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."

FOM. whose whole reason for being there is to make your life as miserable as possible. those questions are best handled by the "TRAINING and REFERENCE" manual. 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. Nor is this material a "TEACHING TOOLSET. Enhancement.." 737ver5009 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 4 © Mike Ray 2000 PO Box 1239 TEMECULA. Hope it works for you. 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.. anyway? Let me start by telling you what a package of this sort is NOT. So I have tried to put in this book “just the important” stuff. leaving your conscious brain available to . on the other hand. If you are like me. but rather becomes an overpowering mass that comes pouring out in a choking firehose stream filled with an incoherent flood of meaningless details.. flailing and shouting and generally beating the atmosphere into a froth. 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. 737ver5008 F (OK to skip this part) W A TRAINING TOOLSET for procedures MIKE RAY's idea of hat the heck is a TRAINING TOOLSET. I could recall and perform each task calmly and with precision. Each time one goes over the material in the same way. FLY that stupid ENRICHMENT. Then there is the Check Air-Person. your brain turns to putty and recall of important items becomes virtually impossible at the most important moments during that “pretend” simulator evolution. and tried make it a bit easier to assimilate.. 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." That simulator quality of learning referred to as “enrichment” would be a means simply that every time you go over a lot easier . means that your awareness of additional details and parts of the task. and HABITUATION. some of the things you didn't notice at first. really KNOW YOUR STUFF. especially when your whole career is riding on the outcome. CA 92593 . task. your ability to perform that task becomes increased. simulators. This manual is NOT a "REFERENCE RESOURCE" or just another “FLIGHT MANUAL. become enhanced. 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.. 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. The materials represented here assume that the student has already been introduced to and "taught" the material. one MUST revisit the TRAINING TOOLSET again and again. to say the least.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY introducing INTRODUCTORY REMARKS lying a simulator checkride." Teaching stuff is best represented by all those CBTs. The Check People seemed to be better disposed to this methodical technique. 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.. The required information does not seem to flow in any coherent or well planned way. AIM. There are a bazillion unknown events that can creep up unexpectently on you and ruin your whole afternoon. Instructors with their methods and materials that are developed at TK for introducing a "NEW" pilot into a "NEW" airplane environment. tossing out the seemingly less significant details.” It has not been developed to be a source of answering questions or resolving ambiguities about the airplane or the operating environment. The function of a "TRAINING TRYING TO TOOLSET" is to promote "ENHANCEMENT. 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. a different and clearer picture develops of what the REQUIRED TASK is. I would be delighted to have you contact me and tell me where we could make this better. can be intimidating. over and over. ETC. If There was a develop creative responses to the complex and continually changing way to make some simulator checkride environment.

treat her with respect and I know she will not let you down. I left with a sense of reverence and respect for the airplane. It was in this airplane that I had a near-miss that changed the way I felt about life. at times. president University of Temecula Press. It was indeed a heady experience.. hurricane winds. mikeray@utem. It was a beautiful and . As a result. lightning and monster thunderheads . It never failed to provide me with a feeling of elation and excitement everytime I strapped it on.. Severe turbulence. and on several occasions I can only describe my emotions as stark terror.. I had some exciting and interesting moments while sitting behind the yoke. So. love her. ice storms. Inc. here are simply not words to describe my wonderful good fortune to have flown what is arguably the world’s most popular airliner. I have ridden through them all in the left seat of this marvelous flying machine.” Enjoy her. We flew many hours together and I got to know her intimately.. T FLYING THE BOEING 737 GLASS SUPER GUPPY.com . demanding mistress. nil braking. but she never failed me and was always there for me.A personal note about. I pass on to you this opportunity to become one of the steadily growing group of select individuals who can call themselves “GUPPY DRIVERS. Mike Captain Mike Ray.

You will become intimately familiar with your little world and it will become an integral part of your very existence. CA 92593 . is an introduction to the BEAUTIFUL and WONDERFUL Boeing 737 GLASS GUPPY FLIGHTDECK. I think while you are new to this machine. UPPER OVERHEAD PANEL MAIN OVERHEAD PANEL MCP and CENTER FORWARD PANEL Let’s meet your new Sweetheart LEFT FORWARD PANEL THROTTLE QUADRANT and CDU 737ver5015 RIGHT FORWARD PANEL LOWER CONSOLE © Mike Ray 2000 published by UNIVERSITY of TEMECULA 6 © Mike Ray 2000 PO Box 1239 TEMECULA. H 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. your universe. here is the complex and awesome landscape broken down into some smaller panels that will hopefully help you find the things in question. that it would be useful to break out and identify some of the pieces of the complex “front office..” and at about 300 hours. I owned the 737 and we became one unit. then. 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. I know you are going to come to love it the way I did..” I found that it takes about 100 hours to become familiar enough to call it “home. I have found that when I am transitioning to a "new" airplane. it became part of me and I came to think of myself as part of the airplane. come to identify with our airplanes and that there is a unique bond that few other occupations afford. 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. as pilots. 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 think that we. You are a “GUPPY DRIVER.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY WELCOME to . I invite you to take the time and begin the lengthy process of becoming familiar with your new world.” This.

YAW DAMPER SELECTOR 4. FILTER BYPASS INDICATOR 3. There are NORMAL conditions during the operation of the reversers when these lights would come on.. HOWEVER. LOW PRESSURE INDICATORS 3. CROSS FEED SELECTOR 2. this keypad is NOT used to operate the IRU. INDICATOR LIGHTS: A. The other bulb comes on IF the EMERG EXIT LIGHTS are ARMED and the #1 DC BUS fails. FLT CONTROL SHUTOFF 2. 2 ALIGN ON DC DC FAIL ALIGN FAULT ON DC DC FAIL TRANSIT EXT FULL EXT LE DEVICES 1 2 FLAPS 3 4 TRANSIT EXT FULL EXT 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 1 2 3 TEST SLATS 4 5 6 5 0 10 15 20 ON PASS OXY ON SLATS OXY PRESS PSI X 100 NORMAL NORMAL FUEL INDICATOR PANEL: 1. BUT IF they remain on for more than 12 seconds. 737ver5016 PMC Power Management Control L OFF CTR LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE ON AFT OFF ON 1 FWD 737ver5017a © Mike Ray 2000 published by UNIVERSITY of TEMECULA 7 0 C ii l FILTER BYPASS FEED FUEL CONTROL PANEL R 1. CA 92593 . SPOILER SHUTOFF 3. ALTERNATE FLAPS SELECTOR 7.. THE PMCs SHOULD NOT BE RELIED ON TO PREVENT OVERSPEED or OVERTEMP. At or above 46% N2. FUEL PUMP SELECTORS AFT OFF ON 2 FWD © Mike Ray 2000 PO Box 1239 TEMECULA. SPEED TRIM FAIL C. For example: If the throttles are moved rapidly to the stops. inputs to the FMC are entered on the CDU. 1 STALL WARNING TEST NO.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES Flightdeck panel preview and PROCEDURES FOR STUDY AND REVIEW ONLY UPPER OVERHEAD PANEL OBSERVER AUDIO-ENTMT IRS (Inertial Reference System) CONTROL PANEL NOTE: Under normal useage. one bulb is powered by the BATTERY BUS. AUTO SLAT FAIL Flightdeck panel preview 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. MAIN OVERHEAD PANEL LEFT PANEL FLIGHT CONTROLS HYDRAULIC POWER PANEL 1. FEEL DIFF PRESS B. FUEL TEMPERATURE INDICATOR L IRS R iiiiliiiilii DOME WHITE DIM OFF BRIGHT FUEL VALVE CLOSED -20 -40 li iii FUEL +20 TEMP ii 0 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 LOW LOW PRESSURE PRESSURE FUEL PUMPS DOME LIGHT SWITCH Cockpit dome lights have two bulbs. the PMC WILL NOT prevent an overspeed. Normally. MACH TRIM FAIL D. FUEL VALVE POSITION 2. they will trigger the Master Caution Lights. the PMC provides a “LIMITED” electronic over-ride to correct N1. HYD LOW PRESSURE INDICATOR 6. HYD LOW QUANTITY INDICATOR 5.

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. APU BUS POWER LIGHT 5. DC. DC. FREQ indicator selectors 2. BATTERY switch 3. CSD PRESS/TEMP lights 3.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY MAIN OVERHEAD PANEL SECOND PANEL -0+ Flightdeck panel preview MAIN OVERHEAD PANEL SKINNY MIDDLE PANEL and LOWER FORWARD Flightdeck panel preview 400 ELECTRICAL INDICATOR PANEL 420 -50 DC AMPS + 50 320 CPS FREQ AC. CSD OIL TEMP GAUGES EMER EXIT LIGHTS LOW OIL PRESSURE HIGH OIL TEMP STANDBY POWER LOW OIL PRESSURE HIGH OIL TEMP 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 GEN DRIVE OIL TEMP C ATTEND 30 GRD CALL 160 160 ELECTRICAL POWER DISTRIBUTION PANEL: 1. 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 R 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. If this is the only light illuminated on this panel. AC. 4. Indicates an APU shutdown. GROUND POWER SELECTOR 2. Overspeed indicator START OFF ON OFF ON GEN 1 APU GEN APU GEN 2 MAINT LOW OIL PRESSURE FAULT OVER SPEED 6 5 4 7 EXH C X 100 8 50 0 100 150 200 EXTERIOR LIGHTS PANEL AC AMPERES 3 2 1 TEMP 0 737ver5017b © Mike Ray 2000 published by UNIVERSITY of TEMECULA 8 © Mike Ray 2000 PO Box 1239 TEMECULA. APU GENERATOR SELECTOR 4. BUS TRANSFER SWITCH 3. Low Oil Pressure 3. GALLEY power switch 4. FREQ indicators EQUIPMENT COOLING SUPPLY FANS SELECTORS and WARNING LIGHTS CIRCUIT BREAKER BRIGHT CIRCUIT BREAKER PANEL LIGHTS 0 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. CA 92593 . CSD DISCONNECT SWITCHES 4. FAULT. a relight may be attempted. STANDBY POWER SELECTOR 2. MAINT (deactivated) 2.

3 . BLEED AIR SELECTORS 5. 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 0 F AUTO NORMAL AUTO NORMAL COOL COOL WARM WARM OFF MANUAL COOL COOL WARM WARM OFF MANUAL 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 1 2 RECIRC FAN OFF AUTO 40 60 80 100 OVHT TEST OVERHEAT LOW LOW PRESSURE PRESSURE 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 A 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 I 9 50 40 35 30 25 0 2 CABIN ALT ALT HORN CUTOFF 5 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 8 X 1000 FEET I0 4 3 08250 001257 CABIN ALT 20 7 6 I5 O P E N AC MAN DC 5 PRESS DIFF LIMIT:TAKEOFF & LDG . WING-BODY OVERHEAT C.8 I.0 R I 2 18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET .0 6.5 2 AB IN CLIM 3 4 F L T CAB FLT -.125 PSI I C UP .9 G R D AUTO CHECK B 0 I 00 DN .9 5.9 3.4 4. PACK SELECTORS 4.2 8.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY MAIN OVERHEAD PANEL THIRD PANEL OVERHEAT OVERHEAT ON ON OVERHEAT OVERHEAT ON ON Flightdeck panel preview MAIN OVERHEAD PANEL RIGHT PANEL APU HOURMETER ELAPSED TIME Flightdeck panel preview 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. BLEED AIR TRIP SWITCH 6.MAX PRESS SCHEDULE 737ver5017e © Mike Ray 2000 published by UNIVERSITY of TEMECULA 9 © Mike Ray 2000 PO Box 1239 TEMECULA. FAULT LIGHTS: A. CA 92593 .3 .6 2.4 7.6 6.0 5.5 0F E EE T P 3 2.4 5.1 6.4 3.4 I. RECIRC FAN SWITCH 3. PACK TRIP OFF B.8 7. ISOLATION VALVE 2.0 5.

88 88 08 FUEL ERR LB.6 R 10.8 Z GS 296 0 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. HAIL.HG 1 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. 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 PO Box 1239 TEMECULA.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES Flightdeck panel preview and PROCEDURES FOR STUDY AND REVIEW ONLY 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.7 NM 283 TRK 188 M 1534.5 2 VERTICAL SPEED 4 6 50 9 100 0 FEET 10 1 3 MB 1 1000 FT SPEED BRAKE ARMED CTR STAB OUT OF TRIM 0 1000 FPM 8 7 50. CA 92593 .4 L 1 . 3 0 M T T 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.HG 88 88 08 1 FUEL ERR LB. OR SLEET CHR 60 50 16:12 GMT ET/CHR 0327 1633 10 DME-1 TAS 32. 5 2 FOOT AIR OFF OFF OFF BAROMETRIC ALTIMETER 88 88 08 FUEL ERR LB.5 27 2 26 25 24 23 3 4 QTY TEST WINDSHIELD AIR BRIGHT 1 4 2 6 BARO 2992 IN.000 ALT MAP PANEL BRIGHT BACKGROUND BRIGHT AFDS FLOOD BRIGHT . A/T FMC . Disconnect lights INSTRUMENT SWITCH and ALTITUDE ALERT ILS STATUS PLACARD STANDBY AIRSPEED INDICATOR LIGHTS TEST SWITCH Flightdeck panel preview 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 R 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 6 G HLD ET RESET HLD FS SS VO R ADF INOP N1234UTP NOSE WHEEL STEERING A L T N O R M CLOCK RDMI Radio Distance Magnetic Indicator ALTERNATE NOSE WHEEL STEERING switch published by UNIVERSITY of TEMECULA 33 .

OIL PRESSURE 6. EGT 3. OIL PRESSURE 6. placard.4 % RPM X 10 2 4 N1 10 4 85.6 12 10 8 TAT 21 PSI FLAPS C LE FLAPS TRANSIT LE FLAPS EXT FLAPS N1 10 5 86. VIBRATION 9.6 L A N D I NOFF G G E A R UP 12 10 8 CRZ MAN SET % RPM 84.82M RETRACT 235K EXTEND 320K-.82M FF/FU PPH/LB 99 PRESS %FULL RF 88% QTY 100 PUSH FUEL USED 6 4 ENGINE INDICATORS 1. VIBRATION ANTISKID switch ENGINE INDICATORS 1.82M 10 8 56 4 2 3 6 4 0 X 1000 3 4 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) 1-230K 15-195K 2-230K 25-190K 5-225K 30-185K 10-210K 40-158K 230K ALT FLAP EXT OPERATING EXTEND 270K-. and indicators © Mike Ray 2000 published by UNIVERSITY of TEMECULA 11 © Mike Ray 2000 PO Box 1239 TEMECULA.82M RETRACT 235K EXTEND 320K-. RPM (N2) 4. RPM (N1) 2. EGT 3. RPM (N2) 4.4 4 85. OIL QUANT 8. just cheaper than the steam gauges. OIL QUANT 8. FUEL FLOW 5. placard.8 % RPM X 10 2 4 80 OIL 60 PRESS 40 PSI 8 8 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 8 0 55 5 2 6 4 100 200 0 6 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 L 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 C EGT 4 76 3 2 8 827 6 12 10 8 0 86 4 5 3 2 1 0 OIL TEMP %FULL OIL C 100 50 TEMP QTY 94 4 5 3 2 1 0 OFF DN -50 O C ON 0 0 OFF % RPM 4 87. HYD QUANT ANTISKID switch AUTO BRAKE selector and DISARM light AUTO BRAKE selector and DISARM light LANDING GEAR Operating handle. 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 Flightdeck panel preview 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 1 REVERSER UNLOCKED 2 REVERSER UNLOCKED LOW OIL OIL FILTER PRESSURE BYPASS LOW OIL OIL FILTER PRESSURE BYPASS 1 UP 2 5 L 1 START VALVE OPEN 2 START VALVE OPEN 1 UP 2 5 10 15 25 40 30 1 REVERSER UNLOCKED 2 REVERSER UNLOCKED LOW OIL OIL FILTER PRESSURE BYPASS LOW OIL OIL FILTER PRESSURE BYPASS 84. CA 92593 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY Flightdeck panel preview Some airplanes are equipped with a different type of engine instrument display … same basic stuff. RPM (N1) 2.5 4 10 N2 8 6 4 % RPM X 10 DN VIB A HYD 1000 PSI AUTO BRAKE AUTO-BRAKE DISARM 0 2 8 4 OIL QUANTITY GALLONS 0 1 4 OIL QUANTITY GALLONS 0 N2 B LANDING GEAR LIMIT (IAS) 1 AUTO BRAKE AUTO-BRAKE DISARM 2 3 4 6 4 3 2 3 2 2 LANDING GEAR LIMIT (IAS) 10 4 12 723 0 2 2 RATE/USED 8 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 6 4 8 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-. OIL TEMP 7. and indicators 737ver5019a LANDING GEAR Operating handle. OIL TEMP 7.3 2 84. FUEL FLOW 5.3 2 10 N2 % RPM X 10 0 2 6 86.

5 CHR 1 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 1 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. CA 92593 M F/D MA HYD SYS PRESS 4 0 2 VO R HLD T PSI X 1000 .7 NM 283 TRK 188 M 1534.8 Z GS 296 .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 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 12 © Mike Ray 2000 PO Box 1239 TEMECULA.8 TAT o KT C 300 250 PULL TO SET 1 230 KNOTS 9 200 10 20 10 20 DH 109 9 100 0 FT 100 3540 8 7 32 10 1 3 MB 0 00 1 2992 4 IN. 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 PULL UP BELOW G/S P-INHIBIT 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.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY Flightdeck panel preview MCP PANEL Flightdeck panel preview 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. 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 3 0 1000 FPM 6 .HG 1 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 T T ALT 5 OUTER O U T E R T 6 BARO HYD BRAKE PRESS 3 4 0 2 PSI X 1000 0327 1633 DME-1 DME-2 1 15 18 21 TAS 32.5 AD F 1 4 2 40 RUN ET 30 28 20 RUN HLD SS .

CA 92593 . 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 1 2 FLAP STAB TRIM TAKE-OFF CD .%MAC 30-20-10 AP NOSEL UP TAKE-OFF CD .%MAC 30-20-10 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 1 2 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 13 © Mike Ray 2000 PO Box 1239 TEMECULA.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES Flightdeck panel preview and PROCEDURES FOR STUDY AND REVIEW ONLY 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 5 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 .

CA 92593 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY © Mike Ray 2000 published by UNIVERSITY of TEMECULA 14 © Mike Ray 2000 PO Box 1239 TEMECULA.

It is my observation that pilots.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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 include as much information as I could without getting too verbose and cluttering up the presentation. T Welcome to the world of the 737 Glass Super Guppy. spend about 80% of their training asset preparing for the systems review (oral). 737 SUPER GUPPY BOEING THE LET’S GET IT ON! © Mike Ray 2000 published by UNIVERSITY of TEMECULA 15 © Mike Ray 2000 PO Box 1239 TEMECULA. THIS IS NOT INTENDED TO BE A FLIGHT HANDBOOK OR AIRCRAFT MANUAL. and only included when it is relevant to the operation of the airplane. 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. That is the primary focus of this volume. You will notice that there is only cursory information about systems. I refer to this area as the procedures and techniques. a structured way whereby you can go over the steps again and again until they become rote to you. and only about 20% directed to the operation of the airplane systems (simulator check-ride). passing the simulator portion of the check-ride. CA 92593 . all too often.

2. 4. and other official media you are responsible for. Captain gives papers to First Officer.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY S o. dangling it precipitously over your sweaty brow. letters. This is that innocuous ochre colored card that you were required to obtain in order to be hired. AIRMEN'S CERTIFICATE. booklets. 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. when it is time for your checkride. Unless this is your initial checkride. First Officer takes papers to FOSR and makes certain that any changes are noted. 3. You STILL MUST carry that annoying document with you every time you fly an airplane. BIGGIE AFTER THAT NIT-PICKING STUFF START HERE © Mike Ray 2000 published by UNIVERSITY of TEMECULA X 737ver5026 16 © Mike Ray 2000 PO Box 1239 TEMECULA. 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. First Officer makes certain that the papers are "handed in" after the flight. and that a "copy" of the plan is left in the FOSRs possession. FAA circulars. OTHER REQUIRED STUFF TO CHECK Check your mailbox for recent bulletins. in which case they have it already in their possession. Who doesn't know that? But. and just before you meet with the Check-guy. 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. CA 92593 . BIG DISCUSSION: While ultimately it is the Captain. of course. flyers. make certain you have: 3 IMPORTANT DOCUMENTS "VALID" MEDICAL CERTIFICATE. handouts. FCC RADIO-TELEGRAPH OPERATOR'S LICENSE. Captain signs flight papers with domicile and minimums code. how do you do that? Here is how I have seen it done over at Gorilla Airlines. who is responsible for seeing that the FLIGHT PLAN is filed and cancelled with the FAA. 1.

. is this: “CHECKLISTS ARE NOT TO BE MEMORIZED.. however. The relationship between checklist and flows is this: If we are precise in doing the flows. 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 . The concept of It is virtually impossible to memorize every part of every step of operating the airplane. we will find that everything has been done. then you do the "SLASH 4" PUSH-BACK START ENGINE TAXI-OUT TAKE-OFF DO EVERYTHING RIGHT PASS CHECKRIDE © Mike Ray 2000 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 17 PO Box 1239 TEMECULA. HERE ARE THE FLOWS The following pages represent the famous “FLOWS!” FMC INITIALIZATION Captain or First Officer THEN CAPTAIN’S FLIGHT DECK SET-UP Captain FIRST OFFICER’S FLIGHT DECK SET-UP First Officer Then . Pilots are expected to do the whole process from memory … FLAWLESSLY!!! So.... We'll take the procedure one box at a time. when we do the checklists. Thanks to him. The flows are simply a step by step process for learning and remembering the incredible mountain of material that we. particularly when you are doing the set-up steps. have to process. we have for us a system to learn all this complicated stuff.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY f you are confused at this point as to what is going on. Captain and/or First Officer FINAL FLIGHT DECK SET-UP . CA 92593 737ver5028 . A process referred to as “flows” has evolved.. you are NOT alone. This system was revealed by a mystical revelation from heaven to a really smart early airline pioneer probably named Albert Einstein. 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. here is what we have to do. Flows are not to be confused with CHECKLISTS. how can it possibly be done. as pilots.” BUT “FLOWS ARE EXPECTED TO BE MEMORIZED!” FLOWS I In order to get the jet ready to fly. The big difference.

Some crews have actually gotten airborne on the wrong airplane.. CA 92593 . You have to be alert.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY Here are the .. Where is everyone else ? DUH! DISCUSSION: It is common to have a plane change. Why am I the only one here. 1 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 … It’s departure time. an equipment substitution. FIRST FOUR STEPS YOU ALWAYS DO . 737ver5030 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 18 © Mike Ray 2000 PO Box 1239 TEMECULA.. gate change. YIPE! You DO NOT want to be referred to as a “Rocket Scientist” by the TK Checkguys. or last minute flight cancellation.

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY © Mike Ray 2000 published by UNIVERSITY of TEMECULA 19 © Mike Ray 2000 PO Box 1239 TEMECULA. CA 92593 .

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY © Mike Ray 2000 published by UNIVERSITY of TEMECULA 20 © Mike Ray 2000 PO Box 1239 TEMECULA. CA 92593 .

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY © Mike Ray 2000 published by UNIVERSITY of TEMECULA 21 © Mike Ray 2000 PO Box 1239 TEMECULA. CA 92593 .

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY © Mike Ray 2000 published by UNIVERSITY of TEMECULA 22 © Mike Ray 2000 PO Box 1239 TEMECULA. CA 92593 .

CA 92593 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY © Mike Ray 2000 published by UNIVERSITY of TEMECULA 23 © Mike Ray 2000 PO Box 1239 TEMECULA.

CA 92593 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY WATERFALL FLOW Because your FLOW is in a generally TOP TO BOTTOM direction. PO Box 1239 TEMECULA. 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 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 24 NOSE GEAR 19 DOWNLOCK PORT © Mike Ray 2000 The following pages are the technical details.

why shoot juice back there and maybe cause a fire when there is no reason for it. it means that the BATTERY VOLTAGE IS LOW OR DEAD. 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. GET MAINTENANCE INVOLVED.. 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. but if it persists. place the affected fan in ALTERNATE and GET MAINTENANCE RIGHT NOW! DUAL BLEED RAM DOOR FULL OPEN RAM DOOR FULL OPEN EQUIP COOLING SWITCH 4 NORMAL ALTERNATE OFF OFF NOTE 3: If you should inadvertently go to the ATT position. DO NOT CONTINUE. If you have a DC FAIL LIGHT: If BOTH IRUs have this indication. however. Shut OFF unit for 30 seconds and reselect NAV. Could be an internal fault.leave it off. CA 92593 . It should be fixed.. the ALIGN lights will be flashing.. and that the AC power is “NOT NORMAL. If you have an ON DC LIGHT: It is normal for the light to be illuminated momentarily after turning on the set.. GET MAINTENANCE INVOLVED. 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.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY UPPER OVERHEAD PANEL 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. 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 1 INOP LOW IDLE CREW OXYGEN PASS OXYGEN NORMAL BAT ON OFF ON GALLEY RESID VOLTS EQUIP COOLING SUPPLY EXHAUST 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 2 2 IRU MODE SELECTORS VERIFY BOTH IN NOTE 1: Align lights may be flashing. shut off units and start over.” GET MAINTENANCE INVOLVED. 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! 4 verify SWITCHES .OFF NOTE: This is a BIG DEAL! If one of those lights are ON. If it has been over 10 minutes since the units were turned ON without a present position. but the IRU is operating normally.NORMAL LIGHTS . If FAULT LIGHT remains. if only ONE IRU shows this indication. DO NOT CONTINUE. here’s why. The thinking is. DO NOT GO. then (and this is a favorite Check guy question) it is operating normally on AC. L PACK OFF AUTO HIGH ISOLATION VALVE CLOSE AUTO OPEN R L 0 PSI OFF AUTO HIGH R PACK TRIP TRIP OFF 5 WINGBODY OVERHEAT TEST WING ANTI ICE WING-BODY OVERHEAT BLEED TRIP OFF TRIP RESET TRIP TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE OFF I ON OFF APU ON 2 BLEED MANUAL AUTO FAIL OFF SCHED STANDBY DESCENT 737ver5043 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 25 © Mike Ray 2000 PO Box 1239 TEMECULA. it indicates the IRU is operating “ON” DC..

AUTO or HIGH TEMP SELECTOR ... 0 PSI 8 R L ENG OIL QTY test 85...… OPEN L or R PACK SWITCH . 4 Push the button and observe4all the indicators 7 766 743 move 2 toward ZERO.. If using APU BLEED AIR: R-TO R-CLB CRZ G/A CON A/T LIM DUAL BLEED RAM DOOR FULL OPEN 1 START VALVE OPEN 2 RAM DOOR FULL OPEN RECIRC FAN OFF AUTO 1 REVERSER UNLOCKED 2 REVERSER UNLOCKED LOW OIL OIL FILTER PRESSURE BYPASS If using UNCONDITIONED BLEED AIR: APU BLEED SWITCH .........4 84..........… OFF ISOLATION VALVE SWITCH . the FIRE HANDLE and WHEEL WELL LITES do not come on during test...3 10 N2 2 % RPM X 10 0 2 6 86.....4 4 % RPM X 10 N1 10 4 85.8 10 2 N1 5 86..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY FORWARD PANEL AIR CONDITIONING PANEL 7 CONT CABIN SUPPLY DUCT AIR TEMP PASS CABIN PASS CABIN Select TEST. PULL TO SET PULL TO SET 20 20 ANTISKID ANTI SKID INOP C X 100 C X 100 10 8 0 10 6 2 8 0 150 OIL 100 50 TEMP 150 OIL -50 O 6 2 C 100 50 TEMP -50 O C ON 4 0 0 OFF WING ANTI ICE 4 87. AUTO or HIGH TEMP SELECTOR . CA 92593 ...as desired Use HIGH instead of turning on another unit if additional A/C needed. NOT all the lights come ON...5 10 N2 4 8 6 4 % RPM X 10 0 2 4 OIL QUANTITY GALLONS 0 8 1 4 OIL QUANTITY GALLONS 0 1 6 4 3 2 3 2 2 OFF I ON OFF APU ON 2 10 4 12 723 0 2 2 RATE/USED BLEED MANUAL 8 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 6 4 8 PPH FF 00 X 10 6 4 AUTO FAIL OFF SCHED STANDBY DESCENT © Mike Ray 2000 published by UNIVERSITY of TEMECULA 26 © Mike Ray 2000 PO Box 1239 TEMECULA...... OFF AUTO HIGH ISOLATION VALVE CLOSE AUTO OPEN OFF AUTO HIGH R PACK PACK TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF TRIP RESET PACK TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF NOTE: This feature is not on EIS configured airplanes.................... There are THREE WAYS to run the A/C: If using GROUND UNIT: PACK SWITCHES ......3 2 % RPM X 10 8 0 100 0 2 START VALVE OPEN 1 UP 2 5 10 15 25 40 30 LOW OIL OIL FILTER PRESSURE BYPASS FLAPS 2 4 80 OIL 60 PRESS 40 PSI 80 OIL 60 PRESS 40 PSI L 8 4 8 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.. PARK BRAKE don’t come on at all... OFF CO DUCT OVERHEAT 120 80 40 TEMP160 200 DUCT OVERHEAT 0 F AUTO NORMAL AUTO NORMAL SPEED BRAKE TEST 1 2 3 FUEL FLOW RESET RATE USED YAW DAMPER ENG OIL QTY TEST COOL COOL WARM WARM OFF MANUAL COOL COOL WARM WARM OFF MANUAL APU BLEED SWITCH . 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......… AUTO L or R PACK SWITCH ... FLT ANNUNC..... EGT 5 EGT return when released....... NOTE: MKR BCN......as desired WING ANTI ICE 40 60 80 100 OVHT TEST 20 Such as air supplied by a ground cart.… ON ISOLATION VALVE SWITCH ..

3000psi MAX . WARNING: REMEMBER... DOWN ARMED STAB TRIM APL NOSE DOWN FLAP UP 0 FLIGHT DETENT 0 5 1 2 1 2 FLAP STAB TRIM TAKE-OFF CD ..8 TAT o KT C 300 250 PULL TO SET 1 230 KNOTS 9 200 10 CHECK QUANTITY NOTE 1: The quantity should be above the “RFL” mark.. your first impulse may be to power up the “B” system and get the brakes set... CA 92593 C MIKE RAY 2001 L A N D I NOFF G UP 350 4 75 6 80 100 120 140 160 180 +88.. © Mike Ray 2000 HYD BRAKE PRESS: NORMAL .. YOU MUST HAVE SOME OUTSIDE OBSERVER CHECK THE FLAPS/LE DEVICES “CLEAR”. CHECK: PARK BRAKE LIGHT . 88% When BOTH system pumps OFF.%MAC 30-20-10 10 15 APL NOSE UP 9 12 G E A R HYD BRAKE PRESS 3 4 0 2 PSI X 1000 0327 1633 DME-1 10 15 25 5 10 15 DME-2 1 DN HYD SYS PRESS 15 18 21 HYD BRAKE PRESS 3 4 0 BA 4 0 FLAPS LIMIT (IAS) 1-230K 15-195K 2-230K 25-190K 5-225K 30-185K 10-210K 40-158K 210K ALT FLAP EXT 1/2 HYD QTY 3/4 1/4 E 1/2 HYD QTY 3/4 1/4 E OPERATING EXTEND 270K-... FLAP LEVER 11 D E E KE SPRA B PULL UP BELOW G/S P-INHIBIT 60 400 MACH TAKE-OFF CD . it is NOT necessary to power up the "B" system to RESET the brakes.. but rather to make it agree with the indicator.. NOTE 3: On DIGITAL EIS display... ABOVE 88% indicates normal quantity..%MAC 30-20-10 APL NOS DOWE N 10 UP 5 0 24 27 3 0 ...82M RETRACT 235K EXTEND 320K-....... RED LITES OFF 1 UP FLAPS L A/P A/T FMC P/RST P/RST P/RST 11 check the LEVER agrees with the FLAP POSITION indicator... The problem is that when the “B HYDRAULIC SYSTEM” becomes pressurized. but notice that the BRAKE PRESSURE is LOW. 3 0 LANDING GEAR LIMIT (IAS) 3 2 PSI X 1000 A DF 1 12 PARKING BRAKE 6 HORN CUTOUT PARKING BRAKE PULL 30 40 APL NOSE UP STAB TRIM FLAP DOWN CUT OUT 1 2 ORAL QUEST: What fluid is used to cool the HYDRAULIC PUMPS? NOTE 2: When you get in the cockpit.. 3500psi ACCUMULATOR PRECHARGE ...82M 2 VO R PSI X 1000 1 ADF INOP RFL RFL SYS A SYS B FYI here are EIS SYSTEM MAX . if you see the Parking Brake is set..... 100% some RF @ .... the flaps will want to move to the selected position. limits Respective indicator reads “ZERO.. IF YOU POWER UP THE "B" HYDRAULIC SYSTEM. 1000psi published by UNIVERSITY of TEMECULA 33 .. Systems and levers and stuff could move if the position differs from the selectors and this could ruin your whole afternoon. BUT... 737ver5048 27 © Mike Ray 2000 PO Box 1239 TEMECULA..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...... NOTE 2: 1675# of fuel is REQUIRED in the respective tank to ensure adequate HYD PUMP cooling...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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..... if the brakes were set properly in the first place. HYDRAULIC QTY NOTE 1: The whole concept here is NOT to automatically place the lever to “UP”.

..... ON..................... Even though the last crew may have just parked the jet does not relieve you of the responsibility for completing this check...... APU TEST switch FAULT/INOP TEST switch OVHT/FIRE WARNING BELL WHEEL WELL light is ON ENG 1. L NOTE: Sometimes you have to poke or tap these little lights to get them to come back on. 13 FIRE WARNING SYSTEM CHECK CARGO FIRE DEDTECTION/ 15 SUPPRESSION SYSTEM ....... 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 1 L R 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 L 2 R DEPRESS TEST SWITCH for 5 seconds .......... ON....GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES When you change airplanes.. you don’t have to do it again.......... -ALL FAIL LIGHTS ............. SOUNDS...... ON..... ON (4)..... ON (4). CA 92593 . Do the same for position 2.. TEST DET FAIL A B A B 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 and 2nd BTL ARMED LIGHTS .. ON. and PROCEDURES FOR STUDY AND REVIEW ONLY FIRE WARNING PANEL LOWER CONSOLE NOTE: If you have already done the FIRE DETECTOR CHECK prior to starting the APU.. -FIRE LIGHT . 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... It can be alarming.... -ALL DETECTION LIGHTS ......... and VERIFY: -FIRE BELL .. ON..... -FWD and AFT PIT ARMED LIGHTS . ON..... it will be necessary to HOLD the TEST SWITCH to OVHT/FIRE and verify the WHEEL WELL light is ON. However.... -OVHT/DET ANNUNCIATOR . 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 737ver5050 published by UNIVERSITY of TEMECULA 28 © Mike Ray 2000 PO Box 1239 TEMECULA. APU.. you gotta do this whole “fire warning panel” test thing over just because this is the first time you have flown this jet today... just be patient and work with it... -BOTH FIRE WARN LIGHTS ......... -BOTH MASTER CAUTION LIGHTS ............ 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. 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...............

.” “IF. it must be fully removed before you jump out the window.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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.. So. G R A I have heard of some pilots using the “grapes” gouge. CA 92593 . REMOVE THE PACKAGING... This will allow all the customers to listen to your communications on Channel 9 of their headset. 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. PORTABLE FIRE EXTINGUISHER: SAFETY WIRE OK and GAUGE IN GREEN BAND.. Cleaning REQUESTED AT NEXT AVAILABLE OPPORTUNITY. check with maintenance.. (ROPE) ESCAPE STRAP: Remember that if you have to use it.cleaning REQUIRED.” END OF THE INITIAL FLIGHT DECK PREPARATION FLOW. SMOKE GOGGLES: If they are still wrapped in their packaging. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 29 © Mike Ray 2000 PO Box 1239 TEMECULA. they have developed this rather complicated reporting procedure so that you can continue on to the next station where it can be cleaned. Downlocks visible but visibility impaired” then write it up as “. During a recent “real” evac. P 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. Downlocks NOT visible” write it up as “.. 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. Also. that you put the right kind and size of bulb in the right hole E 19 Located in the flightdeck floor just forward of the flightdeck door NOSE GEAR DOWN LOCK VIEWER S IF INSTALLED: OVERWATER EQUIPMENT: 2 LIFE VESTS in CAPTAIN’s SEATBACK and 2 LIFE VESTS in FIRST OFFICER’s SEATBACK NOTE: The big concern here is “UNNECESSARILY” delaying a departure because that little window on the viewing port is obscure (dirty). There is NO mechanism to retard your fall. It is either: “IF. make sure that when you do fill it up..

let’s understand how to manipulate the controls on the CDU itself. the better you will be as a pilot. Learning how to operate the CDU will be a measure of how well you master the operation of this airplane. Because of that.” after it’s manufacturer. and when we type in information. for example if I said.” 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. it goes onto the “SCRATCH PAD. “Line select four right. the more familiar and fluid you are with the operation of the “glass” computer system.0) MAC07/02 <INDEX POS INIT> - Before we get to the content of the screens. O F S T INIT REF RTE LEGS FIX NEXT PAGE CLB DEP ARR CRZ HOLD DES PROG EXEC BRT SCRATCH PAD This is the “empty” area below the word “index. - 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> - 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 generally considered BAD FORM for both pilots to be inputting data into the computer at the same time. This is the device that we use to talk to the airplane and tell it what we want it to do. and when Line Selected will delete that selected line on the screen.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY The pilot’s gateway to the heart of the Glass and the computer. INTRODUCING IDENT The Let’s understand some of the very basic things about how to operate this simple unit.” I would mean push the fourth button from the top on the right side. It is the interface between the human and the Flight Management Computer (FMC). They are numbered from the top down. Some care MUST be shown if there are two pilots. It is considered GOOD FORM to have BOTH pilots agree with the information on the screen BEFORE the EXEC BUTTON is pushed. CA 92593 . INPUT KEYPAD This is like the “keyboard” of the computer. IF the information is deletable. control runway rollout. It will NOT. O F S T SP and DELETE and CLEAR keys DEL key places the word DELETE in the scratchpad. In other words. however. the CDU 4 7 . Here are 5 areas we will cover initially: LINE SELECT KEYS These are the twelve little buttons running down both sides of the screen. through the Autopilot Flight Director System (AFDS) can control the airplane from autopilot actuation altitude (generally above 1000 feet AGL) until touchdown. CLR key simply removes the last letter of the scratch pad entry (whole entry if held down long enough). The computer. 4 7 . SP key enters a space in the scratchpad when using the CDU for ACARS or SATCOM © Mike Ray 2000 published by UNIVERSITY of TEMECULA 30 © Mike Ray 2000 PO Box 1239 TEMECULA. CDU Control Display Unit This is the pilot’s access port to the very heart of the computerized control mechanisms of the Boeing 737 GLASS. 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.” Entries can be made using the “INPUT KEYS” or can come from the FMC. The pilot’s can input data and manipulate the computer through the use of an interface called a Control Display Unit or CDU. because inputting conflicting information to the FMC can cause problems.

5z <INDEX GMT .the scratchpad. 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 ..0 N33 56. THE KEYPAD TECHNIQUE POS INIT 1/3 Let’s assume that we want to place KLAX in the FMC. O F S T SP DEL CLR 3 published by UNIVERSITY of TEMECULA 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 .5z <INDEX GMT .0 N33 56. 0 +/- which causes the BOX to reveal the . N33 56. CA 92593 . 9 7 8 PREV PAGE F A I L 1 F A I L 2 5 8 0 3 6 9 +/- 4 7 .0 W118 24.0 REF AIRPORT G AT E FEB01MAR03 SUPP D ATA 9< 7 6 5 4 .0 W118 24. SET IRS POS SET IRS HDG . ROUTE> - 1 - POS INIT 1/2 KLAX REF AIRPORT N33 56..2 W118 24. POS INIT 1/2 KLAX REF AIRPORT N33 56. Q 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..0 9 . There are TWO methods to insert data into the scratchpad: KEYPAD.0 SET IRS POS G AT E 1234. 0 ) 8 TAKEOFF < APPROACH << N D E X I INDEX MAC07/02 POS INIT> MAINT > - I N IT REF RT E CLB 1234..0 SET IRS POS G AT E 1234.0 ROUTE> - - KLAX REF AIRPORT N33 56.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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. 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. Step 1: We use the keypad to type KLAX and notice . SET IRS HDG . Observe the appropriate information is copied to the scratch-pad.2 W118 24. “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 1234. If you find yourself staring vacantly at some CDU “page” that you don’t want and wonder where the page that you do want is .2 W118 24.0 SET IRS POS G AT E N33 56. O F S T Step 2: Line select 2 3 1 appropriate button and observe4 5 6 information appear.2 W118 24.5z <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 .0 W118 24. 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 Let’s assume that we want to place the latitude and longitude for LAX from the CDU screen into the position boxes. and LINE SELECT.5z <INDEX KLAX GMT . SET IRS HDG .0 5 ( U 5 .2 W118 24.0 N33 56. 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 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 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 .that it appears in . O F S T DEL CLR 2 J M S G E PO Box 1239 TEMECULA.

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 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 32 © Mike Ray 2000 PO Box 1239 TEMECULA. O F S T INIT REF DIR INTC N1 LIMIT D S P Y PREV PAGE SETTING UP THE COMPUTER - This CDU page (they call the screen a “page”) is a BIG DEAL Some of the stuff is pretty mysterious.In either case. 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..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY PREPARATION When you sit down and look at the CDU … here is the FIRST PAGE to check. CA 92593 . I forgot. RTE LEGS FIX NEXT PAGE 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 . such as: NAV DATA OP PROGRAM SUPP DATA while I actually was told once what they mean.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 . and there is no requirement for you to know either. and THE CAPTAIN is ALWAYS responsible for ensuring that all the data is properly entered and independently verified before flight. the other pilot must verify the information entered..

or MGGT instead of GUA 1.3 N33 56.3 SET IRS POS GMT-MON/DY 2355. Line Select to 4R (the row of little boxes) The important thing is that the ALIGN lights don't start flashing. Line Select either REF AIRPORT or GATE (pg 10-9) to scratch pad 4. O F S T It is possible to convince the machine that you are somewhere where you are not .9 W118 24. 737ver5057 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 33 © Mike Ray 2000 PO Box 1239 TEMECULA.9 W118 24. If the IRU ALIGN LIGHTS start flashing.3 N33 56. 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. Type in the scratch pad and then 2. you can put ALL or the GATE LOCATION or just skip it altogether. It will accept your faulty position after a coupla inputs and agree with you.3 N33 56.9 W118 24. Find out why the ALIGN lights are flashing before you try and make some correction to the position.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY POS INIT PAGE continued "EITHER PILOT PUTS IT IN. 3. POSIT INIT uses the four digit ICAO designator for the airport: for example: KJFK rather than JFK.9 W118 24. 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). Line Select 2L In the GATE line. CA 92593 .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 . POS INIT 1/3 LAST POS O - KLAX ALL REF AIRPORT GATE N33 56. 3: You put in an improbable position: one that is different from the shut-down position.

just leave it blank.. put in the first fix from your clearance. Here's an example: Guatemala City to Los Angeles on route 03J =GUALAX03J. if FMCS NO . This time. 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 .. DEPARTURE / ARRIVAL PUSH "DEP/ARR" key. MGGT (Guatemala City) in ORIGIN BOX and KLAX (Los Angeles) goes in the DEST BOX. every time you go to make an entry in the scratch pad. 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. The machine subtracts your RESERVE from the FUEL REMAINING on the PROG PAGE. If you run out of slots and wonder where to put the next leg. It naturally says. If it is "via" an airway put that under the "VIA" column and the next FIX goes in the TO column. THE "USING RSV FUEL” message At this point in the flight planning. easy.. perhaps you "REALLY" don't have enough gas. If FMCS YES . There is nothing tricky here. If there is no SID for that departure. Then Line Select to "CO ROUTE" (2L). If you put an ORIGIN and DEST in the ROUTE page (as you would with a NO FMCS flight plan). but I haven't encountered them all yet. There probably are other "secret" reasons for that stupid message. SKIP the "CO ROUTE". 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. and if you do not have enough fuel left. Such as " 03J". sometimes for some unknown and mysterious reason. 2. For example: J60 to DBL. PUSH "LEGS" Key and "close up" the discontinuity on the list of waypoints. "Hey. Sometimes (and I haven't figured out why this is so) the magic will change your selected cruise altitude to some lower figure. There are two different ways to program the ROUTE: FMCS YES and FMCS NO. that will be put in later using the DEP/APP key." 4. You then type in DEPARTURE AIRPORT in 3 DIGITS followed by the DESTINATION AIRPORT followed by the 03J. NOTE: THREE DIGIT AIRPORT IDENTIFIERS USED. That number must be greater than the number that is in the RESERVE. Don't try to enter some complex departure (SID). Check CRZ page. the magenta line on the HSI will begin with the first fix on your clearance. If the fueler is still putting on fuel. CA 92593 . "RUNWAY" box and "VIA" box. 737ver5058 6. just select a RUNWAY and a SID/TRANS (if applicable). If the routing is "DIRECT" don't put anything in the "VIA" box. Oh Darn It! This time you use the 4 DIGIT CODE for the airport. the CDU will probably show insufficient fuel. NOT ON CHECKRIDE. 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.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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. The machine will scroll and ask for the next leg on the clearance strip. PUSH THE "NEXT PAGE" button.. that frappin' msg will appear. Sometimes on a long flight (say LAX to BOS) that is planned with an unusually strong tailwind. 5. In the "TO" box. it gives a USING RESERVE FUEL MSG. O F S T 3. and predicated on that figure it calculates that you do not have enough fuel to make it. To do that. select the PROG page and see what the remaining fuel is projected to be. blocking out the CDU. the MAGIC BOX will change the DEST "ALL BY ITSELF" to the same station as the ORIGIN. you are in luck. we ain't got enough gas. Another good place to look is the RTE page. It will give a routing number. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 34 737ver5059 © Mike Ray 2000 PO Box 1239 TEMECULA. It will be indicated right on the top part of the clearance or release. Check the PERF PAGE for the fuel load.

RESERVES: I've heard every scheme in the book . 737ver5061 © Mike Ray 2000 737ver5060 published by UNIVERSITY of TEMECULA 35 © Mike Ray 2000 PO Box 1239 TEMECULA. you can figure it out.3 CRZ O CRZ ALT LAST POS GLASS STUFF . COST INDEX: “40” is the STANDARD SETTING. you are supposed to put in ALT plus FAR RESERVES plus the 10% FIGURE. 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 . RESERVES --. ZFW: Get that from the N1/ATOG message. Technically..3 N33 56.9 24.later on. O F S T CRZ WIND: Look at the wind matrix or the flight plan and make a WAG. 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. Later when you know which end is up. skip these and press on. MORE - GROSS WT.9 W118--. ACARS.24. CRZ ALT: Get that off the Flight Plan or the release.. RANGE.9 REF FUEL AIRPORT KLAX N33 56. It doesn't matter whether you are accurate or not. For new guys. just fill in the boxes. LS "PERF" (3L) This page is pretty straight forward. / 18.3 SET T OAT IRS/ CPOS C 18000 W118 WIND 24. Use the "INITIAL" cruise altitude...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY PERFORMANCE INITIALIZATION To access the PERF INIT page: 1. INIT REF button 2. CA 92593 .7 ZFW GATE ALL. especially on International flight plans. Don't put anything in here. 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.9 T R A N---A L T TAKEOFF > GMT-MON/DY 2355. or from the FLIGHT PLAN..3 W118 / --ISA DEV N33 56. the bottom line here is to make certain that this number is small enough to keep that FRAPPIN' "INSUFFICIENT FUEL" msg off. .C 24. "200" results in MINIMUM FLIGHT TIME. "0" will select ECON for MAX.8z < INDEX . COST INDEX W118 S 24. POS INIT PERF INIT 1 2 1/3 - GW / CRZ CG . the "REAL WINDS" will be put in later. ISA DEV and T/C OAT: NITNOID stuff.5 N33 56. the machine will fill that in for you.

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.. I GOTTA KNOW THIS FROM MEMORY? YOU GOTTA BE KIDDING! 737ver5063 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 36 © Mike Ray 2000 PO Box 1239 TEMECULA. CA 92593 C MIKE RAY 1999 . Y OU WILL BE REQUIRED TO KNOW ALL THE FOLLOWING STEPS BY MEMORY ! YOU MEAN .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY CAPTAIN'S FLIGHT DECK SET-UP In order to assist in your memorization..

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 published by UNIVERSITY of TEMECULA 37 © Mike Ray 2000 PO Box 1239 TEMECULA.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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 The following pages are the technical details. CA 92593 .

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. Not a day goes by (OK. OK. CA 92593 . How about a de-pressurization at altitude?” . 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. then Push EMER/TEST button. Some have actually made HIGH SPEED ABORTED TAKEOFFs because the window popped open during take-off roll. Hmmmmm. Verify sound in both cases. 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. and while holding it: TAP on the door... come open! However. Release PTT button RESET TEST N 100% PUSH OXYGEN MASK The window is a simple thing.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY T 1 he following pages will break up the flows into separate pieces. 737ver5066 5 ReleaseRESET/TEST button: PRESS TO TEST Observe FLOW IND is BLANK and O2 Flow stops Now.. there was a day last spring .. 2 THE INCREDIBLY COMPLICATED One of the MOST complicated procedures on the Set-up is the Oxygen mask checkout.. but every year we have a certain number of ROCKET SCIENTISTS who take-off with the window not latched properly.. I guess it could happen. MIC SELECTOR In brief form. Check and see if you are going to broadcast on the same channel that the unsuspecting Captain is monitoring. a partially latched window can "pop in" during the approach and/or rollout. there is no way that the window can possibly. "How do you read. 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. Center?" 737ver5067 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 38 © Mike Ray 2000 PO Box 1239 TEMECULA. under any circumstances. This is NOT GOOD! So. No problem.) that I don't here some poor soul trying to broadcast with the MIC SEL in MASK. then Release the EMER/TEST selector PUSH PTT button. but then what about an asteroid hit or a nuclear detonation nearby or maybe a comet or UFO or . I have included some tips and comments to help in understanding what is being accomplished in each of the steps. They leave MASK/BOOM switch in the MASK position after the test is complete.. NOTE 2: OK-OK!!! I have been challenged with the question: “Hey Dude. NOTE 1: The GOOD NEWS is this: Once the airplane starts to pressurize.

OFF NOTE: There are two idle speeds: HIGH and LOW (duh!)................... AS DESIRED NOTE: The Company “LOVES” this thing. OFF CREW OXYGEN PASS OXYGEN NORMAL NOTE: These lights indicate 3 things: 1..... some bright engineer figured this out and built in a 12 second delay........ the engines remain at HIGH IDLE for go2......................... and LOW when on the ground as sensed by air’ground switch...... has assured the pilots that they will “CYA” in that event and that NO PUNITIVE ACTION will be taken. SO here are two CHECKGUY TRICK QUESTIONS  Since AC power is required for LOW IDLE.. 2..... Your call.................................................................... around and to enhance reverse.. BUT.. Why doesn't the MASTER CAUTION light come on? Well...... it shifts over to N1 control and illuminates the:  PMC INOP LIGHT  MASTER CAUTION LIGHTs  ENGINE annunciator lights 8 SERVICE INTERPHONE SWITCH .......... 7 AUDIO ENTERTAINMENT ........ however. .... Not good.......................... 5 LOW IDLE LIGHT PMC PMC ON INOP SERVICE INTERPHONE OFF ON ON INOP LOW IDLE 6 REVERSER LIGHTS ........ when you are using a BATTERY 1..........and  ..................................... PMC (POWER MANAGEMENT CONTROLS) 4 VERIFY INOP lights .... One REVERSER SLEEVE NOT in agreement with the other SLEEVE........... These situations could occur if engines shut down without the reversers being stowed............ and some enterprising individual has re-wound it so it “LOOKS” like it is safetied....... OFF NOTE: There are 7 service interphone plug-ins located externally on the airplane............ The Company.................. REVERSE LEVER and ISOLATION/SEL valves not in commanded position........ 5 10 3..... there are two times that you will see HIGH IDLE on the ground... the engines will go to HIGH IDLE on the ground......... CA 92593 ............. 737ver5069 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 39 737ver5068 © Mike Ray 2000 PO Box 1239 TEMECULA...... START or when AC power is interrupted momentarily (such as shutdown of #2 engine with no APU)..... OFF NOTE: When the PMC detects a fault. OFF and SWITCH SAFETIED ............................... HIGH is used in flight.... Stowing takes about 10 seconds which causes the ISOLATION VALVE to remain open with the THRUST LEVERS down... Here is an ORAL question.........................… NORMAL NOTE: Sometimes the little copper wire is actually broken.......GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY UPPER OVERHEAD PANEL 7 OFF ON OBS AUDIO ENTMT I REVERSER 6 ENGINE 2 REVERSER 5 4 3 ........ 15 20 ON PASS OXY ON 8 0 OXY PRESS PSI X 100 NOTE: The AUTO-RESTOW system works while coming out of reverse on landing roll.for 4 seconds after touchdown.. Engine is doing AUTO-RESTOW........ Some guys think that it is a “BAD IDEA” because of potential LAWSUITs from nosey passengers misinterpreting information they hear on the radio..... OVERHEAD OXYGEN PANEL 3 CHECK 2 things LIGHT .......................... These are used for communications with the mechanics and are activated with the cockpit when this switch is turned on (This doesn’t interfere with the cockpit-F/A communications either way).

.. then OFF FUEL STEP 1: NO.........1 and 2 AFT and FWD FUEL PUMP switches … ON.............. FLT CONT SW ... NOTE 2: VERIFY FUEL annunciator and MASTER CAUTION light ....... CA 92593 ................ And ON OFF ON ON ...... STBY RUD Observe STANDBY HYD LOW PRESSURE light comes ON and then goes OFF STEP 2: FLT CONT LOW PRESS LIGHT ........ IF the associated (A or B) HYDRAULIC S Y S T E M i s U N PRESSURIZED......... IRS BOTH ON R NORMAL FUEL VALVE CLOSED NORMAL iiiiliiiilii -20 -40 li iii FUEL +20 TEMP ii 0 FUEL VALVE CLOSED +40 iii i 17 18 19 737ver5070 liiiiliiiil C ON The only time the lights should be ON is when the START LEVERS are in cutoff or FIRE HANDLES are pulled......ON. NOTE 1: If APU running. VERIFY associated LOW PRESS lights ON then go OFF............ BACK ON VERIFY the FLIGHT C O N T R O L L O W PRESSURE light comes back ON........1 running....ON............ NOTE: This is a VERY IMPORTANT STEP!!! Check current FAA/COMPANY directives for guidance.... and VERIFY YAW DAMPER light . 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... OFF VERIFY light under switch goes OUT (indicates that the STANDBY RUDDER VALVE has OPENED). STEP 2: ROTATE CROSSFEED SELECTOR to CLOSE VERIFY VALVE OPEN light goes BRIGHT....... OFF ARM DOWN ON ON FEEL DIFF PRESS SPEED TRIM FAIL MACH TRIM FAIL AUTO SLAT FAIL YAW DAMPER YAW DAMPER 12 SPOILER SWITCHES SAFETIED ... leave AFT NO. 19 iil ii LOW LOW PRESSURE PRESSURE FUEL PUMPS L OFF ON CTR LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE AFT OFF ON 1 FWD © Mike Ray 2000 published by UNIVERSITY of TEMECULA 0 ii FUEL PUMPS CHECK l R FWD OFF ON 2 AFT 40 737ver5071 © Mike Ray 2000 PO Box 1239 TEMECULA......... 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 LOW LOW PRESSURE PRESSURE SPOILER A B OFF OFF 13 ALTERNATE FLAPS CONTROL SWITCH . then DIM..PUSH to RESET..OFF.... CENTER TANK L and R FUEL PUMP switch .. STEP 2: *(If CENTER TANK FUEL) *see note below.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY OVERHEAD PANEL LEFT ROW FLT CONTROL A B STANDBY HYD STBY RUD OFF B ON LOW QUANTITY LOW PRESSURE 9 STBY HYD LOW QUANT and LOW PRESS LIGHTS BOTH LIGHTS ... OFF.............. FUEL VALVE CLOSED lights BOTH ON .. OFF YAW DAMPER SWITCH 16 EFI BOTH ON 1 BOTH ON 2 BOTH ON L 16 17 EFI and IRS switches NORMAL Then do ..... STEP 3... STEP 3: ALL FUEL PUMP switches... PUMP CHECK 10STANDBY HYDRAULIC THREE STEPS: STEP 1: A or B FLT CONT SW . STEP 4: MASTER CAUTION LIGHT . OFF Then do ........... VERIFY associated LOW PRESSURE lights ..................

..................BAT Verify: AC VOLTS and FREQS ............ Not to worry.............. RESET TR 1 BAT BAT BUS STBY PWR TR 2 TR 3 TEST OFF APU GEN GEN 1 GRD PWR STBY PWR STEP 1 STANDBY POWER SWITCH ............ flags.... NORMAL DC VOLTS ................................. The reason: when the standby power is off... 400 -50 DC AMPS + 50 320 CPS FREQ 420 20 21 GEN 2 INV TEST 0 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.. AUTO Verify: AC VOLTS and FREQS .....OFF LEFT IRS ON DC light .. and 3 GALLEY RESID VOLTS OFF ON AC BAT ON MAX T/R AMPS (with cooling) ..OFF NOTES: (1) Some lights MAY come on momentarily in some airplanes and with some configurations....... ON IRS annunciator light .......................... Good news: they will go away after about 10 seconds....................... NOT In view LEFT IRS ON DC LIGHT .... VERIFY that the STANDBY POWER OFF LIGHT ....... CHECK BOTH DC VOLTS and AMPS within limits TR 1............... OFF GEN OFF BUS OFF ON OFF ON 25 APU ELECTRICAL LOAD APU generator MAX AMPS (on ground) .............. NORMAL STANDBY POWER OFF light .. STOP...................................... 50 22 LOW OIL PRESSURE HIGH OIL TEMP STANDBY PWR OFF STANDBY POWER LOW OIL PRESSURE HIGH OIL TEMP DISCONNECT DISCONNECT BAT DRIVE TEMP RISE OFF AUTO IN PROCEDURE FOR STEP 22 IS ON THE OTHER PAGE....... 150 GEN 1 APU GEN APU GEN 2 LOW OIL QUANTITY LOW OIL PRESSURE HIGH OIL TEMP OVER SPEED 6 5 4 7 EXH C X 100 8 50 0 100 150 200 MASTER CAUTION ........... ON MASTER CAUTION LIGHTS ..................... NORMAL DC VOLTS ................... 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 . NORMAL STANDBY POWER OFF light . Bottom of scale DC VOLTS ......... ON AC VOLTS and FREQS .. Bottom of scale STANDBY POWER OFF light ...... CA 92593 ... the power to the underwing fuelbay indicators is interrupted............ (2) If you dilly-dally with the STBY POWER SWITCH in the OFF position..... and other scary indications may come on... ON ELEC annunciator light ................................................... OFF MASTER CAUTION .......GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY OVERHEAD SECOND ROW -0+ DO NOT perform the standby power test when the jet is being fueled.................. a whole bunch of lights... OVER THERE 10 RISE 20 0 DRIVE CAN BE RECONNECTED ONLY ON GRD 30 0 10 RISE 20 80 IN 120 40 GEN DRIVE OIL TEMP C 80 IN 120 40 GEN DRIVE OIL TEMP C 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 .....ON F/O RDMI HDG FLAG ... 65 MAX T/R AMPS (without cooling) ............... RESET AC AMPERES 3 2 1 TEMP 0 737ver5072 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 41 737ver5073 © Mike Ray 2000 PO Box 1239 TEMECULA............. 2................. IRS ALIGNMENT MUST BE COMPLETE BEFORE DOING THIS TEST ! STOP ! If Fueling is underway...OFF F/O RDMI HDG FLAG ..

...... If EXHAUST light is ON monitor T/R. CA 92593 .... FASTEN SEAT BELT SIGN ....” would be AFTER TAKE-OFF. The time to “Let’em light up.. Switch cover in the CLOSED position. However. select ALTERNA and if you still have a TE problem.. IF a particular flight is to be a SMOKING flight. OFF © Mike Ray 2000 published by UNIVERSITY of TEMECULA 42 © Mike Ray 2000 PO Box 1239 TEMECULA.. there is a serious problem.. even on the ground. If in the air.... NO SMOKING SIGN .. LAND ASAP. maximum without cooling is . it gets its power from the BATTERY BUS.. In about 60 minutes your avionics suite is going to cease functioning normally. When the DC BUS 1 becomes unpowered... OFF If these lights ever come on...... NORMAL EXHAUST FAN SWITCHES OFF If you find this switch in the ALTERNATE position.... If the DC BUS 1 is powered (as is normal) then the emergency lights are OFF and the BATTERY PACKS are RECHARGING... suspect that a previous crew may have had a problem … BE ALERT! This is a VERY IMPORTANT SYSTEM! BRIGHT PANEL OFF EQUIP COOLING SUPPLY EXHAUST NORMAL 27 EQUIPMENT COOLING OFF LIGHTS .....GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY SKINNY MIDDLE ROW CIRCUIT BREAKER BRIGHT 26 26 27 28 29 30 29 30 737ver5075 737ver5074 EQUIP COOLING SUPPLY and .. we normally leave the sign off.... (say you are hauling the Cuban Cigar Club on a charter to Havana) that message will be included right on your release. start looking for someplace to park the airplane. An ORAL QUESTION: When are the batteries charging? EMER EXIT LIGHTS ARMED ON NO FASTEN SMOKING BELTS OFF AUTO ON ATTEND GRD CALL CALL The airlines are becoming NON-SMOKING zones. ON RAIN REPELLENT L WIPER OFF R PARK LOW HIGH During boarding.. Select ALTERNATE and get maintenance........ then the EMERGENCY LIGHTS come ON... 50 AMPS ALTERNATE OFF OFF EMER EXIT LIGHTS OFF A NR OM TE D 28 ARMED .. BATTERY switch MUST BE ON for this switch to ARM.

.............. PC QUEST: What system powers the Right Ignition.........GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY OVERHEAD FOURTH ROW OVERHEAT OVERHEAT ON ON OVERHEAT OVERHEAT ON ON L SIDE OFF ON WINDOW HEAT OVHT FWD FWD R SIDE OFF ON F/O P/S 2 AUX STATIC CAPT STATIC 1 AUX P/S R ELEV PITOT R ALPHA VANE 31 32 WINDOW HEAT SWITCHES .. then you are NOT going to get a “POWER ON” light when you select ON...............5 2 AB IN CLIM B 3 4 0 I 00 DN .......... and OBSERVE: LIGHTS go OUT.. do it work or don’t it? So Mr..... Whoops... IF the light comes ON during the PWR TEST that indicates normal operation of the power supply.... TEST and OFF LOW LOW PRESSURE PRESSURE ENG 1 OFF ON ELEC 2 ELEC 1 ON ENG 2 B OFF A HYD PUMPS 3 FWD ENTRY AFT ENTRY EQUIP FWD CARGO AFT CARGO FWD SERVICE AFT SERVICE 4 0 HOLD the WING ANTI-ICE switch in GRD TEST........... Normally........... It will put FULL POWER to the window. OFF IGNITION SELECTOR SWITCH ..” as is frequently the case from sitting in the sun on the ramp at LAS... Boeing made a little POWER ON TEST feature....... CHECK NO PRESSURE indicated on the HYD SYS INDICATOR. PUSH WING ANTI-ICE ..... RELEASE SWITCH.... Now.. when you do the test... CA 92593 ......... COCKPIT VOICE RECORDER S PRES 0 IFF I PS 00 00 TEST ERASE HEADSET 600 OHMS 10 D I 9 50 40 35 30 25 0 2 CABIN ALT ALT HORN CUTOFF 5 8 X 1000 FEET I0 4 3 20 7 6 I5 35 5 TWO step test: PUSH and HOLD TEST BUTTON . BOTH IGN L IGN R START 737ver5076 R © Mike Ray 2000 published by UNIVERSITY of TEMECULA 43 737ver5077 © Mike Ray 2000 PO Box 1239 TEMECULA. 2 PSI X 1000 1 ELECTRIC HYDRAULIC PUMPS .. Because the STBY AC powers the IGN R.................... 31 L ALPHA VANE TEMP PROBE HEAT Here’s 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....... OVERHEAT OVERHEAT LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE WING ANTI-ICE GND TEST ON OFF ENG ANTI-ICE OFF ON 33 32 33 34 35 PITOT HEAT ... BOTH OFF The idea is to de-pressurize the hydraulic system...... TEST TWO simple STEPS: TURN SWITCHES ON ... VOICE RECORDER . 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..........5 0F E EE T P 36 CONT FLT 3 I 2 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 . IGN L or R Select IGN R for the first flight of the day and IGN L for subsequent flights......................... and OBSERVE: L and R VALVE OPEN lights go BRIGHT then DIM.. ON.........125 PSI I C UP .ON. listen for reply after short delay. the ENG HYD PUMP SWITCHES are left in the ON position....... CHECK ALL FOUR low pressure lights are .....observe 2 FLICKS of NEEDLE And RISE INTO GREEN BAND PLUG HEADSET into the phone jack and say something.. we check it to ensure that the STBY POWER is operating. Verify ALL LIGHTS OFF 1 OVERHEAT 2 OVERHEAT LOW LOW PRESSURE PRESSURE 34 BA HYD SYS PRESS MASTER CAUTION LIGHT ..... TEST PRESS DIFF LIMIT:TAKEOFF & LDG .

... if unable. the light covers may be turned to the “DIM” position and not be visible.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY CAPT FORWARD PANEL COURSE 38 A/P ENGAGE COURSE B CMD CWS MA MARKER BEACON LIGHTS PUSH TO TEST NOTE: Sometimes.. TEST TEST VOR DME UP/LT DN/RT STEP 1: Tune a VOT station if available (see 10-9 page. A lot of times you will be sitting at the gate sandwiched between two metal jetways.. OUTER 9 12 RESET FS SS VO R AD F 12 G HLD ET HLD 9 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 published by UNIVERSITY of TEMECULA 3 ADF INOP FULL VOR/ILS CTR MAP 10 PLAN 0 6 33 RUN ..95 AUTO MAN CHR 60 50 16:12 GMT ET/CHR 0327 1633 10 DME-1 DME TAS DME-2 12. 3: CHECK that RADIO ALTITUDE is displayed. unless you NEED to adjust the time (NOT LIKELY)..9 41 VOR . Be alert. it may be removed by setting the DH REF to a negative value. NOTE 2: VOT test is preferred. EXP VOR/ILS MAP 27 30 33 HSI RANGE 80 40 20 160 320 VOT: (The preferable method) RECEIVERS AGREE WITHIN 2 1⁄2 degrees of 180 or 000 FROM.. 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...4” RULE WXR ON 737ver5078 44 737ver5079 © Mike Ray 2000 PO Box 1239 TEMECULA.. then VOR certified radial. and the signal is just not strong enough to procure an adequate test. the “2 1⁄2.. you may have to wait until after push-back to get a good check. CA 92593 . 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. or dual system comparison.90 AUTO NAV MANUAL 132. STEP 2: Set course indicator on MCP to “000” or “180”... in that case. AND RECEIVERS tuned to same VOT MUST AGREE within 4 degrees..6 283 HDG GS 138 180 M 18 21 24 15 18 21 24 27 3 0 40 28 20 40 109. NOTE 3: VOR self test IS NOT considered a valid substitute for the above test. NOTE 1: Test is to be accomplished in either FULL VOR/ILS or EXP VOR/ILS and With VHF NAV RECEIVER SELECTORS in MANUAL. 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. STEP 3: Observe HSI VOR course indicator center within 2 1/2 degrees... It is very difficult to understand. 3 0 M 30 RUN T 6 15 T T 10 20 10 20 DH 109 T 100 O U T E R 3540 LOW 1 230 KNOTS 9 200 124. 4: IF DH is displayed.4. 2: SET BRIGHTNESS as desired.

Then SELECT ILS....1⁄2 MILE RULE: 132. 2: HSI G/S and LOC BARS go one dot UP and LEFT. do the test during the taxi-out.... If you have that happen...90 TEST VOR DME UP/LT DN/RT AUTO MAN AUTO NAV 44 MANUAL DME . TEST DME TAS 12.. CHECK The 1 percent . 4: CAGE if necessary to establish “NORMAL” indication... 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 .95 when BOTH DMEs are locked on the same station. 3: ADI G/S and LOC BARS go one dot UP and LEFT.. 15 27 12 30 9 33 44 165/12 ILS 1 0327 0327 DME-1 DME-2 15 18 21 24 27 3 0 6 9 12 VO R AD F ADF INOP © Mike Ray 2000 published by UNIVERSITY of TEMECULA 0 3 6 109. they should agree within 1⁄2 MILE or 1% of the distance to the station... NOTE 3: This self-test can be screwed up by FM transmissions in the vicinity of the terminal...9 124... but they will come back after about 25 seconds.. 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. 3: FLAG not in view... This will allow us to check the SAI ILS in the next step.. OFF SAI (STANDBY ATTITUDE INDICATOR) 33 . 2: “CORRECT” ATTITUDE...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY ILS/DME CHECK THR HLD TO/GA HDG SEL FD 42 SAI (STANDBY ATTITUDE INDICATOR) STEP 1 VERIFY: 1: “STABLE“ operation..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.. Then: DO the same thing in the DN/R POSITION ... 4: SAI G/S and LOC BARS go one dot UP and LEFT... CA 92593 .......... Whichever is GREATER! 45 SELECT . NOTE 2: Holding the TEST SWITCH too long causes all the bars to disappear. 3 0 45 737ver5081 © Mike Ray 2000 PO Box 1239 TEMECULA.

... CHECK and TEST CAUTION DO NOT TEST DURING PRESSURE FUELING ! © Mike Ray 2000 published by UNIVERSITY of TEMECULA 46 © Mike Ray 2000 PO Box 1239 TEMECULA....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.. AUTOFLIGHT ANNUNCIATOR 46 47 INSTR SWITCH ALTITUDE ALERT ALTIMETER ... A/T and FMC ..... and INCREASE when it is RELEASED.HG 15 70 08 1 FUEL ERR LB.40 feet and  Should agree with the other guys altimeter within +/.. 10 . However....... OFF FLAG retracted.. SET and CROSSCHECK SELECT the CURRENT ALTIMETER SETTING and CROSSCHECK with the other pilot’s indicator.. Steady RED FMC . CA 92593 .. 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 +/..... NOTE: The elevation on the airport diagram is from some designated point on the airport unknown to us. 10 20 08 FUEL 48 WXR TERR TERR OVRD OVRD INOP ON ON 50 737ver5082 51 51 737ver5083 VERIFY: 1: QUANTITY...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY CAPTAIN RIGHT-HAND FORWARD PANEL 46 47 TEST: 1: Move the TEST SWITCH to POSITION 1 and OBSERVE: A/P.... on the back of the 10-1 plate. The procedures for comparing FUEL SHEET FUEL with INDICATED FUEL and with REQUESTED FUEL are in the Flight Manual ....5 2 VERTICAL SPEED 4 6 50 9 100 0 MB FEET 10 1 3 1 1000 FT SPEED BRAKE ARMED CTR 49 50 ERR LB... 2: Move the TEST SWITCH to POSITION 2 and OBSERVE: A/P and A/T ..... 2: QUANTITY TEST BUTTON: VERIFY indicator DECREASE when the button is PUSHED. “60” 0 1000 FPM 8 7 50. Steady AMBER....... FUEL QUANTITY . HAIL...... SET and CROSSCHECK STANDBY ALTIMETER 5 2 10 20 08 FUEL ERR LB......80 feet... STANDBY AIRSPEED INDICATOR SHOULD BE ...40 .. ZERO SPEED BRAKE DO NOT ARM 1 .. VERTICAL SPEED INDICATOR ...... there is an airport diagram which shows the altitude of the ends of the runways.000 ALT ..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 ....... so your actual elevation could vary significantly from that depicted on the plate.5 00 2 01 02 03 04 3 4 QTY TEST 1 4 2 6 BARO 2992 IN. ........ OR SLEET 0 9 8 0 100 FT 00 0 00 1 1 60 2 3 400 350 300 IAS 80 100 120 30 10 10 30 OFF ILS ILS B/'CRS 10 10 ALT IN... Steady AMBER....

0 N1 4 8 % RPM X 10 2 4 00.  NOTE: Failure of any N1.... 0 2 150 OIL 100 50 TEMP 150 OIL -50 O C 100 50 TEMP -50 O C ON 0 0 OFF AUTOBRAKE SELECTOR .. When you hold it in reset: for the first second.. the throttles do not advance normally. Check that the safety wire is intact.. You gotta hold it in for more than one second.. 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..............0 2: N1 REFERENCE BUGS are pushed IN (for automatic setting by FMC)... If you push on the brakes for about 2 seconds... CA 92593 .. One more thing that is not obvious: RTO differs from NORMAL AUTOBRAKE in this way.3 2 84... 52 Hold in the RESET position momentarily.... CHECK 52 SPEED BRAKE TEST 1 2 3 FUEL FLOW RESET RATE USED VERIFY: 1: ALL ENGINE INSTRUMENTS READ CORRECTLY.... then BOTH FUEL FLOW INDICATORS reset to zero..... 80 0 100 0 2 PULL TO SET 60 40 OIL PRESS PSI 8 4 10 062 EGT 2 6 4 C X 100 0 2 4 00. nothing happens....... RTO 4 87...... RTO  THROTTLES . EGT.. it could be that these little knobs are not pushed in all the way.4 4 85......  NOTE: If during autothrottle operation of the engine.. RTO will release.0 2 10 N2 % RPM X 10 0 2 R-TO R-CLB CRZ G/A CON A/T LIM 20 8 6 4 1 START VALVE OPEN 2 START VALVE OPEN 1 UP 2 5 10 15 25 40 30 1 REVERSER UNLOCKED 2 REVERSER UNLOCKED LOW OIL OIL FILTER PRESSURE BYPASS LOW OIL OIL FILTER PRESSURE BYPASS L FLAPS N1 10 5 86..........3 2 10 N2 % RPM X 10 0 2 6 86.. must be on the ground.. A/C  ANTI-SKID SWITCH …................. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 47 737ver5085 © Mike Ray 2000 PO Box 1239 TEMECULA..... AUTO BRAKE AUTO-BRAKE DISARM 6 4 3 2 3 2 2 12 10 E 1/4RATE/USED PPH 4 1/2 7233/40 HYD QTY 2 2 RFL 12 10 E RATE/USED 1/4 8 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 4 8 PPH X B SYS 10 FF 00 6 4 SOME AUTOBRAKE STUFF: What conditions MUST be met to ARM the AUTOBRAKE? ANS:  . then just apply maximum MANUAL braking for the same effect. If you should screw up and do that....... you WILL NOT GET RTO... such as setting thrust for takeoff.. It is logical if you think about it. If you should elect to ABORT in that regime... ON (and operational)  WHEEL SPEED . less than 60 KNOTS  AUTOBRAKE SWITCH ..8 % RPM X 10 2 4 80 OIL 60 PRESS 40 PSI 8 8 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 ... RETARDING the throttles to IDLE will ACTIVATE THE RTO. ON If installed..........5 4 10 N2 8 6 4 % RPM X 10 0 2 4 OIL QUANTITY GALLONS 0 8 1 4 OIL QUANTITY GALLONS 0 1 VERIFY: AUTO BRAKE DISARM light goes OUT.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY CENTER FORWARD PANEL 53 ENGINE INSTRUMENTS . This indicates that the SELF-TEST has been successfully accomplished..... FUEL FLOW SWITCH Once above 90 KNOTS and still ON THE GROUND.4 % RPM X 10 2 4 N1 10 4 85.. 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...........

......... YELLOW................ 2: SELECT “ TEST” 3: PUSH “ ON” button.... the flaps will move towards the position selected by the handle.......... MAGENTA TEST pattern........... and... ACTIVATE ACTIVATE the TRIM SWITCHES on the YOKE: 1: Check TRIM WHEEL rotates in proper direction.. FYI......... 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 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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 .. If there are any FAULT messages on the HSI report to 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 published by UNIVERSITY of TEMECULA 48 737ver5087 © Mike Ray 2000 PO Box 1239 TEMECULA............. The normal position is......... CLOSE throttle to silence horn. This MAY NOT BE GOOD! 56 PWS 10 TEST: 5 1: Move the TILT … MAN. OBSERVE on the HSI a GREEN. INDICATED BRAKE pressure of less than 1000 psi IS NOT CONSIDERED ADEQUATE to set the brakes...... ROTATE TILT CONTOL … FULL UP .. 2: The BRAKES may be set using A SYSTEM. UP..... then While still rotating the wheel: MOVE the MAIN STAB TRIM CUTOUT switch to CUTOUT....... CUTOFF STABILIZER TRIM .. CA 92593 ............. NOTES: 1: The RED LIGHT ONLY monitors the position of the lever linkage and does not mean that the brakes are set. the trim wheel moves more slowly if the flaps are up. RADAR TEST 0 AUTO MAX OFF AUTO DN PARKING BRAKE . SET NOTE: If the TEST is unsuccessful the word “FAIL” indicates on the HSI.. 4. 2: OBSERVE that the wheel stops.. 2: REPEAT for other throttle 3: IF HORN DID NOT SOUND! Check circuit breakers and notify maintenance..... MATCH AUTO MAP VOR/ADF NAV AID ARPT RTE DATA WPT 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. RED.%MAC 30-20-10 5 10 15 25 HORN CUTOUT 59 62 0 5 10 15 1 AP NOSEL UP L D EEKE SPRA B PARKING BRAKE PULL TAKE-OFF CD ........ Return switch to NORMAL....... 2.. B SYSTEM or ACCUMULATOR pressure. However.......... HOLY COW! 58 DOWN UP 61 62 ENGINE START LEVERS .............%MAC 30-20-10 30 40 APL NOSE UP TAKEOFF WARNING HORN ..... but when the “B” system is energized.... of course.. 57 STAB TRIM APL NOSE DOWN ARMED FLAP UP 0 FLIGHT DETENT HYD BRAKE PRESS 3 0 1 2 1 2 FLAP STAB TRIM 4 0 2 PSI X 1000 5 10 15 APL NOS DOWE N UP TAKE-OFF CD ... NOTE: If you should notice... TEST VERIFY: 60 STAB TRIM FLAP DOWN CUT OUT 63 1 2 61 737ver5086 then: 1: ADVANCE A THROTTLE until the HORN SOUNDS. 5.

Some of the airplanes are “bent.Wheeeew! Thank goodness. 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 MAP VOR/ADF NAV AID ARPT RTE DATA WPT ON ON ON ON ON 15 10 LEFT MAP VOR/ADF NAV AID ARPT RTE DATA WPT 65 66 67 RUDDER TRIM 5 0 5 10 RIGHT 15 ON ON ON ON ON Here’s a suggestion.95 REQUESTS ADI HSI FULL VOR/ILS RANGE EXP VOR/ILS MAP 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 . CA 92593 ... it is possible that the previous crew could have left it “up”...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY LOWER CONSOLE RADIOS . it could have been “kicked” by the First Officer getting out of the seat. PA SYSTEM ... I think it is good technique to ALWAYS put the AILERON TRIM to the zero marker on the top of the yoke. The term “zero” the trim may or may not be reflected on the trim indicator..90 TEST VOR DME UP/LT DN/RT AUTO MAN AUTO NAV MANUAL 132.95 C O M M V H F 124.” 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.90 FREQ SEL 120..... However. NORMAL Normal is closed.. CHECK and SET 64 TFR TFR 64 V H F It is common practice to set up the COMM RADIOS like this: Be alert.90 TEST VOR DME UP/LT DN/RT AUTO MAN AUTO NAV MANUAL 132. 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 ...90 FREQ SEL 120. On the line. 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 . deselect the P/A by pushing another transmit button..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 FREQ SEL 120. CHECK 66 737ver5088 This is the end of the Captain’s Flight Deck Set-up ... © Mike Ray 2000 published by UNIVERSITY of TEMECULA 49 737ver5089 © Mike Ray 2000 PO Box 1239 TEMECULA...... I remember the day I heard some unsuspecting Captain checking the PA … WHOOPS! … then.. and say something eloquent … But remember that EVERYONE ELSE will be listening.95 C O M M 124..90 FREQ SEL 120. sometimes there is a “special” frequency assigned by ATC or RAMP to monitor or use...95 C O M M V H F 124.95 C O M M 124. In the simulator... depress the transmit button... GROUND CONTROL or PUSHBACK GUY DEPARTURE CONTROL ATIS RAMP CONTROL or MAINTENANCE TFR TFR V H F 124..

FIRST OFFICER FLIGHT DECK PREP STUFF 737ver5091 .

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. 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.. 737ver5092 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 51 © Mike Ray 2000 PO Box 1239 TEMECULA. for pilots who like pictures setup 4 5 6 FLIGHT RECORDER MACH OVERSPD STALL WARNING . for left brained pilots. 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. CA 92593 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY FLIGHTDECK setup First do these 1 2 3 EXT LIGHTS GO TO WINDOW OXYGEN MASK The FIRST OFFICER'S The FIRST OFFICER'S FLIGHTDECK First do these 1 2 3 EXT LIGHTS GO TO WINDOW OXYGEN MASK . BLEED TRIP... 24 25 26 27 28 29 30 31 AUTOFLIGHT ANNUC A/S INDICATOR TAT/SAT/TAS RDMI GPWS INHIBIT SW GPWS TRANSPONDER ADF The following pages are the technical details. BLEED TRIP..

. I won't take it out on you and try to describe something that is intuitive. and these are to remain ON at ALL TIMES. then Push EMER/TEST button. Check and see if you are going to broadcast on the same channel that the unsuspecting Captain is monitoring. . Some have actually made HIGH SPEED ABORTED TAKE-OFFs because the window popped open during take-off roll! DUH! So. EXTERIOR LIGHTS. Not a day goes by that I don't here some poor soul trying to broadcast with the MIC SEL in MASK. They leave MASK/BOOM switch in the MASK position after the test is complete. DO NOT turn on the OSCILLATING BEACONS … Unless the airplane is being moved or the engines are running. Release PTT button RESET TEST N 100% PUSH OXYGEN MASK 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... and therefore the only lights that need to be ON are the NAV LIGHTS. here is what to do: 1-VHF-2-VHF INOP INOP F-INPH-S PA OXYGEN MASK You have probably just returned from the EXTERIOR INSPECTION (walk-around). then Release the EMER/TEST selector PUSH PTT button. Verify sound in both cases.. and just because you are only a lowly First Officer.. here is the FIRST RULE OF WINDOWS: 2 THE SIDE WINDOW 1 Observe YELLOW CROSS flicker Push and Hold EMER/TEST 2 selectorand observe 3 YELLOW CROSS remain visible. CA 92593 . 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.. 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. but every year we have a certain number of ROCKET SCIENTISTS trying to take-off with the window not latched properly. and while holding it: TAP on the door. "How do you read.. Center?" © Mike Ray 2000 published by UNIVERSITY of TEMECULA 52 737ver5095 © Mike Ray 2000 PO Box 1239 TEMECULA.. AS REQUIRED MASK/BOOM switch to MASK Push F-INPH mic switch Adjust F-INPH volume EXT SPEAKER volume UP Push and hold. MIC SELECTOR In brief form.... Gets noisy and scares the hydraulic fluid right outta you.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 1 1 UPPER OVERHEAD PANEL E X T E N D RETRACT LANDING OFF 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 START 3 THE INCREDIBLY COMPLICATED One of the MOST complicated procedures on the Set-up is the Oxygen mask checkout.. but it is NO BIG DEAL! 737ver5094 They try to Blow the other guys brains out.

TEST position.... but… DO NOT DO THIS without GROUND CLEARANCE !!! 4 5 6 SLATS 737ver5096 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 53 © Mike Ray 2000 PO Box 1239 TEMECULA..... MACH AIRSPEED WARNING ... 1 STALL WARNING TEST NO... causing an asymmetry signal. STALL WARNING . RESTORE SWITCH COVER ......TEST PRESS button #1: OBSERVE: CAPT STICK SHAKER activates...........GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY UPPER OVERHEAD PANEL 4 FLIGHT RECORDER TEST NORMAL OFF MACH AIRSPEED WARNING TEST NO 1 NO 2 5 6 NO. flaps to droop..TEST PRESS button #1: OBSERVE: CAPT AIRSPEED CLACKER activates........ CA 92593 .... Normal position.. 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.... 2 4 5 6 MOVE TEST SWITCH to ...... then PRESS button #2: OBSERVE: F/O AIRSPEED CLACKER activates... Just bringing on the “B” HYD PUMPS may move the flaps and put out the light..... then OBSERVE . OFF light is NOT ON..... then PRESS button #2: OBSERVE: F/O STICK SHAKER activates... FLIGHT RECORDER .E..TEST TRANSIT EXT FULL EXT LE DEVICES 1 2 FLAPS 3 4 TRANSIT EXT FULL EXT NOTE 1: The test is INOPERATIVE if: 1 2 3 An AMBER LE DEVICE light comes ON.

................ SET If you are sitting there some HOT MUGGY day. OFF... CO CO 7 CONT CABIN SUPPLY DUCT AIR TEMP PASS CABIN PASS CABIN An OVERHEAT condition in the SUPPLY DUCT causes:  DUCT OVERHEAT LIGHT to illuminate............... © Mike Ray 2000 published by UNIVERSITY of TEMECULA 54 © Mike Ray 2000 PO Box 1239 TEMECULA............................................. 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 .... They are normally left 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 . and  The MIX VALVE to drive FULL COLD AUTOMATICALLY After DUCT temperature returns to normal... OFF I ON OFF APU ON 2 BLEED MANUAL AUTO FAIL OFF SCHED STANDBY DESCENT 13 737ver5098 13 737ver5099 ENGINE BLEED SWITCHES .......... DUCT OVERHEAT LIGHTS ... ON. ON These doors should be “FULL OPEN” on the ground and in flight with the flaps extended. OFF OVERHEAT LIGHTS ... Voila! 0 F AUTO NORMAL AUTO NORMAL COOL WARM WARM OFF MANUAL COOL COOL WARM WARM OFF MANUAL 10 COOL DUAL BLEED LIGHT ............ These six lights should be OUT............” A technique I have heard is to place the TEMP SELECTOR to manual FULL HOT momentarily to heat up the evaporator............................................ CA 92593 .... ON These valves are ELECTRICALLY CONTROLLED and PNEUMATICALLY ACTUATED..................... If one or more are ON.... If some combination of APU and ENG bleed valves OPEN: VERIFY DUAL BLEED LIGHT .............. BLEED TRIP OFF........... SUPPLY DUCT This is to set up to monitor the temperature of the air in the MIX MANIFOLD........ the TRIP RESET button will allow the crew to regain control of the MIX VALVES........GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY UPPER OVERHEAD PANEL 7 8 AIR TEMP SELECTOR ........ PACK TRIP OFF PACK TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE WING-BODY OVERHEAT BLEED TRIP OFF TRIP WING ANTI ICE RESET PACK 12 and WING-BODYTRIP OFF...... OFF/ON If APU bleed valve CLOSED: VERIFY DUAL BLEED LIGHT ..... This should produce a “Snow storm” followed by cold air....... and the Air Conditioner is NOT putting out any cold air … It could be “ICED UP... go to the book and do the procedure.... If the light is NOT ON … GET MAINTENANCE involved..

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

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
MANUAL V A L V E C L O S E
STBY

STEP 3

AUTO

STANDBY

35000
S PU H

DECR INCR CABIN RATE

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
DECR INCR CABIN RATE

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

18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET - MAX PRESS SCHEDULE

3

BLEED
MANUAL

OFF SCHED STANDBY DESCENT

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

2

00350I
S PU H

DECR INCR CABIN RATE

18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET - MAX PRESS SCHEDULE

5

4

05780
CABIN ALT

1

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

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 FAIL OFF SCHED STANDBY DESCENT MANUAL

18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET - MAX PRESS SCHEDULE

AUTO

STANDBY

MANUAL V A L V E C L O S E
STBY

35000
FLT ALT
S PU H

1

DECR INCR CABIN RATE

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

3

AUTO

STANDBY

MANUAL V A L V E C L O S E
STBY

00350I
S PU H

DECR INCR CABIN RATE

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

18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET - MAX PRESS SCHEDULE

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

18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET - MAX PRESS SCHEDULE

737ver5100

737ver5101

© Mike Ray 2000

published by UNIVERSITY of TEMECULA

55

1

© Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

15

PRESSURIZATION SETUP
BLEED
AUTO FAIL OFF SCHED STANDBY DESCENT MANUAL

RIGHT FORWARD PANEL

4
V A L V E O P E N

18
PULL UP BELOW G/S P-INHIBIT

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

DECR INCR CABIN RATE

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

9

100

0 FT

Sometimes the "IRIS" is closed on the lens.

05
10 1 3
MB

0 00 1
2992 4
IN.HG

1

2 3

M I MIDDLE D D L E
IG H BR
T

IG H BR

ALT
5

OUTER

O U T E R

T

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

18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET - MAX PRESS SCHEDULE

CLOCK

0
1000 FPM

.5

1

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

18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET - MAX PRESS SCHEDULE

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

published by UNIVERSITY of TEMECULA

56

© Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

M

30

28

20
RUN

T

HLD

SS

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

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

9

3 33

THR HLD

TO/GA

HDG SEL

FD

20.3
ADI HSI
FULL VOR/ILS RANGE EXP VOR/ILS MAP
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

MAP VOR/ADF NAV AID ARPT RTE DATA WPT
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 1⁄2 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

published by UNIVERSITY of TEMECULA

57

© Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

0

3

6

109.9

124.90
TEST VOR DME UP/LT DN/RT

1⁄2...4...4”

RULE

...1⁄2 MILE RULE: when BOTH DMEs are locked on the same station......GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY ILS/DME CHECK THR HLD TO/GA HDG SEL FD 180 20 10 20 10 22 ILS ........... CHECK The 1 percent . 2: HSI G/S and LOC BARS go one dot UP and LEFT... then reappear. 4: SAI G/S and LOC BARS go one dot UP and LEFT.......... NOTE 2: Holding the TEST SWITCH too long causes all the bars to disappear... 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...90 TEST VOR DME UP/LT DN/RT AUTO MAN AUTO NAV MANUAL 132....... 23 160 6 045 4 120 R 10 20 10 20 DH 109 100 3540 0327 0327 DME-1 DME-2 DME TAS 12...........95 737ver5106 58 © Mike Ray 2000 737ver5107 PO Box 1239 TEMECULA..... VERIFY ALL the FLAGS or BARS return to ORIGINAL POSITIONS................ Whichever is GREATER! 27 30 33 124..6 283 HDG GS 138 18 21 15 194 M 18 21 15 6 22 24 9 12 27 3 0 24 VO R 9 AD F 12 ADF INOP 165/12 ILS 1 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 0 3 6 33 .... Then: DO the same thing in the DN/R POSITION ....... 3: ADI G/S and LOC BARS go one dot UP and LEFT....... 3 0 23 109..9 DME ........... they should agree within 1⁄2 MILE or 1% of the distance to the station.. CA 92593 .......... NOTE 1: INBOUND COURSE on the MCP MUST be within 90 degrees of the AIRPLANE HEADING or the G/S BAR will not appear... but they will come back after about 25 seconds.............

.. CA 92593 ......... TAT 26 HYD BRAKE PRESS 3 4 0 2 PSI X 1000 0327 1633 DME-1 DME-2 1 15 9 12 18 21 24 BA HYD SYS PRESS 4 0 2 VO R PSI X 1000 1 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 published by UNIVERSITY of TEMECULA 33 ..... Verify NO WARNING SYMBOLS in view......... BUT you MUST check this because you can bet that the previous crew had to use it and might have inadvertently left it off.... Push switch to TEST 2 position.. A/T FMC lights come ON STEADY AMBER ............ RDMI ...................2 TAT o KT C 300 250 PULL TO SET 1 045 KNOTS 6 200 TAT/SAT/TAS INDICATOR ............ and INOP light comes ON......... 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 ..............................1 KT AIRSPEED INDICATOR ...................... PULL UP................. CHECK 27 3 0 AD F 28 In the SIM............. SAFETIED/NORMAL GPWS ...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY LEFT F/O FWD PANEL 24 Push switch to TEST 1 position...................... CHECK 4 75 6 80 100 120 140 160 180 +15.............. OBSERVE: A/P.. IN Verify . Position #2 VOR/ADF selector as desired.. BE ALERT ! GPWS INHIBIT SWITCH ...........45 +/...... TEST PUSH GPWS button: Check that AURAL sounds BELOW G/S.... obviously the safety wire will be broken................. OBSERVE: A/P............ A/T lights come ON STEADY RED FMC light comes ON STEADY AMBER AUTOFLIGHT ANNUNCIATOR ......... 59 737ver5109 © Mike Ray 2000 PO Box 1239 TEMECULA........ NO FLAGS IN VIEW Verify DIGITAL AIRSPEED ......... 3 0 3 27 27 28 29 737ver5108 6 Verify MAG HEADING agrees with STANDBY COMP ASS and HSI’s display...............

. 6 TFR A D F 1260 OFF TONE ON ADF GAIN 550 ANT . 0327 1633 DME-1 DME-2 15 9 12 18 21 24 31 27 3 0 20 10 20 10 VO R 160 1 140 9 120 R 10 20 10 20 DH 109 ADF INOP 100 3540 TAS 32.. “TCAS SYSTEM TEST OK (FAIL).. CA 92593 33 AD F .. 8888 BELOW FAIL IDENT 30 THR HLD TO/GA HDG SEL FD 180 STBY TEST XPDR TA TA/RA L R TCAS/ATC “FAIL” LIGHT comes ON momentarily. TEST.....GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY TRANSPONDER/TCAS TEST ADF TEST 30 TRANSPONDER/TCAS ..6 R 10....4 L 320/18 Computerized voice sez......... 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 .8 Z GS 296 “TCAS TEST” displayed on HSI.. 1276 2.. Step 2: Verify the the RDMI points towards that station. 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. 3 0 “RED PITCH AVOIDANCE BARS” displayed on ADI.. SET NOTE: IRS alignment MUST be complete prior to accomplishing the TCAS test.......” THIS IS THE END OF THIS SECTION 737ver5110 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 60 737ver5111 © Mike Ray 2000 PO Box 1239 TEMECULA....7 NM 283 TRK 188 M 1534.. SET and CHECK Step 1: Tune ADF to an FAA or other government facility.... Step 3: Set RDMI selectors and pointers as desired.

. CA 92593 . even though there may be interruptions during its execution.. 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. I submit. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 737ver5113 61 © Mike Ray 2000 PO Box 1239 TEMECULA. that is C.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY FINAL12 The hectic . and I think you will find that there is a lot of other things going on. You have to take each activity in its time and ensure that it is taken to completion.F/O. however. There is no particular order to the things that occur in this section. PREP STEPS FLIGHT DECK DISCUSSION: Who does what? This section has procedures and items assigned to BOTH Captain and/or First Officer. a whole bunch of stuff grabbing for your attention.

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 EQUIP COOLING SUPPLY EXHAUST NORMAL OVERHEAT 1 2 APU BLEED SWITCH OFF DUAL BLEED RAM DOOR FULL OPEN RAM DOOR FULL OPEN COOL Step 2 80 120 TEMP160 200 DUCT OVERHEAT 40 0 F AUTO NORMAL AUTO NORMAL WARM COOL WARM WARM OFF MANUAL COOL WARM OFF MANUAL RECIRC FAN OFF AUTO OVERHEAT LOW LOW PRESSURE PRESSURE 20 40 60 80 100 10 RISE 20 DRIVE CAN BE RECONNECTED ONLY ON GRD 30 0 R L IN ALTERNATE OFF 10 RISE 20 OVHT TEST LOW LOW PRESSURE PRESSURE OFF ENG 1 OFF ON ELEC 2 ELEC 1 ON ENG 2 B 0 PSI 80 IN 120 80 IN 120 40 GEN DRIVE OIL TEMP C 40 160 160 30 OFF GEN DRIVE OIL TEMP C EMER EXIT LIGHTS A 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. My suggestion is to give it a coupla minutes and request it again.... this is called PDC or “PRE-DEPARTURE CLEARANCE (If available it will be indicated on the 10-9 page)..0 5. ON BAT AFT NO..8 7. there will be time to contact DISPATCH and get the situation resolved without delaying the departure.9 3. (2) Is that fuel load within tolerances.0 6. you will get the ACARS message telling you to contact Clearance via voice radio.0 5..5 R APU GEN SWITCHES BOTH ON Verify TRANSFER BUS. (2) Were the fuel changes included....4 2. © Mike Ray 2000 PO Box 1239 TEMECULA. certainly BEFORE beginning the take-off.6 6. 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.9 G R D AUTO CHECK B I 00 DN 0F E EE T P 3 I 2 CAB FLT -..4 3.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY ATC CLEARANCE DISCUSSION: The ATC clearance will normally NOT be available until about 20 minutes prior to your “P” (projected push-back) time.125 PSI Step 5 2 CABIN ALT 50 0 5 ALT HORN CUTOFF AUTO STANDBY MANUAL V A L V E C L O S E STBY 00350I S PU H X 1000 FEET I0 3 DECR INCR CABIN RATE 20 I5 4 08250 CABIN ALT 6 5 001257 O P E N AC MAN DC AC AMPERES LANDING OFF RUNWAY TAXI TURNOFF L R OFF OFF ON ON APU OFF GRD ON OFF ENGINE START CONT FLT GRD APU GEN OFF BUS LIGHT ON I 2 UP .2 8. and if that is not possible. It is a GOOD CAPTAIN PRACTICE to request the clearance soon enough so that should it NOT be filed for some reason. it is time to stop what you are doing.4 5. Normally.9 5. All questions about the clearance should be resolved before you depart the gate .3 . LOW LOW PRESSURE PRESSURE FUEL PUMPS L OFF ON CTR LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE AFT OFF ON 1 FWD C ON 2 3 2 1 TEMP 0 . The “boarded fuel check.” if the Captain directs....5 AB IN CLIM 3 0 4 F L T I. is outlined in the FOM. Don’t get hung up on the ACARS solely. If you request it before it is available. 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. turn in your seat and looking at the fueler. BUS OFF. and STANDBY PWR lights are OFF. and address the issues of: (1) Did we get the fuel load requested for this specific airplane..6 2. It may even be necessary to contact the appropriate ATC agency (FSS ?) by voice to resolve a sticky situation.1 6.4 4. CA 92593 .0 18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET .3 ..4 7...MAX PRESS SCHEDULE BOTH IGN L OFF ANTI STROBE POSITION COLLISION OFF OFF ON BAT OFF ON ON ON WING OFF ON WHEEL WELL OFF ON CONT FLT L ON R INBOARD IGN R START APU CONTROL SWITCH START MOMENTARY only. FUEL VALVE CLOSED -20 -40 li FUEL +20 TEMP ii 0 FUEL VALVE CLOSED 50 100 150 200 +40 iii 0 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 WING-BODY OVERHEAT BLEED TRIP OFF TRIP RESET PACK TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE iii liiiiliiiilii AC AMPERES iil ii iii liiiiliiiil FILTER BYPASS VALVE OPEN CROSS FUEL QUANTITY CHECK FUEL QUANTITY . Step 4 1 minute.8 I. however DO NOT use the PNEUMATIC bleed air for at least © Mike Ray 2000 published by UNIVERSITY of TEMECULA 62 737ver5115 0 C i RETRACT ii l FILTER BYPASS ON OFF OFF BUS TRANS TRANSFER BUS OFF BUS OFF GEN OFF BUS APU GEN OFF BUS O F F A U T O NO FASTEN SMOKING BELTS TRANSFER BUS OFF BUS OFF GEN OFF BUS TEST ERASE I ON APU ON 0 000 2 OFF AUTO ON HEADSET 600 OHMS BLEED MANUAL FEED ATTEND GRD CALL 10 D COCKPIT VOICE RECORDER AUTO FAIL OFF SCHED STANDBY DESCENT E S PR S 0 IFF PSI I 9 OFF ON OFF ON CALL 8 40 35 30 25 RAIN REPELLENT GEN 2 L R AUTO BAT HIGH R GEN 1 APU GEN APU 7 LOW OIL QUANTITY LOW OIL PRESSURE HIGH OIL TEMP OVER SPEED OFF FWD OFF AFT 6 5 4 7 EXH C X 100 8 50 0 100 150 200 PRESS DIFF LIMIT:TAKEOFF & LDG . CHECK DISCUSSION: When the fueler comes to the flight deck. START THE APU GET CLEARANCE -0+ 400 -50 DC AMPS + 50 320 CPS FREQ 420 FLT CONTROL B A LOW QUANTITY LOW PRESSURE 0 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 CAPT P/S 1 AUX STATIC F/O STATIC 2 AUX P/S L ELEV PITOT L ALPHA VANE TEMP PROBE Step 1 OVERHEAT OVERHEAT ON ON OVERHEAT OVERHEAT ON ON APU HOURMETER ELAPSED TIME 0 28 3 2 HOURS I/I0 PWR TEST PITOT STATIC A B OFF ON CONT CABIN F/O P/S 2 AUX STATIC CAPT STATIC 1 AUX P/S R ELEV PITOT R ALPHA VANE SUPPLY DUCT AIR TEMP PASS CABIN PASS CABIN ALTERNATE FLAPS LOW LOW PRESSURE PRESSURE TR 1 BAT BAT BUS TR 2 TR 3 TEST OFF APU GEN GEN 1 GRD PWR STBY PWR CIRCUIT BREAKER GEN 2 INV TEST AIR MIX VALVE CO LD CO LD AIR MIX VALVE HO HO BRIGHT HEAT T T OFF UP OFF SPOILER A B OFF OFF STBY PWR ARM DOWN OFF DUCT OVERHEAT GALLEY RESID VOLTS OFF ON AC STANDBY PWR OFF BRIGHT PANEL ON ON FEEL DIFF PRESS SPEED TRIM FAIL MACH TRIM FAIL AUTO SLAT FAIL LOW OIL PRESSURE HIGH OIL TEMP BAT ON OVERHEAT OVERHEAT LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE COOL OFF YAW DAMPER YAW DAMPER STANDBY POWER LOW OIL PRESSURE HIGH OIL TEMP WING ANTI-ICE GND TEST ON OFF ENG ANTI-ICE OFF ON OFF DISCONNECT DISCONNECT DO NOT TAKE-OFF WITHOUT A LEGITIMATE CLEARANCE. you can receive your clearance via ACARS.

LOAD FLIGHT and FUEL information: ACARS .. 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.. On the MCP you want to set the V2 Speed. Use the date on the flight release even though the actual date of your departure may be another date. BUT the Captain is ALWAYS the one responsible for the accuracy of the information. Remember that re-setting the clock is an really tricky process. 737ver5116 1 230 KNOTS 9 200 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 63 © Mike Ray 2000 PO Box 1239 TEMECULA. The “SPEED CARD” is discussed on the next page..... 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 (don’t forget page 2)... CA 92593 .. so DO NOT begin until you are certain that you know what you want to do... from the SPEED CARD (flip chart) determine the speeds and set them using the “bugs” and the MCP.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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. The most common mistake is to place the wrong date in the ACARS. Check the time withe Captain’s clock..... 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. LOAD and TEST LINK TEST and CHECK TIME.....

” I offer this as a suggestion only.. NOTE: When referencing or navigating with the MAP display (most of the time). you will get a take-off warning when you advance the throttles for takeoff. you are flying with Captain America. If. REMEMBER: If you are getting squirted with anti-icing fluid. 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 FULL VOR/ILS RANGE EXP VOR/ILS MAP 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. HOWEVER.. She (he) just may have some “special and unique” setup. however..” Set FREQUENCIES in accordance with ATC procedures and clearance requirements. 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.95 MAP VOR/ADF NAV AID ARPT RTE DATA WPT 1: Select 10 or 20 mile scale. here is a GOOD IDEA: One pilot be in TERR. 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. the manual specifically states that the trim is to be run “FULL FORWARD. SET UP AS REQUIRED This is the way the radios are set up … Usually. 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..95 C O M M V H F 124. So … do that one. 2: Select MAP mode for greatest situational awareness display 3: WXR (weather radar) ON if suitable (Don’t forget!) 4: Select NAV AID. CA 92593 .. C O M M ON ON ON ON ON GOOD CAPTAIN PRACTICE: Some FMC departures may not exactly match the published departure procedure. 20 will give you the greatest runway extension information. BRIEF IT ! 737ver5117 737ver5118 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 64 © Mike Ray 2000 PO Box 1239 TEMECULA.. ARPT and VOR/ADF . the trim indicator MUST remain in the GREEN BAND. but right here is where you want to catch a mis-set trim. Of course. Use of FULL or EXP VOR/ILS and the use of VOR/LOC may prove to be the best option in this case.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY SET NAV RADIOS SET STABILIZER TRIM The value for the trim is on the WEIGHT MANIFEST.90 FREQ SEL 120. SET UP GLASS STUFF (EFIS) CONTROL PANEL EFIS is pronounced (ee-fus) and is just another word for “GLASS STUFF.. because I don’t think there are any “specific SOP” settings for this. for any trim setting. THEN 1/2 UNIT ANU. and The other guy be in WXR. NOTE: IF EGPWS is available.90 32 TFR TFR FREQ SEL 120. as appropriate..

..... 4 IAS/MACH selector . Personally........ Verify that the internal "salmon" bug on the Airspeed 5 6 7 HEADING selector ..................................... be aware that ATC expects 25-300 bank angles to comply with Departure Control constraints after take-off........... BANK LIMIT selector .......... reset bank angle limiter.... you should brief the target setting for the throttles.. Duh! 737ver5121 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 65 © Mike Ray 2000 PO Box 1239 TEMECULA.............. SET It is OK to select 15 degrees for the takeoff (in case of engine failure on the departure)............... I think it is a great idea to ALWAYS brief and be aware of the target throttle setting under any circumstances................... SET Check the selector set at V2 and Indicator slews to V2.... SET Set to the magnetic runway heading............GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY MCP 3 SETUP continued AUTOTHROTTLE SWITCH ................ ALTITUDE ... so once airborne........................ This is NOT the painted runway markers on the runway.... ARMED (UP) Would you believe it.......... SET Even though you may be cleared to a higher altitude......... use the runway heading............... Even if you are cleared for and expected to comply with some SID heading or heading instruction from ATC right after takeoff. but rather the runway heading depicted on the airport diagram (back of plate 10-1 usually)............... OFF 9 AUTOPILOT DISENGAGE BAR ........... however.... it is suggested that you always select the MOST RESTRICTIVE altitude on the departure clearance............................................... The LAST ATC clearance is controlling....... only to discover that this bar was not properly engaged...... What this represents is the extended runway centerline and sets you up in the event you experiance an engine failure on takeoff event.......... there have actually been some rocket scientists who have gotten airborne and were not able to engage the autopilot ........ CA 92593 .. 8 AUTOPILOT ENGAGE SWITCHES ......... OFF NOTE: If you are planning to takeoff with the autothrottles OFF...... 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..................

turning to 135 degrees for climb-out. you need a TAKEOFF ALTERNATE. you are not legal to come back and land at your departure airport. // // HOT ! ////// //////////////////////////////////////////// published by UNIVERSITY of TEMECULA 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. then there is another iteration of the same brief in the OI section. © Mike Ray 2000 PO Box 1239 TEMECULA. etc). Also be alert. Difficult stuff for an airline pilot. even though the “normal” departure corridor may be clear. WIND DIRECTION.).. Remember that the radius of the MSA is ONLY 25 miles and grants 1000 feet obstacle clearance. be aware that the TOWER guys have never heard of T-PAGES. the Check guy will change: wind direction to a value where reduced epr may not be used. However. change the trim setting beyond limit. IF THEN AWARENESS: Here is a TIP. 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: . Here is a gouge I have heard: QNE ( E = ENROUTE) QNH (H = HOME). T/O ALTERNATE: Be alert to changing conditions from the Checkguy. You can get some brownie points here (.. 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.. the check-guy IS going to be looking for a thorough and meaningful take-off brief from BOTH the Captain and the F/O.. it will be essential that you tell the TOWER exactly what you doing in simple terms (i. T-PAGE: It is ALWAYS REQUIRED to be aware of and brief T-PAGE routing and restrictions. . Specifically. These altitudes are for emergency use and may not assure acceptable navigational information. TRANSITION LEVEL/ALTITUDE: This is perhaps one of the most confusing things for a non-rocket scientist pilot. ///////// 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. SO … You should also brief MEAs on the departure radials where they are a factor. EVERY take-off brief should include a complete engine out discussion and development of an “escape plan.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY PRE-DEPARTURE TAKEOFF DATA BRIEF: There are three places in the FOM where TAKEOFF BRIEF TAKEOFF BRIEF … Again! Let me make it clear. This is a really big item on the critique list. just a reminder of the differences on each take-off. brief the MSA for the departure segment of the indicator. the Checkguy will be looking for you to brief that procedure … IF you do not. It is a TEAM effort and the check-airman will be closely monitoring you. The restriction can be WIND or VISIBILITY. HOWEVER. IF . there should be no confusion as to what is expected … After that. be alert. Who flies? Flight Plan Changes NOTAMS/POSBDS/MRD WINDSHEAR/CLUTTER RTO T Page procedures CLEARANCE/SID Terrain/obstacles Transition Altitudes TERRAIN CLEARANCE: Of course. change in weight beyond the limit for the takeoff runway.. 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. Wait for the weather to clear before attempting takeoff. CA 92593 . A favorite CHECKRIDE ploy is to set up a situation where even though you are legal for takeoff. © Mike Ray 2000 ////////////////////////////////////////////// LOST COMM PROCEDURE DEPICTED ON DEPARTURE PLATE On some “SID” plates there is a box bordered by slash marks. Then. REMEMBER that if you cannot come back and land at the take-off airport... REDUCED N1. COUNT ON IT !! This is a really BIG DEAL! You don’t have to do either brief with the card in hand.e.and you’ll need every one of them. THEN you can expect a lost comm situation.. This is the LOST COMM procedure. but ALL elements must be briefed as appropriate. THEN AWARENESS: If the T-page departure path is obstructed by weather such as TSMS . and so on your V1 CUT maneuver. I guarantee.” From V1 to level off on the first leg of a check-ride.

. So that you will not get a MASTER CAUTION light during take-off.. Verify that the ALL the fuel LOW PRESSURE lights are ON...... COMPLETE (CHALLENGE and RESPONSE) © Mike Ray 2000 published by UNIVERSITY of TEMECULA 67 737ver5125 © Mike Ray 2000 PO Box 1239 TEMECULA.... is to remember to turn on the pumps once you are airborne....... The person inside must verify that the indicators for the FLAPS and SPEEDBRAKE coincide with the indicators................ FASTEN SEAT BELTS ........ Check that the B HYD SYSTEM LOW PRESS lights ....... that if you can’t find someone outside...... (and CENTER FUEL PUMPS if the center tank has fuel)......... Displaying the PROGRESS PAGE is recommended to confirm radio updating....... ON Use the APU to power BOTH generator busses. SET CAPTAIN REQUESTS: “BEFORE START” CHECKLIST .................... The caveat..... NOTE 2: Here is a neat tip. ON Turn on the switch before you move the airplane or start the engines...... This means.. one NAV radio must remain in AUTO..... BIG 2 3 APU GENERATOR SWITCHES ................ OFF HYDRAULIC B PUMP SWITCHES ............................. ON NOTE 1: CHECK CURRENT DIRECTIVES FROM FAA/COMPANY REGARDING CENTER TANK PUMP SWITCHES......... ON AS DESIRED.. 4 HYDRAULIC A PUMP SWITCHES ...... 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............... FUEL PUMP SWITCHES .... but here are some thoughts: When referencing or navigating with the MAP display. of course.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY "SLASH 4" check 1 Turn on ALL #1 and #2 FUEL PUMPS....... If you have less than 1000# in the CENTER TANK............... CA 92593 ..... that one of the flight crew has to go outside and look at the wings....... consider taking off with the center tank pump OFF ..... SUGGESTION: CAPT be on “T/O” page F/O be on “INIT REF” page BOTH PILOTS: CDU PAGE .....

“READY FOR PUSHBACK. 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.. 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. 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.. You should NOT expect to hear the pushback guy acknowledge the pin in his dialog.. and CAPTAIN observes ALL DOOR LIGHTS OUT. COCKPIT DOOR ... BRAKES SET. STANDBY FOR PUSHBACK CLEARANCE.. CLEARED TO START (BOTH) ENGINES. “Ready for pushback.. it should look like this before you continue.... CLEARED TO START ENGINES........ verify the RED ANTI COLLISION LIGHTS ON. ROGER.. or CHIEF PURSER indicates that all the customers are seated and CABIN ready for departure.. DISCONNECT HEADSET..... PUSHBACK DIALOG The PUSHBACK senario is initiated by the GROUND PERSON. CLEARED TO PUSH... LOCK Check that the CABIN DOOR UNLOCKED light is off TOW BAR DISCONNECTED. CA 92593 . PRESSURE NORMAL.. PUSHBACK CLEARANCE (if req.... READY FOR A ONE/TWO PERSON PUSHBACK. OBTAIN Refer to FOM AIRPORT INFORMATION page LISTEN UP ! 737ver5126 737ver5127 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 68 © Mike Ray 2000 PO Box 1239 TEMECULA. “A” HYD pressure MUST BE ZERO. when these and PROCEDURES FOR STUDY AND REVIEW ONLY “A” FLIGHT ATTENDANT. WARNING: ANYTIME a tow bar is connected. F/O GETS PUSHBACK CLEARANCE AND READS IT BACK BEFORE PUSHBACK CHECKLIST ... Someone could be injured or equipment damaged! Here is a TIP for your oral.... then which system powers the nosewheel steering? Releasing the brakes (with the ENTRY DOORS closed) tells the ACARS that you have departed the gate. WATCH FOR SALUTE....” Before you MOVE the airplane or START THE ENGINES. COMPLETE ROGER... BRAKES SET. PRE-DEPARTURE CHECK COMPLETE.. BRAKES RELEASED.... GROUND TO COCKPIT.. Determine if it is a one or two person push.... THEN DO THE . 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... NOTE: This DOOR light-pack is on the overhead panel and ALL the door lights MUST BE OUT before you continue.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES then .. and GROUND GUY calls..).. DISCONNECTING. DO NOT do anything until you have BOTH the salute and the release from guidance.. if the A system must be disconnected when the nosewheel is restrained. SET BRAKES.” 3 things are complete: This is the “lite pack” on the main overhead panel . STANDING BY FOR PUSHBACK CLEARANCE..

.. ROTATION IF N1 NOT indicating … Discontinue start.. NO A I have heard some pilots use the gouge: 6 ” OIL PRESS ... ENGINE START LEVER ...%MAC 30-20-10 MAX EGT for ground start is 725 degrees C...... 30 PSI is the suggested min to start.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY ENGINE START FLOW for right brained pilots RUNWAY TAXI TURNOFF L R OFF OFF ON ON E X T E N D RETRACT CAPTAIN ANNOUNCES.....0 20 20 ENGINE START SWITCH . and 20 psi is the min DUCT PRESS after the start valve opens.. 3 0 11 9 12 0 0 OFF 15 18 21 24 27 3 0 DUCT PRESS ... verify I have heard some pilots use the gouge: 10 1 10 8 R-TO R-CLB CRZ G/A CON A/T LIM 2 START VALVE OPEN 1 UP 2 5 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 2 REVERSER UNLOCKED LOW OIL OIL FILTER PRESSURE BYPASS LOW OIL OIL FILTER PRESSURE BYPASS 4 75 6 80 100 120 140 160 180 3 4 5 6 7 8 9 10 11 12 TIP ! PRESSURE UP..%MAC 30-20-10 5 10 15 25 HORN CUTOUT 0 5 10 15 3 9 OVHT TEST R L 20 0 PSI L PACK HIGH ISOLATION VALVE CLOSE OFF AUTO OPEN AUTO OFF AUTO HIGH R PACK TRIP TRIP OFF TRIP TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF APL NOSE UP WING ANTI ICE WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE 30 40 APL NOSE UP OFF I ON OFF PARKING BRAKE PULL STAB TRIM FLAP DOWN CUT OUT APU ON 2 BLEED MANUAL AUTO FAIL OFF SCHED STANDBY DESCENT 1 2 737ver5128 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 33 . let the engine spool down below 20% N1 before re-engaging. FLAPS L 5 30... INCREASE within 10 Seconds ENGINE START SWITCH (at 46%N2) .. You can usually expect to start engines AFTER pushback.. 69 737ver5129 © Mike Ray 2000 PO Box 1239 TEMECULA.. “PACKS OFF ” F/O verifies duct pressure “sufficient” for starting... OFF TAKE-OFF CD .. “START LEFT (RIGHT) ENGINE. 25% or MAX MOTORING Max motoring occurs when the N2 stops increasing for 5 seconds or more. CA 92593 .2 N1 4 8 % RPM X 10 2 4 85............. AUTO DUCT PRESSURE .....0 4 3 AD F TIP ! “N 2.. stays “ZERO” % RPM X 10 4 28... ENGINE START LEVER TO ....... OFF ISOLATION VALVE ........ 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 3 4 0 0 2 150 OIL 100 50 TEMP 150 OIL -50 O 2 -50 O 0327 1633 DME-1 C 100 50 TEMP C ON PSI X 1000 DME-2 1 10 N2 8 0 2 10 N2 8 0 2 1/4 E RFL 1/4 E RFL AUTO BRAKE SYS B 2 BA 1/2 HYD QTY 3/4 1/2 HYD QTY 3/4 HYD SYS PRESS 4 0 VO R PSI X 1000 6 4 6 4 SYS A AUTO-BRAKE DISARM 1 2 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 8 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 4 8 PPH X B SYS 10 FF 00 6 4 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 1 2 FLAP STAB TRIM APL NOSE DOWN UP TAKE-OFF CD .6 2 % RPM X 10 6 00.....” 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...... IDLE Keep fingers on lever until N1 starts to move! N1 ... MAX EGT for ground start is 725 degrees C... CUTOUT NOTE: Sometimes the STARTER switch will disengage prematurely... L ON R OUTBOARD L ON R INBOARD IGN R OFF ON ON ON START SPEED BRAKE TEST 1 2 3 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 .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. Normally we start the left (#1) engine first to facilitate late baggage boarding.... INCREASES N2 ..4 10 4 00.. If that happens... DECREASES “A” HYD PRESS .8 TAT o KT C 300 250 PULL TO SET 1 230 KNOTS 9 200 00.. EGT ..... Possible “frozen” N1 rotor due to COLD wx or other mechanical problems..

...8 % RPM X 10 2 4 80 OIL 60 PRESS 40 PSI 8 0 100 0 2 80 OIL 60 PRESS 40 PSI L 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 . BEFORE TAKEOFF.. it is on the QRC and referred to as: GO TO THE QRC. wait until N2 below 20% to re-engage. IF NO EGT within 10 SECONDS … discontinue start. When we turn the start switch off manually..63 % RECIRC FAN OFF AUTO 40 60 80 100 “. then we suspect that this switch or associated magic is malfunctioning. 20 .. This is a 24/7 on-call maintenance person..” 1 START VALVE OPEN OVHT TEST 4 61. IF FUEL CONTROL LEVER is inadvertently shut off.. © Mike Ray 2000 Discussion: At 46% N2.. IF START SWITCH slips out of GRD..3 2 84. . at 46% N2. This is frequently …and I mean every day …confused with the “ABNORMAL ENGINE START” QRC procedure. DO NOT ADVANCE LEVER TO IDLE.. AND 3..... stabilized.. 710 .. CA 92593 ... 2...... LOW OIL PRESSURE: light does NOT go out... 3.... if the automatic thing does NOT AUTOMATICALLY click off......730 pph If everything returns to normal.......” What this means is that if you are at DEN in the middle of winter. No STABILE RPM: Fluxuating or increasing RPM beyond N1 22% or N2 63%. you do NOT have an emergency. a call to SAM would be A GREAT IDEA in order to arrange for possible deferral. START VALVE OPEN LIGHT GOES OFF (to confirm that start valve has closed).. REMEMBER: 1. there is a little secret switch in the N2 Tachometer gauge that causes some unknown and hidden things to happen.. These are just guidelines... If the Captain uses the ACARS to transmit an MRM he will be in non-compliance with SOP... you MUST properly record the malfunction in the logbook... If the starter valve does NOT cut-out automatically at 46%.. Here is a problem: Since MRM codes do not transmit on the ground..... 59 . If the start valve open light is inoperative:VERIFY DUCT PRESSURE RETURNS TO VALUE THAT EXISTED PRIOR TO START. then: 1.. Approx.. or SAL in the middle of summer … Could be a little different.” STARTING NOTES: 1..4 4 BOTH IGN L PULL TO SET IGN R 10 8 EGT 6 4 483 2 4 C X 100 0 2 EGT .. 5. or START VALVE LIGHT DOES NOT GO OUT … Then we have an EMERGENCY. GOOD CAPTAIN THOUGHT PROCESS BUT IF there is NO DUCT PRESSURE RECOVERY.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY ABNORMAL START STUFF ENGINE START COMPLETE when: The BIG starter sim problem ! This is a favorite Check-pilot situation.. What do you do? When START VALVE OPEN LIGHT GOES OUT.. FROZEN ENG: N1 doesn't move... they really LOVE this stuff... Also consider an MRM message and a possible logbook entry. DO NOT REOPEN in an attempt to restart. and agreement must be made with SAM regarding deferral (if Captain and Dispatcher are in agreement)... Suspect frozen. 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.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. NO STARTER CUTOUT: Does NOT have memory items. © Mike Ray 2000 737ver5130a PO Box 1239 TEMECULA... “NO STARTER CUTOUT. 25 psi While the airplane can (probably) be operated normally from this point. Failure of the starter switch to shut off automatically at 46% N2 is a normal procedure.If Engine start switch does not move to OFF. 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. sea level. one of which is to signal the starter valve to cut-out.. N1 10 4 85. 4.... INITIAL FUEL FLOW should be about 400 #/HR. 2.. or jammed engine rotors. BE ALERT !!! 737ver5131 published by UNIVERSITY of TEMECULA 70 Definitiion: SAM = System Area Maintenance. VERIFY DUCT PRESSURE INCREASES... ADVANCING START LEVER PREMATURELY can cause a HOT START.” Immediate action MEMORY step ABNORMAL ENGINE START Start lever . F/O announces “CUTOUT” N1 .. Here is the situation.3 2 10 N2 % RPM X 10 20 R L 0 PSI 0 2 L PACK 8 6 4 OFF AUTO HIGH ISOLATION VALVE CLOSE AUTO OFF AUTO HIGH R PACK 2 START VALVE OPEN 1 UP 2 5 10 15 25 40 30 REVERSER UNLOCKED LOW OIL OIL FILTER PRESSURE BYPASS LOW OIL OIL FILTER PRESSURE BYPASS FLAPS 12 10 8 RATE/USED 4 723 0 2 2 PPH FF 00 X 10 6 4 FUEL FLOW .2 N1 4 8 % RPM X 10 2 85. Go directly to the QRC. broken. 3.. MANUALLY POSITION SWITCH TO OFF at 46% N2: 2. PULL TO SET NOTE: These values are for a “Standard day.. The flight manual has this NORMAL PROCEDURE: ENGINE START GRD OFF CONT FLT GRD OFF CONT FLT 10 3 22..... 360 . ABNORMAL START: has memory item “START LEVER TO CUTOFF. There are NO MEMORY steps for this failure on the QRC checklist.510oC N2 ..

.. an Airplane Flight Log book write-up is required......... APU .................... then a write-up is NOT required................ 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... SET 28004 +0000 VOR LOC 310 ANTI-ICE HYD DOORS ENG OVERHEAD AIR COND 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....GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES 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 and PROCEDURES FOR STUDY AND REVIEW ONLY AFTER START STUFF CAPTAIN does 5 things: 1........... 3. ON Verify the LOW PRESSURE lights go OFF..........6 2... MASTER CAUTION SYSTEM ......3 ....0 18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET ........ ON/OFF MASTER CAUTION SYSTEM .. CA 92593 .. 2.4 I... OFF -0+ 400 OVERHEAT OVERHEAT 420 OVERHEAT OVERHEAT ON ON APU HOURMETER ELAPSED TIME -50 DC AMPS + 50 320 CPS FREQ ON ON L SIDE FLT CONTROL B A LOW QUANTITY LOW PRESSURE 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 .9 G R D AUTO CHECK DN 0F E EE T P 3 I 2 2... 4.......................MAX PRESS SCHEDULE 4 5 Verify ALL the lights out after recall........... ON/OFF iii liiiiliiiilii AC AMPERES RESET iil ii CROSS LOW LOW PRESSURE PRESSURE FUEL PUMPS L OFF ON CTR MAINT LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE AFT OFF ON 1 FWD C ON 2 3 2 1 TEMP 0 ...............................................4 4.... 20 110 120 AC VOLTS OFF 40 100 130 CONT CABIN 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 SUPPLY DUCT AIR TEMP PASS CABIN ALTERNATE FLAPS LOW LOW PRESSURE PRESSURE TR 1 BAT BAT BUS TR 2 TR 3 TEST OFF APU GEN GEN 1 GRD PWR STBY PWR CIRCUIT BREAKER GEN 2 INV TEST BRIGHT AIR MIX VALVE D HO HO HEAT COL COL T T OFF UP OFF SPOILER A B OFF OFF STBY PWR ARM DOWN OFF OFF ON GALLEY RESID VOLTS BRIGHT PANEL ON ON FEEL DIFF PRESS SPEED TRIM FAIL MACH TRIM FAIL AUTO SLAT FAIL LOW OIL PRESSURE HIGH OIL TEMP BAT ON AC STANDBY PWR OFF OFF YAW DAMPER YAW DAMPER STANDBY POWER LOW OIL PRESSURE HIGH OIL TEMP 2 OFF DUCT OVERHEAT 120 80 40 TEMP160 200 DUCT OVERHEAT 0 F AUTO NORMAL AUTO NORMAL OVERHEAT OVERHEAT LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE COOL COOL WARM WARM OFF MANUAL COOL COOL WARM WARM OFF MANUAL WING ANTI-ICE GND TEST ON OFF ENG ANTI-ICE OFF ON DUAL BLEED RAM DOOR FULL OPEN RAM DOOR FULL OPEN OFF ON DISCONNECT DISCONNECT BAT DRIVE TEMP RISE OFF AUTO EQUIP COOLING SUPPLY EXHAUST NORMAL OVERHEAT 1 2 RECIRC FAN OFF AUTO OVERHEAT LOW LOW PRESSURE PRESSURE R L IN DRIVE CAN BE RECONNECTED ONLY ON GRD 30 0 40 20 60 80 100 ALTERNATE OFF 10 RISE 20 OVHT TEST LOW LOW PRESSURE PRESSURE 10 RISE 20 0 ENG 1 OFF ON ELEC 2 ELEC 1 ON ENG 2 B L PACK 0 PSI 80 IN 120 40 GEN DRIVE OIL TEMP C 80 IN 120 40 GEN DRIVE OIL TEMP C EFI BOTH ON 1 BOTH ON 2 BOTH ON L IRS BOTH ON R 160 160 30 OFF OFF AUTO HIGH 3 NORMAL NORMAL iiiiliiiilii FUEL VALVE CLOSED -20 -40 li FUEL +20 TEMP ii 0 FUEL VALVE CLOSED +40 iii iii liiiiliiiil C i FILTER BYPASS VALVE OPEN FILTER BYPASS 1 50 100 0 EMER EXIT LIGHTS A 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 TRIP TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE The APU should be left ON during the ENGINE BLEEDS OFF takeoff... There are two problem areas: FIRST: If the generator trips off after EXTENDED periods of use...... ON APU .... SOP dictates that one pilot should not set up another pilots audio panel 737ver5132 © Mike Ray 2000 71 737ver5133 © Mike Ray 2000 PO Box 1239 TEMECULA....5 2 AB IN CLIM B 3 4 AC AMPERES 0 I00 F L T CAB FLT -............ RECALL LANDING OFF 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 OFF ON BAT OFF ON ON ON 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 A/P ENGAGE B CMD CWS MA COURSE AUDIO PANEL .3 ........... ON HYDRAULIC “A” PUMPS SWITCHES ..............0 5...4 7........ there have been some problems with the generators dropping off the line.........8 I......8 7.. SET NOTE: OK........4 3....... 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).. ENGINE GENERATOR SWITCHES ... SECOND: If the generator trips off or fails to come on with the first attempt....9 5....4 5. but functions normally on subsequent attempts....5 R 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 published by UNIVERSITY of TEMECULA 0 RETRACT ii l ON OFF OFF BUS TRANS TRANSFER BUS OFF BUS OFF GEN OFF BUS O F F A U T O NO FASTEN SMOKING BELTS TRANSFER BUS OFF BUS OFF TEST ERASE I ON APU ON 000 0 2 OFF AUTO ON HEADSET 600 OHMS BLEED MANUAL FEED APU GEN OFF BUS GEN OFF BUS ATTEND GRD CALL COCKPIT VOICE RECORDER AUTO FAIL OFF SCHED STANDBY DESCENT OFF ON OFF ON CALL R 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 I 9 50 40 35 30 25 0 2 CABIN ALT ALT HORN CUTOFF AUTO STANDBY MANUAL V A L V E C L O S E STBY 5 00350I S PU H 8 X 1000 FEET I0 4 3 DECR INCR CABIN RATE 20 7 6 I5 08250 001257 CABIN ALT 5 O P E N AC MAN DC FWD OFF AFT 6 5 4 7 EXH C X 100 8 50 0 100 150 200 PRESS DIFF LIMIT:TAKEOFF & LDG ......2 8....6 6....1 6...... ON Verify all the AMBER BUS OFF lights ....... 5....9 3. 1 ENGINE GENERATOR SWITCHES ... RECALL AUDIO PANEL ..... but note that running the APU without apparent reason is normally frowned on by the checkpeople........125 PSI I UP ....0 6..0 5...

........... AUTO ISOLATION VALVE SWITCHES ...... AUTO ISOLATION VALVE SWITCH ..3 ....... TEST............6 6............ PITOT HEAT SWITCHES ........ 5....................... OFF FLT/GRD SWITCH . then SET 9 FLT CONTROL B A LOW QUANTITY LOW PRESSURE 1.......................8 I......0 6........ 3 4 BOTH PACK SWITCHES ..0 5.. 7............9 5....... 8...... CHECK You only need to do this test if you expect to encounter icing conditions... ON APU BLEED SWITCH . AUTO BOTH ENGINE BLEED SWITCHES ...4 4....... ON ENGINE ANTI-ICE ...3 ... CA 92593 ......... FLT HYDRAULIC SYSTEMS PRESSURES .. 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.......4 5..2 8... ON -0+ -50 DC AMPS + 50 0 DC VOLTS 20 40 1 320 110 400 OVERHEAT OVERHEAT 420 OVERHEAT OVERHEAT ON ON CPS FREQ ON ON L SIDE 120 WINDOW HEAT OVHT FWD FWD R SIDE OFF ON F/O P/S 2 AUX STATIC CAPT STATIC 1 AUX P/S R ELEV PITOT R ALPHA VANE OFF ON CAPT P/S 1 AUX STATIC F/O STATIC 2 AUX P/S L ELEV PITOT L ALPHA VANE TEMP PROBE 100 AC VOLTS 130 PWR TEST PITOT STATIC A B OFF ON CONT CABIN ALTERNATE FLAPS LOW LOW PRESSURE PRESSURE TR 1 BAT BAT BUS TR 2 TR 3 TEST OFF APU GEN GEN 1 GRD PWR STBY PWR 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 0 OFF ON GALLEY RESID VOLTS BRIGHT PANEL F AUTO NORMAL AUTO NORMAL ON ON FEEL DIFF PRESS SPEED TRIM FAIL MACH TRIM FAIL AUTO SLAT FAIL LOW OIL PRESSURE HIGH OIL TEMP BAT ON OVERHEAT OVERHEAT COOL COOL WARM WARM OFF MANUAL COOL COOL WARM WARM OFF MANUAL AC STANDBY PWR OFF OFF LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE YAW DAMPER YAW DAMPER STANDBY POWER LOW OIL PRESSURE HIGH OIL TEMP WING ANTI-ICE GND TEST ON OFF ENG ANTI-ICE OFF ON DUAL BLEED RAM DOOR FULL OPEN RAM DOOR FULL OPEN 3 4 5 5 6 7 8 9 NOTE 1: Position to HIGH if more air conditioning is required...... 4. ON ENGINE ANTI-ICE ........ Now here is a little system review: Since the valves are operated by pneumatic air from the engine. OFF FLT/GRD SWITCH ..............................5 R E X T E N D L ON R OUTBOARD published by UNIVERSITY of TEMECULA 0 RETRACT ii l I ON APU ON 0 000 2 OFF AUTO ON HEADSET 600 OHMS BLEED MANUAL FEED ATTEND GRD CALL COCKPIT VOICE RECORDER AUTO FAIL OFF SCHED STANDBY DESCENT S PRE S 0 IFF 10 D PSI I 0 2 CABIN ALT ALT HORN CUTOFF AUTO STANDBY MANUAL V A L V E C L O S E STBY OFF ON OFF ON CALL 5 00350I S PU H RAIN REPELLENT GEN 2 L R AUTO BAT HIGH X 1000 FEET I0 4 3 DECR INCR CABIN RATE R GEN 1 APU GEN APU I5 08250 001257 CABIN ALT LOW OIL PRESSURE FAULT OVER SPEED OFF FWD OFF AFT 6 5 4 7 EXH C X 100 8 50 0 100 150 200 PRESS DIFF LIMIT:TAKEOFF & LDG ..0 18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET ...............................9 3...........125 PSI I UP ..0 5...... 6. 9.MAX PRESS SCHEDULE ANTI STROBE POSITION COLLISION OFF OFF ON BAT OFF ON ON ON WING OFF ON WHEEL WELL OFF ON IGN R START 8 737ver5134 737ver5135 © Mike Ray 2000 72 © Mike Ray 2000 PO Box 1239 TEMECULA.................... NOTE 2: Reposition switch to AUTO before doing the final items on the BEFORE TAKEOFF CHECKLIST... CHECK iii liiiiliiiilii iil ii CROSS LOW LOW PRESSURE PRESSURE FUEL PUMPS L OFF ON CTR MAINT LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE AFT OFF ON 1 FWD C ON 2 3 2 1 TEMP 0 .........6 2......... TEST/SET-UP BOTH PACK SWITCHES ......................... 2......5 AB IN CLIM AC AMPERES 0 I00 DN 0F E EE T P I LANDING OFF RUNWAY TAXI TURNOFF L R OFF OFF ON ON L ON R INBOARD 9 APU OFF GRD ON OFF ENGINE START CONT FLT GRD OFF 6 5 O P E N AC MAN DC 2 3 4 F L T CAB FLT -............... You put the switches ON and the lights go BRIGHT then DIM and the COWL ANTI-ICE lights should be OFF.8 7......4 I.......................................4 3.......... 3. FLT HYDRAULIC SYSTEM PRESSURES ... OFF OVERHEAT LOW LOW PRESSURE PRESSURE 20 40 60 80 100 10 RISE 20 0 DRIVE CAN BE RECONNECTED ONLY ON GRD 30 0 R L IN ALTERNATE OFF 10 RISE 20 OVHT TEST LOW LOW PRESSURE PRESSURE OFF ENG 1 OFF ON ELEC 2 ELEC 1 ON ENG 2 B 0 PSI 120 80 IN 40 GEN DRIVE OIL TEMP C 120 80 IN 40 GEN DRIVE OIL TEMP C EFI BOTH ON 1 BOTH ON 2 BOTH ON L 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 0 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 C i FILTER BYPASS VALVE OPEN FILTER BYPASS ON BUS TRANS TRANSFER BUS OFF BUS OFF GEN OFF BUS APU GEN OFF BUS O F F A U T O NO FASTEN SMOKING BELTS TRANSFER BUS OFF BUS OFF GEN OFF BUS 7 FWD ENTRY AFT ENTRY 9 50 40 35 30 25 8 20 7 6 A 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 FWD SERVICE AFT SERVICE WING ANTI ICE WING-BODY OVERHEAT BLEED TRIP OFF TRIP RESET PACK TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE OFF TEST ERASE OFF DUAL BLEED LIGHT .... OFF DUAL BLEED LIGHT .... COL D COL T OFF ON DISCONNECT DISCONNECT BAT DRIVE TEMP RISE OFF AUTO EQUIP COOLING SUPPLY EXHAUST NORMAL OVERHEAT 1 2 RECIRC FAN OFF AUTO APU BLEED SWITCH ................. AUTO BOTH ENGINE BLEED SWITCHES .....................4 7.......9 G R D AUTO CHECK BOTH IGN L CONT FLT B 3 2 2.........GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY More AFTER START STUFF FIRST OFFICER does 9 things: 1 2 PITOT HEAT SWITCHES ......1 6..........

...... WHEN: SALUTE. however. Set the brake and do what you have to do. 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.... even though you have a clearance and salute and release.. or Brand-X hasn't pushed a coupla feet and their tail is hanging out in the taxiway. that the CREW BUS isn't making a mad dash for the other side of the taxiway.. Be alert to the fact that the TOWER (Ground control) will probably not be in a position to actually see you. FLASHED TAXI LIGHT. using appropriate visual or verbal CLR skills that the Captain has heard and understands the taxi instructions. It is see and be seen. PARKING BRAKE Once again. inform the Captain of any discrepancy. Hey guys... ya hear.. PLEASE. and TAXI CLEARANCE: THEN (and only then) Now.. DO NOT MOVE THE JET until ALL ambiguity is resolved.. or some food truck isn't concentrating on his approach to another airplane and doesn't see you." Each pilot MUST set up their OWN panel.. They issue clearances to taxi predicated on whether or not you fit into their flow . OWN AUDIO PANELS It is considered BAD FORM to touch the other guys "AUDIO PANEL. you are allowed to move to the top of the alleyway without a "verbal" clearance from ATC or RAMP control..... 737ver5136 BIG TIME CAUTION © Mike Ray 2000 published by UNIVERSITY of TEMECULA 73 © Mike Ray 2000 PO Box 1239 TEMECULA. Usually a growl or grunt is considered sufficient.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY AT THIS POINT: WHEN: The jet's engines are running." F/O looks at the Captains audio panel and confirms that She (He) has the appropriate radio selected properly.. If there is ANY question.. if you are at some airports. CAPTAIN RELEASE ... Make certain.. but using your best CLR techniques. and RELEASE FROM GUIDANCE.... obviously. CA 92593 . DO NOT TOUCH. THEN you are ready to taxi: BOTH PILOTS SET UP . F/O CALLS ATC/RAMP for TAXI CLEARANCE F/O confirms.. Y'all be careful out there. NOT whether or not you are actually clear of obstructions and other airplanes. and salute. Captain sez: "TAXI CLEARANCE. flashed taxi light.. right here is where BAD STUFF can happen. and you've gotten your release..

NO ! If you do this … You will be talking to strange men in black at a long green table.” Then. If extensive ground delays. 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 !. DUH! If you sit there with the nose gear cranked around and try to move the jet. BUT I do NOT have a problem with the fact that they think there is a problem. consider shutting down one or both engines. CA 92593 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY THIS IS A SERMON. Use ADI for groundspeed readout. The stories are SO bizarre. 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. 737ver5138 DO NOT RELEASE PARKING BRAKE TOO SOON.. Flight attendant or cabin problems. I realize that you are wanting to beat Brand X.” BUT … This IS NOT the place to make up time. about a dozen ROCKET SCIENTISTS release the brakes with the pushback guy still in front of the airplane. Engine are only 18 inches above the ground. Some have actually released the brakes “HEAD DOWN” and rolled into whatever was in front of them.. or the tug are the most common. 10 knots maximum for turns greater than 45 degrees. do not be a ROCKET SCIENTIST! NO .” (Ground guy salutes and Captain responds by flashing the taxi light and observing the release signal) and … 2. and then start gentle turn with steering wheel. 737ver5137 NOTE: I just want to EMPHASIZE the point that this is a VERY dangerous place and you can easily KILL or MAIM someone. SET THE BRAKE . TRUST ME. 3.000 feet. and make certain it is set! "ANYTIME" the jet is stopped: SET THE PARKING BRAKE! WARNING Current airport diagram should be available. Be aware of blast effects from engines. and ONLY THEN. You will be writing letters and making reports until you get your job back. Ooooo NOT PRETTY! It is SOOOO easy to get distracted here with last minute clearances. obviously if you are in a congested area and the jet won't move . 3 min of taxi equals 1 min of flight fuel consumption.. On the sim-ride. “a release from guidance“. DISCUSSION: Every year. are you allowed to 4.. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 74 © Mike Ray 2000 PO Box 1239 TEMECULA.. that it staggers the imagination. PAY ATTENTION !!! 40% N2 MAX DO NOT . Hitting the towbar.. “I have a salute. If you cannot roll forward a little and then start your turn . THERE IS A PROBLEM!!! Here are their four steps: 1. or you just want to “get things going. or just plain rushing to make up time. TAXI speeds Keep below 30 knots 25 knots maximum for turns less than 45 degrees. HIGH SPEEDS TURNS may be executed up to 60 knots. “Taxi Clearance. IF LOW VISIBILITY IN EFFECT (SMGCS called “SMEGS” by check people) use the special chart available.. REVERSE THRUST to control taxi speed NOT AUTHORIZED!!!! TOTAL MAX takeoff plus taxi distance = 35. DO NOT run the risk of making a wake behind the jet. call someone and get clearance to push up the motors. I have a little problem with the way they have it set up. Release the parking brake. ARC of WINGTIP greater than NOSE. NOTE: The OFFICIAL Flight Manual recommends “FOUR DISTINCT STEPS” for this procedure. F/O should be prepared to STOP THE JET if necessary. TAXI CAUTION NOTES Use your head here. or get a taxi clearance during a lull in the Ground Control chatter.. that gear will act like a big brake. or pondering your navel. reprogramming the CDU. the CheckGuy will NOT BE HAPPY if you push 'em up beyond 40% N2. Start moving the airplane with nosegear straight ahead. ARC of TAIL greater than WINGTIP .

. YAW DAMPER YAW DAMPER . 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...... Then." It is NOT NECESSARY to restart the list from the beginning... CHECK .... Position indicator VERIFY . CALL DISPATCH via ARINC and get them to use their landline................ set the parking brake if practical and call for tow.. "BEFORE TAKEOFF" CHECKLIST .. 3000 psi allows approx. CHECK "BEFORE TAKEOFF" CHECKLIST ...... In the event one of the pilots is a midget....RWY DATA..... when you make your first radio call........... and wait.............." It is OK to complete it down to the "MANIFEST CHANGES" line........ 737ver5139 (F/O) WEIGHT MANIFEST .. If there is to be a delay... CABIN NOTIFICATION .... be alert to fluid and press indications. the little bar should move in opposition to the turn and then when the turn becomes constant. The checkride will probably include a TAXI event such as loss of fluid or pressure as an awareness item. you will be broadcasting to the people in the back instead of the controller . CHECK Captain turns the jet and watches the Yaw Damper indicator (located on center forward panel near the top) .... then FLAPS 5 is recommended.................. "COMPLETE to MANIFEST CHANGES" BOTH Captain and First Officer "Challenge and Response. If the new weights make the ATOG (top line of the CDU page PERF INIT) greater than the assumed ATOG......... so it is a good idea to monitor the PA when sending the signal... NOTE 2: Lesser flap selections result in fuel savings and noise reduction..... the bar should center.. this will check that they can reach the rudders at full extension (in case of engine failure)... NOTE: The crew count MUST BE EXACT! No tolerance allowed.. WHOOOOOPS! NOTE: To preclude this embarrassing event..... This gives the BEST performance in the event of engine failure... +2 © Mike Ray 2000 737ver5140 published by UNIVERSITY of TEMECULA 75 © Mike Ray 2000 PO Box 1239 TEMECULA..... 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..... if you don't get your comm panel set back up properly for talking to ATC....." NOTE: Here is the place where irritation and frustration can ruin an otherwise nice day............WT/BAL .. NOTE 3: If windshear or turbulence reported... Also.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY DURING TAXI STUFF FLAPS ........2... DO NOT CONTINUE WITHOUT THE "FINAL WEIGHT MANIFEST........ ............... tell ATC....... 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 .................... Another anomaly that develops is the PASSENGER COUNT: It must agree with the pre-departure count within +/.. If the weight and balance "numbers" are not forthcoming from Load Planning via the ACARS......... BE ALERT.... notify Flight Attendants via the PA: "FLIGHT ATTENDANTS........" APPROACHING THE ACTIVE RUNWAY about 5 MINUTES PRIOR TO T/O About 2 minutes prior to take-off.. 2 HYD BRAKE PRESS 3 4 0 PSI X 1000 1 ........ LE FLAPS EXT light ON NOTE 1: FLAPS 1 is recommended..... Obese or pregnant pilots should be able to tolerate full back yoke movement.... “COMPLETE to THE FINAL ITEMS" BOTH PILOTS should "get on the controls" while the Captain moves them "gently" through their "FULL" range of movement. finish off the checklist "to the FINAL ITEMS line.continuously during taxi.. you can get a NEW reduced TAKE-OFF THRUST DATA by the ACARS: PREFLIGHT ..." If necessary.. CA 92593 .... If you should lose hydraulics.... When the "weights" are (finally) received via ACARS from Load Planning and are checked and set on the PERF PAGE of the CDU: then....... COMPLETE PREPARE FOR TAKE-OFF.............. park the jet. TO THE LINE.. 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... most pilots use the PA MIC (handset) to make their announcements to the cabin.. SET Move the flaps to the T/O position..... It is allowable for the Captain to ask for the "BEFORE TAKEOFF CHECKLIST .

......." 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 A/P ENGAGE B CMD CWS MA COURSE 28004 +0000 VOR LOC 310 ANTI-ICE HYD DOORS ENG OVERHEAD AIR COND 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 . It continues to happen...... select desired range for departure.... Guess what ..... it is considered IMPORTANT that at least one NAV RADIO be in AUTO....... HSI MAP verification ....... accomplish FMC POS UPDATE....... CA 92593 ... it is the Captain's responsibility NOT to enter the confines of an active runway without a proper clearance from the Tower.. 737ver5141 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 76 © Mike Ray 2000 PO Box 1239 TEMECULA... which includes FINAL WEIGHTS. the Captain should not enter the active runway unless he is prepared for takeoff... CONTINUOUS 5 MASTER CAUTION .......... pull off and set the parking brake and get everything ready and all problems resolved. While there are no "REQUIRED" settings......... F/O With 10 or 20 mile range selected.... verify airplane position and depicted runway are reasonable. Don’t be one of the brain surgeons that gets airborn and can’t make the glass magic work.... If you are using the MAP display (normal situation)........... ON (normally) 2 PACK SWITCHES .... PLEASE......... 4 ENG START SWITCHES ...... After check complete........... stop the airplane and (if necessary) re-align the FMC.. it is generally considered appropriate for the PNF to have the DIR/INTC selected... all appropriate systems operating properly............... 737ver5142 NAV RADIO (at least one) ...... "COMPLETE THE FINAL ITEMS ON THE BEFORE TAKEOFF CHECKLIST.. NOTE: Displaying the PROGRESS page is recommended to confirm radio updating. In the simulator. there are NO BROWNIE POINTS for taking off without being totally prepared... ACCOMPLISH... and VERIFY "TFC" is displayed on BOTH HSIs............ ARM (normal) or OFF PRIOR TO THE ACTIVE RUNWAY F/O Two steps: FMC POSITION ...... TA/RA Press BOTH Captains and F/O TFC button... F/O does 1 ENG BLEED ... things 6 CDU pages . 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 . Pull off the runway.. RECALL 6 TRANSPONDER . UPDATE At this point....... CHECKLISTS COMPLETED. First: go to TAKEOFF PAGE of the CDU and verify that the correct runway is installed.............. ON (normally) 3 APU BLEED ........... AUTOTHROTTLE .. ATC CLEARANCE.. PERIOD!!! The First Officer does BOTH the CHALLENGE and RESPONSE ALOUD for the "FINAL ITEMS" part of the checklist................ "CONFESS" if not ready..... then Second: As near to the end of the runway as possible.......... the Check guy L-O-V-E-S to push you into a premature departure.....GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY CAPTAIN THEN SAYS...... It is also the Captain's responsibility NOT to cross the "HOLD SHORT" line with any part of the airplane without clearance.. Remember. DO NOT TAKEOFF ! SUSPECT that the WRONG RUNWAY has been programmed into the FMC.. 1 CAPT does thing 1 Of course..... 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.................. AUTO. COMPLETE This checklist MUST be completed in its entirety BEFORE you start rolling the jet . PNF SELECT DIR/INTC. And further.. and ALL AMBIGUITIES regarding takeoff RESOLVED.............

It is more than likely that the check person has introduced something into the environment which might affect the takeoff in a negative way. an ALTERNA or a different or additional TE alternate is added to the flight release.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY BEFORE WE TAKE-OFF We must take a moment at this point in the checkride to evaluate the situation. 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 after dispatch. that alternate must be written on your original FLIGHT RELEASE DOCUMENT. 737F24. A consideration on takeoff is whether or not you can return and land at the same airport.cdr 737ver5143 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 77 © Mike Ray 2000 PO Box 1239 TEMECULA. If you decide to designate a TAKEOFF alternate AFTER filing your release. CA 92593 . If you cannot. you MUST have the concurrence of the DISPA TCHER and write that alternate on your original copy of the FLIGHT RELEASE DOCUMENT.

.. AIRCRAFT SYSTEMS NOT READY: Either checklist NOT completed. If clutter exists. published by UNIVERSITY of TEMECULA 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 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 TAKE-OFF CD . so these reference page numbers may be in error.%MAC 30-20-10 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... NOTE 1: using CLUTTER CRITERIA REQUIRES that you put the new clutter airspeeds on the AIRSPEED INDICATOR..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY SOME MORE TAKEOFF STUFF If TAKE-OFF WARNING HORN sounds before the airplane is commited to takeoff. TAKE-OFF CD ... NO SIREEE. it is NOT possible for a mere human pilot to keep up with the change monster at Training Central . over 1/2 inch WET SNOW ... A/C ON GROUND. TE FLAPS NOT in the T/O RANGE....... or Warning light or horn... but due to a headwind... Thanks a lot! The rub here is that you could be looking at more than 90 knots on the airspeed indicator.. Therefore. If throttles are pulled to IDLE....%MAC 30-20-10 DISCUSSION about the RTO (REJECTED TAKEOFF AUTOBRAKE).. PC ORAL QUESTION! ALL WX-43 STUFF: Captain is to make the first 10 take-offs and landings after IOE... SPEED BRAKE lever NOT in the DOWN DETENT. Between 60 and 90 KNOTS "Wheel" speed. This mode is not like the regular "RAMP" where you push the brake pedal and the deceleration mode operates.. 737ver5144 THROTTLES are retarded to IDLE and "WHEEL SPEED" above 90 knots. (FOM page ALL WX -72) WEIGHT of AIRPLANE TOO GREAT for the existing runway conditions.. expect the checkguy 737ver5145 Obviously. the RTO has three active modes: Below 60 KNOTS "Wheel" speed. Flight Attendants NOT ready.. The RTO is a marvelous piece of engineering . AND: some legal reasons NOT TO TAKEOFF MICROBURST: The #1 reason NOT TO T/O is a MICROBURST report from ATC. DO NOT TAKE-OFF if: STANDING WATER .. less than (the amounts listed in the definition above) are not considered clutter and no weight or V speed restrictions are required.. and it applies brakes IMMEDIATELY and FULLY when: It is NOT a decelerate rate modulated event.. APPLY THE BRAKES MANUALLY. the takeoff should be discontinued and the problem corrected.... NOTE 2: Captain is supposed to make the takeoff....... PARKING BRAKE is SET.. DO NOT EVEN TOUCH THE BRAKES.. you just push the brakes for 2 seconds and the brakes deselect! If this happens to you .. CA 92593 .. 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. over 1/2 inch SLUSH . NOTHING ELSE.. there are pages in the Flight Manual to figure out what adjustments are necessary... What causes the TAKEOFF WARNING HORN to sound? THROTTLES ADVANCED. Pull the throttles to idle and you get AUTOMATIC MAXIMUM BRAKING!!! Here is the CAVEAT .... TAILWIND EXCEEDS 10 Knots. over 1 inch DRY SNOW . NOTHING HAPPENS...438 limitations.. you may get "NO RTO. WARNING to ask questions about this stuff! © Mike Ray 2000 78 © Mike Ray 2000 PO Box 1239 TEMECULA. the "AUTOBRAKE DISARM" light comes ON ........ LE FLAPS NOT EXTENDED. TRANSIT EXT FULL EXT LE DEVICES 1 2 FLAPS 3 4 TRANSIT EXT FULL EXT 1 2 1 2 3 TEST SLATS 4 5 6 SLATS Further. Captain or F/O under 100 hours and It takes a Captain under 300 hours LAWYER to have restrictions outlined on that page.. it is MAX BRAKING IMMEDIATELY! For some weird reason.." Above 90 KNOTS "Wheel" speed. LANDING: Captain will always make the landing it the VISIBILITY LESS THAN 1/2 MILE (1800 RVR). 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 5 STAB TRIMNOT in the GREEN BAND (T/O band). read these There are also some EXEMPTION 5549 pages! stuff and FAR PART 121.

.... 3 TO/GA SWITCH ............ CAPT turns on 3 sets of lights 1 2 3 2 RUNWAY TURNOFF LIGHTS . " I (you) have the aircraft.... AS REQ...... THE TRANSFER OF CONTROL COUPLED WITH THE "BRAKES STATEMENT" IS IMPORTANT... the PARKING BRAKES are RELEASED...... Don't wind up in the canal................ or did you forget....... CA 92593 . Particularly on a slippery wet or icy runway.. CLEARED FOR TAKE-OFF HEADING SELECTOR .. THR HLD will be annunciated and THE THROTTLES WILL NOT ADVANCE!!!! YIPE! F/O STROBE LIGHTS ........... PF says. or continue to aimlessly roll down the runway before adding power ...... As a result..... or maybe it is inop?)...." PROBLEM TWO 737ver5146 737ver5147 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 79 © Mike Ray 2000 PO Box 1239 TEMECULA.... E X T E N D RETRACT LANDING OFF 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 START PF 1 PARKING BRAKE ... ON Anytime the airplane crosses a hold short line or transits any runway environment. 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.. 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 .. This can take up to 5 seconds. It is attempted all the time in the simulator.. on the takeoff end of runways around the world are BIG RUBBER SKID marks caused by 737 pilots cramming on the power TOO RAPIDLY .. You MUST wait for the N1s to stabilize before pushing them towards target N1... RELEASED THROTTLES . 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........ there may be confusion as to "who has the brakes. The technique seems to be: ADVANCE the throttles smoothly to about 40% N1 and allow them to stabilize........ each guy thinking the other "has the brakes.. First..................... it is possible to TAKE-OFF WITH THE BRAKES SET.. and even done a coupla times out on the line.. the PARKING BRAKES are SET (RELEASED)... PUSH PNF TO/GA has a coupla problems... ......” NOTE: If the airplane attains a speed of 80 knots BEFORE TO/GA is depressed. ON 2 OUTBOARD LANDING LIGHTS . 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.. it is possible to dribble off the runway... " I have the aircraft... PROBLEM ONE 3 2 1 When "CLEARED FOR TAKEOFF" .... SET Set in the assigned heading or runway heading......." 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...... FIRST. it may or may not actually move the throttles to the correct (full) TAKE-OFF N1......GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY CLEARED ONTO RUNWAY BEGINNING TAKE-OFF CAPT says.. YIPE!!! Gee. DUH..................... What's that horn? THIRD....................... ON 2 INBOARD LANDING LIGHTS ........... "GET YOUR COTTON' PICKIN' HAND OFF THE STEERING WHEEL. or it could actually be broken.... One reason is that a strong headwind will fake it out.. these lights should be ON. ADVANCE 2 The CFM56-3 engine is a marvel of technology ..... ON WING LIGHTS ......

. TAILSTRIKE DANGER ! CAUTION Confirms “POSITIVE CLIMB. CALLOUTS At 80 KNOTS.....7 % RPM X 10 2 4 10 8 LOOK at TWO things: PULL TO SET VERIFY PROPER THRUST IS SET. There will be a slight hesitation at that point caused by the wing affecting the stabilizer as the nose comes up.4 4 94. TECHNIQUE: As airspeed approaches V1.. Adjust the pitch to maintain V2+20 knots up to flap retraction altitude.. at LIFTOFF...... 10 5 94... ROTATION TECHNIQUE: at VR. caused by leaving the LANDING BUGS on the AIRSPEED INDICATOR from the last leg. AFT FUSELAGE CLEARANCE: A flaps 1 takeoff yields the LEAST clearance.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY .. GEAR UP.... CA 92593 . continue rotation smoothly to 18 degrees (or whatever holds V2+20). The usual cause for a TAILSTRIKE (aft fuselage contact) is EARL ROTATION Y (prior to VR).. and raises the gear handle...... Remember. CALLS FOR ..... Do not exceed 25 degrees. rotate to the initial body attitude of 9-10 degrees.... 3 o CAUTION: DO NOT EXCEED 4 DEGREES PER SECOND ROTATION. "80 KNOTS. ESTABLISH HOW TO ROTATE 13 o 14 PF PNF o -300 AFT FUSELAGE will contact the earth at approximately 13 degrees if liftoff has not occurred.. The reason that a crew of Rocket Scientists would rotate early is that they use the WRONG BUG SPEEDS. THRUST SET. LIGHTING NOTE: Adjust BOTH integral and background lights for NIGHT TAKEOFFS if one system should lose power.....” ... 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. move the yoke aft from a position slightly forward of neutral to allow smooth rotation to BEGIN at VR.... GEAR UP. ADD AIRSPEED to rotation and initial climbout.... the Captain’s hand is to be removed from the throttles.. After lift-off. that both pilots be aware of the TARGET N1 before advancing the throttles. continue the rotation to a climb attitude of 18-20 degrees... state firmly. -500 AFT FUSELAGE will contact the earth at approximately 13 degrees if liftoff has not occurred... the FMC AUTOMATIC SETTING IS DISABLED! YIPE!!! PNF AIRSPEED . FLAP v." N1 If STALL WARNING/STICK SHAKER sounds after the airplane is commited to takeoff and ability to ABORT is in doubt . rotate smoothly to an initial body attitude of 10 degrees.. “POSITIVE CLIMB. “V” SPEED CALLOUTS: The V1 callout is to be made as the airspeed needle passes 5 knots prior to the calculated V1 speed....” BOTH PILOTS MUST confirm that BOTH the BAROMETRIC ALTIMETER and the IVSI indicate a positive rate of climb. RESIST the temptation to put your hands back on the throttles and initiate an abort after the “GO/NO GO” decision has been made.. Consider a flaps 5 takeoff when at light gross weights. it is possible that if the MANUAL SET KNOB is inadvertantly pulled out. and MUST be completed by the time that the needle passes the calculated V1speed. at 80 KNOTS NOTE: It is essential. CROSS-CHECK AIRSPEED INDICATORS.. After the V1 callout is made. At VR.. 737ver5148 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 80 © Mike Ray 2000 PO Box 1239 TEMECULA. NOT GOOD!!! TAILSTRIKE !!! PF INITIAL CLIMB (ROTATION). AT 10 DEGREES THE SPOILERS BEGIN TO DEPLOY AND COULD COMPROMISE TAKEOFF PERFORMANCE... when flying this little rascal.

ENGINE FAILURE AFTER V2 ("V2 CUT") This is normally NOT a part of the check-ride. You can use the thrust to your advantage. there are events that could trigger it. and you can bet your bippy." And it is true in the real world. they have to observe you do a "normal" takeoff and climbout. and then PUSH RUDDER PEDAL UNDER LOWER YOKE HORN.. Modify it as you go to meet the needs of the problem. When the Checkguy sees your hand come off the thrust levers . Terminating the take-off at this point is going to get you BIG BROWNIE POINTS. and you will very quickly transition into the HIGH SPEED ABORT zone . just enjoy it. NORMAL TAKEOFF . HIGH SPEED ABORT HIGH SPEED ABORT only for "BELLS. don't be surprised when it happens. Checkguys LOVE to hear that stuff in the "BEFORE TAKEOFF BRIEF . as soon as you are ABSOLUTELY CERTAIN which rudder to push. The Captain WILL remove her (his) hand from the THRUST LEVERS.. 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. So. And it is a FAVORITE ploy to display some meaningless message on the forward display during the takeoff roll. like everything else. the airplane accelerates very rapidly. here is the gouge ...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY GET READY . There will be NO RTO. Believe it or not. 1. One recommendation: If you have a FIRE INDICATION. Here's the rub. feed it in and trim it up. ENGINE FAILURE AFTER V1 ("V1 CUT") At a point about 5 KNOTS prior to V1 . However. it is NOT engraved in stone. 1.. Fly on up to 500 feet and pushover before you get all involved in the QRC items. 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. but. CA 92593 . and then a couple of eyeblinks for you to notice it .. ONE of these Let's break the options out and look at them in isolation.. 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.. So. make up your mind that you are going to stop for about anything below 80 knots. anytime you are in the power up phase or just beginning your take-off roll. will take a couple of seconds to develop to a spooldown. do not be in a hurry to shut it down. I guess that they could give you something like that in the sim.. if ANYTHING doesn't look exactly right. Transition to the V1 CUT profile. I think you should expect swerves and bells.” This is THE MOST DANGEROUS EVOLUTION IN AVIATION. sticking my neck out here) but normally on a check-ride one should 4. you will be given some annoying low speed indication.. WHEEEEEW!!! And if you get the checkpilot from HELL. it does get hairy. 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. CHECK GUYS LOVE THIS ! 5. Then. stop the take-off. 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 . and trying to stop for some annoying piddly problem above about 80 KNOTS is a MAJOR BOO-BOO. FIVE TAKE-OFF SCENARIOS LOW SPEED ABORT 3. etc. depending on the selection made by the Checkguy. but sometimes. that during a checkride.. The BIGGEST PROBLEM in this situation is the pilot pushing the WRONG RUDDER!!! YIPE! So. NOTE: NOTE: 2. in the simulator. OF COURSE. but . DONOT USE REVERSE... SWERVES. 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 published by UNIVERSITY of TEMECULA 81 PO Box 1239 TEMECULA. if the Checkguy screws up and the V1 cut occurs too late and you are already rotating . You will be expected to control the airplane and not hit the earth. IF an engine fails. He (She) is springloaded to ruin your life... 2. OR THE AIRPLANE TALKS BEFORE V1. 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 I am.. This can be triggered by ANYTHING. of course." Is about to occur... A low speed abort is "NO BIG DEAL.

...... 90 knots to V1 .. DO NOT try to put the bird BACK ON THE RUNWAY ........... GO-GO-GO! 1 THROTTLE LEVERS .. Generally NOT considered a high speed abort....... DEPRESS TWICE 3 REVERSE THRUST .. and you should consider carefully whether or not a HIGH SPEED ABORT is really the most appropriate response................ NOTE If FLIGHT ATTENDANTS do not receive guidance LOOK at1:TWO things: from the cockpit... CAPTAIN DOES 3 things: CAPTAIN DOES 4 things: IF ENGINE FAILURE DO NOT USE REVERSE THRUST BELOW 80 KNOTS ! The reasons: FIRST.............. or getting out some chart or graph unless maximum braking was used (Not likely to have occurred)...... DEPRESS TWICE 3 BRAKES ... Some stuff occurs such as THR HOLD annunciated on ADI at 64 knots (84 knots on some airplanes) and PNF makes 80 knot callout........... The company prefers that if it will fly...... NOTE 1: After a LOW SPEED ABORT. There will be NO REQUIREMENT for BRAKE COOLING.. if a loss of one engine is involved. catching fire.... expect FOD damage at this low airspeed (a virtual vacuum cleaner)...... Spoilers deployed......... PA ... 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 ...... 2 PA ....... 60 to 90 knots . APPLY (Max if needed) 4 BRAKES .. and AUTOBRAKE DISARM light is displayed... Consider calling Fire Department.......... DO NOT set parking brake.. SECOND...... NO RTO...... and generally wind up having a lousy day...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES THE CAPTAIN MAKES ALL ABORTS ! and PROCEDURES FOR STUDY AND REVIEW ONLY THE CAPTAIN MAKES ALL ABORTS ! LOW SPEED ABORT A LOW SPEED ABORT is generally considered a non-event.. NOTE 1: If FLIGHT ATTENDANTS do not receive guidance from the cockpit......... BROADCAST something appropriate such as: "REMAIN SEATED" or If airplane is stopped and evacuation appropriate: "RELEASE SEAT BELTS AND GET OUT!". IDLE 2 AUTOTHROTTLE BUTTONS on THROTTLES ..... pilots can really screw things up by pulling the good engine into reverse.... HIGH SPEED ABORT DISCUSSION: This evolution is the MOST DANGEROUS event in civil aviation........... IDLE 2 AUTOTHROTTLE BUTTONS on THROTTLES ........... GO! but........ NOTE 2: Just what is a HIGH SPEED ABORT? Here are some thoughts: at 60 knots .... Tell them what you are doing. © Mike Ray 2000 published by UNIVERSITY of TEMECULA © Mike Ray 2000 PO Box 1239 TEMECULA.... CA 92593 .. NO RTO..... if the problem is an ENG FIRE or FAILURE before V1 ... They will initiate evacuation on their own... no maximum braking required.. You will get RTO and that is definitely MAX BRAKING. verify RTO applied (DO NOT TOUCH)..... 1 THROTTLE LEVERS ....... APPLY MANUALLY NOTE 1: There will be NO RTO below 90 KIAS wheelspeed. Consult charts in book for cooling time... using reverse thrust at this low airspeed will put you in a control situation and you will run off the runway...... running off the runway.. This is the HIGH SPEED ABORT ZONE.. If you have a single engine situation...... APPLYMAXIMUM MANUAL BRAKING! 1 CALL TOWER ..... Taxi or have airplane towed to remote spot... BROADCAST something appropriate such as: 3 "REMAIN SEATED" or If airplane stopped and it is appropriate: "RELEASE SEAT BELTS AND GET OUT!"... or calling for the fire department....... STOP! Once your hands are off the throttles or you have started rotation. 737ver5152 F/O DOES 2 things: 1 CALL TOWER .. DO NOT taxi until adjusted cooling time................ Tell them what you are doing... evaluate the situation and consider whether another takeoff attempt is appropriate....... burning up... going to a remote location for an inspection............... When you get stopped you must: Evaluate ability to exit runway.. They will initiate evacuation on their own..... sucking up a ton of dirt.......... F/O DOES 3 things: BIG ITEMS 82 on the CHECKRIDE. The questionable zone........... 2 VERIFY . BUT .

SET “canned airspeeds appropriate for flaps/weight... line select .e. 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. WARNING NOTE: Tailstrike will occur at © Mike Ray 2000 published by UNIVERSITY of TEMECULA 83 © Mike Ray 2000 PO Box 1239 TEMECULA. 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.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. A/C MUST be in trim ! 4 6 @ POSITIVE CLIMB: "GEAR UP" 12. N1 LIMIT PAGE 2.. 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. TIP! NOTIFY TOWER "ENGINE FAILURE" if "T" page give heading. CA 92593 . 14o(500) pitch.5 degrees While on GROUND CONTROL HEADING WITH RUDDER 1 140 9 120 R Keep nose coming over use IVSI . Select. here are some additional suggestions and interpretations that I am putting forth for your consideration. CON 3. 1 . 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).5 1 4 2 TIP! 20 20 10 20 10 ROTATE 160 12..5 THR HLD TO/GA HDG SEL FD 180 0 1000 FPM . "THINK LEVEL” about 8 degrees pitch FOLLOW THE FLIGHT DIRECTOR ! 8 10 HOW TO SET MCT WITH ENGINE OUT..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY "V1 CUT" .5 TIP! 2 VERTICAL SPEED Start at ~10 degrees pitch @1000 FT Autopilot OK.. 1.

there will be lots of stick shaker and jet will stall. While I realize that there have been real world situations where aborts after V1 have been successfully accomplished . things can turn into a can of worms very quickly. Further. FYI: Max Tire Speed is 196 KTS. an abort after V1 is NOT an activity you want to be talking about in the debrief.. Re-inventing the wheel each time is nonsense and makes you look like some kind of geek. but if we are not aware of the differing pull pressures we can: (1) Rotate too smartly and drag the tail. but I GUARANTEE that when the PNF yells ” “ your first instinct is to pull back on the yoke. but it is a plan.” It may not be the best plan or even a good plan . there is a “plan. the jet will head out across the infield like a scared rabbit and you will be doing a repeat of the maneuver. resulting in contact with mother earth.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY “V1” CUT technical details DISCUSSION: Arguably the MOST BUSTED thing on the check-ride. Do not attempt to make any more than little bitty rudder movements to correct. GOOF-UP number 5: NO PREPARED PROCEDURE When you initiate this evolution. and so it is NOT NECESSARY to know which engine has failed. Attempts to abort after V1 are always a disaster in the sim. the rudder losing effectiveness. GOOF-UP number 3: ROTATES BEFORE VR ! ENGINE FAILURE! This may seem stupid. and actually impress the check-person. GOOF-UP number 4: IMPROPER ROTATION TECHNIQUE When you initiate the rotation. results in a loss of airspeed. YIPE ! When the nosewheel is on the runway. © Mike Ray 2000 The V1 cut maneuver is going to happen on your checkride. Keep the nose firmly planted on the runway and wait until after VR.. the heading slewing into the bad engine. there simply MUST be a well thought out plan for completing the necessary steps. 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. It is my opinion that keeping the nosewheel on the ground for a coupla seconds after VR will actually help this maneuver. RIGHT ruder makes the nose go right. the airplane will have a tendency to hesitate at about 8-10 degrees. you can count on it. The rudder is very effective on this airplane.” 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.. (2) Not complete the rotation to the required 12. The tail will contact the earth IF you exceed about 13 degrees (-300) or 15 degrees (-500) while still on the ground. and certainly one of the MOST challenging events in the check scenario. you merely keep the nose going down the runway.. TIP! For you Captains. So be prepared. CA 92593 . you know that you will have to demonstrate a “MAX WEIGHT TAKEOFF WITH V1 CUT so don’t be off in . if the pitch remains too high. A STALL IS NOT GOOD! GOOF-UP number 1: ABORTS AFTER V1 5 V1 CUT GOOF-UPs When you are charging down the runway. This is because the wing will interfere with (blank out) the airflow to the stabilizer. On the previous pages. CFIT IS NOT GOOD! or (3) Adding the extra pressure and holding it in too long and exceeding the 12. hanging up at 8 to 10 degrees. published by UNIVERSITY of TEMECULA 84 © Mike Ray 2000 PO Box 1239 TEMECULA. in the sim.. GOOF-UP number 2: PUSHES WRONG RUDDER. If you do that. LOCK YOUR LEG as soon as you get it going the direction you want. 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.5 degrees in a smooth and expeditious manner. This all happens very quickly. and LEFT rudder makes the nose go left.. PUSH the rudder so that nose of the airplane goes in the direction you want it to go.5 degrees .. 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. but in Fantasyland. SO: Do not rotate at the point where the engine failure occurs or when the PNF yells. A TAILSTRIKE is NOT GOOD. 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. and the airplane is still on the ground: RUDDER is the most important control. The airplane “more or less” flies level at 8 to 10 degrees. In a catastrophic engine failure at V1. and you reach V1: TAKE YOUR HANDS OFF THE THROTTLE AND DON’T PUT THEM BACK. there should be NO QUESTION and it will take “ALMOST” full rudder extension to keep the airplane aligned with the runway.. 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. Here are some tips to help you achieve success .

if the checkpilot inadvertently pushes the secret “loss of engine” button on the panel in the back of the sim just a little late. CRASHING. 737ver5158 The bottom part is referred to as the “SKY POINTER.. then you can trim out the rudder pressures. shutting down an engine. Because this happens with a surprising frequency. but the ailerons are adequate to keep the jet right side up. and be unable to maintain your separation from the earth. but once airborne. The amount of rudder will be about 1/2 that used for a V1 cut.. or if engine is shut down “in the air” (IFSD or inflight shutdown). STEP 1 ENGINE FIRE AFTER V1 SECOND ... STEP TWO: Push the rudder on the “DOWN” horn side.. STEP ONE: Roll the aileron towards the sky pointer to determine which yoke horn is down. If you “HOLD” the rudder trim knob. It is NOT recommended for use as an indicator during an “upset” scenario. the following technique has been proposed.. it takes about 15-20 seconds to trim out the pressure. 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).. No brownie points. even though it may have been the instructor pilots “fault. This is a difficult situation for the pilot to resolve effectively and cleanly. Be prepared.. BUT YOU CRASH! Not good.. The rudder is the primary source of directional control while on the ground. CA 92593 ..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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 E 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.” It ALWAYS points to the SKY .” When they match up they look like an .” it is still expected that you will keep some part of the jet from impacting the earth. 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. PILOTS PUSHING THE WRONG RUDDER. then the engine fails as or after the nose gear starts is lift off. NOTE: Some check airman have been trained in HELLand feel this is a legitimate simulator event.. The BIGGEST consideration here is CFIT (Controlled Flight Into Terrain) or .” This IS given regularly and deserves some pre-thinking on your part. STEP 2 STEP 3 737ver5159 STEP THREE: When you have the time.. then the control of the airplane is accomplished using a combination of rudder and aileron. 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. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 85 © Mike Ray 2000 PO Box 1239 TEMECULA. I mean by that. So. However. creating a single engine situation. there is no provision for the pilot (you) NOT being able to keep the airplane from contacting the earth .. These two opposing triangular pointers are referred to as the “HOUR GLASS.. It is not a “ENGINE OUT or SINGLE ENGINE” event yet.. The airplane yaws a little. Some instructors teach that the pilot should not use “any” rudder during this first step. Even if you shut down the engine exactly by the book . but probably producing takeoff thrust. 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 . The absolutely terrifying “ENGINE FIRE AFTER V1. The biggest problem with the “V2 cut” is: LATE V1 CUT FIRST . You push until the yoke horn is level.

RECOVER to a slightly nose low altitude.” 2. Sad to say. THEN LET NOSE FALL TOWARDS THE HORIZON. At lift-off from the runway. CROSSCHECK the attitude indicators. Here is what the company has devised. CA 92593 . Here are the 7 “OFFICIAL” steps. CALL OUT “ATTITUDE. 5. 6. ADJUST PITCH.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY IF UNCONTROLLABLE DISCUSSION: PITCH-UP ROLL TOWARDS 90 degrees. UNLOAD AIRPLANE (Increase bank towards 60 degrees . BANK and POWER to complete recovery and re-establish desired attitude. DISCONNECT: AUTOPILOT AUTOTHROTTLE 4.do not exceed 90 degrees . .. Adjust pitch as necessary to avoid stall/stall warning. ALLOW NOSE TO FALL towards horizon. 7.what do you do ? It actually has happened to civil airliners the past… several times that I can remember.. 1. the airplane’s nose pitched up uncontrollably and even full yoke forward pressure was ineffective in restoring control. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 86 © Mike Ray 2000 PO Box 1239 TEMECULA.. YOU NEED A PLAN .. 3. 8. none of those crews had a plan for this eventuality.to aid in pitch reduction. ROLL WINGS LEVEL as the pitch attitude approaches/passes horizon.

and COORDINATE rudder and aileron TOWARDS the SKY POINTER to ROLL THE WINGS LEVEL. however. U P S ET THR HLD TO/GA HDG SEL FD 180 If in an “EXTREME” bank alttitude. the ADI indicates that the sky-pointer is on the right side of the indicator. TSMS. BUT. Of course. STEP 6 published by UNIVERSITY of TEMECULA 87 © Mike Ray 2000 PO Box 1239 TEMECULA. 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. so the triangle appears to be pointing down. In our depicted situation. Excessive g-loading. we have to know how to handle an .” It ALWAYS points UP to the SKY. WARNING: DO NOT ADD BACK PRESSURE UNTIL UPRIGHT and APPROACHING WINGS LEVEL.. DISCONNECT: AUTOPILOT AUTO-THROTTLE © Mike Ray 2000 ADJUST PITCH. Wind-shear. “UNLOAD” the airplane. BANK. CA 92593 . and there are a lot of reasons why it could occur: Wake Turbulence. mysterious air currents. 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. and SPEED BRAKES if necessary to complete the recovery and re-establish desired attitude. so we will roll the aileron towards the right and push on the right rudder. STEP 4 160 1 140 9 120 R 10 20 100 10 20 3540 This little triangle at the top part of the instrument is referred to as the “SKY POINTER.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY Getting upside down is NOT GOOD … and we MUST HAVE A PLAN to handle this situation. POWER. STEP 5 AVOID In our example. and so forth. we are slightly upside down. an airplane could tip over at any altitude. it doesn’t matter what the cause is..

etc. verify ON PNF . 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." then "VNAV" or "CLIMB MODE" @ 3000' AFE PF does this: Transition to 250 knots. 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..OFF AUTO BRAKE SEL .. CA 92593 . NOTE 1: On the Checkride (and in real world) you may hear a PIREP from another airplane experiencing a GAIN or LOSS OF AIRSPEED... V2 + 20 is NOT ABSOLUTE! © Mike Ray 2000 737ver5160 published by UNIVERSITY of TEMECULA 88 737ver5161 © Mike Ray 2000 PO Box 1239 TEMECULA. "SET 250 KTS" on MCP or "VNAV. Clutter in "TAKEOFF NOT PERMITTED" range..etc....GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY @ 3000' AFE PNF does this: set MCP SPEED ." HOWEVER..COMPLETE ENG START SW . be aware of his situation and and consider whether it will affect your take-off..BOTH ENG BLD ... Such as: Microburst Alert. REGARDING TERRAIN CLEARANCE: Turns below 400 feet AFE are considered "NON-STANDARD. Crosswind/headwind outside envelope. Be Alert.... Weather below landing minimums . the Captain may turn below 400 feet IF it is not published otherwise. OFF (CONT if req) STANDARD NOISE ABATEMENT TAKE-OFF NOTE: Be constantly alert to reasons NOT to start the takeoff. NOTES: V2 + "POSITIVE CLIMB (Both IVSI and baro altimeter) GEAR UP" REGARDING GEAR LATCHES: To make sure that the GEAR UPLATCH is completely engaged..OFF ATO CHECKLIST .. leave the gear handle in the UP position for a few seconds after the RED LIGHTS go out. even though that guy may be landing.. 250 KIAS (unless in VNAV) GEAR LEVER .. DO NOT TAKEOFF when a MICROBURST ALERT is broadcast....etc on and on. It may be a good idea to ADD SOME EXTRA SPEED to accommodate the potential for airspeed loss.... 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 ..." "AFTER TAKEOFF CHECKLIST" FOLLOW THE FLIGHT DIRECTOR THR HLD TO/GA HDG SEL FD 200 or whatever it takes to keep V2 + 20 Do not exceed 25 degrees 18-20 30 180 CM S o o @ 3000' Slightly increase pitch angle and transition to CMS KIAS 250 K NOT S @ CMS "FLAPS UP" retract flaps on schedule above 1000 feet AUTOPILOT OK "PF AUTOPILOT CMD SWITCH" verify CMD on ADI PNF ..WING ANTI-ICE .etc.....

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. I have separated it from the first part so as to not interfere with the flow of the flight deck set-up. 737ver5163 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 89 © Mike Ray 2000 PO Box 1239 TEMECULA. CA 92593 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY The THRILL OF TECHNOLOGY ADVANCED GLASS STUFF H ere is some more of that really complicated glass stuff.

14. Even though the "MAGIC GLASS" does a miraculous job of figuring the entry. 737ver5165 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 90 © Mike Ray 2000 PO Box 1239 TEMECULA. we have to know a few things to set up the computer properly.000 feet and 1 1/2 minutes above 14.. such as Military places. You are then expected to resume normal operating speed. etc. we simply compound the problem and make life exceedingly more difficult.000 feet usually are not good choices as they require remaining too close to the airways. bearing. BE ALERT! Possible STALL danger. An ATC clearance to Hold will include: HOLDING INSTRUCTIONS Standard holding is: Right Hand Turns Inbound legs 1 minute at or below 14. you MUST obtain ATC clearance to hold at a higher airspeed. We can now concentrate on the real problem . the little altitude inside it is the MHA." MEAs given holding right at the 14. Direction of turns 6. SW. it means that something else beyond our control is going on and now all our wonderful flight planning just became immediately obsolete.000 feet HOLDING ! f there is any one thing that strikes fear in the heart of even the most intrepid aviator. All that “teardop. course. YIPE! NOTE 4: Be aware of "Minimum Holding Altitudes. etc. otherwise. Radial. then your holding speed depicted. Glass stuff to the rescue (at least for figuring the entry part). FIX 3. the Check Person will have an UNCONTROLLABLE URGE to fail your radios! ENTERING HOLDING: You MUST report: 1: FIX 2.. it is the issuance of a holding clearance. BE ALERT! NOTE 1: If your airplane is "TOO HEAVY" to hold at that speed.. where am I going to park this airplane! BUT … In order to make all that magic work. Complete holding instructions MUST include EFC ! IF . Direction (NE.000 feet 25 degrees bank (using autopilot) 1. direct entry.. If the holding pattern is boundary. Leg length 5. 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. London . maximum is 230 KTS NOTE 5: These “NORMAL” holding speeds do not count when flying to places that have published their own speeds.. there are some other things that we have to have at our fingertips.. These places will inform you what their speeds are with some hidden note on the approach plates. Besides being a virtually impossible maneuver for a mere human pilot to perform properly. EFC ." NOTE 3: Remember that if you are Usually the best indicator is the "GRID MORA. etc.000 feet 6. etc) 2.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY Here are some of the things that you will be expected to know about holding. HOLDING OP SPECS 265 KTS MAX 230 KTS MAX 200 KTS MAX "NORMAL" HOLDING SPEEDS These limits apply to “DOMESTIC” flying. charts. THEN: Pilot Training 101. 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. CA 92593 . 4. New York Area. 10-7/20-7 page. If you accept a clearance without an EFC. etc. parallel downwind” stuff becomes passe and a great load is removed from our overtaxed brains.

Probably the best way out. the airplane cannot be reconnected to LNAV. If you have already installed your arrival airport runway and approach. 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. You have to know a coupla things first. So.-. The “PPOS” is great if you want to hold right where you are at.Z ---. but rather it means “FIRST HOLD..” MOD RTE 1 HOLD 1/1 NEXT HOLD THIS IS REALLY TRICKY ! “NEXT HOLD” . the missed approach may automatically be installed along with its depicted holding pattern.. after selecting the HOLD page. he wants to get you to the point where you are all set up for the approach with your landing runway installed. MEGAFRUSTRATION and sweat begins to pour from your brow. The check guys LOVE this kinda stuff. and after selecting NEXT HOLD another fix shows up. and then He will gleefully clear you to hold at a fix that just happens to be your missed approach holding fix. So. and the one you will encounter first. making the HOLD disappear from the LEGS page.” Here is the problem. 737ver5167 - ----QUAD/RADIAL --/---CRS / DIR INBD --/--LEG TIME ---.And if there appears another one. you MUST use the DIR INTC page to make it THE ACTIVE WAYPOINT. in some cases.-- 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 ./ETA FIX -----. IT’S A TRICK! It’s 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. it is possible that there is more than one holding fix in the computer lineup. If you pull up the HOLD PAGE and there is a holding fix already installed. Say you are on the approach course. THE TWO GOOD WAYS 3: EXIT HOLD PROMPT. If you are cleared to a fix to hold that is not one of your waypoints. GETTING OUT OF HOLDING - 5.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY HOLDING HOLDING . 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. Z 0 +/328 / L TURN HOLD Z AVAIL LEG TIME D S P Y PREV PAGE NEXT PAGE A B C H M R D I N S X E J O T Y CLR M S G --/--- ---- W < NEXT HOLD --. you simply cannot selected that fix to the hold line. I should add that the HOLD box only needs a minimum amount of information to complete its calculation. This machine is FABULOUS at holding.The use of the term “next” in the CDU can be misleading. while it implies that it will become the next hold fix after the one listed.MIN LEG DIST --. (Always an option!) 2: HEADING SELECT and steer somewhere else.. NOTE: Big problem! Until you clear the hold out of the CDU LEGS page.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. © Mike Ray 2000 737ver5166 published by UNIVERSITY of TEMECULA 91 © Mike Ray 2000 PO Box 1239 TEMECULA.. put it in the "HOLD AT" box. Second: If you get a CHECKPILOT FROM HELL. simply select NEXT HOLD again.” In other words. O F S T 4: DIR INTC page and put another waypoint or THE HOLDING FIX in and go there directly. If that just happens to be the fix at which you are cleared to hold. you must select “NEXT HOLD. One final point. and the one the Check Airman is likely looking for you to use.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 airplane will make the MOST EXPEDITIOUS turn back to the holding fix and depart on the previous route.. FIX and INBD CRS will get you started. FABULOUS. if you find a holding fix already on the hold page when you select it. even if it is the same one at which you are cleared hold. CA 92593 . select NEXT HOLD again until you get to an empty HOLD page. THE TWO BAD WAYS 1: Shut off the Autopilot and hand fly. RULE NUMBER ONE: THE HOLDING FIX MUST BE A WAYPOINT IN YOUR ROUTE. just push “PPOS” and the airplane will make that point the holding fix and start its turn. and if cleared to it directly.NM FIX SPD / TGT ALT HOLD AT -. If the fix is already in your route. here are two things you MUST know: First: “NEXT HOLD” does not mean “next hold” AFTER the one listed. If LEFT turns desired.6Z 9 8 EFC U TIME V INBD CRS / DIR . just LS3L “ L. not quite prepared to continue the procedure and want to make a turn in the HOLD. even if it is the fix at which you want to hold. make it your active waypoint by going "DIRECT TO" and then. You will get all flustered and things get all choked up. just pull it down. .

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY What the heck is a . push INTC CRS key (6R) If on AUTOFLIGHT remember to push "LNAV. 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. Being on auto-pilot allows you to be more involved in what is going on inside the cockpit . if on an approach. DO NOT USE THE "DIRECT TO" boxes. 5: PUSH the 6R button. And there is the flip side. GOOD CAPTAIN PRACTICE... 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 . 4: Type in APPROACH HEADING (get it from the approach plate) or desired bearing into the selected fix and put it in the boxes. we will want to extend the “centerline” from some fix on the localizer. you should pick a fix that you might be cleared to. 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. 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. BUT more importantly. and keep up with your steady stream of CDU commands. If you find yourself with some poor new-by who is up to her/his eyeballs in a pool of glass alligators . and you will have to scramble to get it back on the HSI. you have to understand that sometimes you just are not going to get the CDU backup that you wish you had. 737ver5168 6: EXECUTE. if your selected fix is "outside" the one you may be cleared to.. and you have a handful." otherwise the airplane will fly right through your otherwise perfect intercept.. 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 . what is going on OUTSIDE.. let alone how to comply. 3: The INTC LEG boxes will open up again. ALWAYS BE AWARE OF OTHER TRAFFIC AND TERRAIN And YOU MUST MAINTAIN SITUATIONAL AWARENESS. the line between it and the next fix will disappear . If you are on an approach." Here's how you do that. this time labeled INTC CRS. DO NOT HANDFLY IN THE APPROACH ENVIRONMENT. or if there is no "ACTIVE WAYPOINT. if you are that old-timer.. after leaving the approach FIX and on vectors.." use the same technique. Reason: When you are “hand-flying. and there are times to utilize every available aid in de-cluttering the cockpit loading.. It is sometimes more efficient just to fly the airplane like some steam gauge Jurassic jet... do the checklists... FO DON'T RGET "INTERCEPT A RADIAL (or bearing) AND PROCEED TO A FIX. It is especially interesting when you are hearing things for the first time and don’t even know what she/he is asking for ." it is common for the other pilot to request the "centerline be extended" or "Intercept leg to . Go to DIR INTC page and LINE SELECT an appropriate FIX.. as well as attempt to talk on the radios. by that I mean.. D FO ON'T RGET © Mike Ray 2000 published by UNIVERSITY of TEMECULA 92 737ver5169 © Mike Ray 2000 PO Box 1239 TEMECULA.. CA 92593 ." one is: "EXTEND THE CENTERLINE" Approaching a landing airport. couple that with some crusty old veteran doing the PF duties and barking commands faster than you can type ....... On the other hand. 2: Line select that fix into the INTC LEG (Note: Since you do NOT want to go Direct to the fix. It is extremely easy to push the new pilot into extremis by task saturation.” the other pilot must operate the MCP .

It happens like this. It is usually a simple NDB or VOR with fairly straightforward Missed Approach Procedure. O F S T 282 O Here is the MIKE RAY MUNICIPAL AIRPORT "NDB Rwy 24" approach.3." Here is how you can "build that approach. Because neither CHECK nor PCNB is in the data base. we have to use some other method.. Then the 24 entry will work. . neither is the fix "CHECK" or "PCNB. It is VERY simple and here's how to do it.3 O O 238 O 253 PC . that the approach is not in the CDU . You have the option. CA 92593 . That would show CHECK on the HSI as SLD01 with a magenta line extending into it bearing 238 degrees. 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.SLD .. they will want you to build the approach. t is "HIGHLY PROBABLE" that you will be required to "build an approach" on your checkride. you should change your destination to conform with the actual place of intended landing. to fly the approach WITHOUT the MAP MODE so that it would be legal even if it is not in the CDU . Let's say you get cleared for this approach on your checkride but find to your chagrine.. Type 238 and Line Select it into the INTC CRS boxes. Type it in the scratchpad and Line Select it to the INTC LEG TO boxes of the DIRECT INT page. 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. so you have to 5: place 102/R in the INBD CRS/DIR line." STEP 5: Now. STEP 3: RTE 1 LEGS 1/1 - SLD01 RW24 DGM DGM 173 O 238 238 O O 4. . 4: Note that the INBD CRS will be 172/L.2 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY I BUILDING AN APPROACH STEP 1: Select DIR INTC page.. . STEP 2: Define CHECK. we want to put that in the box and run a line into "CHECK" bearing 238 degrees. 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. DGM DOGMEAT --.. 2: Select the HOLD page. _ ..8 NM 7.- - NOTE: You will not be required to build the procedure turn portion of the NDB/ADF._ . of course. On your check ride you can expect normal vectors will be supplied to intercept the bearing inbound outside of the Outer Marker. 023 O (IAF) CHECK Connect CHECK with the RUNWAY. 3: L ine Select (or type) DGM in the FIX line.2 .. BUT.- - O O 058 282 4. Because we expect a vector to intercept the inbound bearing outside of CHECK. SLIDER --. you will be cleared for an approach which is NOT in the CDU. If the ROUTE page shows as DEST the airport in question. _ _ . NOTE: If the RTE page doesn't show that airport (this destination may be a diversion field) as the DEST. How about RADIAL/DISTANCE from SLIDER or from DOGMEAT.3 O 193 122..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. 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 . DO NOT be intimidated by the GLASS STUFF!!! D M 12 2 013 60 00 6. 737ver5171 PIECE of CAKE © Mike Ray 2000 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 93 PO Box 1239 TEMECULA. Lets use SLD122/6. Another option would be RADIAL/RADIAL from SLIDER and DOGMEAT? Either of those three would work.

here’s the dope:. 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. 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. and put in the desired radial/distance for the next waypoint.0 30 95 O 00 H 28 DOGMEAT 123. 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. just like any garden variety 727 . MTV068/8." or navigate around the green circle using the HDG SEL. D0. or fly it without the benefit of the "glass. If you are cleared for an ARC approach that is not in the CDU DATABASE memory. By that they mean. then the PF is left trying to INVENT the ARC without the other pilot in the loop. Either learn how to do an arc quickly and simply . The reason.. use the green circle. start at the Beginning instead of starting at the Runway. D8. CA 92593 . but do not get bogged down and fail to stay ahead of the airplane. that is. if you find yourself one dark and stormy night unable to get the approach in the box. The computer knows you can't make a sharp turn and will make a nice round corner for you. the GLASS will automatically construct a holding pattern using the INBOUND leg. Remember. you will have to construct it. The arc will be a series of straight line segments and the closer the waypoints. the smoother the arc.5 MTV ROCK (IAF) 238 O 068 O STEP 2: Enter the remainder of the waypoints using the RADIAL/DISTANCE FROM THE VOR to define the points (keep it simple. and then build the approach along the same path you wish the airplane to fly. The degrees of arc difference between the waypoints will vary with the diameter of the arc. 10 2O (IAF) 8 D ar ME 3 c reminder: YOU MUST ALWA YS HAVE RAW DATA DISPLAYED WHEN FLYING AN ARC ! 13 5 O 113 O 00 0 2500 8. such as MTV135/10.6 STEP 1: Li ne select the starting point. such as BEAVIS.. stupid!). if the diameter is fairly small (such as 8 DME). it is NOT necessary to "figure out or estimate" a pre-turn point. The “ GREEN CIRCLE” technique is usually taught. NOTE: The recommended technique is to Line select MTV01 to the scratchpad. BUILDING AN ARC BUILD IT AS YOU FLY IT . it may be necessary to place the waypoints about every 20 degrees to create a smooth arc.. because unless in the holding pattern is already in the computer’s memory. However. MTV113/8. STEP 3: Place waypoints along the route that will approximate an arc.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. or you just can’t get it do in the time available: you are perfectly legal to fly an approach like this using the tools in their "raw data" mode.. STEP 8: What I am trying to tell you is this. STEP 7: The rest of the approach is fairly intuitive..0 117.. but if someday you have to. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 94 737ver5173 © Mike Ray 2000 PO Box 1239 TEMECULA. It is not necessary for you to "pre-figure" a point to begin the turn. the next point is MTV058/8.5 D3. if the PNF is HEAD DOWN for a long time. or get your head out of the CDU and concentrate on flying the airplane. NOTE: Since the airplane will NOT go to the point but will actually turn inside the waypoint." The CheckGuy will want to see you quickly and simply place the approach "in the box" and either "fly the magenta line" using "LNAV.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY Either CONSTRUCT THE ARC or GREEN CIRCLE or just FLY THE ARC USING STEAM GUAGES … BUT DECIDE EARLY on in the approach. and it works great! 2O The approach course is the RECIPROCAL to the waypoint designator: That is. 0 D (H) STEP 4: 12 2 . then about every 40 degrees or so will be adequate. ere is the MIKE RAY MUNICIPAL AIRPORT "VOR DME ARC Rwy 24" approach. be alert to the fact that while you are inbound heading 238 degrees. The CDU is simple . tap the cancel key to erase the digits you want to replace. if the arc is a 20 mile diameter arc.. STEP 6: It makes sense to use the 113 degree radial because of the altitude change..

Depress LVL CHG selector C. So. In order to get the airplane to descend or climb to that altitude. or descent page. 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. The training people are concerned because: V/S. LVL CHG will "automatically" select CLB power (if needed) and start a climb to that altitude and level off at that altitude. but here are the simple ones that will be useful during a checkride.. Unlike the V/S mode. In fact. Do not let the "GLASS" get you "HIGH and FAST IT AIN’T NO SIN TO DRAG IT IN ! 737ver5175 published by UNIVERSITY of TEMECULA 95 © Mike Ray 2000 PO Box 1239 TEMECULA. using the airspeed existing at the time of selection. "RESET MCP ALT" to remind you of that fact. approaching a T/D point. REMEMBER that the V/S MUST be used during the NONPRECISION approach evolution in order to comply with the parameters of the approach environment. V/S 3. the airplane will try and go to the altitude selected in the MCP window. If not reset. Go to the CDU and: S ELECT CRZ PAGE PL ACE ALTITUDE IN MCP (Present altitude should appear at bottom of CRZ PAGE. the DES. and then it will follow that descent optimum path. MACH # button above FL 290) D. Select target altitude on MCP B. if not. the mach number relative to the selected airspeed starts to increase. Selecting LVL CHG is a four step process: A. Select appropriate speed mode (ie. when you climb above about flight level 290. in order to protect yourself. The same warning exists for LVL CHG and V/S regarding selecting the airspeed mode. CA 92593 . The "CAPTURE" feature on the DES page allows you to begin descent prior to reaching the T/D point. and further. If you are climbing to cruise altitude. So. If the selected altitude is higher. the airplane will descend INTO THE GROUND. Constraints either by the controllers or the existing conditions make determinations as to when to descend up to the pilot. Similarly. VNAV (CLB and CRZ PAGE) T here are several ways I know of to make the airplane climb and decend. You may know others. If the selected altitude is lower.. The T/D is just a "nice" recommendation. the airplane WILL NOT override the altitude set in the MCP. if in doubt act conservatively. if you are climbing. If anything. 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. in some cases." I personally think that V/S is great and that we just have to understand how it works. That is: TURN OFF THE AUTOPILOT! There is a saying around the TRAINING CENTER: "V/S means very seldom used. LVL CHG 4. If you should encounter GPWS or WINDSHEAR or TCAS RA . HANDFY 2.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY HOW TO GO UP AND DOWN SOME V-NAV STUFF 1. will fly away from the altitude. When cruising in VNAV. descend EARLY and SLOW DOWN. You WILL be expected to HANDFLY the jet. if there is no lower altitude set in the MCP. SELECT ALTITUDE C. DO NOT USE V/S WITHOUT THE AUTOTHROTTLES ENGAGED! Engaging V/S can be thought of as a FOUR step process: A. It establishes a descent rate of about 1000 FPM until reaching the "optimum" descent path as calculated by the computer. LVL CHG: When LVL CHG is selected. On your check-ride. if you are in mach number mode. you will find the airspeed well below that speed you desire. and given a lower or higher altitude. doesn't seem to have too much to do with descending the airplane. the MCP will annunciate a message. PUSH V/S button B. and descend at the speed set in the DES page. Using the V/S option without the AUTOTHROTTLE engaged creates a situation that requires the pilot to constantly be monitoring and adjusting the throttles. NOT PRETTY! However. even if it is at the T/D (Top of Descent) point. ALWAYS AN OPTION. type it in) L INE SELECT ALTITUDE on CRZ PAGE "EXECUTE" NOTE: Strangely. will cruise at the speed set in the CRZ page. you will find the airspeed pushing the barber pole when you get there. in descent. 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. Select appropriate airspeed D. the airplane will continue past the T/D point at the last altitude. It does have a indications about how high or low you are above or below the "optimum" descent profile as computed by the glass. the throttles will retard to idle(if needed) and the airplane will descend at the airspeed existing at the time of selection. Select appropriate airspeed mode HANDFLY: Don't think I need to elaborate on this.

Go over them again and again until you are ready to puke. you will do just fine on your oral and sim-ride. It is a good memorization tool.. SO … That being said. For now. MIKE RAY’S DISCLAIMER: For some reason these numbers are in a constant state of flux . in spite of protestations to the contrary. Here’s what it DOES NOT mean. once.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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. It does not mean that the pilots are no longer responsible for knowing any of the limits. So.. That means that “they” have decided that the pilot should be able to determine on their own which limits to commit to memory. So … You have been OFFICIALLY warned. CA 92593 . let’s get these simple items down COLD. If you are familiar with the list of stuff that follows. and you gotta know them too.. operational knowledge of all limitations and specifications is required.. if you are weak on these … You can bet that he will start bearing down on stuff you never knew existed. Make the appropriate changes right on the page. the drill is to go through these things the first time and compare them with the flight manual. 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: “. they are always ch-ch-ch-ch-changing faster than a speeding bullet. however.” FOM page 4-1 I KNEW THAT . Here is the truth however. and then go over them again.. That coupled with the revelation that the “underlining” is going away makes the whole evolution very confusing. HOWEVER.. by that I mean there are lots of other things that are also important. I mean have them down cold … It is more than likely that the Check guy will lay off during the oral. 737ver5178 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 737ver5177 96 © Mike Ray 2000 PO Box 1239 TEMECULA. Certain limitations are identified as being more time sensitive than others and are considered memory recall. That makes this list of memory limits only superficially relevant. if you happen to know all the items I have included really well. This is always a good idea anyway.

or 90 minutes later your AVIONICS SUITE will go BLANK. of course. DC POWER MINIMUM BATTERY VOLTAGE 24 VOLTS -0+ 400 -50 DC AMPS + 50 320 CPS FREQ 420 0 DC VOLTS 20 110 120 40 100 AC VOLTS 130 NOTE 3: There are two other voltages that you may see. You can compare that with the normal MAXIMUM loading with cooling of 65 AMPS. NOTE 5: A “fully charged” battery has sufficient capacity to supply power for a minimum of 30 minutes. 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. This is critical during the NPA (Non-precision approach) when you arrive at PDP (planned descent point). 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. during the course of your checkride. there is NO SWITCH in this circuit. NOTE: It takes about 10 seconds from push over at MDA to get to the 50 foot point. CA 92593 . MAX T/R UNIT AMPERAGE ALLOWED is 50 AMPS. Whoops. by shutting down some stuff like GALLEY POWER. below 26 volts is where the battery charger pulse charges. I guarantee it is essential information. GRD PWR AVAILABLE GRD PWR OFF 0 50 100 150 200 AC AMPERES ON BUS TRANS TRANSFER BUS OFF BUS OFF GEN OFF BUS APU GEN OFF BUS O F F A U T O TRANSFER BUS OFF BUS OFF GEN OFF BUS OFF ON OFF ON GEN 1 APU GEN APU GEN 2 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 97 737ver5180 © Mike Ray 2000 PO Box 1239 TEMECULA. a word to the wise. If. you lose EQUIPMENT COOLING. the indication on the gauge is DC VOLTS of battery through the HOT BATTERY BUS when the battery is NOT POWERED. not so fast. you are doing AUTOLAND. 28 volts is the “NORMAL” when the battery charger is operating. Here is the problem: When BAT is selected. So. and CHARGING VOLTAGE when the BATTERY CHARGER is powered. NOTE 4: The HOT BATTERY BUS is ALWAYS connected to the battery.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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. There is this goofy battery charger thing that screws it up. NOTE 2: While this is NOT a “memory” item. 737ver5179 1AMPS 25 NOTE 1: These gauges DO NOT monitor the GPU or the APU loads. you MUST be aware of this limitation: WITHOUT COOLING. 1000 50 50 NOTE 1: It would seem simple just to switch on the battery switch and “check” the voltage. unload that mother.

. I think that limit should be memorized. 0 2 737ver5181 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 98 NOTE 3: I think you should have one more limitation ready for recall.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY DURING GROUND START CREW OXYGEN SYSTEM MINIMUM NOTE 1: Expect the Checkguy to ask about temperature adjustments. So.. however. CUTOFF.. If ambient temp < 21C(70 degrees F): . During the "LOSS OF THRUST ON BOTH ENGINES" procedure. If ambient temp > 21C(70 degrees F): + 5 psi/1 degree above 21C. EGT ENGINE Put latest Oxygen pressure minimum here: NOTE 1: The source of power for the EGT gauge is the BATTERY BUS.. these were the numbers.2 psi/1 degree below 21C. MAXIMUM 8 725 C 4 10 693 EGT 2 6 4 C X 100 O NOTE 2: There is a QRC EMERGENCY PROCEDURE for this event: The imemory item is START LEVER . NOTE 3: There is a little RED INDICATOR LIGHT on the instrument that comes on whenever an engine parameter is being reached or exceeded.. When I went to the printer with this book.. NOTE 2: Portable bottle limit is 1600 psi NOTE 3: ADD 375psi for each occupied Observer seat.. if the engine EGT reaches 930 degrees C. Check your manual for the latest change... it is the Oxygen pressures. then you are supposed to redo the previous steps. © Mike Ray 2000 930 C 737ver5182 O PO Box 1239 TEMECULA. if there ever was something that seemed to change with the wind. 875 O2 psi Here is a note regarding Oxygen pressures. CA 92593 .

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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. CA 92593 .. NOTE 3: At LOW power settings. NOTE 2: Oil is COOLED by ENGINE FUEL. 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 published by UNIVERSITY of TEMECULA 99 PO Box 1239 TEMECULA. it is normal for the oil pressure indication to be in the YELLOW band.

minimum DUCT PRESSURE after start valve open.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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 2 BLEED MANUAL AUTO FAIL OFF SCHED STANDBY DESCENT 76 0 APU 540 ENG The 70 . NOTE 2: 20 psi .4 rule FIRE EXTINGUISHER BOTTLE PRESSURE psi psi R NOTE: IF TEMPERATURE > 70 degrees F: ADD 4 psi/1 degree F above 70. CA 92593 . IF TEMPERATURE < 70 degrees F: SUBTRACT 4 psi/1 degree F below 70.5 psi per 1000 feet above S/L. NOTE 1: If pressure altitude > S/L: Subtract .” 737ver5186 published by UNIVERSITY of TEMECULA 100 © Mike Ray 2000 PO Box 1239 TEMECULA.

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

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 1⁄2 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

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GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

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 Captain’s authority,” “... It is NOT necessary to declare an emergency,” “... Coordination with Dispatch and SAMC is strongly advised,” “... If a serious emergency exists, the Captain MAY LAND regardless of the considerations listed,” “... The choice is an operational decision to be made by the Captain,” “... An overweight landing may be a prudent course of action.”
737ver5190

© Mike Ray 2000

published by UNIVERSITY of TEMECULA

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© Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

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 we’d be on top!

feet

10 kts
MAXIMUM TAILWIND for TAKEOFF and LANDING
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published by UNIVERSITY of TEMECULA

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10 kts MAXIMUM TAILWIND © Mike Ray 2000 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 104 PO Box 1239 TEMECULA. obviously. If you are flying an approach in visual conditions for systems updating. these limitations will not be in effect. and you have the field is sight then.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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. CA 92593 .

While it can be cumbersome. In other words. 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. QUICK REFERENCE CHECKLIST In this presentation.. Of course you will have complete those memory items without the checklist. QRC EMERGENCY STUFF "Quick Reference Checklist" DO NOT BE MISLED: YOU ARE STILL EXPECTED TO DO MEMORY ITEMS. The QRC is available for the IMMEDIATE ACTION ITEMS and refers the pilots to “the book” for the reference items. blithely believing that ALL the information you will need to know is on the QRC . They call this system QUICK REFERENCE CHECK-LIST or “QRC. In other words. rapidly changing procedures and continually updated steps coupled with an incredibly expanded system complexity simply made the whole memorization thing unmanageable. pilots were subjected to responding to emergencies using their memories. The check-person IS going to expect you to know certain things. you will have to know all the procedures by name and which failure or problem it applies to. 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.” Historically.. 737EMER001 REAL SCARY THE EMERGENCY CHECKLIST For a bazillion years.it ain’t. and pre-training to be able to correctly complete the steps. It requires careful attention to detail.. Here are some of the things you will need to have memorized: DOES AN ITEM HAVE A QRC PROCEDURE AVAILABLE.” A SHORT HISTORY OF THE . 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.. You will be required to complete those actions with only the simple response from the QRC. The system broke down and sometimes the pilots couldn’t remember what the “latest” procedure was and responded inappropriately. The thinking of the FAA and the companies was that the pilots simply wouldn’t have time to actually “look it up” if they had an emergency situation.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY he QRC is NOT without it’s warnings. pilots were supposed to MEMORIZE the EMERGENCY PROCEDURES. it does ensure that each item is completed and is a vast improvement over the old memory system.. such as dividing the emergency steps into two sections: Immediate action and reference items. the QRC assumes that the pilot understands what is not stated and will remember to do what is not asked for. So for all those years. ENTER THE . and them follow the QRC for the remainder of the items. You just cannot go trucking off to your check-ride. especially during their check rides. This worked pretty good. DOES THAT ITEM HAVE MEMORY STEPS AND WHAT ARE THEY. However. CA 92593 . © Mike Ray 2000 published by UNIVERSITY of TEMECULA 105 © Mike Ray 2000 PO Box 1239 TEMECULA. but then somehow a “real” pilot got into the training business and had enough seniority to simplify the whole emergency memorization deal.. This section is just a simple “memory jogger” and ultimately expects the pilot to be familiar with the steps. The steps are described in simple terms. Pilots have actually had the experience of being unable to remember their own name during periods of high stress in the simulator “box. there were some intermediate concepts.

CABIN SMOKE OR FIRE which persists. These situations include. has a VERY INTERESTING SECTION. 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 published by UNIVERSITY of TEMECULA 106 PO Box 1239 TEMECULA. Quote: “There are some situations that ALWAYS REQUIRE landing at the nearest suitable airport. Let me highlight it for you.“ … unquote QUOTE “. but are not limited to: CARGO FIRE.in any case. CA 92593 . consider turning on the APU” Obviously. there are situations where it could be considered inappropriate. WHEEL WELL FIRE. just use your head. 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". it is the responsibility of the captain to assess the situation and execute sound judgement to determine the safest course of action.. 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.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY WHAT DOES “THE BOOK” SAY ? The FLIGHT HANDBOOK (page PI-A).” UNQUOTE 6 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.

and OTHER things like the Flight Attendant telling you that there are flames shooting out the engine.4 4 85.. what are some of the signs of an abnormal start: NEVER ENGAGE THE STARTER ABOVE 20% N2.. because a “CRASH REENGAGEMENT” can occur. so all you will have to do is let it motor for 60 seconds or until tailpipe fire is out.” APL NOSE DOWN 10 5 86. ABNORMAL ENGINE START and/or TAILPIPE FIRE Here are some signs of abnormal starts. E X T E N D We have to know what an abnormal start is before we can decide to apply the procedure.. If the abnormal event occurs BEFORE engine cut-out: RETRACT LANDING OFF RUNWAY TAXI TURNOFF L R OFF OFF ON ON APU OFF ENGINE START GRD OFF 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 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. So. 1 2 DO THE IMMEDIATE ACTION STEP: START LEVER . NO N1 Rotation BEFORE moving lever. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 107 © Mike Ray 2000 PO Box 1239 TEMECULA.... Call for the QRC procedure for: “ABNORMAL ENGINE START .... NO EGT ROLLBACK and EGT continues to approach 725 degrees C. CA 92593 . then turn switch OFF.. The procedure MUST be followed very carefully.. then place switch to GRD and motor engine for 60 seconds... NO STABLE RPM or fluctuating or increasing RPM beyond N1 22% or N2 63%. 2 8 STAB TRIM 4 0 5 10 15 FLIGHT DETENT 1 1 2 PULL TO SET UP TAKE-OFF CD . etc. Here is the STARTER LIMIT that we must apply.” The motoring does another VERY IMPORTANT thing … IT PURGES THE RESIDUAL ACCUMULATION OF UNUSED FUEL. NO FUEL FLOW about 400 PPH. HUNG START or ABNORMALACCELERATION where N2 stays below ~59% N2. Then turn switch OFF..3 2 10 N2 % RPM X 10 0 2 8 6 4 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..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY When you “go to the book” you will find that they are concerned with “COOLING THE ENGINE BY MOTORING IT.4 % RPM X 10 IF this switch already clicked to OFF..%MAC 30-20-10 STAB TRIM FLAP DOWN CUT OUT 4 87. NO EGT within 10 Seconds. This switch will still be in GRD.%MAC 30-20-10 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 TAKE-OFF CD . 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. wait for N2 to decrease below 20%.

.. APL NOSE UP PARKING BRAKE PULL 737ver5EMER009 TAKE-OFF CD ....%MAC 30-20-10 Let’s review: 1. and #1 ENG AUTO STARTER CUTOUT.. 2 FLAP UP 0 ARMED 1 STAB TRIM APL NOSE DOWN 0 5 10 15 FLIGHT DETENT 1 1 2 APL NOSE DOWN STAB TRIM IF ON THE GROUND: GROUND PNEU SOURCE . 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. there is a section (EXPANDED NORMALS 5-58) that tells us to: 1... 6. when the N2 TACH GENERATOR reaches 46%. Look at the pneumatic air gauge and see if the pressure rises. LANDING OFF 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 START IF this switch doesn't move to the OFF position on its own. then a RAPID RISE in duct pressure. then the START VALVE OPEN light goes OUT. there will be hair teeth and eyeballs all over the ramp! YIPE! SO. BUT. INCREASES. D EEKE SPRA B L PACK OFF AUTO HIGH ISOLATION VALVE CLOSE AUTO OPEN OFF AUTO HIGH R PACK TRIP TRIP OFF TRIP TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE WING-BODY OVERHEAT BLEED TRIP OFF 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 2 20 0 PSI BLEED MANUAL TAKE-OFF CD . 0 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 ..... consult maintenance before continuing.. then we have an EMERGENCY PROCEDURE for which there is a QRC procedure. ZERO... 4. then MOVE THIS SWITCH to OFF manually. IT IS NOT AN EMERGENCY ! IT IS a NORMAL start. if it does not ... VERIFY START LIGHT GOES ... 5.. if the N2 TACH GENERATOR reaches 46% and the switch did not "click" automatically to the OFF position.. You can tell this situation by the failure of BOTH: #1 ENG N2 GAUGE.. MANUALLY POSITION SWITCH . and if you see the duct pressure recover and the start valve light go out. or "CUTOUT SPEED.%MAC 30-20-10 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..%MAC 30-20-10 30 40 1 2 STAB TRIM FLAP DOWN CUT OUT DOWN IF IN FLIGHT: Leave the start lever in idle. The LGTU (Landing Gear Transfer Unit) will be inoperative with a failure the #1 N2 Tach Generator.. DISCONNECT... and 3.... and only then DO YOU HAVE AN EMERGENCY.... 2... If all that happens. 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.. no big deal … BUT 3... ENGINE BLEED AIR SWITCH .. If that happens.... 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 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY LET’S REVIEW THOSE STEPS ONE MORE TIME: E X T E N D RETRACT NO STARTER CUTOUT SYSTEM REVIEW: During Engine start. VERIFY DUCT PRESSURE ... If you have a starter that does not automatically shut off at 46% N2.... OFF APU BLEED SWITCH . OFF. 737ver5EMER008 © Mike Ray 2000 TAKE-OFF CD .%MAC 30-20-10 published by UNIVERSITY of TEMECULA D EEKE SPRA B 1 STAB TRIM APL NOSE DOWN 0 5 10 15 FLIGHT DETENT 1 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 OFF SCHED STANDBY DESCENT R PACK PARKING BRAKE PULL TAKE-OFF CD . If the pressure does NOT recover and the start valve light remains ON. During NORMAL Engine start.......... You can tell that this has happened because there will occur: START VALVE down in the engine compartment CLOSES.. CUT-OFF .. OFF ISOLATION SWITCH ... 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 .. CA 92593 ... that is a failure of the start switch solenoid.... OUT... you do not know whether you have a serious problem or not.. NO BIG DEAL! OK DUAL BLEED RAM DOOR FULL OPEN RAM DOOR FULL OPEN But if STARTER REMAINS ENGAGED ! TURN OFF ALL THE BLEED SWITCHES... R L THEN . 108 © Mike Ray 2000 PO Box 1239 TEMECULA. then.. START LEVER . GO DIRECTLY TO THE QRC. you may move the START LEVER to CUT-OFF.. then CHECK DUCT PRESSURE ......" 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. then... 2.... Normal operations tell you to shut off the switch manually.

.. DON’T STALL THE JET ! 737ver5EMER010 IF EGT reaches 930 degrees C. 6 7 ELECTRICAL POWER . IDLE GEN 1 APU GEN APU GEN 2 7 D EEKE SPRA B IF EGT reaches 930 degrees C. Even though only one may re-light..... 24/260 START SWITCHES .. START 1 WHEN EGT 3 DECREASES 0 50 100 AC AMPERES ENG START SWITCHES ....... FLY THE JET! NOTE 2: The RESTART envelope for windmilling is: BELOW 24..... CUTOFF While there is a 35. . CONSIDERED BEST CHOICE IN THIS SITUATION.000’ 5 START THE APU (if available) 0 5 10 15 FLIGHT DETENT 1 STAB TRIM UP TAKE-OFF CD .. DECREASING: then START LEVERS .. It is generally felt that the APU has its best opportunity for starting if BELOW 25.%MAC 30-20-10 5 10 15 25 HORN CUTOUT 0 5 4 START LEVERS .. ELECTRICAL This action “resets” the MEC (Main engine control) and “may” make re-light possible.. FLIGHT NOTE: This provides HIGH ENERGY IGN to BOTH IGNITERS regardless of position of ignition selector switch.000 feet ABOVE 260 KTS FLY THE JET ! PF 5 N1 APU (if available) ...... ESTABLISH APL NOSE UP PARKING BRAKE PULL TAKE-OFF CD ... NOTE 1: It may take a long time (3 agonizing minutes) to accelerate to idle if you are in MODERATE or GREATER RAIN. CA 92593 . the PF concentrates TOTALLY on keeping the jet right-side-up.. AUTOPILOT.. MCP.4 % RPM X 10 2 4 8 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. bunches of gauges and stuff will be dead! PF MUST DO ONLY ONE THING.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY LOSS OF ALL ENGINES E X T E N D RETRACT LANDING OFF 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 START NOTE 1: BOTH EFIS will be DEAD! The airplane will have to be flown using the STANDBY INSTRUMENTS.000’ altitude restriction on starting the APU. DON’T STALL THE JET ! © Mike Ray 2000 published by UNIVERSITY of TEMECULA 109 737ver5EMER011 © Mike Ray 2000 PO Box 1239 TEMECULA....4 4 85...... REPEAT POWER 6 ESTABLISH . 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 ... 10 8 EGT 6 4 743 2 4 C X 100 AC AMPERES 0 2 4 87... cycle the start lever again...... CONSIDER DRIFTDOWN PROCEDURE...... AUTOTHROTTLES.... IDLE FLAP 10 15 APL NOSE UP NOTE: Selecting the LEFT BUS allows us to electrically power the ALT FLAPS. 1 2 DOWN ARMED 1 STAB TRIM APL NOSE DOWN 2 FLAP UP 0 2 1 2 APL NOSE DOWN START LEVERS .000’.. at this point take them both to OFF simultaneously. CONSIDER: Delay attempting to start the APU until below 25...3 2 10 N2 % RPM X 10 10 0 2 8 6 4 8 4 933 EGT 2 6 4 C X 100 ON 0 2 TRANSFER BUS OFF BUS OFF GEN OFF BUS BUS TRANS O F F A U T O TRANSFER BUS OFF BUS OFF Push BOTH to cutoff. here is the CAVEAT The battery will supply ONLY ONE START ATTEMPT. It is not intended to start one and then the other.....%MAC 30-20-10 30 40 STAB TRIM FLAP DOWN CUT OUT CONSIDER DRIFTDOWN PROCEDURE. FLIGHT GRD PWR AVAILABLE 10 5 86..

.. LOW HYD PRESS light ARMS ..... REGARDING FAULTS: If a fault is detected...... IF FIRE/OVERHEAT indications persist longer than 30 seconds AFTER the BOTTLE DISCHARGED light comes on. START LEVER ... Therefore.. you would NOT get a light at all....... REV . AIR BLEED AIR VALVE CLOSES … HYD .. CA 92593 . you get the full blown FIRE indication stuff... IDLE OVHT DET A B NORMAL ENG 1 OVERHEAT F I A N U O L P T WHEEL WELL FAULT APU DET INOP 2 ARMED IF OVERHEAT INDICATIONS continue and are still ON . CUTOFF PARKING BRAKE PULL TAKE-OFF CD ... LIGHT .. 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...%MAC 30-20-10 If ENG OVHT LITE remains on after 30 sec: START LEVER .......... then go to the next step. continue ALL the way to IDLE … Go ALL THE WAY TO IDLE...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY ENGINE OVERHEAT SYSTEM REVIEW: There are TWO detector loops and TWO levels of fire/overheat detection … HOT and HOTTER... ROTATE the OTHER WAY.. CLOSES … FUEL …... 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.... CONFIRM. Now we have to ask ourselves.. NORMAL ENG 1 OVERHEAT F I A N U O L P T TEST TAKE-OFF CD ..... FIRE HANDLE to be rotated ENGINE FIRE HANDLE .THRUST REVERSER OPENS .. HYD SUPPLY fire shutoff VALVE DISARMS ....CONFIRM..... © Mike Ray 2000 8 737ver5EMER012 PULLING the ENGINE FIRE HANDLE does these things: published by UNIVERSITY of TEMECULA 110 737ver5EMER013 GO TO THE BOOK © Mike Ray 2000 For the rest of the procedure PO Box 1239 TEMECULA..... BOTH of the DETECTORS must sense an alert before it is displayed...... ROTATE L or R TAKE-OFF CD .%MAC 30-20-10 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 1 CUT OUT NOTE 1: DO NOT start the 30 second clock until after the light comes on.. Arms the squib DISARMS ..CONFIRM … IF you pull the wrong handle.....ROTATE If ENG OVHT LITE remains on after 30 sec: ENG FIRE HANDLE ...... WHOOOOPS !!! Go slowly and methodically through this procedure. can this goober still detect a fault: Here’s how we determine that: FAULT/INOP and OVHT/FIRE test switch positioned to FAULT/INOP and if the FAULT light comes on … You are in luck.... DOWN 2 ARMED Even if the OVERHEAT light goes OFF as you pull it back. If a HOT situation exists.CONFIRM. If HOTTER.. ELECT . ENGINE FIRE HANDLE ....%MAC 30-20-10 HORN CUTOUT 30 40 APL NOSE UP STAB TRIM FLAP DOWN 1 CUT OUT 3 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 ... you get an OVERHEAT indication.ROTATE in OPPOSITE DIRECTION.... and you would not be discharging agent and you would still be on fire.. or you may use the switch on the MCP... FLAP UP 0 STAB TRIM APL NOSE DOWN BELL CUTOFF OVHT DET A B NORMAL ENG 2 OVERHEAT 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 1 L DIS CH R APU BOTTLE DISCHARGED A P U DISCH FIRE SWITCHES (FUEL SHUTOFF) PULL WHEN ILLUMINATED LOCK OVERRIDE : PRESS BUTTON UNDER HANDLE 2 L R ET XE 1 TS T TAKE-OFF CD ...... PULL If ENG OVHT LITE remains on: ENG FIRE HANDLE ....GENERATOR FIELD ALLOWS … HANDLE ... NOTE 2: The light coming on indicates LOW PRESSURE in the FIRE AGENT BOTTLE.. FUEL VALVE at tank CLOSES … AIR . HUH? OVHT DET A B WHEEL WELL FAULT Here is that procedure one more time: 1 D EEKE SPRA B AUTOTHROTTLE ... SQUIB .......... PULL D EEKE SPRA B 2 THROTTLE … CONFIRM.. you WILL SHUT DOWN THE “ONLY” GOOD ENGINE REMAINING.%MAC 30-20-10 OF V I HR T E 1 L DIS CH DISCH NORMAL ENGINES ET XE 1 TS T STAB TRIM R APU DET INOP ENG 2 OVERHEAT APU BOTTLE DISCHARGED (FUEL SHUTOFF) PULL WHEN ILLUMINATED LOCK OVERRIDE : PRESS BUTTON UNDER HANDLE 2 L R 2 APL NOSE DOWN R 0 5 10 15 FLIGHT DETENT 1 1 2 1 2 FLAP STAB TRIM L 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 . During NORMAL operation. ENGINE FIRE HANDLE .. 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... FLAP UP 0 2 THROTTLE ............ NOTE 3: It is NOT UNCOMMON for the CHECK GUY to fail the squib to the AGENT bottle. CONFIRM.. CUTOFF ENG FIRE HANDLE ... UNLESS you do an OVHT/FIRE test. OFF Depressing the AUTOTHROTTLE release on the throttles will release the AUTOTHROTTLE if the engine is windmilling.

COURSE 1 CUT OUT 3 START LEVER .. PF remains ON THE GAUGES and FLIES THE AIRPLANE! 737ver5EMER014 TAKE-OFF CD .CONFIRM... LIGHT .......PULL OF V I HR T E 1 L DIS CH R APU DET INOP APU BOTTLE DISCHARGED A P U DISCH NORMAL ENG 2 OVERHEAT ENGINES ET XE 1 TS T FIRE SWITCHES (FUEL SHUTOFF) PULL WHEN ILLUMINATED LOCK OVERRIDE : PRESS BUTTON UNDER HANDLE 2 L R 2 R L APU DOWN 2 IF ENG FIRE HANDLE/OVERHEAT LIGHT IS ON:.GENERATOR FIELD ALLOWS … HANDLE ..... 3. IF FIRE/OVERHEAT indications persist longer than 30 seconds AFTER the BOTTLE DISCHARGED light comes on. FLAP UP 0 ARMED IF ENG FIRE HANDLE/OVHT LIGHT ON: STAB TRIM APL NOSE DOWN TAKE-OFF CD . CONFIRM... we have three additional considerations: CALL ATC... CONFIRM.IDLE START LEVER ... HIGH ALTITUDE AND EN-ROUTE CONSIDERATIONS ARE AVOIDED AND THEREFORE NOT CONSIDERED. If so. CONFIRM. BUT it is a QRC procedure. WHOOOOPS !!! Go slowly and methodically through BELL CUTOFF this procedure. DOWN 2 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 TAKE-OFF CD . ENGINE FIRE HANDLE .... let them know what is going on ASAP.. Residual thrust or assymetrical thrust could make control of the airplane by the PF difficult..%MAC 30-20-10 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..... Therefore.... particularly with RVSM in effect.. THIS EVENT IS GIVEN AT LOW ALTITUDE.. ROTATE the OTHER WAY.. smacking into oncoming traffic could be a consideration.CONFIRM........... IN THE SIM. PULL OVHT DET A B L BOTTLE DISCHARGED DISCH R BOTTLE DISCHARGED NORMAL ENG 1 OVERHEAT F I A N U O L P T D EEKE SPRA B TEST 1.... AIR BLEED AIR VALVE CLOSES … HYD .. ROTATE L or R WHEEL WELL FAULT BELL CUTOFF OVHT DET A TEST OF V I HR T E 1 L R APU DET INOP APU BOTTLE DISCHARGED 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 (FUEL SHUTOFF) PULL WHEN ILLUMINATED LOCK OVERRIDE : PRESS BUTTON UNDER HANDLE 6 2 L 2 R L APU This procedure should be almost like second nature. PARKING BRAKE PULL STAB TRIM FLAP DOWN 4 OVHT DET A B NORMAL ENG 1 OVERHEAT F I A N U O L P T DISCH 1 CUT OUT NOTE 1: DO NOT start the 30 second clock until after the light comes on... ENGINE FIRE HANDLE .. FIRE HANDLE to be rotated © Mike Ray 2000 published by UNIVERSITY of TEMECULA 111 737ver5EMER015 © Mike Ray 2000 PO Box 1239 TEMECULA.... OFF THROTTLE ..... SQUIB .CUTOFF ENGINE FIRE HANDLE . and you would not be discharging agent and you would still be on fire.. OVHT DET A B WHEEL WELL FAULT 4 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 3 5 APL NOSE UP 6.. HYD SUPPLY fire shutoff V ALVE DISARMS ...%MAC 30-20-10 8 PULLING the ENGINE FIRE HANDLE does these things: CLOSES … FUEL …... 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 A/P ENGAGE B CMD CWS MA COURSE 28004 +0000 310 OFF OFF SPEED LVL CHG HDG SEL 1 VOR LOC SEL ALT HOLD V/S DN F/D ON APP DISENGAGE UP OFF CONFIRM .. AUTOTHROTTLE ..... you would NOT get a light at all. 2. FUEL VALVE at tank CLOSES … AIR . this is a procedure that will be completed during a period of high task loading.... the airplane is losing half of its available thrust and may not be able to maintain the altitude that it is operating at.... NOTE 2: The light coming on indicates LOW PRESSURE in the FIRE AGENT BOTTLE.... 2 THROTTLE ... LOW HYD PRESS light ARMS . You won't believe this.ROTATE OTHER WAY.. ELECT . therefore... 4......IDLE APL NOSE UP PARKING BRAKE PULL TAKE-OFF CD .%MAC 30-20-10 HORN CUTOUT 30 40 APL NOSE UP STAB TRIM FLAP DOWN Even at low altitude.%MAC 30-20-10 5.. but we still have a certain number of Brain Surgeons who SHUT DOWN THE GOOD ENGINE.... SADLY.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY LET’S GO OVER THE PROCEDURE ONE MORE TIME .. ENG FIRE HANDLE .... DISCUSSION: Remember. NOTE: You may be transitioning for two engine thrust to single engine thrust at high power settings. you WILL SHUT DOWN THE “ONLY” GOOD ENGINE REMAINING. REV .. such as right after a missed approach or after take-off.. ENG FIRE/SEVERE DAMAGE/ ENGINE SEPARATION NORMALLY. NOTE 3: It is NOT UNCOMMON for the CHECK GUY to fail the squib to the AGENT bottle..... GET OFF THE AIRWAY. CA 92593 ....... DRIFTDOWN procedures should be immediately put into effect. Arms the squib DISARMS . ENGINE FIRE HANDLE . 1 D EEKE SPRA B AUTOTHROTTLE .... OFF Depressing the AUTOTHROTTLE release on the throttles will not release the AUTOTHROTTLE if the engine is windmilling .CONFIRM.THRUST REVERSER OPENS . WHICH GREATLY SIMPLIFIES THE SITUATION...CONFIRM … IF you pull the wrong handle... I strongly admonish you to take the extra moment and ensure that you CONFIRM which engine you are shutting down...

MAXIMUM 270 knots/Mach . 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). PUSH DISCUSSION:This is can be either an ON THE GROUND or IN THE AIR situation.GET NEW CLEARANCE . With GEAR DOWN. Opening the cargo doors may result in a flash fire. then we could expect LOSS of HYDRAULIC FLUID event to follow... hydraulic fluid) leaking on hot brake assembly and catching fire. Be aware of fluid quantity . I suggest you forget the 250 kts below 10. 5. if the fire was being fueled by a hydraulic leak. IMPORTANT NOTES: 1. 1: Set MCP speed LESS THAN 270 kts..... Notify the company. otherwise. therefore..NOTIFY PASSENGERS . go to Clean Maneuvering Speed.000 foot restriction. On ground observers can provide the evaluation necessary to help you decide whether to evacuate on one side or the other. perhaps take flaps early.. get the personnel and passengers who are on board OFF THE AIRPLANE. Pushing this switch will: 1. We cannot determine just what the cause is. 2. If close to airport. CARGO DETECTION SUPPRESSION PUSH TO DISCHARGE 1: AIRSPEED . fabric. DO NOT DISCHARGE ATC and GROUND PERSONNEL . 6. 2. "consider" using the slides. © Mike Ray 2000 .NOTIFY COMPANY (e. and if it happens right after takeoff go to FLAPS 5 + 10 kts. 4. etc. Keep the gear down for 20 minutes at a minimum. CA 92593 . LEAVE AUTOPILOT / AUTO THROTTLES ENGAGED..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 . Fire suppression lasts for approximately 60 minutes. that we should get the fire department notified. do not raise the gear unless it is necessary for fuel considerations to reach a landing site.. If the boarding bridge is still attached to the airplane or can be re-attached fairly quickly. At 270 KTS (1) GEAR DOWN and (2) SPEED BRAKE UP.. A DET B A B WHEEL WELL FIRE IN FLIGHT There are no memory items: go directly to the QRC.. I think it is obvious... etc. consider that route ... 4. you will have extra drag. ideally. first bottle discharge light illuminates. keep the gear down longer or until landing. or evacuate at all. In other words. The second bottle MUST BE discharged into the SAME compartment as the first bottle 3.. This is an "AUTOPILOT ON" maneuver. LAND AT NEAREST SUITABLE AIRPORT. ASSUME YOU ARE STILL ON FIRE ! 2: LANDING GEAR LEVER (below 270 kts) . once bottle pressure has dropped. THIS IS A FIRE EMERGENCY.g. DECLARE AN EMERGENCY...BRIEF FLIGHT ATTENDANTS FOR EVAC . Land at nearest suitable airport. so we must ASSUME the worse..... ACARS "IFE-DIV-DEN" or “DEN7700”) . DOWN 3: TALK ! GO TO THE REFERENCE PAGE 8-11. Plan descent accordingly. IF CARGO DOORS ARE OPEN: BOTTLES .. Prep for and execute an evacuation.TX 7700 ...DECLARE AN EMERGENCY ..EVACUATION (consider after landing) It is possible. ADVISE DISCUSSION:This is strictly for an ON THE GROUND situation.. 3. associated squib light goes out. THIS IS A BIG DEAL! 1: Something caught FIRE on wheel assembly or in well (rubber. deplane passengers prior to opening the cargo doors. activate the first bottle's squib. CONSIDER completing the “PREPARATION FOR EVACUATION” checklist and advising the Flight Attendants to PREP FOR EVACUATION. 737ver5EMER024 OTHER CONSIDERATIONS published by UNIVERSITY of TEMECULA 112 © Mike Ray 2000 PO Box 1239 TEMECULA.e.. activate the diverter valve squib. YOU ARE ON FIRE ! If autopilot is engaged. etc) 2: HOT brakes 3: Fluid (i. This is a two part process.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY CARGO FIRE There are no memory items: go directly to the QRC.. forward or aft. Second bottle discharge light does not illuminate until 40 minutes after being selected. Remember. and GET BACK ON THE GROUND ASAP.

There will be no feedback problem because the mic is inside the mask enclosure.. They are trained and can do anything we YAW DAMPER can do.. Notify the company......... declare an EMERGENCY......8 7. 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 . Ask the right questions of the GALLEY Flight Attendant because they are going to BAT be your detector.... THIS IS A BIG DEAL! FLT CONTROL -0+ 400 OVERHEAT OVERHEAT -50 DC AMPS + 50 320 CPS FREQ 420 L SIDE OFF ON WINDOW HEAT OVHT FWD FWD PWR TEST PITOT STATIC A B OFF ON R SIDE OFF ON 0 28 3 2 HOURS I/I0 2: CREW COMMUNICATIONS . therefore...... You MUST assume that YOU ARE ON FIRE ! SMOKE/FUMES/ODOR THIS PROCEDURE HAS MEMORY ITEMS MEMORY ITEMS THIS IS A POTENTIAL FIRE EMERGENCY.. UP use the transmit button on VHF-1 to talk to ATC.....0 4: COCKPIT DOOR .......6 6.9 2. Land at nearest suitable airport... that the cockpit speaker volume be turned up full...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 7 EXH C X 100 8 50 0 100 150 200 PRESS DIFF LIMIT:TAKEOFF & LDG .... UP VHF-1 MIC button . 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 T TEMP160 200 DUCT OVERHEAT MIC SELECTOR RESID VOLTS BRIGHT PANEL AUTO NORMAL ON OVERHEAT OVERHEAT LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE COOL COOL WARM WARM OFF MANUAL SPEED TRIM FAIL MACH TRIM FAIL AC OFF YAW DAMPER LOW OIL PRESSURE HIGH OIL TEMP STANDBY PWR OFF LOW OIL PRESSURE HIGH OIL TEMP 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 EQUIP COOLING SUPPLY EXHAUST NORMAL OVERHEAT 1 2 OVERHEAT LOW LOW PRESSURE PRESSURE 20 R L IN 10 RISE 20 DRIVE CAN BE RECONNECTED ONLY ON GRD ALTERNATE OFF OFF LOW LOW PRESSURE PRESSURE 10 RISE 20 ENG 1 OFF ON ELEC 2 ELEC 1 ON ENG 2 B 0 80 IN 120 Land at nearest suitable airport. 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 TRANSFER BUS OFF BUS OFF LOW LOW PRESSURE PRESSURE OFF ON CTR LOW LOW PRESSURE PRESSURE AFT OFF ON 1 FWD C ON 2 3 2 1 TEMP 0 .... Evaluating and fighting the fire WILL BE a function of the Flight Attendants.... AUTO OPEN PACK TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF OFF AUTO HIGH R PACK NORM WING ANTI ICE iii RESET liiiiliiiilii iil ii FILTER BYPASS VALVE OPEN NOTE: FLY THE AIRPLANE ! In the simulator.125 PSI I UP .. This will allow air to blow into C 08250 O L P O goggles.9 5. ESTABLISH PASS CABIN A B 0 DC VOLTS 20 110 120 40 100 AC VOLTS 130 LOW QUANTITY LOW PRESSURE CONT CABIN 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 SUPPLY DUCT AIR TEMP ALTERNATE FLAPS LOW LOW PRESSURE PRESSURE 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.......... It is suggested that rather than try to replace the headset...........5 2 AB IN CLIM 3 4 AC AMPERES 0 I 00 DN 0F E EE T P 3 I 2 CAB FLT -. I consider it POOR STANDBY POWER JUDGEMENT to send back the other crew-member to fight the fire.... IF EVEN A QUESTION.......ON.is the terrain rising? . etc... MASK VHF-1 slider ... if necessary to crosstalk RECIRC FAN in the cockpit and the noise level is too high.4 5. Is the auto-throttle engaged? ... TRIP Communicate with FLIGHT ATTENDANTS using SERV INPH and with PASSENGERS using PA button...2 8..8 I. MANUAL V MANUAL OFF ON OFF ON CALL 5 00350I S PU H 8 X 1000 FEET I0 4 3 DECR INCR CABIN RATE 20 7 6 I5 L R 5 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.. If you get the mask on without checking for 100%....3 .. ON FLT INPH slider . the switch may be pushed TOWARDS your face to place in the 100% position. go ahead and talk to the OVHT other pilot RIGHT OVER THE RADIO... THIS IS A BIG DEAL ! BOTH ON 1 BOTH ON 2 BOTH ON L BOTH ON R NORMAL NORMAL iiiiliiiilii EFI IRS 40 160 GEN DRIVE OIL TEMP C 30 0 80 IN 120 40 160 GEN DRIVE OIL TEMP C 30 OFF EMER EXIT LIGHTS A HYD PUMPS L PACK OFF AUTO HIGH ISOLATION VALVE CLOSE MASK/ boom switch .0 6. Plan for and execute an evacuation... Eyeglasses will present a problem..is CFIT about to take place.. THIS IS A BIG DEAL! 1: OXYGEN MASKS & REGULATORS ... Prep for and possibly conduct an EVACUATION.. Prep for and possibly execute an evacuation.9 3...4 4....OFF All this will do is remove the electrical power from the galleys.....3 . CLOSED CHECK F L T G R D AUTO B 18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET ...... or isATTEND CALL CROSS FEED taking advantage of an oversight on your part..6 2.4 3...4 I.5 R E X T E N D L ON R OUTBOARD © Mike Ray 2000 published by UNIVERSITY of TEMECULA 0 LOW LOW PRESSURE PRESSURE RETRACT ii l FILTER BYPASS ON OFF OFF ON BUS TRANS O F F A U T O NO FASTEN SMOKING BELTS OFF AUTO ON TEST ERASE I ON APU TRANSFER BUS OFF BUS OFF HEADSET 600 OHMS COCKPIT VOICE RECORDER AUTO FAIL OFF SCHED STANDBY DESCENT 3: SMOKE GOGGLES (if needed) .MAX PRESS SCHEDULE LANDING OFF RUNWAY TAXI TURNOFF L R OFF OFF ON ON APU OFF GRD ON ENGINE START OFF737ver5EMER023 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 WARNING: LEAVE COCKPIT DOOR CLOSED... 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.1 6. This is a potential FIRE EMERGENCY and may require that you land at nearest suitable airport...0 5... 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 I 9 50 40 35 30 25 0 2 CABIN ALT ALT HORN CUTOFF AUTO STANDBY Smoke goggles go on the OUTSIDE of the mask..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY GALLEY FIRE/SMOKE No immediate action items: go directly to QRC IF YOU CANNOT DETERMINE POSITIVELY THAT THE FIRE IS OUT......... should the ignition source be electrical.......... 0 F 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 0 PSI 100 TEST V B R OFF GRD PWR AVAILABLE FUEL VALVE CLOSED -20 -40 li FUEL +20 TEMP ii 0 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 FWD ENTRY AFT ENTRY EQUIP FWD CARGO AFT CARGO FWD SERVICE AFT SERVICE PACK TRIP OFF WING ANTI ICE WING-BODY OVERHEAT BLEED TRIP OFF AC AMPERES iii liiiiliiiil C Use of the FLT INTPH is useful if cockpit task loading allows....4 7.... 100% The 100% switch is on the mask itself. Notify dispatch (ACARS: IFE-DIV-SFO)......0 5... this is referred to as a GRD "detractor. 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.. DECLARE AN EMERGENCY.. CA 92593 .. UNLESS REQUIRED BY PROCEDURE OR GREATER EMERGENCY BOTH L ON R INBOARD IGN L IGN R 737ver5EMER026 START 113 © Mike Ray 2000 PO Box 1239 TEMECULA......." The check-pilot is maneuvering you to do something... etc. the mask will knock off the headset/minitel. OVERHEAT OVERHEAT ON ON ON ON APU HOURMETER ELAPSED TIME GALLEY POWER SWITCH..

.................. NOTE: As you descend..... you have to cover your own six.................................. and TERRAIN: 0 5 10 15 1 2 1 2 FLAP STAB TRIM TAKE-OFF CD ..... PARKING BRAKE PULL STAB TRIM FLAP DOWN CUT OUT 1 2 STEP 6: MCP SPEED ........... See page FH 2-57. METHOD 1/2........... 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... D EEKE SPRA B STEP 3: RUDDER .......... A turn off airways of 90 degrees is desirable initially...... such as other airways or traffic...... CA 92593 .. CFIT.......... ADVISE..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY LEAVE AUTOPILOT . STEP 7: HEADING .... OFF STEP 2: THRUST(operating engine) ... IF OVERWATER: M ........ but on routes outside the US or overwater we do not always have the luxury of reliable ground radar.745/280 KIAS These are canned speeds...... Remember: You are descending "INTO" approaching traffic that may be as little as 1000 feet below you and also on the magenta line........ but until then..... or there is a chart on FH 2-57 CRUISE section............... In USA and other radar environments.............. 2 STAB TRIM APL NOSE DOWN DOWN ARMED FLAP UP 0 FLIGHT DETENT If the MCP altitude is less than than 14......... MAX CONT From the CDU: N1 LIMIT page... The descent rate is predicated on the available thrust from the operating engine............. set 220 KTS... SET If over land. ON... as required.......000' (the highest domestic terrain) we MUST take terrain clearance into our calculation............... this is no big deal . Turn it until the yoke is level.......%MAC 30-20-10 APL NOSE DOWN UP 5 10 15 25 HORN CUTOUT 0 5 10 15 STEP 5: LVL CHG .......... 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..... PUSH 30 40 APL NOSE UP This will start the airplane in a gradual descent....... STEP 7: ATC .......... Use you TCAS and be alert ! ATC will give you vectors................%MAC 30-20-10 APL NOSE UP TAKE-OFF CD ... 25 miles "OFF" airways would not be unusual unless there are other considerations ... 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 1 6 5 4 STEP 1: AUTOTHROTTLE ........... © Mike Ray 2000 published by UNIVERSITY of TEMECULA 114 737ver5EMER017 © Mike Ray 2000 PO Box 1239 TEMECULA............ TRIM STEP 4: MCP alt ...

................ it seems that there have been a coupla airplanes get airborne with the static ports taped shut or the pitot tubes blocked................. THRUST ....... here is what happened...... and some quick witted ground person stuffed something into the pitot tubes to keep out the critters... OFF 3: FLIGHT DIRECTORS ... It therefore seems that we have to review our "WALKAROUND" procedures and priorities..... A second "NEAR TRAGEDY" occurred to United Airlines in some deep south location..................... 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...... DISENGAGE Use of either MCP...................... It seems that there was a swarm of bees looking for a place to make a hive. 2: AUTOTHROTTLE ARM SWITCH ............. W 737ver5EMER028 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 115 © Mike Ray 2000 PO Box 1239 TEMECULA....... Well................................................... OFF 4: ATTITUDE............ ADJUST COURSE 310 A/T ARM IAS/MACH V NAV F/D ON N1 MA 283 305 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 SPEED LVL CHG HDG SEL APP DISENGAGE UP OFF 3 2 1 3 hat this is all about? ........ Worked fine on the bees..... CA 92593 ..... DISENGAGE BAR.................... and they crashed! How could this possibly be? Well. The problem with the situation is that when you paint over tape it assumes the color of the airplane and becomes virtually invisible... or YOKE SWITCH OK...............GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY AIRSPEED/MACH UNRELIABLE 1: AUTOPILOT ...

If you simply cannot understand the other guy....4 4.... Accomplish Consider this to be a seamless transition into the EMERGENCY DESCENT procedure.5 3 4 0 F L T CAB FLT -....4 3..0 l 2 HEADSET 600 OHMS BLEED MANUAL 18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET . particularly if you wear glasses (who doesn't) they are going to get knocked off as well as the earpiece or headset.2 8.6 2.3 .9 5. Two steps: AUTO FAIL OFF SCHED STANDBY DESCENT AUTO STANDBY MANUAL V A L V E C L O S E STBY YAW DAMPER YAW DAMPER STANDBY POWER LOW OIL PRESSURE HIGH OIL TEMP OFF ON DISCONNECT DISCONNECT BAT DRIVE TEMP RISE OFF AUTO R L IN DRIVE CAN BE RECONNECTED ONLY ON GRD 30 0 4 OFF OFF A NR OM TE D LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE WING ANTI-ICE GND TEST ON OFF ENG ANTI-ICE OFF ON DUAL BLEED RAM DOOR FULL OPEN RAM DOOR FULL OPEN 00350I S PU H EQUIP COOLING SUPPLY EXHAUST NORMAL OVERHEAT LOW LOW PRESSURE PRESSURE 1 2 RECIRC FAN OFF AUTO OVERHEAT LOW LOW PRESSURE PRESSURE 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 0 PSI RESET TEST N 100% PUSH OXYGEN MASK 0 80 IN 120 40 GEN DRIVE OIL TEMP C 80 IN 120 40 GEN DRIVE OIL TEMP C EFI BOTH ON 1 BOTH ON 2 BOTH ON L IRS BOTH ON R 160 160 30 OFF OFF AUTO HIGH EMER EXIT LIGHTS A 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 LOW LOW PRESSURE PRESSURE FUEL PUMPS L OFF ON CTR LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE AFT OFF FWD ON 1 C R 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 2 7 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 0 1 iiiiliiiilii FUEL VALVE CLOSED -20 -40 FUEL +20 TEMP ii 0 FUEL VALVE CLOSED 0 50 100 150 200 +40 iii i AC AMPERES GRD PWR OFF 0 50 100 150 200 AC AMPERES C FILTER BYPASS ON BUS TRANS TRANSFER BUS OFF BUS OFF GEN OFF BUS APU GEN OFF BUS O F F A U T O TRANSFER BUS OFF BUS OFF FEED 3 L OFF OFF ARMED ON LOW PRESSURE LOW LOW PRESSURE PRESSURE OVERHEAT OVERHEAT LOW PRESSURE LOW PRESSURE TRIP TRIP OFF TRIP TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE OFF TEST ERASE OFF 5A. With the system in place on the 737.9 G R D AUTO CHECK RETRACT iii liiiiliiiilii ii NO FASTEN SMOKING BELTS OFF AUTO ON I ON APU ON 2... the next notch is DC.. I00 CABIN OXYGEN SWITCH .4 I. DN .6 2..... The next to last notch will operate faster because it is AC.6 6.0 6..125 PSI I AB 2 IN CLIM B UP .. The check pilot actually has a time restriction on you donning the oxygen mask.0 5.9 3.8 I..9 G R D AUTO CHECK IF CABIN ALTITUDE GREATER THAN 14.4 7. NOTE: Turn switch clockwise. Pressurization valve control switch to MANUAL.8 I. ON IF CABIN ALTITUDE IS UNCONTROLLABLE: 7 EMERGENCY DESCENT ..4 3. Hold pressurization valve control to close position (push switch to the left).3 . 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 MACH AIRSPEED WARNING TEST When you put that "FACE SUCKER" on your head.. DECR INCR CABIN RATE 08250 001257 CABIN ALT O P E N AC MAN DC F L T CAB FLT -.4 4..4 7.....MAX PRESS SCHEDULE LANDING OFF RUNWAY TAXI TURNOFF L R OFF OFF ON ON APU OFF GRD ON ENGINE START CONT FLT BOTH IGN L L ON R INBOARD START 5a GRD OFF CONT FLT ANTI STROBE POSITION COLLISION OFF ON BAT OFF OFF ON ON ON WING OFF ON WHEEL WELL OFF ON IGN R 6 IF CABIN ALTITUDE IS UNCONTROLLABLE: EMERGENCY DESCENT ..MAX PRESS SCHEDULE GEN OFF BUS ATTEND GRD CALL 10 D COCKPIT VOICE RECORDER 0000 AUTO FAIL OFF SCHED STANDBY DESCENT S PRE S 0 IFF PSI I 9 50 40 35 0 2 CABIN ALT ALT HORN CUTOFF AUTO STANDBY MANUAL V A L V E C L O S E STBY OFF ON OFF ON CALL R 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 7 EXH C X 100 8 50 0 100 150 200 AC AMPERES 3 2 1 TEMP 0 5b 8 30 25 7 5 00350I S PU H X 1000 FEET I0 4 3 DECR INCR CABIN RATE 20 I5 08250 001257 CABIN ALT R 6 5 O P E N AC MAN DC BAT HIGH PRESS DIFF LIMIT:TAKEOFF & LDG . CLOSE How do you do this." DUAL BLEED RAM DOOR FULL OPEN RAM DOOR FULL OPEN OFF AUTO 40 60 80 100 1 2 Put the Oxygen mask ..1 6. ACCOMPLISH 737ver5EMER032 116 © Mike Ray 2000 PO Box 1239 TEMECULA... HIGH OFF I ON OFF APU ON 2 BLEED MANUAL ARM DOWN OFF BRIGHT DUCT OVERHEAT T 120 80 40 TEMP160 200 DUCT OVERHEAT 0 OFF ON GALLEY RESID VOLTS PANEL F AUTO NORMAL AUTO NORMAL ON ON FEEL DIFF PRESS SPEED TRIM FAIL MACH TRIM FAIL AUTO SLAT FAIL LOW OIL PRESSURE HIGH OIL TEMP BAT ON OVERHEAT OVERHEAT COOL COOL OFF MANUAL WARM WARM COOL COOL WARM WARM OFF MANUAL AC STANDBY PWR OFF PRESS OUTFLOW VLV .. The technique involves putting the nape strap higher up on the back of the head than it would naturally fit.. 2 NO. CA 92593 ..3 ..... 5B.. go ahead and communicate "RIGHT OVER THE VHF RADIO.9 3. unless you wear eyeglasses of sunglasses (everybody at one time or another).0 5. I recommend you: 1.. RECIRC FAN 2... NOTE: It takes 14 seconds to go from full closed to full open in manual.5 0F E EE T P 3 I 2 2. ON/100% OXYGEN MASKS and REGULATORS CREW COMMUNICATONS . So...0 18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET ..4 5.4 5.1 6.8 7..0 5. verify ON I don't know or can’t imagine why you would be at altitude with the engine bleeds OFF??? 0 PSI L PACK OFF AUTO HIGH ISOLATION VALVE CLOSE AUTO OPEN OFF AUTO HIGH R PACK TRIP TRIP OFF TRIP TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE 400 WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE -0+ OVERHEAT OVERHEAT 420 OVERHEAT OVERHEAT ON ON APU HOURMETER ELAPSED TIME -50 DC AMPS + 50 320 CPS FREQ ON ON L FLT CONTROL B A LOW QUANTITY LOW PRESSURE 0 DC VOLTS 20 110 120 AC VOLTS 40 100 130 ALTERNATE FLAPS LOW LOW PRESSURE PRESSURE TR 1 BAT BAT BUS TR 2 TR 3 TEST OFF APU GEN GEN 1 GRD PWR STBY PWR 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 CAPT P/S 1 AUX STATIC F/O STATIC 2 AUX P/S L ELEV PITOT L ALPHA VANE TEMP PROBE PWR TEST PITOT STATIC A B OFF ON CONT CABIN F/O P/S 2 AUX STATIC CAPT STATIC 1 AUX P/S R ELEV PITOT R ALPHA VANE SUPPLY DUCT AIR TEMP PASS CABIN PASS CABIN AIR MIX VALVE COLD COLD HO HEAT 4 5 PACK SWITCHES . Trust me.8 7.2 8.9 5..000'.. activating the switch is just a backup to the normal system. 1 STALL WARNING TEST ALIGN ON DC ALIGN FAULT ON DC DC FAIL TRANSIT EXT FULL EXT LE DEVICES 1 2 FLAPS 3 4 TRANSIT EXT FULL EXT FAULT DC FAIL CREW OXYGEN PASS OXYGEN NORMAL ALIGN NAV ATT ALIGN OFF NAV ATT 1 2 3 SLATS 4 5 6 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 ... these parameters are easily achieved ...3 .4 I. there will be no feedback problems because you're mumbling will be in the mask enclosure. turn up the cockpit volume.. NOTE: Master Caution and Overhead annunciation lights should already be illuminated.0 5.. establish L R SERVICE INTERPHONE OFF ON ON INOP LOW IDLE ON INOP 20 NO.0 6...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY CABIN ALTITUDE WARNING/ RAPID DEPRESSURIZATION REMEMBER: This procedure has items that are to be done "BEFORE" you go to the QRC.000': Since the masks "should" have automatically dropped from their enclosures when the cabin altitude reached 14...6 6.

STEP 5: SPEEDBRAKES ....................... ADVISE........ 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 A/P ENGAGE B CMD CWS MA 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 3 4 1 Call as soon as practical....... CONT UP TAKE-OFF CD .....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 . The best determination comes from the MOCA (sector minimum altitude) on the chart........... 7 PARKING BRAKE PULL STAB TRIM FLAP DOWN CUT OUT 1 2 STEP 4: HEADING .... The application of full speedbrakes at altitude can be exciting......... 737ver5EMER017 737ver5EMER034 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 117 © Mike Ray 2000 PO Box 1239 TEMECULA.... the airplane will be set up to continue the descent and level off on autopilot.... EXTEND....... RUNWAY TAXI TURNOFF L R OFF OFF 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 5 D EEKE SPRA B BOTH IGN L IGN R DOWN START ARMED STEP 6: MCP SPEED .. LEAVE AUTOPILOT ON for this reason: If the crew should become incapacitated during this procedure.. attempting to maintain the set MCP airspeed. BUT remember..... Point the airplane in a direction that will get you to 10...... 15 APL NOSE UP 30 40 APL NOSE UP STEP 3: LVL CHG.. but be smooth..PUSH....... MEAs are a poor choice............................. STAB TRIM APL NOSE DOWN FLAP UP 0 FLIGHT DETENT 0 5 10 1 2 1 2 FLAP STAB TRIM TAKE-OFF CD . COURSE 6 V NAV LIMIT AIRSPEED and HIGH MANEUVERING LOADS.............. it does not take into account TERRAIN... AS REQ.. SET E X T E N D RETRACT OFF L ON R OUTBOARD L ON R INBOARD LANDING (safe altitude/10. I recommend that you bring the speed brake handle aft in a smooth but expeditious manner......... Vmo/Mmo........... In that we are turning off airways..... Do not delay.%MAC 30-20-10 5 10 15 25 HORN CUTOUT 0 5 10 15 STEP 7: THROTTLES . STEP 9: ATC ...%MAC 30-20-10 APL NOSE DOWN STEP 2: Supplies HIGH ENERGY ignition to the igniter(s) selected by the ignition select switch 2 ENG START SWITCHES . ON.... When the throttles are reduced to idle.... NOTE: Jerking or moving the throttles to idle in an overly aggressive manner.................. PF may call if the PNF is busy doing other things. Jet will attempt to maintain the airspeed set on the MCP by pitch commands.. The main consideration will be terrain clearance..000'.. IF STRUCTURAL INTEGRITY IS IN DOUBT: 8 L STBY R STEP 8: TRANSPONDER .... CA 92593 .............. Slamming the lever aft can create a control problem or create a pitch that can be very alarming to the passenger... the nose will pitch over...... As you pull the throttles to idle. could result in engine flameout............GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY EMERGENCY DESCENT LEAVE AUTOPILOT .......... MOCA is a better consideration.............. the nose will pitch down...... IDLE........... STEP 1: MCP altitude ..

.. Typically. OFF BLEED MANUAL ON 00 00 2 E S PR S 0 IFF I PS I 9 50 40 35 30 25 0 2 CABIN ALT ALT HORN CUTOFF AUTO STANDBY The APU should have shut down automatically.5 R The fire detection circuit is designed to stop indicating and the fire lights go out when the temperature drops below the preset level.. FIRE warning bell sounds. there are only two times that there is a real fire problem: WHEEL WELL OFF ON LANDING OFF 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 BOTH IGN L L ON R INBOARD IGN R 1: While the APU is running. the only time the APU is running in the air is during crappy weather during take-off or landing.. NOTE 2: If the bottle has been fired with the squib. there is NO APU FIRE DETECTION and NO AUTOMATIC APU SHUTDOWN. OFF FWD FWD AFT OFF OFF ON 2 ON 1 E X T E N D RETRACT C 3 2 1 TEMP 0 . However. that indicates a thermal discharge. MANUAL OFF ON APU GEN 2 CALL 8 5 00350I S PU H RAIN REPELLENT X 1000 FEET I0 4 3 DECR INCR CABIN RATE GEN 1 APU GEN APU 20 7 I5 08250 001257 L OVER SPEED R AUTO BAT HIGH PRESS DIFF LIMIT:TAKEOFF & LDG .PULL.3 .4 4.0 6.3 . 118 737verEMER019 © Mike Ray 2000 PO Box 1239 TEMECULA.. then on the walk-around you will see the red disc ONLY .9 3. EFI BOTH ON 1 BOTH ON 2 BOTH ON L NORMAL 1 IRS BOTH ON R NORMAL -20 FUEL +20 TEMP APU FIRE HANDLE ..8 7.. be alert to this possibility. THIS IS A BIG DEAL! OFF ON DISCONNECT DISCONNECT APU SHUTS DOWN automatically..MAX PRESS SCHEDULE Typically..9 5. OPEN PACK TRIP OFF WING-BODY OVERHEAT BLEED TRIP OFF WING ANTI ICE iii RESET liiiiliiiilii l 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 2 R ET A XE 1 TUS TT TRANSFER BUS OFF O BUS OFF GEN OFF BUS I ON APU 2 OFF AUTO R ON HEADSET 600 OHMS APU GEN OFF BUS L ATTEND GRD CALL 10 D COCKPIT VOICE RECORDER AUTO FAIL OFF SCHED STANDBY DESCENT 2: APU CONTROL SWITCH. and if not rotated that last little bit..4 7.1 6..0 5. it fires the squib/bottle. and NO AUTOMATIC APU SHUTDOWN. When fire is sensed: ON ON ON SPEED TRIM FAIL MACH TRIM FAIL BAT OVERHEAT OVERHEAT LOW LOW PRESSURE PRESSURE COOL COOL WARM WARM OFF MANUAL COOL COOL WARM WARM OFF MANUAL AC OFF LOW LOW PRESSURE PRESSURE YAW DAMPER YAW DAMPER LOW OIL PRESSURE HIGH OIL TEMP STANDBY PWR OFF AUTO SLAT FAIL STANDBY POWER LOW OIL PRESSURE HIGH OIL TEMP WING ANTI-ICE GND TEST ON OFF ENG ANTI-ICE OFF ON DUAL BLEED RAM DOOR FULL OPEN RAM DOOR FULL OPEN IF AIRBORNE..6 2.. BUT. 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.. If the APU DET INOP light comes on. 2: While the APU is being started. or you are about to experience either a LOSS OF ALL/ONE GENERATOR or a LOSS OF HYDRAULIC FLUID.. If you see the yellow disc only... © Mike Ray 2000 published by UNIVERSITY of TEMECULA 0 OVHT DET WHEEL WELL -40 +40 BELL CUTOFF C iii i ii FUEL VALVE CLOSED ii 0 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 FWD ENTRY AFT ENTRY EQUIP FWD CARGO AFT CARGO FWD SERVICE AFT SERVICE PACK TRIP OFF WING ANTI ICE WING-BODY OVERHEAT BLEED TRIP OFF FILTER BYPASS A L200 BOTTLE DISCHARGED ON AC AMPERES R BOTTLE DISCHARGED NO FASTEN SMOKING BELTS WARNING: THE MOST COMMON FAILURE IN THIS PROCEDURE IS NOT ROTATING THE TRIP HANDLE COMPLETELY There is a little notch. There is NO OVHT detection.. NOTE 1: There is only ONE SQUIB/FIRE BOTTLE on the APU.. etc.2 8. CA 92593 . When you rotate the fire handle the first time.." When it occurs you can bet that something else is going on...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY APU FIRE -0+ 400 OVERHEAT OVERHEAT 420 OVERHEAT OVERHEAT ON ON -50 DC AMPS + 50 320 CPS FREQ ON ON APU FIRE continued APU HOURMETER ELAPSED TIME L SIDE 110 120 AC VOLTS WINDOW HEAT OVHT FWD FWD PWR TEST PITOT STATIC A B OFF ON R SIDE OFF ON 0 28 3 2 HOURS I/I0 YOU HAVE TO ASSUME: YOU ARE ON FIRE !! LOW QUANTITY LOW PRESSURE FLT CONTROL B A 0 DC VOLTS 20 OFF ON CAPT P/S 1 AUX STATIC F/O STATIC 2 AUX P/S L ELEV PITOT L ALPHA VANE TEMP PROBE 40 100 130 CONT CABIN F/O P/S 2 AUX STATIC CAPT STATIC 1 AUX P/S R ELEV PITOT R ALPHA VANE SUPPLY DUCT AIR TEMP NOTE: In the simulator this event is called a "detractor.4 3. or run into rising terrain. Prep for and conduct an EVACUATION. and ROTATE BAT DRIVE TEMP RISE OFF AUTO EQUIP COOLING SUPPLY EXHAUST NORMAL 1 2 RECIRC FAN OFF OVERHEAT OVERHEAT LOW LOW PRESSURE PRESSURE 20 R L IN 10 RISE 20 DRIVE CAN BE RECONNECTED ONLY ON GRD ALTERNATE LOW LOW PRESSURE PRESSURE OFF OFF 1: APU FIRE SHUTOFF HANDLE.0 5.. BE ALERT! You are being set up to stall the aircraft (is the Auto-throttle on)..8 I. declare an EMERGENCY. CONFIRM.. AUTO OFF AUTO HIGH 100 R PACK OFF GRD PWR AVAILABLE iiiiliiiilii iil li ii A 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 1 L R APU DET INOP APU BOTTLE DISCHARGED 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 LOW LOW PRESSURE PRESSURE LOW LOW PRESSURE PRESSURE 2 APU CONTROL SWITCH ..PULL and ROTATE 40 60 AUTO OVHT TEST 80 10 RISE 20 ENG 1 0 80 IN 120 40 160 30 0 80 IN 120 40 160 30 OFF ON ELEC 2 ELEC 1 ON ENG 2 B 0 PSI OFF GEN DRIVE OIL TEMP C GEN DRIVE OIL TEMP C EMER EXIT LIGHTS A HYD PUMPS L PACK OFF AUTO HIGH ISOLATION VALVE CLOSE This is a ONE SHOT deal. C L O S E O P E N STBY AUTO AC MAN DC CHECK V A L V E 3 I 2 2. START L ON R OUTBOARD Notes regarding circuit testing. we still treat this indication as if it is a real indication. 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 T LOW LOW PRESSURE PRESSURE 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 0 OFF OFF FEEL DIFF PRESS GALLEY RESID VOLTS OFF ON BRIGHT PANEL F AUTO NORMAL AUTO NORMAL The fire detection system on this airplane is a single detector loop.. The reason is that if the circuit is burned through or damaged. NOTE 3: If APU DET INOP light illuminated.125 PSI 6 5 CABIN ALT LOW OIL QUANTITY LOW OIL PRESSURE HIGH OIL TEMP OFF I UP . you will not deploy ....4 5.. land at nearest suitable airport. the extinguisher.6 6. FIRE warning lights illuminated.. If you are at the gate. you will still be on fire. it indicates there is: NO FIRE DETECTION in the APU..0 18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET . and evacuate any personnel or passengers who are on board until the situation is resolved. it may give the same indication as if the fire is out. this is just a backup step...4 I. At a pre-determined temperature it activates the FIRE system. consider: alerting the airport authorities and get fire trucks rolling.5 2 AB 6 5 4 7 EXH C X 100 8 50 0 100 IN CLIM B 3 4 150 200 AC AMPERES 0 I 00 F L T CAB FLT -. I am suggesting that when you are completing the routine APU start associated with low visibility approaches such as CAT II/III.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 . You pull the handle and rotate FULLY. YOU WILL NOT KNOW IT and you will bust your checkride! . RED light in the handle illuminates.. there really is NO WAY TO CONFIRM WHEN THE FIRE IS OUT.

so they added a little speed padding to the crossover speeds (about 10 kts) and created what we refer to as the “CANNED AIRSPEEDs. They developed this “CANNED AIRSPEED” concept as a temporary measure. that seemed adequate..CANNED SPEEDS HISTORY LESSON: For many. we must conform to the restrictions imposed by the “CANNED AIRSPEED” concept. Then some sage person (A lawyer. many years. however. and you should have a rudder fully deflect. Whoops!!! They discovered that these speeds were GREATER than the speed card maneuvering speeds.BULLETIN . you will have adequate aileron to maintain control of the jet. 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.” All this is. but until then.. We are stuck with this for now. 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.” Outside of some special situations. the Guppy was flown using maneuvering speeds generated using the “SPEED CARD. a TEMPORARY SOLUTION.CROSSOVER SPEEDS .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY BULLETIN . SO . © Mike Ray 2000 published by UNIVERSITY of TEMECULA 119 BUT WHAT DOES IT MEAN? © Mike Ray 2000 PO Box 1239 TEMECULA. CA 92593 .BULLETIN WHOOPS ! SPEED CARD SPEEDS . They are furiously creating some secret doo-dad that will make all this out-dated.

000 # CANNED FLAP AIRSPEEDS GROSS WEIGHT More than 117. To a pilot. but I am going to stick my neck out and publish the ones that were current when I wrote this book. 2: CLIMB OUT SPEED after flap retraction is 220/230 KTS until 3000 feet AGL (or CMS to 1500 feet if engine failure occurs).BULLETIN .000 # INITIATE RECOVERY PROMPTLY. 15. the source of the upset IS NOT AS IMPORTANT as knowing what to do. Here is what they recommend: GROSS WEIGHT Less than 117. PROMPT PILOT INPUT IS MORE CRITICAL THAN INCREASING CANNED SPEEDS.BULLETIN Here are the CANNED AIRSPEEDS (Mar. while they were up there testing and evaluating discovered that pilots could get the airplane up-side down.BULLETIN SOME SCARY FLIGHT TESTING RESULTS: These Boeing guys. ACCEPT HEADING CHANGE AND ALTITUDE LOSS. 3: AIRSPEEDS specifically mentioned in IRREGULARS OR EMERGENCIES should be used in lieu of canned speeds. 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 published by UNIVERSITY of TEMECULA 120 © Mike Ray 2000 PO Box 1239 TEMECULA. 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.BULLETIN . this maneuver will be incorporated into a check-ride scenario and introduced as a surprise to the student pilot. 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. CA 92593 . Remember: SUBJECT TO CHANGE: BULLETIN . Well. The whole concept of the QRC is to drive away from “memory” items as much as possible. 5: Vref speeds for landing should be used instead of canned airspeeds. 4: LIMITATION and SPECIFICATIONS AIRSPEEDS take precedence over canned airspeeds. 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.” That means that on a checkride. 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. INTRODUCING: “UNCOMMANDED RUDDER PROCEDURE” The problem with this is that “RECALL” or “IMMEDIATE ACTION” is mandated by the FAA Worthiness Directive. The speeds have been subject to continual evaluation and change. DURING RECOVERY FROM NOSE LOW UPSET. 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. DO NOT ATTEMPT TO MAINTAIN ALTITUDE. Not good. THE PILOT MUST DECREASE BANK ANGLE.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY BULLETIN .2002): You will be required to memorize them and use them.

..... DISCUSSION: If you are cruising along........ IF RUDDER PEDAL POSITION OR MOVEMENT IS NOT NORMAL AND THE CONDITION IS NOT THE RESULT OF RUDDER TRIM. DISENGAGE AUTOPILOT YI P E !! ! ROLL THE YOKE TOWARDS THE SKY POINTER.... DO NOT ATTEMPT TO MAINTAIN ALTITUDE UNTIL CONTROL IS RECOVERED...................... the pilot MUST get and KEEP the airplane above crossover airspeed for the duration of the problem.. UNCOMMANDED RUDDER continued If the jet has started an uncommanded roll.. and the rudder goes screwy and either: GOES FULL DEFLECTION......” It ALWAYS points to the SKY .... OFF DO NOT USE THE “YAW DAMPER INOPERATIVE IRREGULAR PROCEDURE.........” BIG PROBLEM: The pilot needs to take control of the airplane. STANDBY RUDDER Definition: As you will recall.” When they match up they look like an .... MAINTAIN CONTROL OF THE AIRPLANE WITH ALL AVAILABLE FLIGHT CONTROLS ! IF ROLL IS UNCONTROLLABLE..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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.......... THEN: SYSTEM B FLIGHT CONTROL SWITCH.... and so we must try and roll the airplane to the right... or RUDDER PEDAL “KICKS............... IMMEDIATELY INCREASE AIRSPEED BY REDUCING ANGLE OF ATTACK/PITCH.” 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 310 OFF OFF SPEED LVL CHG 2 SEL ALT HOLD V/S DN F/D ON HDG SEL APP DISENGAGE UP OFF RUDDER TRIM ... 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: .... LAND AT NEAREST SUITABLE AIRPORT USE FLAPS 30 or 40 DO NOT USE AUTOBRAKES © Mike Ray 2000 ACCELERATE TO CROSSOVER SPEED ! © Mike Ray 2000 published by UNIVERSITY of TEMECULA 121 PO Box 1239 TEMECULA.. VERIFY THRUST IS SYMMETRICAL........ you will be totally disoriented as to which way to ROLL the YOKE in order to get RIGHT SIDE UP............. CROSSOVER SPEED is that speed where the ailerons have enough authority to override a full rudder deflection......... RIGHT NOW! Next. The bottom part is referred to as the “SKY POINTER..... USE THIS GOUGE! GRAB HOLD OF THE YOKE AND PREPARE TO FLY THE AIRPLANE ! There are two IMMEDIATE ACTION MEMORY STEPS: FIRST: ...... These two opposing triangular pointers are referred to as the “HOUR GLASS........ 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..... the “SKY POINTER” is to the right................ In our example.......... CA 92593 ............... DISENGAGE AUTO THROTTLE Here are some comments regarding the REFERENCE ITEMS: YAW DAMPER SWITCH ..

... MOVE THE TOGGLE SWITCHES UNDER THE GUARDS FLAP UP 0 FLIGHT DETENT Let’s think about this for a moment..... aft right hand corner is called the STAB OVERRIDE switch and could actually make the situation WORSE if it is selected.” Here’s the problem..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY UNSCHEDULED STABILIZER TRIM MEMORY ITEMS UNSCHEDULED STABILIZER TRIM LET’S TALK ABOUT . Trim index movement in the direction of the run-away. I contend that they will MOST LIKELY move the yoke in the wrong direction.. when the autopilot commands a turn or climb. the yoke moves in response to the autopilot input. in this case.. The autopilot is tied to the yoke. 2...%MAC 30-20-10 30 40 APL NOSE UP STAB TRIM FLAP DOWN CUT OUT 1 2 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.%MAC 30-20-10 D EEKE SPRA B DOWN ARMED STAB TRIM APL NOSE DOWN 0 5 10 15 1 2 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 ... Of these three.... the airplane may be outside of the flight envelope where recovery is possible. you may have to "HELP" the yoke (auto-pilot) to catch up.. The intuitive reflex is to grab the yoke and “OPPOSE” it’s motion. CA 92593 . THIS PROCEDURE HAS MEMORY ITEMS “CONTROL COLUMN . TAKE-OFF CD . FLIP UP THE RED GUARDED SWITCHES this in itself will do nothing..... that is to push IT towards the instrument panel..... while simultaneously calling for the QRC.... you may have to PUSH IT FORWARD.. On the lower console. here is the REAL answer... continued . that is.. “Is that your final answer?” 1: CONTROL COLUMN . Here is the TRICK! If the yoke is moving forward. GRAB and HOLD APL NOSE UP PARKING BRAKE PULL YIPE! The one on the throttle quadrant is the one to use for this procedure. DISENGAGE 3: STAB TRIM CUTOUT SWITCHES .. 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. which way do you move the yoke to “oppose the trim.. So.... Possibly the reverse of the movement of the yoke.... TAKE-OFF CD .. 3.. So... but if you think about it... Obviously. .... Itmay be just opposite to what your instinct is.. the autopilot (controls) are moving to oppose the pressures imposed by the trim. because once a certain amount of resistance is encountered it will kick off.. 2. 2: AUTOPILOT . with the trim motor running away. You also see that the YOKE IS MOVING TOWARDS YOUR LAP.. MOVE TO OPPOSE TRIM "GRAB THE YOKE" and control the aircraft pitch manually. the yoke movement is the MOST obvious and the one that pilots will most likely respond to. Question: QUICK.. the autopilot is not going to stay connected for very long. Trim wheel rotation in the direction of the run-away. by the time you figure out that you have been pushing the yoke the wrong way. 737VER5EMER030a © Mike Ray 2000 published by UNIVERSITY of TEMECULA 122 © Mike Ray 2000 PO Box 1239 TEMECULA. YOU MAY HAVE TO MOVE THE YOKE IN THE SAME DIRECTION IT WAS MOVING IN ORDER TO “HELP” THE AUTOPILOT OPPOSE THE TRIM MOVEMENT. CUTOUT This is a two step process: 1. The problem is. I think that you should think this through so that when the event occurs on your check-ride.. that you will be prepared......

If Preparation for Evacuation has been made in anticipation of a possible or eminent evacuation. At United Airlines... the evacuation should already be in progress... it is likely that they ARE going to initiate an evacuation should they think it is necessary STEP 8 WITHOUT input from you.8 7: OPEN OUTFLOW VALVE 00350I DECR INCR CABIN RATE 08250 CABIN ALT O P E N AC MAN DC F L T I.1 6.. a transmission MUST be made to the cabin: such as "REMAIN SEATED ... go to CABIN and exercise overall command.. 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.. RETRACT FLAP HANDLE .....2 8... START LEVERS OFF ..... etc" DO NOT use the words "DO NOT EVACUATE.... When the Cockpit Crew gets to the cabin... The assignments are: CAPTAIN: After completing cockpit shutdown. this "should" have occurred automatically..... both require two hands: 1. BEFORE the airplane comes to a complete stop... turn the handle one way." If you delay until after the airplane stops...3 . that OUTFLOW VALVE you make that statement EVEN WHILE THE JET IS STILL ROLLING! 1: STANDBY POWER SWITCH ........9 G R D AUTO CHECK I.. and you can look at the "doors open" lite..6 2..4 2.. and this is only my STEP 7 interpretation.. Then when you do get the jet stopped. FIRST OFFICER: As soon as the airplane stops. That is.. IF HANDLES LIT 3: PULL and ROTATE the two engine fire handles in opposite directions. then you can get out the QRC and mop up the details.. The EVACUATION procedure would lead you to initiate believe that a call to the cabin is NUMBER 8 on the list of important things....9 3. After ALL POSSIBLE assistance given.. S PU H CAB FLT -.4 5.. notify ground personnel).MAX PRESS SCHEDULE 8: INITIATE EVACUATION SIGNAL STEP 4 SPEED BRAKE FLAP HANDLE down STEP 5 It is ESSENTIAL that if NO EVACUATION is desired...... that is the only power source available 3: push OUTFLOW VALVE SWITCH to the RIGHT (OPEN).. PARKING BRAKE ...0 6.... or 2: Depress the ENG/APU FIRE TEST button on the aft of the center console.9 5. REMAIN SEATED .... STOW THE SPEEDBRAKES! FLAP HANDLE DOWN.. MODE SELECTOR to MANUAL (PUSH RIGHT)..8 7..4 3.. if you should see the doors open lights come on..... go outside and assume command... ROTATE 11: OPEN COCKPIT WINDOWS AND DEPLOY ESCAPE ROPES ASSESS the situation for SMOKE and FIRE before opening windows. Depress the button under each handle separately. BATTERY 2: NOTIFY ATC.. wait for the "ENG BTL DISCH" light and then turn it the other way (leaving the other handle unturned).....6 6. that will release all the handles simultaneously. UNLESS the Cockpit Crew directs otherwise. escape ropes STEP 11 REMAIN SEATED! REMAIN SEATED! On the other hand. call ATC STEP 2 START LEVERS STEP 6 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 123 © Mike Ray 2000 PO Box 1239 TEMECULA. this step is superfluous... DOWN START LEVERS .....0 18 20 22 24 26 28 30 32 34 36 ALTITUDE X I000 FEET . the policy is that The Flight Attendants may initiate an evacuation without the concurrence of the Cockpit Flight Crew. I suggest. leave airplane and assist in assembling passengers outside... CA 92593 . you can expect the evacuation to be started without any input from you......... that if you are PRESSURIZATION NOT going to evacuate..3 . Manual is slower but with both engines shut down........ 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... WHAM BAM.. CUTOFF AUTO STANDBY MANUAL V A L V E C L O S E STBY open windows. There are three steps to this step: 1: FLT/GND switch … GND (PUSH RIGHT)..... SET SPEED BRAKES .... You CAN expect that The Flight Attendants WILL initiate an evacuation AS SOON AS THEY THINK THE AIRCRAFT HAS STOPPED.4 4. 001257 obviously.....4 7.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY EVACUATION MEMORY ITEMS THIS PROCEDURE HAS MEMORY ITEMS EVACUATION 3: 4: 5: 6: MEMORY ITEMS THIS PROCEDURE HAS MEMORY ITEMS STBY PWR . 2.. if it is on.. go to the cabin and determine that all useable forward and over-wing exits are open.0 5..... The purpose for this is to ensure the OUTFLOW VALVE has depressurized the airplane so that the doors can be opened. 1-2-3!!! You don’t have to be stopped or look at a checklist.. BATT STEP 1 DISCUSSION: Because of the way the evacuation is perceived by the Flight Attendants.. 10: ILLUMINATED FIRE HANDLE(s) .. (If during loading process. 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.0 5.....

OH YEAH . CONSTANT DESCENT APPROACH PROCEDURES PROFILES OK ... This procedure is to be used for © Mike Ray 2000 published by UNIVERSITY of TEMECULA 124 © Mike Ray 2000 PO Box 1239 TEMECULA. AT ALT HOLD ...SET COMPUTED TDZE © MIKE RAY 2003 ALL APPROACHES This is the long awaited CDAP (Constant Desent Approach Procedures).. When adopted by the airlines. CA 92593 ...GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY INTRODUCING ..

it has been determined that “ALL” approaches. making life easier on the working line crews. Stipulations in the agreement are that once the crews are trained. CA 92593 . or Visual will be flown using the CDAP.. Ace. nonprecision. 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. Now. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 125 © Mike Ray 2000 PO Box 1239 TEMECULA. whether precision.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY A BRIEF DISCUSSION ABOUT: Has also been referred to as: and CONSTANT DESCENT APPROACH PROCEDURES 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. then CDAP will be the ONLY type of approach to be used … and further. Whoops! Not so fast there. It seems that the “dive and drive” with all it’s warts and hickeys is still the operative vertical navigation technique up to the FAF (Final Approach Fix) and the CDAP is to be used ONLY in that Final Approach Segment (FAS) from the FAF to landing/go-around.

It is FREQUENT or SUSTAINED corrections that require a go-around. where the decision to land or go-around is made. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 126 © Mike Ray 2000 PO Box 1239 TEMECULA. 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 . The “COMPUTED” DA is the MDA (for non-precision approaches) value plus 50 feet. round up to 400 feet. 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 example: If the published TDZE is 301 feet.300 fpm from the computed descent rate may be made during the approach.300 fpm DO NOT require a go-around. For all non-precision approaches. For example: If the published MDA is 1060 feet. For Non-precision and VMC. the autopilot MUST be disconnected no later than 50’ BELOW THE PUBLISHED MDA.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. The “COMPUTED” TDZE is that value rounded up to the next higher 100 feet.Computed DA . STAY ON AUTOPILOT if acquiring the runway for landing at DA. This is BIG ! IF more than +/-300 fpm correction is required. after the “gear up” command. and we get that from the APPROACH PLATE PLANFORM DIAGRAM. if weather is less than 1000/3 they must be flown using the autopilot.. round up to 400 feet. This is the recommended technique. A descent rate correction of NO MORE THAN +/. The definition of TDZE is Touchdown Zone Elevation.CONTINUED.. CDAP non-precision approaches are flown to a DA. There is no longer a requirement to compute a PDP. and if the published TDZE is 399 feet. 3 THERE ARE THREE KEY ELEMENTS TO THE CDAP BRIEF: . This is called CDAP (Constant Descent Approach Procedures). For now. the approach is considered unstable and a go-around is REQUIRED. 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. EXPLANATORY NOTE: Momentary corrections exceeding +/. CA 92593 . TDZE is computed by rounding up the published TDZE to the next highest hundred. Computing the DA The definition of DA is DECISION ALTITUDE. This computed DA is placed on the barometric altimeter for nonprecision and precision approaches. NOTE: The MISSED APPROACH altitude is to be set in the MCPduring the go-around. If landing. There is NO ALLOWANCE for descent rates greater than 1000 fpm below 1000’ AFE.Computed TDZE . and we get that from the APPROACH PLATE PLANFORM DIAGRAM.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES SOME and PROCEDURES FOR STUDY AND REVIEW ONLY CONSTANT DESCENT APPROACH PROCEDURES versus DIVE and DRIVE . that is 1060 + 50 = 1110 feet. DA is computed by adding 50’ to the published MDA. we will be using the “computed” DA for all non-precision approaches. All CDAP approaches are flown with the TDZE in the MCP. then the computed DA will be 1110 feet. CONSTANT DESCENT APPROACH PROCEDURES 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. disconnecting at no less than 50’ below the published MDA.

If the airspeed is “off scale” in the chart ( a common situation). 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. so more “accurate” calculations are a waste of time. then The simplest application of METHOD 3 is to: USE 800 FPM INITIALLY FOR A STANDARD 3 DEGREE GLIDE-SLOPE. Example: at 140kts G/S on a 3 1⁄2 degree glideslope. the computed descent rate should be 700 fpm + 100 fpm = 800 fpm. The pilot must constantly be aware of the changes and “tweaking” the VERTICAL SPEED knob. CA 92593 . 2. Determine your approach GROUNDSPEED. or sustained corrections greater than +/. 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. the descent rate should be: 140/2=70. My advise. the CDAP will still be an event to occur in the future. 3.3 miles from FAF.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES IDENTIFYING THE CDAP MATERIAL Until all the approach plates have been updated and disseminated to ALL pilots. and PROCEDURES FOR STUDY AND REVIEW ONLY METHOD 2: THERE IS A CHART IN THE FOM called: “Descent angle and descent rate chart. published by UNIVERSITY of TEMECULA 127 © Mike Ray 2000 PO Box 1239 TEMECULA.inbound on approach airspeed. Wheew!!! If that seems way too complicated.” I’ve not seen it.” 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. I sorta think that this approach is lame anyway. Therefore. steeper descent corrections to make descent milestones are SEVERELY restricted by the +/. however. Corrections reducing the descent rate can be made without considering the 1000 fpm descent restriction. USE THE APPROACH PLATE PLAN-FORM DIAGRAM. since the G/S is 2 X . It is from the point 3 miles outside the FAF until pushover at . Note: Glideslope correction = +50 fpm for each 0. 1⁄2 groundspeed X 10 + glideslope correction. It seems to be better to guess higher rather than lower. 70 X 10 = 700 fpm + glideslope correction. They have elected to identify the CDAP charts by using the letter “V. GET ON THE DESCENT QUICKLY. On those approaches. BELOW 1000 AFE (above field elevation)Op Specs DO NOT allow: vertical speeds greater than 1000 fpm. This applies particularly on approaches where the glide-slope is greater that 3 degrees.25 degrees that the G/S is greater that 3 degrees. The nose of the airplane SHOULD be coming over by the time you cross the FAF .the airplane is fully configured and . This is the only place where this observation can be accurately made. the required descent rate was around 900 FPM. so I can’t comment. IMHO (In Mike Ray’s humble opinion) The FMC generated groundspeed information should not be used for glideslope computation UNTIL: . be aware that it could affect the calculation significantly. 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. We can only make simple adjustments to the V/S wheel anyway. METHOD 3. This information can be taken right off the ADI (757/767).300 fpm limitation and the 1000 fpm restriction below 1000 FAE. START OFF WITH 900 FPM.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. make an estimate. If the wind-speed on the ground is low and the wind at altitude is dramatically different. IF GLIDE-SLOPE GREATER THAN 3 DEGREES. A couple of notes: 1. 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.25 degrees greater than 3 degrees. HSI (737) or ND (747-400). and BE AGGRESSIVE in your calculation and in starting down. then we add 100 fpm.

The approach is considered unstable inside the FAF if that restriction is exceeded. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 128 © Mike Ray 2000 PO Box 1239 TEMECULA. Failure to set Missed Approach Altitude in the MCP after the request to raise the gear. 5. sets “step down fix” altitude inside the FAF in the MCP instead of the computed DA. Failure to use the CDAP procedures and restrictions on the ILS and VMC approaches. This is not to be confused with arriving at the FAF altitude inbound. 8. Failure to set Computed DA on the barometric altimeters. 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. Pilots EXCEED the +/. computed DA = MDA + 50 feet. 7. 3. 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. CA 92593 .300 fpm restriction to the announced Computed descent rate without initiating a go-around. Failure to initiate go-around at the “computed DA. Excessive reliance on the green arc and not allowing enough time for the arc to “settle down” after a correction is applied. Failure to BRIEF: Computed Descent Rate Computed TDZE Computed DA 4. Remember.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY CONSTANT DESCENT ANGLE PROCEDURES SECRETS ! WHAT PILOTS SCREW UP ! THERE ARE (at least) 11 MAJOR THINGS PILOTS FAIL TO DO ON THE CDAP: 1. setting instead the published MDA. Pilots tend to OVER-CONTROL the glidepath. Failure to observe that the 1000 foot call-out should occur at 3 miles from touchdown. 2. Op specs still allow you to use the autopilot down to 50 feet below published MDA. allowing the airplane to descend to the “published MDA” before initiating the go-around. Failure to set TDZE in the MCP at ALT CAP on the level off inbound to the the FAF. 10. 11. 9.” Instead. If step-down fix is depicted. Failure to set next altitude on the MCP after ALT CAP when maneuvering OUTSIDE FAF. 6.

DON'T SET IN THE NEXT AL TITUDE UNTIL YOU ARE CLEARED ! . The horn can ONLY be silenced when at least one throttle is forward of the vertical position.3 MILES FAF From FAF inbound (NDB only) © Mike Ray 2000 published by UNIVERSITY of TEMECULA 129 USE RDMI as PRIMARY FLIGHT INSTRUMENT AT ALT HOLD SET COMPUTED TDZE in MCP AT ALT HOLD COMPUTED TDZE select V/S. 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 +/. the aural warning horn will sound.RADIOs (tune & Ident) . CA 92593 . disconnect A/P before 50 feet below MDA CONFIGURE AIRPLANE Set airspeed.ATIS . 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! ! @ .GO-AROUND SET DA in altimeters (DA = MDA + 50’) NOTE ABOUT WARNING HORN: If you select 15 flap without the gear down and locked. CHECK ZEROs MAX DESCENT CORRECTION +/.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. LANDING FLAPS.300 FPM MISSED APPROACH at DA MDA plus 50 feet © Mike Ray 2000 PO Box 1239 TEMECULA. 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 E INBOUND TO FIX or DOWNWIND LEG TIP: 15 MISSED APPROACH ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)" ROTATE: 15 degrees (12. and if the throttles are positioned at or near idle.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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. power. power setting.BRIEF .300 fpm MAX ! USE V/S MONITOR AURAL for descents inside FAF SET COMPUTED DESCENT RATE @ .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. GEAR DOWN. CONFIGURE AIRPLANE Set flaps.APP-DESCENT CKLIST .INSTALL APPROACH .

CA 92593 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY © Mike Ray 2000 published by UNIVERSITY of TEMECULA 130 © Mike Ray 2000 PO Box 1239 TEMECULA.

. Even though it is one of the must simple approaches with very high minimums … It is not easy to fly.. 737ver5APP05 Remember. CA 92593 . The MCP should be set up so that you are flying using VERTICAL SPEED and HDG SEL. © Mike Ray 2000 published by UNIVERSITY of TEMECULA 131 REMEMBER. The whole idea is to NOT begin the descent. but trust me. you do not do anything . Set TDZE on the MCP when ALT CAP annunciated at FAF altitude. 2. This is NOT A GOOD TECHNIQUE!! A better technique seems to be to remain on instruments almost totally and as the descent progresses. it is essential for you to continue to track the approach course during the LEVEL SEGMENT. computed TDZE. Essentially. Abandoning a Non-Precision Approach before the FAF Let’s assume that for some reason (possibly the weather has dropped below minimums) you decide NOT to commence the approach upon arriving at the FAF. ILS. you cannot climb at this point. At MDA + 50 feet with field in sight: and PROCEDURES FOR STUDY AND REVIEW ONLY . gradually transition more and more outside visually until you arrive at the runway with about 80% of your scan outside. Some key difficult spots in the approach are: 1. 3. but rather maintain the intercept altitude upon arrival at the FAF and fly through the FAF at that altitude. then you are cleared to climb to missed approach altitude. Once at the MAP. Use HDG SEL for an NDB or BCRS LOC approach. Brief the “computed Descent rate. the Pilot SHOULD NOT simply push the G/A button on the throttles. however. 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 may start the clean up even though you are in the level flight segment." DISCUSSION: This is not an exercise in FARs or AIM rules. Set the computed DA (MDA + 50 feet) on the appropriate altimeter before starting the approach. 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. In this case. 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 will cause the airplane to climb into an area of "Uncleared Airspace. © Mike Ray 2000 PO Box 1239 TEMECULA. you descend below the FAF altitude. but I want you to know that this is merely an MCP/AUTOPILOT exercise. THIS AUTOPILOT WILL NOT TRACK ANADF or a BCRS LOCALIZER.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES … Arriving at the MDA + 50 feet on a NON-PRECISION APPROACH with the field in sight. Set Missed Approach altitude in the MCP once gear is retracted on the go-around. simply depressing the go-around switch will start the climb phase. If. I suggest using VOR/LOC for a VOR.” 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. It is a delicate point.. TECHNIQUE: Once commited to the missed approach. 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. 4. Because we cannot climb until we have reached either the MAP or the “inner marker. 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. and computed DA” before starting approach. or LOC approach.

As a result. PUSHING TO/GA WITH A SINGLE AUTO-PILOT ENGAGED CAUSES THE AUTO-PILOT TO DISENGAGE ! Additionally. The airspeed window remains at the airspeed set during the goaround. 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. the jet WILL NOT HAVE A LEVEL OFF ALTITUDE! In pre-CDAP days. So here is a suggestion: . LVL CHG WILL NOT GET YOU DOWN IN TIME. the auto-throttles retard in order to maintain the airspeed commanded during the climb-out.3 MILES BEFORE THE FAF In order to “get down” . A. 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. you must aggressively begin your descent. IT WILL SHUT OFF!!! So. If the engine failure occurs more then 10 seconds after TO/GA is selected.5) PITCH UP. then the PITCH BARS go to MCP airspeed. the GO AROUND mode is actuated. the autopilot will go away. here is the whole scoop: This stuff is 1. UNLESS there is WINDSHEAR! © Mike Ray 2000 published by UNIVERSITY of TEMECULA 132 © Mike Ray 2000 PO Box 1239 TEMECULA. 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. “CLEAN UP” means retract flaps and do “AFTER TAKE-OFF” checklist. Here is what that does: COMMAND BARS appear for BOTH pilots. then the current airspeed becomes the target. THIS IS NOT DESIRABLE !!! On the check-ride. .@ ALT HOLD B. DISCUSSION: It is a bit puzzling. THRUST LEVERS (IF A/T engaged) advance to provide 2000 FPM climb. CA 92593 .. It is also true that when the altitude set in the MCP is greater than 100 feet from that of the airplane.. HOLD or G/S capture. the Check-guy will be impressed if you avoid this. as the nose pitches over and the airplane starts it’s level off. For anyone who cares.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY . don’t try and finesse the rollover. This is really complicated stuff to remember on a check-ride. during the ADF/NDB approach (or any non-autoland approach for that matter). then the pitch bars select existing airspeed. and if TO/GA selected a second time.. should we elect to execute the go-around maneuver. If engine failure occurs more than 10 seconds after TO/GA selected. and the airspeed is within 5 kts of the MCP airspeed. LEVEL-OFF AFTER MISSED APPROACH on AUTO-FLIGHT. 2. the PITCH BARS adjust to command an internally calculated airspeed. It is imperative that you roll the V/S knob to your computed descent rate quickly. INSIDE FAF YOU “SHOULD” BE USING V/S. FLY THE PITCH BARS !! IAS indicators blank and airspeed cursors slew to AFDS preprogrammed maneuvering speed for the selected flaps.. 4. If engine failure occurs within 10 seconds after TO/GA selected. it does become armed. The TO/GA PITCH TARGET AIRSPEED is NEVER less than V2 for the current flap setting. then MCP AIRSPEED becomes the PITCH TARGET.CLEAN UP When “ALT ACQ” annunciated on the ADI “BUG UP” the salmon bug using the MCP to appropriate canned airspeeds.. and Initially command a 15 degree (for single engine 12. and the airspeed is more that 5 kts above the MCP speed. some pilots use this gouge: LOW PRIORITY. DISCUSSION: While it is true that the V/S is NOT armed with ALT . 3. 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.BUG UP C. pushing the TO/GA button. Failure to “take over” would result in disaster. since 50 feet below MDA is probably above the computed TDZE requirement that is set in the MCP. the THROTTLES advance to the full go-around N1 LIMIT. DISCUSSION: After you have executed the missed approach and the airplane is leveling off in autoflight at the missed approach altitude. As the speed increases. I wouldn’t try To memorize this..JUST FLY THE PITCH BARS. If engine failure occurred BEFORE TO/GA engagement. 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. 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. WHAT IS HAPPENING? When AUTO HOLD is annunciated. we must be prepared for the auto-pilot to shut off. So.

are there dogs expected on the runway. PDP 2. flying the published routing strictly by the plate is probably a good idea. “Get me the weather. What lights or other runway aids are going to be available when(if) you break out. By that I mean. I do strongly urge you to become very familiar with the APPROACH-DESCENT CHECKLIST. In our sample case we can expect HIRL. It may not be necessary to select a STAR or a TRANS unless it is specifically required to complete the routing. 1.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES Just what is meant by the term … and PROCEDURES FOR STUDY AND REVIEW ONLY A I R B ATIS: Short for “Airport Terminal Information Service” or as pilots say. obviously any preconception will be inadequate. A-I-R-B-A-G sample APPROACH PLATE BRIEF 1: 2: 3: 4: Date and number of plate: (May 29-92. other stuff: Will there be a runway offset.. 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. B: MAX IAS 170 KTS: 6 You'd better believe it. Especially of interest are notes on the approach plate such as: DEN 10-9E LOW VISIBILITY TAXI ROUTES. 10: MISSED APPROACH: Discuss what you intend to do if you elect to Overshoot (Go Around).” That being said. What are the HSI assignments 3. flaps 25 for this approach. it MAY NOT be desirable to follow the published missed approach procedure. Generally there will be a “name” associated with the routing. Make sure the "callouts" include the 50 feet below MDA call. The controller will certainly be surprised. Note that in order to commence this approach you will need BOTH ceiling AND visibility. and 197 feet width. This whole briefing thing is clearly very hazy. INSTALL APPROACH: The ATIS will indicate which runway is currently in use and ATC will assign an appropriate approach routing. it may actually be desirable to have a ROUTE DISCONTINUITY between the last waypoint on the ROUTE and the first waypoint on the APPROACH.5 with DME and 1 TGE NDB 375) 6. etc.. PAPI. High terrain in ALL directions) Airport Elevation: 4952 feet 5: Frequencies of nav facilities: (AUR 114. 8 9: What are the minimums required 9 to begin the approach . Remember.. Depress DEP/ARR key . however. because it is a VOR. MDA: (5340 feet/460 feet haa) 7: PDP: (I figured mine by taking 2 the 460 feet and dividing by 3 300 = 1. use your head. the PF MUST be in VOR MODE. GO-AROUND.2 = .. it may be useful for the PNF to conduct the brief. I recommend 140 KTS and gear down. REMEMBER: The magical glass doesn’t do anything until: 1. BRIEF THE APPROACH: While every attempt should be made to cover every contingency. Reception usually limited to about 100 miles out.0 . A : CEILING REQUIRED. OTHER STUFF TO BRIEF:. 1. Make 50 feet below MDA callout © Mike Ray 2000 GET OFF-GO AROUND: 1. each approach is a little different and there is no exact list here. I want to make this point that regardless of what the approach plate says.8) for a PDP of 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.” 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). Oboy! 3.. and 2. Think!!! © Mike Ray 2000 published by UNIVERSITY of TEMECULA 133 737ver5APP03 PO Box 1239 TEMECULA. GETTING OFF THE RUNWAY should include which exit you intend to use.3 8: NOTES: There are two significant notes 5 on this Chart. It has a note “on RW 35R taxiway M6 is labelled not available below RVR 600. DO NOT DAWDLE OVER MEANINGLESS DETAILS. ACTIVATE (Have other guy check your entry). Use you head.” 2.. 2. but typically the PF will stay in MAP mode until beginning the turn back inbound and the PNF will monitor VOR outbound. If you are in Guatemala in CAVU weather and have to miss . The published miss is there ONLY for a radio failure or when directed by ATC to “FLY THE PUBLISHED PROCEDURE. If cockpit task loading is high.. CA 92593 . There simply is no outline that covers every situation. 11: ANY QUESTION? Always ask the other pilot and resolve any ambiguities in understanding.BOTH 7 1. 4. pireps. NOTE: Include these EXTRA three things in your NON-PRECISION APPROACH brief. That information is (typically) on the reverse side of the 11-1 page (first approach chart)in a box labelled "ADDITIONAL RUNWAY INFORMATION". Follow the prompts. Who is in what HSI MODE? On this approach.6 Kilometers AND 400 feet ceiling. Notams. There are LOTSA BIG VOLCANOES close to the airport.. is a meteor shower expected. A pilot should be able to click off the items and accomplish the indicated checks swiftly and accurately. number 13-4) City and Runway: (Guatemala City VOR DME RWY 01 approach) MSA: (Minimum sector altitude .5 and added the distance 4 of end of runway from VOR 8 (1.

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

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

2

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

1

123 123 133

V1

Vr

V2

Flap

1

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

1

OUTER MARKER

2

GSIA

GLIDESLOPE INTERCEPT ALTITUDE

HOW TO GET FROM FAF TO MAP

COMPUTED DESCENT RATE

GLIDESLOPE

MAP

MISSED APPROACH POINT

3

MDA + 50 FEET or as indicated on the approach plate.

4

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.

© Mike Ray 2000

published by UNIVERSITY of TEMECULA

134

© Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

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. Don’t become a member of that august group.

ADF
135

(sometimes called the NDB)

737ver5ADF6A

© Mike Ray 2000

published by UNIVERSITY of TEMECULA

© Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES
Some additional

and PROCEDURES FOR STUDY AND REVIEW ONLY

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.

H

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, let’s say that you are given the following approach clearance: “... cleared direct to SLIDER, cleared for the approach ...” What are you cleared to do passing Slider? That slightly heavier weight line from SLIDER to PC is called a “FEEDER ROUTE.” You may descend to 6000 feet once you have crossed SLIDER and will be expected to turn outbound and fly the approach, including the procedure turn maneuver without further clearance. SLIDER
D M

12

2

O

058
O 282

O

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

O

O

193

122.2 ..SLD . ..

--- -

-

O

Notice that the navaid identifier (PC) is underlined. This means that in order to hear the Morse code identifier, you MUST have the BFO (beat frequency oscillator) turned on. This type of navaid only exists at stations outside the US and as far as I know, only in China.

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

published by UNIVERSITY of TEMECULA

136

© Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

6 R 10. It is required by SOP that you make this your PRIMARY navigation instrument. the autopilot will make the heading of the jet (sailboat) turn so as to align with the buckteeth. Use HDG SEL and V/S inside the FAF. but this machine is so cool at this procedure. BOMB (tail of the #2 NEEDLE).7 NM TAS 283 TRK 188 M 1534.) The “RAW DATA MUST be monitored continuously from the FAF inbound. WHEN IN HDG SEL. PUSH the HDG SEL button. you should do two things.4 L TAS 32. 9 12 6 ADF INOP This is the HEADING that is set on the MCP. 1 2 START DOWN using V/S. and DESIRED BEARING. 3 0 . It is the solid line on the HSI display. Remember. Have the jet in LNAV so it can resolve the wind correction. The SAILBOAT (HEADING POINTER) indicates the heading of the nose of the jet. 2.4 L This is where the nose of the airplane is pointing. Roll in about 1000 fpm down.6 R 10. it would be worth the effort to learn it. 1. Use LNAV when maneuvering outside the FAF (Final Approach Fix). start the time. it can also be assigned to the PNF (or First Officer) using their headset. THE SAILBOAT WILL ALWAYS DOCK IN BUCKTOOTH HARBOR. Use the HSI in the EXP (expanded) mode. one you want to keep on the HSI. 737ver5ADF8 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 137 © Mike Ray 2000 PO Box 1239 TEMECULA. If the track slips off the inbound bearing.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY Approaching the FAF . 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. etc. This will allow the glass to calculate the wind problem for you and will set up the necessary crab on the inbound leg. CA 92593 33 AD F COURSE . By this. the PNF will call the tower. The Checkguys would be surprized and pleased. That is to say. the airplane heading will stay where it is. (less than 5 degrees should be adequate.7 NM 283 TRK 188 M 1534. 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). ACTUAL TRACK 320/18 1276 2. it is OK and perfectly acceptable just to use the RDMI if you choose. I mean “PUT THE SAILBOAT IN BUCKTOOTH HARBOR.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. 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. 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. This is the ACTUAL TRACK of the airplane over the ground.8 Z GS 296 NOTE: The extremely annoying ADF/NDB aural ident tone MUST be monitored from the FAF inbound also. and when a station is being received 0327 1633 (When no signal is being received. HAVE THE MDA SET IN THE ALTITUDE WINDOW !!!! MARRY THE BUGS. 3. THE BOMB WILL ALWAYS RISE. This is the picture you should see initially. ADF #2 POINTER 021/18 1276 2. VO R AD F When you press the HDG SEL button. The “M” indicates that it is magnetic. NOTE: Of course. BUCKTEETH THUMBTACK The THUMBTACK is only displayed when you have an ADF station tuned and it is being received. When the RDMI #2 NEEDLE passes the wingtip. 3 0 193 24 27 3 0 33 . DME-1 DME-2 DME-2 15 18 21 24 9 12 27 3 0 6 VO R NOTE: FYI there is NO USEFUL navigation information displayed on the ADI for the ADF. While this may be done using the cockpit speakers or your headset. place the BUCKTEETH so as to realign the three target parameters: TRACKLINE. Think of it as an anti-gravity bomb. 737ver5ADF6 ACTUAL HEADING The BUCKTEETH on the HSI indicates where the heading is selected using the HDG SEL knob on the MCP is set.” This will set up the MCP so that when you push the HDG SEL button. 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. Keep your corrections as small as possible. HEADING BUG The THUMBTACK (if inbound) or BOMB (if outbound) points TO or FROM the station.

TUNE . CDU . BARO . ID 3. ADF2 . While the approach may be flown in “FULL.. 3 0 33 Inbound correction 33 properly 16 established 27 18 15 03 so as to arrive on track prior to station passage..." I have seen a lot of guys in this position and not AD F IN recognizing OP that they have turned the wrong way." WHICH WAY DO I TURN ? ADF/NDB STEP ONE: SET UP ADF PANEL 1. but offset.... DM E2 ADF INOP 126 40 20 320 9 12 CTR MAP 10 PLAN 6 33 33 . A DME -1 DME2 A D F 1260 OFF TONE ON ADF 550 ANT 24 27 3 0 6 DF IN OP 9 12 6 ADF 0327 1633 DME-1 15 18 21 24 9 12 6 VO R 9 12 DM E -1 21 24 F FAF 0327 1633 DME-1 DME-2 RST BRT BRT WXR ON 6 AD VOR 9 12 A DF IN OP MAP VOR/ADF NAV AID ARPT RTE DATA WPT ON ON ON ON ON 15 18 21 24 ADF © Mike Ray 2000 published by UNIVERSITY of TEMECULA 33 .. TFR . 6 VO R F AD STEP FOUR: CDU and HSI 1. Select by pushing selector ADF DH REF FULL VOR/ILS 0327 1633 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. 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.HG MB 7 10 1 3 2992 4 6 5 BARO 1... ADF INOP Correction is needed to put needle on right side of nose so that it will "FALL" towards 180 151. "TAIL" is placed on the left side of 180 so that it will "RISE" AD towards F IN OP the desired track. OFF (unless in China) 4. 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 V DME-2 F AD A/C paralleling track.. 1. 2. Take a moment and look at these indications so that you will have it firmly in your mind just how to "fly the needle. IDENTIFY .” it will not allow you to monitor the RADAR or the EGPWS. SELECT 3. 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 .... EXP VOR/ILS. 9 12 9 8 100 0 FT STEP FIVE: ALTIMETERS 1 32 0 00 1 2 3 ALT IN. NOTE 3: When in the MAP mode on the HSI. FREQUENCY MIC SELECTOR GAIN ON 1-VHF-2-VHF INOP INOP F-INPH-S PA HOW TO SET UP THE RADIOS TFR W D IN 9 12 RWY 18 Offset but correcting properly. 3 0 . Set Computed TDZE on the movable bug. ADF . CA 92593 33 . selector UP 2. MONITOR .. HSI . select either head 2. VO R DM 03 E1 27 24 15 18 21 27 3 0 16 DM 33 E2 This is a proper heading.. 3 0 STEP THREE: RDMI set-up 1. VO R DM 03 E-1 27 16 15 18 21 24 DM 33 E-2 Paralleling track inbound to station. BFO .... 3 0 33 .. a review of the ADF needle and how it points. Remove the RAD ALT from the ADI. 3 0 Wrong way "correction.. Continuously monitor aural tone from FAF inbound (Speaker OK) 33 .. 6 737ver5ADF3 138 © Mike Ray 2000 PO Box 1239 TEMECULA.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY ADF/NDB stuff Some Pilots use the GOUGE: TAILS RISE HEADS FALL . DIR/INTC (This will give you LEGS page so you can see the distances between the waypoints) 2. ADF ... RAD ALT ..... 3 0 . 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. The HEAD is placed so it will "FALL" towards the proper track.. Tail is rising "slowly" but will never reach track outbound..

DON'T SET IN THE NEXT AL TITUDE UNTIL YOU ARE CLEARED ! PROCEDURE TURN or VECTORS NOTE ABOUT WARNING HORN: If you select 15 flap without the gear down and locked. disconnect A/P before 50 feet below MDA CONFIGURE AIRPLANE Set airspeed. get you down in time.INSTALL APPROACH . CA 92593 . at GEAR UP on MISSED APPROACH SET M/A © Mike Ray 2000 PO Box 1239 TEMECULA.3 miles before FAF. and flaps according to current operating doctrine PUSH: SET TO/GA button AUTOPILOT WILL DISENGAGE! ! @ . @ ALT HOLD SET TDZE on MCP +/. USE RDMI as PRIMARY FLIGHT INSTRUMENT SET “COMPUTED TDZE” in MCP. be at TARGET SPEED. and if the throttles are positioned at or near idle. Check for ZEROs. the aural warning horn will sound.GO-AROUND SET DA in altimeters (DA = MDA + 50’) * OF COURSE. airspeed according to current operating directives IF S/E stop FUEL transfer INBOUND TO FIX or DOWNWIND LEG 15 MISSED APPROACH ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)" ROTATE: 15 degrees (12.3 nm AGGRESSIVELY begin descending USE COMPUTED V/S START CLOCK CALL TOWER 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. LVL CHG will not REVIEW or LANDING FLAPS.APP-DESCENT CKLIST .300 feet. COMPUTED ALL CK LISTS done DESCENT RATE NC iles TA 0 m DIS 1 X F MA FA m fro E FIRST TARGET POINT SECOND TARGET POINT OK to use green arc to assist in profile control at DA (MDA + 50’) with RWY IN SIGHT Less CMS (clean maneuvering speed) SLOW DOWN !withinthanmiles of airport 25 LESS THAN 5 degree bank when tracking USE AFDS/AUTOTHROTTLE DON'T FORGET ABOVE MDA minus 50 feet. CALCULATE GEAR DOWN.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY THE KEY to flying NON-PRECISION APPROACHES: @ ALT HOLD "SET NEXT ALTITUDE" "SET TDZE" WHEN MANEUVERING OUTSIDE FAF LEG: ADF (NDB) APPROACH (with procedure turn) APPROACHING PATTERN some airlines require DO NOT START THE APPROACH unless 2 MILES (3000 m) VISIBILITY or GREATER ON FAF LEG: @ ALT HOLD A I R B A G . power setting.300 fpm MAX ! USE V/S Set COMPUTED DESCENT RATE @ . MONITOR AURAL From FAF inbound (NDB ONLY).ATIS . 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. The horn can ONLY be silenced when at least one throttle is forward of the vertical position. for descents inside FAF AT ALT HOLD © Mike Ray 2000 published by UNIVERSITY of TEMECULA 139 MAX DESCENT CORRECTION +/. CONFIGURE AIRPLANE Set flaps.RADIOs (tune & Ident) .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. ALTITUDE. power.BRIEF . select V/S.

DIR/INTC.” © Mike Ray 2000 published by UNIVERSITY of TEMECULA 140 © Mike Ray 2000 PO Box 1239 TEMECULA.. It is my opinion that holding it off for any reason. This will give you the LEGS page and distance to the next waypoint. While the approach may be flown in FULL. 24 15 18 21 9 12 27 3 0 A DF HSI: Instrument approaches in IMC using a VOR as the letdown facility may be executed provided: 1. BARO . you can depart that altitude . Use the morse code ident from the approach chart. 3.. WXR ON MAP VOR/ADF NAV AID ARPT RTE DATA WPT ON ON ON ON ON 0 00 1 2992 4 IN. NAV 1 OR 2 . There are no brownie points for a “squeaker.. If the approach lights are visible at computed DA (MDA + 50 feet) you may descend to 100 feet AGL. you cannot descend to the MDA (Minimum Descent Altitude). as long as you have acquired the runway or touchdown lighting or visual markings. Set VOLUME slider up.. 2...95 1. DUAL VOR RECEIVERS ARE OPERABLE. In other words.2 miles prior to the FAF. 2.. TOUCHDOWN ZONE: Touchdown MUST occur in the first 3000 feet of the runway.90 TEST VOR DME UP/LT DN/RT 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.... CHECK CDI’s ARE WITHIN TOLERANCE... DESCENT ALTITUDE (MDA). 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 0327 1633 DME-1 DME-2 STEP THREE: RDMI setup 1. unless 3. TUNE .. CA 92593 .. and 2. particularly to achieve a grease job in the simulator. 2.... you may land … 5.. If runway lights or touchdown zone is visible at 100 feet AGL. HSI . Tune the frequency from the approach chart using the dial. 9 8 100 0 FT 32 MB 7 10 1 3 6 BARO ALT 5 33 . TUNE VOR 3. DESCENT: 1. VOR . AUTO NAV MANUAL STEP ONE: SET UP THE VHF NAV PANEL 132. That is.HG 1 2 3 STEP FIVE: ALTIMETERS 1. you cannot even START the approach without legal minimums and you must abandon the approach at that point. The CDI (Compass Deviation Indicators) AGREE WITHIN 4 DEGREES.. Contrary to the ADF. IDENTIFY ID .3 miles prior to the FAF DO NOT DESCEND BELOW MINIMUM ... Depress selector button so that the manual radio is selected. Select EXP or FULL 2. SIMULATOR TECHNIQUE: Fly the beast onto the runway positively and firmly and hold it there with slight forward pressure. you DO NOT have to observe the needle swing in order to leave the FAF altitude inbound. it will not allow you to monitor the RADAR or EGPWS during the approach (if required). Then the PNF can return to MAP if the PF desires..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY HOW TO SET UP THE RADIOS 124. 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. is check-ride suicide. the PNF should: 1.. Begin descent at . MIC SELECTOR STEP TWO: IDENTIFY 1. MANUAL . and 4. 6 STEP FOUR: CDU and HSI 1. NOTE 2: If DME available it will be displayed in the upper left window ADF INOP of the RDMI.. Set Computed DA (charted MDA + 50 feet) on the movable bug. Remove the RAD ALT from the ADI. Select EXP VOR/ILS.. 3 0 ADI HSI FULL VOR/ILS RANGE EXP VOR/ILS MAP 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. 2. Select by pushing VOR selector. ENSURE that the OTHER PILOTs instrument agrees. RAD ALT . You may land even if the visibility has dropped below minimums. MKR BEACON .. switch UP (if appropriate). CDU . VO R NOTE 1: #1 needle represents the VOR.

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY THE KEY to flying NON-PRECISION APPROACHES: @ ALT HOLD "SET NEXT ALTITUDE" "SET TDZE" WHEN MANEUVERING OUTSIDE FAF LEG: VOR APPROACH APPROACHING PATTERN some airlines require DO NOT START THE APPROACH unless 2 MILES (3000 m) VISIBILITY or GREATER A I R B A G . power setting. power.3 MILES FAF USE HSI PF in EHSI EXP or FULL prior to FAF. and if the throttles are positioned at or near idle. GEAR DOWN. PNF in MAP MODE PF in RAW DATA (either EHSI EXP or FULL) prior to FAF AT ALT HOLD COMPUTED TDZE select V/S.300 fpm MAX ! for descents inside FAF USE V/S SET COMPUTED DESCENT RATE @ .300 FPM MISSED APPROACH at DA MDA plus 50 feet © Mike Ray 2000 published by UNIVERSITY of TEMECULA 141 © Mike Ray 2000 PO Box 1239 TEMECULA.BRIEF .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. DON'T SET IN THE NEXT AL TITUDE UNTIL YOU ARE CLEARED ! INBOUND TO FIX or DOWNWIND LEG NOTE ABOUT WARNING HORN: If you select 15 flap without the gear down and locked.GO-AROUND SET DA in altimeters (DA = MDA + 50’) ON FAF LEG: @ ALT HOLD DOWNWIND LEG * OF COURSE. The horn can ONLY be silenced when at least one throttle is forward of the vertical position. the aural warning horn will sound. CONFIGURE AIRPLANE Set flaps. LANDING FLAPS.APP-DESCENT CKLIST . CA 92593 . ALL CHECK LISTS done 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 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 +/.INSTALL APPROACH . CHECK ZEROs MAX DESCENT CORRECTION +/. disconnect A/P before 50 feet below MDA CONFIGURE AIRPLANE Set airspeed.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. airspeed according to current operating directives IF S/E stop FUEL transfer NC iles TA 0 m DIS 1 X F MA FA m fro E 15 MISSED APPROACH ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)" ROTATE: 15 degrees (12.ATIS . and flaps according to current operating doctrine 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 PUSH: SET TO/GA button AUTOPILOT WILL DISENGAGE! ! @ .RADIOs (tune & Ident) .

Set VOLUME slider up...3 miles prior to the FAF DO NOT DESCEND BELOW MINIMUM . you may land … 5. Contrary to the ADF....95 1.. 2.. RAD ALT . Select by pushing VOR selector. NOTE 2: If DME available it will be displayed in the upper left window ADF INOP of the RDMI.2 miles prior to the FAF. particularly to achieve a grease job in the simulator. You may land even if the visibility has dropped below minimums. BELOW G/S INHIBIT 33 .. This will give you the LEGS page and distance to the next waypoint. 2. ENSURE that the OTHER PILOTs instrument agrees. Begin descent at .90 TEST VOR DME UP/LT DN/RT AUTO MAN ILS (G/S OUT) AUTO NAV MANUAL STEP ONE: SET UP THE VHF NAV PANEL 132. SIMULATOR TECHNIQUE: Fly the beast onto the runway positively and firmly and hold it there with slight forward pressure. DESCENT ALTITUDE (MDA). Use the morse code ident from the approach chart.. 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. DIR/INTC. TOUCHDOWN ZONE: Touchdown MUST occur in the first 3000 feet of the runway. MANUAL . 3 0 AD F ADI HSI FULL VOR/ILS RANGE EXP VOR/ILS MAP 80 40 20 160 320 126 DH REF RST BRT BRT CTR MAP 10 PLAN WXR ON MAP VOR/ADF NAV AID ARPT RTE DATA WPT ON ON ON ON ON 1 STEP FIVE: ALTIMETERS 2 3 1. CA 92593 .. you can depart that altitude .... you cannot even START the approach without legal minimums and you must abandon the approach at that point. MKR BEACON . While the approach may be flown in FULL. If the approach lights are visible at computed DA (MDA + 50 feet) you may descend to 100 feet AGL. NAV 1 OR 2 . Depress selector button so that the manual radio is selected. That is.. 2. 2. 6 9 12 STEP FOUR: CDU and HSI 1. you DO NOT have to observe the needle swing in order to leave the FAF altitude inbound.” 30 10 10 30 OFF ILS ILS B/'CRS STEP SEVEN: INHIBIT Push “BELOW G/S INHIBIT” light located next to the ADI. CDU . 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.. it will not allow you to monitor the RADAR or EGPWS during the approach (if required).. unless 3.HG MB 7 10 1 3 2992 4 6 5 BARO STEP SIX: STANDBY ATTITUDE INDICATOR Select ILS on the selector knob. It is my opinion that holding it off for any reason. 9 8 100 0 FT 32 0 00 1 ALT IN.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY HOW TO SET UP THE RADIOS 124. TUNE . 3. 24 27 3 0 15 18 21 DESCENT: 1. BARO . Select EXP VOR/ILS. switch UP (if appropriate)... In other words.. as long as you have acquired the runway or touchdown lighting or visual markings. If runway lights or touchdown zone is visible at 100 feet AGL... is check-ride suicide. 10 10 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 142 © Mike Ray 2000 PO Box 1239 TEMECULA. 1-VHF-2-VHF INOP INOP F-INPH-S PA PTT 1-NAV-2 INOP ADF-2 MKR SPKR MASK BOOM EMER V B 0327 1633 DME-1 DME-2 STEP THREE: RDMI setup 1..... There are no brownie points for a “squeaker. IDENTIFY ID . you cannot descend to the MDA (Minimum Descent Altitude). Remove the RAD ALT from the ADI. and 4. HSI . STEP TWO: IDENTIFY 1.. R NORM VO R NOTE 1: #1 needle represents the VOR. Set the Computed DA (MDA + 50 feet) on the movable bug. VOR . Tune the frequency from the approach chart using the dial.

ATIS .GO-AROUND SET DA in altimeters (DA = MDA + 50’) * OF COURSE. CA 92593 .300 fpm MAX ! USE V/S USE HSI in EHSI EXP or FULL. power. and if the throttles are positioned at or near idle.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.APP-DESCENT CKLIST .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY THE KEY to flying NON-PRECISION APPROACHES: @ ALT HOLD "SET NEXT ALTITUDE" "SET TDZE" WHEN MANEUVERING OUTSIDE FAF LEG: ILS (G/S out) APPROACH APPROACHING PATTERN ON FAF LEG: @ ALT HOLD BELOW G/S light PUSH A I R B A G . ALL CHECK LISTS done 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 OK to use green arc to assist in profile control at DA (MDA + 50’) with RWY IN SIGHT @ ALT HOLD SET TDZE on MCP 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 +/. CHECK ZEROs MAX DESCENT CORRECTION +/.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.3 MILES FAF © Mike Ray 2000 published by UNIVERSITY of TEMECULA 143 © Mike Ray 2000 PO Box 1239 TEMECULA. and flaps according to current operating doctrine PUSH: SET TO/GA button AUTOPILOT WILL DISENGAGE! ! @ . GEAR DOWN. The horn can ONLY be silenced when at least one throttle is forward of the vertical position. DON'T SET IN THE NEXT AL TITUDE UNTIL YOU ARE CLEARED ! INBOUND TO FIX or DOWNWIND LEG NOTE ABOUT WARNING HORN: If you select 15 flap without the gear down and locked. power setting.INSTALL APPROACH .300 FPM for descents inside FAF SET COMPUTED DESCENT RATE @ .RADIOs (tune & Ident) . airspeed according to current operating directives DOWNWIND LEG IF S/E stop FUEL transfer 15 MISSED APPROACH ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)" ROTATE: 15 degrees (12. PNF in MAP MODE PF in RAW DATA (either EHSI EXP or FULL) prior to FAF AT ALT HOLD COMPUTED TDZE. select V/S.BRIEF . the aural warning horn will sound. CONFIGURE AIRPLANE Set flaps. LANDING FLAPS. disconnect A/P before 50 feet below MDA CONFIGURE AIRPLANE Set airspeed.

3 miles prior to the FAF DO NOT DESCEND BELOW MINIMUM .. You may land even if the visibility has dropped below minimums. 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 0327 1633 DME-1 DME-2 15 18 21 24 9 12 STEP THREE: RDMI setup. you may land … 5. 9 8 100 0 FT 32 MB 7 10 1 3 6 BARO ALT 5 BELOW G/S INHIBIT 33 AD F . you cannot descend to the MDA (Minimum Descent Altitude). 27 3 0 6 VO R ADF INOP STEP FOUR: CDU and HSI 1. STEP SEVEN: INHIBIT Push “BELOW G/S INHIBIT” light located next to the ADI. Select EXP VOR/ILS. DIR/INTC. AUTO NAV STEP ONE: SET UP THE VHF NAV PANEL 132.... It is my opinion that holding it off for any reason. MANUAL . is check-ride suicide. 2. STEP SIX: STANDBY ATTITUDE INDICATOR Select BCRS on the selector knob. 2. IDENTIFY ID .. That is.. Tune the frequency from the approach chart using the dial.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY HOW TO SET UP THE RADIOS 124. 3.. TUNE . unless 3. Set the Computed DA (MDA + 50 feet) movable bug...90 TEST VOR DME UP/LT DN/RT 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. Remove the RAD ALT from the ADI. the RDMI is not considered as part of this approach set-up. Use the morse code ident from the approach chart.. as long as you have acquired the runway or touchdown lighting or visual markings. ENSURE that the OTHER PILOTs instrument agrees. If runway lights or touchdown zone is visible at 100 feet AGL. switch UP (if appropriate). you cannot even START the approach without legal minimums and you must abandon the approach at that point.. This will give you the LEGS page and distance to the next waypoint.HG 1 STEP FIVE: ALTIMETERS 2 3 1.” published by UNIVERSITY of TEMECULA 144 © Mike Ray 2000 PO Box 1239 TEMECULA. 2.. While the approach may be flown in FULL. DESCENT ALTITUDE (MDA).. In other words. it will not allow you to monitor the RADAR or EGPWS during the approach (if required).. and 4. CDU . There are no brownie points for a “squeaker. 3 0 ADI HSI FULL VOR/ILS RANGE EXP VOR/ILS MAP 80 40 20 160 320 126 DH REF RST BRT BRT CTR MAP 10 PLAN WXR ON MAP VOR/ADF NAV AID ARPT RTE DATA WPT ON ON ON ON ON 0 00 1 2992 4 IN.. If the approach lights are visible at computed DA (MDA + 50 feet) you may descend to 100 feet AGL. NAV 1 OR 2 .. MIC SELECTOR STEP TWO: IDENTIFY 1... HSI . BARO .95 1. RAD ALT . MKR BEACON .. Set VOLUME slider up.. Begin descent at .. CA 92593 . particularly to achieve a grease job in the simulator. DESCENT: 1. Depress selector button so that the manual radio is selected.. 2. © Mike Ray 2000 OFF ILS ILS B/'CRS 30 10 10 30 10 10 TOUCHDOWN ZONE: Touchdown MUST occur in the first 3000 feet of the runway.. SIMULATOR TECHNIQUE: Fly the beast onto the runway positively and firmly and hold it there with slight forward pressure. Unless a VOR is involved in the approach or can be used for DME or navigation.

RADIOs (tune & Ident) .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. DON'T SET IN THE NEXT AL TITUDE UNTIL YOU ARE CLEARED ! DOWNWIND LEG CONFIGURE AIRPLANE Set flaps. and flaps according to current operating doctrine PUSH: SET TO/GA button AUTOPILOT WILL DISENGAGE! ! @ . LANDING FLAPS.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY BACKCOURSE APPROACH SET FRONT COURSE HEADING in MCP COURSE window PUSH BELOW G/S LIGHT APPROACHING PATTERN THE KEY to flying NON-PRECISION APPROACHES: @ ALT HOLD "SET NEXT ALTITUDE" "SET TDZE" WHEN MANEUVERING OUTSIDE FAF LEG: A I R B A G . CHECK ZEROs MAX DESCENT CORRECTION +/. airspeed according to current operating directives IF S/E stop FUEL transfer INBOUND TO FIX or DOWNWIND LEG 15 MISSED APPROACH ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)" ROTATE: 15 degrees (12.GO-AROUND SET DA in altimeters (DA = MDA + 50’) ON FAF LEG: @ ALT HOLD NOTE ABOUT WARNING HORN: If you select 15 flap without the gear down and locked.INSTALL APPROACH . CA 92593 . power setting. GEAR DOWN.BRIEF .300 FPM MISSED APPROACH at DA MDA plus 50 feet HSI EHSI EXP or FULL © Mike Ray 2000 published by UNIVERSITY of TEMECULA 145 © Mike Ray 2000 PO Box 1239 TEMECULA. * OF COURSE.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. disconnect A/P before 50 feet below MDA CONFIGURE AIRPLANE Set airspeed.ATIS . ALL CHECK LISTS done 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 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 USE V/S +/. power.3 MILES FAF AT ALT HOLD COMPUTED TDZE select V/S.300 fpm MAX ! Less CMS (clean maneuvering speed) !withinthanmiles of airport 25 USE LESS THAN 5 degree bank when tracking for descents inside FAF SET COMPUTED DESCENT RATE @ . the aural warning horn will sound. and if the throttles are positioned at or near idle. The horn can ONLY be silenced when at least one throttle is forward of the vertical position.APP-DESCENT CKLIST .

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

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

@ ALT HOLD SET TDZE on MCP

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.

© Mike Ray 2000

published by UNIVERSITY of TEMECULA

146

© Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

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
147

© 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

HOW TO SET UP THE RADIOS
124.90
TEST VOR DME UP/LT DN/RT
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

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).
1-VHF-2-VHF INOP INOP F-INPH-S PA

1. ALL LANDINGS WITH LESS THAN 1800 RVR WILL BE AUTOLAND. 2. Autoland is a MULTIPLE AUTOPILOT event. Do Not attempt to autoland with only one autopilot engaged. WHAT PILOTS SCREW UP: They FORGET or DON’T ARM THE AUTOPILOTS during the approach phase. They fly the apporach “assuming” that the 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

STEP THREE: RDMI setup 1. VOR .... Select by pushing VOR selector.

R

NORM

VO

R

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

6

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

F

ADI

HSI
FULL VOR/ILS RANGE EXP VOR/ILS MAP
80 40 20 160 320

126

DH REF

RST BRT

BRT

CTR MAP 10 PLAN

WXR
ON

MAP VOR/ADF NAV AID ARPT RTE DATA WPT
ON ON ON ON ON

THIS IS A POINT OF CONFUSION

1

2 3

1.. RAD ALT ... Set minimums on the RAD ALT. ENSURE that the OTHER PILOTs instrument agrees

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.”
737ver5ILS4

STEP SIX: STANDBY ATTITUDE INDICATOR Select ILS on the selector knob.

© Mike Ray 2000

published by UNIVERSITY of TEMECULA

148

© Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593

If reported weather goes below minimums once you are past FAF.ATIS . OK to continue to MAP. 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. CA 92593 . expect (on single engine) to handfly from the GSIA inbound. Captain MUST BE PF no later than 1000 feet AGL forALL AUTOLANDS. DO NOT auto-land on single auto-pilot. NOTE: A nice touch is to push "LOC" until LOC CAPTURE.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. ARM the APPROACH MODE.APP-DESCENT CKLIST . IF required lighting for 1800 RVR inop. FAF is (usually) intersection of GSIA and Glide slope. Autoland OK at CAT 1 runway if designatedAUTOLAND on approach plate. 737ver5ILS2 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 149 © Mike Ray 2000 PO Box 1239 TEMECULA. then push "APP" to avoid early descent outside of protected airspace.5 degrees 700-800 FPM G D LI E -S OP L E 160 1 140 9 120 R 10 20 10 20 DH 109 100 3540 When "CLEARED FOR APPROACH" ALERT ALTITUDE 1. 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. below 2400 RVR must use AUTO-LAND. However. 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. . The AUTO-LAND maneuver requires MULTIPLE AUTO-PILOTS.GO-AROUND Within 25 miles of the airport. it is neither desired nor required to hand fly the approach.INSTALL APPROACH . 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. 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. Reported weather at the FAF MUST BE at or above minimums to continue past GSIA. The notch in the “FEATHER” IS the FAF .BRIEF . power. 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.e: you see the runway). And land if all other criteria are met (i. power.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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.RADIOs (tune & Ident) . SLOW IT DOWN ! All landings below CAT 1 minimums (less than 1800 RVR) must useAUTO-LAND.

it is neither desired nor required to hand fly the approach. then the PF must display the appropriate source on the RDMI or EHSI no later than the OM/FAF. you can only use this setup down to 200-1/2.BRIEF . However. 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. That is. and the PF set the ILS frequency for the approach. AWARENESS NOTE: ON Single-Engine approach it is OK to use autopilot. CA 92593 .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 . However. published by UNIVERSITY of TEMECULA 150 © Mike Ray 2000 PO Box 1239 TEMECULA. expect (on single engine) to be required by the checkperson to handfly from the GSIA inbound. then push "APP" to avoid early descent outside of protected airspace.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. expect and be ready for Check Airperson to demand autopilot to be disconnected at GSIA. if the approach is an ILS-DME. take it early if fast. later if slow 180 20 10 20 10 12.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY SINGLE ENGINE ILS NOTE: Plan to fly the approach with NO AUTO-THROTTLE. airspeed according to current operating directives MCP SPD G/S VOR LOC CMD APPROACHING GLIDE-SLOPE Use the gear to control the airspeed/descent. A I R B A G . M/A ALT and M/A HDG (if req) Keep flaps at 2 or 5 until inbound and Glide-slope capture eminent. ARM the APPROACH MODE. however. power.GO-AROUND CROSSWIND LEG MONITOR ADI And when VOR LOC and G/S go from WHITE (armed) to GREEN (capture) then set MCP for missed appch. NOTE: A nice touch is to push "LOC" until LOC CAPTURE.INSTALL APPROACH . 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.5 ROTATE: 12.APP-DESCENT CKLIST . 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. Then be aware: “BECAUSE YOU DO NOT HAVE DUAL INDEPENDENT DISPLAYS. 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. 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.RADIOs (tune & Ident) . TIP! FLY THE PITCH BARS FAF Particularly on SINGLE ENGINE.ATIS .

CA 92593 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY © Mike Ray 2000 published by UNIVERSITY of TEMECULA 151 © Mike Ray 2000 PO Box 1239 TEMECULA.

CA 92593 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY CAT II/III APPROACH The MOST PRECISION APPROACH IN THE SUPER GUPPY ARSENAL 737ver5CAT1 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 152 © Mike Ray 2000 PO Box 1239 TEMECULA.

. 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.. 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 737ver5CAT2 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 153 © Mike Ray 2000 PO Box 1239 TEMECULA..INSTALL APPROACH . this is EASY TO FORGET ! You should NOT autoland using single autopilot.. power. 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. 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. LEVEL 3 REFERENCE + 5 (regardless of wind) BRIEF EXIT PLAN CAT III APPROACH APPROACHING PATTERN A I R B A G . 2 FINAL FAF APPROACH SEGMENT TIP: When the “FLARE ARMED” point in the approach is achieved.RADIOs (tune & Ident) . or GOING AROUND” For some inexplicable reason.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY SOME OF THIS IS JUST A SUGGESTED TECHNIQUE: IT IS MAY NOT REPRESENT SOP !!! Additional BRIEF items during CAT III STBY ATTITUDE INDICATOR . ON (recommended) AUTOBRAKE . M/A ALT and M/A HDG (if req) 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. Push "APP" on MCP 2. ARM OTHER AUTOPILOT.BRIEF .. ON APU . "LANDING.GO-AROUND/GET OFF It is REQUIRED to brief an EXIT PLAN for all approaches Within 25 miles of the airport. NOTE: A nice touch is to push "LOC" until LOC CAPTURE.ATIS . ARM the APPROACH MODE. then push "APP" to avoid early descent outside of protected airspace. we are assured of having BOTH autopilots and an AUTO-COUPLED GOAROUND is possible.APP-DESCENT CKLIST .AI E. SLOW IT DOWN ! BASET GOUGE B-rakes A-PU S. CA 92593 .xit plan T-arget speed (+5) MONITOR ADI And when VOR LOC and G/S go from WHITE (armed) to GREEN (capture) then set MCP for missed appch..

24 15 18 21 9 12 27 3 0 6 STEP FOUR: CDU and HSI 1. ENSURE that the OTHER PILOTs instrument agrees. Use the morse code ident from the approach chart. CA 92593 . 2.2 miles prior to the FAF. NAV 1 OR 2 . STEP SIX: STANDBY ATTITUDE INDICATOR Select ILS on the selector knob.. 3 0 AD F ADI HSI FULL VOR/ILS RANGE EXP VOR/ILS MAP 80 40 20 160 320 126 DH REF RST BRT BRT CTR MAP 10 PLAN WXR ON MAP VOR/ADF NAV AID ARPT RTE DATA WPT ON ON ON ON ON 30 10 10 30 B/'CRS 10 10 737ver5CAT6 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 154 © Mike Ray 2000 PO Box 1239 TEMECULA.. DIR/INTC. MKR BEACON .. switch UP (if appropriate). TUNE .95 1.. Select EXP VOR/ILS. NOTE 2: If DME available it will be displayed in the upper left window ADF INOP of the RDMI.. R NORM VO R NOTE 1: #1 needle represents the VOR. MANUAL .... MIC SELECTOR STEP TWO: IDENTIFY 1... Set the MINIMUMS on the ADI using the ADI panel ALT selector. 2. This will give you the LEGS page and distance to the next waypoint. 1-VHF-2-VHF INOP INOP F-INPH-S PA PTT 1-NAV-2 INOP ADF-2 MKR SPKR MASK BOOM EMER V B 0327 1633 DME-1 DME-2 STEP THREE: RDMI setup 1.. 2.. Contrary to the ADF.. CDU . you can depart that altitude . HSI . Depress selector button so that the manual radio is selected. IDENTIFY ID . OFF ILS ILS 33 ... STEP FIVE: ALTIMETERS 1... it will not allow you to monitor the RADAR or EGPWS during the approach (if required). While the approach may be flown in FULL... Tune the frequency from the approach chart using the dial.. 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. VOR ..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY HOW TO SET UP THE RADIOS 124. 3. RAD ALT .. Set VOLUME slider up. Select by pushing VOR selector...90 TEST VOR DME UP/LT DN/RT AUTO MAN ILS CAT III SETUP AUTO NAV MANUAL STEP ONE: SET UP THE VHF NAV PANEL 132. you DO NOT have to observe the needle swing in order to leave the FAF altitude inbound.

Remember: SAFETY FIRST !! © Mike Ray 2000 published by UNIVERSITY of TEMECULA 155 737ICE01 © Mike Ray 2000 PO Box 1239 TEMECULA. CA 92593 .GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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.

737ver5ICE2 737ver5ICE3 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 156 © Mike Ray 2000 PO Box 1239 TEMECULA. 3. 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. The airplane will be "DE-ICED. standing water or slush . 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. The Captain may request that the MARSH ALLER/PUSHBACK MECHANIC perform a visual check 2. CLEAN SURFACES verification. 2. snow. Crew must then go to chart in FOM (ALL WX 93) and determine appropriate HOLDOVER TIME. GROUND PERSONNEL are responsible for NOT dispatching with "ICE" on airframe. sleet. the ground guy will NO LONGER pass the percentage to the cockpit. when you are number 169 for takeoff at ORD and your holdover time expires. or engine sensor probes. 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. taxiways. Thinking instead that 32 degrees F is the threshold. 4. a VISUAL INSPECTION OF THE UPPER WING SURFACE The visual check may be completed in one of two ways: 1. 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. In other words. TYPE OF FLUID used FLUID/WATER mixture percentage LOCAL TIME de-icing BEGAN. may be ingested by engines or freeze on engines. 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. nacelles. 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. CA 92593 . it does NOT mean that you must return to the De-icing facility and be re-shot." IF deemed necessary.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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. The FAA intends that the ONLY requirement for takeoff is . rain. CAPTAIN responsible for NOT taking off with "ICE. These times are intended as guidelines. 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. After de-icing there are FOUR items that MUST be relayed to the crew: 1.. or runways where surface snow." The Cockpit crew prepares the airplane by using the detailed checklist in the additional procedures section. and ice crystals. AIRFRAME DE-ICING Here are some points to consider re: FROZEN PRECIPATATION ON A/C: 1. 2. fog with visibility of one mile or less.

use set bug speeds CAPTAIN MAKES THE TAKE-OFF IF FIRST OFFICER HAS LESS THAN 100 HOURS. anyway?" Typically. It also works great when there is any possibility of degraded airplane performance during take-off. that you use Increased VR. SUSPENSION OF OPERATION limits are of MOST interest to us here. 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. However." FOM ALL WX-14 CLUTTER What is CLUTTER anyway? Here is the OFFICIAL DEFINITION : "Clutter..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES THE KEY TO COLD WX OPS is to: and PROCEDURES FOR STUDY AND REVIEW ONLY DETERMINE IF CLUTTER IS PRESENT OPTIONAL V1 When would I use OPTIONAL V1. WILL determine the suitability of the runway." “Old” T&R 12-9 to use Optional V1 there can be .. 1. 4. you have to select a V1 PRIOR TO beginning Takeoff roll. NOTE: In event of ABORT or ENG FAIL. The MOST IMPORTANT consideration in this whole thing is this: "The CAPTAIN ." "The Optional V1 procedure provides a means of increasing the stopping distance margin when braking action is LESS THAN GOOD. result in BRAKING ACTION LESS THAN GOOD... It works like this. a form of runway contamination. BRAKING ACTION less than GOOD. this is a "WINDSHEAR" technique.. 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. but 2. anyway?" "Accumulation of PACKED SNOW and ICE may ." HOWEVER. whereas when using the "DELAYED VR" you DO NOT change the NORMAL bug settings. CA 92593 . RUNWAY CLUTTER NOT on runway NOTE: Set V1 anywhere between OPTIMUM V1 and ADJUSTED V1 (but never less than MINIMUM V1). Using "OPTIONAL V1" you MUST SET the V1 before starting the takeoff roll. 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."NO CLUTTER ON THE OPERATIONAL PORTION OF THE RUNWAY" FLIGHT MANUAL 1-20 SO. 737ver5ICE5 © Mike Ray 2000 PO Box 1239 TEMECULA. Clutter is further broken down and classified as level 1 or level 2 and the appropriate charts are in the "Performance and Procedures Manual. 2.. and I recommend that if you are given a "potential" windshear takeoff. 3.. the conclusion is that You MAY use OPTIONAL V1 when: 1." © Mike Ray 2000 published by UNIVERSITY of TEMECULA 157 NOTE: The BIG DEAL here is to notice the difference between Optional V1 and Delayed VR.. 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.

It is normally considered good form to make a PA announcement prior to the run-ups. DURING TAXI STUFF Even though the air may be clear. It DOES NOT require that the ENGINE BLEED to be turned on. SET THE PARKING BRAKE. CONSIDER MOVING TO DRIER PAVEMENT. ENGINE ANTI-ICE MUST BE ON for ALL OPERATIONS WHEN ICING CONDITIONS EXIST or are anticipated. The valves are DC controlled and pressure operated. Just be aware that the airplane may start slipping and that taking off with the brakes set is a NO-NO. LIMIT THRUST LEVEL. SET PARKING BRAKE. snow and clutter on the taxiways and ramp may be ingested and could cause engine and airframe icing problems. CA 92593 . ONLY the cowl is anti-iced. DO NOT LOWER FLAPS Keep the flaps and leading edge devices UP until you are approaching the active runway. but not heated. ENGINE RUN-UP in position on runway just prior to departure is HIGHLY RECOMMENED. when you send someone back to look at the wings for icing. RUNUP TO AS HIGH A THRUST SETTING AS PRACTICAL 70% is recommended For approximately 30 SECONDS Every 30 MINUTES. 737VER5ICE07 CAUTION DO NOT RELY ON HOLDING THE BRAKE PEDALS. 2. The center front part is teflon coated. Notify tower of intention to take a delay in position for ENGINE runup. monitor the indicator closely. NOTE: When operating the flaps/slats during cold weather. A BRIGHT BLUE indicator light means a disagreement between the cowl anti-ice valve and the eng anti-ice switch. TOTAL BURN PENALTY is about 200 PPH with the engine anti-ice ON. (just what is that horn. If “MICROBURST ALERT” reported by ATC DO NOT TAKE-OFF. 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. The system is designed for use on the GROUND and in the AIR. IGNITION SHOULD be turned ON before selecting engine anti-ice. Be aware of pireps and plan accordingly. It is also considered good for some brownie points if in your initial Flight Attendant brief at the beginning of the "flight" that you include a discussion about the run-ups. If 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. An AMBER COWL ANTI-ICE light indicates excessive TEMPERATURE AND/OR PRESSURE in the ducting downstream from the valve. 3. IF ICY and AIRPLANE SLIPS: 1. anyway?) Select radar on when in position on runway to assess take-off pathway. BIG PROBLEM if you forget to release brakes. Don't forget to get tower clearance before 70/30/30engine run-ups. periodic run-ups may be performed at CAPTAIN’S DISCRETION in order to “sling” any ice from the spinner and fan blades. 737ver5ICE06 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 158 © Mike Ray 2000 PO Box 1239 TEMECULA.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY ENGINE ANTI-ICE STUFF HERE IS SOME STUFF ABOUT THE ENGINE ANTI-ICE SYSTEM.

. If OAT temp less than 10 degrees C.. CA 92593 . 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.. IF you happen to encounter HEAVY PRECIPITATION.. If thrust changes are necessary … Move throttles slowly and do not change direction until the engine has stabilized........ Provides maximum flameout protection AUTO-THROTTLE . You should attempt to restart IMMEDIATELY... just to make your day complete. DO THIS: DO NOT TURN ON UNTIL AFTER FIRST POWER REDUCTION.. and in clouds. FLIGHT. remember: NOTE: It is required after landing for the Captain to see that an AIRPLANE LOG ENTRY is made and a CAPTAIN’S REPORT is submitted. Enough water could extinguish the engine. In this situation..GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY HEAVY PRECIPITATION AFTER TAKE-OFF CONSIDERATIONS STAY OUT OF HEAVY PRECIPITATION. Should you have to re-start … It may require several attempts. like you have the option sometimes.. then place (ONE AT A TIME) ENGINE ANTI-ICE ON Don't forget to turn on Radar if not already on.... and it normally occurs when you are in a descent trying to get out of the weather... Uncommanded thrust below recommended N1 Can occur THROTTLES .. you may get FALSE GPWS WARNINGS. WING ANTI-ICE ENG START SWITCHES . NOTE: Sometimes..... This will help avoid flameout... SET 45% N1 minimum.... OFF.... After it’s all over and you’re finally parked at the gate.. Additionally... 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. It is suggested that you execute the GPWS emergency procedure without delay.. 737VER5ICE07 © Mike Ray 2000 published by UNIVERSITY of TEMECULA 737ver5ICE8 159 © Mike Ray 2000 PO Box 1239 TEMECULA...... disregarding the flight envelope. the 45% N1 restriction just does not give you the descent rate you desire.. Another cheery thought is that the precipitation may activate the radio altimeter … Further adding to your agitation and confusion.. consider using the SPEED BRAKE. Oh sure. In some cases you may NOT be able to restart until exiting the heavy precipitation.

Stabilize approach no later than 1000 feet AGL. BRIEF and REVIEW PROCEDURES. Use RAW DATA. LAND!! Use AUTOPILOT. Wind change 20 knots+. Consider using FLAPS 5. Use longest runway available. Moisture aloft-very dry surface conditions. Temp/Dew point spread about 330 to 50 degrees. MICROBURST ALERT on TDWR or LLWAS. The DEPARTURE PATH is defined as: A corridor extending along the departure path for 3 miles from the airport below 1000 feet./ Consider NOT GOING RIGHT THEN. Get PIREPS and TOWER REPORTS. ROTATE to 15 degrees no later than 2000 feet from the RWY end. IF MICROBURST ALERT Reported. DO NOT Corrected AIRSPEED up to 20 Kts. CA 92593 . Use delayed rotation. FLAPS 30. IF MICROBURST ALERT LANDING CONSIDERATIONS: Reported. Virga. Lightning. AVOID large thrust movements. If encountered during T/O and ABORT not practical. tornado like features. dust devils.GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY 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. Heavy precipitation. DO NOT TAKE-OFF!! TAKE-OFF CONSIDERATIONS: Use MAX T/O THRUST (instead of reduced). gusts. wait awhile. GO TO 15 degrees pitch if encountered. CONSIDER: “GET OUT OF THERE!” © Mike Ray 2000 published by UNIVERSITY of TEMECULA 160 © Mike Ray 2000 PO Box 1239 TEMECULA. PIREP of airspeed loss of 15 knots +.

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