The Boeing 737-345 Simulator Checkride Survival Manual

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.
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 ALWAYS supercede this information. I have compiled this material STRICTLY for STUDY and REVIEW in preparation for the SIMULATOR CHECKRIDE.
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.
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 cooperation 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."
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES
and PROCEDURES FOR STUDY AND REVIEW ONLY
introducing
INTRODUCTORY REMARKS
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. 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
(OK to skip this part)
A TRAINING TOOLSET for procedures
MIKE RAY's idea of
hat the heck is a TRAINING TOOLSET, anyway? Let me start by telling you what a package of this sort is NOT.
This 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. The function of a "TRAINING TRYING TO TOOLSET" is to promote "ENHANCEMENT, FLY that stupid ENRICHMENT, and HABITUATION." That simulator quality of learning referred to as enrichment would be a means simply that every time you go over a lot easier ... 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 ... If There was a develop creative responses to the complex and continually changing way to make some simulator checkride environment. sense out of all those That means that in order for boring manuals pilots to truly get to to know the required basic operating material, really KNOW 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."
737ver5009
Mike Ray 2000
published by UNIVERSITY of TEMECULA
Mike Ray 2000
PO Box 1239 TEMECULA, CA 92593
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 worlds 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, president University of Temecula Press, Inc. mikeray@utem.com
WELCOME to ...
the FABULOUS BOEING 737 (300-400-500) GLASS SUPER GUPPY UNIVERSE
A REFERENCE SECTION
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 have 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:
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.
This is a place where the new guy can go to find out where all those mysterious and strange sounding buttons and switches are located.
UPPER OVERHEAD PANEL

MAIN OVERHEAD PANEL
MCP and CENTER FORWARD PANEL
Lets meet your new Sweetheart
LEFT FORWARD PANEL THROTTLE QUADRANT and CDU

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RIGHT FORWARD PANEL LOWER CONSOLE
Mike Ray 2000
Mike Ray 2000

Flightdeck panel preview

OBSERVER AUDIO-ENTMT IRS (Inertial Reference System) CONTROL PANEL
NOTE: Under normal useage, this keypad is NOT used to operate the IRU. Normally, inputs to the FMC are entered on the CDU. 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.
MAIN OVERHEAD PANEL

LEFT PANEL
FLIGHT CONTROLS HYDRAULIC POWER PANEL 1. FLT CONTROL SHUTOFF 2. SPOILER SHUTOFF 3. YAW DAMPER SELECTOR 4. HYD LOW QUANTITY INDICATOR 5. HYD LOW PRESSURE INDICATOR 6. ALTERNATE FLAPS SELECTOR 7. INDICATOR LIGHTS: A. FEEL DIFF PRESS B. SPEED TRIM FAIL C. MACH TRIM FAIL D. AUTO SLAT FAIL
REVERSER IN-TRANSIT LIGHTS
OBSERVER MIC-SELECTOR PANEL
MACH/AIRSPEED WARNING TEST FLIGHT RECORDER PANEL

FLT CONTROL B A
LOW QUANTITY LOW PRESSURE
ALTERNATE FLAPS
LOW LOW PRESSURE PRESSURE
OFF
UP OFF
MIC SELECTOR
SPOILER A B
F-INPH-S PA
OFF ON
ARM DOWN OFF

FEEL DIFF PRESS SPEED TRIM FAIL MACH TRIM FAIL AUTO SLAT FAIL
OBS AUDIO ENTMT
1-VHF-2-VHF
INOP
INOP
OFF
PTT
IRS DISPLAY
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
ON
ON
N28634
PPOS TK/GS
BRT
W128 635
1 w 4 7 ENT
O O
V B R
YAW DAMPER
YAW DAMPER
DSPL SEL
NORM
WIND HDG/STS
N 2 H 5 S 8 0
3 E 6 9 CLR
O O
TEST
I
REVERSER
ENGINE
2
REVERSER
FLIGHT RECORDER
TEST NORMAL
OFF
MACH AIRSPEED WARNING

TEST
OFF ON
EFI and IRS SELECTOR PANEL
SYS DSPL
L R
NO 1
NO 2
PMC
SERVICE INTERPHONE
OFF ON
PMC
ON INOP
ON INOP
LOW IDLE
NO. 1
STALL WARNING TEST
NO. 2
ALIGN
ON DC DC FAIL
ALIGN FAULT
ON DC DC FAIL
TRANSIT EXT FULL EXT
LE DEVICES
FLAPS
FAULT
CREW OXYGEN
PASS OXYGEN
NORMAL
EFI
BOTH ON 1 BOTH ON 2 BOTH ON L
IRS
BOTH ON R
ALIGN OFF
NAV ATT
ALIGN OFF
NAV ATT
3
TEST
SLATS
5 0
10
15 20
ON
PASS OXY ON
SLATS
OXY PRESS PSI X 100
NORMAL
NORMAL
FUEL INDICATOR PANEL: 1. FUEL VALVE POSITION 2. FILTER BYPASS INDICATOR 3. FUEL TEMPERATURE INDICATOR
L IRS R
iiiiliiiilii
DOME WHITE
DIM OFF BRIGHT
FUEL VALVE CLOSED
-20
-40
li
iii
FUEL +20 TEMP
ii
FUEL VALVE CLOSED
+40
iii
i
iii
liiiiliiiilii
iil
ii
liiiiliiiil
FILTER BYPASS
VALVE OPEN
FLAP/SLAT POSITION INDICATOR
SERVICE INTERPHONE SELECTOR
OXYGEN CONTROL PANEL
STALL WARNING TEST
CROSS
FUEL PUMPS
DOME LIGHT SWITCH

Cockpit dome lights have two bulbs. one bulb is powered by the BATTERY BUS. The other bulb comes on IF the EMERG EXIT LIGHTS are ARMED and the #1 DC BUS fails.
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.
737ver5016
PMC Power Management Control
OFF
CTR
LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE
ON
AFT
OFF ON 1
FWD
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Mike Ray 2000
ii
FILTER BYPASS
FEED
FUEL CONTROL PANEL

R
1. CROSS FEED SELECTOR 2. LOW PRESSURE INDICATORS 3. FUEL PUMP SELECTORS

AFT
OFF ON 2
FWD
Mike Ray 2000
MAIN OVERHEAD PANEL

SECOND PANEL
-0+
MAIN OVERHEAD PANEL

SKINNY MIDDLE PANEL and LOWER FORWARD
400
ELECTRICAL INDICATOR PANEL

420
-50
DC AMPS +
50
320
CPS FREQ
AC, DC, FREQ indicators EQUIPMENT COOLING SUPPLY FANS SELECTORS and WARNING LIGHTS
CIRCUIT BREAKER
BRIGHT
CIRCUIT BREAKER PANEL LIGHTS
DC VOLTS
20
110
120
AC VOLTS
40
100
130
OFF
BRIGHT
ELECTRICAL CONTROL PANEL

TR 1 BAT BAT BUS STBY PWR TR 2 TR 3 TEST OFF APU GEN GEN 1 GRD PWR STBY PWR GEN 2 INV TEST
PANEL
1. AC, DC, FREQ indicator selectors 2. BATTERY switch 3. GALLEY power switch 4. RESID VOLTS button NO SMOKING LIGHT SELECTOR FASTEN SEAT BEL LIGHT SELECTOR T FLIGHT ATTENDANT CALL BUTTON GROUND PERSON CALL HORN
OFF
OFF ON
GALLEY RESID VOLTS
EQUIP COOLING SUPPLY EXHAUST

NORMAL
EMERGENCY EXIT LIGHTS ARM SWITCH
BAT
ON
ALTERNATE
OFF OFF
AC
STANDBY PWR OFF
CSD (Constant Speed Drive) PANEL 1. STANDBY POWER SELECTOR 2. CSD PRESS/TEMP lights 3. CSD DISCONNECT SWITCHES 4. CSD OIL TEMP GAUGES
EMER EXIT LIGHTS
LOW OIL PRESSURE HIGH OIL TEMP
STANDBY POWER
OFF
A NR OM TE D
DISCONNECT
DISCONNECT
ARMED ON
RAIN REPELLENT WINDSHIELD WIPER CONTROL
BAT
DRIVE TEMP
RISE
OFF
AUTO
IN
DRIVE CAN BE RECONNECTED ONLY ON GRD
30 0
NO FASTEN SMOKING BELTS

OFF AUTO ON
10 RISE 20
10 RISE 20 0
120 80 IN 40
GEN DRIVE OIL TEMP C
120 80 IN 40
ATTEND
30
GRD CALL
160
160
ELECTRICAL POWER DISTRIBUTION PANEL: 1. GROUND POWER SELECTOR 2. BUS TRANSFER SWITCH 3. APU GENERATOR SELECTOR 4. APU BUS POWER LIGHT 5. ENGINE GENERATOR SELECTORS
E X T E N D
GRD PWR AVAILABLE
APU START SWITCH
CALL
RAIN REPELLENT
ENGINE START PANEL ENGINE IGNITION SELECTOR
50 0
100
150 200
AC AMPERES
GRD PWR
OFF
0
L WIPER
OFF PARK
50
100
150 200
AC AMPERES
LOW HIGH
ON
BUS TRANS
TRANSFER BUS OFF BUS OFF GEN OFF BUS APU GEN OFF BUS
O F F
A U T O
RETRACT
LANDING
OFF
TRANSFER BUS OFF BUS OFF GEN OFF BUS
RUNWAY TAXI TURNOFF L R OFF OFF ON ON
APU
OFF GRD ON OFF
ENGINE START
CONT FLT GRD OFF CONT FLT
ANTI STROBE POSITION COLLISION OFF ON BAT OFF OFF ON ON ON
WING OFF ON
WHEEL WELL OFF ON
BOTH IGN L
L ON R OUTBOARD
L ON R INBOARD
IGN R
APU CONTROL and INDICATOR PANEL 1. MAINT (deactivated) 2. Low Oil Pressure 3. FAULT. Indicates an APU shutdown. If this is the only light illuminated on this panel, a relight may be attempted. 4. Overspeed indicator
START
OFF ON
OFF ON
GEN 1
APU GEN APU
GEN 2
MAINT
LOW OIL PRESSURE
FAULT
OVER SPEED
6 5 4
EXH C X 100
50 0
100
150 200
EXTERIOR LIGHTS PANEL
AC AMPERES
3 2 1
TEMP 0
737ver5017b
Mike Ray 2000
Mike Ray 2000
MAIN OVERHEAD PANEL

THIRD PANEL
OVERHEAT OVERHEAT ON ON OVERHEAT OVERHEAT ON ON
MAIN OVERHEAD PANEL

RIGHT PANEL
APU HOURMETER
ELAPSED TIME
WINDOW HEAT CONTROL PANEL
APU HOURMETER
0 28 3 2
HOURS I/I0
L SIDE
OFF ON
WINDOW HEAT OVHT FWD FWD PWR TEST PITOT STATIC A B

OFF ON
R SIDE
OFF ON
F/O P/S 2 AUX STATIC CAPT STATIC 1 AUX P/S R ELEV PITOT R ALPHA VANE
CAPT P/S 1 AUX STATIC F/O STATIC 2 AUX P/S L ELEV PITOT L ALPHA VANE TEMP PROBE
PITOT HEATER CONTROL PANEL
CONT CABIN
SUPPLY DUCT
AIR TEMP
PASS CABIN
PASS CABIN
AIR CONDITIONING INDICATORS and SELECTORS DUCT OVERHEAT LIGHTS RAM DOOR and DUAL BLEED lights PNEUMATIC SYSTEM CONTROL and INDICATIONS 1. ISOLATION VALVE 2. RECIRC FAN SWITCH 3. PACK SELECTORS 4. BLEED AIR SELECTORS 5. BLEED AIR TRIP SWITCH 6. FAULT LIGHTS: A. PACK TRIP OFF B. WING-BODY OVERHEAT C. BLEED TRIP OFF
AIR MIX VALVE

CO LD CO LD
AIR MIX VALVE

T HO T HO
HEAT
WING ANTI-ICE and ENGINE ANTI-ICE CONTROL PANEL
DUCT OVERHEAT
120 80 40
TEMP160
200
DUCT OVERHEAT
AUTO NORMAL
AUTO NORMAL
COOL COOL
WARM WARM OFF MANUAL
COOL COOL
OVERHEAT OVERHEAT LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE
WING ANTI-ICE
GND TEST ON OFF
ENG ANTI-ICE
OFF ON
HYDRAULIC PUMPS SELECTOR PANEL
DUAL BLEED
RAM DOOR FULL OPEN
RAM DOOR FULL OPEN
RECIRC FAN
OFF AUTO
40 60 80 100
OVHT
TEST
OVERHEAT LOW LOW PRESSURE PRESSURE
DOOR OPEN LIGHTS

L PACK
OFF AUTO HIGH
20
ENG 1
OFF ON
ELEC 2
ELEC 1
ON
ENG 2 B
OFF
ISOLATION VALVE
CLOSE AUTO OPEN
R L
0
PSI
HYD PUMPS
OFF AUTO HIGH
R PACK
FWD ENTRY AFT ENTRY EQUIP
FWD CARGO AFT CARGO
FWD SERVICE AFT SERVICE
CVR (Cockpit Voice Recorder) CONTROL PANEL
PACK TRIP OFF
WING ANTI ICE
WING-BODY OVERHEAT BLEED TRIP OFF
TRIP
RESET
PACK TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF
WING ANTI ICE
OFF I ON
OFF
APU
ON
PRESSURIZATION FAULT LIGHTS

2
TEST
ERASE
BLEED
MANUAL
COCKPIT VOICE RECORDER

S PRES 0 FF DI PSI
00 00
AUTO FAIL
OFF SCHED STANDBY DESCENT
HEADSET
600 OHMS
10
50 40 35 30 25
0 2
CABIN ALT
ALT HORN CUTOFF
PRESSURIZATION INDICATOR PANEL and ALTITUDE WARNING CUTOFF SWITCH
AUTO
STANDBY
MANUAL V A L V E C L O S E
STBY
00350I
S PU H
DECR INCR CABIN RATE
PRESSURIZATION CONTROL PANEL
X 1000 FEET
I0 4
08250 001257
CABIN ALT
20 7 6
I5
O P E N
AC MAN DC
PRESS DIFF LIMIT:TAKEOFF & LDG .125 PSI
I
C
UP
.5
2
AB
IN CLIM
3 4
F L T
CAB FLT -.3 .3 .8 I.4 I.9
G R D
AUTO CHECK
0
I 00
DN
.5
0F E EE T P
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET - MAX PRESS SCHEDULE
737ver5017e
Mike Ray 2000
Mike Ray 2000

LEFT FORWARD PANEL

LEFT SIDE
MARKER BEACONS INDICATOR LIGHTS and SELECTOR AIRSPEED INDICATOR GPWS and BELOW G/S warning lights ADI ATTITUDE DIRECTOR INDICATOR
LEFT FORWARD PANEL

RIGHT SIDE
A/P, A/T FMC , Disconnect lights INSTRUMENT SWITCH and ALTITUDE ALERT ILS STATUS PLACARD STANDBY AIRSPEED INDICATOR LIGHTS TEST SWITCH
LIGHTS
TEST BRT
THR HLD
TO/GA
HDG SEL
FD
PULL UP BELOW G/S P-INHIBIT
180
20 10
20 10
160
A I R AIRWAYS W A Y S
IG H BR
MARKER
HIGH
60 400 350 300 250

PULL TO SET
MACH
1 140 9
B M I MIDDLE D D L E
IG H BR
RI G H
4 75 6
80 100 120 140 160 180
120
10 20
10 20
DH 109
HSI HORIZONTAL SITUATION INDICATOR

3540
DIM
A/P A/T FMC

P/RST P/RST P/RST
1 2 TEST
100
INSTR SWITCH ALTITUDE ALERT
THIS AIRCRAFT IS NOT IN CATEGORY II STATUS SEE MINIMUM EQUIPMENT LIST AND DEFERRED SECTION OF LOG BOOK
SAI STANDBY ATTITUDE INDICATOR
OUTER
9 12
HLD
ET
RESET
HLD
FS
SS
VO
ADF INOP
N1234UTP
NOSE WHEEL STEERING

A L T N O R M
CLOCK
RDMI Radio Distance Magnetic Indicator
ALTERNATE NOSE WHEEL STEERING switch
33
. 3 0
T T
O U T E R
LOW
1 230 KNOTS 9 200
MAINTAIN AT LEAST 45% N1 WHEN OPERATING IN OR NEAR MODERATE TO HEAVY RAIN, HAIL, OR SLEET
CHR
60 50
16:12
GMT ET/CHR
0327 1633
10
DME-1
TAS
32.7 NM 283
TRK
188
1534.8 Z GS 296
DME-2
15
18 21
40
RUN
30
28
20
RUN
FLOOD LIGHT CONTROL PANELS
9 8
100
0 FT
32
MB
0 00 1
2992 4
IN.HG
60
2 3
400 350 300

IAS
80 100 120
30 10 10 30
OFF ILS ILS B/'CRS
SPEED BRAKE position lights

10 10
24
27 3 0
F AD
7 10 1 3 6
BARO
ALT
5
140 KNOTS 250 160 240 220 180 200
SPEED BRAKE DO NOT ARM
320/18
1276 2.6 R 10.4 L
1
.5
2
VERTICAL SPEED
4 6
50
100 0
FEET
10 1 3
MB
1
1000 FT
SPEED BRAKE ARMED
CTR
STAB OUT OF TRIM
0
1000 FPM
8 7
50,000
ALT
MAP
PANEL
BRIGHT
BACKGROUND
BRIGHT
AFDS FLOOD
BRIGHT
.5
27 2 26 25 24 23 3
4
QTY TEST
WINDSHIELD AIR
BRIGHT
4 2
6
BARO
2992
IN.HG
88 88 08
1
FUEL
ERR LB.
FOOT AIR
OFF
OFF
OFF
BAROMETRIC ALTIMETER
88 88 08
FUEL
ERR LB.
88 88 08
FUEL
ERR LB.
FOOT and WINDSHIELD AIR BLOWER controls
WXR
TERR
TERR OVRD OVRD INOP
ON
ON
STAB OUT OF TRIM light STANDBY ALTIMETER
737ver5018a
EGPWS switches
IVSI Inertial speed indicator
FUEL QUANTITY test switch
FUEL QUANTITY indicators

737ver5018b
Mike Ray 2000
10
Mike Ray 2000

Some airplanes are equipped with a different type of engine instrument display same basic stuff, just cheaper than the steam gauges.
CENTER FORWARD PANEL

SPEED BRAKE test buttons YAW DAMPER indicator FUEL FLOW selector switch ENGINE OIL quantity test button START VALVE open lights FLAP indicator and lights THRUST MODE ANNUNCIATOR
CENTER FORWARD PANEL with EIS (engine instrument system)

YAW DAMPER indicator THRUST MODE ANNUNCIATOR
YAW DAMPER
NOSE GEAR
START VALVE open lights
FLAP indicator and lights
SPEED BRAKE TEST 1 2 3
FUEL FLOW
RESET RATE USED
YAW DAMPER
ENG OIL QTY TEST
NOSE GEAR NOSE GEAR LEFT GEAR RIGHT GEAR RIGHT GEAR
NOSE GEAR LEFT GEAR LEFT GEAR

10 15 25 40 30
1
START VALVE OPEN
2
START VALVE OPEN
REVERSER UNLOCKED
RIGHT GEAR RIGHT GEAR
R-TO R-CLB CRZ G/A CON A/T LIM
LEFT GEAR
REVERSER UNLOCKED
REVERSER UNLOCKED
LOW OIL OIL FILTER PRESSURE BYPASS
1 UP
1
START VALVE OPEN
2
START VALVE OPEN
1 UP
5 10 15 25 40 30
REVERSER UNLOCKED
REVERSER UNLOCKED
84.6
L A N D I NOFF G G E A R UP
12 10 8
CRZ
MAN SET
% RPM
84.6
12 10 8
TAT
21
PSI
FLAPS
C
LE FLAPS TRANSIT
LE FLAPS EXT
FLAPS
N1
10
5 86.4 4
85.4
% RPM X 10
2 4
N1
10
4 85.3 2
84.8
% RPM X 10
2 4
80 OIL 60 PRESS 40
PSI
0 100 0 2
80 OIL 60 PRESS 40
PSI
0 100 0 2
LE FLAPS TRANSIT
LE FLAPS EXT
56 7 2
6 4
55 5 2
6 4
100 200 0
50
100 0
50
100 0
OIL PRESS
C
ANTISKID
ANTI SKID INOP
N1
UP L A N D I NOFF G G E A R
20
20
PULL TO SET
PULL TO SET
ANTISKID
ANTI SKID INOP
100 0
200
ON
10 8
EGT
6
4 743 2
4
C X 100
0 2
10 8
EGT
6
7 766 5
4
C X 100
0 2
150 OIL 100 50

TEMP
150 OIL -50

O
7 746 5 8 827 6
12
PULL TO SET N1
EGT
4 76 3 2 8 827 6
12 10 8 0
86
4 5 3 2 1 0
OIL TEMP
%FULL
OIL
100 50
TEMP
QTY
94
4 5 3 2 1 0
OFF
DN
-50
ON
0
OFF
% RPM
4 87.3 2 10 N2
% RPM X 10
0 2
6 86.5 4 10 N2
8 6 4
% RPM X 10
DN
VIB A HYD
1000 PSI
AUTO BRAKE
AUTO-BRAKE DISARM
0 2
OIL QUANTITY
GALLONS
OIL QUANTITY
GALLONS
N2
LANDING GEAR LIMIT (IAS)
AUTO BRAKE
AUTO-BRAKE DISARM
2
3 4
10
4 12 723 0 2 2
RATE/USED
PPH
FF 00
X 10
10
4 12 712 0 2 2
RATE/USED
1
2 1 5 0 0 3 VIB 4 1 5 2 3 VIB 4
3 MAX
OFF RTO
PPH
FF 00
X 10
FLAPS LIMIT (IAS)

1-230K 15-195K 2-230K 25-190K 5-225K 30-185K 10-210K 40-158K 230K ALT FLAP EXT
OPERATING EXTEND 270K-.82M RETRACT 235K EXTEND 320K-.82M
10 8
56 4 2 3
6 4
X 1000
1 OFF RTO
3 MAX
6 555 2
6 4
RESET FUEL USED
2 1 0
PULL TO SET N1
2 1 0
FLAPS LIMIT (IAS)

FF/FU
PPH/LB
99
PRESS
%FULL
RF 88%
QTY
100
PUSH
FUEL USED
ENGINE INDICATORS 1. RPM (N1) 2. EGT 3. RPM (N2) 4. FUEL FLOW 5. OIL PRESSURE 6. OIL TEMP 7. OIL QUANT 8. VIBRATION
ANTISKID switch
ENGINE INDICATORS 1. RPM (N1) 2. EGT 3. RPM (N2) 4. FUEL FLOW 5. OIL PRESSURE 6. OIL TEMP 7. OIL QUANT 8. VIBRATION 9. HYD QUANT
ANTISKID switch AUTO BRAKE selector and DISARM light
AUTO BRAKE selector and DISARM light
LANDING GEAR Operating handle, placard, and indicators

737ver5019a
LANDING GEAR Operating handle, placard, and indicators
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MCP PANEL
RIGHT FORWARD PANEL

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.
TOTAL AIR TEMP gauge AUTOFLIGHT ANNUNCIATOR ADI attitude direction indicator GPWS and BELOW G/S light MARKER BEACON indicators BAROMETRIC ALTIMETER
THR HLD
BELOW G/S
P-INHIBIT
FLT CONT
FIRE WARN
BELL CUTOUT
ELEC APU OVHT/DET
ANTI-ICE HYD DOORS
ENG OVERHEAD AIR COND

MASTER CAUTION
PUSH TO RESET
MASTER CAUTION
PUSH TO RESET
IRS FUEL
FIRE WARN
BELL CUTOUT
PWS inop light
SPEED BRAKE EXT ind light
AIRSPEED INDICATOR WARNING and CAUTION light pack (push to reset)

PWS INOP
A/P A/T FMC

P/RST P/RST P/RST
1 2 TEST
PULL UP
TO/GA
HDG SEL
FD
180
SPEED BRAKE
20 10
20 10
60 400
MACH
AUTO THROTTLE switch
IAS SPEED selector
ALTITUDE selector
AUTO-PILOT selector switches
350
4 75 6
80 100 120 140 160 180
160
1 140 9
120
R
+88.8
TAT
o
KT
300 250
PULL TO SET
1 230 KNOTS 9 200
10 20
10 20
DH 109
100
0 FT
100
3540
8 7
32
10 1 3
MB
0 00 1
2992 4
IN.HG
A IG H I BR R AIRWAYS W A Y S
2 3
M I MIDDLE D D L E
IG H BR
IG H BR
ALT
5
OUTER
O U T E R
6
BARO
HYD BRAKE PRESS
4 0
2
PSI X 1000
0327 1633
DME-1
DME-2
15
18 21
TAS
32.7 NM 283
TRK
188
1534.8 Z GS 296
.5
CHR
2
VERTICAL SPEED
60 4 6 50
9 12
COURSE
BA
CMD CWS
ON
G
FS
F/D
N1
MA
OFF
VOR LOC
SEL
ALT HOLD V/S
DN
ON
RESET
OFF
SPEED
LVL CHG
HDG SEL
APP
DISENGAGE UP
OFF
1/2 HYD QTY 3/4 1/4 E 1/2 HYD QTY 3/4 1/4 E
ADF INOP
RFL
RFL
SYS A
SYS B
WXR
TERR
COURSE selector
FLIGHT DIRECTOR switch
V/S Vertical speed selector wheel HDG SEL heading selector
FLIGHT DIRECTOR switch COURSE selector
GROUND PROXIMITY
RDMI radio distance magnetic indicator MAP

320/18
ON
1276 2.6 R 10.4 L
ON
CLOCK IVSI Inertial vertical speed indicator
PANEL
BRIGHT
INOP
FLAP/GEAR INHIBIT
BRIGHT
WINDSHIELD AIR
AUTOPILOT disengage bar
SYS TEST NORMAL
OFF
FOOT AIR
EGPWS switches
737ver5019c
HYDRAULIC and BRAKE system gauges GROUND PROXIMITY control panel
HSI horizontal situation indicator
AIR CONDITIONING controls LIGHTING controls
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F/D
MA
HYD SYS PRESS
4 0
VO
HLD
PSI X 1000
. 3 0
ARM
33
310
A/T
283
IAS/MACH
V NAV
000
HEADING
L NAV
ALTITUDE
VERT SPEED
A/P ENGAGE A B
COURSE
16:12
GMT ET/CHR
24
27 3 0
10
10000
+0000
310
0
1000 FPM
.5
AD
4 2
40
RUN
ET
30
28
20
RUN HLD
SS

THROTTLE QUADRANT and CDU PANELS

WX/TURB WX MAP
X-BAND WEATHER RADAR control panel
TILT
MAN
AUTO
SPEED BRAKE lever

INIT REF RTE DIR INTC LEGS FIX PREV PAGE NEXT PAGE CLB DEP ARR CRZ HOLD DES PROG EXEC
TEST
GAIN
5
UP
10 15 15
0
AUTO MAX OFF AUTO PWS
DN
10
INIT REF DIR INTC RTE LEGS FIX D S P Y PREV PAGE NEXT PAGE CLB DEP ARR CRZ HOLD DES PROG EXEC
D S P Y
A F K P U Z
B G L Q V
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
CDU control display units
TRIM WHEEL A B C D E
F K P U Z G L Q V H M R W
DEL
I N S X
1
F A I L
2 5 8 0
3 6 9
+/-
J O T Y
CLR
M S G
1
O F S T
2 5 8 0
3 6 9
+/-
4 7 .
REVERSE LEVERS
FLAP selector handle
F A I L
4 7 .
O F S T
D EEKE SPRA B
STAB TRIM indicator
DOWN
ARMED
GEAR WARNING HORN cutout

FLAP UP 0
PARKING BRAKE lever
STAB TRIM
APL NOSE DOWN
0 5
10
15
FLIGHT DETENT
1
2
FLAP
STAB TRIM
TAKE-OFF CD - %MAC 30-20-10
AP NOSEL UP
APL NOS DOWE N
UP
5 10
15
25
0 5
10
15
STAB TRIM cutout switches
THRUST LEVERS
HORN CUTOUT
PARKING BRAKE PULL
30
40
APL NOSE UP
STAB TRIM
FLAP DOWN
CUT OUT
FUEL CUTOFF levers
737ver5021a
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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.
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.
737
SUPER GUPPY
BOEING
THE
LETS GET IT ON!

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o, when it is time for your checkride, and just before you meet with the Check-guy, make certain you have:
3 IMPORTANT DOCUMENTS
"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.
OTHER REQUIRED STUFF TO CHECK

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! Made CERTAIN that you have left a signed copy of the release (Flight Plan) with the FOSR.
BIG
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.
BIGGIE
AFTER THAT NIT-PICKING STUFF
START HERE
Mike Ray 2000
737ver5026
16
Mike Ray 2000

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 we 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.
The concept of
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!
FLOWS
In order to get the jet ready to fly, here is what we have to do.
FIRST 4 STEPS
ONE GUY DOES THIS:
EITHER
OTHER GUY DOES THIS:
FIRE SYSTEM TEST and START APU
INITIAL FLIGHT DECK PREPARATION Captain or First Officer
EXTERIOR INSPECTION Captain or First Officer
SO ... HERE ARE THE FLOWS

The following pages represent the famous FLOWS!
FMC INITIALIZATION Captain or First Officer
THEN
CAPTAINS FLIGHT DECK SET-UP Captain
FIRST OFFICERS FLIGHT DECK SET-UP First Officer
Then ...
Captain and/or First Officer FINAL FLIGHT DECK SET-UP

... then you do the "SLASH 4" PUSH-BACK START ENGINE TAXI-OUT TAKE-OFF DO EVERYTHING RIGHT PASS CHECKRIDE
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737ver5028
Here are the ...
FIRST FOUR STEPS YOU ALWAYS DO ...
THE ABSOLUTE FIRST THING TO DO IS ALWAYS TO MAKE CERTAIN YOU ARE ON THE RIGHT AIRPLANE !!
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!
UH-OH Its departure time. Why am I the only one here. Where is everyone else ?
DUH!
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.
737ver5030
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WATERFALL FLOW
Because your FLOW is in a generally TOP TO BOTTOM direction. Get it?
The INFAMOUS
for the right brained pilot who needs pictures.

POWER UP AIRPLANE
EXTERNAL or START APU POWER
ALWAYS CHECK BATTERY SWITCH and CIRCUIT BREAKERS whether on initial leg or through legs
1 OXYGEN QUANTITY 2 IRU MODE SELECTORS 6

AIR CONDITIONING
3 GALLEY POWER 4 EQUIP COOLING
7
RESET 14 MASTER CAUTION
LIGHTS TEST
OVERHEAT 5 WING BODY 5a RECIRC ENGINE OIL 8 QUANT TEST
9
FLAP
LANDING GEAR LEVER/LIGHTS
15 16
CARGO FIRE/ SUPP PANEL 3 MIC SEL SWITCHES
BULBS 17 SPARE
11 LEVER PARKING 12 BRAKE FIRE 13 TEST

C MIKE RAY 2001
10 QUANTITY
HYDRAULIC
18 EQUIP
EMER
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NOSE GEAR 19 DOWNLOCK PORT

Mike Ray 2000
The following pages are the technical details.
MAIN OVERHEAD PANEL
1 OXYGEN QUANTITY
IRS DISPLAY
N28634
PPOS TK/GS
BRT
W128 635
1 w 4 7 ENT
O O
add 375 psi for each occupied observer seat(s) on the FLIGHT DECK.
3 E 6 9
MINIMUM 875 PSI
check the gauge for a
OFF ON
GALLEY
3 GALLEY POWER SWITCH

ON NOTE: If it is a ferry or maintenance flight,leave it off. The thinking is, why shoot juice back there and maybe cause a fire when there is no reason for it.
DSPL SEL
WIND HDG/STS
N 2 H 5 S 8 0
I
REVERSER
ENGINE
2
REVERSER
TR 1 BAT BAT BUS STBY PWR TR 2 TR 3 TEST OFF
APU GEN GEN 1 GRD PWR STBY PWR
TEST
GEN 2 INV TEST
SYS DSPL
L R
PMC
ON
PMC
ON INOP
CLR
O O
ALIGN FAULT
ON DC DC FAIL
ALIGN FAULT
ON DC DC FAIL
INOP
LOW IDLE
CREW OXYGEN
PASS OXYGEN
NORMAL
BAT
ON
OFF ON
GALLEY RESID VOLTS

AC
ALIGN OFF
NAV ATT
ALIGN OFF
NAV ATT
5 0
10
15 20
ON
PASS OXY ON
OXY PRESS PSI X 100
L IRS R
IRU MODE SELECTORS

VERIFY BOTH IN
NOTE 1: Align lights may be flashing, heres why. If it has been over 10 minutes since the units were turned ON without a present position, the ALIGN lights will be flashing. NOTE 2: Reasons the ALIGN LIGHTS FLASH:
NAV
Crews are to initiate their OWN IRU alignment! If other crew has got em running, shut them down and start over!
verify SWITCHES ...NORMAL LIGHTS ....OFF NOTE: This is a BIG DEAL! If one of those lights are ON, place the affected fan in ALTERNATE and GET MAINTENANCE RIGHT NOW!
DUAL BLEED RAM DOOR FULL OPEN RAM DOOR FULL OPEN
EQUIP COOLING SWITCH
NORMAL
ALTERNATE
OFF OFF
NOTE 3: If you should inadvertently go to the ATT position, shut off units and start over. ATT IS NOT GOOD!
Took too long to put in Present Position Error in Present Position Wrong Present Position Fault in IRU
5a
RECIRC FAN
AUTO
5a
20
RECIRC FAN
OFF AUTO
40 60 80 100
OVHT
TEST
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
5
PUSH AND HOLD OVHT TEST button CHECK 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.
L PACK
OFF AUTO HIGH
ISOLATION VALVE
CLOSE AUTO OPEN
R L
0
PSI
OFF AUTO HIGH
R PACK
TRIP TRIP OFF
WINGBODY OVERHEAT TEST
WING ANTI ICE
TRIP
RESET
TRIP TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF
WING ANTI ICE
OFF I ON
OFF
APU
ON
BLEED
MANUAL
AUTO FAIL
737ver5043
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FORWARD PANEL
AIR CONDITIONING PANEL
7
CONT CABIN
SUPPLY DUCT
AIR TEMP
PASS CABIN
PASS CABIN
Select TEST, NOT all the lights come ON.
LIGHTS TEST
6 AIR CONDITIONING
AIR MIX VALVE

LD CO LD
T HO
AIR MIX VALVE

T HO
7
These are the switches we are talking about!
LIGHTS
TEST BRT DIM
NOTE: On some planes, the FIRE HANDLE and WHEEL WELL LITES do not come on during test.
NOTE: MKR BCN, FLT ANNUNC, PARK BRAKE dont come on at all.
There are THREE WAYS to run the A/C:

If using GROUND UNIT:
PACK SWITCHES ......... OFF
CO
DUCT OVERHEAT
120 80 40
TEMP160
200
DUCT OVERHEAT
AUTO NORMAL
AUTO NORMAL
FUEL FLOW
RESET RATE USED
YAW DAMPER
ENG OIL QTY TEST
COOL COOL
COOL COOL
APU BLEED SWITCH .................... ON ISOLATION VALVE SWITCH .... AUTO L or R PACK SWITCH .... AUTO or HIGH TEMP SELECTOR .................as desired
Use HIGH instead of turning on another unit if additional A/C needed.
If using APU BLEED AIR:
DUAL BLEED
RAM DOOR FULL OPEN
1
START VALVE OPEN
RAM DOOR FULL OPEN
RECIRC FAN
OFF AUTO
REVERSER UNLOCKED
REVERSER UNLOCKED
If using UNCONDITIONED BLEED AIR:

APU BLEED SWITCH .................. OFF ISOLATION VALVE SWITCH .... OPEN L or R PACK SWITCH .... AUTO or HIGH TEMP SELECTOR .................as desired
WING ANTI ICE
40
60 80 100
OVHT
TEST
20
Such as air supplied by a ground cart.
PSI
R L
ENG OIL QTY test 85.4 84.8

10 2
N1
5 86.4 4
% RPM X 10
N1
10
4 85.3 2
% RPM X 10
8
0 100 0 2
START VALVE OPEN
1 UP
5 10 15 25 40 30
FLAPS
2 4
80 OIL 60 PRESS 40
PSI
80 OIL 60 PRESS 40
PSI
0 100 0 2
LE FLAPS TRANSIT
LE FLAPS EXT
L PACK
Use HIGH instead of turning on another unit if additional A/C needed.
OFF AUTO HIGH
ISOLATION VALVE
CLOSE AUTO OPEN
OFF AUTO HIGH
R PACK
TRIP
RESET
NOTE: This feature is not on EIS configured airplanes.

4
Push the button and observe4all the indicators 7 766 743 move 2 toward ZERO, EGT 5 EGT return when released.
PULL TO SET PULL TO SET
20
20
ANTISKID
ANTI SKID INOP
C X 100
C X 100
10
10
150 OIL 100 50

TEMP
150 OIL -50

O
100 50
TEMP
-50
ON
0
OFF
WING ANTI ICE
4 87.3 10 N2 2
% RPM X 10
0 2
6 86.5 10 N2 4
8 6 4
% RPM X 10
0 2
OIL QUANTITY
GALLONS
OIL QUANTITY
GALLONS
OFF I ON
OFF
APU
ON
10
4 12 723 0 2 2
RATE/USED
BLEED
MANUAL
PPH
FF 00
X 10
10
4 12 712 0 2 2
RATE/USED
1
2 1 5 0 0 3 VIB 4 1 5 2 3 VIB 4
3 MAX
OFF RTO
PPH
FF 00
X 10
AUTO FAIL
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RIGHTSIDE FORWARD PANEL THROTTLE QUADRANT

2 5 10 15 25 40 30
9
NOSE GEAR NOSE GEAR LEFT GEAR LEFT GEAR RIGHT GEAR RIGHT GEAR
SPEED BRAKE
9
1 2 TEST
LANDING GEAR LEVER VERIFY LEVER DOWN and GREEN LITES ON, RED LITES OFF
1 UP
FLAPS
A/P A/T FMC

P/RST P/RST P/RST
11
check the LEVER agrees with the FLAP POSITION indicator.
FLAP LEVER
11
D E E KE SPRA B
PULL UP BELOW G/S

P-INHIBIT
60 400
MACH
10
15
APL NOSE UP
9 12
G E A R
HYD BRAKE PRESS
4 0
2
PSI X 1000
0327 1633
DME-1
10
15
25
5
10
15
DME-2
DN
HYD SYS PRESS
15
18 21
HYD BRAKE PRESS
4 0
BA
4 0
FLAPS LIMIT (IAS)

1/2 HYD QTY 3/4 1/4 E 1/2 HYD QTY 3/4 1/4 E
VO
PSI X 1000
ADF INOP
RFL
RFL
SYS A
SYS B
FYI here are EIS SYSTEM MAX ............. 100% some RF @ ............ 88% When BOTH system pumps OFF, limits Respective indicator reads ZERO.
Mike Ray 2000
HYD BRAKE PRESS: NORMAL ......... 3000psi MAX ................. 3500psi ACCUMULATOR PRECHARGE .. 1000psi
33
. 3 0
2
PSI X 1000
DF
12
PARKING BRAKE
HORN CUTOUT
PARKING BRAKE PULL
30
40
APL NOSE UP
STAB TRIM
FLAP DOWN
CUT OUT
ORAL QUEST: What fluid is used to cool the HYDRAULIC PUMPS?
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.
CHECK: PARK BRAKE LIGHT ....ON BRAKE PRESS within limits approx 3000 psi
12
WARNING
HERE IS A BIG DEAL: You have to ALWA be YS careful 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.
737ver5048
27
Mike Ray 2000
C MIKE RAY 2001
L A N D I NOFF G
UP
350
4 75 6
80 100 120 140 160 180
+88.8
TAT
o
KT
300 250
PULL TO SET
1 230 KNOTS 9 200
10 CHECK QUANTITY
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.
HYDRAULIC QTY
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 HYDRAULIC SYSTEM becomes pressurized, the flaps will want to move to the selected position.
DOWN
ARMED
STAB TRIM
APL NOSE DOWN
FLAP UP 0
FLIGHT DETENT
0 5
1
2
FLAP
STAB TRIM
APL NOS DOWE N
10
UP
24
27 3 0

When you change airplanes, 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.
FIRE WARNING PANEL
LOWER CONSOLE
NOTE: If you have already done the FIRE DETECTOR CHECK prior to starting the APU, you dont 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.
13
FIRE WARNING SYSTEM CHECK
CARGO FIRE DEDTECTION/ 15 SUPPRESSION SYSTEM ....... TEST

DET FAIL
CARGO DETECTION SUPPRESSION

PUSH TO DISCHARGE
AUTO FWD PIT ARMED ARM TEST PULL TO ARM CUTOUT AFT PIT ARMED BELL
DSCH
DSCH
FIRE
both ENG OVHT DET switches NORMAL
NOTE: The difference between this test and the test accomplished prior to starting the APU is the inclusion of the WHEEL WELL LIGHT check.
1ST BTL
2ND BTL
ARMED
ARMED
OVHT DET A B
NORMAL ENG 1 OVERHEAT F A U L T
DISCH
WHEEL WELL FAULT
BELL CUTOFF
OVHT DET A B
NORMAL ENG 2 OVERHEAT
L BOTTLE DISCHARGED
DISCH
R BOTTLE DISCHARGED
I N O P
TEST
OF V I HR T E
APU DET INOP APU BOTTLE DISCHARGED
A P U
DISCH
ENGINES
R
ET XE 1 TS T
FIRE SWITCHES
(FUEL SHUTOFF) PULL WHEN ILLUMINATED LOCK OVERRIDE : PRESS BUTTON UNDER HANDLE
2 R
DEPRESS TEST SWITCH for 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.
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.
APU
TEST switch FAULT/INOP
TEST switch OVHT/FIRE

WARNING BELL WHEEL WELL light is ON ENG 1, APU, ENG 2 fire handle lights ON ENG 1 and ENG 2 OVERHEAT lights ON Both FIRE WARN lights ON Both MASTER CAUTION lights ON OVHT DET light ON FAULT light OFF
VERIFY
OBSERVE
FAULT light ON APU DET INOP light ON 2-MASTER CAUTION ON OVHT DET light ON
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.
EXTINGUISHER DISCHARGE (SQUIBS) CIRCUIT TEST
MIC SELECTOR
16
5 LIGHTS 10 LIGHTS
GOUGE: USE THIS ONE AGAIN:
14 MASTER CAUTION SYSTEM

PUSH This will RESET the MASTER CAUTION system.
737ver5049
SET all 3 Flightdeck panels to 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 SWITCHES
1-VHF-2-VHF
INOP
INOP
F-INPH-S
PA
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
V B R
NORM
NICKLE and DIME CHECK

Mike Ray 2000
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Mike Ray 2000
STUFF in the BACK

SPARE BULB LOCKER and EMERGENCY EQUIPMENT CHECK
17 and 18
Now is a good time to hook the PASSENGER OFF OBS AUDIO (if you are so AUDIO inclined) to the AFT ENTMT MIC selector panel ON 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.
SMOKE GOGGLES: If they are still wrapped in their packaging, REMOVE THE PACKAGING. (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! FIRE AXE: Useful for a weapon also.
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. PORTABLE FIRE EXTINGUISHER: SAFETY WIRE OK and GAUGE IN GREEN BAND.
G R A
I have heard of some pilots using the grapes gouge.
G OGGLES R OPE (STRAP) A XE P BE E XTINGUISHER S PARE BULBS
SPARE BULBS: ENSURE AN ADEQUATE SUPPLY What this means is simply that EVERY hole does NOT have to be filled. Also, make sure that when you do fill it up, that you put the right kind and size of bulb in the right hole
19
Located in the flightdeck floor just forward of the flightdeck door
NOSE GEAR DOWN LOCK VIEWER
IF INSTALLED:
OVERWATER EQUIPMENT: 2 LIFE VESTS in CAPTAINs SEATBACK and 2 LIFE VESTS in FIRST OFFICERs SEATBACK
NOTE: 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.
END OF THE INITIAL FLIGHT DECK PREPARATION FLOW.

Mike Ray 2000
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Mike Ray 2000
The pilots gateway to the heart of the Glass and the computer.
INTRODUCING
IDENT
The
Lets understand some of the very basic things about how to operate this simple unit.
CDU
Control Display Unit
This is the pilots 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.
737-300
MODEL
N AV D ATA
E N G R AT I N G
UAL1234567
OP P ROGRAM
JAN01JAN31
ACTIVE
20K
FEB01MAR03
S U P P D ATA
987654-09-05 (U5.0)
MAC07/02
<INDEX
POS INIT>
Before we get to the content of the screens, lets understand how to manipulate the controls on the CDU itself. Here are 5 areas we will cover initially:
LINE SELECT KEYS

These are the twelve little buttons running down both sides of the screen. 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.
INPUT KEYPAD
This is like the keyboard of the computer; and when we type in information, it goes onto the SCRATCH PAD.
INIT REF DIR INTC N1 LIMIT D S P Y PREV PAGE
RTE LEGS FIX NEXT PAGE
CLB DEP ARR
CRZ HOLD
DES PROG EXEC
BRT
A F K P U Z
B G L Q V
SP
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
1
F A I L
2 5 8 0
3 6 9
+/-
IDENT
737-300
N AV
MODEL
D ATA
E N G R AT I N G
UAL1234567
OP PROGRAM
JAN01JAN31
ACTIVE
20K
FEB01MAR03
SUPP D ATA
987654-09-05 (U5.0)
MAC07/02
<INDEX
POS INIT>
EXECUTE KEY
This is the key that sends the information that is input to the CDU to the FMC or Flight Manangement Computer 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.
4 7 .
O F S T
INIT REF
CLB DEP ARR
CRZ HOLD
DES PROG EXEC
BRT
SCRATCH PAD
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.
D S P Y
DIR INTC N1 LIMIT PREV PAGE
A F K P U Z
B G L Q V
SP
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
1
F A I L
2 5 8 0
3 6 9
+/-
The Boeing 737 models 300 thru 500 have a powerful SINGLE Flight Management Computer (FMC) known as the Smith FMC, after its manufacturer. The pilots 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.
the CDU
4 7 .
O F S T
SP and DELETE and CLEAR keys

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
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Mike Ray 2000
THE SIMPLE BUT UNKNOWN SECRET OF THE GLASS !

FIRST Simply do these two keystrokes: THEN
IDENT < IDENT MODEL 737-300 N AV D < POS A T A UAL1234567
< PERF
OP PROGRAM
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, and LINE SELECT.
If you find yourself staring vacantly at some CDU page that you dont want and wonder where the page that you do want is ...
THE KEYPAD TECHNIQUE

POS INIT
1/3
Lets assume that we want to place KLAX in the FMC. Step 1: We use the keypad to type KLAX and notice - that it appears in - the scratchpad.
INIT REF button upper-left corner of keypad
LS-6L NAV DATA > 20 lower-leftK corner JAN01JAN31 of CRT

E N G R AT I N G ACTIVE
" INDEX"
12 CDU KEYS
N33 56.0 W118 24.0

REF AIRPORT G AT E
FEB01MAR03
SUPP D ATA
9< 7 6 5 4 - 0 9 - 0 5 ( U 5 . 0 ) 8 TAKEOFF
< APPROACH
<< N D E X I INDEX
MAC07/02
POS INIT> MAINT >
I N IT REF RT E CLB
1234.5z
<INDEX KLAX
GMT
SET IRS POS
SET IRS HDG
ROUTE>
POS INIT
1/2
KLAX
REF
AIRPORT
N33 56.0 W118 24.0 N33 56.2 W118 24.0

SET IRS POS
G AT E
1234.5z
<INDEX
GMT
SET IRS HDG
ROUTE>
INIT REF INIT REF FIX MENU D S P Y PREV PAGE RTE LEGS NAV RAD NEXT PAGE DEP ARR HOLD ATC FMC COMM VNAV PROG EXEC BRT
RTE LEGS NAV RAD NEXT PAGE
DEP ARR HOLD
ATC FMC COMM
VNAV PROG EXEC
BRT
CLB DEP ARR
CRZ HOLD
DES PROG EXEC
BRT
A F K P U Z
B G L Q V
SP
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
A F K P U Z
B G L Q V
SP
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
CRZ DES DIR INTC LEGS DEP ARR HOLD PROG N1 LIMIT FI X
1
F A I L
2 5 8 0
3 6 9
+/-
4 7 .
O F S T
Step 2: Line select 2 3 1 appropriate button and observe4 5 6 information appear. 9 7 8

PREV PAGE F A I L
1
F A I L
2 5 8 0
3 6 9
+/-
4 7 .
O F S T
2
D S P Y
FIX
MENU
A F K P U Z
B G L Q V
SP
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
O F S T
+/-
which causes the BOX to reveal the ... CDU buttons/FMC pages
INIT/REF INDEX < IDENT < POS < PERF < TAKEOFF < APPROACH MAINT > NAV DATA >
"BIG 19"
THE LINE-SELECT TECHNIQUE

POS INIT
1/2
Lets assume that we want to place the latitude and longitude for LAX from the CDU screen into the position boxes.
POS INIT
1/2
KLAX
REF
AIRPORT
N33 56.0 W118 24.0 N33 56.2 W118 24.0

SET IRS POS
G AT E
1234.5z
<INDEX
GMT
SET IRS HDG
N33 56.2 W118 24.0
ROUTE>
KLAX
REF
AIRPORT
N33 56.0 W118 24.0 N33 56.2 W118 24.0

SET IRS POS
G AT E
N33 56.2 W118 24.0 1234.5z

<INDEX
GMT
SET IRS HDG
ROUTE>
INIT REF FIX MENU D S P Y PREV PAGE
RTE LEGS NAV RAD NEXT PAGE
DEP ARR HOLD
ATC FMC COMM
VNAV PROG EXEC
BRT INIT REF FIX RTE LEGS NAV RAD NEXT PAGE DEP ARR HOLD ATC FMC COMM VNAV PROG EXEC BRT
A F K
B G L
C H M
D I
E J
1
F A I L
2 5 8
4 7 .
7 CRT PAGES
Mike Ray 2000
Step 1: LineSselect the data that 6 P Q R T you want W place somewhere to X Y 9 U V +/0 else using the adjacent lineZ select button. Observe the appropriate information is copied to the scratch-pad.
O F S T SP DEL CLR
31
Mike Ray 2000
1
N O
M S G
MENU D S P Y PREV PAGE
A F K P U Z
B G L
C H
D I
1
F A I L
2 5 8 0
3 6 9
+/-
4 7 .
SP
M Step N O 2: Line select R S T appropriate button and V W X Ydata appear observe in adjacent position on the CDU screen.
O F S T DEL CLR
2
J
M S G
PREPARATION
When you sit down and look at the CDU here is the FIRST PAGE to check.
GLASS STUFF FLOW

We will be doing the following things: ACTIVE DATA BASE CHECK POSITION INITIALIZATION FLIGHT PLAN ROUTE ENTRY FMC PERFORMANCE VNAV PROGRAM FIX INFORMATION
of the
IDENT PAGE
CONFIRM ACTIVE DATE

push INIT REF key Line Select INDEX (key 6L) Line Select IDENT (key 1L)
IDENT 737-300
UA1234567 54 8925-08-01(U5.0)
O P PR OGRAM NAV DATA MODEL
1/1
CHEVY 327 V8
ACTIVE ENG RATING
DEC03JAN01 / 98 JAN01DEC03 / 98 SUPP DATA AUG28/98
< INDEX
INIT REF DIR INTC RTE LEGS FIX CLB DEP ARR CRZ HOLD
POS INIT >

DES PROG EXEC
While either pilot may accomplish the FMC INITIALIZATION ...In either case, the other pilot must verify the information entered, and THE CAPTAIN is ALWAYS responsible for ensuring that all the data is properly entered and independently verified before flight.
VERIFY: The following three lines are correct: AIRPLANE MODEL ENGINE RATING ACTIVE DATA BASE DATE If ACTIVE NAV DATA BASE DATE needs changing (0901Z of date shown) Line select correct time period (key 3R) Line select ACTIVE (key 2R)
D S P Y
PREV PAGE
NEXT PAGE
A F K P U Z
B G L Q V
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
1
F A I L
2 5 8 0
3 6 9
+/-
4 7 .
O F S T
SETTING UP THE COMPUTER
This CDU page (they call the screen a page) is a
BIG DEAL
Some of the stuff is pretty mysterious; such as: NAV DATA OP PROGRAM SUPP DATA while I actually was told once what they mean, I forgot... and there is no requirement for you to know either.
CLB DEP ARR
CRZ HOLD
DES PROG EXEC
A F K P U Z
B G L Q V
C H M R W
DEL
D I N S X
E J O T Y
CLR
1
F A I L
2 5 8 0
3 6 9
+/-
M S G
4 7 .
O F S T
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32
Mike Ray 2000
POS INIT PAGE continued

"EITHER PILOT PUTS IT IN. THEN THE OTHER PILOT CHECKS IT USING A DIFFERENT SOURCE DOCUMENT" There have been SEVERAL flights depart with the WRONG DEP AIRPORT in the DATA BASE Very embarrassing ! BE ALERT !
NOTE: The POSITION MUST be entered while the ALIGN LIGHTS are ON.
POSIT INIT uses the four digit ICAO designator for the airport: for example: KJFK rather than JFK, or MGGT instead of GUA 1. Type in the scratch pad and then 2. Line Select 2L 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) The important thing is that the ALIGN lights don't start flashing. If the IRU ALIGN LIGHTS start flashing,
POS
INIT
1/3
LAST POS
O
KLAX ALL
REF AIRPORT GATE
N33 56.9 W118 24.3
N33 56.9 W118 24.3 N33 56.9 W118 24.3 N33 56.9 W118 24.3
SET IRS POS
GMT-MON/DY 2355.8z
< INDEX
ROUTE >
INIT REF DIR INTC
RTE LEGS FIX
CLB DEP ARR
CRZ HOLD
DES PROG EXEC
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!
D S P Y
PREV PAGE
NEXT PAGE
A F K P U Z
B G L Q V
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
1
F A I L
2 5 8 0
3 6 9
+/-
4 7 .
O F S T
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.
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.
737ver5057
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Mike Ray 2000
ROUTE
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. 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 TO column. For example: J60 to DBL. If the routing is "DIRECT" don't put anything in the "VIA" box, just leave it blank.
DEPARTURE / ARRIVAL
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:
RTE 1
ORIGIN CO ROUTE RUNWAY VIA
1/1
DEST
TO
< RTE 2
ACTIVATE >
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.
INIT REF DIR INTC
RTE LEGS FIX
CLB DEP ARR
CRZ HOLD
DES PROG EXEC
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.
2.
D S P Y
PREV PAGE
NEXT PAGE
A F K P U Z
B G L Q V
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
1
F A I L
2 5 8 0
3 6 9
+/-
4 7 .
O F S T
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. There probably are other "secret" reasons for that stupid message, but I haven't encountered them all yet.
737ver5058
6.
Mike Ray 2000
34
737ver5059
Mike Ray 2000
PERFORMANCE INITIALIZATION
To access the PERF INIT page: 1. INIT REF button 2. LS "PERF" (3L) 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.
MORE
-
GROSS WT. Don't put anything in here, the machine will fill that in for you. 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. COST INDEX: 40 is the STANDARD SETTING. "0" will select ECON for MAX. RANGE. "200" results in MINIMUM FLIGHT TIME. CRZ ALT: Get that off the Flight Plan or the release. Use the "INITIAL" cruise altitude.
POS INIT PERF INIT
1 2 1/3
GW / CRZ CG . / 18.5 N33 56.9 REF FUEL AIRPORT KLAX N33 56.9 24.7 ZFW GATE
ALL.
.
RESERVES
--- 24.3 W118 / --ISA DEV N33 56.9 W118--- C 24.3

SET
T OAT IRS/ CPOS C 18000
W118 WIND 24.3 CRZ

O
CRZ ALT LAST POS
GLASS STUFF ..later on.
COST INDEX
W118 S 24.3 N33 56.9 T R A N---A L T

TAKEOFF >
GMT-MON/DY 2355.8z < INDEX
... OH JOY !
< INDEX
ROUTE >
INIT REF DIR INTC
RTE LEGS FIX
CLB DEP ARR
CRZ HOLD
DES PROG EXEC
D S P Y
PREV PAGE
NEXT PAGE
A F K P U Z
B G L Q V
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
1
F A I L
2 5 8 0
3 6 9
+/-
4 7 .
O F S T
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. 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.
737ver5061
Mike Ray 2000
737ver5060
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Mike Ray 2000
CAPTAIN'S FLIGHT DECK SET-UP
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.
OU WILL BE REQUIRED TO KNOW ALL THE FOLLOWING STEPS BY MEMORY !
YOU MEAN ... I GOTTA KNOW THIS FROM MEMORY? YOU GOTTA BE KIDDING!
737ver5063
Mike Ray 2000
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Mike Ray 2000
C MIKE RAY 1999

1 GO TO WINDOW 2 OXYGEN MASK 3 O2 PANEL 4 PMC 5 LOW IDLE LIGHT 6 REVERSER LIGHTS 7 AUDIO ENTMT 8 SERV INTPHN
STBY HYD
The CAPTAIN'S totally complicated

First do these
1 2
GO TO WINDOW OXYGEN MASK
FLIGHTDECK setup
UPPER OVERHEAD
3 O2 PANEL 4 PMC 5 LOW IDLE LIGHT 6 REVERSER LIGHTS 7 AUDIO ENTMT 8 SERV INTPHN 9 STBY HYD LOW QTY/PRS 10 STBY HYD PUMP CK 11 FLT CONT SWITCHES 12 ALT FLAPS MASTER 13 ALT FLAPS CONTROL 14 SPOILERS SW 15 YAW DAMP SW 16 EFI / IRS 17 FUEL VALVE CLSD 18 FUEL X-FEED CK 19 FUEL PUMPS CK
OVERHEAD LEFT ROW
FLIGHTDECK setup
The CAPTAIN'S
OVERHEAD SECOND ROW

20 21 TRs 22 STBY POWER TEST 23 GEN DRIVE DISC SW 24 BUS TRANSFR SW 25 APU ELEC LOAD
DC METER
26 EQUIP COOLING/ EXHAUST FAN SW 27 EQP COOL OFF LITES 28 EMER EXIT LITES 29 NO SMOKING SIGN 30 FASTEN SEAT BELT
SKINNY MIDDLE ROW
OVERHEAD FOURTH ROW

31 WINDOW HEAT SW 32 PITOT HEAT TEST 33 WING ANTI-ICE 34 ELEC HYD PUMPS 35 VOICE RECORDER 36 ENG START SW OFF 37 IGN SEL SW
9 LOW QTY/PRS 10 STBY HYD PUMP CK 11 FLT CONT switches 12 ALT FLAPS MASTER 13 ALT FLAPS CONTROL 14 SPOILERS SW 15 YAW DAMP SW 16 EFI / IRS 17 FUEL VALVE CLSD 18 FUEL X-FEED CK 19 FUEL PUMPS CK 38 MKR BCN 39 CLOCK 40 ADI/HSI 41 VOR 42 43 44 45
SAI ILS DME SAI
20 DC METER 21 TRs 22 STBY POWER TEST 23 GEN DRIVE DISC SW 24 BUS TRANSFR SW 25 APU ELEC LOAD
26 EQUIP COOLING/ EXHAUST FAN SW 27 EQP COOL OFF LITES 28 EMER EXIT LITES 29 NO SMOKING SIGN 30 FASTEN SEAT BELT SIGN 31 WINDOW HEAT SW 32 PITOT HEAT TEST 33 WING ANTI-ICE 34 ELEC HYD PUMPS OFF 35 VOICE RECORDER 36 ENG START SW OFF 37 IGN SEL SW 52 FUEL FLOW SW 53 ENG INSTR 54 ANTI-SKID 55 AUTOBRAKE SEL 56 RADAR TEST 57 SPEEDBRAKE 58 THROT and REV LEVERS 59 FLAP LEVER / IND 60 PARK BRAKE 61 ENG START LEVERS 62 STAB TRIM 63 T/O WARN HORN
ILS / DME CHECK

42 43 44 45
SAI ILS DME SAI
38 39 40 41
CAPT PANEL FORWARD

MKR BCN LITES CLOCK ADI/HSI VOR
CAPT RIGHTHAND FORWARD PANEL

46 AUTOFLIGHT ANNUC 47 ALTIMETER 48 IVSI 49 STBY IAS 50 STBY ALT 51 FUEL QUANT
52 FUEL FLOW SW 53 ENG INSTR 54 ANTI-SKID 55 AUTOBRAKE SEL
CENTER PANEL FORWARD
THROTTLE QUADRANT
56 57 58 59 60 61 62 63
RADAR TEST SPEEDBRAKE THROT and REV LEVERS FLAP LEVER / IND PARK BRAKE ENG START LEVERS STAB TRIM T/O WARN HORN
LOWER CONSOLE
64 RADIOS 65 RUD and AIL TRIM 66 STAB TRIM OVRD 67 PA
Mike Ray 2000
64 RADIOS 65 RUD and AIL TRIM 66 STAB TRIM OVRD 67 PA

737ver5064
46 AUTOFLIGHT ANNUC 47 ALTIMETER 48 IVSI 49 STBY IAS 50 STBY ALT 51 FUEL QUANT
37
Mike Ray 2000
T 1
he following pages will break up the flows into separate pieces. I have included some tips and comments to help in understanding what is being accomplished in each of the steps.
THE INCREDIBLY COMPLICATED

One of the MOST complicated procedures on the Set-up is the Oxygen mask checkout. MIC SELECTOR In brief form, here is what to do:
1-VHF-2-VHF INOP INOP F-INPH-S PA
OXYGEN MASK
MASK/BOOM switch to MASK Push F-INPH mic switch Adjust F-INPH volume EXT SPEAKER volume UP
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
Push and hold, and while holding RESET/TEST lever:
V B R
NORM
WINDOW SETUP STUFF
1 Observe YELLOW CROSS flicker Push and Hold EMER/TEST 2 selectorand observe 3 4
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
RESET TEST
N
100% PUSH OXYGEN MASK
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:
EMERGENCY
DO NOT ABORT A TAKEOFF BECAUSE A COCKPIT WINDOW POPS OPEN !!!!!!!

Windows can be closed even after takeoff up to 250 Knots. NOTE 1: The GOOD NEWS is this: Once the airplane starts to pressurize, there is no way that the window can possibly, under any circumstances, come open! 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 ...
737ver5066
5 ReleaseRESET/TEST button:
PRESS TO TEST
Observe FLOW IND is BLANK and O2 Flow stops Now, put it all back together: MASK O2 @ 100% MASK HOLDER doors closed MASK/BOOM switch to BOOM
ST ! MO oked lo ver o
Here is the step MOST COPILOTS MISS: Ensure Captain is not monitoring F-INPH 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?"
737ver5067
Mike Ray 2000
38
Mike Ray 2000
7
OFF ON
OBS AUDIO ENTMT

I
REVERSER
6
ENGINE 2
REVERSER
5 4 3
.................................................................. OFF NOTE: There are two idle speeds: HIGH and LOW (duh!). HIGH is used in flight, and LOW when on the ground as sensed by airground switch, BUT, there are two times that you will see HIGH IDLE on the ground. SO here are two CHECKGUY TRICK QUESTIONS Since AC power is required for LOW IDLE, when you are using a BATTERY 1. 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...and ...for 4 seconds after touchdown, the engines remain at HIGH IDLE for go2. around and to enhance reverse.
5 LOW IDLE LIGHT
PMC
PMC
ON INOP
SERVICE INTERPHONE
OFF ON
ON INOP
LOW IDLE
6 REVERSER LIGHTS
.................................... ....................... OFF
CREW OXYGEN
PASS OXYGEN
NORMAL
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.
10
3. Engine is doing AUTO-RESTOW.
15 20
ON
PASS OXY ON
OXY PRESS PSI X 100
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.
OVERHEAD OXYGEN PANEL
CHECK 2 things LIGHT ............................................................................................... OFF and SWITCH SAFETIED ...................................................................... NORMAL NOTE: 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.
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.
PMC (POWER MANAGEMENT CONTROLS)
VERIFY INOP lights ................................................................................................ OFF NOTE: When the PMC detects a fault, it shifts over to N1 control and illuminates the: PMC INOP LIGHT MASTER CAUTION LIGHTs ENGINE annunciator lights
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 doesnt interfere with the cockpit-F/A communications either way).
737ver5069
Mike Ray 2000
39
737ver5068
Mike Ray 2000
OVERHEAD PANEL LEFT ROW

FLT CONTROL A B STANDBY HYD
STBY RUD OFF B ON
STBY HYD LOW QUANT and LOW PRESS LIGHTS

BOTH LIGHTS ................ OFF
Then do ...
PUMP CHECK 10STANDBY HYDRAULIC
THREE STEPS:
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 FLIGHT 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.
11
10 14 15
STBY RUD OFF A ON
9
OFF
12 13 14 15
ALTERNATE FLAPS MASTER SWITCH

SAFETIED OFF
ALTERNATE FLAPS
OFF UP
SPOILER A B
OFF OFF
13
ALTERNATE FLAPS CONTROL SWITCH

............... OFF
ARM DOWN
ON
ON
YAW DAMPER
YAW DAMPER
12
SPOILER SWITCHES
SAFETIED ....... And ON
OFF ON
ON .... and VERIFY YAW DAMPER light ......... OFF
YAW DAMPER SWITCH
16
EFI
16 17
EFI and IRS switches

NORMAL
Then do ...
IRS
BOTH ON R
NORMAL
FUEL VALVE CLOSED
NORMAL
iiiiliiiilii
-20
-40
li
iii
FUEL +20 TEMP
ii
FUEL VALVE CLOSED
+40
iii
i
17 18 19
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ON The only time the lights should be ON is when the START LEVERS are in cutoff or FIRE HANDLES are pulled.
FUEL VALVE CLOSED lights
BOTH ON ... verify that the low pressure light is ON if either system is unpressurized.
11
FLIGHT CONTROL SWITCHES (A and B)
iii
liiiiliiiilii
FILTER BYPASS
VALVE OPEN
FILTER BYPASS
CROSS
FEED
18 CROSSFEED CHECK
2 STEPS STEP 1: ROTATE CROSSFEED SELECTOR to OPEN VERIFY VALVE OPEN light goes BRIGHT, then DIM. STEP 2: ROTATE CROSSFEED SELECTOR to CLOSE VERIFY VALVE OPEN light goes BRIGHT, then OFF
FUEL
STEP 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.
19
iil
ii
FUEL PUMPS L
OFF ON
CTR
AFT
OFF ON 1
FWD
Mike Ray 2000
ii
FUEL PUMPS CHECK
FWD
OFF ON 2
AFT
40
737ver5071
Mike Ray 2000
OVERHEAD SECOND ROW

-0+
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 !
STOP ! If Fueling is underway, STOP.
400
-50
DC AMPS +
50
320
CPS FREQ
420
20 21
GEN 2 INV TEST
DC VOLTS
20
110
120
AC VOLTS
40
100
130
22
STANDBY POWER TEST
3 STEP TEST
20 21
Selector to BAT and check meter at 24 VOLTS minimum
DC METER SELECTOR
Set 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
TR 1 BAT BAT BUS STBY PWR TR 2 TR 3 TEST OFF
STEP 1
STANDBY POWER SWITCH .......................BAT
Verify: AC VOLTS and FREQS ................... NORMAL DC VOLTS ........................................ NORMAL STANDBY POWER OFF light ..........OFF 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.
CHECK BOTH DC VOLTS and AMPS within limits
TR 1, 2, and 3
GALLEY RESID VOLTS OFF

ON AC
BAT
ON
MAX T/R AMPS (with cooling) .......... 65 MAX T/R AMPS (without cooling) .... 50
22
STANDBY PWR OFF
STANDBY POWER
DISCONNECT
DISCONNECT
BAT
DRIVE TEMP
RISE
OFF
AUTO
IN
PROCEDURE FOR STEP 22 IS ON THE OTHER PAGE, OVER THERE
10 RISE 20 0

30 0
10 RISE 20
80 IN 120 40
80 IN 120 40
160
160
30
STEP 2
Verify:
23 24 25
SAFETIED
GENERATOR DRIVE DISCONNECT SWITCHES
23
50 0
GRD PWR AVAILABLE
100
150 200
AC AMPERES
GRD PWR
OFF
0
50
100
150
24
STANDBY POWER SWITCH ..................OFF

LEFT IRS ON DC light ..................... ON IRS annunciator light ...................... ON ELEC annunciator light .................. ON MASTER CAUTION LIGHTS ........... ON AC VOLTS and FREQS ................... Bottom of scale DC VOLTS ........................................ Bottom of scale STANDBY POWER OFF light ..........ON F/O RDMI HDG FLAG ...................... In view
AC AMPERES
200
ON
BUS TRANS
TRANSFER BUS OFF
O F F
BUS TRANSFER SWITCH

AUTO
A U T O
TRANSFER BUS OFF BUS OFF
BUS OFF GEN OFF BUS APU GEN OFF BUS
STEP 3
STANDBY POWER SWITCH .................. AUTO
Verify: AC VOLTS and FREQS ................... NORMAL DC VOLTS ........................................ NORMAL STANDBY POWER OFF light ..........OFF F/O RDMI HDG FLAG ...................... NOT In view LEFT IRS ON DC LIGHT ................. OFF
GEN OFF BUS
OFF ON
OFF ON
25
APU ELECTRICAL LOAD

APU generator MAX AMPS (on ground) ........ 150
GEN 1
APU GEN APU
GEN 2
LOW OIL QUANTITY
LOW OIL PRESSURE
HIGH OIL TEMP
OVER SPEED
6 5 4
EXH C X 100
50 0
100
150 200
MASTER CAUTION ................... RESET
AC AMPERES
3 2 1
TEMP 0
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Mike Ray 2000
41
737ver5073
Mike Ray 2000
SKINNY MIDDLE ROW
CIRCUIT BREAKER
BRIGHT
26 26 27 28 29 30 29 30
737ver5075 737ver5074
EQUIP COOLING SUPPLY and .................. NORMAL EXHAUST FAN SWITCHES
OFF
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!
BRIGHT
PANEL
OFF

NORMAL
27
EQUIPMENT COOLING OFF LIGHTS ............ OFF

If these lights ever come on, even on the ground, there is a serious problem. Select ALTERNATE and get maintenance. If in the air, select ALTERNA and if you still have a TE 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
ALTERNATE
OFF OFF
EMER EXIT LIGHTS
OFF
A NR OM TE D
28
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. An ORAL QUESTION: When are the batteries charging?
EMER EXIT LIGHTS
ARMED ON

OFF AUTO ON
ATTEND
GRD CALL
CALL
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 Letem light up, would be AFTER TAKE-OFF.
NO SMOKING SIGN ........ ON
RAIN REPELLENT
WIPER
OFF
PARK
LOW HIGH
During boarding, we normally leave the sign off.
FASTEN SEAT BELT SIGN ......... OFF
Mike Ray 2000
42
Mike Ray 2000
OVERHEAD FOURTH ROW
OVERHEAT OVERHEAT ON ON
L SIDE
OFF ON
WINDOW HEAT OVHT FWD FWD
R SIDE
OFF ON
31
32
WINDOW HEAT SWITCHES .....ON, observe ON lights
CAPT P/S 1 AUX STATIC F/O STATIC 2 AUX P/S L ELEV PITOT
PWR TEST PITOT STATIC A B

OFF ON
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 dont it? So Mr. Boeing made a little POWER ON TEST feature. It will put FULL POWER to the window.
31
L ALPHA VANE TEMP PROBE
HEAT
Heres how it works: The power test should ONLY be used on a window that has the respective WINDOW HEAT switch 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.
WING ANTI-ICE
GND TEST ON OFF
ENG ANTI-ICE
OFF ON
33
32 33 34 35
PITOT HEAT ............................................ TEST

TWO simple STEPS: TURN SWITCHES ON ..... Verify ALL LIGHTS OFF
1
OVERHEAT
34
BA
HYD SYS PRESS
MASTER CAUTION LIGHT ....................... PUSH WING ANTI-ICE .............................. TEST and OFF
ENG 1
OFF ON
ELEC 2
ELEC 1
ON
ENG 2 B
OFF
HYD PUMPS
FWD ENTRY AFT ENTRY EQUIP
FWD CARGO AFT CARGO
4 0
HOLD the WING ANTI-ICE switch in GRD TEST, and OBSERVE: L and R VALVE OPEN lights go BRIGHT then DIM. RELEASE SWITCH, and OBSERVE: LIGHTS go OUT.
PSI X 1000
ELECTRIC HYDRAULIC PUMPS ............ BOTH 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.

S PRES 0 IFF I PS
00 00
TEST
ERASE
HEADSET
600 OHMS
10 D
50 40 35 30 25
0 2
CABIN ALT
ALT HORN CUTOFF
X 1000 FEET
I0 4
20 7 6
I5
35
TWO step test: PUSH and HOLD TEST BUTTON .................observe 2 FLICKS of NEEDLE And RISE INTO GREEN BAND PLUG HEADSET into the phone jack and say something, listen for reply after short delay.
VOICE RECORDER ................................ TEST
I
C
UP
.5
2
AB
IN CLIM
B
3 4
0
I 00
DN
.5
0F E EE T P
36
CONT FLT
APU
OFF GRD ON OFF
ENGINE START
CONT FLT GRD OFF
37
ANTI STROBE POSITION COLLISION OFF OFF ON BAT OFF ON ON ON
36 37
ENGINE START SWITCHES ................. OFF IGNITION SELECTOR SWITCH .......... IGN L or R
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.
BOTH IGN L
IGN R
START
737ver5076
Mike Ray 2000
43
737ver5077
Mike Ray 2000
CAPT FORWARD PANEL

COURSE
38
A/P ENGAGE COURSE B CMD CWS MA
MARKER BEACON LIGHTS
PUSH TO TEST NOTE: Sometimes, the light covers may be turned to the DIM position and not be visible. Be alert.
180
A/T
ARM
F/D
ON N1
MA
283
IAS/MACH
V NAV
305
HEADING
L NAV
ALTITUDE
VERT SPEED A
28004 +0000
VOR LOC
310
OFF
SEL
ALT HOLD V/S
DN
F/D
ON
OFF
SPEED
LVL CHG
HDG SEL
APP
DISENGAGE UP OFF
39 40
CLOCK
SET NOTE: 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
A I R AIRWAYS W A Y S
IG H BR
41
THR HLD TO/GA HDG SEL FD
180
ADI/HSI
MARKER
HIGH
39
20 10
20 10
160
60 400 350 300 250

PULL TO SET
MACH
B M I MIDDLE D D L E
IG H BR
RI G H
4 75 6
80 100 120 140 160 180
1 140 9
120
R
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.
OUTER
9 12
RESET
FS
SS
VO
AD
12
HLD
ET
HLD
N1234UTP
NOSE WHEEL STEERING

A L T N O R M
165/12 ILS 1
ADI
126
DH REF
RST BRT
BRT
MAP VOR/ADF NAV AID ARPT RTE DATA WPT

ON ON ON ON ON
Mike Ray 2000
ADF INOP
FULL VOR/ILS
CTR MAP 10 PLAN
33
RUN
. 3 0
30
RUN
15
T T
10 20
10 20
DH 109
100
O U T E R
3540
LOW
1 230 KNOTS 9 200
124.90
AUTO
NAV
MANUAL
132.95
AUTO MAN
CHR
60 50
16:12
GMT ET/CHR
0327 1633
10
DME-1
DME TAS
DME-2
12.6 283
HDG
GS
138
180 M
18
21
24
15
18 21
24
27 3 0
40
28
20
40
109.9
41
VOR .............. TEST
TEST VOR DME UP/LT DN/RT
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.
NOTE 1: Test is to be accomplished in either FULL VOR/ILS or EXP VOR/ILS and With VHF NAV RECEIVER SELECTORS in MANUAL. 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.
EXP VOR/ILS MAP
27
30
33
HSI
RANGE
80 40 20 160 320
VOT: (The preferable method) RECEIVERS AGREE WITHIN 2 12 degrees of 180 or 000 FROM. AND RECEIVERS 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.
the 2
12...4...4
RULE
WXR
ON
737ver5078
44
737ver5079
Mike Ray 2000
ILS/DME CHECK
42
SAI (STANDBY ATTITUDE INDICATOR)

STEP 1
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.
180
20 10
20 10
30
STEP 2
160
1 140 9
120
R
10 20
10 20
DH 109
10
10 10
100
3540
10 30
OFF ILS ILS B/'CRS
43
SELECT an ILS FREQUENCY:
ILS ............. TEST
DME TAS
12.6 283
HDG
GS
138
180 M
18
21
24
43
42 45
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.
15
27
12
30
33
44
165/12 ILS 1
0327 0327
DME-1
DME-2
15
18 21
24
27 3 0
9 12
VO
AD
ADF INOP
Mike Ray 2000
109.9
124.90
AUTO MAN
AUTO
NAV
44
MANUAL
DME .................. CHECK
The 1 percent - 12 MILE RULE:
132.95
when BOTH DMEs are locked on the same station, they should agree within 12 MILE or 1% of the distance to the station, Whichever is GREATER!
45
SELECT ................. OFF
SAI (STANDBY ATTITUDE INDICATOR)
33
. 3 0
45
737ver5081
Mike Ray 2000
CAPTAIN RIGHT-HAND FORWARD PANEL
46 47
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 RED FMC ............................. Steady AMBER.
AUTOFLIGHT ANNUNCIATOR
46 47
INSTR SWITCH ALTITUDE ALERT
ALTIMETER ...... SET and CROSSCHECK

SELECT the CURRENT ALTIMETER SETTING and CROSSCHECK with the other pilots indicator.
49
A/P A/T FMC
P/RST P/RST P/RST
LIGHTS
TEST BRT DIM
1 2 TEST
THIS AIRCRAFT IS NOT IN CATEGORY II STATUS SEE MINIMUM EQUIPMENT LIST AND DEFERRED SECTION OF LOG BOOK
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.
10 - 40 - 80 RULE
BEWARE WHEN OPERATING IN COUNTRIES WHERE MILLIBARS ARE USED!
MAINTAIN AT LEAST 45% N1 WHEN OPERATING IN OR NEAR MODERATE TO HEAVY RAIN, HAIL, OR SLEET
9 8
0 100 FT
00
0 00 1
60
2 3
400 350 300

IAS
80 100 120
30 10 10 30
OFF ILS ILS B/'CRS
10 10
ALT IN.HG MB 7 10 1 3 2992 4 6 5

BARO
140 KNOTS 250 160 240 220 180 200
48
STAB OUT OF TRIM
VERIFY ..... OFF FLAG retracted.
VERTICAL SPEED INDICATOR ........ ZERO
SPEED BRAKE DO NOT ARM
1
.5
2
VERTICAL SPEED
4 6
50
100
0
MB
FEET
10 1 3
1
1000 FT
SPEED BRAKE ARMED
CTR
49 50
ERR LB.
STANDBY AIRSPEED INDICATOR

SHOULD BE .... 60
0
1000 FPM
8 7
50,000
ALT
.5
00 2 01 02 03 04 3
4
QTY TEST
4 2
6
BARO
2992
IN.HG
15 70 08
1
FUEL
ERR LB.
SET and CROSSCHECK
STANDBY ALTIMETER
10 20 08
FUEL
ERR LB.
10 20 08
FUEL
48
WXR TERR
TERR OVRD OVRD INOP
ON
ON
50
737ver5082
51 51
737ver5083
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.
FUEL QUANTITY ................... CHECK and TEST
CAUTION DO NOT TEST DURING PRESSURE FUELING !
Mike Ray 2000
46
Mike Ray 2000
CENTER FORWARD PANEL
53
ENGINE INSTRUMENTS ......... CHECK
52
FUEL FLOW
RESET RATE USED
VERIFY: 1: ALL ENGINE INSTRUMENTS READ CORRECTLY. NOTE: Failure of any N1, EGT, or N2 indicator or transmitter will result in: DIGITAL DISPLAY BLANKING and POINTER GOING TO ZERO
YAW DAMPER
53
ENG OIL QTY TEST
10
1 00.0 N1 4
8
% RPM X 10
2 4
00.0
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 takeoff, the throttles do not advance normally, it could be that these little knobs are not pushed in all the way.
80 0 100 0 2
PULL TO SET
60 40
OIL PRESS
PSI
4 10 062 EGT 2
6 4
C X 100
0 2
4 00.0 2 10 N2
% RPM X 10
0 2
20
1
START VALVE OPEN
2
START VALVE OPEN
1 UP
5 10 15 25 40 30
REVERSER UNLOCKED
REVERSER UNLOCKED
FLAPS
N1
10
5 86.4 4
85.4
% RPM X 10
2 4
N1
10
4 85.3 2
84.8
% RPM X 10
2 4
80 OIL 60 PRESS 40
PSI
0 100 0 2
80 OIL 60 PRESS 40
PSI
0 100 0 2
LE FLAPS TRANSIT
LE FLAPS EXT
54 55
20
20
PULL TO SET
PULL TO SET
ANTISKID
ANTI SKID INOP
10 8
EGT
6
4 743 2
4
C X 100
0 2
10 8
EGT
6
7 766 5
4
C X 100
54 55
ANTI-SKID SWITCH ................. ON

If installed, Check that the safety wire is intact.
0 2
150 OIL 100 50

TEMP
150 OIL -50

O
100 50
TEMP
-50
ON
0
OFF
AUTOBRAKE SELECTOR ................. RTO
4 87.3 2 10 N2
% RPM X 10
0 2
6 86.5 4 10 N2
8 6 4
% RPM X 10
0 2
OIL QUANTITY
GALLONS
OIL QUANTITY
GALLONS
VERIFY: AUTO BRAKE DISARM light goes OUT. This indicates that the SELF-TEST has been successfully accomplished.
AUTO BRAKE
AUTO-BRAKE DISARM
12 10
E
1/4RATE/USED
PPH
4 1/2 7233/40 HYD QTY 2 2

RFL
12 10
E
RATE/USED 1/4
X 10 SYS A
FF 00
6
4 1/2 HYD QTY 0 712 3/4 2 2

RFL
1
2 1 5 0 0 3 VIB 4 1 5 2 3 VIB 4
3 MAX
OFF RTO
PPH
X B SYS 10
FF 00
6
SOME AUTOBRAKE STUFF: What conditions MUST be met to ARM the AUTOBRAKE? ANS: ..................................... must be on the ground. A/C ANTI-SKID SWITCH ....... ON (and operational) WHEEL SPEED ................. less than 60 KNOTS AUTOBRAKE SWITCH ...... RTO THROTTLES ...................... IDLE
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.
52
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.
FUEL FLOW SWITCH
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.
Mike Ray 2000
47
737ver5085
Mike Ray 2000
THROTTLE QUADRANT
ADF HSI
FULL VOR/ILS RANGE EXP VOR/ILS MAP
80 40 20 160 320
57 58
WX/TURB WX TEST MAP
SPEEDBRAKE LEVER ................. DOWN THROTTLES and REVERSE LEVERS

CLOSED and DOWN
126
DH REF
56
TILT
MAN
RST BRT
BRT
CTR MAP 10 PLAN
WXR
ON
FLAP LEVER and INDICATOR ..................... MATCH

AUTO

ON ON ON ON ON
GAIN
5
UP
10 15 15
59 60
1 2 5 10 15 25 40 30
FLAPS
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!
56
PWS 10 TEST: 5 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.
RADAR TEST
0
AUTO MAX OFF AUTO
DN
PARKING BRAKE ........................................ SET
NOTE: If the TEST is unsuccessful the word FAIL indicates on the HSI.
NOTES: 1: The RED LIGHT ONLY monitors the position of the lever linkage and does not mean that the brakes are set.. 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!
58
DOWN
UP
61 62
ENGINE START LEVERS ........................ CUTOFF STABILIZER TRIM ..................................... ACTIVATE

ACTIVATE the TRIM SWITCHES on the YOKE: 1: Check TRIM WHEEL rotates in proper direction, then While 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.
57
STAB TRIM
APL NOSE DOWN
ARMED
FLAP UP 0
FLIGHT DETENT
HYD BRAKE PRESS
1
2
FLAP
STAB TRIM
4 0
2
PSI X 1000
5
10
15
APL NOS DOWE N
UP
5 10
15
25
HORN CUTOUT
59 62
0 5
10
15
AP NOSEL UP
D EEKE SPRA B
PARKING BRAKE PULL
30
40
APL NOSE UP
TAKEOFF WARNING HORN ........................... TEST

VERIFY:
60
STAB TRIM
FLAP DOWN
CUT OUT
63
61
737ver5086
then: 1: ADVANCE A THROTTLE until the HORN SOUNDS. CLOSE throttle to silence horn. 2: REPEAT for other throttle 3: IF HORN DID NOT SOUND! Check circuit breakers and notify maintenance.
63
FLAPS UP SLATS UP SPOILERS RETRACTED STAB TRIM in GREEN BAND PARKING BRAKE SET
CHECK-GUY QUESTION ON THE ORAL !
Mike Ray 2000
48
737ver5087
Mike Ray 2000
LOWER CONSOLE
RADIOS .............. CHECK and SET
64
TFR TFR
64
V H F
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.
GROUND CONTROL or PUSHBACK GUY
DEPARTURE CONTROL
ATIS
RAMP CONTROL or MAINTENANCE

TFR
TFR
V H F
124.90
FREQ SEL
120.95
C O M M
124.90
FREQ SEL
120.95
C O M M
V H F
124.90
FREQ SEL
120.95
C O M M
V H F
124.90
FREQ SEL
120.95
C O M M
124.90
AUTO MAN
AUTO
NAV
MANUAL
132.95
D A T A L I N K
PREFLIGHT
ENROUTE
POSTFLIGHT
MESSAGE LOG
LINK MANAGER
MENU
MAIN
65
2 2 22
FAIL IDENT
ATC
UA COMM REPORTS FLT DATA BRT DIM
124.90
AUTO MAN
AUTO
NAV
MANUAL
132.95
REQUESTS
ADI
HSI
80 40 20 160 320
ABOVE N BELOW REL XPDR ABS
126
DH REF
ABOVE N BELOW L R
ABS
126
DH REF
ADI
HSI
FULL VOR/ILS
RANGE EXP VOR/ILS MAP
80 40 20 160 320
RUDDER and AILERON TRIM ...... ZERO
RST BRT
BRT
CTR MAP 10 PLAN
REL
WXR
ON
STBY TEST
TA TA/RA
RST BRT
BRT
CTR MAP 10 PLAN
WXR
ON

ON ON ON ON ON
15 10
LEFT
65 66 67
RUDDER TRIM
5 0 5
10
RIGHT
15
ON
ON
ON
ON
ON
Heres 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 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.
MIC SELECTOR
AILERON NOSE LEFT LEFT WING DOWN RIGHT WING DOWN NOSE RIGHT
MIC SELECTOR
1-VHF-2-VHF
INOP
INOP
F-INPH-S
PA
R U D D E R
1-VHF-2-VHF
INOP
INOP
F-INPH-S
PA
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
STABILIZER TRIM OVERRIDE SWITCH ...... NORMAL

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.
V B R
V B R
NORM
NORM
67
TFR
ABS ABOVE ABS
ABOVE N BELOW
REL XPDR
2 2 22
TA TA/RA FAIL IDENT
N BELOW L R REL
STBY TEST
A D F
1260
OFF
TONE ON ADF
GAIN
550
ANT
FLOOD
BRIGHT
PANEL
BRIGHT
STAB TRIM
CAB DOOR
CAB DOOR UNLOCKED
OFF
OFF
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.
PA SYSTEM ...... CHECK
66
737ver5088
This is the end of the Captains Flight Deck Set-up ...Wheeeew! Thank goodness..
Mike Ray 2000
49
737ver5089
Mike Ray 2000
FIRST OFFICER
FLIGHT DECK PREP STUFF
737ver5091
FLIGHTDECK
setup
First do these
1 2 3
EXT LIGHTS
The FIRST OFFICER'S
The FIRST OFFICER'S
FLIGHTDECK
First do these
1 2 3
EXT LIGHTS
... for pilots who like pictures
setup
4 5 6
FLIGHT RECORDER MACH OVERSPD STALL WARNING
... for left brained pilots.

UPPER OVERHEAD
4 5 6
FLIGHT RECORDER MACH OVERSPD STALL WARNING
MAIN OVERHEAD
7 8 9 10 11
AIR TEMP SEL DUCT OVERHEAT TEMP SELECTORS DUAL BLEED LIGHT RAM DOOR LIGHTS
SKINNY LEFT F/O MIDDLE ROW FORWARD PANEL

24 25 26 27 28 29 30 31
AUTOFLIGHT ANNUC A/S INDICATOR TAT/SAT/TAS RDMI GPWS INHIBIT SW GPWS TRANSPONDER ADF
16 MKR BCNs 17 CLOCK 18 ALTIMETER 19 IVSI 20 ADI/HSI 21 VOR 22 ILS 23 DME
RIGHT FORWARD PANEL
12 13
PNEUMATIC
ENG BLEED SW
PACK TRIP, BLEED TRIP, WING BODY OVHT
16 MKR BCNs 17 CLOCK 18 ALTIMETER 19 IVSI 20 ADI/HSI 21 VOR 22 ILS 23 DME
7 8 9 10 11 12 13 14 15
AIR TEMP SEL DUCT OVERHEAT TEMP SELECTORS DUAL BLEED LIGHT RAM DOOR LIGHTS
PACK TRIP, BLEED TRIP, WING BODY OVHT ENG BLEED SW
PRESSURIZATION SYSTEM TEST PANEL SETUP
14 15
SYSTEM TEST PANEL SETUP
Use this layout to help you memorize the steps and their order.
24 25 26 27 28 29 30 31
AUTOFLIGHT ANNUC A/S INDICATOR TAT/SAT/TAS RDMI GPWS INHIBIT SW GPWS TRANSPONDER ADF
737ver5092
Mike Ray 2000
51
Mike Ray 2000
1
1

E X T E N D RETRACT
LANDING
OFF
APU
OFF GRD ON OFF
ENGINE START
WING OFF ON
WHEEL WELL OFF ON
BOTH IGN L
L ON R OUTBOARD
L ON R INBOARD
IGN R
START
THE INCREDIBLY COMPLICATED

One of the MOST complicated procedures on the Set-up is the Oxygen mask checkout. MIC SELECTOR In brief form, here is what to do:
OXYGEN MASK
You 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.
EXTERIOR LIGHTS......... AS REQUIRED
MASK/BOOM switch to MASK Push F-INPH mic switch Adjust F-INPH volume EXT SPEAKER volume UP Push and hold, and while holding RESET/TEST lever:
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
V B R
NORM
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:
THE SIDE WINDOW
1 Observe YELLOW CROSS flicker Push and Hold EMER/TEST 2 selectorand observe 3
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
RESET TEST
N
EMERGENCY
DO NOT ABORT A TAKEOFF BECAUSE A COCKPIT WINDOW POPS OPEN !!!!!!!
4 Release RESET/TEST button: Observe FLOW IND is BLANK and

O2 Flow stops Now, put it all back together: MASK O2 @ 100% MASK HOLDER Doors closed MASK/BOOM switch to BOOM Here is the step MOST COPILOTS MISS: Ensure Captain is not monitoring F-INPH What PILOTS screw up:
PRESS TO TEST
Oooops ...!
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!
737ver5094
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?"
Mike Ray 2000
52
737ver5095
Mike Ray 2000
4
FLIGHT RECORDER
TEST NORMAL
OFF

TEST
NO 1
NO 2
5 6
NO. 1
STALL WARNING TEST
NO. 2
4 5 6
MOVE TEST SWITCH to ....... TEST position, then OBSERVE ............................ OFF light is NOT ON. RESTORE SWITCH COVER ...... Normal position.
FLIGHT RECORDER ........TEST
PRESS button #1: OBSERVE: CAPT AIRSPEED CLACKER activates, then PRESS button #2: OBSERVE: F/O AIRSPEED CLACKER activates.
MACH AIRSPEED WARNING ........TEST
PRESS button #1: OBSERVE: CAPT STICK SHAKER activates, then PRESS button #2: OBSERVE: F/O STICK SHAKER activates.
STALL WARNING ........TEST
LE DEVICES
FLAPS
NOTE 1: The test is INOPERATIVE if: 1 2 3 An AMBER LE DEVICE light comes ON. SLATS NOTE 2: DO NOT move the FLAPS in an attempt to TEST troubleshoot the problem without clearance from a GROUND OBSERVER! 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 !!!
SLATS
737ver5096
Mike Ray 2000
53
Mike Ray 2000
7 8
AIR TEMP SELECTOR ............................. SUPPLY DUCT

This is to set up to monitor the temperature of the air in the MIX MANIFOLD.
CO
CO
CONT CABIN
SUPPLY DUCT
AIR TEMP
PASS CABIN
PASS CABIN
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.
DUCT OVERHEAT LIGHTS ........................................ OFF
AIR MIX VALVE

LD LD
T HO
AIR MIX VALVE

T HO
8 9 11 12
DUCT OVERHEAT
120 80 40
TEMP160
200
DUCT OVERHEAT
9 10
TEMPERATURE SELECTORS .................................. SET

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!
AUTO NORMAL
AUTO NORMAL
COOL
COOL COOL
10
COOL
DUAL BLEED LIGHT ........................................... OFF/ON

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.
DUAL BLEED
RAM DOOR FULL OPEN
RAM DOOR FULL OPEN
RECIRC FAN
OFF AUTO
40 60 80 100
IF BLEEDS CLOSED = LIGHT OFF IF BLEEDS OPEN = LIGHT ON
OVHT
TEST
20
R L
0
PSI
L PACK
OFF AUTO HIGH
ISOLATION VALVE
CLOSE AUTO OPEN
OFF AUTO HIGH
R PACK
11
RAM DOOR FULL OPEN LIGHTS ............................... 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.
PACK TRIP OFF
WING ANTI ICE
TRIP
WING ANTI ICE
RESET
PACK 12 and WING-BODYTRIP OFF, BLEED TRIP OFF, OFF OVERHEAT LIGHTS ....................
These six lights should be OUT. If one or more are ON, go to the book and do the procedure.
OFF I ON
OFF
APU
ON
BLEED
MANUAL
AUTO FAIL
13
737ver5098
13
737ver5099
ENGINE BLEED SWITCHES ......................................... ON

These valves are ELECTRICALLY CONTROLLED and PNEUMATICALLY ACTUATED. They are normally left ON.
Mike Ray 2000
54
Mike Ray 2000
14 STANDBY and MANUAL PRESSURIZATION TEST

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.
2 3
1: MODE SEL .................... MANUAL DC 2: verify MANUAL LIGHT ............ ON 3: AUTO FAIL, OFF SCHED DESCENT,and STANDBY LIGHTS .... OFF 4: OUTFLOW VALVE SWITCH ....... TOGGLE TOWARDS CLOSE 5: verify incremental valve movement
BLEED
AUTO FAIL OFF SCHED STANDBY DESCENT MANUAL
5
STBY
STEP 3
AUTO
STANDBY
35000
S PU H
2
AUTO FAIL
STEP 1
BLEED
OFF SCHED STANDBY DESCENT MANUAL
05780 05280
CABIN ALT
6
V A L V E
O P E N
AC MAN DC
F L T
G R D
AUTO CHECK
AUTO
STANDBY
MANUAL
FLT ALT
S PU H
35000
3
CAB FLT
04780
CABIN ALT
001257
C L O S E
STBY
O P E N
AC MAN DC
F L T
-.3 .3 .8 I.4 I.9
G R D
AUTO CHECK
1: 2: 3: 4: 5: 6:
MODE SEL ............................... STBY verify STANDBY LIGHT ............ ON STBY CABIN RATE ................... FULL INCREASE STBY CABIN ALT .... 500 feet below field elevation FLT/GND SWITCH .................... FLT verify OUTFLOW VALVE ........... FULL CLOSE
STEP 1
4
AUTO FAIL
CAB FLT
-.3
.3
.8
I.4
I.9
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
BLEED
MANUAL
1
V A L V E O P E N
AUTO
STANDBY
MANUAL
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
00350I
S PU H
05780
CABIN ALT
05280
C L O S E
STBY
1: FLT/GRD SWITCH ................ GRD 2: OUTFLOW VALVE SWITCH ........... HOLD TO CLOSE 3: verify STEADY VALVE MOVEMENT
STEP 4
STEP 2
F L T
CAB FLT
MANUAL
G R D
AUTO CHECK
AC MAN DC
-.3
1: STANDBY CABIN ALT Set minimum 500 feet ABOVE field elevation. 2: verify OUTFLOW VALVE ......... Moves to FULL OPEN
STEP 2
BLEED
AUTO FAIL OFF SCHED STANDBY DESCENT
.3
.8
I.4
I.9
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
BLEED
AUTO
STANDBY
STBY
35000
FLT ALT
S PU H
05780
LAND ALT
005280
CABIN ALT
O P E N
AC MAN DC
1: MODE SELECTOR ....... AUTO 2: verify .... OUTFLOW VALVE moves FULL OPEN 3: ALL the lights ..... OFF
STEP 5
AUTO
STANDBY
STBY
00350I
S PU H
001257
2
.3 .8
08250
CABIN ALT
O P E N
AC MAN DC
F L T
CAB FLT -.3
G R D
AUTO CHECK
F L T
I.4 I.9
G R D
AUTO CHECK
1
.3
.8
I.4
I.9
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
CAB FLT
-.3
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
737ver5100
737ver5101
Mike Ray 2000
55
Mike Ray 2000
15
PRESSURIZATION SETUP
BLEED
RIGHT FORWARD PANEL
4
V A L V E O P E N
18
16 17
CHR
A IG H I BR R AIRWAYS W A Y S
T
AUTO
STANDBY
MANUAL
35000
FLT ALT
2 3
1: 2: 3: 4: 5:
S PU H
07200 005280
LAND ALT F L T
CAB FLT -.3 .3 .8 I.4 I.9
CABIN ALT
C L O S E
STBY
5 1
16 17
MARKER BCN LIGHTS PUSH TO TEST

8 7
100
0 FT
Sometimes the "IRIS" is closed on the lens.
05
10 1 3
MB
0 00 1
2992 4
IN.HG
2 3
M I MIDDLE D D L E
IG H BR
T
IG H BR
ALT
5
OUTER
O U T E R
6
BARO
G R D
AUTO CHECK
AC MAN DC
1
.5
2
VERTICAL SPEED
60 4 6 50
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
16:12
GMT ET/CHR
10
CLOCK
0
1000 FPM
.5
4 2
40
RUN HLD
G
FS
ET
RESET
15 PRESSURIZATION SETUP
MODE SELECTOR ..........................AUTO FLT ALT INDICATOR ...........SET PLANNED FLIGHT ALTITUDE LAND ALT INDICATOR ........SET LANDING FIELD ALTITUDE STANDBY CABIN RATE ...... SET AT INDEX STANDBY CABIN ALTITUDE .... SET 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.
SET Just remember not to touch the lower right hand switch until you think about it. It is NOT intuitive.
WXR TERR
ON
ON
19
18
CAB FLT
-.3
.3
.8
I.4
I.9
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
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.
ALTIMETER ......... SET and CROSSCHECK
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) and set the HIGHER (7200) figure in the CAB ALT window.
737ver5102
19
737ver5103
VERTICAL SPEED ........ ZERO

Verify OFF flag is retracted from view.
Mike Ray 2000
56
Mike Ray 2000
30
28
20
RUN
HLD
SS
F/O ADI/HSI TEST

COURSE
F/O VOR TEST

180
A/T
ARM
F/D
ON N1
MA
283
IAS/MACH
V NAV
305
HEADING
L NAV
ALTITUDE
VERT SPEED A
A/P ENGAGE B CMD CWS MA
COURSE
28004 +0000
VOR LOC
180
OFF
SEL
ALT HOLD V/S
DN
F/D
ON
OFF
SPEED
LVL CHG
HDG SEL
APP
DISENGAGE UP OFF
20
1. OBSERVE ................. NO FLAGS 2. BRIGHTNESS ........... SET 3. RAD ALT ................... DISPLAYED If the DH is also displayed, it may be removed by setting DH REF to a negative setting.
ADI/HSI .............. CHECK and SET

DME TAS
12.6 283
HDG
GS
138
21.2 21.3 21.1

132.95
AUTO MAN
180 M
18
21
24
15
27
12
30 30
3 33
THR HLD
TO/GA
HDG SEL
FD
20.3
ADI HSI
80 40 20 160 320
165/12 ILS 1
180
20 10
20 10
160
4 045 6
120
R
10 20
10 20
DH 109
100
3540
109
DH REF
21
VOR .............. TEST
RST BRT
M
GS
BRT
CTR MAP 10 PLAN
WXR
ON
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.
32.7 TAS 283

DME
HDG
180
296

ON ON ON ON ON
NOTE 1: Test is to be accomplished in either FULL VOR/ILS or EXP VOR/ILS and With VHF NAV RECEIVER SELECTORS in MANUAL. 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.
320/18
117.50
FROM
737ver5104
VOT: (The preferable method) RECEIVERS AGREE WITHIN 2 12 degrees of 180 or 000 FROM. AND RECEIVERS 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.
737ver5105
the 2
Mike Ray 2000
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Mike Ray 2000
109.9
124.90
12...4...4
RULE
ILS/DME CHECK
THR HLD
TO/GA
HDG SEL
FD
180
20 10
20 10
22
ILS ............................................................... TEST

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.
23
160
6 045 4
120
R
10 20
10 20
DH 109
100
3540
0327 0327
DME-1
DME-2
DME TAS
12.6 283
HDG
GS
138
18 21 15
194 M
18
21
15
22
24
9 12
27 3 0
24
VO
AD
12
ADF INOP
165/12 ILS 1
Mike Ray 2000
33
. 3 0
23
109.9
DME .......................................................... CHECK

The 1 percent - 12 MILE RULE: when BOTH DMEs are locked on the same station, they should agree within 12 MILE or 1% of the distance to the station, Whichever is GREATER!
27
30
33
124.90
AUTO MAN
AUTO
NAV
MANUAL
132.95
737ver5106
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Mike Ray 2000

737ver5107
LEFT F/O FWD PANEL
24
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 RED FMC light comes ON STEADY AMBER
AUTOFLIGHT ANNUNCIATOR .................. TEST
24
SPEED BRAKE
A/P A/T FMC

P/RST P/RST P/RST
1 2 TEST
PULL UP BELOW G/S

P-INHIBIT
60 400 350
MACH
25
25 26
Verify CURSOR CONTROL KNOB .................. IN Verify ................................... NO FLAGS IN VIEW Verify DIGITAL AIRSPEED .................45 +/- 1 KT
AIRSPEED INDICATOR .............................. CHECK
4 75 6
80 100 120 140 160 180
+15.2
TAT
o
KT
300 250
PULL TO SET
1 045 KNOTS 6 200
TAT/SAT/TAS INDICATOR .......................... TAT
26
HYD BRAKE PRESS
4 0
2
PSI X 1000
0327 1633
DME-1
DME-2
15
9 12
18 21
24
BA
HYD SYS PRESS
4 0
VO
PSI X 1000
ADF INOP
1/2 HYD QTY 3/4 1/4 E
RFL
1/2 HYD QTY 3/4 1/4 E
RFL
SYS A
SYS B
GROUND PROXIMITY
29
INOP
FLAP/GEAR INHIBIT
SYS TEST NORMAL
Mike Ray 2000
33
. 3 0
27
27 28 29
737ver5108
Verify MAG HEADING agrees with STANDBY COMP ASS and HSIs display. Verify NO WARNING SYMBOLS in view. Position #2 VOR/ADF selector as desired.
RDMI ............................................................ CHECK
27 3 0
AD F
28
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 !
GPWS INHIBIT SWITCH .................... SAFETIED/NORMAL
GPWS ......................................................... TEST

PUSH GPWS button: Check that AURAL sounds BELOW G/S, PULL UP, and INOP light comes ON.
59
737ver5109
Mike Ray 2000
TRANSPONDER/TCAS TEST
ADF TEST
30
TRANSPONDER/TCAS ................... TEST, SET

NOTE: IRS alignment MUST be complete prior to accomplishing the TCAS test. Place TCAS/XPDR selector to TEST momentarily and OBSERVE the following indications: 8888 appears in these windows
ABOVE BELOW
ABS REL
ABOVE
ABS REL
31
ADF ................... SET and CHECK

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.
8888
BELOW FAIL IDENT
30
180
STBY TEST
XPDR
TA TA/RA
TCAS/ATC
FAIL LIGHT comes ON momentarily.
0327 1633
DME-1
DME-2
15
9 12
18 21
24
31
27 3 0
20 10
20 10
VO
160
1 140 9
120
R
10 20
10 20
DH 109
ADF INOP
100
3540
TAS
32.7 NM 283
TRK
188
1534.8 Z GS 296
TCAS TEST displayed on HSI.
TCAS TEST
+10 -10
TRAFFIC
+02 +02
FOUR GOOFY SYMBOLS displayed IF 10 mile scale is being used at the time with MAP mode selected.
1276 2.6 R 10.4 L
320/18
Computerized voice sez, TCAS SYSTEM TEST OK (FAIL).
THIS IS THE END OF THIS SECTION

737ver5110
Mike Ray 2000
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737ver5111
Mike Ray 2000
33
AD F
. 3 0
RED PITCH AVOIDANCE BARS displayed on ADI.
TFR
A D F
1260
OFF
TONE ON ADF
GAIN
550
ANT
FINAL12
The hectic ...
PREP STEPS
FLIGHT DECK
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. 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.
Mike Ray 2000
737ver5113
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Mike Ray 2000
ATC CLEARANCE
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. Dont 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:
IF NOT ALREADY RUNNING APU GROUND START PROCEDURES: F/H 6-49 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.
START THE APU
GET CLEARANCE
-0+
400
-50
DC AMPS +
50
320
CPS FREQ
420
FLT CONTROL B A
DC VOLTS
20
110
120
AC VOLTS
40
100
130
BATTERY SWITCH ON
L SIDE WINDOW HEAT OVHT FWD FWD R SIDE
OFF ON OFF ON
Step 1
OVERHEAT OVERHEAT ON ON OVERHEAT OVERHEAT ON ON
APU HOURMETER
ELAPSED TIME
0 28 3 2
HOURS I/I0

OFF ON
CONT CABIN
SUPPLY DUCT
AIR TEMP
PASS CABIN
PASS CABIN
ALTERNATE FLAPS
TR 1 BAT BAT BUS TR 2 TR 3 TEST OFF
CIRCUIT BREAKER
GEN 2 INV TEST
AIR MIX VALVE

CO LD CO LD
AIR MIX VALVE

HO HO
BRIGHT
HEAT
OFF
UP OFF
SPOILER A B
OFF OFF
STBY PWR
ARM DOWN
OFF
DUCT OVERHEAT

ON AC
STANDBY PWR OFF
BRIGHT
PANEL
ON
ON
BAT
ON
COOL
OFF
YAW DAMPER
YAW DAMPER
STANDBY POWER
WING ANTI-ICE
GND TEST ON OFF
ENG ANTI-ICE
OFF ON
OFF
DISCONNECT
DISCONNECT
DO NOT TAKE-OFF WITHOUT A LEGITIMATE CLEARANCE.
ON
BAT
AFT NO.1 FUEL PUMP ON

0
Step 3
EFI IRS
BOTH ON 1 BOTH ON 2 BOTH ON L BOTH ON R NORMAL NORMAL
iiiiliiiilii
DRIVE TEMP
RISE
OFF
AUTO

NORMAL
OVERHEAT
APU BLEED SWITCH OFF

COOL
Step 2
80
120
TEMP160
200
DUCT OVERHEAT
40
AUTO NORMAL
AUTO NORMAL
WARM
COOL
WARM
WARM OFF MANUAL
COOL
WARM OFF MANUAL
RECIRC FAN
OFF AUTO

20
40
60 80 100
10 RISE 20

30 0
R L
IN
ALTERNATE
OFF
10 RISE 20
OVHT
TEST
OFF
ENG 1
OFF ON
ELEC 2
ELEC 1
ON
ENG 2 B
PSI
80 IN 120
80 IN 120 40
40
160
160
30
OFF
EMER EXIT LIGHTS
HYD PUMPS
L PACK
OFF AUTO HIGH
ISOLATION VALVE
CLOSE AUTO OPEN
OFF AUTO HIGH
R PACK
OFF
GRD PWR AVAILABLE
Check LOW PRESSURE lights go OFF.

FUEL VALVE CLOSED
-20 -40
li
FUEL +20 TEMP
ii
FUEL VALVE CLOSED
50
100
150 200
+40
iii
AC AMPERES
GRD PWR
OFF
0
50
100
150 200
A NR OM TE D
ARMED ON
FWD ENTRY AFT ENTRY EQUIP FWD CARGO AFT CARGO FWD SERVICE AFT SERVICE
PACK TRIP OFF
WING ANTI ICE
TRIP
RESET
WING ANTI ICE
iii
liiiiliiiilii
AC AMPERES
iil
ii
iii
liiiiliiiil
FILTER BYPASS
VALVE OPEN
CROSS
FUEL QUANTITY CHECK

FUEL QUANTITY ................ CHECK
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.
FUEL PUMPS L
OFF ON
CTR
AFT
OFF ON 1
FWD
ON 2
3 2 1
TEMP 0
.5
APU GEN SWITCHES BOTH ON

Verify TRANSFER BUS, BUS OFF, and STANDBY PWR lights are OFF.
Step 6
L ON R OUTBOARD
E X T E N D
737ver5114
HERE ARE THE GUIDELINES FOR APU USE It is OK to hook up to the ELECTRICAL as soon as start complete; however DO NOT use the PNEUMATIC bleed air for at least
Mike Ray 2000
62
737ver5115
RETRACT
ii
FILTER BYPASS
ON
OFF
OFF
BUS TRANS
O F F
A U T O

TEST
ERASE
ON
APU
ON
0 000
OFF AUTO ON
HEADSET
600 OHMS
BLEED
MANUAL
FEED
ATTEND
GRD CALL
10 D
AUTO FAIL
E S PR S 0 IFF PSI
OFF ON
OFF ON
CALL
8
40 35 30 25
RAIN REPELLENT GEN 2 L R

AUTO BAT HIGH
GEN 1
APU GEN APU
LOW OIL QUANTITY
LOW OIL PRESSURE
HIGH OIL TEMP
OVER SPEED
OFF
FWD
OFF
AFT
6 5 4
EXH C X 100
50 0
100
150 200
Step 5
2
CABIN ALT
50
0 5
ALT HORN CUTOFF
AUTO
STANDBY
STBY
00350I
S PU H
X 1000 FEET
I0
20
I5
08250
CABIN ALT
001257
O P E N
AC MAN DC
AC AMPERES
LANDING
OFF
APU
OFF GRD ON OFF
ENGINE START
CONT FLT GRD
APU GEN OFF BUS LIGHT ON

I 2
UP
.5
AB
IN CLIM
F L T
I.9
G R D
AUTO CHECK
I 00
DN
0F E EE T P
CAB FLT
-.3
.3
.8
I.4
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
BOTH IGN L
OFF
WING OFF ON
WHEEL WELL OFF ON
CONT FLT
L ON R INBOARD
IGN R
START
APU CONTROL SWITCH START

MOMENTARY only.
Step 4
1 minute.
Mike Ray 2000
ACARS FLIGHT INFORMATION

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.
D A T A L I N K
MAIN MENU PREFLIGHT 0001 TIMES UA COMM MSGS RCVD DELAY/DVRT RETURN MODE
1/2 DISPATCH ENROUTE WX RQST IN REPORT
MRM REPORT DIM 6
INITIALIZE (dont 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. LOAD FLIGHT and FUEL information:
ACARS .................... LOAD and TEST
LINK TEST and CHECK TIME. Check the time withe Captains 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.
SET V SPEEDS
COURSE
310
A/T
ARM
F/D
ON
MA
134
IAS/MACH
V NAV
305
HEADING
L NAV
ALTITUDE
VERT SPEED A
A/P ENGAGE B CMD CWS

MA
COURSE
28004 +0000
VOR LOC
310
OFF
SEL
ALT HOLD V/S
DN
F/D
ON
OFF
N1
SPEED
LVL CHG
HDG SEL
APP
DISENGAGE UP
OFF
60 400 350 300 250

PULL TO SET
MACH
4 75 6
80 100 120 140 160 180
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.
737ver5116
1 230 KNOTS 9 200
Mike Ray 2000
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Mike Ray 2000
SET NAV RADIOS 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 takeoff; 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. 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
G! BI
SET TRANSPONDER CODE

BOTH pilots confirm and JOINTLY set in the transponder code.
YOU MUST RESET THE TRIM FOR TAKE-OFF!
GOOD CAPTAIN PRACTICE: Consider using the ABOVE setting for departure to assist in assessing traffic conflicts along the departure route.
ABOVE N BELOW
ABS
ABOVE
ABS
REL XPDR
2 2 22
TA TA/RA FAIL IDENT
N BELOW L R REL
STBY TEST
SET EFIS CONTROL PANEL COMM RADIOS

COMM RADIOS......... SET UP AS REQUIRED
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.
SET UP GLASS STUFF (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 dont think there are any specific SOP settings for this. 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
80 40 20 160 320
TOWER (GROUND)
DEPARTURE
ATIS
COMPANY (RAMP)
126
DH REF
RST BRT
BRT
CTR MAP 10 PLAN
WXR
ON
V H F
124.90
32
TFR
TFR
FREQ SEL
120.95
C O M M
V H F
124.90
FREQ SEL
120.95
1: Select 10 or 20 mile scale. 20 will give you the greatest runway extension information. 2: Select MAP mode for greatest situational awareness display 3: WXR (weather radar) ON if suitable (Dont forget!) 4: Select NAV AID, ARPT and VOR/ADF , as appropriate.
C O M M
ON
ON
ON
ON
ON
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.
NOTE: IF EGPWS is available, here is a GOOD IDEA: One pilot be in TERR, and The other guy be in WXR.
BRIEF IT !
737ver5117 737ver5118
Mike Ray 2000
64
Mike Ray 2000
MCP
3
SETUP continued
AUTOTHROTTLE SWITCH ........................................... OFF

NOTE: If you are planning to takeoff with the autothrottles OFF, you should brief the target setting 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.
4 IAS/MACH selector ....................................................... SET

Check the selector set at V2 and Indicator slews to V2.
Verify that the internal "salmon" bug on the Airspeed
5 6 7
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 .................................................... SET

It is OK to select 15 degrees for the takeoff (in case of engine failure on the departure), however, be aware that ATC expects 25-300 bank angles to comply with Departure Control constraints after take-off, so once airborne, reset bank angle limiter.
ALTITUDE ..................................................................... SET

Even 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.
8 AUTOPILOT ENGAGE SWITCHES .............................. OFF 9

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!
737ver5121
Mike Ray 2000
65
Mike Ray 2000
PRE-DEPARTURE TAKEOFF DATA BRIEF: There are three places in the FOM where
TAKEOFF 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 youll 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.
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: . Who flies? Flight Plan Changes NOTAMS/POSBDS/MRD WINDSHEAR/CLUTTER RTO T Page procedures CLEARANCE/SID Terrain/obstacles Transition Altitudes
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.
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.
/////////
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. 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. 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..
Mike Ray 2000
//////////////////////////////////////////////
LOST COMM PROCEDURE DEPICTED ON DEPARTURE PLATE On 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.
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 dont have to do either brief with the card in hand; but ALL elements must be briefed as appropriate.
//
//
HOT !
//////
////////////////////////////////////////////
TIP !
66
737ver5123
Some pilots find it useful to: have the PNF do a takeoff brief prior to the PF doing the pre-departure brief.
Mike Ray 2000
"SLASH 4" check

1
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 ........................................... ON
NOTE 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
2 3
APU GENERATOR SWITCHES ................................ ON

Use the APU to power BOTH generator busses.
FASTEN SEAT BELTS ............................................... ON

Turn on the switch before you move the airplane or start the engines.
Check that the B HYD SYSTEM LOW PRESS lights ....... OFF WARNING: 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 cant 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 .......................... OFF HYDRAULIC B PUMP SWITCHES .......................... ON
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 page F/O be on INIT REF page
BOTH PILOTS:
CDU PAGE ............................ SET
CAPTAIN REQUESTS: BEFORE START CHECKLIST .... COMPLETE (CHALLENGE and RESPONSE)
Mike Ray 2000
67
737ver5125
Mike Ray 2000

then ... when these
A FLIGHT ATTENDANT, or CHIEF PURSER indicates that all the customers are seated and CABIN ready for departure, and CAPTAIN observes ALL DOOR LIGHTS OUT, and GROUND GUY calls, READY FOR PUSHBACK.
things are complete:

This is the lite pack on the main overhead panel ... it should look like this before you continue.
PUSHBACK DIALOG
The PUSHBACK senario is initiated by the GROUND PERSON. Determine if it is a one or two person push.
GROUND TO COCKPIT. PRE-DEPARTURE CHECK COMPLETE. READY FOR A ONE/TWO PERSON PUSHBACK.
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.
NOTE: This DOOR light-pack is on the overhead panel and ALL the door lights MUST BE OUT before you continue.
STANDBY FOR PUSHBACK CLEARANCE. CLEARED TO PUSH. BRAKES SET.
THEN DO THE ...
STANDING BY FOR PUSHBACK CLEARANCE.
F/O GETS PUSHBACK CLEARANCE AND READS IT BACK
BEFORE PUSHBACK CHECKLIST .... COMPLETE

ROGER, CLEARED TO PUSH. RELEASE BRAKES
NOTE: You are not to complete the items on the BEFORE PUSHBACK CHECKLIST until Ground guy has called the flightdeck with, Ready for pushback.
Before you MOVE the airplane or START THE ENGINES; verify the RED ANTI COLLISION LIGHTS ON.
BRAKES RELEASED.
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?
Releasing the brakes (with the ENTRY DOORS closed) tells the ACARS that you have departed the gate. CLEARED TO START ENGINES.
F/O F/O F/O
ANTI-COLLISION LIGHTS ...................... ON

NOTE: Anti-colllision light MUST BE ON anytime the jet is being MOVED or the engines are RUNNING.
ROGER, CLEARED TO START (BOTH) ENGINES. BRAKES SET, PRESSURE NORMAL. DISCONNECT HEADSET.
GROUND PERSON: SALUTES CAPTAIN: FLASHES NOSE GEAR (TAXI)LIGHT GROUND PERSON: GIVES RELEASE SIGNAL 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.
SET BRAKES.
COCKPIT DOOR ...................... LOCK

Check that the CABIN DOOR UNLOCKED light is off
TOW BAR DISCONNECTED. DISCONNECTING, WATCH FOR SALUTE.
PUSHBACK CLEARANCE (if req.)........ OBTAIN

Refer to FOM AIRPORT INFORMATION page
LISTEN UP !
737ver5126 737ver5127
Mike Ray 2000
68
Mike Ray 2000
ENGINE START FLOW

for right brained pilots
E X T E N D RETRACT
CAPTAIN ANNOUNCES, START LEFT (RIGHT) ENGINE.

WING OFF ON WHEEL WELL OFF ON
ENGINEleft-brained pilots FLOW START for
LANDING
OFF
APU
OFF GRD ON OFF
ENGINE START
CONT FLT
BOTH IGN L
GRD
OFF
ANTI STROBE POSITION COLLISION OFF ON BAT OFF

CONT FLT
F/O does the actual STARTING.
Normally we start the left (#1) engine first to facilitate late baggage boarding. You can usually expect to start engines AFTER pushback.
L ON R OUTBOARD
L ON R INBOARD
IGN R
OFF ON ON ON
START
FUEL FLOW
RESET RATE USED
12
1
START VALVE OPEN
YAW DAMPER
ENG OIL QTY TEST
4
A/P A/T FMC
1 2 TEST
1 2
BOTH PACK SWITCHES ................. OFF ISOLATION VALVE ..... AUTO DUCT PRESSURE .......... verify
I have heard some pilots use the gouge:
10
1
10 8
2
START VALVE OPEN
1 UP
7
10 15 25 30
P/RST
P/RST
P/RST
PULL UP BELOW G/S

P-INHIBIT
SPEED BRAKE
60 400 350
MACH
REVERSER UNLOCKED
REVERSER UNLOCKED
4 75 6
80 100 120 140 160 180
3 4 5 6 7 8 9 10 11 12
TIP ! PRESSURE UP.
PACKS OFF
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.
FLAPS
5 30.2 N1 4
8
% RPM X 10
2 4
85.4
10
4 00.0 N1 2
8
% RPM X 10
40
2 4
60 40
OIL PRESS
PSI
80 0 100 0 2
60 40
OIL PRESS
PSI
80 0 100 0 2
LE FLAPS TRANSIT LE FLAPS EXT
+88.8
TAT
o
KT
300 250
PULL TO SET
1 230 KNOTS 9 200
00.0
20
20
ENGINE START SWITCH ..... GRD

F/O verifies duct pressure decreases.
PULL TO SET
PULL TO SET
ANTISKID
ANTI SKID INOP
HYD BRAKE PRESS
10
EGT
6
4 743 2
4
C X 100
0 2
10 8
EGT
6
7 015 5
4
C X 100
4 0
0 2
150 OIL 100 50

TEMP
150 OIL -50

O
2
-50
O
0327 1633
DME-1
100 50
TEMP
ON
PSI X 1000
DME-2
10 N2 8
0 2
10 N2 8
0 2
1/4 E
RFL
1/4 E
RFL
AUTO BRAKE
SYS B
BA
1/2 HYD QTY 3/4
1/2 HYD QTY 3/4
HYD SYS PRESS
4 0
VO R
PSI X 1000
SYS A
AUTO-BRAKE DISARM
ADF INOP
3 MAX
1/4 E 1/2 HYD QTY 3/4 1/2 HYD QTY 3/4 1/4 E
12 10
E 1/4
RATE/USED
4 1/2 723 0 HYD QTY 3/4 2 2

RFL
12 10
E
PPH
X 10 SYS A
FF 00
6
4 1/2 0003/4 HYD QTY 0 1/4 2 2

RATE/USED
1
2 1 5 0 0 3 VIB 4 1 5 2 3 VIB 4
RFL
OFF RTO
RFL
RFL
PPH
X B SYS 10
FF 00
6
SYS A
SYS B
8
D EEKE SPRA B
DOWN
6 5
FLAP UP 0
RAM DOOR FULL OPEN DUAL BLEED RAM DOOR FULL OPEN
RECIRC FAN
OFF AUTO
40 60 80 100
ARMED
1 2
STAB TRIM
APL NOSE DOWN
0 5
10
15
FLIGHT DETENT
1
2
FLAP
STAB TRIM
APL NOSE DOWN
UP
5 10
15
25
HORN CUTOUT
0 5
10
15
3 9
OVHT
TEST
R L
20
PSI
L PACK
HIGH
ISOLATION VALVE
CLOSE OFF AUTO OPEN AUTO
OFF AUTO HIGH
R PACK
TRIP TRIP OFF
APL NOSE UP
WING ANTI ICE
WING ANTI ICE
30
40
APL NOSE UP
OFF I ON
OFF
PARKING BRAKE PULL
STAB TRIM
FLAP DOWN
CUT OUT
APU
ON
BLEED
MANUAL
AUTO FAIL
737ver5128
Mike Ray 2000
33
. 3 0
11
9 12
0
OFF
15
18 21
24
27 3 0
DUCT PRESS ..... DECREASES A HYD PRESS ... stays ZERO
% RPM X 10
4 28.6 2
% RPM X 10
6 00.0 4
AD
TIP ! N 2, NO A
I have heard some pilots use the gouge:
OIL PRESS ...... INCREASES N2 ..................... 25% or MAX MOTORING

Max motoring occurs when the N2 stops increasing for 5 seconds or more.
ENGINE START LEVER ..... IDLE

Keep fingers on lever until N1 starts to move!
N1 ...... ROTATION
IF N1 NOT indicating Discontinue start. Possible frozen N1 rotor due to COLD wx or other mechanical problems. ENGINE START LEVER TO ....... OFF
MAX EGT for ground start is 725 degrees C.
EGT .......... INCREASE within 10 Seconds ENGINE START SWITCH (at 46%N2) ....... CUTOUT
NOTE: Sometimes the STARTER switch will disengage prematurely; If that happens, let the engine spool down below 20% N1 before re-engaging.
69
737ver5129
Mike Ray 2000
ABNORMAL START STUFF

ENGINE START COMPLETE when:
The BIG starter sim problem !

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?
When START VALVE OPEN LIGHT GOES OUT; ............. F/O announces CUTOUT
N1 ................. 20 - 22 %
COMMON START ANOMALIES THAT CHECK GUYS LOVE:
HOT START: NO EGT ROLLBACK and EGT continues to approach 725o C HUNG START: ABNORMAL ACCELERATION 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 flight manual has this NORMAL PROCEDURE:

ENGINE START
GRD OFF CONT FLT GRD OFF CONT FLT
10
3 22.2 N1 4
8
% RPM X 10
85.4
BOTH IGN L
PULL TO SET
IGN R
10 8
EGT
6
4 483 2
4
C X 100
0 2
EGT ............... 360 - 510oC N2 .................. 59 - 63 %
RECIRC FAN
OFF AUTO
40 60 80 100
...If Engine start switch does not move to OFF, then: 1. MANUALLY POSITION SWITCH TO OFF at 46% N2: 2. VERIFY DUCT PRESSURE INCREASES, AND 3. START VALVE OPEN LIGHT GOES OFF (to confirm that start valve has closed),
If the start valve open light is inoperative:VERIFY DUCT PRESSURE RETURNS TO VALUE THAT EXISTED PRIOR TO START.
1
START VALVE OPEN
OVHT
TEST
4 61.3 2 10 N2
% RPM X 10
20
R L
0
PSI
0 2
L PACK
OFF AUTO HIGH
ISOLATION VALVE
CLOSE AUTO
OFF AUTO HIGH
R PACK
2
START VALVE OPEN
1 UP
5 10 15 25 40 30
REVERSER UNLOCKED
FLAPS
12 10 8
RATE/USED
4 723 0 2 2
PPH
FF 00
X 10
FUEL FLOW .. 710 - 730 pph
If everything returns to normal, you do NOT have an emergency.
N1
10
4 85.3 2
84.8
% RPM X 10
2 4
80 OIL 60 PRESS 40
PSI
0 100 0 2
80 OIL 60 PRESS 40
PSI
0 100 0 2
LE FLAPS TRANSIT
LE FLAPS EXT
20
20
60 PRESS 40
PSI
OIL
80 0 100 0 2
20
OIL PRESS .... Approx. 25 psi
While the airplane can (probably) be operated normally from this point; BEFORE TAKEOFF, 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.
PULL TO SET
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. 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 step

ABNORMAL ENGINE START Start lever .................. Cutoff
Refer to Reference Action
NOTE: This is a MEMORY "action" item!
QRC
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
BUT
IF there is NO DUCT PRESSURE RECOVERY, or START VALVE LIGHT DOES NOT GO OUT Then we have an EMERGENCY, it is on the QRC and referred to as: GO TO THE QRC. There are NO MEMORY steps for this failure on the QRC checklist.
NO STARTER CUTOUT.
STARTING NOTES: 1. 2. 3. 4. ADVANCING START LEVER PREMATURELY can cause a HOT START. IF NO EGT within 10 SECONDS discontinue start. INITIAL FUEL FLOW should be about 400 #/HR. 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.
Mike Ray 2000
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.
This is frequently and I mean every day confused with the ABNORMAL ENGINE START QRC procedure. BE ALERT !!!
737ver5131
70
Definitiion: SAM = System Area Maintenance. This is a 24/7 on-call maintenance person.
Mike Ray 2000
737ver5130a

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
CAPTAIN does 5 things:

1. 2. 3. 4. 5. ENGINE GENERATOR SWITCHES .................. ON HYDRAULIC A PUMPS SWITCHES .............. ON APU ................................................................... ON/OFF MASTER CAUTION SYSTEM ............................ RECALL AUDIO PANEL ................................................... SET
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.
ENGINE GENERATOR SWITCHES ..... ON

Verify all the AMBER BUS OFF lights .................. OFF
-0+
400
OVERHEAT OVERHEAT
420
APU HOURMETER
ELAPSED TIME
-50
DC AMPS +
50
320
CPS FREQ
ON
ON
L SIDE FLT CONTROL B A

0
DC VOLTS
FWD
ON
WINDOW HEAT OVHT FWD PWR TEST PITOT STATIC A B

OFF ON
R SIDE
OFF ON
0 28 3 2
HOURS I/I0
2
PASS CABIN
AIR MIX VALVE
D
HYDRAULIC A PUMP SWITCHES ......... ON

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.
20
110
120
AC VOLTS
OFF
40
100
130
CONT CABIN
SUPPLY DUCT
AIR TEMP
PASS CABIN
ALTERNATE FLAPS
CIRCUIT BREAKER
GEN 2 INV TEST
BRIGHT
AIR MIX VALVE

D
HO
HO
HEAT
COL
COL
OFF
UP OFF
SPOILER A B
OFF OFF
STBY PWR
ARM DOWN
OFF
OFF ON
GALLEY RESID VOLTS
BRIGHT
PANEL
ON
ON
BAT
ON
AC
STANDBY PWR OFF
OFF
YAW DAMPER
YAW DAMPER
STANDBY POWER
2
OFF
DUCT OVERHEAT
120 80 40
TEMP160
200
DUCT OVERHEAT
AUTO NORMAL
AUTO NORMAL
COOL COOL
COOL COOL
WING ANTI-ICE
GND TEST ON OFF
ENG ANTI-ICE
OFF ON
OFF ON
DISCONNECT
DISCONNECT
BAT
DRIVE TEMP
RISE
OFF
AUTO

NORMAL
OVERHEAT
RECIRC FAN
OFF AUTO
R L
IN
30 0
40 20
60 80 100
ALTERNATE
OFF
10 RISE 20
OVHT
TEST
10 RISE 20 0
ENG 1
OFF ON
ELEC 2
ELEC 1
ON
ENG 2 B L PACK
PSI
80 IN 120 40
80 IN 120 40
EFI
IRS
BOTH ON R
160
160
30
OFF
OFF AUTO HIGH
NORMAL
NORMAL
iiiiliiiilii
FUEL VALVE CLOSED
-20
-40
li
FUEL +20 TEMP
ii
FUEL VALVE CLOSED
+40
iii
iii
liiiiliiiil
FILTER BYPASS
VALVE OPEN
FILTER BYPASS
1
50 100 0
EMER EXIT LIGHTS
HYD PUMPS
ISOLATION VALVE
CLOSE AUTO OPEN TRIP
OFF AUTO HIGH
R PACK
OFF
GRD PWR AVAILABLE
150 200
AC AMPERES
GRD PWR
OFF
0
50
100
150 200
A NR OM TE D
ARMED ON
LOW PRESSURE LOW LOW PRESSURE PRESSURE OVERHEAT OVERHEAT LOW PRESSURE LOW PRESSURE
TRIP TRIP OFF
WING ANTI ICE
WING ANTI ICE
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.
APU .............................. ON/OFF
iii
liiiiliiiilii
AC AMPERES
RESET
iil
ii
CROSS
FUEL PUMPS L
OFF ON
CTR
MAINT LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE
AFT
OFF ON 1
FWD
ON 2
3 2 1
TEMP 0
.5
4
COURSE
FLT CONT
FIRE WARN
BELL CUTOUT
E X T E N D
L ON R OUTBOARD
ELEC APU OVHT/DET
MASTER CAUTION
PUSH TO RESET
310
IRS FUEL
RETRACT
ii
ON
OFF
OFF
BUS TRANS
O F F
A U T O

TEST
ERASE
ON
APU
ON
000 0
OFF AUTO ON
HEADSET
600 OHMS
BLEED
MANUAL
FEED
APU GEN OFF BUS
GEN OFF BUS
ATTEND
GRD CALL
AUTO FAIL
OFF ON
OFF ON
CALL
GEN 1
APU GEN APU
GEN 2
RAIN REPELLENT
L
OVER SPEED
LOW OIL PRESSURE
FAULT
AUTO
OFF
3
R
BAT HIGH
10 D
S PRE S 0 IFF PSI
50 40 35 30 25
0 2
CABIN ALT
ALT HORN CUTOFF
AUTO
STANDBY
STBY
00350I
S PU H
X 1000 FEET
I0 4
20 7 6
I5
08250 001257
CABIN ALT
O P E N
AC MAN DC
FWD
OFF
AFT
6 5 4
EXH C X 100
50 0
100
150 200
I
UP
.5
2
AB
IN CLIM
B
3 4
AC AMPERES
0
I00
F L T
CAB FLT -.3 .3 .8 I.4 I.9
G R D
AUTO CHECK
DN
0F E EE T P
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
4 5
Verify ALL the lights out after recall.
MASTER CAUTION SYSTEM ........................ RECALL
LANDING
OFF
APU
OFF GRD ON OFF
ENGINE START
WING OFF ON
WHEEL WELL OFF ON
BOTH IGN L
L ON R INBOARD
IGN R
START
5
F/D
ON MA OFF
A/T
ARM
283
IAS/MACH
V NAV
305
HEADING
L NAV
ALTITUDE
VERT SPEED A
COURSE
AUDIO PANEL .......................................................... SET
28004 +0000
VOR LOC
310
ANTI-ICE HYD DOORS

MASTER CAUTION
PUSH TO RESET
OFF
SEL
ALT HOLD V/S
DN
F/D
ON
FIRE WARN
BELL CUTOUT
N1
SPEED
LVL CHG
HDG SEL
APP
DISENGAGE UP OFF
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
737ver5132
Mike Ray 2000
71
737ver5133 Mike Ray 2000
More AFTER START STUFF
FIRST OFFICER does 9 things:
1 2
PITOT HEAT SWITCHES ................................. ON ENGINE ANTI-ICE ..................................... TEST, then SET
9
FLT CONTROL B A
1. 2. 3. 4. 5. 6. 7. 8. 9.
PITOT HEAT SWITCHES ....................... ON ENGINE ANTI-ICE ................................. TEST/SET-UP BOTH PACK SWITCHES ....................... AUTO ISOLATION VALVE SWITCH ................. AUTO BOTH ENGINE BLEED SWITCHES ...... ON APU BLEED SWITCH ............................ OFF DUAL BLEED LIGHT ............................. OFF FLT/GRD SWITCH ................................. FLT HYDRAULIC SYSTEMS PRESSURES .. CHECK
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 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.
3 4
BOTH PACK SWITCHES ................................... AUTO ISOLATION VALVE SWITCHES ........................ AUTO BOTH ENGINE BLEED SWITCHES .................. ON
-0+
-50
DC AMPS +
50
DC VOLTS
20
40
1
320
110
400
OVERHEAT OVERHEAT
420
CPS FREQ
ON
ON
L SIDE
120
WINDOW HEAT OVHT FWD FWD
R SIDE
OFF ON
OFF ON
100
AC VOLTS
130

OFF ON
CONT CABIN
ALTERNATE FLAPS
CIRCUIT BREAKER
GEN 2 INV TEST
2
AIR MIX VALVE
HO T
APU HOURMETER
ELAPSED TIME
0 28 3 2
HOURS I/I0
SUPPLY DUCT
AIR TEMP
PASS CABIN
PASS CABIN
AIR MIX VALVE

D
HO
BRIGHT
HEAT
OFF
UP OFF
SPOILER A B
OFF OFF
STBY PWR
ARM DOWN
OFF
DUCT OVERHEAT
120 80 40
TEMP160
200
DUCT OVERHEAT
OFF ON
GALLEY RESID VOLTS
BRIGHT
PANEL
AUTO NORMAL
AUTO NORMAL
ON
ON
BAT
ON
OVERHEAT OVERHEAT
COOL COOL
COOL COOL
AC
STANDBY PWR OFF
OFF
YAW DAMPER
YAW DAMPER
STANDBY POWER
WING ANTI-ICE
GND TEST ON OFF
ENG ANTI-ICE
OFF ON
3 4 5
5 6 7 8 9
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.
COL
COL
OFF ON
DISCONNECT
DISCONNECT
BAT
DRIVE TEMP
RISE
OFF
AUTO

NORMAL
OVERHEAT
RECIRC FAN
OFF AUTO
APU BLEED SWITCH ...................................... OFF

20
40
60 80 100
10 RISE 20 0

30 0
R L
IN
ALTERNATE
OFF
10 RISE 20
OVHT
TEST
OFF
ENG 1
OFF ON
ELEC 2
ELEC 1
ON
ENG 2 B
PSI
120 80 IN 40
120 80 IN 40
EFI
IRS
BOTH ON R
160
160
30
OFF
EMER EXIT LIGHTS
NORMAL
NORMAL
OFF
GRD PWR AVAILABLE
iiiiliiiilii
FUEL VALVE CLOSED
-20
-40
li
FUEL +20 TEMP
ii
FUEL VALVE CLOSED

0
50
100
150 200
+40
iii
AC AMPERES
GRD PWR
OFF
0
50
100
150 200
A NR OM TE D
ARMED ON
AC AMPERES
iii
liiiiliiiil
FILTER BYPASS
VALVE OPEN
FILTER BYPASS
ON
BUS TRANS
O F F
A U T O

7
FWD ENTRY AFT ENTRY
9 50 40 35 30 25 8 20 7 6
HYD PUMPS
L PACK
OFF AUTO HIGH
ISOLATION VALVE
CLOSE AUTO OPEN
OFF AUTO HIGH
R PACK
PACK TRIP OFF
FWD CARGO EQUIP AFT CARGO
WING ANTI ICE
TRIP
RESET
WING ANTI ICE
OFF
TEST ERASE
OFF
DUAL BLEED LIGHT ...................................... OFF FLT/GRD SWITCH .......................................... FLT HYDRAULIC SYSTEM PRESSURES ............... CHECK
iii
liiiiliiiilii
iil
ii
CROSS
FUEL PUMPS L
OFF ON
CTR
MAINT LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE
AFT
OFF ON 1
FWD
ON 2
3 2 1
TEMP 0
.5
E X T E N D
L ON R OUTBOARD
RETRACT
ii
ON
APU
ON
0 000
OFF AUTO ON
HEADSET
600 OHMS
BLEED
MANUAL
FEED
ATTEND
GRD CALL
AUTO FAIL
S PRE S 0 IFF 10 D PSI
0 2
CABIN ALT
ALT HORN CUTOFF
AUTO
STANDBY
STBY
OFF ON
OFF ON
CALL
00350I
S PU H
RAIN REPELLENT GEN 2 L R

AUTO BAT HIGH
X 1000 FEET
I0 4
GEN 1
APU GEN APU
I5
08250 001257
CABIN ALT
LOW OIL PRESSURE
FAULT
OVER SPEED
OFF
FWD
OFF
AFT
6 5 4
EXH C X 100
50 0
100
150 200
I
UP
.5
AB
IN CLIM
AC AMPERES
0
I00
DN
0F E EE T P
LANDING
OFF
L ON R INBOARD
APU
OFF GRD ON OFF
ENGINE START
CONT FLT GRD OFF
6
5
O P E N
AC MAN DC
F L T
CAB FLT -.3 .3 .8 I.4 I.9
G R D
AUTO CHECK
BOTH IGN L
CONT FLT
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
WING OFF ON
WHEEL WELL OFF ON
IGN R
START
737ver5134
737ver5135 Mike Ray 2000
72
Mike Ray 2000
AT THIS POINT:
WHEN: The jet's engines are running, and you've gotten your release, flashed taxi light, and salute, THEN you are ready to taxi:
BOTH PILOTS SET UP ................ OWN AUDIO PANELS
It is considered BAD FORM to touch the other guys "AUDIO PANEL." Each pilot MUST set up their OWN panel.
Captain sez: "TAXI CLEARANCE, PLEASE."

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 CALLS ATC/RAMP for TAXI CLEARANCE

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: SALUTE, FLASHED TAXI LIGHT, and RELEASE FROM GUIDANCE, and TAXI CLEARANCE: THEN (and only then)
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.
CAPTAIN RELEASE ................ PARKING BRAKE
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.
737ver5136
BIG TIME CAUTION
Mike Ray 2000
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Mike Ray 2000
THIS IS A SERMON, PAY ATTENTION !!!

40% N2 MAX
DO NOT ...
TAXI CAUTION NOTES

Use 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.
DO NOT EXCEED 40% N2
CAUTION
NEVER-NEVER-NEVER
IT IS EXTREMELY IMPORTANT that you DO NOT MOVE the jet without both: SALUTE and RELEASE SIGNAL
I am devoting a whole page to this topic because it is SO IMPORTANT !.

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 and observing the release signal) and 2. a release from guidance. 3. Taxi Clearance. Then, and ONLY THEN, are you allowed to 4. Release the parking brake. 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.
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!
INITIAL MOVEMENT SHOULD BE NOSE GEAR STRAIGHT AHEAD
CAUTION
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!
"ANYTIME" the jet is stopped: SET THE PARKING BRAKE!
WARNING
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.
737ver5138
DO NOT RELEASE PARKING BRAKE TOO SOON.

737ver5137
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!
NO - NO !
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.
Mike Ray 2000
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Mike Ray 2000
DURING TAXI STUFF

FLAPS ....................................................... SET
Move the flaps to the T/O position. Then, CHECK ............................. Position indicator VERIFY ............................. 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.
2
HYD BRAKE PRESS
4 0
PSI X 1000
...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
MONITOR HYDRAULIC QUANTITY and PRESSURE
CAUTION
FLIGHT CONTROLS .................................... CHECK
"BEFORE TAKEOFF" CHECKLIST ....... ........ COMPLETE to THE FINAL ITEMS"
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.
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.
YAW DAMPER
YAW DAMPER ............................................ CHECK
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.
"BEFORE TAKEOFF" CHECKLIST ............................ "COMPLETE to MANIFEST CHANGES"

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."
APPROACHING THE ACTIVE RUNWAY about 5 MINUTES PRIOR TO T/O

About 2 minutes prior to take-off, notify Flight Attendants via the PA: "FLIGHT ATTENDANTS,
CABIN NOTIFICATION ............................ COMPLETE

PREPARE FOR TAKE-OFF."
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.
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
(F/O) WEIGHT MANIFEST .......... CHECK and CORRECT CDU
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.
+2 Mike Ray 2000
737ver5140
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Mike Ray 2000

CAPTAIN THEN SAYS, "COMPLETE THE FINAL ITEMS ON THE BEFORE TAKEOFF CHECKLIST, PLEASE."
COURSE
FLT CONT
FIRE WARN
BELL CUTOUT
ELEC APU OVHT/DET
MASTER CAUTION
PUSH TO RESET
310
A/T
ARM
IRS FUEL
F/D
ON N1
MA
283
IAS/MACH
V NAV
305
HEADING
L NAV
ALTITUDE
VERT SPEED A
COURSE
28004 +0000
VOR LOC
310
ANTI-ICE HYD DOORS

MASTER CAUTION
PUSH TO RESET
OFF
SEL
ALT HOLD V/S
DN
F/D
ON
FIRE WARN
BELL CUTOUT
OFF
SPEED
LVL CHG
HDG SEL
APP
DISENGAGE UP OFF
F/O
DOES BOTH PARTS
BEFORE TAKEOFF CHECKLIST ....... COMPLETE

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.
CAPT does
thing
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.
AUTOTHROTTLE ............ ARM (normal) or OFF
PRIOR TO THE ACTIVE RUNWAY

F/O
Two steps:
FMC POSITION ............................ UPDATE
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.
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
With 10 or 20 mile range selected, verify airplane position and depicted runway are reasonable. After check complete, select desired range for departure.
HSI MAP verification ............ ACCOMPLISH.
F/O does
1 ENG BLEED .............................. ON (normally) 2 PACK SWITCHES ..................... ON (normally) 3 APU BLEED .............................. OFF (normally)
NOTE 1: The NORMAL CONFIGURATION for TAKEOFF IS: Engine bleeds ON APU bleed OFF Packs ON NOTE 2: ENGINE BLEED OFF is required in the following situations: Cluttered Runway PMC Inoperative Improved Flaps Operations and could be required if: Runway Limited Performance Limited Special Airport Procedure WINDSHEAR
IF THERE IS NO RUNWAY SYMBOL DEPICTED ... DO NOT TAKEOFF !

SUSPECT that the WRONG RUNWAY has been programmed into the FMC. Guess what ... It continues to happen. Dont be one of the brain surgeons that gets airborn and cant make the glass magic work. Pull off the runway, stop the airplane and (if necessary) re-align the FMC.
things
CDU pages ............................... PNF SELECT DIR/INTC.
4 ENG START SWITCHES ........... CONTINUOUS 5 MASTER CAUTION ................... RECALL 6 TRANSPONDER ........................ TA/RA
Press BOTH Captains and F/O TFC button, and VERIFY "TFC" is displayed on BOTH HSIs.
While there are no "REQUIRED" settings, it is generally considered appropriate for the PNF to have the DIR/INTC selected.
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.
737ver5142
NAV RADIO (at least one) .................................... AUTO.
737ver5141
Mike Ray 2000
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Mike Ray 2000
BEFORE WE TAKE-OFF
We 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.
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
T/O ALT REQ

When:
DEP AIRPORT is BELOW LANDING MINIMUMS

for 737 T/O ALT must be within
320 NM
1 HR NORMAL CRUISE with 1 ENG INOP
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 DISPA TCHER and write that alternate on your original copy of the FLIGHT RELEASE DOCUMENT. If after dispatch, an ALTERNA or a different or additional TE alternate is added to the flight release, that alternate must be written on your original FLIGHT RELEASE DOCUMENT.
737F24.cdr
737ver5143
Mike Ray 2000
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Mike Ray 2000
SOME MORE TAKEOFF STUFF

If 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:
some legal reasons NOT TO TAKEOFF

MICROBURST: The #1 reason NOT TO T/O is a MICROBURST report from ATC. TAILWIND EXCEEDS 10 Knots. 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
TAKEOFF NOT PERMITTED
KNOW THIS !
STANDING WA TER of 1/8 inch SLUSH of 1/8 inch or greater WET SNOW of 1/4 inch or greater DRY SNOW of 1 inch or greater
Here is the OFFICIAL definition of CLUTTER (a form of runway contamination):
5
2 1 5
1 2 3 4
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.
LE DEVICES
FLAPS
3
TEST
SLATS
SLATS
Further, less than (the amounts listed in the definition above) are not considered clutter and no weight or V speed restrictions are required. 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.
DISCUSSION about the RTO (REJECTED TAKEOFF AUTOBRAKE).

The RTO is a marvelous piece of engineering ... and it applies brakes IMMEDIATELY and FULLY when: 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.
737ver5144
THROTTLES are retarded to IDLE and "WHEEL SPEED" above 90 knots.
D EEKE SPRA B
DOWN
SUSPEND OPERATIONS (except emerg)
ARMED
1
STAB TRIM
APL NOSE DOWN
2
FLAP UP 0
SLUSH
OVER 1/2" OVER 1" OVER 4" OVER 1/2"
OVER 1/2" OVER 2" OVER 6" OVER 1"
0 5
10
15
FLIGHT DETENT
1
2
APL NOSE DOWN
STAB TRIM
UP
5 10
15
25
HORN CUTOUT
0 5
FLAP
10
15
APL NOSE UP
APL NOSE UP
3 4
WET SNOW DRY SNOW STANDING WATER
PARKING BRAKE PULL
RUNWAY CLUTTER CHART (FOM page ALL WX-14)
30
40
STAB TRIM
FLAP DOWN
CUT OUT
ICING and FREEZING PRECIPITATION: MODERATE RAIN: HEAVYFREEZING RAIN: HEAVY FREEZING DRIZZLE: 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!
FREEZING RAIN FREEZING DRIZZLE SNOW
LIGHT OK OK OK
MODERATE NO-OP OK OK
HEAVY NO-OP NO-OP OK
ICING and FREEZING PRECIPITATION CHART (FOM page ALL WX-88)
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).
PC ORAL QUESTION!
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 It takes a Captain under 300 hours LAWYER to have restrictions outlined on that page. read these There are also some EXEMPTION 5549 pages! stuff and FAR PART 121.438 limitations. Therefore, expect the checkguy
737ver5145
Obviously, it is NOT possible for a mere human pilot to keep up with the change monster at Training Central ... so these reference page numbers may be in error.
WARNING
to ask questions about this stuff!
Mike Ray 2000
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Mike Ray 2000
CLEARED ONTO RUNWAY
BEGINNING TAKE-OFF
CAPT says, " I (you) have the aircraft, the PARKING BRAKES are SET (RELEASED). PF says, " I have the aircraft, the PARKING BRAKES are RELEASED.
THE TRANSFER OF CONTROL COUPLED WITH THE "BRAKES STATEMENT" IS IMPORTANT.
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!
F/O
STROBE LIGHTS ...................... ON WING LIGHTS ........................... ON
Anytime the airplane crosses a hold short line or transits any runway environment, these lights should be ON.
CAPT turns on 3 sets of lights

1 2 3
2 RUNWAY TURNOFF LIGHTS ................. ON 2 INBOARD LANDING LIGHTS ................. ON 2 OUTBOARD LANDING LIGHTS ............ AS REQ.
E X T E N D RETRACT
LANDING
OFF
APU
OFF GRD ON OFF
ENGINE START
WING OFF ON
WHEEL WELL OFF ON
BOTH IGN L
L ON R OUTBOARD
L ON R INBOARD
IGN R
START
PF 1 PARKING BRAKE ........................... RELEASED THROTTLES .................................... ADVANCE

2
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 . 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.
PROBLEM ONE
When "CLEARED FOR TAKEOFF" ...
CLEARED FOR TAKE-OFF

HEADING SELECTOR .............................. SET
Set in the assigned heading or runway heading.
TO/GA SWITCH .................................... PUSH
PNF
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 ! 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 ! 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 ... . "GET YOUR COTTON' PICKIN' HAND OFF THE STEERING WHEEL."
PROBLEM TWO
737ver5146 737ver5147
Mike Ray 2000
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Mike Ray 2000
... 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!!!
PNF
AIRSPEED .............................. CALLOUTS

At 80 KNOTS, state firmly, "80 KNOTS, THRUST SET."
N1
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 o 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. FLAP v. AFT FUSELAGE CLEARANCE: A flaps 1 takeoff yields the LEAST clearance. Consider a flaps 5 takeoff when at light gross weights.
10
5 94.4 4
94.7
% RPM X 10
2 4
10
LOOK at TWO things:
PULL TO SET
VERIFY PROPER THRUST IS SET. CROSS-CHECK AIRSPEED INDICATORS. 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 Captains 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.
The usual cause for a TAILSTRIKE (aft fuselage contact) is EARL ROTATION Y (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 LANDING BUGS on the AIRSPEED INDICATOR from the last leg. NOT GOOD!!!
TAILSTRIKE !!!
PF
INITIAL CLIMB (ROTATION)............ ESTABLISH
HOW TO ROTATE
13 o 14
PF PNF
-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.
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. ROTATION 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.
CALLS FOR ........... POSITIVE CLIMB, GEAR UP.

BOTH PILOTS MUST confirm that BOTH the BAROMETRIC ALTIMETER and the IVSI indicate a positive rate of climb.
CAUTION: DO NOT EXCEED 4 DEGREES PER SECOND ROTATION. TAILSTRIKE DANGER !
CAUTION
Confirms POSITIVE CLIMB, GEAR UP, ....... and raises the gear handle.
737ver5148
Mike Ray 2000
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Mike Ray 2000
GET READY ... ONE of these
Let's break the options out and look at them in isolation.

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 ."
Is about to occur.
FIVE TAKE-OFF SCENARIOS

LOW SPEED ABORT
3.
ENGINE FAILURE AFTER V1 ("V1 CUT")
At a point about 5 KNOTS prior to V1 ... The Captain WILL remove her (his) hand from the THRUST LEVERS.
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 ...
1.
in the simulator; DO NOT PUT YOUR HANDS BACK ON THE THRUST LEVERS AND TRY TO ABORT!
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.
NOTE:
NOTE: 2. IF an engine fails, DONOT USE REVERSE.
1. There will be NO RTO.
2.
HIGH SPEED ABORT

HIGH SPEED ABORT only for "BELLS, SWERVES, OR THE AIRPLANE TALKS BEFORE V1.
This is THE MOST DANGEROUS EVOLUTION IN AVIATION. However, there are events that could trigger it, (and I am, of course, sticking my neck out here) but normally on a check-ride one should
4.
ENGINE FAILURE AFTER V2
("V2 CUT")
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 BIGGEST PROBLEM in this situation is the pilot pushing the WRONG RUDDER!!! YIPE! So, here is the gouge .
FYI: REJECT if below V1 and the PWS (Predictive windshear system) gives EITHER a CAUTION or WARNING AURALALERT !!
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.
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 rotation door light side window popping open insignificant warnings
ROLL THE WINGS LEVEL, and then PUSH RUDDER PEDAL UNDER LOWER YOKE HORN.
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.
CHECK GUYS LOVE THIS !
5.
NORMAL TAKEOFF
... And it is a FAVORITE ploy to display some meaningless message on the forward display during the takeoff roll.
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.
NOTE:DO NOT TRY AND PUT THE BIRD BACK ON THE

RUNWAY IF YOU HAVE STARTED ROTATION !
Mike Ray 2000
737ver5151
see more details

Mike Ray 2000
81

THE CAPTAIN MAKES ALL ABORTS !

THE CAPTAIN MAKES ALL ABORTS !
LOW SPEED ABORT

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.
HIGH SPEED ABORT

DISCUSSION: 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!
1 THROTTLE LEVERS .............................. IDLE 2 AUTOTHROTTLE BUTTONS on THROTTLES ...... DEPRESS TWICE 3 BRAKES ..................... APPLY MANUALLY
NOTE 1: There will be NO RTO below 90 KIAS wheelspeed.
CAPTAIN DOES 3 things:
CAPTAIN DOES 4 things:
IF ENGINE FAILURE DO NOT USE REVERSE THRUST BELOW 80 KNOTS !
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).
1 THROTTLE LEVERS .............................. IDLE 2 AUTOTHROTTLE BUTTONS on THROTTLES ...... DEPRESS TWICE 3 REVERSE THRUST ..................... APPLY (Max if needed) 4 BRAKES ..................... verify RTO applied (DO NOT TOUCH).
NOTE 1: RTO IS APPLIED WHEN: Wheelspeed greater than 90 knots BOTH THROTTLES at idle stop NOTE 2: Touching the brakes for 2 seconds will cause the RTO to disconnect! If that happens ... APPLYMAXIMUM MANUAL BRAKING!
1 CALL TOWER .............................. Tell them what you are doing. 2 PA ....................... BROADCAST something appropriate such as: "REMAIN SEATED" or
If airplane is stopped and evacuation appropriate: "RELEASE SEAT BELTS AND GET OUT!".
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 takeoff 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, and AUTOBRAKE 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.
737ver5152
F/O DOES 2 things:
1 CALL TOWER .............................. Tell them what you are doing. 2 VERIFY ................................................. Spoilers deployed. PA ....................... BROADCAST something appropriate such as: 3 "REMAIN SEATED" or
If airplane stopped and it is appropriate: "RELEASE SEAT BELTS AND GET OUT!".
NOTE If FLIGHT ATTENDANTS do not receive guidance LOOK at1:TWO things: from the cockpit; They will initiate evacuation on their own.
F/O DOES 3 things:
BIG ITEMS
82
on the CHECKRIDE.
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.
Mike Ray 2000
Mike Ray 2000
"V1 CUT" - ENG FAIL after V1

Aircraft is still on the ground
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.
CMS
@ LEVELOFF Prepare to MANUALLY make LARGE throttle/trim/rudder change "DECLARE EMERGENCY" consider requesting lower altitude such as "BEST VECTORING ALT"
1500 FEET AGL

@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 BOOK and DO THE CHECKLIST"
500 ft AGL
or NON-STANDARD ACCELERATION ALTITUDE ACCELERATE to CMS raise FLAPS on schedule
@ 800 '
"SET CMS" "FLY THE PITCH BAR"
RUDDER TRIM requires about 15-20 seconds to input.
TIP!
NOTIFY TOWER "ENGINE FAILURE"

if "T" page give heading.
1
.5
TIP!
2
VERTICAL SPEED
Start at ~10 degrees pitch
@1000 FT Autopilot OK. A/C MUST be in trim !
4 6
@ POSITIVE CLIMB:
"GEAR UP"
12.5
180
0
1000 FPM
.5
4 2
TIP!
20
20 10
20 10
ROTATE
160
12.5 degrees
While on GROUND CONTROL HEADING WITH RUDDER
1 140 9
120
R
Keep nose coming over use IVSI ... "THINK LEVEL about 8 degrees pitch
FOLLOW THE FLIGHT DIRECTOR !
10
HOW TO SET MCT WITH ENGINE OUT. 1. Select... N1 LIMIT PAGE 2. line select ... CON 3. set thrust MANUALLY !
NOTIFY CO NOTIFY F/A NOTIFY PAX use ACARS: msg to dispatch

IFE=inflight emer DIV=diverting to XXX=station or DEN7700
10 20
10 20
DH 109
100
3540
2+
V2
HEADING SELECT STEER ME TO C/L or "T" heading"
at 400 FEET AGL
@ CMS:
to V
"MAX CONTINUOUS THRUST" "ATO CHECKLIST" FLY THE FLIGHT DIRECTOR 30 degree bank OK after CMS
OBSTACLE CLEARANCE required to 1500 ' i.e; TRACK CENTERLINE NO turns unless T page REQUIRES them!
KEEP NOSEWHEEL GROUNDED

(C) MIKE RAY 2000
until VR (DO NOT ROTATE TOO SOON ) a good technique is to initially rotate VERY slowly
TIP!
15 degree bank limit until CMS
CMS = CLEAN MANEUVERING SPEED
13o (300), 14o(500)

pitch.
WARNING NOTE: Tailstrike will occur at
Mike Ray 2000
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Mike Ray 2000
V1 CUT technical details

DISCUSSION: 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.
GOOF-UP number 4:
IMPROPER ROTATION TECHNIQUE

When 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!
GOOF-UP number 1:
ABORTS AFTER V1
5 V1 CUT GOOF-UPs
When you are charging down the runway, and you reach V1: TAKE YOUR HANDS OFF THE THROTTLE AND DONT 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.
GOOF-UP number 2:
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.
GOOF-UP number 5:
NO PREPARED PROCEDURE
When 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.
GOOF-UP number 3:
ROTATES BEFORE VR ! ENGINE FAILURE!
This may seem stupid, but I GUARANTEE that when the PNF yells 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.
Mike Ray 2000
The V1 cut maneuver is going to happen on your checkride, you can count on it. So be prepared.
TIP!
For you Captains, you know that you will have to demonstrate a MAX WEIGHT TAKEOFF WITH V1 CUT so dont 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.
84
Mike Ray 2000
Aircraft airborne but below 1500 feet

There are at least two ways this event can occur: LATE V1 CUT and ENGINE FIRE AFTER V1
"V2 CUT" ENG FAIL after V2
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.
PILOTS PUSHING THE WRONG RUDDER.

Because this happens with a surprising frequency, the following technique has been proposed.
The biggest problem with the V2 cut is:
LATE V1 CUT
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.
STEP ONE: Roll the aileron towards the sky pointer to determine which yoke horn is down.
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.
STEP 1
ENGINE FIRE AFTER V1

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 THE THROTTLES 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.
737ver5158
The bottom part is referred to as the SKY POINTER. It ALWAYS points to the SKY . These two opposing triangular pointers are referred to as the HOUR GLASS. When they match up they look like an ....
THR HLD
TO/GA
HDG SEL
FD
180
160
20 10
R
1 140 9
120
20 10
10 20 10 20
3540
100
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 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 2
STEP 3
737ver5159
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.
Mike Ray 2000
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Mike Ray 2000
IF UNCONTROLLABLE
DISCUSSION:
PITCH-UP
ROLL TOWARDS 90 degrees, THEN LET NOSE FALL TOWARDS THE HORIZON.
...what do you do ?
It actually has happened to civil airliners the past several times that I can remember. At lift-off from the runway, the airplanes 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.
YOU NEED A PLAN ...

Here is what the company has devised.
Here are the 7 OFFICIAL steps.

1. CALL OUT ATTITUDE. 2. CROSSCHECK the attitude indicators. 3. DISCONNECT: AUTOPILOT AUTOTHROTTLE 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.
Mike Ray 2000
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Mike Ray 2000
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 doesnt matter what the cause is, we have to know how to handle an ...
U P S ET
180
If in an EXTREME bank alttitude, UNLOAD the airplane, and COORDINATE rudder and aileron TOWARDS the SKY POINTER to ROLL THE WINGS LEVEL. WARNING: DO NOT ADD BACK PRESSURE UNTIL UPRIGHT and APPROACHING WINGS LEVEL.
STEP 4
160
1 140 9
120
10 20
100
10 20
3540
This little triangle at the top part of the instrument is referred to as the SKY POINTER. It ALWAYS points 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.
Correct to level flight or slight climb as indicated on the ADI. Excessive g-loading.
STEP 5
AVOID
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.
10 20 10 20
Here is the OFFICIAL technique for handling this situation:
STEP 1 STEP 2 STEP 3
Pilot sensing upset call out: ATTITUDE!
CROSSCHECK with other guys instruments. DISCONNECT: AUTOPILOT AUTO-THROTTLE

Mike Ray 2000
ADJUST PITCH, BANK, POWER, and SPEED BRAKES if necessary to complete the recovery and re-establish desired attitude.
STEP 6
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Mike Ray 2000

@ 3000' AFE PNF does this: set MCP SPEED ...... 250 KIAS (unless in VNAV) GEAR LEVER .............OFF AUTO BRAKE SEL ...OFF ATO CHECKLIST ...COMPLETE ENG START SW ... OFF (CONT if req)
STANDARD NOISE ABATEMENT TAKE-OFF

NOTE: Be constantly alert to reasons NOT to start the takeoff. 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.
DO NOT TAKEOFF when a MICROBURST ALERT is broadcast.

REDUCE PITCH by not more than 1/2 from what is required to maintain V2 + 20 knots ACCELERATE to 220/230 KTS RETRACT FLAPS on schedule "FLAPS ..." then "VNAV" or "CLIMB MODE"
@ 3000' AFE PF does this: Transition to 250 knots. "SET 250 KTS" on MCP or "VNAV." "AFTER TAKEOFF CHECKLIST"
FOLLOW THE FLIGHT DIRECTOR

200
or whatever it takes to keep V2 + 20 Do not exceed 25 degrees
18-20
30
180
CM S
@ 3000'
Slightly increase pitch angle and transition to CMS KIAS
250 K
NOT
@ CMS
"FLAPS UP" retract flaps on schedule
above 1000 feet AUTOPILOT OK "PF AUTOPILOT CMD SWITCH" verify CMD on ADI PNF - BOTH ENG BLD .... verify ON PNF - WING ANTI-ICE .... ON (if req) BANK ANGLE during flap retractions DO NOT EXCEED 15 if below maneuver speed for flaps
LVL CHG SPD 210/220 N1
30 20 10
DH 109
1 160 9
140
R
20 10
120
10
20
10
3540
kts
@ 800' @ 400'
BANK ANGLE during flap retractions DO NOT EXCEED 15 select another roll mode "HDG SEL" "LNAV" or "VOR/LOC"
REGARDING WING ANTI-ICE: DO NOT turn on the wing anti-ice until: AFTER first thrust reduction..
NOTES:
V2
"POSITIVE CLIMB (Both IVSI and baro altimeter) GEAR UP"
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.
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!
Mike Ray 2000
737ver5160
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737ver5161
Mike Ray 2000
The THRILL OF TECHNOLOGY
ADVANCED GLASS STUFF
ere 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.
737ver5163
Mike Ray 2000
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Mike Ray 2000
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.
HOLDING OP SPECS
265 KTS MAX 230 KTS MAX 200 KTS MAX
"NORMAL" HOLDING SPEEDS
These limits apply to DOMESTIC flying.
14,000 feet 6,000 feet
HOLDING !
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 passe and 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.
Minimum NOTE 2: It is a common ploy for the check holding altitude 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 4: Be aware of "Minimum Holding Altitudes." NOTE 3: Remember that if you are Usually the best indicator is the "GRID MORA." MEAs given holding right at the 14,000 feet usually are not good choices as they require remaining too close to the airways. If the holding pattern is boundary, then your holding speed depicted, the little altitude inside it is the MHA. 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!
NOTE 1: If your airplane is "TOO HEAVY" to hold at that speed, you MUST obtain ATC clearance to hold at a higher airspeed.
An ATC clearance to Hold will include:
HOLDING INSTRUCTIONS
Standard holding is: Right Hand Turns Inbound legs 1 minute at or below 14,000 feet and 1 1/2 minutes above 14,000 feet 25 degrees bank (using autopilot)
1. Direction (NE, SW, etc) 2. FIX 3. Radial, course, bearing, etc. 4. Leg length 5. Direction of turns 6. EFC ... Complete holding instructions MUST include EFC !
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!
ENTERING HOLDING: You MUST report: 1: FIX 2. TIME 3: ALTITUDE LEAVING HOLDING: You MUST report: departing the holding fix
HOLDING REPORTS
WHAT PILOTS SCREW UP: Most common deletion is for the pilots to forget to report their atitude.
You are then expected to resume normal operating speed.

737ver5165
Mike Ray 2000
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Mike Ray 2000
HOLDING
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. 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. 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.
MOD RTE 1 HOLD 1/1
NEXT HOLD
THIS IS REALLY TRICKY !

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. MEGAFRUSTRATION 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. ITS A TRICK! Its a mean and nasty trick! 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. 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
----QUAD/RADIAL --/---CRS / DIR INBD --/--LEG TIME ---- MIN LEG DIST --.-- NM
FIX
SPD / TGT ALT
HOLD AT
-- /ETA FIX ------ Z ---- Z HOLD AVAIL ---BEST SPEED ----KT

EFC TIME
PPOS>
INIT REF DIR INTC
RTE LEGS FIX
CLB DEP ARR
CRZ HOLD
DES PROG EXEC
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 WAYS 3: 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.
GETTING OUT OF HOLDING
5.4 MIN LEG DIST NM
F G 2 MOD RTE 1 1 HOLD 3 1 / 1 K L F FIX / 4 5SPD6 TGT ALT A 235 / 6000 P Q I PUTZE L FIX ETA QUAD/RADIAL 7 0243.6Z 9 8 EFC U TIME V INBD CRS / DIR . Z 0 +/328 / L TURN HOLD Z AVAIL LEG TIME
D S P Y
PREV PAGE
NEXT PAGE
C H M R
D I N S X
E J O T Y
CLR
M S G
--/---
----
< NEXT HOLD
--.--
BEST SPEED
1 + 53
DEL
213KT
EXIT HOLD >
O F S T
INIT REF DIR INTC
RTE LEGS FIX
CLB DEP ARR
CRZ HOLD
DES PROG EXEC
D S P Y
PREV PAGE
NEXT PAGE
A F K P U Z
B G L Q V
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
1
F A I L
2 5 8 0
3 6 9
+/-
4 7 .
O F S T
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.
Mike Ray 2000
737ver5166
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Mike Ray 2000

What the heck is a ...
USING GLASS STUFF IN THE
APPROACH ENVIRONMENT
DIRECT INTERCEPT
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.
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 dont 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.
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 MUST MAINTAIN 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.
737ver5168
6: EXECUTE.
FO DON'T
RGET
"INTERCEPT A RADIAL (or bearing) AND PROCEED TO A FIX,"

use the same technique. 1: 2: 3: 4: 5: 6: Push DIR INTC key TYPE or LS FIX in the scratch pad push INTC LEG TO key (6R) Type reciprocal of radial (or bearing)in scratch pad. push INTC CRS key (6R) If on AUTOFLIGHT remember to push "LNAV," otherwise the airplane will fly right through your otherwise perfect intercept.
FO ON'T
RGET
Mike Ray 2000
92
737ver5169
Mike Ray 2000
BUILDING AN APPROACH
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 TO boxes of the DIRECT INT page. Type 238 and Line Select it into the INTC CRS boxes.
That would show CHECK on the HSI as SLD01 with a magenta line extending into it bearing 238 degrees.
t 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!!!
D M
12 2
013
60
00
6.3
O
193
122.2 ..SLD . ..
SLIDER
--- -
058 282
4.3
O
238
253 PC . _ . _ _ ._ .
023
O
(IAF) CHECK
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. 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 3:
RTE 1 LEGS
1/1
SLD01 RW24 DGM DGM

173
O
238 238
4.8 NM 7.5 NM
HOLD AT
---/ -------/ -------/ -------/ -----
< RTE 2 LEGS
ACTIVATE >EXEC
INIT REF DIR INTC
RTE LEGS FIX
CLB DEP ARR
CRZ HOLD
DES PROG
102 O
D M
122.2 .. .. . DGM
DOGMEAT
--- -
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.
D S P Y
PREV PAGE
NEXT PAGE
A F K P U Z
B G L Q V
C H M R W
DEL
D I N S X
E J O T Y
CLR
M S G
STEP 4:
1
F A I L
2 5 8 0
3 6 9
+/-
4 7 .
O F S T
282 O
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." Here is how you can "build that approach."
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 to 5: place 102/R in the INBD CRS/DIR line.
737ver5171
PIECE of CAKE
Mike Ray 2000
Mike Ray 2000
93

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!
I
D
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, heres the dope:.
BUILDING AN ARC
BUILD IT AS YOU FLY IT ...

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.
D0.5 D3.6
STEP 1: Li ne select the starting point; such as BEAVIS.

D8.0
117.5 MTV
ROCK
(IAF)
238
068 O
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 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.
10
2O
(IAF)
8 D ar ME 3 c
reminder: YOU MUST ALWA YS HAVE RAW DATA DISPLAYED WHEN FLYING AN ARC !
13
113
00
2500
8. 0
D (H)
STEP 4:
12 2 .0 30 95 O 00
28
DOGMEAT 123.4 DGM
BEAVIS
STEP 5: Th e 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:
It makes sense to use the 113 degree radial because of the altitude change. MTV113/8.
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 cant 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!
2O
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. 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 7: The rest of the approach is fairly intuitive.
STEP 8:
What 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.
737ver5172
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 Scratchpad 2: Select the HOLD page 3: L ine Select (or type) DGM in the FIX line Note: the INBD CRS will be about 172/L, because unless in the holding pattern is already in the computers memory, the GLASS will automatically construct a holding pattern using the INBOUND leg.
Mike Ray 2000
94
737ver5173
Mike Ray 2000
HOW TO GO UP AND DOWN
SOME V-NAV STUFF

1. HANDFY 2. V/S 3. LVL CHG 4. VNAV (CLB and CRZ PAGE)
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.
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 CLB power (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 MCP B. Depress LVL CHG selector C. Select appropriate airspeed D. Select appropriate airspeed mode
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!
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: 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:
NT TA OR ! P IM EP ! ST
V/S:
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: S ELECT CRZ PAGE PL ACE 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.
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 button B. SELECT ALTITUDE C. 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 NONPRECISION approach evolution in order to comply with the parameters of the approach environment. So, in order to protect yourself, You simply MUST remember to PLACE A TARGET ALTITUDE IN THE MCP WINDOW before using the V/S!!!
Mike Ray 2000 737ver5174
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, descend EARLY and SLOW DOWN. Do not let the "GLASS" get you "HIGH and FAST
IT AINT NO SIN TO DRAG IT IN !

737ver5175
95
Mike Ray 2000
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. Heres 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.
with emphasis on the underlined items !
LIMITS
The LIMITATIONS and SPECIFICATIONS
DISCUSSION ABOUT THE LIMITS

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
I KNEW THAT ... once.
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, lets 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 RAYS 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.
737ver5178
Mike Ray 2000
737ver5177
96
Mike Ray 2000
AUTOPILOT ENGAGED MINIMUM ALTITUDES

AFTER TAKEOFF or GO AROUND DO NOT FEET ENGAGE AGL AUTOPILOT BELOW During INSTRUMENT APPROACHES OK TO USE AUTOPILOT to a point FEET BELOW MDA/DH,
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.
1000 50 50
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 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. 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.
DC POWER
MINIMUM BATTERY VOLTAGE
24 VOLTS
-0+
400
-50
DC AMPS +
50
320
CPS FREQ
420
DC VOLTS
20
110
120
40
100
AC VOLTS
130
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 30 minutes.
BUT NEVER LESS THAN

DO NOT USE AUTOPILOT BELOW FEET AGL
MAXIMUM ENGINE GENERATOR LOAD
AC POWER
50 0 100 150 200
AC AMPERES
Unless, of course, you are doing AUTOLAND.

737ver5179
1AMPS 25
NOTE 1: These gauges DO NOT monitor the GPU or the APU loads.
GRD PWR AVAILABLE
GRD PWR
OFF
0
50
100
150 200
AC AMPERES
ON
BUS TRANS
O F F
A U T O
OFF ON
OFF ON
GEN 1
APU GEN APU
GEN 2
Mike Ray 2000
97
737ver5180
Mike Ray 2000
DURING GROUND START

CREW OXYGEN SYSTEM 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.
875
O2
psi
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.
EGT
ENGINE
Put latest Oxygen pressure minimum here:
NOTE 1: The source of power for the EGT gauge is the BATTERY BUS.
MAXIMUM
8
725 C
4 10 693 EGT 2
6 4
C X 100
NOTE 2: There is a QRC EMERGENCY PROCEDURE for this event: The imemory item is START LEVER .......... CUTOFF. NOTE 3: There is a little RED INDICATOR LIGHT on the instrument that comes on whenever an engine parameter is being reached or exceeded.
0 2
737ver5181
Mike Ray 2000
98
NOTE 3: I think you should have one more limitation ready for recall. During the "LOSS OF THRUST ON BOTH 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.
Mike Ray 2000
930 C
737ver5182
OIL QUANTITY Minimum quantity displayed

prior to starting the engine
EIS
NON -EIS
50 % GAL. 2.5
STARTER DUTY CYCLE

2-20-2-3
FIRST ATTEMPT
2 MIN 20 SEC 2 MIN 3 MIN

Mike Ray 2000
ON OFF ON OFF
737ver5184
SUBSEQUENT ATTEMPTS
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..
737ver5183
Mike Ray 2000
99
STARTER PRESSURE
PNEU DUCT PRESS
MAXIMUM PNEUMATIC DUCT PRESSURE WHILE STARTER ROTATING
PROTECTION
RAM DOOR FULL OPEN
FIRE
45 psi 30 psi
Mike Ray 2000
DUAL BLEED
RAM DOOR FULL OPEN
RECIRC FAN
OFF AUTO
40 20 0 60 80 100
L
PSI
OVHT
TEST
L PACK
OFF AUTO HIGH
ISOLATION VALVE
CLOSE AUTO OPEN
OFF AUTO HIGH
R PACK
MINIMUM PNEUMATIC DUCT PRESSURE BEFORE START
WING ANTI ICE
TRIP PACK TRIP OFF TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF
TRIP PACK TRIP OFF TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF
WING ANTI ICE
OFF I ON
OFF
APU
ON
BLEED
MANUAL
AUTO FAIL
76 0 APU 540
ENG
The 70 - 4 rule
FIRE EXTINGUISHER BOTTLE PRESSURE
psi psi
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.
NOTE 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.
737ver5186
100
Mike Ray 2000
No underlined items, but stuff you might like to know. I also think the Check-airman wants to know this, too.
FUEL STUFF
It assures slightly over 1 hour of usable fuel at Landing weight, at 10,000 feet, at Holding speed.
FPL = FLEET PLANNED LANDING FUEL (domestic operations).
definitions:
5500 1200
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.
THRESHOLD NO OPTION FUEL.

Crossing the threshold with less than this removes all options: THE CREW HAS NO OPTION BUT TO LAND!
Fuel necessary to: Go-around at threshold, and Climb to 1000 feet AGL, and Fly a VFR pattern, and Intercept a 3 degree glideslope At 2 12 miles from the runway, and Continue to landing, with No fuel remaining.
ICE
IF AND THEN
OFFICIAL DEFINITION of
DEFINITION OF ICING: Icing conditions exist INFLIGHT when TOTAL AIR TEMPERATURE 10 degrees centigrade or below; AND VISIBLE 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, AND VISIBLE MOISTURE in any form is present (i.e., Clouds, fog/mist with visibility of one mile or less, rain, sleet, or ice crystals). OR While 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.
What that sez:
10 degrees C Or less
(About 50 degrees F)
RSV = RESERVE FUEL. (From flight plan)

Fuel necessary to: at FL 250, and LRC (Long Range Cruise), Fly for 45 minutes.
This is included in the FPL and is usable in flight.
VISIBLE MOISTURE ANTI-ICE REQUIRED
FUEL SYSTEM INDICATOR ERROR.
At low quantities, the amount of fuel on board will always be greater than that required by FAR 25.
HOLDING FUEL per HOUR:
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.
5500
TAXIING FUEL per MIN:
WHAT PILOTS SCREW UP !

They fail to remember that 10 degrees C is about the same as 50 degrees F. They think that icing begins at 32 degrees F instead of 50 degrees F.
28
737ver5188
737ver5187
Mike Ray 2000
101
Mike Ray 2000
TURBULENCE
15.000 and ABOVE
OPERATING SPEEDS in
Maximum structural
280 .73 280 250*
LANDING WEIGHTS
-300 -500
LANDING OVERWEIGHT
1 1 4.0 1 1 0.0
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 SECTION spends a lot of words discussing the situation.
Below 15,000
* GW at MAX LANDING WEIGHT: -300 .............. 114,000 pounds -500 ............. 110,000 pounds
737ver5189
....Inflight situations may require a decision to land over published landing gross weight limit, ... This option is a function of the use of Captains 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.
737ver5190
Mike Ray 2000
102
Mike Ray 2000
ALTI TUDE
Maximum operating pressure
WIND COMPONENT
35 kts
MAX (DEMONSTRATED) CROSS-WIND for TAKEOFF and LANDING
What is implied by the term 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.
MAXIMUM
37,000
GOLLY, another thousand feet and wed be on top!
feet
10 kts
MAXIMUM TAILWIND for TAKEOFF and LANDING
737ver5192
737ver5191
Mike Ray 2000
103
Mike Ray 2000
WIND COMPONENT
25 kts
MAXIMUM HEADWIND
AUTOLAND
10 kts
MAX CROSS-WIND for CAT II/IIIA (UA LIMIT)
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.
10 kts
MAXIMUM TAILWIND
Mike Ray 2000
Mike Ray 2000
104
he QRC is NOT without its 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 aint. 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.
QRC
EMERGENCY STUFF
"Quick Reference Checklist"
DO NOT BE MISLED: YOU ARE STILL EXPECTED TO DO MEMORY ITEMS.
737EMER001
REAL SCARY
THE
EMERGENCY CHECKLIST
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 wouldnt 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 couldnt 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.
A SHORT HISTORY OF THE ...
ENTER THE ...
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.
QUICK REFERENCE CHECKLIST
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.
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Mike Ray 2000
WHAT DOES THE BOOK SAY ?

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.
MEMORY STUFF FROM THE QRC

(quick response checklist)
This is the stuff you have to memorize "Quick Response Checklist procedures and IMMEDIATE RECALL ITEMS".
The "QRC and Immediate Action" items can be grouped "roughly" into several specific categories:
FLY THE AIRPLANE SILENCE THE WARNING CONFIRM THE EMERGENCY
2 ENGINE START 2
ENGINE related: FIRE related:
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
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:
6 FLIGHT PATH 1 LANDING
"When you have a problem, consider turning on the APU

Obviously, there are situations where it could be considered inappropriate, just use your head.
17
LOSS OF ALL ENGINES ENGINE OVERHEAT
Mike Ray 2000
related: ABNORMAL ENGINE START/TAILPIPE FIRE NO STARTER CUTOUT
YOU WILL BE EXPECTED TO KNOW THIS !
APU FIRE ENG FIRE/SEVERE ENG DAMAGE/SEPARATION CARGO FIRE WHEEL WELL FIRE IN FLIGHT GALLEY FIRE/SMOKE SMOKE/FUMES/ODOR
related: DRIFTDOWN AIRSPEED/MACH UNRELIABLE CABIN ALTITUDE WARNING/RAPID DECOMPRESSION EMERGENCY DESCENT UNSCHEDULED STAB TRIM UNCOMMANDED RUDDER
related: EVACUATION Notice that there are 6 procedures which have MEMORY "IMMEDIATE ACTION" ITEMS.
MEMORY ITEMS
I have marked those procedures with an and placed the steps in a hatched box like this
737ver5EMER002 Mike Ray 2000
106

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 REENGAGEMENT can occur. Here is the STARTER LIMIT that we must apply.
ABNORMAL ENGINE START and/or TAILPIPE FIRE

Here are some signs of abnormal starts.
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 ABNORMALACCELERATION 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.
E X T E N D
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:
NEVER ENGAGE THE STARTER ABOVE 20% N2.
If the abnormal event occurs BEFORE engine cut-out:

RETRACT
LANDING
OFF
APU
OFF
ENGINE START
GRD OFF CONT FLT
GRD OFF CONT FLT
WING OFF ON
WHEEL WELL OFF ON
BOTH IGN L
L ON R OUTBOARD
L ON R INBOARD
ON
IGN R
START
Once you have decided that you have an ABNORMAL START:

D EEKE SPRA B
DOWN
MOTOR ENGINE USING STARTER SWITCH IN GRD FOR 60 SECONDS OR UNTIL TAILPIPE FIRE OUT.
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.
DO THE IMMEDIATE ACTION STEP: START LEVER ................. CUT_OFF

2
FLAP UP 0
If the abnormal event occurs AFTER engine cut-out:

N1
ARMED
1
STAB TRIM
APL NOSE DOWN
And then, Call for the QRC procedure for: ABNORMAL ENGINE START .
APL NOSE DOWN
10
5 86.4 4
85.4
% RPM X 10
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.
2
8
STAB TRIM
0 5
10
15
FLIGHT DETENT
1
2
PULL TO SET
UP
5 10
15
25
HORN CUTOUT
0 5
FLAP
10
15
APL NOSE UP
APL NOSE UP
30
40
START LEVER CUT-OFF

DO NOT CONFUSE THIS PROCEDURE WITH:
10 8
EGT
6
4 743 2
4
C X 100
0 2
N2 less than 20%

MOTOR 60 sec or until tailpipe fire is out: then turn OFF
STARTER DUTY CYCLE

2-20-2-3
FIRST ATTEMPT
PARKING BRAKE PULL
STAB TRIM
FLAP DOWN
CUT OUT
4 87.3 2 10 N2
% RPM X 10
0 2
2 MIN 20 SEC 2 MIN 3 MIN
ON OFF ON OFF
SUBSEQUENT ATTEMPTS
1/2 HYD QTY 3/4 1/4 E
RFL
SYS A
NO STARTER CUTOUT or FAILURE OF START SWITCH TO RELEASE.

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Mike Ray 2000

LETS REVIEW THOSE STEPS ONE MORE TIME:
E X T E N D RETRACT
NO STARTER CUTOUT
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 a RAPID RISE in duct pressure, then the START VALVE OPEN light goes OUT. 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, and 3. VERIFY START LIGHT GOES .... OUT. If all that happens, IT IS NOT AN EMERGENCY ! IT IS a NORMAL start. BUT, if it does not ...
LANDING
OFF
APU
OFF GRD ON OFF
ENGINE START
WING OFF ON
WHEEL WELL OFF ON
BOTH IGN L
L ON R OUTBOARD
L ON R INBOARD
IGN R
START
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!
OK
But if STARTER REMAINS ENGAGED !

TURN OFF ALL THE BLEED SWITCHES.
R L
THEN ... and only then DO YOU HAVE AN EMERGENCY.
ENGINE BLEED AIR SWITCH .... OFF APU BLEED SWITCH ................. OFF ISOLATION SWITCH .................. CLOSE
RECIRC FAN
OFF AUTO
40 20 60 80 100
OVHT
TEST
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! 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...
PSI
ALL PNEU AIR MUST BE REMOVED BEFORE THE START LEVER MOVED TO CUTOFF !!
THERE ARE NO IMMEDIATE ACTION QRC ITEMS FOR THIS!
DO NOT MOVE THIS LEVER ... until you have ensured that ALL PNEUMATIC AIR PRESSURE is removed from the airplane !
1
2
DOWN
ALL PNEU AIR MUST BE REMOVED BEFORE START LEVER MOVED TO CUTOFF !!
ONCE THE DUCT PRESS IS ZERO ... then; you may move the START LEVER to CUT-OFF.
D EEKE SPRA B
L PACK
OFF AUTO HIGH
ISOLATION VALVE
CLOSE AUTO OPEN
OFF AUTO HIGH
R PACK
TRIP TRIP OFF
WING ANTI ICE
WING ANTI ICE
RECIRC FAN
OFF AUTO
40 60 80 100
OFF I ON
OFF
ARMED
CRASH RE-ENGAGEMENT
2
FLAP UP 0
OVHT
TEST
R L
APU
ON
20
PSI
BLEED
MANUAL
Lets 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 BUT 3. 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. 737ver5EMER008
Mike Ray 2000
D EEKE SPRA B
1
STAB TRIM
APL NOSE DOWN
0 5
10
15
FLIGHT DETENT
1
2
APL NOSE DOWN
STAB TRIM
UP
5 10
15
25
HORN CUTOUT
0 5
FLAP
10
15
APL NOSE UP
APL NOSE UP
NO-NO !!!
NO
L PACK
OFF AUTO HIGH
ISOLATION VALVE
CLOSE AUTO
AUTO FAIL
OFF AUTO HIGH
R PACK
PARKING BRAKE PULL
30
40
STAB TRIM
FLAP DOWN
CUT OUT
DOWN
IF IN FLIGHT: Leave the start lever in idle.

2
FLAP UP 0
ARMED
1
STAB TRIM
APL NOSE DOWN
0 5
10
15
FLIGHT DETENT
1
2
APL NOSE DOWN
STAB TRIM
IF ON THE GROUND: GROUND PNEU SOURCE ..... DISCONNECT, then CHECK DUCT PRESSURE ........ ZERO, then, START LEVER ................. CUT-OFF .
APL NOSE UP
PARKING BRAKE PULL
737ver5EMER009
UP
5 10
15
25
HORN CUTOUT
0 5
FLAP
10
15
APL NOSE UP
30
40
STAB TRIM
FLAP DOWN
CUT OUT
THERE IS NO IMMEDIATE ACTION QRC ITEMS FOR THIS!
DO NOT SHUT OFF THE START LEVER, GO DIRECTLY TO THE QRC.
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Mike Ray 2000
LOSS OF ALL ENGINES

E X T E N D RETRACT
LANDING
OFF
APU
OFF GRD ON OFF
ENGINE START
WING OFF ON
WHEEL WELL OFF ON
BOTH IGN L
L ON R OUTBOARD
L ON R INBOARD
IGN R
START
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! NOTE 2: The RESTART envelope for windmilling is: BELOW 24,000 feet ABOVE 260 KTS
FLY THE JET !
PF
5
N1
APU (if available) ..... START
1
WHEN EGT 3 DECREASES
0 50 100
AC AMPERES
ENG START SWITCHES ..... FLIGHT

GRD PWR AVAILABLE
10
5 86.4 4
85.4
% RPM X 10
2 4
PULL TO SET
150 200
GRD PWR
OFF
0
50
100
150 200
1 2 3 4
PNF
The OTHER GUY does all this stuff, the PF concentrates TOTALLY on keeping the jet right-side-up.
24/260
START SWITCHES .............. FLIGHT
NOTE: This provides HIGH ENERGY IGN to BOTH IGNITERS regardless of position of ignition selector switch.
10 8
EGT
6
4 743 2
4
C X 100
AC AMPERES
0 2
4 87.3 2 10 N2
% RPM X 10
10
0 2
4 933 EGT 2
6 4
C X 100
ON
0 2
BUS TRANS
O F F
A U T O
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.
START LEVERS ............... CUTOFF
1/2 HYD QTY 3/4 1/4 E
APU GEN OFF BUS
GEN OFF BUS
RFL
SYS A
OFF ON
OFF ON
OBSERVE EGT ......... DECREASING: then START LEVERS ............... IDLE
GEN 1
APU GEN APU
GEN 2
7
D EEKE SPRA B
IF EGT reaches 930 degrees C, REPEAT
POWER 6 ESTABLISH .....
ELECTRICAL
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.
DOWN
ARMED
1
STAB TRIM
APL NOSE DOWN
2
FLAP UP 0
2
1
2
APL NOSE DOWN
START LEVERS ..... CUTOFF
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
START THE APU (if available)
0 5
10
15
FLIGHT DETENT
STAB TRIM
UP
5 10
15
25
HORN CUTOUT
0 5
START LEVERS ..... IDLE
FLAP
10
15
APL NOSE UP
NOTE: Selecting the LEFT BUS allows us to electrically power the ALT FLAPS. CONSIDERED BEST CHOICE IN THIS SITUATION.
6 7
ELECTRICAL POWER .... ESTABLISH
APL NOSE UP
PARKING BRAKE PULL
30
40
STAB TRIM
FLAP DOWN
CUT OUT
CONSIDER DRIFTDOWN PROCEDURE. DONT STALL THE JET !

737ver5EMER010
IF EGT reaches 930 degrees C, cycle the start lever again.

CONSIDER DRIFTDOWN PROCEDURE. DONT STALL THE JET !
Mike Ray 2000
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737ver5EMER011
Mike Ray 2000
ENGINE OVERHEAT
SYSTEM 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?
OVHT DET A B
WHEEL WELL FAULT
Here is that procedure one more time:
1
D EEKE SPRA B
AUTOTHROTTLE ............. OFF

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.
DOWN
ARMED
Even if the OVERHEAT light goes OFF as you pull it back, continue ALL the way to IDLE Go ALL THE WAY TO IDLE, then go to the next step.
FLAP UP 0
THROTTLE ............. IDLE
BELL CUTOFF
OVHT DET A B
L BOTTLE DISCHARGED
DISCH
R BOTTLE DISCHARGED
MORE boring SYSTEM REVIEW: This is tricky: If the A OVHT DET switch is NORMAL P FIRE SWITCHES and you get a FAULT light You U 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: Heres 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.
NORMAL ENG 1 OVERHEAT F I A N U O L P T
TEST
OF V I HR T E
DIS CH
DISCH
NORMAL
ENGINES
ET XE 1 TS T
STAB TRIM
APU DET INOP
ENG 2 OVERHEAT
APU BOTTLE DISCHARGED
APL NOSE DOWN
0 5
10
15
FLIGHT DETENT
1 1
2
1
2
FLAP
STAB TRIM
APL NOSE DOWN
UP
5 10
15
25
0 5
10
15
APU
APL NOSE UP
IF OVERHEAT INDICATIONS continue and are still ON after 30 seconds ...

START LEVER ..... CONFIRM, CUTOFF
PARKING BRAKE PULL
HORN CUTOUT
30
40
APL NOSE UP
STAB TRIM
FLAP DOWN
CUT OUT
1 AUTOTHROTTLE OFF
L NAV ALTITUDE VERT SPEED A/P ENGAGE A CMD CWS B
MA
CONFIRM-CONFIRM-CONFIRM !!! Some Rocket Scientists have actually shut down the WRONG ENGINE !! YIPE ! We have to assume that the situation is uncorrectable and about to escalate into A FIRE!
COURSE
310
A/T
ARM
F/D
ON
MA
283
IAS/MACH
V NAV
000
HEADING
COURSE
10000
VOR LOC
+0000
DN
310
OFF
SEL
ALT HOLD V/S
F/D
ON
4
DOWN
OFF
N1
SPEED
LVL CHG
HDG SEL
APP
DISENGAGE UP
OFF
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.
ENGINE FIRE HANDLE ......... CONFIRM, PULL
D EEKE SPRA B
2 THROTTLE CONFIRM, IDLE

OVHT DET A B
NORMAL ENG 1 OVERHEAT F I A N U O L P T WHEEL WELL FAULT APU DET INOP
ARMED
IF OVERHEAT INDICATIONS continue and are still ON ...

FLAP UP 0
STAB TRIM
APL NOSE DOWN
BELL CUTOFF
OVHT DET A B
0
L BOTTLE DISCHARGED
DISCH
FLIGHT DETENT
1 1
2
1
2
FLAP
STAB TRIM
R BOTTLE DISCHARGED
5
10
APL NOSE DOWN
UP
TEST
OF V I HR T E
DIS CH
A P U
DISCH
FIRE SWITCHES
ET XE 1 TS T
ENGINES 2 R
5 10
15
25
0 5
10
15
15
APL NOSE UP
L
HORN CUTOUT
PARKING BRAKE PULL
30
40
APL NOSE UP
5 6
APU
STAB TRIM
FLAP DOWN
CUT OUT
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. CLOSES FUEL ..... FUEL VALVE at tank CLOSES AIR ............ AIR BLEED AIR VALVE CLOSES HYD ........... HYD SUPPLY fire shutoff VALVE DISARMS .. LIGHT ....... LOW HYD PRESS light ARMS ........ SQUIB ....... Arms the squib DISARMS .. REV ...........THRUST REVERSER OPENS ...... ELECT .......GENERATOR FIELD ALLOWS HANDLE ... FIRE HANDLE to be rotated
ENGINE FIRE HANDLE ...... ROTATE the OTHER WAY.
IF FIRE/OVERHEAT indications persist longer than 30 seconds AFTER the BOTTLE DISCHARGED light comes on.
ENGINE FIRE HANDLE ...... ROTATE L or R
If ENG OVHT LITE remains on after 30 sec: START LEVER ......CONFIRM, CUTOFF ENG FIRE HANDLE ......CONFIRM, PULL If ENG OVHT LITE remains on: ENG FIRE HANDLE ......ROTATE If ENG OVHT LITE remains on after 30 sec: ENG FIRE HANDLE ......ROTATE in OPPOSITE DIRECTION.
Mike Ray 2000
8
737ver5EMER012
PULLING the ENGINE FIRE HANDLE does these things:
110
737ver5EMER013
GO TO THE BOOK
Mike Ray 2000
For the rest of the procedure

LETS GO OVER THE PROCEDURE ONE MORE TIME ...
ENG FIRE/SEVERE DAMAGE/ ENGINE SEPARATION

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.
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.
1
D EEKE SPRA B
AUTOTHROTTLE ............. OFF

Depressing the AUTOTHROTTLE release on the throttles will not release the AUTOTHROTTLE if the engine is windmilling .
DOWN
ARMED
STAB TRIM
APL NOSE DOWN
FLAP UP 0
FLIGHT DETENT
0 5
10
15
1 1
2
1
2
FLAP
STAB TRIM
APL NOSE DOWN
UP
5 10
15
25
0 5
10
15
CONFIRM that you have the correct throttle, THEN retard s-l-o-w-l-y to 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.
THROTTLE ...CONFIRM,IDLE
APL NOSE UP
PARKING BRAKE PULL
HORN CUTOUT
30
40
APL NOSE UP
STAB TRIM
FLAP DOWN
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.
COURSE
CUT OUT
START LEVER ..... CONFIRM, CUTOFF

CONFIRM-CONFIRM-CONFIRM !!! Some Rocket Scientist actually shut down the WRONG ENGINE !! YIPE !
310
A/T
ARM
F/D
ON N1
MA
283
IAS/MACH
V NAV
305
HEADING
L NAV
ALTITUDE
VERT SPEED A
COURSE
28004 +0000
310
OFF
OFF
SPEED
LVL CHG
HDG SEL
VOR LOC
SEL
ALT HOLD V/S
DN
F/D
ON
APP
DISENGAGE UP OFF
CONFIRM - CONFIRM IF you pull the wrong handle, you WILL SHUT DOWN THE ONLY GOOD ENGINE REMAINING. WHOOOOPS !!! Go slowly and methodically through BELL CUTOFF this procedure.
OVHT DET A B
WHEEL WELL FAULT
ENGINE FIRE HANDLE ......... CONFIRM, PULL

OVHT DET A B
L BOTTLE DISCHARGED
DISCH
R BOTTLE DISCHARGED

D EEKE SPRA B
TEST
1. 2. 3. 4.
AUTOTHROTTLE ... OFF THROTTLE ...CONFIRM,IDLE START LEVER .. CONFIRM,CUTOFF ENGINE FIRE HANDLE ..CONFIRM,PULL
OF V I HR T E
DIS CH
APU DET INOP
A P U
DISCH
ENGINES
ET XE 1 TS T
FIRE SWITCHES
2 R
APU
DOWN
IF ENG FIRE HANDLE/OVERHEAT LIGHT IS ON:.

FLAP UP 0
ARMED
IF ENG FIRE HANDLE/OVHT LIGHT ON:
STAB TRIM
APL NOSE DOWN
5. ENGINE FIRE HANDLE ...ROTATE

IF FIRE INDICATIONS REMAIN AFTER 30 SECONDS:
0 5
10
15
FLIGHT DETENT
1 1
2
2
HORN CUTOUT
1
2
FLAP
STAB TRIM
APL NOSE DOWN
UP
5 10
15
25
30
40
0 5
10
15
APL NOSE UP
APL NOSE UP
6. ENG FIRE HANDLE ...ROTATE OTHER WAY.
PARKING BRAKE PULL
STAB TRIM
FLAP DOWN
4
OVHT DET A B
DISCH
CUT OUT
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.
ENGINE FIRE HANDLE ...... ROTATE the OTHER WAY.
IF FIRE/OVERHEAT indications persist longer than 30 seconds AFTER the BOTTLE DISCHARGED light comes on.
ENGINE FIRE HANDLE ...... ROTATE L or R
WHEEL WELL FAULT
BELL CUTOFF
OVHT DET A
TEST
OF V I HR T E
A P U
DISCH
NORMAL
ENG 2 OVERHEAT
5
B
L BOTTLE DISCHARGED
DISCH
R BOTTLE DISCHARGED
ENGINES
R
ET XE 1 TS T
FIRE SWITCHES
2 R
APU
This procedure should be almost like second nature, BUT it is a QRC procedure. PF remains ON THE GAUGES and FLIES THE AIRPLANE!
737ver5EMER014
PULLING the ENGINE FIRE HANDLE does these things:
CLOSES FUEL ..... FUEL VALVE at tank CLOSES AIR ............ AIR BLEED AIR VALVE CLOSES HYD ........... HYD SUPPLY fire shutoff V ALVE DISARMS .. LIGHT ....... LOW HYD PRESS light ARMS ........ SQUIB ....... Arms the squib DISARMS .. REV ...........THRUST REVERSER OPENS ...... ELECT .......GENERATOR FIELD ALLOWS HANDLE ... FIRE HANDLE to be rotated
Mike Ray 2000
111
737ver5EMER015 Mike Ray 2000
CARGO FIRE
There are no memory items: go directly to the QRC.
IF CARGO DOORS ARE OPEN:
BOTTLES ..... DO NOT DISCHARGE ATC and GROUND PERSONNEL ..... ADVISE
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.
A DET B A B
WHEEL WELL FIRE IN FLIGHT

There are no memory items: go directly to the QRC.
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! 1: Something caught FIRE on wheel assembly or in well (rubber, fabric, etc) 2: HOT brakes 3: 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 ! If autopilot is engaged, LEAVE AUTOPILOT / AUTO THROTTLES ENGAGED. 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 takeoff go to FLAPS 5 + 10 kts, and GET BACK ON THE GROUND ASAP. 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).
CARGO DETECTION SUPPRESSION

PUSH TO DISCHARGE
1: AIRSPEED ...........MAXIMUM 270 knots/Mach .82
FAIL AUTO FWD PIT ARMED ARM TEST PULL TO ARM CUTOUT AFT PIT ARMED BELL
DSCH
DSCH
FIRE
1ST BTL
2ND BTL
ARMED
ARMED
IF CARGO DOORS ARE CLOSED:
FIRST BOTTLE DISCHARGE SWITCH .... PUSH
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.
This 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 !
2: LANDING GEAR LEVER (below 270 kts) ...... DOWN
3: TALK !
GO TO THE REFERENCE PAGE 8-11.
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 bottle 3. 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.
Mike Ray 2000
- 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
112
Mike Ray 2000
GALLEY FIRE/SMOKE
No 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 !
SMOKE/FUMES/ODOR
THIS PROCEDURE HAS MEMORY ITEMS
MEMORY ITEMS
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!
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.
OVERHEAT OVERHEAT ON ON ON ON
APU HOURMETER
ELAPSED TIME
GALLEY POWER SWITCH...........................OFF

All 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 you land at nearest suitable airport, Prep for and possibly conduct an EVACUATION, declare an EMERGENCY, etc. THIS IS A BIG DEAL! FLT CONTROL
-0+
400
OVERHEAT OVERHEAT
-50
DC AMPS +
50
320
CPS FREQ
420
L SIDE
OFF ON

OFF ON
R SIDE
OFF ON
0 28 3 2
HOURS I/I0
2: CREW COMMUNICATIONS ......... ESTABLISH

PASS CABIN
DC VOLTS
20
110
120
40
100
AC VOLTS
130
CONT CABIN
SUPPLY DUCT
AIR TEMP
ALTERNATE FLAPS
TR 1 BAT BAT BUS TR 2 TR 3
APU GEN GEN 1 GRD PWR
CIRCUIT BREAKER
GEN 2 INV TEST
AIR MIX VALVE

LD
HO
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.
PASS CABIN
AIR MIX VALVE
LD
T HO
BRIGHT
HEAT
CO
OFF
Evaluation of the threat is a big part of this SPOILER A B procedure. Ask the right questions of the GALLEY Flight Attendant because they are going to BAT be your detector. They are trained and can do anything we YAW DAMPER can do; therefore, I consider it POOR STANDBY POWER JUDGEMENT 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!
OFF STBY PWR TEST OFF ARM DOWN STBY PWR OFF OFF OFF ON ON ON
FEEL DIFF PRESS
UP
The mic panel should be set up with:

120 80 40
CO
OFF
DUCT OVERHEAT
TEMP160
200
DUCT OVERHEAT
MIC SELECTOR
RESID VOLTS
BRIGHT
PANEL
AUTO NORMAL
ON
COOL COOL
SPEED TRIM FAIL MACH TRIM FAIL
AC
OFF
YAW DAMPER
STANDBY PWR OFF
WING ANTI-ICE
GND TEST ON OFF
AUTO SLAT FAIL
ENG ANTI-ICE
OFF ON
DUAL BLEED
OFF ON
DISCONNECT
DISCONNECT
RAM DOOR FULL OPEN
BAT
DRIVE TEMP
RISE
OFF
AUTO

NORMAL
OVERHEAT

20
R L
IN
10 RISE 20
ALTERNATE
OFF OFF
10 RISE 20
ENG 1
OFF ON
ELEC 2
ELEC 1
ON
ENG 2 B
80 IN 120
Land at nearest suitable airport, Notify dispatch (ACARS: IFE-DIV-SFO), Plan for and execute an evacuation. THIS IS A BIG DEAL !
BOTH ON 1 BOTH ON 2 BOTH ON L BOTH ON R NORMAL NORMAL
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EFI
IRS
40
160
30
80 IN 120
40
160
30
OFF
EMER EXIT LIGHTS
HYD PUMPS
L PACK
OFF AUTO HIGH
ISOLATION VALVE
CLOSE
MASK/ boom switch ........ MASK VHF-1 slider ...................... UP VHF-1 MIC button ........... ON FLT INPH slider ............... UP use the transmit button on VHF-1 to talk to ATC; if necessary to crosstalk RECIRC FAN in the cockpit and the noise level is too high, go ahead and talk to the OVHT other pilot RIGHT OVER THE RADIO.
0
AUTO NORMAL
COOL
WARM
COOL
WARM OFF MANUAL
1-VHF-2-VHF
INOP
INOP
F-INPH-S
PA
RAM DOOR FULL OPEN
OFF
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
AUTO
40
60
80
PSI
100
TEST
V B R
OFF
GRD PWR AVAILABLE
FUEL VALVE CLOSED
-20
-40
li
FUEL +20 TEMP
ii
FUEL VALVE CLOSED
50 0
100
150 200
+40
iii
i
AC AMPERES
GRD PWR
OFF
0
50
100
150 200
A NR OM TE D
ARMED ON
PACK TRIP OFF
WING ANTI ICE
AC AMPERES
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Use of the FLT INTPH is useful if cockpit task loading allows. TRIP Communicate with FLIGHT ATTENDANTS using SERV INPH and with PASSENGERS using PA button.
AUTO OPEN
OFF AUTO HIGH
R PACK
NORM
WING ANTI ICE
iii
RESET
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ii
FILTER BYPASS
VALVE OPEN
NOTE: FLY THE AIRPLANE ! In the simulator, this is referred to as a GRD "detractor." The check-pilot is maneuvering you to do something, or isATTEND CALL CROSS FEED 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 RAIN REPELLENT FUEL PUMPS APU GEN GEN 2 GEN 1 where nobody is FLYING THE AIRPLANE! L R APU
OFF ON
CTR
AFT
OFF ON 1
FWD
ON 2
3 2 1
TEMP 0
.5
E X T E N D
L ON R OUTBOARD
Mike Ray 2000
RETRACT
ii
FILTER BYPASS
ON
OFF
OFF ON
BUS TRANS
O F F
A U T O

OFF AUTO ON
TEST
ERASE
ON
APU
HEADSET
600 OHMS
AUTO FAIL
3: SMOKE GOGGLES (if needed) ................... ON

2
00 00
BLEED
GEN OFF BUS
APU GEN OFF BUS
GEN OFF BUS
10 D
E S PR S 0 IFF I PS
50 40 35 30 25
0 2
CABIN ALT
ALT HORN CUTOFF
AUTO
STANDBY
Smoke goggles go on the OUTSIDE of the mask.

MANUAL V
MANUAL
OFF ON
OFF ON
CALL
00350I
S PU H
X 1000 FEET
I0 4
20 7 6
I5
001257
CABIN ALT
A Smoke may be "captured" inside the goggles and can be purged by sliding the L V E oxygen mask vent valve DOWN momentarily. This will allow air to blow into C 08250 O L P O goggles.E S N E
STBY AC MAN DC
LOW OIL QUANTITY
LOW OIL PRESSURE
HIGH OIL TEMP
OVER SPEED
AUTO BAT HIGH
OFF
FWD
OFF
AFT
6 5 4
EXH C X 100
50 0
100
150 200
I
UP
.5
2
AB
IN CLIM
3 4
AC AMPERES
0
I 00
DN
0F E EE T P
CAB FLT
-.3
.3
.8
I.4
I.9
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
4: COCKPIT DOOR ............................................... CLOSED

CHECK
F L T
G R D
AUTO
LANDING
OFF
APU
OFF GRD ON
ENGINE START
OFF737ver5EMER023 CONT FLT GRD OFF CONT FLT
WING OFF ON
WHEEL WELL OFF ON
WARNING: LEAVE COCKPIT DOOR CLOSED, UNLESS REQUIRED BY PROCEDURE OR GREATER EMERGENCY
BOTH
L ON R INBOARD
IGN L
IGN R
737ver5EMER026
START
113
Mike Ray 2000
LEAVE AUTOPILOT .... ON.

COURSE
310
A/T
ARM
F/D
ON
MA
283
IAS/MACH
V NAV
305
HEADING
L NAV
ALTITUDE
VERT SPEED A
A/P ENGAGE B CMD CWS
28004 +0000
VOR LOC
7
F/D
ON MA OFF
COURSE
310
OFF
SEL
ALT HOLD V/S
DN
OFF
N1
SPEED
LVL CHG
HDG SEL
APP
DISENGAGE UP
STEP 1: AUTOTHROTTLE ......................................... OFF STEP 2: THRUST(operating engine) ........................... MAX CONT
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
Turn the rudder trim knob on the back of the lower console "towards" the working engine. Turn it until the yoke is level.
D EEKE SPRA B
STEP 3: RUDDER ....................................................... TRIM
STEP 4: MCP alt ................... SET

If 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.
2
STAB TRIM
APL NOSE DOWN
DOWN
ARMED
FLAP UP 0
FLIGHT DETENT
If the MCP altitude is less than than 14,000' (the highest domestic terrain) we MUST take terrain clearance into our calculation.
CFIT, METHOD 1/2, and TERRAIN:
0 5
10
15
1
2
FLAP
STAB TRIM
APL NOSE UP
APL NOSE DOWN
UP
5 10
15
25
HORN CUTOUT
0 5
10
15
STEP 5: LVL CHG ............... PUSH
30
40
APL NOSE UP
This will start the airplane in a gradual descent. The descent rate is predicated on the available thrust from the operating engine.
PARKING BRAKE PULL
STAB TRIM
FLAP DOWN
CUT OUT
STEP 6: MCP SPEED ........ set 220 KTS.

IF OVERWATER: M .745/280 KIAS These are canned speeds. See page FH 2-57.
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 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.
Mike Ray 2000
114
737ver5EMER017
Mike Ray 2000
AIRSPEED/MACH UNRELIABLE
1: AUTOPILOT ................................................................ DISENGAGE
Use of either MCP, DISENGAGE BAR, or YOKE SWITCH OK.
2: AUTOTHROTTLE ARM SWITCH ............................................ OFF 3: FLIGHT DIRECTORS ................................................................ OFF 4: ATTITUDE, THRUST .......................................................... ADJUST
COURSE
310
A/T
ARM
IAS/MACH
V NAV
F/D
ON N1
MA
283
305
HEADING
L NAV
ALTITUDE
VERT SPEED A
COURSE
28004 +0000
VOR LOC
310
OFF
SEL
ALT HOLD V/S
DN
F/D
ON
OFF
SPEED
LVL CHG
HDG SEL
APP
DISENGAGE UP OFF
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 blocked; 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.
737ver5EMER028
Mike Ray 2000
115
Mike Ray 2000
CABIN ALTITUDE WARNING/ RAPID DEPRESSURIZATION

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.
PPOS
IF CABIN ALTITUDE UNCONTROLLABLE:
MIC SELECTOR
OFF ON
OBS AUDIO ENTMT
1-VHF-2-VHF
INOP
INOP
F-INPH-S
PA
PTT
IRS DISPLAY
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
N28634
WIND HDG/STS
W128 635
1 w 4 7 ENT
O O
V B R
DSPL SEL
NORM
N 2 H 5 S 8 0
3 E 6 9 CLR
O O
TK/GS
BRT
TEST
I
REVERSER
ENGINE
2
REVERSER
FLIGHT RECORDER
TEST NORMAL
OFF

TEST
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. turn up the cockpit volume, there will be no feedback problems because you're mumbling will be in the mask enclosure. RECIRC FAN 2. If you simply cannot understand the other guy, go ahead and communicate "RIGHT OVER THE VHF RADIO."
OFF AUTO
40 60 80 100
1 2
Put the Oxygen mask ....... ON/100%
OXYGEN MASKS and REGULATORS
CREW COMMUNICATONS ... establish
SERVICE INTERPHONE
OFF ON
ON INOP
LOW IDLE
ON INOP
20
NO. 2
NO. 1
STALL WARNING TEST
ALIGN
ON DC
ALIGN FAULT
ON DC DC FAIL
LE DEVICES
FLAPS
FAULT
DC FAIL
CREW OXYGEN
PASS OXYGEN
NORMAL
ALIGN
NAV ATT
ALIGN OFF
NAV ATT
SLATS
OFF
5 0
10
15 20
ON
PASS OXY ON
SLATS
OXY PRESS PSI X 100
TEST
L IRS R
DOME WHITE
DIM OFF BRIGHT
3
AIR MIX VALVE
HO T
R L
SYS DSPL
NO 1
NO 2
OVHT
TEST
PMC
PMC
ENGINE BLEEDS ................... verify ON

I don't know or cant imagine why you would be at altitude with the engine bleeds OFF???
PSI
L PACK
OFF AUTO HIGH
ISOLATION VALVE
CLOSE AUTO OPEN
OFF AUTO HIGH
R PACK
TRIP TRIP OFF
WING ANTI ICE

400
WING ANTI ICE
-0+
OVERHEAT OVERHEAT
420
APU HOURMETER
ELAPSED TIME
-50
DC AMPS +
50
320
CPS FREQ
ON
ON
FLT CONTROL B A
DC VOLTS
20
110
120
AC VOLTS
40
100
130
ALTERNATE FLAPS
CIRCUIT BREAKER
GEN 2 INV TEST
BRIGHT
OFF
UP OFF
SPOILER A B
OFF OFF
STBY PWR
6
OFF
SIDE
OFF ON
FWD
WINDOW HEAT OVHT FWD
R SIDE
OFF ON
0 28 3 2
HOURS I/I0

OFF ON
CONT CABIN
SUPPLY DUCT
AIR TEMP
PASS CABIN
PASS CABIN
AIR MIX VALVE

COLD COLD
HO
HEAT
4
5
PACK SWITCHES .................. HIGH
OFF I ON
OFF
APU
ON
BLEED
MANUAL
ARM DOWN
OFF
BRIGHT
DUCT OVERHEAT
120 80 40
TEMP160
200
DUCT OVERHEAT
OFF ON
GALLEY RESID VOLTS
PANEL
AUTO NORMAL
AUTO NORMAL
ON
ON
BAT
ON
OVERHEAT OVERHEAT
COOL COOL OFF MANUAL
WARM WARM
COOL COOL
AC
STANDBY PWR OFF
PRESS OUTFLOW VLV .... CLOSE

How do you do this. Two steps:
AUTO FAIL
AUTO
STANDBY
STBY
YAW DAMPER
YAW DAMPER
STANDBY POWER
OFF ON
DISCONNECT
DISCONNECT
BAT
DRIVE TEMP
RISE
OFF
AUTO
R L
IN
30 0
4
OFF
OFF A NR OM TE D
WING ANTI-ICE
GND TEST ON OFF
ENG ANTI-ICE
OFF ON
00350I
S PU H

NORMAL
RECIRC FAN
OFF AUTO
40 20
60 80 100
ALTERNATE
OVHT
TEST
10 RISE 20
10 RISE 20
ENG 1
OFF ON
ELEC 2
ELEC 1
ON
ENG 2 B L PACK
PSI
RESET TEST
N
80 IN 120 40
80 IN 120 40
EFI
IRS
BOTH ON R
160
160
30
OFF
OFF AUTO HIGH
EMER EXIT LIGHTS
HYD PUMPS
ISOLATION VALVE
CLOSE AUTO OPEN
OFF AUTO HIGH
R PACK
NORMAL
NORMAL
OFF
GRD PWR AVAILABLE
iil
li
ii
iii
liiiiliiiil
FILTER BYPASS
VALVE OPEN
EMERGENCY
PRESS TO TEST
CROSS
FUEL PUMPS L
OFF ON
CTR
AFT
OFF
FWD
ON 1
MIC SELECTOR
E X T E N D
L ON R OUTBOARD
1-VHF-2-VHF
INOP
INOP
F-INPH-S
PA
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER NORM
V B R
Mike Ray 2000
iiiiliiiilii
FUEL VALVE CLOSED
-20
-40
FUEL +20 TEMP
ii
FUEL VALVE CLOSED

0
50
100
150 200
+40
iii
i
AC AMPERES
GRD PWR
OFF
0
50
100
150 200
AC AMPERES
FILTER BYPASS
ON
BUS TRANS
O F F
A U T O
FEED
3
L
OFF OFF
ARMED ON
LOW PRESSURE LOW LOW PRESSURE PRESSURE OVERHEAT OVERHEAT LOW PRESSURE LOW PRESSURE
TRIP TRIP OFF
WING ANTI ICE
WING ANTI ICE
OFF
TEST ERASE
OFF
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.
08250 001257
CABIN ALT
O P E N
AC MAN DC
F L T
CAB FLT -.3 .3 .8 I.4 I.9
G R D
AUTO CHECK
RETRACT
iii
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ii

OFF AUTO ON
ON
APU
ON
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
HEADSET
600 OHMS
BLEED
MANUAL
GEN OFF BUS
ATTEND
GRD CALL
10 D
0000
AUTO FAIL
S PRE S 0 IFF PSI
50 40 35
0 2
CABIN ALT
ALT HORN CUTOFF
AUTO
STANDBY
STBY
OFF ON
OFF ON
CALL
GEN 1
APU GEN APU
GEN 2
RAIN REPELLENT
LOW OIL QUANTITY
LOW OIL PRESSURE
HIGH OIL TEMP
OVER SPEED
AUTO
FWD
OFF ON 2
AFT
6 5 4
EXH C X 100
50 0
100
150 200
AC AMPERES
3 2 1
TEMP 0
5b
8 30 25 7
00350I
S PU H
X 1000 FEET
I0 4
20
I5
08250 001257
CABIN ALT
O P E N
AC MAN DC
BAT
HIGH
I
AB
2
IN CLIM
B
UP
.5
3 4
F L T
CAB FLT -.3 .3 .8 I.4 I.9
G R D
AUTO CHECK
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.
DN
.5
0F E EE T P
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
LANDING
OFF
APU
OFF GRD ON
ENGINE START
CONT FLT
BOTH IGN L
L ON R INBOARD
START
5a
GRD OFF CONT FLT
WING OFF ON
WHEEL WELL OFF ON
IGN R
IF CABIN ALTITUDE IS UNCONTROLLABLE: EMERGENCY DESCENT ... Accomplish Consider this to be a seamless transition into the EMERGENCY DESCENT procedure.
I00
CABIN OXYGEN SWITCH ..... ON
IF CABIN ALTITUDE IS UNCONTROLLABLE:
EMERGENCY DESCENT ..... ACCOMPLISH
737ver5EMER032
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Mike Ray 2000
EMERGENCY DESCENT
LEAVE AUTOPILOT .... ON.
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. 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.
STEP 5: SPEEDBRAKES ......................................... EXTEND.
STEP 1: MCP altitude ......... SET

E X T E N D RETRACT OFF L ON R OUTBOARD L ON R INBOARD
LANDING
(safe altitude/10,000') This is the altitude where the airplane will level ON 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.
RUNWAY TAXI TURNOFF L R OFF OFF ON
APU
OFF GRD ON OFF
ENGINE START
WING OFF ON
WHEEL WELL OFF ON
D EEKE SPRA B
BOTH IGN L
IGN R
DOWN
START
ARMED
STEP 6: MCP SPEED ..... Vmo/Mmo.
STAB TRIM
APL NOSE DOWN
FLAP UP 0
FLIGHT DETENT
0 5
10
1
2
FLAP
STAB TRIM
APL NOSE DOWN
STEP 2:
Supplies HIGH ENERGY ignition to the igniter(s) selected by the ignition select switch
2 ENG START SWITCHES ................................... CONT
UP
5 10
15
25
HORN CUTOUT
0 5
10
15
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.
15
APL NOSE UP
30
40
APL NOSE UP
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.
PARKING BRAKE PULL
STAB TRIM
FLAP DOWN
CUT OUT
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'.
COURSE
6
V NAV
LIMIT AIRSPEED and HIGH MANEUVERING LOADS.
IF STRUCTURAL INTEGRITY IS IN DOUBT:
8
L STBY R
STEP 8: TRANSPONDER ..................... 7700
ALT RPTG
IDENT
OFF
ON
310
A/T
ARM
F/D
ON N1
MA
283
IAS/MACH
305
HEADING
L NAV
ALTITUDE
VERT SPEED A
COURSE
28004 +0000
VOR LOC
310
7700
OFF
SEL
ALT HOLD V/S
DN
F/D
ON
OFF
SPEED
LVL CHG
HDG SEL
APP
DISENGAGE UP OFF
1
Call as soon as practical. PF may call if the PNF is busy doing other things.
STEP 9: ATC .................................................................... ADVISE.
737ver5EMER017 737ver5EMER034
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Mike Ray 2000
APU FIRE
-0+
400
OVERHEAT OVERHEAT
420
-50
DC AMPS +
50
320
CPS FREQ
ON
ON
APU FIRE continued

APU HOURMETER
ELAPSED TIME
L SIDE
110 120
AC VOLTS

OFF ON
R SIDE
OFF ON
0 28 3 2
HOURS I/I0
YOU HAVE TO ASSUME: YOU ARE ON FIRE !!

FLT CONTROL B A
DC VOLTS
20
OFF ON
40
100
130
CONT CABIN
SUPPLY DUCT
AIR TEMP
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.
PASS CABIN
PASS CABIN
ALTERNATE FLAPS
OFF UP
TR 1
BAT
TR 2
APU GEN
CIRCUIT BREAKER
GEN 2 INV TEST
AIR MIX VALVE

LD LD
AIR MIX VALVE

T HO HO
CO
GEN 1
BRIGHT
HEAT
CO
BAT BUS
TR 3
GRD PWR
SPOILER A B
OFF
STBY PWR
TEST OFF
ARM DOWN
STBY PWR
OFF
DUCT OVERHEAT
120 80 40
TEMP160
200
DUCT OVERHEAT
OFF
OFF
FEEL DIFF PRESS

ON
BRIGHT
PANEL
AUTO NORMAL
AUTO NORMAL
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:
ON ON ON
SPEED TRIM FAIL MACH TRIM FAIL
BAT
OVERHEAT OVERHEAT LOW LOW PRESSURE PRESSURE
COOL COOL
COOL COOL
AC
OFF
YAW DAMPER
YAW DAMPER
STANDBY PWR OFF
AUTO SLAT FAIL
STANDBY POWER
WING ANTI-ICE
GND TEST ON OFF
ENG ANTI-ICE
OFF ON
IF AIRBORNE, land at nearest suitable airport, Prep for and conduct an EVACUATION, declare an EMERGENCY, etc. THIS IS A BIG DEAL!
OFF ON
DISCONNECT
DISCONNECT
APU SHUTS DOWN automatically, FIRE warning bell sounds, FIRE warning lights illuminated, RED light in the handle illuminates.
EFI
BOTH ON 1 BOTH ON 2 BOTH ON L NORMAL
1
IRS
BOTH ON R NORMAL
-20
FUEL +20 TEMP
APU FIRE HANDLE ........ CONFIRM,PULL, and ROTATE

BAT
DRIVE TEMP
RISE
OFF
AUTO

NORMAL
RECIRC FAN
OFF
OVERHEAT

20
R L
IN
10 RISE 20
ALTERNATE
OFF
OFF
1: APU FIRE SHUTOFF HANDLE......PULL and ROTATE

40 60
AUTO
OVHT
TEST
80
10 RISE 20
ENG 1
80 IN 120
40
160
30
80 IN 120
40
160
30
OFF ON
ELEC 2
ELEC 1
ON
ENG 2 B
PSI
OFF
EMER EXIT LIGHTS
HYD PUMPS
L PACK
OFF AUTO HIGH
ISOLATION VALVE
CLOSE
This is a ONE SHOT deal. You pull the handle and rotate FULLY.
AUTO OFF AUTO HIGH
100
R PACK
OFF
GRD PWR AVAILABLE
iiiiliiiilii
iil
li
ii
B
NORMAL
DISCH
iii
liiiiliiiil
FAULT
ENG 1 OVERHEAT F A U L T
I N O P
TEST
OF V I HR T E
A P U
AFT
FILTER BYPASS
DIS
VALVE OPEN
CH
CROSS
LOW PRESSURE PRESSURE
(FUEL SHUTOFF) BUS PULL WHEN ILLUMINATED LOCK OVERRIDE : PRESS BUTTON UNDER HANDLE LOW
R
FUEL PUMPS L
OFF ON
CTR
APU CONTROL SWITCH ....... OFF

FWD FWD AFT
OFF OFF ON 2 ON 1 E X T E N D RETRACT
3 2 1
TEMP 0
.5
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.
START
L ON R OUTBOARD
Notes regarding circuit testing. If the APU DET INOP light comes on, it indicates there is: NO FIRE DETECTION in the APU, and NO AUTOMATIC APU SHUTDOWN.
Mike Ray 2000
OVHT DET
WHEEL WELL
-40 +40 BELL CUTOFF C

iii
i
ii
FUEL VALVE CLOSED
ii
FUEL VALVE CLOSED
OVHT DET B
NORMAL
50 0
100
150
AC AMPERES
GRD PWR
OFF
0
50
100
150 200
A NR OM TE D
ARMED ON
PACK TRIP OFF
WING ANTI ICE
FILTER BYPASS
L200 BOTTLE DISCHARGED

ON
AC AMPERES
R BOTTLE DISCHARGED
WARNING: THE MOST COMMON FAILURE IN THIS PROCEDURE IS NOT ROTATING THE TRIP 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! ,
OPEN
WING ANTI ICE
iii
RESET
liiiiliiiilii
OFF
TEST ERASE
OFF
DISCH BUS TRANS
ENGINES
O ENG 2 L F TRANSFER F OVERHEAT

BUS OFF BUS OFF GEN OFF
FIRE SWITCHES FEED
OFF ON
ET A XE 1 TUS TT TRANSFER BUS OFF

O
BUS OFF GEN OFF BUS
ON
APU
OFF AUTO R ON
HEADSET
600 OHMS
APU GEN OFF BUS
ATTEND
GRD CALL
10 D
AUTO FAIL
2: APU CONTROL SWITCH................. OFF

BLEED
MANUAL
ON
00 00
E S PR S 0 IFF I PS
50 40 35 30 25
0 2
CABIN ALT
ALT HORN CUTOFF
AUTO
STANDBY
The APU should have shut down automatically, this is just a backup step. MANUAL
OFF ON
APU
GEN 2
CALL
8
00350I
S PU H
RAIN REPELLENT
X 1000 FEET
I0 4
GEN 1
APU GEN APU
20 7
I5
08250 001257
L
OVER SPEED
R
AUTO BAT HIGH
CABIN ALT
LOW OIL QUANTITY
LOW OIL PRESSURE
HIGH OIL TEMP
OFF
I
UP
.5
2
AB
6 5 4
EXH C X 100
50 0
100
IN CLIM
B
3 4
150 200
AC AMPERES
0
I 00
F L T
CAB FLT -.3 .3 .8 I.4 I.9
G R D
DN
0F E EE T P
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.
C L O S E O P E N
STBY AUTO AC MAN DC CHECK
V A L V E
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
Typically, there are only two times that there is a real fire problem:
WHEEL WELL OFF ON
LANDING
OFF
APU
OFF GRD ON OFF
ENGINE START
WING OFF ON
BOTH IGN L
L ON R INBOARD
IGN R
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.
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.
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BULLETIN - BULLETIN - BULLETIN
WHOOPS !
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.
They developed this CANNED AIRSPEED concept as a temporary measure. We are stuck with this for now.
SO ...
Mike Ray 2000
119
BUT WHAT DOES IT MEAN?

Mike Ray 2000

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:

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:
GROSS WEIGHT Less than 117,000 #
CANNED FLAP AIRSPEEDS
GROSS WEIGHT More than 117,000 #
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.
FLAPS 0 = 210 KNOTS FLAPS 1 = 200 KNOTS FLAPS 2 = 190 KNOTS FLAPS 5 = 180 KNOTS FLAPS 10 = 170 KNOTS FLAPS 15 = 150 KNOTS FLAPS 25 = 140 KNOTS
FLAPS 0 = 220 KNOTS FLAPS 1 = 210 KNOTS FLAPS 2 = 200 KNOTS FLAPS 5 = 190 KNOTS FLAPS 10 = 180 KNOTS FLAPS 15 = 160 KNOTS FLAPS 25 = 150 KNOTS
DO NOT GO
I got these numbers from REVISION #3 EXPLANATORY NOTE MAR 15/02.
EXCEPT:
Here are FIVE exceptions
SLOWER THAN THIS
BECAUSE OF THIS:
The UNCOMMANDED YAW PROCEDURE is now mandated by FAA Airworthiness 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.
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.
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.
FLAP/SLATS EXTENDED SPEEDS -Vfe
FASTER
THAN THIS
737ver5canned2 Mike Ray 2000
DO NOT GO
FLAPS 1 = 230 KNOTS FLAPS 2 = 230 KNOTS FLAPS 5 = 225 KNOTS FLAPS 10 = 210 KNOTS FLAPS 15 = 195 KNOTS FLAPS 25 = 190 KNOTS FLAPS 30 = 185 KNOTS FLAPS 40 = 158 KNOTS
FH Limitations and specifications page 4-14
120
Mike Ray 2000
UNCOMMANDED RUDDER
You could lose control of the airplane !
CARIES T ES HAP OT TH PE CAN TH L IN N TO A P I HAT GT
USE THIS PROCEDURE FOR EITHER RUDDER PEDAL DISPLACEMENT or PEDAL KICKS.
UNCOMMANDED RUDDER continued

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!
GRAB HOLD OF THE YOKE AND PREPARE TO FLY THE AIRPLANE !

There are two IMMEDIATE ACTION MEMORY STEPS: FIRST: ............. DISENGAGE AUTOPILOT
YI P E !! !
ROLL THE YOKE TOWARDS THE SKY POINTER.

In our example, the SKY POINTER is to the right, and so we must try and roll the airplane to the right.
These two opposing triangular pointers are referred to as the HOUR GLASS. When they match up they look like an .... The bottom part is referred to as the SKY POINTER. It ALWAYS points to the SKY .
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.
VERIFY THRUST IS SYMMETRICAL.
COURSE
310
1 2
A/T
ARM
HERE ARE THE TWO (2) MEMORY STEPS
THR HLD
TO/GA
HDG SEL
FD
180
160
20 10
R
1 140 9
120
20 10
10 20 10 20
3540
100
SECOND: ........ DISENGAGE AUTO THROTTLE
Here are some comments regarding the REFERENCE ITEMS:

YAW DAMPER SWITCH ..................................................... OFF
DO NOT USE THE YAW DAMPER INOPERATIVE IRREGULAR PROCEDURE.
F/D
ON N1
MA
283
IAS/MACH
V NAV
305
HEADING
L NAV
ALTITUDE
VERT SPEED A
COURSE
28004 +0000
VOR LOC
310
OFF
OFF
SPEED
LVL CHG
SEL
ALT HOLD V/S
DN
F/D
ON
HDG SEL
APP
DISENGAGE UP OFF
RUDDER TRIM ..................................................... CENTER RUDDER PEDALS............................................ FREE and CENTER

USE MAXIMUM FORCE Both pilots get on the rudders in order to overcome the resistance and to center the rudders.
DISCUSSION: If you are cruising along, and the rudder goes screwy and either: GOES FULL DEFLECTION, or RUDDER 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.
IF RUDDER PEDAL POSITION OR MOVEMENT IS NOT NORMAL AND THE CONDITION IS NOT THE RESULT OF RUDDER TRIM, THEN:
SYSTEM B FLIGHT CONTROL SWITCH.............. STANDBY RUDDER
Definition: As you will recall, CROSSOVER SPEED is that speed where the ailerons have enough authority to override a full rudder deflection.
LAND AT NEAREST SUITABLE AIRPORT

USE FLAPS 30 or 40 DO NOT USE AUTOBRAKES
Mike Ray 2000
ACCELERATE TO CROSSOVER SPEED !

Mike Ray 2000
121
UNSCHEDULED STABILIZER TRIM

MEMORY ITEMS
UNSCHEDULED STABILIZER TRIM

LETS TALK ABOUT ...
continued ...
CONTROL COLUMN .......... MOVE TO OPPOSE TRIM

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. Heres the problem. The intuitive reflex is to grab the yoke and OPPOSE its motion, that is to push IT towards the instrument panel. Is that your final answer?
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.
2: AUTOPILOT .......................... DISENGAGE 3: STAB TRIM CUTOUT SWITCHES ........ CUTOUT

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
FLAP UP 0
FLIGHT DETENT
Lets 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.
D EEKE SPRA B
DOWN
ARMED
STAB TRIM
APL NOSE DOWN
0 5
10
15
1
2
FLAP
STAB TRIM
APL NOSE DOWN
UP
5 10
15
25
HORN CUTOUT
0 5
10
15
IF CONDITION CONTINUES: 4: STAB TRIM WHEEL ..... GRAB and HOLD
APL NOSE UP
PARKING BRAKE PULL
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.
30
40
APL NOSE UP
STAB TRIM
FLAP DOWN
CUT OUT
NOTE !
STAB TRIM CAB DOOR
CAB DOOR UNLOCKED
DO NOT MAKE THIS MISTAKE:
There are TWO different STAB TRIM CUTOUT/OVERRIDE SWITCHES in the cockpit:
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.
737VER5EMER030a
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Mike Ray 2000
EVACUATION
MEMORY ITEMS
EVACUATION
3: 4: 5: 6:
MEMORY ITEMS
STBY PWR ....... BATT
STEP 1
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 STEP 8 WITHOUT input from you. The EVACUATION procedure would lead you to initiate believe that a call to the cabin is NUMBER 8 on the list of important things. I suggest, and this is only my STEP 7 interpretation, that if you are PRESSURIZATION NOT going to evacuate, that OUTFLOW VALVE you make that statement EVEN WHILE THE JET IS STILL ROLLING!
1: STANDBY POWER SWITCH .............. BATTERY 2: NOTIFY ATC. (If during loading process, notify ground personnel). PARKING BRAKE ................................... SET SPEED BRAKES ........................ RETRACT FLAP HANDLE ........................ DOWN START LEVERS ........................ CUTOFF
AUTO STANDBY MANUAL V A L V E C L O S E
STBY
open windows, escape ropes
STEP 11
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 dont 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.
The purpose for this is to ensure the OUTFLOW VALVE has depressurized the airplane so that the doors can be opened; 001257 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 3: push OUTFLOW VALVE SWITCH to the RIGHT (OPEN).
S PU H
CAB FLT -.3 .3 .8
7: OPEN OUTFLOW VALVE
00350I
08250
CABIN ALT
O P E N
AC MAN DC
F L T
I.9
G R D
AUTO CHECK
I.4
2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
8: INITIATE EVACUATION SIGNAL
STEP 4
SPEED BRAKE
FLAP HANDLE down
STEP 5
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.
9: PULL ALL THREE FIRE HANDLES
ENG and APU fire handles
STEP 9
set park brake
STEP 3
illuminated fire handles ROTATE
STEP 10
There are two ways to release the handles, both require two hands: 1. Depress the button under each handle separately, or 2: Depress the ENG/APU FIRE TEST button on the aft of the center console; that will release all the handles simultaneously. IF HANDLES LIT 3: 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 "ENG BTL DISCH" light and then turn it the other way (leaving the other handle unturned).
10: ILLUMINATED FIRE HANDLE(s) .... ROTATE 11: OPEN COCKPIT WINDOWS AND DEPLOY ESCAPE ROPES
ASSESS the situation for SMOKE and FIRE before opening windows. 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.
737ver5EMER37
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.
call ATC
STEP 2
START LEVERS
STEP 6
Mike Ray 2000
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Mike Ray 2000
INTRODUCING ...
CONSTANT DESCENT APPROACH PROCEDURES
PROFILES
OK ... AT ALT HOLD ... OH YEAH ...SET COMPUTED TDZE
MIKE RAY 2003
ALL APPROACHES
This is the long awaited CDAP (Constant Desent Approach Procedures).
When adopted by the airlines, This procedure is to be used for
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Mike Ray 2000

A BRIEF DISCUSSION ABOUT:
Has also been referred to as: and

CANPA: Constant Angle Non Precision Approach CROD: Constant Rate Of Descent
(Once adopted by the airline) CDAP (Constant Descent Approach Procedures) MUST be used for 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, nonprecision, 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 its 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.
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Mike Ray 2000

SOME

CONSTANT DESCENT APPROACH PROCEDURES versus DIVE and DRIVE ...CONTINUED.
OP SPECS
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 goaround. 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.
THERE ARE THREE KEY ELEMENTS TO THE CDAP BRIEF:

- Computed TDZE - Computed DA - Computed DESCENT RATE
Computing the TDZE
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.
The definition of TDZE is Touchdown Zone Elevation, and we 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 .
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.
Computing the DA
The definition of DA is DECISION ALTITUDE, and we 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 is
BIG !
IF more than +/-300 fpm correction is required, the approach is considered unstable and a go-around is REQUIRED.
This computed DA is placed on the barometric altimeter for nonprecision and precision approaches.
EXPLANATORY NOTE: Momentary corrections exceeding +/- 300 fpm DO NOT require a
go-around. It is FREQUENT or SUSTAINED corrections that require a go-around.
NOTE:
The MISSED APPROACH altitude is to be set in the MCPduring the go-around, after the gear up command.
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.
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Mike Ray 2000
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES IDENTIFYING THE CDAP MATERIAL
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. 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.

METHOD 2: THERE IS A CHART IN THE FOM called: Descent angle and descent rate chart. Ive not seen it, so I cant 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:
example
23V-1
VERTICAL RATE OF DESCENT CALCULATION REQUIRED!

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).
12 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 12 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 Rays humble opinion)
The 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. BELOW 1000 AFE (above field elevation)Op Specs DO NOT allow: vertical speeds greater than 1000 fpm; or sustained corrections greater than +/- 300 fpm
Mike Ray 2000
NOTE
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 SEVERELY restricted 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 .
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Mike Ray 2000

CONSTANT DESCENT ANGLE PROCEDURES SECRETS !
WHAT PILOTS SCREW UP !

THERE ARE (at least) 11 MAJOR THINGS PILOTS 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 Rate Computed TDZE Computed 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.
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Mike Ray 2000

THE KEY to flying NON-PRECISION APPROACHES:
WHEN DESCENDING: @ ALT HOLD "SET NEXT ALTITUDE*"
TYPICAL APPROACH (Non-precision depicted)

APPROACHING PATTERN
some airlines require DO NOT START THE APPROACH unless 2 MILES (3000 m) VISIBILITY or GREATER
A I R B A G
* OF COURSE, DON'T SET IN THE NEXT AL TITUDE UNTIL YOU ARE CLEARED !
- ATIS - INSTALL APPROACH - RADIOs (tune & Ident) - BRIEF - APP-DESCENT CKLIST - GO-AROUND SET DA in altimeters (DA = MDA + 50) 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 AIRPLANE Set flaps, power, airspeed according to current operating directives
DOWNWIND LEG
IF S/E stop FUEL transfer
C les AN miDIST 10 X F MA FA rom f
INBOUND TO FIX or DOWNWIND LEG
TIP:
15
MISSED APPROACH
ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)" ROTATE: 15 degrees (12.5 S/E) @ POSITIVE CLIMB: "GEAR UP" SET MISSED APPROACH ALTITUDE in the MCP @400 FEET: "VOR/LOC" or "HDG SEL" Continue descent on AUTOPILOT. disconnect A/P before 50 feet below MDA
CONFIGURE AIRPLANE Set airspeed, power setting, and flaps according to current operating doctrine
On FIX page: install the FAF On CDU to display DISTANCE from A/C to FAF
PUSH: SET TO/GA button AUTOPILOT WILL DISENGAGE!
@ .3 nm AGGRESSIVELY
begin descending USE COMPUTED V/S START CLOCK CALL TOWER
FINAL APPROACH FIX
REVIEW or CALCULATE COMPUTED DESCENT RATE
By 3 miles prior to FAF: be at TARGET SPEED, LANDING FLAPS, GEAR DOWN, ALL CHECK LISTS done
START of CDAP
ior s pr ing gree bear 0 de ound k" 1 inb a to se brescend "ca to de K O
SECOND TARGET POINT

OK to use green arc to assist in profile control
@ ALT HOLD SET TDZE on MCP
at DA (MDA + 50) with RWY IN SIGHT
DON'T FORGET
USE AFDS/AUTOTHROTTLE
ABOVE MDA minus 50 feet
SLOW DOWN
Less CMS (clean maneuvering speed) !withinthanmiles of airport 25
USE LESS THAN
5 degree bank
when tracking
+/- 300 fpm MAX !
USE V/S MONITOR AURAL
for descents inside FAF SET COMPUTED DESCENT RATE @ .3 MILES FAF From FAF inbound (NDB only)
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USE RDMI as PRIMARY FLIGHT INSTRUMENT AT ALT HOLD SET COMPUTED TDZE in MCP AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs MAX DESCENT CORRECTION +/- 300 FPM MISSED APPROACH at DA MDA plus 50 feet
Mike Ray 2000
Mike Ray 2000
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Mike Ray 2000

Arriving at the MDA + 50 feet on a NON-PRECISION APPROACH with the field in sight.
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 seconds or 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 HDG SEL. At MDA + 50 feet with field in sight:
... Abandoning a Non-Precision Approach before the FAF

Lets 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.
STAY ON AUTOPILOT UNTIL 50 feet below MDA CONTINUE DESCENT USING V/S TURN HDG SEL towards runway as indicated by PNF
(use only tiny corrections at this point ~5 degrees max)
UNCLEARED AIRSPACE G/A OK MAP MDA FAF G/A NOT OK
DISCUSSION:
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: 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.
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 MCPto 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. 737ver5APP05 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.
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REMEMBER, THIS AUTOPILOT WILL NOT TRACK ANADF or a BCRS LOCALIZER.

Mike Ray 2000
.3 MILES BEFORE THE FAF

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, dont try and finesse the rollover. INSIDE FAF YOU SHOULD BE USING V/S. LVL CHG WILL NOT GET YOU DOWN IN TIME. DISCUSSION: While it is true that the V/S is NOT armed with ALT
... Some TO/GA BUTTON stuff

The auto-pilot go-around mode requires dual autopilot operation FLIGHT HANDBOOK page 19-164 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. PUSHING TO/GA WITH A SINGLE AUTO-PILOT ENGAGED CAUSES THE AUTO-PILOT TO DISENGAGE ! Additionally, pushing the TO/GA button, the GO AROUND mode is actuated. Here is what that does: COMMAND BARS appear for BOTH pilots, and Initially 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. FLY THE PITCH BARS !! IAS indicators blank and airspeed cursors slew to AFDS preprogrammed maneuvering speed for the selected flaps. 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.
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 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.
NEEDLE SWING passing THE FAF

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.
This is really complicated stuff to remember on a check-ride. So here is a suggestion: ...JUST FLY THE PITCH BARS. For anyone who cares, here is the whole scoop: This stuff is
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.
... LEVEL-OFF AFTER MISSED APPROACH on AUTO-FLIGHT.

DISCUSSION: After you have executed the missed approach and the airplane is leveling off in autoflight at the missed approach altitude, WHAT IS HAPPENING? When AUTO HOLD is annunciated. The airspeed window remains at the airspeed set during the goaround. As a result, as the nose pitches over and the airplane starts its 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:
LOW PRIORITY.
I wouldnt try To memorize this.
A- @ ALT HOLD B- BUG UP C- CLEAN UP
When ALT ACQ annunciated on the ADI BUG UP the salmon bug using the MCP to appropriate canned airspeeds. CLEAN UP means retract flaps and do AFTER TAKE-OFF checklist.
The TO/GA PITCH TARGET AIRSPEED is NEVER less than V2 for the current flap setting. UNLESS there is WINDSHEAR!
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Mike Ray 2000

Just what is meant by the term
A I R B
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.
A-I-R-B-A-G
sample APPROACH PLATE BRIEF

1: 2: 3: 4: Date and number of plate: (May 29-92, number 13-4) City and Runway: (Guatemala City VOR DME RWY 01 approach) MSA: (Minimum sector altitude ... High terrain in ALL directions) Airport Elevation: 4952 feet 5: Frequencies of nav facilities: (AUR 114.5 with DME and 1 TGE NDB 375) 6. MDA: (5340 feet/460 feet haa) 7: PDP: (I figured mine by taking 2 the 460 feet and dividing by 3 300 = 1.5 and added the distance 4 of end of runway from VOR 8 (1.0 - .2 = .8) for a PDP of 2.3 8: NOTES: There are two significant notes 5 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: 6 You'd better believe it. I recommend 140 KTS and gear down, flaps 25 for this approach. 8 9: What are the minimums required 9 to begin the approach - BOTH 7 1.6 Kilometers AND 400 feet ceiling.
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 doesnt do anything until: 1. ACTIVATE (Have other guy check your entry), and 2. EXECUTE
EXAMPLE ONLY
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 Rate Computed TDZE Computed DA
A G
SAMPLE BRIEF
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.
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.
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 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
Mike Ray 2000
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 CAVU weather and have to miss ... flying the published routing strictly by the plate is probably a good idea. Think!!!
Mike Ray 2000
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737ver5APP03
CARD SPEED SPEED A
MORE
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.
s 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, and landing 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.
STUFF
1 4
V
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.
3
V SPEEDS FLAP RETRACTION SPEEDS
unadjusted
Flap
NON-PRECISION approach
FAF
FINAL APPROACH FIX
PRECISION approach
123 123 133
V1
Vr
V2
Flap
5
Flap
15 112
Flap retract
1 to 0
118 119 129 5 112 122 15

Flap
157 144 147
5 to 1
15 to 5
737-300 (B1)
94.0
737-300 (B1)
167 1 1 4 3 5 1 3 7 15 1 3 2 25 1 2 8 30 1 2 3 401 1 9
0
Maneuvering/REF
LANDING REFERENCE SPEEDS MINIMUM MANEUVERING SPEEDS
OUTER MARKER
GSIA
GLIDESLOPE INTERCEPT ALTITUDE
HOW TO GET FROM FAF TO MAP
COMPUTED DESCENT RATE
GLIDESLOPE
MAP
MISSED APPROACH POINT
MDA + 50 FEET or as indicated on the approach plate.
SET Minimums on the RAD ALT
DA
COMPUTED DA which is the published MDA plus 50 feet for the NON-PRECISION approaches.
NOTES: Like other airplanes, the 737 will use the CDAP concept of
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).
737speedcard
NOTE: The technique known as "PLANNED DESCENT POINT" or PDP is no longer to be used in flying any approach.
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Mike Ray 2000
the
ABSOLUTELY BAFFLING and TOTALLY TERRIFYING
NON-PRECISION APPROACH
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. Dont become a member of that august group.
ADF
135
(sometimes called the NDB)
737ver5ADF6A
Mike Ray 2000
Mike Ray 2000

Some additional
ADF/NDB OP SPECS
VISIBILITY: 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). 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.
some ADF IDIOSYNCRACIES
ere is the totally bogus NDB RWY 28 approach to the world famous MIKE RAY MUNICIPAL AIRPORT. There are some really esoteric things I want to point out:
Approaching SLIDER at 10,000 feet, lets 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
D M
12
058
O 282
283
4.3
. .
O
253 _ _ PC __
. .
(IAF) CHECK
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?
102 O
D M
POP QUIZ
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.
122.2 .. .. . DGM
DOGMEAT
TFR
023
--- -
013
60
00
6.3
193
122.2 ..SLD . ..
--- -
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.
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.
282 O
A D F
1260
OFF
TONE ON ADF
GAIN
550
ANT
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. 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).
737ver5ADF6c
Mike Ray 2000
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Mike Ray 2000

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.
0327 1633
DME-1
SUGGESTED TECHNIQUE
One 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). This will allow the glass to calculate the wind problem for you and will set up the necessary crab on the inbound leg. 3. Use HDG SEL and V/S inside the FAF. Keep your corrections as small as possible. (less than 5 degrees should be adequate.) The RAW DATA MUST be monitored continuously from the FAF inbound. There are two acceptable places where this can be done: On the HSI in the form of the green THUMBTACK/BOMB that is displayed when: ADF is selected on the ADF function selector, and when a station is being received 0327 1633 (When no signal is being received, 18 21 the symbols go to the 90 degree position) 15 On the RDMI #2 (the FAT needle) when the RDMI ADF selector is pushed in.
DME-1
DME-2
DME-2
15
18 21
24
9 12
27 3 0
VO R
NOTE: FYI there is NO USEFUL navigation information displayed on the ADI for the ADF.
1 2
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.
COURSE
ADF INOP
2
L NAV ALTITUDE VERT SPEED A CMD CWS A/P ENGAGE B
193
A/T
ARM
IAS/MACH
V NAV
F/D
ON
MA
156
193
HEADING
1
F/D
ON MA OFF
28004 +0000
VOR LOC
OFF
SEL
ALT HOLD V/S
DN
OFF
N1
SPEED
LVL CHG
HDG SEL
APP
DISENGAGE UP
32.7 NM TAS 283
TRK
188
1534.8 Z GS 296
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.
VO
AD
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. 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 realign the three target parameters: TRACKLINE, BOMB (tail of the #2 NEEDLE), and DESIRED BEARING.
9 12
ADF INOP
This is the HEADING that is set on the MCP.
HEADING BUG
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.
ADF #2 POINTER
021/18
1276 2.6 R 10.4 L
TAS
32.7 NM 283
TRK
188
1534.8 Z GS 296
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 Checkguys would be surprized and pleased.
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.
ACTUAL TRACK
320/18
1276 2.6 R 10.4 L
This is where the nose of the airplane is pointing.

737ver5ADF6
ACTUAL HEADING
The BUCKTEETH on the HSI indicates where the heading is selected using the HDG SEL knob on the MCP is set.
The SAILBOAT (HEADING POINTER) indicates the heading of the nose of the jet.
BUCKTEETH
THUMBTACK
The THUMBTACK is only displayed when you have an ADF station tuned and it is being received.
SAILBOAT
#2 RDMI NEEDLE
The BOMB (same as the BOMB tail of the RDMI #2 FAT needle) is displayed ONLY when you are outbound from the FAF.
737ver5ADF8
Mike Ray 2000
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Mike Ray 2000
33
AD F
COURSE
. 3 0
193
24
27 3 0
33
. 3 0
ADF/NDB stuff
Some Pilots use the GOUGE: TAILS RISE HEADS FALL
... 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."
WHICH WAY DO I TURN ?
ADF/NDB
STEP ONE: SET UP ADF PANEL 1. TFR .... select either head 2. ADF .... SELECT 3. BFO .... OFF (unless in China) 4. TUNE ... FREQUENCY
MIC SELECTOR
GAIN
ON 1-VHF-2-VHF INOP INOP F-INPH-S PA
HOW TO SET UP THE RADIOS

TFR
D IN
9 12
RWY 18
Offset but correcting properly. "TAIL" is placed on the left side of 180 so that it will "RISE" AD towards F IN OP the desired track.
VO R
DM
03
E1
27
24
15
18 21
27 3 0
16
DM
33
E2
This is a proper heading. Some correction 032 for wind 7 16 33 has been 18 21 input so as 15 to keep tail of needle on desired track (151 degrees) 180 inbound. A
DME -1
DME2
A D F
1260
OFF
TONE ON ADF
550
ANT
24
27 3 0
DF IN
OP
9 12
ADF
0327 1633
DME-1
15
18 21
24
9 12
VO
9 12
DM
-1
21
24
FAF
0327 1633
DME-1
DME-2
RST BRT
BRT
WXR
ON
AD
VOR
9 12
DF
IN
OP

ON ON ON ON ON
15
18 21
24
ADF
Mike Ray 2000
33
. 3 0
Wrong way "correction." I have seen a lot of guys in this position and not AD F IN recognizing OP that they have turned the wrong way.
VO R
DM
03
E-1
27
16
15
18 21
24
DM
33
E-2
Paralleling track inbound to station. ADF INOP Correction is needed to put needle on right side of nose so that it will "FALL" towards 180 151.
6
VO R
F AD
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.
9 12
9 8
100
0 FT
STEP FIVE: ALTIMETERS

1
32
0 00 1
2 3
ALT IN.HG MB 7 10 1 3 2992 4 6 5

BARO
1. BARO .... Set Computed TDZE on the movable bug. 2. RAD ALT ... Remove the RAD ALT from the ADI.
737ver5ADF3
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Mike Ray 2000
33
. 3 0
33
. 3 0
33
Inbound correction 33 properly 16 established 27 18 15 03 so as to arrive on track prior to station passage. The HEAD is placed so it will "FALL" towards the proper track.
DM E2
ADF INOP
126
40 20
320
9 12
CTR MAP 10 PLAN
33
33
. 3 0
. 3 0
VO R
ADF
STEP TWO: TUNE AND IDENTIFY

PTT 1-NAV-2 INOP ADF-2 MKR SPKR MASK BOOM EMER B R NORM
DME-2
F AD
A/C paralleling track, but offset. Tail is rising "slowly" but will never reach track outbound.
1. ADF2 ... selector UP 2. IDENTIFY .. ID 3. MONITOR ... Continuously monitor aural tone from FAF inbound (Speaker OK)
33
. 3 0
. 3 0
STEP THREE: RDMI set-up 1. ADF ... Select by pushing selector

ADF
DH REF FULL VOR/ILS
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DME-1
27 3 0
DME-2
HSI
RANGE EXP VOR/ILS MAP
80 160
NOTE 1: You 18 21 15 MUST have the RDMI operating from the FAF inbound. NOTE 2: YOU VO R CANNOT F AD LEAVE THE MDA and start descent until the #2 needle ADF INOP 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
24
27 3 0
27 3 0
27 3 0
27 3 0
180 O

@ ALT HOLD "SET NEXT ALTITUDE" "SET TDZE" WHEN MANEUVERING OUTSIDE FAF LEG:
ADF (NDB) APPROACH (with procedure turn)

APPROACHING PATTERN
ON FAF LEG: @ ALT HOLD
A I R B A G
- ATIS - INSTALL APPROACH - RADIOs (tune & Ident) - BRIEF - APP-DESCENT CKLIST - GO-AROUND SET DA in altimeters (DA = MDA + 50)
PROCEDURE TURN or VECTORS
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.
15
MISSED APPROACH
FINAL APPROACH FIX
s d) ond pee sec airs k -45 Make straight-a-way 30 and e ban about 30 seconds TIP: On FIX page: install out N ind re r ab UR n w deg the FAF On CDU to display Afte RT Ts upo m 25 DISTANCE from A/C to FAF TA end nimu urn. S ep t (d ep miuring e le d K g r an rio ng s p ari reed be g de un ak" d 10 inbo bre scen to ase de "c K to O TIP: You MUST use V/S inside FAF or you By 3 miles prior to FAF: WILL NOT get down. be at TARGET SPEED, LVL CHG will not REVIEW or LANDING FLAPS, get you down in time. CALCULATE GEAR DOWN, COMPUTED ALL CK LISTS done DESCENT RATE
NC iles TA 0 m DIS 1 X F MA FA m fro
FIRST TARGET POINT
SECOND TARGET POINT

Less CMS (clean maneuvering speed) SLOW DOWN !withinthanmiles of airport 25 LESS THAN 5 degree bank when tracking
DON'T FORGET ABOVE MDA minus 50 feet.
+/- 300 fpm MAX !
USE V/S Set COMPUTED DESCENT RATE @ .3 miles before FAF. MONITOR AURAL From FAF inbound (NDB ONLY). USE RDMI
as PRIMARY FLIGHT INSTRUMENT SET COMPUTED TDZE in MCP, select V/S, Check for ZEROs. ALTITUDE.
for descents inside FAF
AT ALT HOLD
Mike Ray 2000
139
MAX DESCENT CORRECTION +/- 300 feet. at GEAR UP on MISSED APPROACH SET M/A
Mike Ray 2000

124.90
AUTO MAN
VOR
VOR OP SPECS
VISIBILITY: 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.
AUTO
NAV
MANUAL
STEP ONE: SET UP THE VHF NAV PANEL
132.95
1. MANUAL .... Depress selector button so that the manual radio is selected. 2. TUNE ... Tune the frequency from the approach chart using the dial.
MIC SELECTOR
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).
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
V B R
NORM
0327 1633
DME-1
DME-2
STEP THREE: RDMI setup 1. VOR .... Select by pushing VOR selector.
VO
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 ADF INOP 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.
24
15
18 21
9 12
27 3 0
DF
HSI: Instrument approaches in IMC using a VOR as the letdown facility may be executed provided: 1. DUAL VOR RECEIVERS ARE OPERABLE, and 2. The CDI (Compass Deviation Indicators) AGREE WITHIN 4 DEGREES.
STEP FOUR: CDU and HSI 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).
9 8
100
0 FT
32
MB
7 10 1 3 6
BARO
ALT
5
33
. 3 0
ADI
HSI
80 40 20 160 320
126
DH REF
RST BRT
BRT
CTR MAP 10 PLAN
This means: At some point during the set-up for the approach, the PNF should: 1. Select EXP or FULL 2. TUNE VOR 3. CHECK CDIs ARE WITHIN TOLERANCE. Then the PNF can return to MAP if the PF desires.
WXR
ON

ON ON ON ON ON
0 00 1
2992 4
IN.HG
2 3
STEP FIVE: ALTIMETERS 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.
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.
Mike Ray 2000
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Mike Ray 2000

VOR APPROACH
APPROACHING PATTERN
A I R B A G
ON FAF LEG: @ ALT HOLD DOWNWIND LEG
NC iles TA 0 m DIS 1 X F MA FA m fro
15
MISSED APPROACH
TIP:
On FIX page: install the FAF On CDU to display DISTANCE from A/C to FAF
PF MUST display VOR MODE from FAF inbound
FINAL APPROACH FIX
START of CDAP
rior es p ring egre d bea d 10 inboun ak" d to se brescen "ca to de OK
SECOND TARGET POINT

DON'T FORGET
SLOW DOWN
USE LESS THAN
5 degree bank
when tracking
+/- 300 fpm MAX !
for descents inside FAF USE V/S SET COMPUTED DESCENT RATE @ .3 MILES FAF USE HSI PF in EHSI EXP or FULL prior to FAF. PNF in MAP MODE PF in RAW DATA (either EHSI EXP or FULL) prior to FAF
AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs MAX DESCENT CORRECTION +/- 300 FPM MISSED APPROACH at DA MDA plus 50 feet
Mike Ray 2000
141
Mike Ray 2000

124.90
AUTO MAN
ILS (G/S OUT)
AUTO
NAV
MANUAL
132.95
MIC SELECTOR
ILS G/S OUT OP SPECS

VISIBILITY: 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.
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
V B
0327 1633
DME-1
DME-2
NORM
VO R
24
27 3 0
15
18 21
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.
9 12
9 8
100 0 FT
32
0 00 1
ALT IN.HG MB 7 10 1 3 2992 4 6 5

BARO
STEP SIX: STANDBY ATTITUDE INDICATOR Select ILS on the selector knob.
BELOW G/S INHIBIT
33
. 3 0
AD
ADI
HSI
80 40 20 160 320
126
DH REF
RST BRT
BRT
CTR MAP 10 PLAN
WXR
ON

ON ON ON ON ON

2
3
1. BARO .... Set the Computed DA (MDA + 50 feet) on the movable bug. ENSURE that the OTHER PILOTs instrument agrees. 2. RAD ALT ... Remove the RAD ALT from the ADI.
30 10 10 30
OFF ILS ILS B/'CRS
STEP SEVEN: INHIBIT Push BELOW G/S INHIBIT light located next to the ADI.
10 10
Mike Ray 2000
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Mike Ray 2000

ILS (G/S out) APPROACH

APPROACHING PATTERN
BELOW G/S
light
PUSH
A I R B A G
DOWNWIND LEG
15
MISSED APPROACH
FINAL APPROACH FIX
START of CDAP
r prio g rees earin deg und b" 10 inbo eak d to se br scen "ca to de OK
SECOND TARGET POINT

DON'T FORGET
SLOW DOWN
USE LESS THAN
5 degree bank
when tracking
+/- 300 fpm MAX !
USE V/S USE HSI in EHSI EXP or FULL. PNF in MAP MODE PF in RAW DATA (either EHSI EXP or FULL) prior to FAF AT ALT HOLD COMPUTED TDZE, select V/S, CHECK ZEROs MAX DESCENT CORRECTION +/- 300 FPM
for descents inside FAF SET COMPUTED DESCENT RATE @ .3 MILES FAF
Mike Ray 2000
143
Mike Ray 2000

124.90
AUTO MAN
BCRS APPROACH
MANUAL
BACKCOURSE OP SPECS
VISIBILITY: 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.
AUTO
NAV
132.95
MIC SELECTOR
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
V B R
NORM
0327 1633
DME-1
DME-2
15
18 21
24
9 12
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.
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.
27 3 0
VO
ADF INOP
9 8
100
0 FT
32
MB
7 10 1 3 6
BARO
ALT
5
BELOW G/S INHIBIT
33
AD F
. 3 0
ADI
HSI
80 40 20 160 320
126
DH REF
RST BRT
BRT
CTR MAP 10 PLAN
WXR
ON

ON ON ON ON ON
0 00 1
2992 4
IN.HG

2 3
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 INDICATOR Select BCRS on the selector knob. STEP SEVEN: INHIBIT Push BELOW G/S INHIBIT light located next to the ADI.
Mike Ray 2000
OFF ILS ILS B/'CRS
30 10 10 30 10 10
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Mike Ray 2000
BACKCOURSE APPROACH
SET FRONT COURSE HEADING in MCP COURSE window PUSH BELOW G/S LIGHT
APPROACHING PATTERN

@ ALT HOLD "SET NEXT ALTITUDE" "SET TDZE"
WHEN MANEUVERING OUTSIDE FAF LEG:
A I R B A G

DOWNWIND LEG
15
MISSED APPROACH
FINAL APPROACH FIX
START of CDAP
r prio g rees earin deg und b" 10 inbo eak d to se br scen "ca to de OK
SECOND TARGET POINT

DON'T FORGET
SLOW DOWN
USE V/S
+/- 300 fpm MAX !
USE LESS THAN
5 degree bank
when tracking
for descents inside FAF SET COMPUTED DESCENT RATE @ .3 MILES FAF
AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs MAX DESCENT CORRECTION +/- 300 FPM MISSED APPROACH at DA MDA plus 50 feet
HSI
EHSI EXP or FULL
Mike Ray 2000
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Mike Ray 2000
VISUAL APPROACH
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 BEFORE STARTING APPROACH first mistake that many pilots make. They start even though largely redundant, inbound without a plan. In the simulator it is very difficult to evaluate your progress STILL do A-I-R-B-A-G because there is very few visual cues and maintaining the appropriate altitude/airspeed A - ATIS relationship is virtually impossible without I - INSTALL APPROACH some DME/altitude information. My recommendation is to set yourself up at R - RADIOs (tune & Ident) some known fix on the extended centerline B - BRIEF (FAF or ILS fix) and start at a known altitude/distance from the landing point. A long A - APP-DESCENT CKLIST straight-in is probably the MOST DESIRABLE G - GO-AROUND SITUATION, if available. Pilot awareness of the length of available runway and the wind situation will all be part of the problem solving paradigm.
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 (selectAPP/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.
Just prior (about .3 mile) begin descending USE COMPUTED V/S CALL TOWER
GET FINAL FLAPS and GEAR DOWN (FL 15 if S/E) and complete FINAL DESCENT CHECKLIST
JUST PRIOR TO FAF
SLOW DOWN and GET DIRTY
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 !
APPROACHING FAF
If on Single Engine; Terminate fuel transfer CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives
USE THIS GOUGE TO 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
Remember: If you have assymetrical thrust: Use reverse sparingly. Have PNF center the rudder trim on landing.
GROUND SPEED NOTE: (for those NITNOIDS out there) The ground speed will ACTUALLY be 2% greater than indicated for 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.
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Mike Ray 2000
flying the PRECISION APPROACHES (normally using the ILS)

There are 2 categories of ILS approaches that we will address:
ILS CAT I ILS CAT II/III

The first section we will cover is ...
You will be required to demonstrate proficiency on two different Category One approaches: 1. Regular garden variety ILS, and 2. 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.
CAT 1
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124.90
AUTO MAN
ILS CAT 1 SETUP
ILS CAT 1 OP SPECS

VISIBILITY: 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. AUTOLAND STUFF:
AUTO
NAV
MANUAL
132.95
MIC SELECTOR
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 DONT ARM THE AUTOPILOTS during the approach phase. They fly the apporach assuming that the autopilots 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 GOAROUND 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! 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.
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
V B
0327 1633
DME-1
DME-2
NORM
VO
24
15
18 21
9 12
27 3 0
STEP FOUR: CDU and HSI 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 FIVE: ALTIMETERS
9 8
100
0 FT
32
0 00 1
ALT IN.HG MB 7 10 1 3 2992 4 6 5

BARO
33
. 3 0
AD
ADI
HSI
80 40 20 160 320
126
DH REF
RST BRT
BRT
CTR MAP 10 PLAN
WXR
ON

ON ON ON ON ON
THIS IS A POINT OF CONFUSION
2 3
1.. RAD ALT ... Set minimums on the RAD ALT. ENSURE that the OTHER PILOTs instrument agrees
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CAT I ILS APPROACH

RVR 1800 or better
A I R B A G
APPROACHING PATTERN
POSBD NOTE: Must use AUTOLAND below 2400 RVR IF required lighting for 1800 RVR is inop.
- ATIS - INSTALL APPROACH - RADIOs (tune & Ident) - BRIEF - APP-DESCENT CKLIST - GO-AROUND
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.
SLOW IT DOWN !
All landings below CAT 1 minimums (less than 1800 RVR) must useAUTO-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 forALL AUTOLANDS. The AUTO-LAND maneuver requires MULTIPLE AUTO-PILOTS. DO NOT auto-land on single auto-pilot. Autoland OK at CAT 1 runway if designatedAUTOLAND 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).
Some selected OP-SPECS for quick review
MONITOR ADI And 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)
AT TOP DOT "GEAR DOWN" "FLAPS 15" "FINAL DESCENT CHECK"
If on single engine terminate fuel transfer CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives
CROSSWIND LEG
DOWNWIND LEG think about MISSED APPROACH

ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)" ROTATE: 15 degrees (12.5 S/E)
15
PUSH: TO/GA button AUTOPILOT WILL DISENGAGE UNLESS using AUTOLAND! @ POSITIVE CLIMB: "GEAR UP" @400 FEET: "VOR/LOC" or "HDG SEL"
SLOW DOWN and GET DIRTY CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives
MCP SPD
G/S
VOR LOC
CMD
AT LOWER DOT "FLAPS 25" Approaching GLIDE SLOPE "FLAPS 30 (or final flap)" "TARGET AIRSPEED"
180
20 10
20 10
MARKER GSIA
2.5 degrees 700-800 FPM
D LI
-S
OP L
160
1 140 9
120
R
10 20
10 20
DH 109
100
3540
When "CLEARED FOR APPROACH" ALERT ALTITUDE 1. ARM the APPROACH MODE;
NOTE: A nice touch is to push "LOC" until LOC CAPTURE; then push "APP" to avoid early descent outside of protected airspace.
Push "APP" on MCP
TIP!
FLY THE PITCH BARS
MAP
FAF FINAL APPROACH SEGMENT DA
USE HSI
IN EITHER FULL/EXP ILS or MAP MODE The ADI is considered the primary in\srtument for distance to waypoints
CDU in LEGS PAGE
USE AUTOPILOT/AUTOTHROTTLE
Particularly on SINGLE ENGINED, it is neither desired nor required to hand fly the approach. However, expect (on single engine) to handfly from the GSIA inbound.
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SINGLE ENGINE ILS

NOTE: Plan to fly the approach with NO AUTO-THROTTLE. 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.
IMPORTANT:
TOO MUCH THROTTLE MOVEMENT NOT KEEPING IN TRIM GETTING FAST (or SLOW) ON GLIDESLOPE
3 IMPORTANT THINGS
~78% N1 TIP
APPROACHING PATTERN
Approximate N1s: Downwind: about 78%. In turns or banks: ADD about 10% to keep speed from decaying.
A I R B A G
- ATIS - INSTALL APPROACH - RADIOs (tune & Ident) - BRIEF - APP-DESCENT CKLIST - GO-AROUND
CROSSWIND LEG
Keep flaps at 2 or 5 until inbound and Glide-slope capture eminent.
DO THIS!
FLAPS 5 slow to 180 KTS If on single engine terminate fuel transfer Good idea to have about 500# more on the GOOD engine side.
DOWNWIND LEG think about MISSED APPROACH

ANNOUNCE: "TO/GA" (AUTOPILOT WILL DISENGAGE) FOLLOW PITCH BARS SET THRUST FLAPS 1 SLOW DOWN and GET DIRTY CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives
MCP SPD G/S VOR LOC CMD
APPROACHING GLIDE-SLOPE
Use the gear to control the airspeed/descent. That is, take it early if fast, later if slow
180
20 10
20 10
12.5
ROTATE:
12.5 on S/E @ POSITIVE CLIMB "GEAR UP" @ 400 feet VOR/LOC or HDG SEL
MARKER GSIA
I GL D
E-
SL
PE O
160
1 140 9
120
R
10 20
10 20
DH 109
"GEAR DOWN - FLAPS 15 FINAL DESCENT CHKLIST SET BUG at 150 KTS SET POWER (try ~68 N1) TRIM stay on auto-pilot
100
3540
ALERT ALTITUDE
When "CLEARED FOR APPROACH" 1. ARM the APPROACH MODE;

TIP!
FLY THE PITCH BARS
FAF
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.
USE AUTOPILOT/AUTOTHROTTLE
Push "APP" on MCP
MAP DA
REMEMBER: Disconnect autopilot at minimums whether landing or going around !
Mike Ray 2000
ADI is considered the PRIMARY NAVIGATION INSTRUMENT; 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.
USE HSI
IN EITHER FULL/EXP ILS or MAP MODE
The best technique for inputting the rudder trim is to LEVEL THE YOKE
TRIM
CDU in LEGS PAGE TECHNICAL NOTE:
for distance to waypoints
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.
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CAT II/III
APPROACH
The MOST PRECISION APPROACH IN THE SUPER GUPPY ARSENAL
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SOME OF THIS IS JUST A SUGGESTED TECHNIQUE: IT IS MAY NOT REPRESENT SOP !!!
Additional BRIEF items during CAT III STBY ATTITUDE INDICATOR ... ON APU ... ON (recommended) AUTOBRAKE ... LEVEL 3 REFERENCE + 5 (regardless of wind) BRIEF EXIT PLAN
CAT III APPROACH

APPROACHING PATTERN
A I R B A G
- ATIS - INSTALL APPROACH - RADIOs (tune & Ident) - BRIEF - APP-DESCENT CKLIST - GO-AROUND/GET OFF
It is REQUIRED to brief an EXIT PLAN for all approaches
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.
SLOW IT DOWN !
BASET GOUGE
B-rakes A-PU S- AI E- xit plan T-arget speed (+5)
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" CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives
DOWNWIND LEG
The "below 1500 feet" CALL-OUTS PNF

"2500 FEET" "ALTIMETERS SET" NAME OF OUTER MARKER "FLARE ARMED" "1000 FEET INSTRUMENTS CROSS CHECKED" "500 FEET" "APPROACHING DECISION HEIGHT" "DECISION HEIGHT" "FLARE ENGAGED"
PF (responds)
"ALTIMETERS SET" DECISION HEIGHT IS ___
CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives
MCP SPD
G/S
VOR LOC
CMD
180
20 10
20 10
160
2500' RA OM below 1250 RA 1000' 500 100 above DH DH 50 RA
MARKER
E ID -S P LO E
1 140 9
120
R
10 20
10 20
DH 109
100
3540
RUNWAY ___ CLEARED TO LAND "FINAL FLAP ___"
GL
GSIA
"CLEARED FOR APPROACH" ALERT ALTITUDE CAUTION: Second auto-pilot is NOT fully engaged until FLARE armed is annunciated at about 1250 feet you MUST do things 1. ARM the APPROACH MODE;
FINAL FAF APPROACH SEGMENT

TIP:
When the FLARE ARMED point in the approach is achieved, we are assured of having BOTH autopilots and an AUTO-COUPLED GOAROUND is possible.
Push "APP" on MCP
2. ARM OTHER AUTOPILOT.
"LANDING, or GOING AROUND
For some inexplicable reason, this is EASY TO FORGET ! You should NOT autoland using single autopilot.
USE HSI CDU in
IN EITHER FULL/EXP ILS or MAP MODE The ADI is considered the primary in\srtument LEGS PAGE for distance to waypoints
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124.90
AUTO MAN
ILS CAT III SETUP
AUTO
NAV
MANUAL
132.95
MIC SELECTOR
PTT
1-NAV-2
INOP ADF-2
MKR SPKR
MASK BOOM EMER
V B
0327 1633
DME-1
DME-2
NORM
VO
24
15
18 21
9 12
27 3 0
STEP FOUR: CDU and HSI 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 FIVE: ALTIMETERS
1. RAD ALT .... Set the MINIMUMS on the ADI using the ADI panel ALT selector. ENSURE that the OTHER PILOTs instrument agrees.
OFF ILS ILS
33
. 3 0
AD
ADI
HSI
80 40 20 160 320
126
DH REF
RST BRT
BRT
CTR MAP 10 PLAN
WXR
ON

ON ON ON ON ON
30 10 10 30
B/'CRS
10 10
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COLD WX OPS
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 !!

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737ICE01 Mike Ray 2000
ICING CONDITIONS
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 Total Air 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.
AIRFRAME DE-ICING
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. After de-icing there are FOUR items that MUST be relayed to the crew: 1. 2. 3. 4. TYPE OF FLUID used FLUID/WATER mixture percentage LOCAL TIME de-icing BEGAN. CLEAN SURFACES verification.
Here is what that said
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.
IF temperature below 10C (about 50F) AND VISIBLE MOISTURE PRESENT THEN you need ENGINE ANTI-ICE
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.
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 MARSH ALLER/PUSHBACK MECHANIC perform a visual check 2. The Captain may designate a CREWMEMBER to go to cabin a nd observe the upper surface of the wings directly:
or
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.
A determination must then be made regarding the use of DeIcing Fluid by either the CAPTAIN (predicated on visual inspection or crystal ball) or GROUND PERSONNEL.
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.
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THE KEY TO COLD WX OPS is to:
DETERMINE IF CLUTTER IS PRESENT
OPTIONAL V1
When would I use OPTIONAL V1, anyway?"
"Accumulation of PACKED SNOW and ICE may ... result in BRAKING ACTION LESS THAN GOOD."
FOM ALL WX-14
CLUTTER
What is CLUTTER anyway? Here is the OFFICIAL DEFINITION : "Clutter, a form of runway contamination, is: SLUSH of 1/8 inch or greater WET SNOW of 1/4 inch or greater DRY SNOW of 1 inch or greater STANDING 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 Optional V1 procedure provides a means of increasing the stopping distance margin when braking action is LESS THAN GOOD." Old T&R 12-9 to use Optional V1 there can be ..."NO CLUTTER ON THE OPERATIONAL PORTION OF THE RUNWAY"
FLIGHT MANUAL 1-20
SO... the conclusion is that You MAY use OPTIONAL V1 when: 1. BRAKING ACTION less than GOOD, but 2. RUNWAY CLUTTER NOT on 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.
Stuff you will need to have in order to takeoff on cluttered runway
ALL REVERSERS AUTO SPEED BRAKES ANTI-SKID ALL WHEEL BRAKES NO TAILWIND USE CLUTTER SPEEDS MAX N1 DO NOT USE OPTIONAL V1 MINIMUM RWY LENGTH
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?
TAKEOFF NOT PERMITTED SLUSH WET SNOW DRY SNOW STANDING WATER OVER 1/2" OVER 1" OVER 4" OVER 1/2" SUSPEND OPERATIONS (except in emergency) OVER 1/2" OVER 2" OVER 6" OVER 1"
DELAYED (INCREASED) VR
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. 2. 3. 4. D etermine the MAXIMUM ALLOWABLE TAKEOFF weight D etermine the VR for that weight (Use V speed flip chart) Set bu gs for ACTUAL WEIGHT VR Use airspeed between the actual and the maximum VR as needed. NOTE: In event of ABORT or ENG FAIL, use set bug speeds
CAPTAIN MAKES THE TAKE-OFF IF FIRST OFFICER HAS LESS THAN 100 HOURS. The MOST IMPORTANT consideration in this whole thing is this: "The CAPTAIN ... WILL determine the suitability of the runway."
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NOTE: The BIG DEAL here is to notice the difference between Optional V1 and Delayed VR. Using "OPTIONAL V1" you MUST SET the V1 before starting the takeoff roll, whereas when using the "DELAYED VR" you DO NOT change the NORMAL bug settings.
737ver5ICE5 Mike Ray 2000
ENGINE ANTI-ICE STUFF

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 TAXI STUFF

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 FLAPS

Keep 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
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!
I INTERPRET THAT TO MEAN ANY TIME THE TEMPERATURE IS 50 DEGREES F WITH VISIBLE MOISTURE YOU NEED ENGINE ANTI-ICE ! During extended ground operations, periodic run-ups may be performed at CAPTAINS DISCRETION in order to sling any ice from the spinner and fan blades. RUNUP TO AS HIGH A THRUST SETTING AS PRACTICAL 70% is recommended For approximately 30 SECONDS Every 30 MINUTES.
If MICROBURST ALERT reported by ATC DO NOT TAKE-OFF.

Be aware of pireps and plan accordingly.
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.
ENGINE RUN-UP in position

on 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.
737VER5ICE07
CAUTION DO 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.
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HEAVY PRECIPITATION AFTER TAKE-OFF CONSIDERATIONS

STAY OUT OF HEAVY PRECIPITATION. Oh sure, like you have the option sometimes. IF you happen to encounter HEAVY PRECIPITATION, DO THIS:
DO NOT TURN ON UNTIL AFTER FIRST POWER REDUCTION.
WING ANTI-ICE
ENG START SWITCHES ............ FLIGHT. Provides maximum flameout protection AUTO-THROTTLE ............................ OFF. Uncommanded thrust below recommended N1 Can occur THROTTLES ........ 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.
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. 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 FALSE GPWS 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.
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 its all over and youre 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 a CAPTAINS REPORT is submitted.
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Definition of SEVERE WINDSHEAR
WI N D H EAR S
AIRSPEED CHANGES GREATER THAN VERTICAL SPEED CHANGES GREATER THAN
A rapid change in wind direction or velocity that results in:
15 KTS
500 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. The DEPARTURE PATH is defined as: A corridor extending along the departure path for 3 miles from the airport below 1000 feet. IF MICROBURST ALERT Reported;
DO NOT TAKE-OFF!!
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. IF MICROBURST ALERT LANDING CONSIDERATIONS: Reported; FLAPS 30. DO NOT Corrected AIRSPEED up to 20 Kts. AVOID large thrust movements. LAND!! Use AUTOPILOT. Stabilize approach no later than 1000 feet AGL. CONSIDER: GET OUT OF THERE!
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Mike Ray 2000

The Boeing 737-345 Simulator Checkride Survival Manual

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The OBLIGATORY (and certainly boring)

THIS IS NOT OFFICIAL STUFF FOR ANYBODY OR ANY AIRLINE.

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

(OK to skip this part)

A TRAINING TOOLSET for procedures

MIKE RAY's idea of

Mike Ray 2000

published by UNIVERSITY of TEMECULA

Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

A personal note about...

FLYING THE BOEING 737 GLASS SUPER GUPPY.

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

the FABULOUS BOEING 737 (300-400-500) GLASS SUPER GUPPY UNIVERSE

UPPER OVERHEAD PANEL

MCP and CENTER FORWARD PANEL

Lets meet your new Sweetheart

LEFT FORWARD PANEL THROTTLE QUADRANT and CDU

RIGHT FORWARD PANEL LOWER CONSOLE

Mike Ray 2000

published by UNIVERSITY of TEMECULA

Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

UPPER OVERHEAD PANEL

MAIN OVERHEAD PANEL

Flightdeck panel preview

REVERSER IN-TRANSIT LIGHTS

OBSERVER MIC-SELECTOR PANEL

MACH/AIRSPEED WARNING TEST FLIGHT RECORDER PANEL

ARM DOWN OFF

OBS AUDIO ENTMT

MASK BOOM EMER

MACH AIRSPEED WARNING

EFI and IRS SELECTOR PANEL

STALL WARNING TEST

TRANSIT EXT FULL EXT

TRANSIT EXT FULL EXT

OXY PRESS PSI X 100

FUEL VALVE CLOSED

FUEL +20 TEMP

FUEL VALVE CLOSED

FLAP/SLAT POSITION INDICATOR

SERVICE INTERPHONE SELECTOR

OXYGEN CONTROL PANEL

STALL WARNING TEST

LOW LOW PRESSURE PRESSURE

DOME LIGHT SWITCH

PMC Power Management Control

Mike Ray 2000

published by UNIVERSITY of TEMECULA

FUEL CONTROL PANEL

1. CROSS FEED SELECTOR 2. LOW PRESSURE INDICATORS 3. FUEL PUMP SELECTORS

Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

MAIN OVERHEAD PANEL

Flightdeck panel preview

MAIN OVERHEAD PANEL

Flightdeck panel preview