737 Pilot Gouge

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This gouge is a compilation of information that is NOT endorsed nor authorized by CAL or the FAA. The material may be out of date or incorrect. If there is any discrepancy, the Flight Manual and Flight Operations Manual ALWAYS take precedence over any information here. The gouge is free as a service to my fellow Continental 737 pilots! You can find the latest at: www.brucesprague.com/qrc This gouge is an updated continuation of Bruce Spragues (now retired) classic QRC. Please email any comments, questions, or inputs to: gleisner@satx.rr.com I also recommend Bill Bulfers excellent 737 Cockpit Companion (and other guides). These are available at: http://www.cockpitcompanion.com Safe flight and soft landings, Doug Gleisner, FO 737 IAH

PREFLIGHT
FLIGHT KIT CONTENTS (FOM Sec 1.30.1)
CA: JEPPS Airway Manuals, Flight Operations Manual (FOM), Flashlight FO: JEPPS Man, FM Ch. 1-5, Pilot Wt Manifest Wrksht, ATIS Form(s), Flashlight IRO: JEPPS Manuals, Pilot Weight Manifest Worksheet, ATIS Form, Flashlight

ALTERNATES (See FOM Quick Reference Guide) FUEL REQUIREMENTS (See FOM Quick Reference Guide) CHECKS / INSPECTIONS (FM Ch. 3) F A V O
1st flight of the day checks (3-75): O 2 mask (and after crew change), Fire tests, ACARS GMT, Cockpit Voice Recorder

DEPARTURE PLANNING (FM Sec 5-3)

Full thrust takeoff is authorized with reduced thrust V speeds Accuload: Request new Accuload if pax count exceeds variance. Assumed temp, speeds & trim are valid if passenger count is within variance. Variance is valid for GTOW 2220lbs (-500) / 1665lbs (-7/-8/-9) above actual speeds on line 7. Correct ZFW (summer = 190; winter = 195) and compare to MGTOW. Automated Runway Analysis Data (FM 5-22 / FOM 8.20.19) - Always shows data with bleeds off; For bleeds on, you must add the weight penalty! 500 / -700 = 4000#; -800 / -900ER = 5100#; -900 = 5000# - For assumed temp, enter with actual GTOW (add weight penalty for bleeds on)

REDUCED POWER / IMPROVED CLIMB (FM 3-150)

N/A if: anti-skid inoperative, rwy contaminated, anti-ice on, windshear, improved climb, wet rwy, ALTN EEC mode, PMC or FMC inoperative, or tailwind > 10kts When using assumed temp, throttles are set to reduced power - The bugs will always show maximum power Improved Climb Takeoff (FM 3-151): takeoff speeds are increased and set - NOT authorized with contaminated runway, anti-skid inop or red. thrust

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TAKEOFF V SPEEDS (FM 5-4)

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For rwy chg (original) Accuload V speeds are valid for new rwy ONLY if: - Same flap setting is used, AND - V speeds are not based on improved climb, AND - Rwy analysis for new rwy perf limited weight > GTOW line 7, AND - Line 9 RMKS has no non-normals (i.e. PMC inop, wet rwy, etc.), AND - Rwy analysis assumed temp (from line 7 GTOW) line 9 assumed temp If ALL the above conditions cannot be met, new V speeds must be obtained from Load Planning, the Flt. Manual or the QRH prior to takeoff. If original Accuload is based on assumed temp greater than 53C a new Accuload must be obtained for the new rwy, OR weights and speeds must be recalculated based on using full power or an assumed temp within limits of runway analysis.

PUSHBACK / TOW OUT

ENGINE START (FM 3-101)
High Altitude starts: allow eng to motor to 31% N2 prior to moving start lever - High Alt (FM 2.7-35) = 7000 ft (-500) and 8400 ft (-700 / -800 / -900) Starter duty cycle: 2 mins on, 20 seconds off, 2 mins on, 3 mins off Do not engage starter if N2 above 20% Start Malfunctions: hot / hung / no start - refer to QRH; FIRE = QRH back (inside) cover - Before start lever to Idle: start switch OFF - After start lever to idle but before starter cutout: start lever - cutoff, motor for 60 secs after starter cutout: cutoff, when N2 < 20%, motor for 60 secs

TAXI
Ready to taxi = flash taxi light once (FOM 3.30.28) Engine warm-up = 2 mins if flown within 5 hrs; otherwise 5 mins 45% N1 = max power

EQUIPMENT MALFUNCTION AFTER BLOCK OUT

MEL: Minimum Equipment List - P code = performance penalty - M code = Maintenance procedure; crew may position CBs or switches - O code = Operation procedure CDL: Configuration Deviation List - Addl lims with sec. airframe and eng. parts missing; penalties are cumulative

TAKEOFF
LOW VIS TAKEOFFS and T/O ALTERNATE (see FOM QRG) TAKEOFF (FM 3-133)
Max TW = 10 kts (conditionally 15 kts); recommended max CW = 33 kts Increase tail clnc in strong XW by increasing V ROT IAW windshear procs (3-367) Delay turns to 400 AGL (50 min for obstruction, noise or adverse conditions)

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WINDSHEAR (FM 3-364) Rule #1: AVOID IT!

Enhancements / Reactive = windshear on Ground Proximity test Predictive = windshear ahead on radar test T/O: delay 30 mins (>15kts & increasing); delay 15 mins (<15kts & decreasing) use longest rwy, flaps 5, full power, FDs on, increase VR (see 3-335) up to 20 kts Recovery < 1000 AGL: [Flt path deviation guidelines from target: 15 kts; 500 VVI; 5 degrees pitch; 1 dot on GS; unusual throttle position] MAX POWER, STOW SPEEDBRAKE, disconnect A/P and A/T, TOGA, 15 pitch then follow Flt Director pitch; no trim, no configuration changes; PM call radar altitude and Sink Rate; respect stick shaker and buffet Windshear ends when the tailwind component stops increasing Windshear Gouge - Windshear Ahead (alerts) = avoid, go-around (trim and clean up) - IN windshear = Perform Recovery

REJECTED TAKEOFF (RTO) (FM 2.0-19)

Below 100 kts (fire, smoke, equip. failures, config, windshear, etc) After 100 kts only for Power Loss OR Unsafe for Flight Capt calls CONTINUE OR REJECT and accomplishes: - Throttles idle, A/T off, max T/Rs, SBs, RTO (or manual brakes) Stay on rwy, hold brakes (unless evac, then set brakes), checklists F/O: confirm idle, speedbrakes, T/Rs, then note abort speed, call ATC and make PA to remain seated CA call Rejected Takeoff Checklist, RTO cause (other checks), evacuation (see signals), brake cooling; fill out irregularity report

ENG FAILURE AFTER V1 (FM 2.7-9) (must be briefed FFOD)

Maintain track and maintain speed between V2 and V2 + 20 (~13) With speed < V2 + 15 limit bank to 15 400 AGL: HDG SEL, maintain heading, radio call, ask for 5 units of rudder trim towards good engine; (step on the low hand) 800 AGL or local flap retract altitude: decrease pitch to accelerate (dont descend), Set Top Bug, (on sched) Flaps Up, Set MCT, call for Eng Fail/Fire/Shutdown Checklist (if fire, run after top bug) Declare emergency, sqk 7700, fuel balance, give FA TEST, call ops, get WX, call for 1 Eng Inop/Appr & Ldg checklist, consider restart Failure in turn: yoke first, then rudder; go to 800 or OCA

MISC: C to F: C x 2, minus 10% + 32 (if above 0) or - 32 (if below 0)

- (example: 18C = 36 - 4 + 32 = 64F); (-10C = 20 - 2 - 32 = 14F) Crew Oxygen: cabin altitude over 10,000: both pilots must wear O2

HOLDING NOTES (FM 3-189 and FOM QRG for speeds)

Slow within 3 mins of fix to holding speed: > FL250 min speed ~ VREF 40 + 100 kts Inbound times: at or below 14,000 = 1 min; > 14,000 = 1 mins Send ACARS Approach Delay message

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EMERGENCIES

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GENERAL (FM Sec 2 and FOM Ch 2)

IF possible: F/O fly using A/P, Capt resolve problem Declare Emergency IF: (see multi list in FOM pg. 1-3) - Or whenever CA deems it necessary in the interest of flight safety - Give: Brief reason (HEFOE-P [Hydraulics, Electrics, Fuel, Oxygen, Engines, Presurization]), Souls on board, Fuel (in minutes to ATC; in pounds to Fire/Rescue), Hazmat, Squawk 7700 FF (avg) ~ 6000 pph = 100 ppm, so take fuel quantity (i.e. 12K) and add a zero for 120 minutes (2 hours @ 6000 pph) Notify company and Cabin Crew and complete Irregularity Report

INTERMITTENT WARNING HORN IN FLIGHT CABIN ALTITUDE OR RAPID DECOMPRESSION / EMER DESCENT
IF Emergency Descent (structural damage? smooth air?) Descent (PA, FLT, Spin, Spin, Pull, Pull) - ignition FLT, spin MCP to 10M or MEA, V/S spin, pull throttles, pull S/Bs, LVL CHG at barber pole

TWO ENGINE FLAMEOUT /////////////////////////////////

First indication may be BUS OFF; SOURCE OFF or LOW OIL PRESSURE lights Verify its not just loss of both gens check N2 and EGT to verify engine operation

TRANSPONDER
Hijack = 7500 (do NOT use 7700) Lost Comm = 7600 (stay VFR & land, or fly last clearance) Emergency = 7700

INCIDENTS (FOM Ch. 2; see also Onboard Security Incidents Card)

Incident Levels 1-4, Medlink Procedures, OSIR report Inflight Security Coordinator is Captain Ground Security Coordinator is Station Duty Manager Bombs / Sabotage: (FOM Ch. 11) - Least risk bomb location: centered right aft galley door

APPROACH
LANDING BUGS (5) (FM 3-196) W B B B B I
Weather, Build, Bug, Brakes, Brief, In Range 80 kts, set bug (-500 only) for 80 kt call out on landing roll VREF [R] bug for landing flaps (from INIT REF page OR QRH) - Normally flaps 30 or 40; single engine is flaps 15 Target = VREF + wind + gust (total wind additive should not exceed VREF + 20 knots or landing flap placard speed - 5 knots, whichever is lower.) - With A/T on for autoland approach and landing add only 5kts - NG (ICE Procs) VREF ICE = VREF 15 + 10; Target = VREF ICE + wind additive (max 10 knots) -- This is go around speed for single engine - do not use A/T

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VREF + 15k [white bug] (for flaps 30 or 40) - This is the go around speed with both engines operating -- This is also engine failure in landing configuration speed Brakes select appropriate brake setting for deceleration and check landing distance Brief use the briefing card; In Range checklist VM Flaps 0 [UP] (top bug: 210, 220, or UP (NG)) Maneuvering Speeds Flap GW < 117 < GW F0 210 220 F1 190 200 F5 180 190 F 10 170 180 F 15 150 160 F 25 140 150

WX MINS for FINAL APPROACH SEGMENT (FAS)

ILS FAS = at published Glide Slope Intercept Altitude (GSIA) (or at glide slope intercept if lower than the GSIA) NP FAS = at FAF (if no FAF, then at point where PT intercepts inbound course) All approaches based on visibility, ceiling is advisory - Approach minimums vary based on available lighting (see 10-9A) Natl Wx Svc vis mins govern visibility. Use RVR, RVV, PV in that order RVR: reported only if 6000 or less or prevailing visibility 1 mi or less. Prior to FAS, must have approach minimums to start approach After FAS, and visibility goes below minimums, may continue to DA / DDA / MDA (and land if visibility OK)

GENERAL APPROACH INFO (FM 3-205)

DO NOT USE Level Change for descent after FAF or below 1500 AGL Arrival Briefing (other pilot flies, you brief): Only those items associated with the specific arrival need be addressed (FM 3-17; see briefing card) Established on course = ILS / LOC: 1 dot; VOR: 1 dot ( 5); RNAV: Magenta course line centered on aircraft symbol in the 10 nm scale or less

APPROACH WX Criteria: (FOM 6.100)

Visibility conversions (from QRH) RVR 500 600 700 1000 1200 1600 1800 2000 2400 3200 4000 4500 5000 VIS (SM) 1/4 1/2 5/8 3/4 7/8 1 METERS 150 175 200 300 350 500 550 600 720 960 1200 1400 1500 Visibility ranges and requirements: If RVR < 4000 (3/4 SM): FD must be used OR coupled approach must be flown 4000 > RVR > 2400: Flight Director must be used

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2400 > RVR 1800 = CAT I but brief approach with lowest mins (crew or a/c) - Requires Monitored Approach Brief (N/A for single engine) - Coupled monitored approach should be used (max crosswind = 15 kts) - DA = 200 (Baro controlling); DA is MAP - TDZ RVR is controlling 1800 > RVR 1000 = CAT II (Autoland required) - Flaps 40 should be used if practical - DA = 100 (RA controlling); DA is MAP 1800 > RVR 1600 TDZ RVR must be at least 1600 (mid and rollout NR) 1600 > RVR 1000 in order to start app the RVR must be 1000 AND either mid or rollout RVR must be reported (zero is ok) 600 RVR < 1200 = CAT IIIA (Autoland required) - TDZ RVR AND Mid RVR are controlling, Roll-out RVR is required - DA = 50 (RA is controlling) RVR < 600 (175m) = Low Visibility; SMGCS or ICAO equivalent reqd

MONITORED APPROACH (FM 3-225) (only until the end of 2012)

Monitored Approach IF: 2400 RVR or for NP 1sm / 5000 RVR If RVR 2400, brief to lowest cat mins capable (ie: Cat II, even if Cat I is legal) Capt briefs Monitored Approach from QRH for set up, call outs, mins, etc; FO briefs Jeppesen plate CAT IIIA approaches in NG aircraft only Flaps 40 (should be used if RVR<1800), seat up, LL off until after touchdown CAT II, III require autoland with both autopilots Autoland = use both A/Ps: B A/P 1st, then A after APP mode; For MAP, A A/P disconnects, B A/P is now the master

ILS CAT I may be flown with RVR > 1800, but RVR < 2400 requires MAP brief
- Single Engine: at 1 dot below GS: Gear Down, Flaps 15, Target, Ldg Check; Target = VREF 15 + additive (wind and/or configuration) ILS PRM: Precision Runway Monitor (use QRH briefing matrix) - Brief Jepp pg, MEL (All must work: ILS, Transponder, 2 VHFs) - #2 VHF on Monitor; transmit on #1 VHF (Tower), set volume - TCAS on TA/RA (unless contrary to Jepp 11-0) - Hand fly Breakouts, do NOT push TOGA, A/P OFF, A/T ON, de-config after new hdg, FDs off, reset MCP (Hdg, Alt), FDs on, LVL CHG, HDG SEL

STABILIZED APPROACH / Energy Management Gates (FM 3-215)

An approach with a charted vertical path steeper than 5.0 is not authorized - Exceeding any parameter requires immediate corrective action: By 1500 feet AGL/RA or the FAF, whichever occurs later: - Gear down - Airspeed no greater than 180 KIAS By 1000 feet AGL/RA: - Final landing configuration - Landing Checklist / Final Descent Checklist complete - Airspeed within +15 and-5 knots of target airspeed - On lateral profile - On vertical profile, or correcting with maneuvers not to exceed:

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- 300 FPM from planned vertical speed - Sustained vertical speed greater than 1200 FPM Note: If planned plus maneuvering vertical speeds will exceed 1000 fpm, the approach briefing must include the min and max descent rates. At or below 500 feet AGL/RA: (Momentary deviations are ok) the PM will direct a go-around if any of the planned parameters are not met by announcing Go-around followed by the out-of-tolerance parameter LANDING: To continue below DH, DA, DDA, or MDA (FM 3-219) - CAT I / NPA: sufficient visual reference to the intended runway (visual reference = one of ten items: lights, markings, etc) - CAT II/IIIA: sufficient visual references exist to ensure autoflight system will safely deliver a/c to touchdown zone AND RVR requirements are met

NON-PRECISION APPROACH (NPA) (FM 3-257)

If weather 1sm / 5000 RVR must fly monitored approach Follow NPA setup matrix in QRH; must use autopilot, if available Use of VNAV inside FAF requires gradient path (GP) on coded segments - If no GP, use pre-briefed Vertical Speed (V/S) on MCP (V/S = Gnd Speed and add a zero i.e. GS=150; 150 x = 75; then add a zero for V/S = 750) Minimums: (Altimeter setup) Barometric DA / DDA / MDA (DDA = Derived DA = MDA + 50) - May use ballflag note authorizing VNAV DA in lieu of MDA (ie: do not add 50 to MDA for DDA, just use the published MDA) Verify GP passes above the step-down fix altitude. If not, use V/S to cross restriction; use descent Page! DO NOT add ANY fixes after FAF! Back Course: set published front course use LNAV; do NOT use VOR LOC At LOC capture and alt hold, set next altitude for stepdown Single Engine: 1 mi from FAF, Gear Dn, F15, Target, Ldg Chk, 2 mi from FAF: normally flaps 30 or 40 - Use V/S (not LVL CHG) to descend to next altitudes at 1000 to 1500 fpm - Descent rate < 1500 fpm (or GPWS will go off!) Descent below 1000 above TDZE shall NOT exceed 1000 fpm If VNAV SPD shows, select PATH on DES pg; will revert at GP intercept If problems, use V/S to follow PDI (path deviation indicator) Disengage A/P by 50 below DA / DDA / MDA, disengage A/T > 50 AGL RNAV (NG only) with VNAV use DA (Dont Add); without VNAV use DDA - 500 = RNAV Prohibited - R RNP (set required value as required) - N Nav (GPS updating ON) - A Altimeters ( 100 ft. of each other) - V VOR/DME (updating OFF) MCP to 0 ONLY AFTER cleared, established, VNAV, and w/in approx. 4 nm Missed approach altitude MUST be set during MAP!

CIRCLING APPROACH (FOM 6.100; FM 3-290)

Use Cat D OR CAL minimums 1000 / 3 miles, whichever is higher CAT D for circle - requires prevailing visibility = average airport visibility - Ceiling required only if noted (Jepp), but circle may not be started unless visual reference to landing runway at MDA For MAP, turn toward landing runway and fly MAP of original approach

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MISSED APPROACH (FM 3-296)

Must go around if at minimums, and cannot land, or - Not stabilized at configuration gates (see STABILIZED APPROACH) - GPWS: Any warning (i.e. PULL UP, TERRAIN, or Configuration) you must perform CFIT recovery. May disregard if day VMC (FM 3-347) -- Other GPWS warnings require PF to verify or correct MAP: (TOGA) Flaps 15, Chk Pwr, Pos Rate, Gear Up, Chk MA Alt - Single Engine: Flaps 1, then same calls Fly VREF + 15 (white bug); single engine - fly target [Note: VREF provides adequate buffet margin for an inadvertent 15 overshoot beyond 15 bank] At 400: HDG SEL or LNAV At 1000: Lvl Chg, Set Top Bug, F5, F1, Flaps Up (as reqd), after T/O Check - Single Engine at 800 or OCA: Set top bug, Flaps Up (as reqd), MCT, Abbreviated After T/O Checklist (15 bank until V2 + 15) Rejected land: same as GA; DO NOT attempt if T/Rs were used (3-322)

LANDING
LANDING INFORMATION
VASI (3 bar) - use near 2 (far 2 VASI for wide body) For Land and hold short, you must have special LAHSO Jepp plate Braking action: poor = no room for error! NIL = do not land! Check QRH for actual landing distance Use caution on runways > 200 wide. Tendency to flare high

LANDING WITH ENGINE OUT ON FINAL (FM 2.7-15)

(Off, 15, 15, 15) AT / AP Off, Flaps 15, add power (~15%), VREF+15k. Continue w/GPWS inhibit OR GA w/ VREF + 15k, Flaps 1 If on short final and stable, consider leaving bad engine (with fire or failure) running, then take care of it after landing

SUPPLEMENTARY
CFIT RECOVERY (FM 3-347)
Max Power, Stow Speedbrake, A/T / A/P off, roll level, 20 pitch, no configuration change, PM call out radar altimeter and Sink Rate

WINDSHEAR (FM 3-364 and FOM 7.10)

See Windshear - Takeoff section Target bug set for normal surface wind additive OR for A/S loss. Fly higher of VREF + A/S loss additive OR target ( 20k). Do not use A/T. Example: Loss of A/S on final 10k: - With wind 12G20 normal target = VREF +14; FLY VREF +14 - With wind 12k normal target = VREF +6; FLY VREF +10

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Information / changes: Updated the increasingly frequent Flight Manual and FOM changes NOTE: FOM change 15 included numerous changes to Ch 6 which conflict with the Flight Manual. As noted in PB I-12-044 the FM takes precedence Target speed calculation updated Reformatted the Approach section regarding weather criteria Stabilized Approach parameters updated Current for: Flight Operations Manual Rev 15 dated 03/02/12 737 Aircraft Flight Manual Vol 1 Rev 54 dated 01/01/12 Temp Revision (Incorporated in chg 54) Training Bulletin (TB) 737-12-02 (01/26/12) Vol 2 Rev 2 dated 10/15/10 Abbreviations may be non-standard and are used generally only as necessary to make text fit. Some page references are listed. Blue font is gouge (i.e. hints / techniques / common practices). Red Comic Sans MS font is emergency/single engine information. Printing instructions: The half page format is designed to fit in the trip (Jepp) book. Any standard printer should support the formatting. Print pp. 1 and 3 on the first sheet of paper. (Two pages per sheet.)

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Feed that sheet back in the printer and print pp. 4 and 2 (in that order) so that page 2 prints on the back of page 1, and page 4 on the back of page 3.

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Continue this for the all pages. (This is why last 2 pp. are blank) Otherwise print each page separately then cut to fit. CPO office has 7-hole punch.

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