIRCUIT
Entering downwind
Flaps 5
1500 ft
2 nm
Page 41
N1
LNAV
MCP SPD
CMD
OR
N1
HDG SEL
MCP SPD
CMD
Decision to go-around
press either TOGA switch
PF go around, Flaps 15
PM positive rate
PF Gear up
GA
TO GA
FD
Page 42
Intercept HDG
LNAV or other roll mode
Latest 2.0 nm from FAF
PF gear down flaps 15
PF Arm Speedbrakes
PF Select or Verify VS armed
MCP SPD
VOR LOC
ALT HLD
VS
During descent:
PF adjust V/S to stay on profile
PM advise altitude versus distance
PF sets G/A ALT
(See Notes 3 and 4)
At 500 ft AGL
PM 500 ft
PF checked
MCP SPD
VOR LOC
VS
CMD
CMD
Or
Or
FMC SPD
LNAV
CMD
ALT HLD
VS
MCP SPD
LNAV
CMD
VS
Page 43
NOTES
Page 44
TRAINING MANUAL
Page 45
BOEING
B737 600-900ER
RAPID DE-PRESSURISATION
In the case of a rapid de-pressurisation, both pilots will immediately don their oxygen masks and
the Captain shall become the PF.
The Captain as PF will then call for the recall actions and the F/O will attempt to regain control of
the cabin pressure.
TRAINING MANUAL
Page 46
BOEING
B737 600-900ER
The PF will initially maintain the previous cruise IAS while descending. The PM will perform the
recall actions in a positive manner taking advantage of any remaining N2 rotation.
If a cabin altitude warning should occur both pilots must immediately don their oxygen masks
and then continue the Loss of Thrust on Both Engines non-normal checklist.
REJECTED TAKE-OFF
The Captain will decide whether to reject the take-off, or continue. He will announce his intention
by using the word STOP or "CONTINUE" as appropriate.
During the deceleration, the Right Seat Pilot will automatically select flaps 40. The Right Seat
Pilot verifies SPEED BRAKE LEVER UP and calls out SPEED BRAKES UP. If SPEED
BRAKE LEVER is not UP, the Right Seat Pilot calls SPEED BRAKES NOT UP.
If rejecting due to fire/smoke, consider positioning the aircraft so the fire/smoke is on the
downwind side.
When the RTO is complete, the Captain will decide upon the further course of action and call for
any further actions that may be required.
VOLCANIC ASH
The possible presence of volcanic ash may be contained in the NOTAM briefing. The actual
presence of volcanic ash may be recognised by smell and possibly erratic engine indications,
which in serious cases may result in a flameout.
In the event that volcanic ash is encountered, the best course of action to exit the ash cloud is
usually to turn 180 degrees and descend (reducing thrust helps to increase the stall margin
within the engine). Pilots should be aware that if an engine flameout occurs in these
circumstances, several attempts may be necessary to restart the engine.
The Commander may consider not starting the APU until the aircraft has left the cloud of
volcanic ash. An encounter with volcanic ash may turn the windscreens opaque, in which case
an autoland would be very desirable.
TRAINING MANUAL
Page 47
BOEING
B737 600-900ER
TRAINING MANUAL
Page 48
BOEING
B737 600-900ER
DECLARING AN EMERGENCY
The Captain will initiate the declaration of an emergency. Having decided to make an
emergency call, the decision whether to declare a state of urgency (PAN PAN) or distress
(MAYDAY) is also with the Captain. As a general guide, if the successful outcome of the
situation is in jeopardy then a distress call would be appropriate. For other situations an urgency
call would suffice as this should ensure priority over other traffic and that airport emergency
services are on standby; a distress call should also place emergency services from the
Surrounding area on standby.
PASSENGER EVACUATION
If a decision to evacuate is made by the Commander, QRH check list will be initiated and carry
out by each crew in their respective area of responsibility. The Left hand seat pilot is responsible
for the Parking Brake, Speedbrake Lever, Start Levers and to advise the cabin to evacuate while
the right hand seat pilot is reading the Evacuation Checklist and handling all other items.
TRAINING MANUAL
Page 49
BOEING
B737 600-900ER
Public Address
"Purser to the Interphone"
"Purser to the Flight Deck"
"Attention. Crew at station."
"Cabin Crew and passengers be seated
immediately"
"Cabin Crew Normal Operations"
TRAINING MANUAL
BOEING
B737 600-900ER
Page 50
GO-AROUND
All Go-arounds must be carried out promptly to ensure minimum loss of height. This is
particularly important whenever:
the required visual reference for landing has not been achieved or,
the Go-around is carried out from the DA/H or below 200ft AAL, whichever
is higher.
Following a ground proximity warning at night or if it is believed to be
runway which is performance limiting in the prevailing conditions, the a Go around must be
carried out.
If, in marginal weather conditions, two Go-arounds have been carried out at an airport,
consideration should be given to diverting or holding until an improvement in the weather occurs.
The decision to attempt a third approach immediately should not normally be made unless a
significant improvement in the weather has been reported or observed from the flight deck. The
options of diverting or holding will be affected by fuel considerations and by forecast weather
conditions at the destination and at the alternate. Commanders should make use of the P.A at
appropriate times to give reassurance to passengers.
TRAINING MANUAL
Page 51
BOEING
B737 600-900ER
WINDSHEAR GO-AROUND
On aircraft fitted with aural windshear warning systems, if a GPWS Windshear warning is
received, a windshear Go-around must be carried out. Exceptionally, in conditions of extreme
turbulence associated with strong winds and not Cb or frontal activity, a warning may be treated
as advisory provided that this warning has been anticipated, briefed for in the approach briefing
and an appropriate allowance made. In the event of a Go-around the call windshear Goaround will be used to indicate to the other crew member that a positive rate of climb would be
maintained at the expense of airspeed, even to the point of stick shake. If a subsequent
approach is thought prudent, then conditions should be carefully evaluated and appropriate
compensation made, e.g. higher airspeed, in accordance with operating procedures. If, on the
subsequent approach, another warning is received and believed to be genuine, then a Goaround should be made and diversion considered.
NON-NORMAL FLAP
If a non-normal flap problem has been encountered, crews should avoid moving the flaps until
after the QRH has been actioned to reduce the risk of subsequent damage or failure. Crews
should also avoid raising the flaps after landing when taxiing to the apron to allow the engineers
to inspect the problem.
situations.
They are designed to be used as a training aid for new pilots and as a point of reference for
they are used in conjunction with the appropriate procedures contained in the Boeing FCOM
and QRH.
The written procedures mentioned above will be the authoritative source in the event of any
Note 1: The PM will call Engine Malfunction when first observed without identifying the engine or the nature of the failure.
Note 2: If a special procedure (emergency turn) is specified, follow as published. If a turn is required at a speed below V2 +
15kts, the PF will call Bank angle 15, Hdg N
Note 3: No action, other than monitoring until a minimum of 400 RA. Above 400 RA, and when crew workload permits,
PF asks the PM to Identify. The PM then states the failure indications. Crew agree failure and course of action. At the
direction of the PF, both crew members systematically and without delay accomplish all recall items. Note: If recall items
are required, PF initiates them by disconnecting Auto throttle and closing Thrust Lever - monitored/confirmed by PM,
remaining recall items by PM, monitored/confirmed by PF.
At Flaps retraction alt.
PF Flap Up Speed
Note 2
Accelerating
PF Flaps one
PF Flaps up
Positive
rate of climb
PM Positive rate
PF Gear up
EVENT
Engine
Malfunction!
(Note 1)
At VR rotate at
2.0-2,5 deg/sec
to Take Off
pitch attitude
(12,5)
At 400 ft AGL
PF HDG SEL, identify
PM identifies the malfunction
HDG SEL
MCP SPD
CMD
HDG SEL
TOGA
FD
N1
TOGA
FD
Page 52
PM / First Officer
PF / Captain
PM / First Officer
Note 1 Use Flight Interphone - (SPKR switch ON, ACP MASK-BOOM switch to MASK).
Headsets may also be used
Note 2 Although a PA may be required, be aware of the audio quality and effect on
the pax when making a PA with an oxygen mask on
Note 3 This procedure assumes both Captain and F/O are on the flight deck. If only
one crew member is present, the full procedure can be accomplished from
either left or right hand seat, but controlling the pressurisation from the left is
difficult
Note 4 If a slow depressurisation occurs and the cabin altitude is expected to reach 10000 feet either pilot should call out
Cabin altitude Warning, take action. If the cabin altitude warning sounds this call out can be omitted.
Page 53
EMERGENCY DESCENT
PF/ Captain
PF/ Captain
Select LVL CHG
THRUST LEVERS???? CLOSE
SPEED BRAKE.?FLIGHT DETENT
MCP speed selector??MMO/VMO
(Note 3)
Adjust HDG if required
Set MCP altitude window to 10,000ft
or MSA if higher
Call for QRH checklist
PF/ Captain
At 2000ft to level - reduce speed
At 1000ft to level - lower SPEED
BRAKE lever
Note 1: The Cockpit4u preferred method is to keep the
A/P & AT engaged
PF/ Captain
Page 54
PF
Re-engage A/P if
applicable, ensure
Rudder
in Trim
PM
Advise ATC (Mayday/
PAN Call) Descending
FMC/CDU Action
PF
1. Disengage Autothrottle
PM
FMC/CDU ACTIONS
At the direction of the PF, both crew members systematically and without
delay accomplish all recall items
DEVELOP A PLAN
Terrain
Driftdown
(required
by MSA)
If appropriate,
accelerate to
normal
descent
(Idle Thrust)
If required,
accelerate to
long-range
cruise
(1 Eng Out)
Page 55
GS captured
PM GS captured
PF Set GA ALT
PF Gear down, Flaps 15, One
Engine Inoperative landing
checklist
GS alive
PM GS alive
OM
PM "OM _ft"
PF checked
1000 ft AGL
PF Stabilized or Not stable Go-Around
PM Checked
500 ft AGL
PM 500
PF checked
LOC captured
PM LOC captured
PF Set RWY HDG
Minimums
PM minimums
PF continue or Go-around
VOR LOC
ALT HLD
GS
SINGLE CH
VOR LOC
GS
SINGLE CH
HDG SEL
VOR LOC
CMD
ALT HLD
GS
Page 56
Intercept HDG
LNAV or other roll mode
During descent:
PF adjust V/S to stay on profile
PM advise altitude versus
distance PF sets G/A ALT
(See Notes 3 and 4)
At 500 ft AGL
PM 500 ft
PF checked
VOR LOC
ALT HLD
VS
VOR LOC
VS
CMD
CMD
Or
LNAV
ALT HLD
VS
Or
LNAV
VS
CMD
CMD
Page 57
Note: Minimums equals MDA +50ft. Pilots should fly a nominal 3 degree glidepath, and not plan to fly level at MDA. If no visual contact at MDA, a
Go Around should be initiated immediately
AT FAF
PF Gear down Flaps 15, one
engine inoperative
landing checklist
PM one engine inop. Landing
checklist completed
Intercept HDG
LNAV or other roll mode
HDG SEL
LNAV
ALT HLD
CMD
LNAV
VNAV PTH
Or
LNAV
VNAV PTH
CMD
CMD
Page 58
LNAV
Note 3: At Clean Speed and Flaps up, select LVL CHG, set MCT, engage A/P and complete After Take-Off Checklist.
TOGA
Note 4: LNAV only used if NAV route in FMC & cross-checked. Raw data must be monitored. Caution LNAV may
exceed 15deg Bank
FD
OR
HDG SEL
Note 5: When the After T/O Checklist is completed, open the cross-feed and balance fuel (if applicable)
TOGA
FD
Decision to go-around
press either TOGA switch
PF go around, Flaps 1
PM positive rate
PF Gear up
TO GA
FD
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Note 1: If rejecting due to fire/smoke, consider positioning the aircraft so the fire/smoke is on the downwind side.
Note 2: If an evacuation is a possible outcome; announce Attention crew! At stations.
Note 3: Captain should take in to account all available information before deciding whether to evacuate. If evacuation is not
required; announce Cabin Crew, Normal Operations on the PA.
Note 4: Evacuation checklist is actioned as a Read and Do checklist.
CAPT
F/O
CAPT
CAPT
Take control
(if applicable)
Monitor Captains
Actions
(Note 1)
Captain decides on
next action (Note 3)
- Call Speedbrakes up
- Call any deficiency,
- Call 60Kts
- Advise ATC:
C4U___, Stopping
- Select Flaps 40
If decision is to
evacuate aircraft;
announce:
Evacuation
Checklist
(Note 4)
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