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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 co-
operation of the airline training people ... NOT SO! It is a senseless pursuit when you get all
over me for not having "the latest word" at your particular airline. A better approach for you
would be to help out this program and drop me a note about the tid-bits and secrets that you
come across so we can share them with the other guys.
The Training Center people actually do NOT particularly like this kind of material and sorta
wish it would go away. It is a lot like a bad "marriage."
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

introducing
INTRODUCTORY MIKE RAY's
REMARKS idea of
(OK to skip this part) A TRAINING TOOLSET

F
for procedures
lying a simulator checkride, especially when your whole career is riding
on the outcome, can be intimidating, to say the least. There are a
bazillion unknown events that can creep up unexpectently on you and ruin
your whole afternoon. Then there is the Check Air-Person, whose whole
W hat the heck is a TRAINING TOOLSET, anyway?
Let me start by telling you what a package of this sort is NOT.
This manual is NOT a "REFERENCE RESOURCE" or just another “FLIGHT
reason for being there is to make your life as miserable as possible. If you are MANUAL.” It has not been developed to be a source of answering questions or resolving
like me, your brain turns to putty and recall of important items becomes virtually ambiguities about the airplane or the operating environment; those questions are best
impossible at the most important moments during that “pretend” simulator handled by the "TRAINING and REFERENCE" manual, FOM, AIM, ETC..
evolution. Nor is this material a "TEACHING TOOLSET." Teaching stuff is best
represented by all those CBTs, simulators, Instructors with their methods and materials
What I found useful and helped me to narrowly squeak by my that are developed at TK for introducing a "NEW" pilot into a "NEW" airplane
checkrides was to either bribe the Checkperson (a useless endeavor) … Or to environment. The materials represented here assume that the student has already been
divide the material into bite-sized chunks and memorize each one so that during introduced to and "taught" the material.
the heat of battle, I could recall and perform each task calmly and with precision. The function of a "TRAINING TRYING TO
The Check People seemed to be better disposed to this methodical technique, TOOLSET" is to promote "ENHANCEMENT, FLY that stupid
ensuring complete performance of each task as a unique and complete evolution ENRICHMENT, and HABITUATION." That
simulator
rather than mounting a hodge-podge attack on the problem without a plan; quality of learning referred to as “enrichment”
flailing and shouting and generally beating the atmosphere into a froth. means simply that every time you go over a would be a
task, your ability to perform that task becomes lot easier ...
increased. Enhancement, on the other hand,
It is unfortunate that the ever changing mountains of stuff that has been means that your awareness of additional details and
provided for pilots to use as training material is not really presented in a simple parts of the task, some of the things you didn't notice at
and relevant manner. The required information does not seem to flow in any first, become enhanced. Habituation is the result of
coherent or well planned way, but rather becomes an overpowering mass that knowing a task so well that only a minimum amount of
comes pouring out in a choking firehose stream filled with an incoherent flood of conscious effort is required to perform that task
meaningless details. It seems to me that it would be useful if there were a perfectly. It is the target of our training toolset to
TRAINING TOOLSET that could be used as a resource to sort out the important create a knowledge base that uses a minimum of
and useful from the useless and unimportant (most of the stuff) and put it all down creative thought to complete the basic tasks,
in a simple way so that an airline pilot could understand it.. leaving your conscious brain available to
develop creative responses to the ... If There was a
complex and continually changing way to make some
So I have tried to put in this book “just the important” stuff, tossing out simulator checkride environment. sense out of all those
the seemingly less significant details, and tried make it a bit easier to assimilate. That means that in order for boring manuals
Hope it works for you. I would be delighted to have you contact me and tell me pilots to truly get to to know the required
where we could make this better. basic operating material, really KNOW
YOUR STUFF, one MUST revisit the TRAINING TOOLSET
737ver5008
again and again. Each time one goes over the material in the same
way, over and over, a different and clearer picture develops of what
the REQUIRED TASK is; so that pretty soon a pattern develops and you begin to "GET
IT." This TRAINING TOOLSET gives you some devices that will help to complete your
indoctrination and to assist you in developing more complete "LEARNING."
737ver5009

4
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
A personal note about...
FLYING THE BOEING 737
GLASS SUPER GUPPY.

T here are simply not words to describe my wonderful good fortune to


have flown what is arguably the world’s most popular airliner. It
never failed to provide me with a feeling of elation and excitement
everytime I strapped it on. It was indeed a heady experience.

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

So, I pass on to you this opportunity to become one of the steadily


growing group of select individuals who can call themselves “GUPPY
DRIVERS.” Enjoy her, love her, treat her with respect and I know she will
not let you down.

Mike

Captain Mike Ray, president


University of Temecula Press, Inc.
mikeray@utem.com
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

WELCOME to ... A REFERENCE SECTION


This is a place where the new guy
the FABULOUS BOEING 737 (300-400-500) can go to find out where all those
GLASS SUPER GUPPY UNIVERSE mysterious and strange sounding
buttons and switches are located.

H
This will be the place where you spend a great deal of your waking hours for the ere is a reference section that I placed in the book for the new guys and gals
next few years of your life. You will become intimately familiar with your little who haven't got a clue as to where all that exotic sounding stuff is located. I
world and it will become an integral part of your very existence. You are a have found that when I am transitioning to a "new" airplane, just finding all
“GUPPY DRIVER.” 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.
I found that it takes about To help alleviate that problem, here is the complex and awesome landscape broken
100 hours to become down into some smaller panels that will hopefully help you find the things in question.
familiar enough to call it
“home,” and at about 300 I have divided the 737 universe into seven distinct parts:
hours, I owned the 737
and we became one unit;
it became part of me and I UPPER
came to think of myself as
part of the airplane. I think OVERHEAD
that we, as pilots, come to PANEL
identify with our airplanes
and that there is a unique
MCP
bond that few other and
occupations afford.
MAIN CENTER
I invite you to take the OVERHEAD FORWARD
time and begin the lengthy
process of PANEL PANEL
becoming familiar
with your new
world, your
universe. I
think while you
are new to this
machine, that
it would be
useful to
break out and
identify some
LEFT
of the pieces of the complex FORWARD
“front office.”
PANEL RIGHT
Let’s meet FORWARD
This, then, is an introduction to
the BEAUTIFUL and your new PANEL
WONDERFUL Boeing 737
GLASS GUPPY Sweetheart THROTTLE
FLIGHTDECK. I know you are
going to come to love it the
QUADRANT
way I did. and LOWER
CDU CONSOLE
737ver5015

6
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY
Flightdeck panel preview Flightdeck panel preview

UPPER MAIN OVERHEAD


OVERHEAD PANEL PANEL
LEFT PANEL
OBSERVER
AUDIO-ENTMT REVERSER IN-TRANSIT LIGHTS
There are NORMAL conditions during the
operation of the reversers when these lights
IRS would come on; BUT IF they remain on for
more than 12 seconds, they will trigger the
FLIGHT CONTROLS
(Inertial Reference System) HYDRAULIC POWER PANEL
Master Caution Lights.
CONTROL PANEL
NOTE: Under normal 1. FLT CONTROL SHUTOFF
MACH/AIRSPEED
useage, this keypad is NOT 2. SPOILER SHUTOFF
OBSERVER WARNING TEST
used to operate the IRU. 3. YAW DAMPER SELECTOR
Normally, inputs to the FMC MIC-SELECTOR
4. HYD LOW QUANTITY INDICATOR
are entered on the CDU. PANEL FLIGHT FLT CONTROL
A B 5. HYD LOW PRESSURE INDICATOR
RECORDER 6. ALTERNATE FLAPS SELECTOR
LOW
QUANTITY

PANEL
LOW
PRESSURE
7. INDICATOR LIGHTS:
ALTERNATE FLAPS A. FEEL DIFF PRESS
LOW LOW
OFF
UP B. SPEED TRIM FAIL
C. MACH TRIM FAIL
PRESSURE PRESSURE
MIC SELECTOR
SPOILER OFF

OFF
A B ARM DOWN D. AUTO SLAT FAIL
OBS 1-VHF-2-VHF INOP INOP F-INPH-S PA OFF OFF
AUDIO
ENTMT
ON FEEL DIFF
PRESS
ON ON
PTT MASK SPEED TRIM
1-NAV-2 INOP ADF-2 MKR SPKR
FAIL
IRS DISPLAY

N28634 W128 635 V


BOOM
EMER YAW DAMPER MACH TRIM
FAIL
EFI and IRS
SELECTOR PANEL
YAW
B DAMPER AUTO SLAT
NORM
R FAIL
DSPL SEL N
1 2 3 OFF
PPOS WIND
TK/GS HDG/STS ENGINE MACH
I 2 FLIGHT RECORDER AIRSPEED ON
w H E
TEST WARNING
BRT

4 5 6 TEST
REVERSER REVERSER
TEST NORMAL NO 1 NO 2
SYS DSPL 7 S
9
L R 8 PMC PMC
OFF
SERVICE
ENT
0
CLR INTERPHONE ON ON
O O O O
LOW IDLE
OFF STALL WARNING TEST
FUEL INDICATOR PANEL:
INOP INOP
NO. 1 NO. 2

CREW PASS OXYGEN


1. FUEL VALVE POSITION
ALIGN ON DC ALIGN ON DC
ON
LE DEVICES OXYGEN

2. FILTER BYPASS INDICATOR


FLAPS TRANSIT FAULT DC FAIL FAULT DC FAIL
TRANSIT
1 4 EFI IRS
2 3 EXT NORMAL
EXT
FULL BOTH BOTH BOTH BOTH

3. FUEL TEMPERATURE INDICATOR


FULL ALIGN NAV ALIGN NAV 10
EXT EXT
5 15
ON 1 ON 2 ON L ON R
OFF ATT ON
1 6 OFF ATT
2 5
3 4 0 20
OXY PRESS PASS OXY NORMAL NORMAL
SLATS SLATS PSI X 100 ON

TEST L IRS R
FUEL VALVE 0 FUEL VALVE
CLOSED -20 FUEL+20

iii
CLOSED

ii
DOME WHITE

iiiiliiiilii
TEMP

liiiiliiiilii
-40 +40
DIM 0
C

iil
i

ii
OFF li
iii

ii

l
iii
liiiiliiiil

BRIGHT FILTER VALVE FILTER


BYPASS OPEN BYPASS

SERVICE
INTERPHONE STALL
SELECTOR OXYGEN CROSS FEED
WARNING
FLAP/SLAT CONTROL FUEL CONTROL PANEL
TEST
POSITION PANEL LOW LOW

1. CROSS FEED SELECTOR


PRESSURE PRESSURE

INDICATOR FUEL PUMPS

PMC L
OFF
R 2. LOW PRESSURE INDICATORS
DOME LIGHT SWITCH
ON

Power Management Control CTR 3. FUEL PUMP SELECTORS


Cockpit dome lights have two At or above 46% N2, the PMC provides a
LOW LOW LOW LOW
PRESSURE PRESSURE PRESSURE PRESSURE

bulbs. one bulb is powered “LIMITED” electronic over-ride to correct AFT


OFF
FWD FWD
OFF
AFT

by the BATTERY BUS. N1... HOWEVER; THE PMCs SHOULD ON ON


1 2
The other bulb comes on IF NOT BE RELIED ON TO PREVENT
the OVERSPEED or OVERTEMP.
EMERG EXIT LIGHTS are For example: If the throttles are moved
ARMED and rapidly to the stops, the PMC WILL NOT
the #1 DC BUS fails. prevent an overspeed.

737ver5016
737ver5017a

7
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY
Flightdeck panel preview Flightdeck panel preview

MAIN OVERHEAD MAIN OVERHEAD


PANEL PANEL
SECOND PANEL SKINNY MIDDLE PANEL and
LOWER FORWARD

-0+
ELECTRICAL INDICATOR PANEL
400

DC CPS
-50 AMPS + 50 320 420

AC, DC, FREQ indicators


FREQ

CIRCUIT BREAKER
CIRCUIT BREAKER
EQUIPMENT COOLING BRIGHT PANEL LIGHTS
20
110 120
SUPPLY FANS
SELECTORS and
AC
0 DC VOLTS 40 100 VOLTS 130
OFF

WARNING LIGHTS PANEL


ELECTRICAL CONTROL PANEL BRIGHT

TR 1 APU GEN
BAT TR 2 GEN 1 GEN 2 1. AC, DC, FREQ indicator selectors OFF

BAT
TR 3
GRD
INV
2. BATTERY switch EMERGENCY EXIT
3. GALLEY power switch
BUS PWR
STBY STBY LIGHTS ARM SWITCH
PWR TEST PWR TEST
4. RESID VOLTS button EQUIP COOLING
SUPPLY EXHAUST
NORMAL
OFF GALLEY RESID
OFF
VOLTS
ALTERNATE
BAT
ON
ON
NO SMOKING LIGHT SELECTOR OFF OFF

AC
CSD (Constant Speed Drive) PANEL FASTEN SEAT BELT LIGHT SELECTOR EMER EXIT LIGHTS
FLIGHT ATTENDANT CALL BUTTON
RAIN REPELLENT
STANDBY
LOW OIL PWR OFF LOW OIL

GROUND PERSON CALL HORN


PRESSURE PRESSURE

HIGH OIL
TEMP
STANDBY POWER HIGH OIL
TEMP
1. STANDBY POWER SELECTOR OFF

WINDSHIELD WIPER CONTROL


2. CSD PRESS/TEMP lights
A
NR
ARMED
DISCONNECT DISCONNECT OM
TE
ON

3. CSD DISCONNECT SWITCHES


D
BAT OFF AUTO
DRIVE TEMP
RISE 4. CSD OIL TEMP GAUGES
NO FASTEN
SMOKING BELTS
IN
OFF
DRIVE CAN BE AUTO
RECONNECTED ON
ONLY ON
GRD GRD
10 RISE 20 10 RISE 20 CALL
ATTEND
0 80 IN120 0 80 IN120

ENGINE START PANEL


30 30
40 160 40 160
GEN DRIVE GEN DRIVE
OIL TEMP
C
OIL TEMP
C
ELECTRICAL POWER DISTRIBUTION PANEL: CALL
ENGINE IGNITION SELECTOR
APU START RAIN REPELLENT

GRD PWR 1. GROUND POWER SELECTOR SWITCH


AVAILABLE

GRD
2. BUS TRANSFER SWITCH L
WIPER
R

50
AC
100
150 PWR
OFF
50
100

AC
150 3. APU GENERATOR SELECTOR OFF

4. APU BUS POWER LIGHT


0 AMPERES 200 0 AMPERES 200 PARK LOW

HIGH

ON 5. ENGINE GENERATOR SELECTORS


BUS TRANS LANDING APU ENGINE START ANTI WHEEL
E
A X RETRACT OFF RUNWAY STROBE POSITION COLLISION WING WELL
O TURNOFF TAXI
U T L R OFF OFF ON BAT OFF OFF OFF
F E OFF OFF
TRANSFER T TRANSFER N OFF OFF GRD CONT GRD CONT
BUS OFF
F BUS OFF D BOTH OFF
O
FLT IGN IGN FLT
ON ON ON ON ON
L ON R L ON R ON ON ON
BUS BUS
OUTBOARD L R
OFF OFF INBOARD

GEN OFF
BUS
APU GEN
OFF BUS
GEN OFF
BUS
APU CONTROL and INDICATOR PANEL START

OFF OFF 1. MAINT (deactivated)


ON ON
2. Low Oil Pressure
GEN 1 APU GEN GEN 2 3. FAULT.
APU
Indicates an APU shutdown. If this is
MAINT
LOW OIL
PRESSURE
FAULT
OVER
SPEED
the only light illuminated on this panel, EXTERIOR LIGHTS
a relight may be attempted. PANEL
100

6
5
7 8
EXH
C X 100 0
50
AC
AMPERES
150

200
4. Overspeed indicator
4 TEMP 0
3 2 1

737ver5017b

8
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY
Flightdeck panel preview Flightdeck panel preview

MAIN OVERHEAD MAIN OVERHEAD


PANEL PANEL
THIRD PANEL RIGHT PANEL
APU
WINDOW HEAT HOURMETER
OVERHEAT OVERHEAT OVERHEAT OVERHEAT
CONTROL PANEL APU HOURMETER

ELAPSED TIME

ON ON ON ON 0 28 3 2
HOURS I/I0

L WINDOW HEAT R
OVHT
SIDE FWD FWD SIDE
OFF OFF
AIR CONDITIONING
ON PITOT HEATER CONT CABIN AIR TEMP PASS CABIN
ON
INDICATORS and SELECTORS
PWR TEST
CONTROL PANEL SUPPLY
DUCT
PASS
CABIN

CAPT P/S PITOT STATIC F/O P/S


1 AUX STATIC A B 2 AUX STATIC

F/O STATIC
OFF CAPT STATIC
AIR MIX
VALVE
AIR MIX
VALVE

DUCT OVERHEAT
2 AUX P/S 1 AUX P/S

LD

LD
HO

HO
CO

CO
T

T
L ELEV ON R ELEV
PITOT
HEAT
PITOT
LIGHTS
L ALPHA
VANE
R ALPHA
VANE WING ANTI-ICE and DUCT
120
TEMP160
DUCT

ENGINE ANTI-ICE
80
TEMP
OVERHEAT OVERHEAT
PROBE 200
40

CONTROL PANEL F
0

AUTO
NORMAL
AUTO
NORMAL RAM DOOR
and
DUAL BLEED
COOL WARM COOL WARM

COOL WARM COOL WARM


OFF OFF

lights
MANUAL MANUAL
OVERHEAT OVERHEAT

LOW LOW LOW LOW


PRESSURE PRESSURE PRESSURE PRESSURE

WING ANTI-ICE
ENG HYDRAULIC PUMPS PNEUMATIC SYSTEM
GND TEST
ANTI-ICE
OFF SELECTOR PANEL DUAL
BLEED
RAM DOOR
FULL OPEN
RAM DOOR
FULL OPEN CONTROL and INDICATIONS
OFF

ON ON RECIRC FAN
1 2 OFF
1. ISOLATION VALVE
AUTO 2. RECIRC FAN SWITCH
40 60 OVHT 3. PACK SELECTORS
4. BLEED AIR SELECTORS

LR
OVERHEAT OVERHEAT 20 80

LOW LOW
PRESSURE PRESSURE
LOW LOW
PRESSURE PRESSURE
DOOR OPEN LIGHTS 0
PSI
100
TEST
5. BLEED AIR TRIP SWITCH
ENG 1 ELEC 2 ELEC 1 ENG 2 ISOLATION 6. FAULT LIGHTS:
L PACK R PACK
OFF OFF OFF
VALVE
CLOSE
OFF A. PACK TRIP OFF
B. WING-BODY OVERHEAT
AUTO AUTO
ON ON
HIGH AUTO HIGH
A HYD PUMPS B

PACK OPEN PACK


C. BLEED TRIP OFF
TRIP OFF TRIP OFF
TRIP
CVR
WING WING
ANTI WING-BODY WING-BODY ANTI
ICE OVERHEAT OVERHEAT ICE

FWD FWD FWD


(Cockpit Voice Recorder) BLEED
TRIP OFF
RESET BLEED
TRIP OFF
ENTRY CARGO SERVICE

AFT
CONTROL PANEL PRESSURIZATION
AFT EQUIP AFT
ENTRY CARGO SERVICE
OFF OFF
FAULT LIGHTS
ON ON
I APU 2
BLEED
00

TEST ERASE
00

AUTO OFF SCHED STANDBY


FAIL MANUAL
DESCENT
HEADSET
600 OHMS
PRESSURIZATION
COCKPIT VOICE RECORDER
INDICATOR PANEL AUTO STANDBY MANUAL
PRESSURIZATION
ALT
PRES 0
IFF I
10 D PS
S

I HORN and V
CONTROL PANEL
00350I A
9
50
0
2
CUTOFF ALTITUDE WARNING DECR INCR
L
V
CUTOFF SWITCH CABIN RATE
40 S
35
CABIN
ALT 5 PU H E

8
30 3 08250 C O
X 1000 FEET I0 L P
25
CABIN ALT O E
20 I5 4 001257 S N
7 E
5
6
STBY AC
MAN
G AUTO
PRESS DIFF F DC
LIMIT:TAKE- L R
OFF & LDG
I 2
T D CHECK
.5
IN CLIM 3
.125 PSI UP AB
C

0 4
-.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
I 00

DN 0F
R

E
.5 EE T P
3 FLT 18 20 22 24 26 28 30 32 34 36
I 2 ALTITUDE X I000 FEET - MAX PRESS SCHEDULE

737ver5017e

9
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

Flightdeck panel preview


Flightdeck panel preview

LEFT FORWARD LEFT FORWARD


PANEL PANEL
LEFT SIDE RIGHT SIDE A/P, A/T, FMC
Disconnect lights

GPWS ILS STATUS LIGHTS


MARKER BEACONS AIRSPEED ADI INSTRUMENT SWITCH
and PLACARD TEST SWITCH
INDICATOR LIGHTS and INDICATOR ATTITUDE and
BELOW G/S
SELECTOR DIRECTOR ALTITUDE ALERT
warning lights
INDICATOR STANDBY
AIRSPEED
INDICATOR
LIGHTS
TEST

THR HLD TO/GA HDG SEL FD BRT

SAI
PULL UP 180
20 20 HSI DIM
STANDBY
BELOW G/S
P-INHIBIT 10 10 HORIZONTAL 1
ATTITUDE
A/P A/T FMC
160

1
140
SITUATION P/RST P/RST P/RST
2
TEST
THIS AIRCRAFT IS NOT
IN CATEGORY II
INDICATOR
INDICATOR
A
9 STATUS SEE MINIMUM
BR
IG H
I 60 EQUIPMENT LIST AND
T

R
AIRWAYS W
MARKER
80 120
R
10 10
A
Y 400 DEFERRED SECTION
S
4
MACH
OF LOG BOOK
BRI G H
M HIGH 75 100 INSTR
20 20
T

I
MIDDLE D
350 6 DH 109
D
L
E 120
100
3540 SWITCH
IG H
BR O
T

OUTER U
T LOW 300 1 140 ALTITUDE MAINTAIN AT LEAST 45% N1 WHEN
E
R
230 OPERATING IN OR NEAR MODERATE
KNOTS 9 160 ALERT TO HEAVY RAIN, HAIL, OR SLEET
250 180
200

PULL TO SET
0
SPEED BRAKE
CHR
32.7 NM
283
TRK 188 M 1534.8 Z
GS 296 100
0 FT
1
60
80
position lights
9
TAS
400 30
60 0327 1633
16:12
DME-1 DME-2
FLOOD LIGHT 32 0 00 2 350 IAS
100
1
50 10
120 10 10
8
CONTROL PANELS
GMT 18 21
15 300
3
24

ALT 140 10
9 12

ET/CHR 10
250 KNOTS
27 3

40 20 MB IN.HG
28 7 10 1 3 2992
RUN RUN 240 160
6

ET 30 .0 3
33
4 220 30
HLD
6 180
T

HLD
M

200
G

SS VO
RESET FS R
F 5 OFF
ILS
AD
BARO ILS B/'CRS

ADF INOP
SPEED BRAKE STAB
DO NOT ARM OUT OF
CTR TRIM

N1234UTP 1 2 100 0 FEET


SPEED BRAKE
ARMED
NOSE WHEEL STEERING
9 1
A N 320/18 1276
2.6 R VERTICAL 4 10 1 3
L O
R
10.4 L .5
SPEED 50 MB
27 2
1000 FT
QTY
T
M 26
0 6 8 ALT 25 TEST FUEL ERR
24
88 88 08
50,000 LB.
1000 FPM 23 3
MAP PANEL BACKGROUND AFDS FLOOD .5
4 7
2992
1 IN.HG 4
WIND-
SHIELD
BRIGHT BRIGHT BRIGHT BRIGHT 2 6
5 1 2
AIR BARO

OFF OFF OFF


FUEL FUEL
FOOT
BAROMETRIC ERR ERR

CLOCK
AIR

ALTIMETER
88 88 08 LB.
88 88 08 LB.

RDMI FOOT and WINDSHIELD WXR TERR TERR


OVRD

Radio Distance AIR BLOWER STAB OUT OF TRIM


ALTERNATE ON ON OVRD

Magnetic Indicator controls INOP


light
NOSE WHEEL
STEERING STANDBY
switch ALTIMETER
737ver5018a
FUEL QUANTITY
IVSI indicators
EGPWS FUEL QUANTITY
Inertial speed
switches test switch
indicator
737ver5018b

10
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY
Flightdeck panel preview
Flightdeck panel preview Some airplanes are equipped with a different type of engine instrument
display … same basic stuff, just cheaper than the steam gauges.

CENTER FORWARD CENTER FORWARD


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

YAW DAMPER

NOSE
FUEL FLOW YAW DAMPER GEAR
SPEED BRAKE TEST ENG OIL
1 2 3 RESET QTY TEST NOSE NOSE
GEAR GEAR
RATE

USED
NOSE
GEAR LEFT RIGHT
GEAR GEAR
LEFT RIGHT
1 2 REVERSER
UNLOCKED
LEFT RIGHT
GEAR GEAR START START GEAR GEAR
VALVE OPEN VALVE OPEN
2 5
LEFT RIGHT REVERSER REVERSER 1
R-TO R-CLB GEAR GEAR 1 UNLOCKED 2 UNLOCKED
LOW OIL
PRESSURE
OIL FILTER
BYPASS
LOW OIL
PRESSURE
OIL FILTER
BYPASS
10
CRZ G/A CON UP 15

L
A/T LIM
FLAPS
25
UP
1 2 CRZ TAT 21 C
40
30
L
START
VALVE OPEN
START
VALVE OPEN 1
2 5
10 84.6 MAN SET
84.6 A
REVERSER REVERSER
LE FLAPS LE FLAPS
N
1 UNLOCKED 2 UNLOCKED
LOW OIL OIL FILTER LOW OIL OIL FILTER UP 15 PSI TRANSIT EXT
D
L

PRESSURE BYPASS PRESSURE BYPASS


FLAPS
25 UP % RPM
100 100
30 L 0 0
50
0
50
0
I
8 6
% RPM X 10 % RPM X 10 40 12 12
5 4 A ANTISKID NOFF
86.4 85.3 80 80 10 56 7 2 10 55 5 2 OIL
N1
4 N1
2
OIL
60 PRESS
0
OIL
60 PRESS
0 LE FLAPS LE FLAPS N 8 4 8 4
PRESS ANTI SKID
INOP
G
10 2 10 2 100 100 TRANSIT EXT 6 6

8 85.4 4 8 84.8 4 PSI


02 PSI
02 D N1 C

40 40
20 20 I 100
200
100
200 G
ANTISKID NOFF C 0 0 ON E
7 4
PULL TO SET PULL TO SET

ANTI SKID G OIL


A
C X 100 C X 100
INOP
746 76 3 TEMP
R
4 7 5 2 86 94
%FULL

743 766 150 OIL 150 OIL DN


10
EGT 2 0
10
EGT 5 0 G EGT OIL QTY
OFF

100 100
E
O O
8 8 C C ON
2 2 -50 -50
4 5 4 5
A
TEMP TEMP
6 4 6 4 50 50 3 3
0 0 % RPM

R 8 8
2
1 0
2
1 0
OFF
DN 827 827 AUTO BRAKE
LANDING GEAR
4
% RPM X 10 % RPM X 10
6 6 6 A
VIB

B
AUTO-BRAKE
DISARM
LIMIT (IAS)
87.3 86.5 0 0 N2 HYD OPERATING
OIL OIL 1000
EXTEND 270K-.82M
10 N2 2 0
10 N2 4 0 QUANTITY QUANTITY PSI 2
RETRACT 235K
4 1 4 1 AUTO BRAKE
8 2 8 2 GALLONS GALLONS X 1000
3 4 3 4 1 3 EXTEND 320K-.82M
6 4 6 4 3 2 3 2 AUTO-BRAKE LANDING GEAR 12 0 12 0
2 1 0 2 1 0
FLAPS LIMIT (IAS)
56 43 2 5556 2
DISARM
LIMIT (IAS) PULL
10 10
PULL
OFF MAX
1-230K 15-195K
2 OPERATING TO 8 4 8 4 TO PRESS
2-230K 25-190K
SET 6 6 SET
EXTEND 270K-.82M
%FULL

99 100
1 3 N1 N1 RTO 5-225K 30-185K
FF/FU
4 4 RETRACT 235K PPH/LB QTY
10-210K 40-158K
12 723 0 12 712 0
3
4
3
4 MAX
EXTEND 320K-.82M RF 88%
2
VIB
2
VIB OFF 230K ALT FLAP EXT
2 2
RATE/USED
2 2
RATE/USED
1 1 FLAPS LIMIT (IAS) PUSH
FUEL
USED
RESET
FUEL
10 10
PPH
FF 00 PPH
FF 00 5 5 RTO 1-230K 15-195K USED

8 X 10
6
4 8 X 10 4 0 0 2-230K 25-190K
6
5-225K 30-185K
10-210K 40-158K

ENGINE INDICATORS ANTISKID 230K ALT FLAP EXT ENGINE INDICATORS


switch LANDING GEAR
ANTISKID
1. RPM (N1) Operating handle,
1. RPM (N1) switch
2. EGT placard,
2. EGT and
3. RPM (N2) 3. RPM (N2)
LANDING GEAR indicators
4. FUEL FLOW 4. FUEL FLOW
Operating handle, AUTO BRAKE
5. OIL PRESSURE AUTO BRAKE 5. OIL PRESSURE
placard, selector and
6. OIL TEMP selector and 6. OIL TEMP
and DISARM light
7. OIL QUANT DISARM light 7. OIL QUANT
indicators
8. VIBRATION 8. VIBRATION
9. HYD QUANT
737ver5019a

11
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY
Flightdeck panel preview Flightdeck panel preview

MCP PANEL RIGHT FORWARD PANEL


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

TOTAL
AIR AUTOFLIGHT
TEMP GPWS
ANNUNCIATOR
gauge and
SPEED BELOW G/S
PWS BRAKE
FLT CONT ELEC ANTI-ICE ENG
light
FIRE
WARN

BELL CUTOUT
MASTER
CAUTION

PUSH TO RESET
IRS APU HYD OVERHEAD
MASTER
CAUTION
FIRE
WARN inop light EXT ADI
attitude
PUSH TO RESET BELL CUTOUT

ind light
FUEL OVHT/DET DOORS AIR COND

direction
indicator MARKER
BEACON
AIRSPEED
indicators
INDICATOR

WARNING and CAUTION PWS


INOP
A/P A/T FMC
2
1

BAROMETRIC
light pack
P/RST P/RST P/RST TEST

ALTIMETER
(push to reset) PULL UP
THR HLD TO/GA HDG SEL FD
BELOW G/S
P-INHIBIT
PULL UP
180
20 20
SPEED BELOW G/S
BRAKE P-INHIBIT
60 160 10 10
80
400 MACH
4 1
75 100
AUTO THROTTLE 350 6
140
9 BR
IG H
A
I

ALTITUDE

T
R

AUTO-PILOT
AIRWAYS W
120
switch
A
TAT 120
R
10 10 100
0 FT
1
Y
S
o 300 9
selector
140
+88.8 1
IG H
BR
C M
0 00
selector switches 32

T
230
I
2 MIDDLE D

IAS
KT
KNOTS 9 160 20 20 DH 109
1
D
250 180 100
3540 8 L
E
200 3
BR
IG H
O

SPEED selector
ALT

T
OUTER U
MB IN.HG T
7 E
PULL TO SET 10 1 3 2992 R

4
6
5
BARO
3
HYD BRAKE
PRESS 4
2
0327 1633
DME-1 DME-2
0 CHR
PSI X 1000
32.7 NM TRK 188 M 1534.8 Z
1 18 21
283 GS 296 60
15 TAS 1 2

16:12

24
4

9 12
.5 VERTICAL 10
SPEED 50

27 3
COURSE IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED A/P ENGAGE COURSE GMT
A/T 0 6
310 283 000 310
B
10000 +0000
A

0
3 33
ARM HYD SYS .0 3 1000 FPM ET/CHR
CMD PRESS 4 20
VO .5 40
MA 4
28

BA
MA R
DN 2 F
VOR LOC
F/D AD
RUN RUN
0 1 2
F/D OFF SEL CWS PSI X 1000
ET 30

T
HLD HLD

M
ON 1

G
ON RESET
SS
FS

DISENGAGE ADF INOP


N1 SPEED LVL CHG HDG SEL APP ALT HOLD V/S
OFF
OFF
UP
1/2 1/2
HYD QTY 3/4 HYD QTY 3/4
RFL RFL
1/4 1/4

E
E
SYS A SYS B WXR TERR

ON ON

RDMI 320/18 1276


2.6 R
10.4 L CLOCK
radio
FLIGHT distance
FLIGHT IVSI
DIRECTOR magnetic
DIRECTOR Inertial vertical
V/S switch indicator WIND-

switch GROUND PROXIMITY MAP PANEL SHIELD


speed indicator
Vertical speed INOP
FLAP/GEAR
INHIBIT BRIGHT BRIGHT
AIR

COURSE selector wheel


selector COURSE FOOT
AIR
selector SYS TEST OFF

HDG SEL AUTOPILOT NORMAL

heading selector disengage bar EGPWS


switches

737ver5019c HYDRAULIC and BRAKE


system gauges AIR CONDITIONING
HSI controls
horizontal
GROUND PROXIMITY situation
indicator LIGHTING
control panel controls

12
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

Flightdeck panel preview

THROTTLE QUADRANT
and
CDU PANELS
X-BAND
WEATHER RADAR
control panel

WX/TURB TILT
WX MAP
MAN AUTO

- - TEST
- -
- - GAIN
5 10
15 - -
- - UP
0 - -
- - OFF AUTO DN 15 - -
-
MAX
-
AUTO
- PWS 5 10
-
- - - -

SPEED
INIT RTE CLB CRZ DES INIT RTE CLB CRZ DES

CDU
REF REF

BRAKEDIR
LEGS
DEP HOLD PROG
EXEC DIR
LEGS
DEP HOLD PROG
EXEC

control
INTC ARR INTC ARR

lever
TRIM
A B WHEEL
FIX FIX

D
S
P
PREV
PAGE
NEXT
PAGE
A B C D E
M
S
display units D
S
PREV
PAGE
NEXT
PAGE
C D E
M
S
P
Y F G H I J G Y F G H I J G

1 2 3 1 2 3
K L M N O K L M N O
F O O
A 4 5 6 F
F
A 4 5 6 F
I P Q R S T S
T
I P Q R S T S
T

FLAP
L L
7 9
8
U V W X Y REVERSE 7 8 9
U V W X Y
. 0 +/-
Z DEL CLR LEVERS selector . 0 +/-
Z DEL CLR

handle
SPRA
B
EEKE
D

STAB TRIM
indicator
DOWN

ARMED GEAR WARNING


HORN
cutout
FLAP
STAB UP
TRIM 0
PARKING APL
NOSE
DOWN
1
FLAP

BRAKE
FLIGHT
DETENT 1 2
0 2 STAB

lever
CD - %MAC

TRIM
TAKE-OFF
30-20-10

APL
5 NOS
DOWEN

UP 5
10 0
CD - %MAC
TAKE-OFF
30-20-10

15 10 5
STAB TRIM
15
AP
NOSEL
UP
10
cutout switches
25 15

30 APL
NOSE UP

THRUST HORN
CUTOUT

LEVERS 40
PARKING
BRAKE
PULL
STAB TRIM
FLAP
DOWN

FUEL CUTOFF
CUT
OUT levers

737ver5021a 1 2

13
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

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

T he following pages present the flow and material so as to help you


assimilate the overwhelming volume of information that you will be
expected to know for your check-ride. I have tried to make it as simple
as I could and in doing so, I have probably made some of the presentation a
little too simple and overlooked something really important. Just be aware that
this is intended as a training tool-set only; a structured way whereby you can go
over the steps again and again until they become rote to you.
THIS IS NOT INTENDED TO BE
A FLIGHT HANDBOOK OR AIRCRAFT MANUAL.

THE
BOEING
737 SUPER
GUPPY
Welcome to the world of the 737 Glass Super
Guppy. I have tried to include as much
information as I could without getting too
verbose and cluttering up the presentation. You
will notice that there is only cursory information
about systems, and only included when it is
relevant to the operation of the airplane.

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

LET’S GET IT ON!

15
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

S o, when it is time for your checkride, and just before you


meet with the Check-guy, make certain you have:

3 IMPORTANT DOCUMENTS

BIG
"VALID" MEDICAL CERTIFICATE.

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

FCC RADIO-TELEGRAPH OPERATOR'S LICENSE.


This is that innocuous ochre colored card that you were required to
obtain in order to be hired. You STILL MUST carry that annoying
document with you every time you fly an airplane.

OTHER REQUIRED STUFF TO CHECK


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

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

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

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

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

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

DISCUSSION: While ultimately it is the Captain, of course, who is responsible for


seeing that the FLIGHT PLAN is filed and cancelled with the FAA. Who doesn't know
that? But, how do you do that? Here is how I have seen it done over at Gorilla
Airlines.

1. Captain signs flight papers with domicile and minimums code.


2. Captain gives papers to First Officer.
3. First Officer takes papers to FOSR and makes certain that any
changes are noted, and that a "copy" of the plan
is left in the FOSRs possession.
4. First Officer makes certain that the papers
are "handed in" after the flight.
737ver5026

X
AFTER THAT
NIT-PICKING START
HERE
STUFF

16
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

The concept of I
f you are confused at this point as to what is going on, you are
NOT alone. So I have made a brief flowchart of the steps that

FLOWS
we will do in order to get the Flight Deck ready for the FLOWS
that follow. We'll take the procedure one box at a time.

In order to get the jet ready to fly,


It is virtually impossible to memorize every part of every step of operating
here is what we have to do.
the airplane, particularly when you are doing the set-up steps. Pilots are

EITHER
expected to do the whole process from memory … FLAWLESSLY!!!
So, how can it possibly be done. A process referred to as “flows” has FIRST 4 STEPS
ONE GUY
evolved. This system was revealed by a mystical revelation from heaven to DOES THIS:
a really smart early airline pioneer probably named Albert Einstein. Thanks
to him, we have for us a system to learn all this complicated stuff. OTHER GUY
The flows are simply a step by step process for learning and remembering FIRE SYSTEM TEST DOES THIS:
the incredible mountain of material that we, as pilots, have to process. and
START APU
Flows are not to be confused with CHECKLISTS. The relationship between
checklist and flows is this: If we are precise in doing the flows, when we do
the checklists, we will find that everything has been done. The big INITIAL FLIGHT DECK
difference, however, is this: PREPARATION EXTERIOR
“CHECKLISTS ARE NOT TO BE MEMORIZED,” Captain or First Officer INSPECTION
BUT Captain or First Officer
“FLOWS ARE EXPECTED TO BE MEMORIZED!”

FMC
INITIALIZATION THEN
SO ... Captain or First Officer

HERE ARE THE FLOWS CAPTAIN’S FIRST OFFICER’S


FLIGHT DECK FLIGHT DECK
SET-UP SET-UP
The following pages represent the famous “FLOWS!” Captain First Officer

Then ...

Captain and/or First Officer


FINAL
FLIGHT DECK
SET-UP

... then you do


the "SLASH 4"
PUSH-BACK
START ENGINE
TAXI-OUT
TAKE-OFF
DO EVERYTHING RIGHT
PASS CHECKRIDE

17
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
737ver5028
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

Here are the ...


FIRST FOUR STEPS
YOU ALWAYS DO ...

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.
DUH!
Why am I the
only one here.
Where is everyone
else ?

DISCUSSION: It is common to have a plane change, an equipment substitution, gate change,


or last minute flight cancellation. You have to be alert. Some crews have actually gotten
airborne on the wrong airplane. YIPE! You DO NOT want to be referred to as a “Rocket
Scientist” by the TK Checkguys.

737ver5030

18
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

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

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

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

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

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

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

for the right brained pilot who needs pictures.


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

5 WING BODY
OVERHEAT

5a RECIRC
7 LIGHTS
TEST

8 QUANT
ENGINE OIL
TEST

14 MASTER CAUTION
RESET

9 LANDING GEAR
LEVER/LIGHTS

10 QUANTITY
HYDRAULIC

15 CARGO FIRE/
SUPP PANEL
11 LEVER
FLAP

16 12 BRAKE
3 MIC SEL PARKING
SWITCHES

17 SPARE
BULBS
13 TEST
FIRE

18 EQUIP
EMER C MIKE RAY 2001

The following pages


are the technical
19 DOWNLOCK
NOSE GEAR
PORT details.

24
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

UPPER OVERHEAD PANEL


MAIN OVERHEAD PANEL

1 OXYGEN QUANTITY
check the gauge for a

IRS DISPLAY
MINIMUM 875 PSI
add 375 psi for each
occupied observer seat(s) on GALLEY
3 GALLEY POWER SWITCH
ON
the FLIGHT DECK. OFF NOTE: If it is a ferry or
N28634 W128 635 maintenance flight,leave it off.
ON The thinking is, why shoot juice
DSPL SEL N
3
back there and maybe cause a fire
PPOS WIND
1 2
ENGINE TR 1 APU GEN when there is no reason for it.
TK/GS HDG/STS I 2 BAT TR 2 GEN 1 GEN 2
TEST w H E
BRT

4 5 6 REVERSER REVERSER
BAT GRD
TR 3 INV
BUS PWR
SYS DSPL 7 S
9 PMC PMC
L R 8
STBY STBY
PWR TEST PWR TEST
ENT CLR ON ON
0
O O O O LOW IDLE

1
GALLEY RESID
INOP INOP
OFF VOLTS
OFF
ALIGN ON DC ALIGN ON DC CREW PASS OXYGEN
OXYGEN
BAT EQUIP COOLING
ON
FAULT DC FAIL FAULT DC FAIL ON SUPPLY EXHAUST
NORMAL AC NORMAL

4
ALIGN NAV ALIGN NAV 10
5 15
ON
OFF ATT OFF ATT
0 20
PASS OXY ALTERNATE
OXY PRESS
PSI X 100 ON

4
OFF OFF
L IRS R
EQUIP COOLING
SWITCH
verify SWITCHES ...NORMAL
Crews are to initiate their LIGHTS ....OFF
OWN IRU alignment! NOTE: This is a BIG DEAL!
If “other” crew has got ‘em If one of those lights are ON,
IRU MODE SELECTORS
2 VERIFY BOTH IN running, shut them down and place the affected fan

2
in ALTERNATE and
NAV start over! GET MAINTENANCE
RIGHT NOW!
NOTE 1: Align lights may be flashing, here’s why.
If it has been over 10 minutes since the units were turned ON
without a present position, the ALIGN lights will be flashing. DUAL RAM DOOR RAM DOOR
BLEED FULL OPEN FULL OPEN
NOTE 2: Reasons the ALIGN LIGHTS FLASH:
 Took too long to put in Present Position
5a
RECIRC FAN

5a RECIRC FAN
OFF

 Error in Present Position AUTO

 Wrong Present Position AUTO 40 60 OVHT


 Fault in IRU

LR
20 80

PSI
NOTE 3: If you should inadvertently go to the ATT position, shut off 0 100
TEST

units and start over. ATT IS NOT GOOD!


ISOLATION
L PACK R PACK

5
OFF
VALVE OFF
CLOSE
AUTO AUTO

SOME IRU GOTCHAS:


HIGH AUTO HIGH

TRIP OPEN TRIP


TRIP OFF TRIP OFF
TRIP
If you have a FAULT LIGHT: This indicates a FAULT in the WING WING

5
system. Shut OFF unit for 30 seconds and reselect NAV. If FAULT WINGBODY ANTI
ICE
WING-BODY
OVERHEAT
WING-BODY
OVERHEAT
ANTI
ICE

LIGHT remains, GET MAINTENANCE INVOLVED. DO NOT OVERHEAT TEST BLEED


TRIP OFF
RESET BLEED
TRIP OFF
CONTINUE. PUSH AND HOLD OVHT TEST button
If you have an ON DC LIGHT: It is normal for the light to be CHECK 5 lights ON
OFF
illuminated momentarily after turning on the set; but if it persists, it (2) WING-BODY OVERHEAT OFF

indicates the IRU is operating “ON” DC, and that the AC power is “NOT (1) AIR COND ON ON
(2) MASTER CAUTION I APU 2
NORMAL.” GET MAINTENANCE INVOLVED, DO NOT CONTINUE.
BLEED
If you have a DC FAIL LIGHT: If BOTH IRUs have this NOTE: The WING-BODY OVERHEAT AUTO
lights take about 10 seconds to come on.
OFF SCHED STANDBY
indication, it means that the BATTERY VOLTAGE IS LOW OR DEAD; FAIL DESCENT
MANUAL

however, if only ONE IRU shows this indication, then (and this is a
favorite Check guy question) it is operating normally on AC. It should be
fixed, but the IRU is operating normally. GET MAINTENANCE
INVOLVED. DO NOT GO. Could be an internal fault. 737ver5043

737ver5042

25
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

FORWARD PANEL

AIR CONDITIONING PANEL

7 Select TEST,
LIGHTS TEST
NOT all the lights come ON.
CONT CABIN AIR TEMP PASS CABIN

7
SUPPLY
DUCT
PASS
CABIN NOTE: MKR BCN, FLT ANNUNC,
PARK BRAKE don’t come on at all.
NOTE: On “some” planes, the
AIR MIX AIR MIX FIRE HANDLE and WHEEL
VALVE VALVE
WELL LITES do not come on during test.

6 AIR CONDITIONING LD

LD
HO

HO
CO

CO
T

T
There are THREE WAYS
120
TEMP160
DUCT DUCT
80

to run the A/C:


OVERHEAT OVERHEAT
40
200 FUEL FLOW YAW DAMPER
F SPEED BRAKE TEST ENG OIL
0

LIGHTS
1 2 3 RESET QTY TEST
If using GROUND UNIT:

These are the switches we are talking about!


AUTO AUTO
TEST
NORMAL NORMAL
RATE
BRT

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


USED

COOL WARM COOL WARM

COOL WARM COOL WARM


OFF OFF
MANUAL MANUAL

R-TO R-CLB
If using APU BLEED AIR: CRZ G/A CON
A/T LIM 1 2
APU BLEED SWITCH ....................… ON
ISOLATION VALVE SWITCH ....… AUTO DUAL RAM DOOR RAM DOOR

8
START START 2 5
BLEED FULL OPEN FULL OPEN
L or R PACK SWITCH .... AUTO or HIGH VALVE OPEN VALVE OPEN 1
10
Use HIGH instead of turning on another 1
REVERSER
2
REVERSER
UNLOCKED
LOW OIL OIL FILTER LOW OIL OIL FILTER UP 15
unit if additional A/C needed.
UNLOCKED

L
PRESSURE BYPASS PRESSURE BYPASS
RECIRC FAN 25
TEMP SELECTOR .................as desired
FLAPS
OFF 30
% RPM X 10 % RPM X 10 40
5 4
AUTO 86.4 85.3 OIL
80
OIL
80
N1
4 N1
2 60 PRESS 60 PRESS

8
LE FLAPS LE FLAPS
0 0
ENG
85.4 OIL QTY test
2 2
OVHT 10 10 100 100 TRANSIT EXT
40 60

If using
02 02
8 84.8 4 8 4 40 PSI 40 PSI
LR

20 20
UNCONDITIONED BLEED AIR: 20 80

Push the button and


PSI
ANTISKID
TEST PULL TO SET

Such as air supplied


PULL TO SET
0 100
ANTI SKID

by a ground cart. observe4all the indicators


C X 100
7
C X 100
INOP

APU BLEED SWITCH ..................… OFF L PACK


ISOLATION
R PACK
move
743toward ZERO,
10
EGT 2
766
EGT 5
0
10
0
150 OIL 150 OIL

ISOLATION VALVE SWITCH ....… OPEN OFF


VALVE OFF return when released.
8
2
8
2
100
-50
O
C 100
-50
O
C ON

L or R PACK SWITCH .... AUTO or HIGH AUTO


CLOSE
AUTO 6 6 50
TEMP
50
TEMP

NOTE: This feature is not


4 4 0 0
Use HIGH instead of turning on another HIGH AUTO HIGH
unit if additional A/C needed. on EIS configured airplanes. OFF

TEMP SELECTOR .................as desired PACK OPEN PACK 4


% RPM X 10 % RPM X 10
6
TRIP OFF TRIP OFF
WING TRIP WING
87.3 86.5 OIL
0
OIL
0
10 N2 2 10 N2 4
0 0 QUANTITY QUANTITY
ANTI WING-BODY WING-BODY ANTI 4 4
1 1
ICE OVERHEAT OVERHEAT ICE 2 2
8 8
GALLONS GALLONS

6 4 6 4 3 2 3 2
BLEED RESET BLEED
TRIP OFF TRIP OFF
2
1 3

OFF
4 4
OFF 12 723 0 12 712 0 2
3
4 2
3
4
OFF MAX
VIB VIB
2 2
RATE/USED
2 2
RATE/USED
1 1
ON ON 10 10 5 5 RTO
FF 00 FF
I APU 2 8
PPH
X 10 4 8
PPH
X 10
00
4 0 0
6 6
BLEED
AUTO OFF SCHED STANDBY
FAIL MANUAL
DESCENT

26
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

RIGHTSIDE FORWARD PANEL


THROTTLE QUADRANT
2 5
1

9
10
LANDING GEAR UP 15

LEVER

L
FLAPS
25

9
30
40
VERIFY LEVER DOWN
and
FLAP LEVER 11
1
GREEN LITES ON,
RED LITES OFF 11 check the LEVER agrees with
the FLAP POSITION indicator.

SPRA
NOSE A/P A/T FMC

B
EEKE
GEAR 2

D
P/RST P/RST P/RST TEST

NOSE
GEAR PULL UP

LEFT RIGHT BELOW G/S


GEAR GEAR
NOTE 1: The whole concept here is NOT to
P-INHIBIT DOWN

LEFT RIGHT
automatically place the lever to “UP”, but
ARMED
GEAR GEAR SPEED

HYDRAULIC QTY
BRAKE
60

10 CHECK QUANTITY
400 MACH
4
80
rather to make it agree with the indicator.
The problem is that when the “B
75 100
UP 350 6
120 FLAP
L
A
TAT
o 300 140
HYDRAULIC SYSTEM” becomes STAB
TRIM 0
UP

+88.8 C 1 APL FLAP


pressurized, the flaps will want to move to the
NOSE
230 DOWN
1
N KT

250
KNOTS 9 160 FLIGHT
DETENT 1 2
180
D 200
selected position. 0 2 STAB

CD - %MAC
TRIM

TAKE-OFF
30-20-10
I 5
APL
NOS
DOWEN

NOFF PULL TO SET


NOTE 1: The quantity should be 5

10
UP
0
G
above the “RFL” mark.

C MIKE RAY 2001


10

CD - %MAC
TAKE-OFF
30-20-10
3
15 10 5
NOTE 2: 1675# of fuel is
HYD BRAKE
4
G
PRESS

2
0327 1633 15 10
E
REQUIRED in the respective
DME-1 DME-2
PSI X 1000
0 APL
NOSE
UP

A 1 18 21 25 15

R
DN
15
tank to ensure adequate HYD 3
HYD BRAKE
24
9 12

PRESS 4
PUMP cooling. 30 APL
NOSE UP

12
27 3

HORN
2 CUTOUT

NOTE 3: On DIGITAL EIS


6

0
0

3
LANDING GEAR HYD SYS .0 3
33
PSI X 1000
40
4
STAB TRIM
PRESS FLAP
LIMIT (IAS) PARKING
display, ABOVE 88% indicates
VO DOWN
BA

OPERATING 2
0
R
A DF 1 BRAKE
PULL
EXTEND 270K-.82M
normal quantity.
PSI X 1000

RETRACT 235K 1
EXTEND 320K-.82M CUT
OUT
FLAPS LIMIT (IAS) ADF INOP
1-230K 15-195K
2-230K 25-190K
5-225K 30-185K 1/2 1/2 1 2
10-210K 40-158K HYD QTY 3/4
RFL
HYD QTY 3/4
RFL
1/4
210K ALT FLAP EXT 1/4

ORAL QUEST: What fluid


12 PARKING BRAKE
E E

is used to cool the


SYS A SYS B

CHECK: NOTE 2: When you get in the cockpit, if you see the
HYDRAULIC PUMPS? Parking Brake is set, but notice that the BRAKE
PARK BRAKE LIGHT ....ON
BRAKE PRESS within limits
PRESSURE is LOW; your first impulse may be to
approx 3000 psi power up the “B” system and get the brakes set. BUT, if
the brakes were set properly in the first place, it
is NOT necessary to power up the "B" system to RESET the brakes.
WARNING: REMEMBER, IF YOU POWER UP THE "B" HYDRAULIC SYSTEM, YOU MUST
HAVE SOME OUTSIDE OBSERVER CHECK THE FLAPS/LE DEVICES “CLEAR”.
HYD BRAKE PRESS:
NORMAL ......... 3000psi
FYI MAX ................. 3500psi
ACCUMULATOR
WARNING
here are PRECHARGE .. 1000psi HERE IS A BIG DEAL: You have to ALWAYS be
careful when pressurizing the B HYDRAULIC

some
EIS SYSTEM SYSTEM. Systems and levers and stuff could
MAX ............. 100% move if the position differs from the selectors and
RF @ ............ 88% this could ruin your whole afternoon.

limits When BOTH system pumps OFF,


Respective indicator reads “ZERO.

737ver5048

27
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

FIRE WARNING PANEL When you


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

13 FIRE WARNING SYSTEM CHECK


NOTE: If you have already done the FIRE DETECTOR CHECK prior to
starting the APU, you don’t have to do it again. However, it will be necessary 15 SUPPRESSION
CARGO FIRE DEDTECTION/
SYSTEM ....... TEST
to A B A B

HOLD the TEST SWITCH to OVHT/FIRE and DET


CARGO DETECTION
SUPPRESSION
verify the WHEEL WELL light is ON.
PUSH TO DISCHARGE
FAIL

AUTO
DSCH DSCH

FIRE FWD AFT


PIT PIT
ARMED ARMED 1ST BTL 2ND BTL

NOTE: The difference between BELL

both ENG OVHT DET switches


ARM

this test and the test TEST PULL TO ARM CUTOUT


ARMED ARMED

NORMAL accomplished prior to starting


the APU is the inclusion of the
“WHEEL WELL LIGHT” check.

OVHT DET BELL CUTOFF OVHT DET NOTE: Sometimes you have
DEPRESS TEST SWITCH
WHEEL L BOTTLE R BOTTLE
WELL
to poke or tap these little lights
DISCHARGED DISCHARGED
B A B
for 5 seconds ... and VERIFY:
A

NORMAL DISCH FAULT DISCH NORMAL DISCH ENGINES


to get them to come back on.
A
ET
R XE 1 2
L
It can be alarming, just be
L ENG 2

2
R TS
-FIRE BELL ................................ SOUNDS.
ENG 1

1
OVERHEAT T
OVERHEAT APU DET R

P patient and work with it.


INOP

F
TEST FIRE SWITCHES L -ALL DETECTION LIGHTS ............ ON (4).
-ALL FAIL LIGHTS .......................... ON (4).
U
I OF APU BOTTLE
A
N V I DISCHARGED (FUEL SHUTOFF)
U PULL WHEN ILLUMINATED
O
-FIRE LIGHT ........................................ ON.
L HR
P T E LOCK OVERRIDE : PRESS
T BUTTON UNDER HANDLE APU
-FWD and AFT PIT ARMED LIGHTS .. ON.
-1st and 2nd BTL ARMED LIGHTS ..... ON.
-BOTH MASTER CAUTION LIGHTS ... ON.
-OVHT/DET ANNUNCIATOR ............... ON.
TEST switch EXTINGUISHER -BOTH FIRE WARN LIGHTS ................ ON.
OVHT/FIRE DISCHARGE
TEST switch (SQUIBS)
FAULT/INOP VERIFY CIRCUIT TEST
WARNING BELL
OBSERVE WHEEL WELL light is ON
ENG 1, APU, ENG 2 fire handle lights ON
Put EXT TEST switch to
position 1 and see that
FAULT light ON ENG 1 and ENG 2 OVERHEAT lights ON the three green lights
APU DET INOP light ON Both FIRE WARN lights ON
MIC SELECTOR
come on and go off when
2-MASTER CAUTION ON Both MASTER CAUTION lights ON switch released. Do the
OVHT DET light ON MIC SELECTOR SWITCHES
16
OVHT DET light ON same for position 2.
PA
FAULT light OFF SET all 3 Flightdeck panels
1-VHF-2-VHF INOP INOP F-INPH-S

to receive and transmit on


“F-INPH”
This allows the flightdeck to hear

14 MASTER CAUTION and communicate with the ground … PTT MASK

5 LIGHTS 10 LIGHTS
1-NAV-2 INOP ADF-2 MKR SPKR
And keeps you from causing a “STUCK MIC”
SYSTEM on ground freq. BOOM
EMER
GOUGE: PUSH … This will RESET the
V
B
USE THIS ONE AGAIN: MASTER CAUTION system. R
NORM

NICKLE and DIME


CHECK
737ver5049

737ver5050

28
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

Now is a good time to


STUFF in the BACK hook the PASSENGER OFF
AUDIO (if you are so OBS
inclined) to the AFT AUDIO
ENTMT
MIC selector panel
ON

17 and 18 using this switch on the


UPPER OVERHEAD
panel. This will allow all the customers to
SPARE BULB LOCKER listen to your communications on
and Channel 9 of their headset.
EMERGENCY
EQUIPMENT
CHECK

G
SMOKE GOGGLES:
I have heard of some pilots using the
If they are still wrapped in their packaging, “grapes” gouge.
REMOVE THE PACKAGING.

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

A
… Wheeeee! Thump! OW!

FIRE AXE:
P BE
Useful for a weapon also.
E XTINGUISHER

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

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

IF INSTALLED:
S
SPARE BULBS:
ENSURE AN ”ADEQUATE” SUPPLY …
What this means is simply that OVERWATER EQUIPMENT:
EVERY hole does NOT have to be filled. 2 LIFE VESTS in
Also, make sure that when you do fill it up,
that you put the right kind and CAPTAIN’s SEATBACK and
size of bulb in the right hole 2 LIFE VESTS in
FIRST OFFICER’s SEATBACK

19 NOSE GEAR DOWN LOCK VIEWER


Located in the flightdeck floor
just forward of the flightdeck door

NOTE: The big concern here is “UNNECESSARILY” delaying a departure because that little
window on the viewing port is obscure (dirty). So, they have developed this rather complicated
reporting procedure so that you can continue on to the next station where it can be cleaned. It is
either:
“IF... Downlocks NOT visible” write it up as “...cleaning REQUIRED.”
“IF... Downlocks visible but visibility impaired” then write it up as
“... Cleaning REQUESTED AT NEXT AVAILABLE OPPORTUNITY.”

END OF THE INITIAL FLIGHT DECK PREPARATION FLOW.

29
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

CDU
INTRODUCING
This is the pilot’s access port to the very
The heart of the computerized control
mechanisms of the Boeing 737 GLASS. It
is the interface between the human and
The pilot’s gateway to the heart of the Flight Management Computer (FMC).
the Glass and the computer. This is the device that we use to talk to the
airplane and tell it what we want it to do.
Control Display Unit
Let’s understand some of the very basic things about how to operate this simple unit.
IDENT
Before we get to the content of the screens, let’s understand how to manipulate the
-
MODEL
737-300
E N G R AT I N G
20K - controls on the CDU itself. Here are 5 areas we will cover initially:
-
N AV D ATA
UAL1234567 JAN01JAN31
ACTIVE
-
- FEB01MAR03 - LINE SELECT KEYS INPUT KEYPAD
-
OP P ROGRAM
987654-09-05 (U5.0) -
-
S U P P D ATA
MAC07/02 - These are the twelve little buttons
This is like the “keyboard” of
the computer; and when we
- <INDEX POS INIT> - running down both sides of the screen. type in information, it goes
onto the
They are numbered from “SCRATCH PAD.”
the top down; for
INIT RTE CLB CRZ DES
BRT example if I said, “Line
REF
select four right,” I would IDENT
DIR
INTC
LEGS DEP
ARR
HOLD PROG EXEC
mean push the fourth -
MODEL
737-300
E N G R AT I N G
20K -
N1
button from the top on -
N AV
UAL1234567
D ATA
JAN01JAN31
ACTIVE
-
- EXECUTE KEY
FIX
LIMIT
A B C D E the right side. - FEB01MAR03

-
D
NEXT
-
PREV M OP PROGRAM
S
PAGE PAGE S 987654-09-05 (U5.0)
P
Y F G H I J G
-
SUPP
MAC07/02
D ATA
- This is the key that
1 2 3 - <INDEX POS INIT> - sends the information
K L M N O that is input to the CDU
O
F
A 4 5 6 F to the FMC or
P Q R S T S
I
L T
BRT
Flight Manangement
7 8 9
INIT

Computer
RTE CLB CRZ DES
REF

U V W X Y
SCRATCH PAD
DIR LEGS DEP HOLD PROG EXEC

. 0 +/-
INTC ARR

Probably the
N1
Z SP DEL CLR
D
LIMIT
FIX

A B C D E
This is the “empty” area S
P
PREV
PAGE
NEXT
PAGE
M
S MOST IMPORTANT
Y F G H I J G

below the word “index.” 1 2 3


key on the CDU. It is
K L M N O
considered GOOD

the CDU
F O
4 5 6
FORM to have BOTH
F

Entries can be made


A
I P Q R S T S
T
L

using the “INPUT 7 8 9


U V W X Y pilots agree with the
KEYS” . 0 +/-
Z SP DEL CLR
information on the
or can come from the screen BEFORE the
FMC. EXEC BUTTON is
Some care MUST be pushed.
The Boeing 737 models 300 thru 500 have a powerful SINGLE Flight shown if there are two
Management Computer (FMC) known as the “Smith FMC,” after it’s pilots, because inputting
manufacturer. The pilot’s can input data and manipulate the computer conflicting information to
through the use of an interface called a Control Display Unit or CDU. the FMC can cause SP and DELETE and CLEAR keys
problems; Because of
Learning how to operate the CDU will be a measure of how well you master that, it is generally
the operation of this airplane. In other words, the more familiar and fluid you DEL key places the word DELETE in the scratchpad,
considered BAD and when Line Selected will delete that selected line
are with the operation of the “glass” computer system, the better you will be as FORM for both pilots
a pilot. The computer, through the Autopilot Flight Director System (AFDS) on the screen, IF the information is deletable.
to be inputting data CLR key simply removes the last letter of the scratch
can control the airplane from autopilot actuation altitude (generally above into the computer at
1000 feet AGL) until touchdown. It will NOT, however, control runway rollout. pad entry (whole entry if held down long enough).
the same time. SP key enters a space in the scratchpad when using
the CDU for ACARS or SATCOM

30
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

NORMALLY … All entries to the CDU


THE SIMPLE BUT UNKNOWN MUST be placed in the SCRATCH PAD first.
SECRET OF THE GLASS ! If you find yourself staring vacantly at some
There are TWO methods to insert data into the scratchpad:
KEYPAD, and
CDU “page” that you don’t want and wonder LINE SELECT.
where the page that you do want is ...
Let’s assume that we want to place KLAX in the FMC.
Simply do these two keystrokes: THE KEYPAD

1
Step 1: We use the
TECHNIQUE
FIRST THEN POS INIT 1/3
keypad to type
KLAX and notice
-
POS INIT

N33 56.0 W118 24.0


1/2

-
12 CDU - - that it appears in - -
REF AIRPORT

" INDEX"
N33 56.0 W118 24.0 KLAX N33 56.2 W118 24.0

- the scratchpad. - -
G AT E

KEYS -
REF AIRPORT

LS-6L
- - -
IDENT
- -
SET IRS POS

-
G AT E
<M IDENT
ODEL
NAV DATA >
E N G R AT I N G . .
lower-left corner -
- - - -
737-300 20K

I N IT
SET IRS HDG

-
SET IRS POS GMT
<N POS ACTIVE 1234.5z
J A N 0 1of CRT
AV D ATA
. .
“INIT REF”
-
UAL1234567 JAN 31

- - - - -
REF
GMT SET IRS HDG
< PERF 1234.5z <INDEX ROUTE>
button FEB01MAR03
-
upper-left corner - OP
9<
8 7TAKEOFF
PROGRAM
654-09-05 (U5.0) - - <INDEX ROUTE>

- -
SUPP D ATA KLAX
of keypad MAC07/02

RT E
< APPROACH
BRT

- -
INIT RTE DEP
ATC VNAV
REF ARR
<<I NINDEX
DEX POS INIT>

2
MAINT > INIT RTE DEP BRT FIX LEGS HOLD FMC PROG
EXEC
ATC VNAV COMM
REF ARR

EXEC MENU NAV


LEGS HOLD FMC PROG
FIX RAD
COMM
A B C D E
CLB
D

Step 2: Line select


PREV NEXT M
MENU NAV S
BRT PAGE PAGE S
INIT RTE
RAD P
DES
REF CLB CRZ
D A B C D E Y F G H I J G

appropriate button
PREV NEXT M
S
DIR LEGS DEP HOLD PROG EXEC P
PAGE PAGE S
1 2 3
INTC ARR Y F G H I J G
K L M N O
N1
1 2 3 and observe4 5 6 F O
F

CRZ
FIX A
LIMIT
K L M N O I P Q R S T S
A B C D E
information appear. L T
D O
F
S PREV NEXT
PAGE
M
A 4 5 6 F 7 8 9
P PAGE S
I P Q R S T S U V W X Y
Y F G H I J G
L T

7 8 9 . 0 +/-
1 2 3 U V W X Y Z SP DEL CLR
K L M N O . 0 +/-
DES
F O
A 4 5 6 F Z SP DEL CLR
I P Q R S T S
T
L
7 8 9
U V W X Y
. 0
DIR
+/-
Z SP DEL CLR

INTC Let’s assume that we want to place the


which causes the BOX THE LINE-SELECT latitude and longitude for LAX from the
LEGS TECHNIQUE
CDU screen into the position boxes.
to reveal the ...

"BIG 19" DEP


ARR -
-
REF AIRPORT
POS INIT

N33 56.0 W118 24.0


1/2

-
- -
POS INIT

N33 56.0 W118 24.0


1/2

-
CDU buttons/FMC pages -
KLAX N33 56.2 W118 24.0

- -
REF AIRPORT

-
G AT E
KLAX N33 56.2 W118 24.0

- - -
G AT E
-
HOLD
SET IRS POS

-
. .

- -
SET IRS POS

-
GMT SET IRS HDG
N33 56.2 W118 24.0
INIT/REF INDEX 1234.5z
- -
-
GMT SET IRS HDG

- <INDEX ROUTE>
1234.5z

-
-
PROG
N33 56.2 W118 24.0 <INDEX ROUTE>

< IDENT NAV DATA >


INIT DEP BRT
RTE ATC VNAV
REF ARR

N1
BRT

< POS
INIT RTE DEP
EXEC ATC VNAV
LEGS HOLD FMC PROG REF ARR
FIX
COMM

LIMIT
FMC EXEC
FIX LEGS HOLD PROG
MENU NAV COMM
RAD
A B C D E
< PERF
D MENU NAV
PREV NEXT M RAD
S
PAGE PAGE S A B C D E

2
P

1
D
Y F G H I J G
S
PREV NEXT M

FI X
PAGE PAGE S
P
1 2 3 Y F G H I J G

K L M N O
< TAKEOFF Step 1: Line select the data that 1 2 3
Step 2: Line select
O
F
A 4 5 6 F K L M N O
P Q R S T S

you want to place somewhere


I F O
L T
4 5 6 F

appropriate button and


A
7 8 9 P Q R S T S

< APPROACH
I
U V W X Y L T

0 else using the adjacent line- 7 8 9


. +/-
Z
U observe
V W X Ydata appear
select button. Observe the
SP DEL CLR
.
MAINT > 0 +/-
Z SP
in adjacent position on
DEL CLR

appropriate information is copied the CDU screen.


to the scratch-pad.
7 CRT PAGES

31
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
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.

IDENT PAGE 1/1

of the
IDENT
- MODEL ENG RATING -
- 737-300 CHEVY 327 V8
-

GLASS STUFF - -
NAV DATA ACTIVE
UA1234567 DEC03JAN01 / 98

- JAN01DEC03 / 98 -
-
O P PR OGRAM
-

FLOW
54 8925-08-01(U5.0)
SUPP DATA
- AUG28/98 -
CONFIRM ACTIVE DATE < INDEX POS INIT >
push INIT REF key
Line Select INDEX (key 6L) INIT
REF
RTE CLB CRZ DES

While either pilot may accomplish the FMC INITIALIZATION ...In Line Select IDENT (key 1L) DIR
INTC
LEGS
DEP
ARR
HOLD PROG
EXEC

either case, the other pilot must verify the information entered, VERIFY: FIX
and The following three lines are correct: D A B C D E
THE CAPTAIN is ALWAYS responsible for ensuring that all the
PREV NEXT M
S
PAGE PAGE S
P
F G H I J G
data is properly entered and independently verified before flight. Y

AIRPLANE MODEL 1 2 3
K L M N O
ENGINE RATING F O
4 5 6
ACTIVE DATA BASE DATE A F
I P Q R S T S
T
L

We will be doing the following things: 7 8 9


U V W X Y
If ACTIVE NAV DATA BASE DATE . 0 +/-
ACTIVE DATA BASE CHECK needs changing (0901Z of date shown) Z DEL CLR

POSITION INITIALIZATION Line select correct time period (key 3R)


FLIGHT PLAN ROUTE ENTRY Line select ACTIVE (key 2R)
FMC PERFORMANCE
VNAV PROGRAM
FIX INFORMATION - -
- -
This CDU page
(they call the screen a “page”)
- SETTING
UP THE - is a
-
-
-
COMPUTER -
- BIG DEAL
-
Some of the stuff is pretty mysterious; such as:
INIT
REF RTE CLB CRZ DES

NAV DATA
DIR
INTC LEGS DEP
ARR HOLD PROG EXEC
N1

OP PROGRAM
LIMIT FIX
D
PREV A B C
S NEXT D E
SUPP DATA
P PAGE PAGE
Y M
F G H I
S

1 2 J G
3
K L M N O
while I actually was told once what they mean, I forgot... and there is
F
A 4 5 6
I O
L P Q R S T
F
7
no requirement for you to know either.
S
8 9 T
U V W
. X Y
0 +/-
Z DEL
CLR

32
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

POS INIT PAGE continued

"EITHER PILOT PUTS IT IN. THEN THE OTHER PILOT


CHECKS IT USING A DIFFERENT SOURCE DOCUMENT"
There have been SEVERAL flights depart with the WRONG DEP
AIRPORT in the DATA BASE … Very embarrassing ! BE ALERT !

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

POSIT INIT uses the four digit ICAO designator for the airport:
for example: KJFK rather than JFK, or
MGGT instead of GUA
POS INIT 1/3
1. Type in the scratch pad and then
2. Line Select 2L - N33 56.9 W118 24.3
LAST POS
-
- KLAX
REF AIRPORT
N33 56.9 W118 24.3
O
-
-
GATE
In the GATE line; you can put ALL or the - ALL N33 56.9 W118 24.3
SET IRS POS
GATE LOCATION or just skip it altogether.
- N33 56.9 W118 24.3 -
3. Line Select either REF AIRPORT - GMT-MON/DY
2355.8z
-
or GATE (pg 10-9) to scratch pad
4. Line Select to 4R
- < INDEX ROUTE > -
(the row of little boxes)
INIT RTE DES
CLB CRZ
REF
The important thing is that the ALIGN lights DIR DEP HOLD PROG
EXEC

don't start flashing.


LEGS
INTC ARR

If the IRU ALIGN LIGHTS start flashing, FIX

D
PREV
A B C D E
NEXT M
S
PAGE PAGE S
P

DO NOT OVERRIDE THE "LAST F G H I J


Y G

1 2 3
POSITION" in the CDU BY K L M N O
REPEATEDLY PUTTING IN A F O
A 4 5 6 F
I P Q R S T S

CONFLICTING "PRESENT POSITION" L T

7 8 9
U V W X Y
WITHOUT CONFIRMING THAT YOU . 0 +/-
ARE USING A CORRECT POSITION! Z DEL CLR

It is possible to convince the machine that you


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

3 REASONS THE IRU ALIGN LIGHTS FLASH:


1: You could be trying to put in an impossible position!
2: You took too long to put in a position
(over 10 minutes).
3: You put in an improbable position:
one that is different from the shut-down position.
737ver5057

33
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

ROUTE DEPARTURE / ARRIVAL


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

NOTE: International procedures will be covered in greater detail during your Initial PUSH "LEGS" Key and "close up" the discontinuity on the list of waypoints.
Operating Experience (IOE) and other training. NOT ON CHECKRIDE.
THE
There are two different ways to program the ROUTE: FMCS YES and FMCS NO. It will

"USING RSV FUEL”


be indicated right on the top part of the clearance or release.

If FMCS YES ... you are in luck. It will give a routing number; Such as " 03J". You then
type in DEPARTURE AIRPORT in 3 DIGITS followed by the DESTINATION AIRPORT
followed by the 03J. Here's an example: Guatemala City to Los Angeles on route 03J
message
=GUALAX03J. NOTE: THREE DIGIT AIRPORT IDENTIFIERS USED.
At this point in the flight planning, every time you go to make an entry in the scratch
pad, that frappin' msg will appear, blocking out the CDU. How to get rid of it? Here
are five possibilities:
Then Line Select to "CO ROUTE" (2L). RTE 1 1/1
easy.
- ORIGIN DEST
- 1. If the fueler is still putting on fuel, perhaps you "REALLY" don't have
if FMCS NO ... Oh Darn It! This time you - CO ROUTE
- enough gas. Check the PERF PAGE for the fuel load.
use the 4 DIGIT CODE for the airport.
MGGT (Guatemala City) in ORIGIN BOX -
RUNWAY
-
- 2.
VIA TO

and KLAX (Los Angeles) goes in the DEST - On the PERF PAGE check and see if you have selected TOO MUCH
BOX. - - RESERVE FUEL. To do that, select the PROG page and see what the
remaining fuel is projected to be. That number must be greater than the
This time, SKIP the "CO ROUTE", -
< RTE 2 ACTIVATE >
- number that is in the RESERVE. The machine subtracts your RESERVE from
"RUNWAY" box and "VIA" box. the FUEL REMAINING on the PROG PAGE, and if you do not have enough fuel
left, it gives a USING RESERVE FUEL MSG.
INIT
In the "TO" box, put in the first fix from your
RTE CLB CRZ DES
REF

clearance. Don't try to enter some DIR DEP EXEC

3. Another good place to look is the RTE page. If you put an ORIGIN and DEST
LEGS HOLD PROG
INTC ARR

complex departure (SID); that will be put in FIX

later using the DEP/APP key. The D


PREV
A B C D E in the ROUTE page (as you would with a NO FMCS flight plan), sometimes for
some unknown and mysterious reason, the MAGIC BOX will change the DEST
NEXT M
S
machine will scroll and ask for the next leg
PAGE PAGE S
P
Y F G H I J G

on the clearance strip. If you run out of "ALL BY ITSELF" to the same station as the ORIGIN. This tells the machine
1 2 3
slots and wonder where to put the next leg, K L M N O that it is going to have to go to the destination and then turn around and go back
to the origin. It naturally says, "Hey, we ain't got enough gas."
F O
4 5 6
PUSH THE "NEXT PAGE" button. If it is A
I P Q R S T
F
S
T
"via" an airway put that under the "VIA"
L
7 8 9
U V W X Y
column and the next FIX goes in the TO
column. For example: J60 to DBL. If the
. 0 +/-
Z DEL CLR
4. Check CRZ page. Sometimes (and I haven't figured out why this is so) the
routing is "DIRECT" don't put anything in magic will change your selected cruise altitude to some lower figure, and
the "VIA" box, just leave it blank. predicated on that figure it calculates that you do not have enough fuel to make
it.

5. Sometimes on a long flight (say LAX to BOS) that is planned with an


unusually strong tailwind, the CDU will probably show insufficient fuel.

6.
737ver5058
There probably are other "secret" reasons for that stupid message, but I
haven't encountered them all yet.

34
© Mike Ray 2000
737ver5059 © Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
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. LS "PERF" (3L)

This page is pretty straight forward, just fill in the boxes. Type the
information into the "SCRATCH PAD" and then push the little button

MORE
next to the line of boxes you want that entry to go into.

GROSS WT. Don't put anything in here, the


GLASS STUFF
machine will fill that in for you. POS INIT
PERF INIT 11 / 3
2

-
..later on.
-
GW / CRZ CG CRZ POS
LAST ALT
. / 18.5N33 56.9 W118 24.3
ZFW: Get that from the N1/ATOG message,
-
CRZ WIND
-
REF AIRPORT
FUEL O
ACARS, or from the FLIGHT PLAN. This KLAX
24.7 N33 56.9 --- /24.3
W118 ---
-
ZFW
GATE ISA DEV
N33 56.9 W118---
figure will be just for planning purposes and - ALL.
RESERVES SET
24.3
C
T / CPOS
---A L T
IRS OAT
the final ZFW will be placed in "THE BOX"
-
C
-
... OH JOY !
. N33 56.9 TW118
R A N S24.3
COST INDEX
during taxi-out by the F/O.
-
18000

- GMT-MON/DY
2< 3INDEX
55.8z TAKEOFF >
RESERVES: I've heard every scheme in the - < INDEX ROUTE > -
book ... the bottom line here is to make
certain that this number is small enough to
keep that FRAPPIN' "INSUFFICIENT FUEL" INIT
REF
RTE CLB CRZ DES

msg off. DIR


LEGS
DEP HOLD PROG
EXEC

Technically, especially on International flight INTC ARR

plans, you are supposed to put in ALT plus FIX

A B C D E
FAR RESERVES plus the 10% FIGURE. D
S
P
PREV
PAGE
NEXT
PAGE
M
S
Y F G H I J G

COST INDEX: 1 2 3
K L M N O
“40” is the STANDARD SETTING. F
A 4 5 6
O
F

"0" will select ECON for MAX. RANGE. I


L
P Q R S T S
T

"200" results in MINIMUM FLIGHT TIME. 7 8 9


U V W X Y
. 0 +/-
Z
CRZ ALT: Get that off the Flight Plan or the
DEL CLR

release. Use the "INITIAL" cruise altitude.

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

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

35
737ver5060
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

CAPTAIN'S
FLIGHT DECK
SET-UP

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

In order to assist in your


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

C MIKE RAY 1999


YOU MEAN ...
I GOTTA KNOW
THIS FROM MEMORY?
YOU GOTTA BE
KIDDING!

737ver5063

36
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

The CAPTAIN'S totally complicated The CAPTAIN'S


FLIGHTDECK setup FLIGHTDECK
1 GO TO WINDOW
2 OXYGEN MASK

First do these UPPER OVERHEAD OVERHEAD


LEFT ROW
3 O2 PANEL
4 PMC setup 20 DC METER
1 GO TO WINDOW 3 O2 PANEL 5 LOW IDLE LIGHT 21 TRs
4 PMC 9 STBY HYD LOW QTY/PRS 6 REVERSER LIGHTS
2 OXYGEN MASK 22 STBY POWER TEST
5 LOW IDLE LIGHT 10 STBY HYD PUMP CK 7 AUDIO ENTMT
6 REVERSER LIGHTS 11 FLT CONT SWITCHES 23 GEN DRIVE DISC SW
8 SERV INTPHN
7 AUDIO ENTMT 12 ALT FLAPS MASTER 24 BUS TRANSFR SW
8 SERV INTPHN 13 ALT FLAPS CONTROL STBY HYD
25 APU ELEC LOAD
14 SPOILERS SW
9 LOW QTY/PRS
OVERHEAD 10 STBY HYD PUMP CK
SECOND ROW 15 YAW DAMP SW
16 EFI / IRS 11 FLT CONT switches 26 EQUIP COOLING/
EXHAUST FAN SW
20 DC METER
17 FUEL VALVE CLSD 12 ALT FLAPS MASTER 27 EQP COOL OFF LITES
21 TRs SKINNY 18 FUEL X-FEED CK 28 EMER EXIT LITES
MIDDLE ROW 19 FUEL PUMPS CK 13 ALT FLAPS CONTROL
22 STBY POWER TEST
23 GEN DRIVE DISC SW EQUIP COOLING/ 14 SPOILERS SW 29 NO SMOKING SIGN
26 EXHAUST
24 BUS TRANSFR SW
FAN SW
OVERHEAD 15 YAW DAMP SW 30 FASTEN SEAT BELT SIGN
27 EQP COOL OFF LITES
25 APU ELEC LOAD 28 EMER EXIT LITES FOURTH ROW 16 EFI / IRS
29 NO SMOKING SIGN 17 FUEL VALVE CLSD
31 WINDOW HEAT SW
18 FUEL X-FEED CK 31 WINDOW HEAT SW
30 FASTEN SEAT BELT 32 PITOT HEAT TEST
33 WING ANTI-ICE
19 FUEL PUMPS CK 32 PITOT HEAT TEST
34 ELEC HYD PUMPS 33 WING ANTI-ICE
ILS / DME 38 MKR BCN
CAPT PANEL 34 ELEC HYD PUMPS OFF
CHECK 35 VOICE RECORDER 39 CLOCK
FORWARD
42 SAI 36 ENG START SW OFF 40 ADI/HSI 35 VOICE RECORDER
38 MKR BCN LITES
43 ILS
39 CLOCK 37 IGN SEL SW 41 VOR 36 ENG START SW OFF
44 DME 40 ADI/HSI 37 IGN SEL SW
45 SAI 41 VOR
42 SAI 52 FUEL FLOW SW
43 ILS
53 ENG INSTR
CENTER PANEL THROTTLE QUADRANT 44 DME
46 AUTOFLIGHT ANNUC 54 ANTI-SKID
CAPT RIGHTHAND 45 55 AUTOBRAKE SEL
FORWARD PANEL
FORWARD 56 RADAR TEST
SAI 47 ALTIMETER
52 FUEL FLOW SW 57 SPEEDBRAKE 48 IVSI
46 AUTOFLIGHT 53 ENG INSTR 56 RADAR TEST
ANNUC 58 THROT and 49 STBY IAS
47 ALTIMETER 54 ANTI-SKID 59
REV LEVERS
FLAP LEVER / IND 50 STBY ALT 57 SPEEDBRAKE
48 IVSI 55 AUTOBRAKE SEL 58 THROT and REV LEVERS
60 PARK BRAKE
51 FUEL QUANT
49 STBY IAS 61 ENG START LEVERS 64 RADIOS 59 FLAP LEVER / IND
50 STBY ALT LOWER CONSOLE 62 STAB TRIM
65 RUD and AIL TRIM 60 PARK BRAKE
51 FUEL QUANT 63 T/O WARN HORN
66 STAB TRIM OVRD 61 ENG START LEVERS
64 RADIOS
65 RUD and AIL TRIM 67 PA 62 STAB TRIM
66 STAB TRIM OVRD 63 T/O WARN HORN
67 PA 737ver5064 The following pages are the technical details.

37
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY
THE INCREDIBLY COMPLICATED

2 OXYGEN MASK
T
One of the MOST complicated procedures on the Set-up
he following pages will break up is the Oxygen mask checkout.
the flows into separate pieces. I In brief form, here is what to do: MIC SELECTOR

have included some tips and


comments to help in MASK/BOOM switch to MASK
understanding what is being accomplished Push F-INPH mic switch 1-VHF-2-VHF INOP INOP F-INPH-S PA

in each of the steps. Adjust F-INPH volume


EXT SPEAKER volume UP
PTT MASK
1-NAV-2 INOP ADF-2 MKR SPKR

BOOM
Push and hold, and while holding V
EMER

RESET/TEST lever: B
NORM
R

1 Observe YELLOW CROSS flicker


Push and Hold EMER/TEST
2 selectorand observe

1
YELLOW CROSS remain visible;
WINDOW SETUP STUFF then
3 Release the EMER/TEST selector
RESET
N

The window is a simple thing, but every year we have a certain number of ROCKET PUSH PTT button, and TEST
100% OXYGEN
MASK
PUSH
while holding it:
SCIENTISTS who take-off with the window not latched properly. Some have
actually made HIGH SPEED ABORTED TAKEOFFs because the window popped 4 TAP on the door, then
open during take-off roll. This is NOT GOOD! Push EMER/TEST button.
Verify sound in both cases.
So, here is the first rule of windows: Release PTT button EMERGENCY

5 ReleaseRESET/TEST button: PRESS


TO
TEST

DO NOT ABORT A TAKEOFF Observe FLOW IND is BLANK


and O2 Flow stops
BECAUSE A COCKPIT WINDOW ST !
POPS OPEN !!!!!!! Now, put it all back together: MO oked
v e rlo
Windows can be closed even
MASK O2 @ 100%
MASK HOLDER doors closed
o
after takeoff up to 250 Knots. MASK/BOOM switch to BOOM

NOTE 1: The GOOD NEWS is this:


Once the airplane starts to Here is the step MOST COPILOTS MISS:
pressurize, there is no way that the Ensure Captain is not monitoring F-INPH
window can possibly, under any
circumstances, come open!
However, a partially latched window What PILOTS screw up:
can "pop in" during the approach
and/or rollout. No problem. They try to Blow the other guys brains out. Check and see if you are going
to broadcast on the same channel that the unsuspecting Captain is
NOTE 2: OK-OK!!! I have been challenged with the question: “Hey Dude, How
monitoring.
about a de-pressurization at altitude?” .... Hmmmmm, OK, I guess it could They leave MASK/BOOM switch in the MASK position after the test is
happen; but then what about an asteroid hit or a nuclear detonation nearby or complete. Not a day goes by (OK, there was a day last spring ...) that I
maybe a comet or UFO or ... don't here some poor soul trying to broadcast with the MIC SEL in MASK.
"How do you read, Center?"
737ver5066 737ver5067

38
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

UPPER OVERHEAD PANEL


5 LOW IDLE LIGHT .................................................................. OFF
NOTE: There are two idle speeds: HIGH and LOW (duh!). HIGH is used in
flight, and LOW when on the ground as sensed by air’ground switch, BUT,

7 there are two times that you will see HIGH IDLE on the ground.
SO here are two CHECKGUY TRICK QUESTIONS

6
1. Since AC power is required for LOW IDLE, when you are using a BATTERY
START or when AC power is interrupted momentarily (such as shutdown of #2
OFF
OBS engine with no APU), the engines will go to HIGH IDLE on the ground...and
AUDIO 2. ...for 4 seconds after touchdown, the engines remain at HIGH IDLE for go-
ENTMT around and to enhance reverse.

5
ON
ENGINE
I 2

REVERSER REVERSER

PMC

6 REVERSER LIGHTS
PMC

4
SERVICE
.................................... ....................... OFF
INTERPHONE ON ON
LOW IDLE
OFF
NOTE: These lights indicate 3 things:
INOP INOP

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

3
10
5 15
ON NOTE: The AUTO-RESTOW system works while coming out of reverse on landing roll.
0 20 Stowing takes about 10 seconds which causes the ISOLATION VALVE to remain open with the

8
OXY PRESS PASS OXY
PSI X 100 ON THRUST LEVERS down. Here is an ORAL question. Why doesn't the MASTER CAUTION
light come on? Well, some bright engineer figured this out and built in a 12 second delay.

OVERHEAD OXYGEN PANEL


CHECK 2 things

3 7 AUDIO ENTERTAINMENT
LIGHT ............................................................................................... OFF and ................................... AS DESIRED
SWITCH SAFETIED ......................................................................… NORMAL NOTE: The Company “LOVES” this thing. Some guys think that it is a “BAD IDEA”
NOTE: Sometimes the little copper wire is actually broken, and some enterprising because of potential LAWSUITs from nosey passengers misinterpreting information
individual has re-wound it so it “LOOKS” like it is safetied. Not good. they hear on the radio. The Company, however, has assured the pilots that they will
“CYA” in that event and that NO PUNITIVE ACTION will be taken. Your call.

PMC (POWER MANAGEMENT CONTROLS)


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

4
INOP lights ................................................................................................ OFF

NOTE: When the PMC detects a fault,


it shifts over to N1 control and illuminates the:
8 NOTE: There are 7 service interphone plug-ins located externally on the
airplane. These are used for communications with the mechanics and are
activated with the cockpit when this switch is turned on (This doesn’t
PMC INOP LIGHT interfere with the cockpit-F/A communications either way).
MASTER CAUTION LIGHTs
ENGINE annunciator lights

737ver5069

39
737ver5068

© Mike Ray 2000


© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY
STBY HYD LOW QUANT
OVERHEAD PANEL LEFT ROW 9 and LOW PRESS LIGHTS
BOTH LIGHTS ................ OFF
Then do ...

FLT CONTROL STANDBY


ALTERNATE FLAPS
10STANDBY HYDRAULIC
PUMP CHECK
9
A B HYD

11
STBY
RUD
OFF
STBY
RUD
OFF
LOW
QUANTITY

LOW
PRESSURE
12 MASTER SWITCH
SAFETIED OFF STEP 1:
THREE STEPS:

A or B FLT CONT SW ....... STBY RUD


A ON B ON
ALTERNATE FLAPS Observe STANDBY HYD
ALTERNATE FLAPS LOW PRESSURE light
LOW LOW
PRESSURE PRESSURE
OFF
UP
13 13 CONTROL SWITCH comes ON and then goes
OFF

10 SPOILER OFF ............... OFF STEP 2:


A B ARM DOWN FLT CONT LOW PRESS LIGHT ... OFF
VERIFY light under switch

14
OFF OFF
goes OUT (indicates that
FEEL DIFF
SPOILER SWITCHES the STANDBY RUDDER
SAFETIED ....... And ON

12
PRESS VALVE has OPENED).
ON ON
SPEED TRIM STEP 3.
FAIL
FLT CONT SW ................... BACK ON
YAW DAMPER
15
YAW DAMPER MACH TRIM
VERIFY the FLIGHT
FAIL

SWITCH C O N T R O L L O W
14
YAW
DAMPER AUTO SLAT
FAIL
PRESSURE light comes
OFF ON .... and back ON; IF the associated
ON VERIFY YAW DAMPER light ......... OFF (A or B) HYDRAULIC
S Y S T E M i s U N
PRESSURIZED.
EFI and IRS

15
16 switches
Then do ...
16 NORMAL
FLIGHT CONTROL
EFI IRS
FUEL VALVE 11 SWITCHES (A and B)
17
BOTH BOTH BOTH BOTH
ON 1 ON 2 ON L ON R
CLOSED lights BOTH ON ... verify that the low pressure
ON light is ON if either system is

17
NORMAL NORMAL
The only time the lights should be unpressurized.
FUEL VALVE 0 FUEL VALVE
ON is when the START LEVERS
CLOSED -20 FUEL+20
are in cutoff
iii

CLOSED
ii
iiiiliiiilii

TEMP
liiiiliiiilii

-40 +40
or FIRE HANDLES are pulled.

19
0
C
iil

i
ii

li
iii

FUEL PUMPS CHECK


ii

iii
liiiiliiiil

FILTER VALVE FILTER


BYPASS OPEN BYPASS

STEP 1:
NO.1 and 2 AFT and FWD FUEL PUMP switches … ON.
FUEL
CROSS FEED 18 18 CROSSFEED
CHECK
VERIFY associated LOW PRESSURE lights .............OFF.

STEP 2: *(If CENTER TANK FUEL) *see note below.


CENTER TANK L and R FUEL PUMP switch .............ON.
2 STEPS VERIFY associated LOW PRESS lights ON then go OFF.
STEP 1:
LOW LOW
PRESSURE PRESSURE
ROTATE CROSSFEED STEP 3:
SELECTOR to OPEN ALL FUEL PUMP switches......................................... OFF.
FUEL PUMPS
VERIFY VALVE OPEN light NOTE 1: If APU running, leave AFT NO.1 running.
L
OFF
R goes BRIGHT, then DIM. NOTE 2: VERIFY FUEL annunciator and
ON
MASTER CAUTION light ..........................ON.

19
CTR
STEP 2:
LOW LOW LOW LOW ROTATE CROSSFEED STEP 4:
PRESSURE PRESSURE PRESSURE PRESSURE
SELECTOR to CLOSE MASTER CAUTION LIGHT ..................PUSH to RESET.
AFT FWD FWD AFT VERIFY VALVE OPEN light
OFF OFF goes BRIGHT, then OFF
ON
1
ON
2
NOTE: This is a VERY IMPORTANT STEP!!! Check
current FAA/COMPANY directives for guidance.
737ver5070
737ver5071

40
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

STOP ! If Fueling is underway, STOP.


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

IRS ALIGNMENT MUST BE COMPLETE BEFORE DOING THIS TEST !

20
-0+ 400

DC CPS
-50 AMPS + 50 320 FREQ 420

20
110 120
22 STANDBY POWER TEST 3 STEP TEST
Set up for the test by placing the AC and DC METER
AC
0 DC VOLTS 40 100 VOLTS 130

21
SELECTORS to STANDBY POWER.
DC METER SELECTOR
20
VERIFY that the STANDBY POWER OFF LIGHT ... OFF
Selector to BAT and TR 1 APU GEN
check meter at 24 VOLTS minimum BAT TR 2 GEN 1 GEN 2 MASTER CAUTION ................... RESET
BAT GRD
TR 3 INV
BUS PWR
STBY
PWR TEST
STBY
PWR TEST STEP 1
GALLEY RESID
OFF
VOLTS STANDBY POWER SWITCH .......................BAT
TR 1, 2, and 3 OFF

21
BAT Verify:
ON
CHECK BOTH DC VOLTS and ON AC VOLTS and FREQS ................... NORMAL
AMPS within limits
AC
DC VOLTS ........................................ NORMAL
STANDBY POWER OFF light ..........OFF

MAX T/R AMPS (with cooling) .......... 65 22 LOW OIL


PRESSURE

HIGH OIL
TEMP
STANDBY POWER
STANDBY
PWR OFF LOW OIL
PRESSURE

HIGH OIL
TEMP
NOTES:
(1) Some lights MAY come on momentarily in some
MAX T/R AMPS (without cooling) .... 50 DISCONNECT DISCONNECT

BAT OFF AUTO


airplanes and with some configurations. Not to
DRIVE TEMP worry.
RISE
(2) If you dilly-dally with the STBY POWER SWITCH
in the OFF position, a whole bunch of lights, flags,
IN and other scary indications may come on. Good
DRIVE CAN BE
RECONNECTED news: they will go away after about 10 seconds.
PROCEDURE FOR STEP 22
ONLY ON

STEP 2
GRD
10 RISE 20 10 RISE 20

IS ON THE OTHER PAGE, 0 80 IN120


30
0 80 IN120
30

OVER THERE 40 160 40 160


GEN DRIVE GEN DRIVE
OIL TEMP OIL TEMP
C C
STANDBY POWER SWITCH ..................OFF
Verify:

23
GRD PWR
AVAILABLE

GRD
24 LEFT IRS ON DC light ..................... ON
IRS annunciator light ...................... ON
GENERATOR DRIVE ELEC annunciator light .................. ON
100

23
100
50 150 PWR 50 150
OFF
MASTER CAUTION LIGHTS ........... ON
AC

DISCONNECT SWITCHES
AC
0 AMPERES 200 0 AMPERES 200

AC VOLTS and FREQS ................... Bottom of scale


SAFETIED ON
DC VOLTS ........................................ Bottom of scale
BUS TRANS STANDBY POWER OFF light ..........ON
O
F
A
U F/O RDMI HDG FLAG ...................... In view
TRANSFER F T TRANSFER
BUS OFF O BUS OFF

STEP 3
24
BUS TRANSFER SWITCH
BUS BUS
OFF OFF

GEN OFF APU GEN GEN OFF


AUTO BUS OFF BUS BUS
STANDBY POWER SWITCH .................. AUTO
OFF OFF 25 Verify:
AC VOLTS and FREQS ................... NORMAL
ON ON DC VOLTS ........................................ NORMAL
APU GEN
GEN 1 GEN 2
STANDBY POWER OFF light ..........OFF
APU ELECTRICAL LOAD
25
APU
F/O RDMI HDG FLAG ...................... NOT In view
APU generator MAX AMPS LOW OIL
QUANTITY
LOW OIL
PRESSURE
HIGH OIL
TEMP
OVER
SPEED
LEFT IRS ON DC LIGHT ................. OFF
(on ground) ........ 150 MASTER CAUTION ................... RESET
100
7 8 50 150
EXH
6 AC
5 C X 100 0 AMPERES 200
4 TEMP 0
3 2 1

41
737ver5072 737ver5073

© Mike Ray 2000


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

SKINNY CIRCUIT BREAKER


EQUIP COOLING SUPPLY and
MIDDLE
BRIGHT

26 EXHAUST FAN SWITCHES .................. NORMAL

ROW OFF
If you find this switch in the ALTERNATE position, suspect that a previous crew
may have had a problem … BE ALERT! This is a VERY IMPORTANT SYSTEM!

26
PANEL
BRIGHT

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


OFF

EQUIP COOLING
27 If these lights ever come on, even on the ground, there is a serious problem.
Select ALTERNATE and get maintenance.
If in the air, select ALTERNATE and if you still have a
SUPPLY EXHAUST problem, start looking for someplace to park the

27
NORMAL airplane. LAND ASAP. In about 60 minutes your
avionics suite is going to cease functioning normally.
If EXHAUST light is ON monitor T/R; maximum
ALTERNATE without cooling is .... 50 AMPS
OFF OFF

EMER EXIT LIGHTS


28 28
EMER EXIT LIGHTS
ARMED ....... Switch cover in the CLOSED position.
OFF

A
BATTERY switch MUST BE ON for this switch to ARM, it gets its power from
NR
ARMED the BATTERY BUS.
OM
When the DC BUS 1 becomes unpowered, then the EMERGENCY LIGHTS

29
TE
ON
D
come ON.
If the DC BUS 1 is powered (as is normal) then the emergency lights are OFF
and the BATTERY PACKS are RECHARGING.
An ORAL QUESTION: When are the batteries charging?
NO FASTEN
SMOKING BELTS
OFF
AUTO
ON
GRD
CALL NO SMOKING SIGN ........ ON
30 29
ATTEND
The airlines are becoming NON-SMOKING zones. However, IF a particular
flight is to be a SMOKING flight, (say you are hauling the Cuban Cigar Club
CALL on a charter to Havana) that message will be included right on your release.
The time to “Let’em light up,” would be AFTER TAKE-OFF.

RAIN REPELLENT

L R

PARK
WIPER
OFF
LOW
30 FASTEN SEAT BELT SIGN ......... OFF
During boarding, we normally leave the sign off.

HIGH

737ver5075

737ver5074

42
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

OVERHEAT OVERHEAT OVERHEAT OVERHEAT

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


31
ON ON ON ON

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

ROW
ON
ON
PWR TEST
So Mr. Boeing made a little POWER ON TEST feature. It will put FULL POWER to the
CAPT P/S PITOT STATIC F/O P/S
window.
1 AUX STATIC A B 2 AUX STATIC

OFF
F/O STATIC
2 AUX P/S
CAPT STATIC
1 AUX P/S Here’s how it works:
L ELEV
PITOT
ON R ELEV The power test should ONLY be used on a window that has the respective WINDOW HEAT
switch ON and the ON light not illuminated. Now, when you do the test, IF the light comes ON
PITOT
HEAT
during the PWR TEST that indicates normal operation of the power supply.
L ALPHA R ALPHA

31 32
VANE VANE

TEMP
PROBE

PITOT HEAT ............................................ TEST


LOW LOW
PRESSURE PRESSURE
OVERHEAT OVERHEAT

LOW LOW
PRESSURE PRESSURE

ENG
33 32 TWO simple STEPS:
TURN SWITCHES ON ..... Verify ALL LIGHTS OFF
WING ANTI-ICE
ANTI-ICE
MASTER CAUTION LIGHT ....................... PUSH
GND TEST
OFF
OFF

34
ON ON
1 2

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


33
OVERHEAT OVERHEAT

LOW LOW LOW LOW


PRESSURE PRESSURE PRESSURE PRESSURE
HOLD the WING ANTI-ICE switch in GRD TEST, and
ENG 1 ELEC 2 ELEC 1 ENG 2 OBSERVE:
OFF OFF
L and R VALVE OPEN lights go BRIGHT then DIM.
ON
A HYD PUMPS
ON
B RELEASE SWITCH, and
OBSERVE:
3
HYD SYS
LIGHTS go OUT.
PRESS 4
FWD FWD FWD
BA
ENTRY CARGO SERVICE 2
0
AFT AFT AFT PSI X 1000
EQUIP
CARGO SERVICE

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


ENTRY
1

34 The idea is to de-pressurize the hydraulic system.


00

TEST ERASE
CHECK ALL FOUR low pressure lights are ........... ON.
00

HEADSET
CHECK NO PRESSURE indicated on the HYD SYS INDICATOR.
600 OHMS
Normally, the ENG HYD PUMP SWITCHES are left in the ON position.
COCKPIT VOICE RECORDER

ALT

35
PRES 0
S

VOICE RECORDER ................................ TEST


10 D
IFF I
PS I HORN
0 CUTOFF
50 2
9

35
TWO step test:
40 CABIN
ALT 5
35

8
30
I0
3 PUSH and HOLD TEST BUTTON .................observe 2 FLICKS of NEEDLE
And RISE INTO GREEN BAND
X 1000 FEET
25

20 I5 4
7 PLUG HEADSET into the phone jack and say something, listen for reply after short delay.
5
6

PRESS DIFF
LIMIT:TAKE-
OFF & LDG
.125 PSI
.5
UP
I

AB
IN CLIM
2
3 36 36 ENGINE START SWITCHES ................. OFF
C

0 4

37
I 00

DN 0F
R

E
.5 EE T P
3
I 2

37
APU ENGINE START
IGNITION SELECTOR SWITCH .......... IGN L or R
ANTI
OFF STROBE POSITION COLLISION Select IGN R for the first flight of the day and IGN L for subsequent
OFF OFF
GRD CONT GRD CONT OFF ON BAT OFF flights.
BOTH
FLT IGN FLT Because the STBY AC powers the IGN R, we check it to ensure that the
IGN OFF
ON
L R STBY POWER is operating.
ON ON ON
PC QUEST: What system powers the Right Ignition.
START
737ver5076

43
737ver5077
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

CAPT FORWARD PANEL MARKER BEACON LIGHTS


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

CLOCK
39
COURSE IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED A/P ENGAGE COURSE
A/T
180 283 305 310
B
28004 +0000
A
ARM
CMD
MA
MA

SET
VOR LOC DN
F/D CWS F/D
OFF SEL
ON
ON

N1 SPEED LVL CHG HDG SEL APP ALT HOLD V/S


DISENGAGE NOTE: DO NOT fiddle with the switch on the LOWER RIGHT of the
instrument, unless you NEED to adjust the time (NOT LIKELY). It is very
OFF
OFF
UP

difficult to understand.

41
38 THR HLD TO/GA HDG SEL FD 40
ADI/HSI
CHECK and SET:
1: OBSERVE NO FLAGS.
180
20 20 2: SET BRIGHTNESS as desired.

39 10 10
3: CHECK that RADIO ALTITUDE is displayed.
4: IF DH is displayed, it may be removed by setting the DH REF to a
160

BR
IG H
A
I 60
1
140
9
negative value.
T

R
AIRWAYS W
A
MARKER
80
Y 400 10 10
4
R
S MACH 120
B RI G H
M HIGH 75 100
T

MIDDLE DI
350 6
D 20 20 DH 109
L
E 120 100
3540
BR
IG H
O
NAV
AUTO MANUAL
T

OUTER U
T LOW 300 1 140
124.90
E
R
230
KNOTS 9 160 132.95
250 180 AUTO
200 TEST
MAN

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


41
PULL TO SET VOR UP/LT

DME DN/RT
CHR
DME 12.6
138
60 0327 1633 283 GS

STEP 1: Tune a VOT station if available (see 10-9 page.


TAS

DME-1 DME-2
16:12 HDG 180 M
STEP 2: Set course indicator on MCP to “000” or “180”.
40
50 10
GMT 18 21
15
STEP 3: Observe HSI VOR course indicator center within 2 1/2 degrees.
24
9 12

ET/CHR 18 21
27 3

40 20
28 NOTE 1: Test is to be accomplished in either FULL VOR/ILS or EXP VOR/ILS and
24
15

RUN RUN
6

30 .0 3
33
With VHF NAV RECEIVER SELECTORS in MANUAL.
ET
T

HLD HLD
27
M

12
G

SS VO
RESET FS R
F
AD
30

NOTE 2: VOT test is preferred; if unable, then VOR certified radial, or dual system
9

33

comparison.
6
0
ADF INOP 3

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
N1234UTP NOSE WHEEL STEERING
N
have to wait until after push-back to get a good check.
A 165/12
L O
ILS 1 109.9
T R

the “2 1⁄2...4...4”
M

RULE
VOT: (The preferable method)
RECEIVERS AGREE WITHIN 2 1⁄2 degrees of 180 or 000 FROM.
ADI HSI AND
DH REF FULL
RANGE
160
RECEIVERS tuned to same VOT MUST AGREE within 4 degrees.
VOR/ILS EXP 80 320
126 VOR/ILS
40
MAP
20 DUAL VOR TECHNIQUE: (Used where the VOT is not available)
PLAN
CTR MAP 10 BOTH RECEIVERS MUST agree within 4 degrees of each other when
RST
BRT WXR
tuned to the same VOR.
ON
BRT
MAP
VOR/ADF NAV AID ARPT RTE DATA WPT NOTE 3: VOR self test IS NOT considered a valid substitute for the above test.
ON ON ON ON ON

44
737ver5078

© Mike Ray 2000 737ver5079


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

ILS/DME CHECK SAI (STANDBY ATTITUDE INDICATOR)


42 STEP 1
VERIFY:
1: “STABLE“ operation.
2: “CORRECT” ATTITUDE..
3: FLAG not in view.
4: CAGE if necessary to establish “NORMAL” indication.
THR HLD TO/GA HDG SEL FD

STEP 2 Then SELECT ILS.


180
20 20 This will allow us to check the SAI ILS in the next step.
160 10 10

1
140
9 30
R
10 10
120
10 10

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


43
20 20 DH 109 10 10
100
3540
30
ILS
SELECT an ILS FREQUENCY:
OFF
ILS B/'CRS

Then: HOLD ILS TEST SWITCH in UP/L POSITION and VERIFY:


1: HSI and ADI G/S and LOC BARS disappear for 3 seconds, then reappear.
2: HSI G/S and LOC BARS go one dot UP and LEFT.

42
12.6 3: ADI G/S and LOC BARS go one dot UP and LEFT.

43
DME
TAS 283 GS 138 4: SAI G/S and LOC BARS go one dot UP and LEFT.
HDG 180 M Then: DO the same thing in the DN/R POSITION .

18 21 VERIFY ALL the FLAGS or BARS return to ORIGINAL POSITIONS.


24
15

NOTE 1: INBOUND COURSE on the MCP MUST be within 90 degrees of the


27
12

AIRPLANE HEADING or the G/S BAR will not appear.


NOTE 2: Holding the TEST SWITCH too long causes all the bars to disappear; but they
30
9

will come back after about 25 seconds.

45
33

6
3 0
NOTE 3: This self-test can be screwed up by FM transmissions in the vicinity of the
terminal. If you have that happen, do the test during the taxi-out.

165/12
109.9

44
ILS 1

44 DME .................. CHECK


The 1 percent - 1⁄2 MILE RULE:
NAV when BOTH DMEs are locked on the same station,
AUTO MANUAL

124.90 they should agree within


132.95
1⁄2 MILE or
AUTO
TEST
MAN
1% of the distance to the station,
0327 0327 Whichever is GREATER!
DME-1 DME-2 VOR UP/LT

18 21
15 DME DN/RT
24
9 12

27 3
6

SAI (STANDBY ATTITUDE INDICATOR)


33

45
.0 3
VO
R
F
AD
SELECT ................. OFF

ADF INOP

45
© Mike Ray 2000 737ver5081
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

AUTOFLIGHT ANNUNCIATOR
CAPTAIN RIGHT-HAND 46 TEST:
1: Move the TEST SWITCH to POSITION 1 and OBSERVE:
A/P, A/T, and FMC ....... Steady AMBER.
FORWARD PANEL 2: Move the TEST SWITCH to POSITION 2 and OBSERVE:
A/P and A/T ................. Steady RED
FMC ............................. Steady AMBER.

ALTIMETER ...... SET and CROSSCHECK


46 47 SELECT the CURRENT ALTIMETER SETTING and
CROSSCHECK with the other pilot’s indicator.

BEWARE
LIGHTS
10 - 40 - 80 RULE WHEN

49
TEST

Altimeter indications should be: OPERATING


BRT
FIELD ELEVATION +10 feet +/- 40 feet and IN
Should agree with the other guys altimeter within +/- 80 feet. COUNTRIES

47
DIM

NOTE: The elevation on the airport diagram is from some designated WHERE
A/P A/T FMC
1
THIS AIRCRAFT IS NOT
point on the airport unknown to us; so your actual elevation could vary MILLIBARS
2
P/RST P/RST P/RST TEST IN CATEGORY II
STATUS SEE MINIMUM
significantly from that depicted on the plate. However, on the back of the ARE USED!
EQUIPMENT LIST AND
DEFERRED SECTION
10-1 plate, there is an airport diagram which shows the altitude of the
INSTR
OF LOG BOOK ends of the runways.
SWITCH

ALTITUDE MAINTAIN AT LEAST 45% N1 WHEN


OPERATING IN OR NEAR MODERATE
ALERT TO HEAVY RAIN, HAIL, OR SLEET

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


48
0 FT 60
100 80
9 1
400 30
0 00
00
100
2 350 IAS VERIFY ..... OFF FLAG retracted.
8 1 300 120 10 10

ALT 3 140 10 10
MB IN.HG
250 KNOTS
7 10 1 3 2992 240 160
4 220 30
6 180
5 200 ILS

STANDBY AIRSPEED INDICATOR


OFF

49
BARO ILS B/'CRS

SPEED BRAKE STAB SHOULD BE .... “60”


DO NOT ARM OUT OF
CTR TRIM

0 SPEED BRAKE
1 2 100 FEET ARMED
9 1
VERTICAL 4 10 1 3
.5 50 MB
00 2 QTY
STANDBY ALTIMETER
1000 FT
SPEED
01

50
0 6 8 ALT 02 TEST FUEL ERR
03
15 70 08
50,000 LB.
1000 FPM 04 3 SET and CROSSCHECK
.5
4 7
2992
1 IN.HG 4
2 6
5 1 2
BARO

10 20 08
FUEL ERR
LB.
FUEL
10 20 08
ERR
LB. FUEL QUANTITY ................... CHECK and TEST
VERIFY:
1: QUANTITY. The procedures for comparing FUEL SHEET FUEL with

50 51
INDICATED FUEL and with REQUESTED FUEL are in the Flight Manual .

48
WXR

ON
TERR

ON
TERR
OVRD

OVRD
2: QUANTITY TEST BUTTON: VERIFY indicator DECREASE when the
button is PUSHED, and INCREASE when it is RELEASED.

INOP
CAUTION
737ver5082
DO NOT TEST DURING PRESSURE FUELING !

51 737ver5083

46
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

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


CENTER FORWARD PANEL VERIFY:
1: ALL ENGINE INSTRUMENTS READ CORRECTLY.
 NOTE: Failure of any N1, EGT, or N2 indicator or transmitter will result in:
DIGITAL DISPLAY BLANKING and
POINTER GOING TO ZERO

52 % RPM X 10
1
00.0
2: N1 REFERENCE BUGS are pushed IN (for
automatic setting by FMC).
 NOTE: If during autothrottle operation of
the engine, such as setting thrust for take-

53
N1
4 2 off, the throttles do not advance normally, it
10
8 00.0 4 could be that these little knobs are not
pushed in all the way.
FUEL FLOW YAW DAMPER
SPEED BRAKE TEST ENG OIL
4
PULL TO SET C X 100 % RPM X 10
1 2 3 QTY TEST
4
RESET
80
10 062 00.0
RATE
OIL
60 PRESS
USED
0
100 EGT 2
0 10 N2 2 0
02 8
40 PSI 2 8 2
R-TO R-CLB 20 6 4 6 4
CRZ G/A CON
A/T LIM 1 2
START START 2 5
VALVE OPEN VALVE OPEN 1
10
REVERSER REVERSER
1 UNLOCKED 2 UNLOCKED
LOW OIL OIL FILTER LOW OIL OIL FILTER UP
L
15

54
PRESSURE BYPASS PRESSURE BYPASS
FLAPS
25
30
% RPM X 10 % RPM X 10 40
5 4
86.4 85.3
ANTI-SKID SWITCH ................. ON
80 80
OIL OIL
N1
4 N1
2 60 PRESS
0
60 PRESS
0 LE FLAPS LE FLAPS

54
10 2 10 2 100 100 TRANSIT EXT
02 02
8 85.4 4 8 84.8 4 40 PSI 40 PSI
20 20 If installed, Check that the safety wire is intact.
ANTISKID
PULL TO SET PULL TO SET

ANTI SKID
INOP
C X 100 C X 100
4 7
10 743 10 766 150 OIL 150 OIL
EGT 2 0
EGT 5 0

55
8 8 100 O
C 100 O
C ON
2 2 -50 -50
TEMP TEMP
50 50

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


6 4 6 4 0 0

55
OFF

4
% RPM X 10
6
% RPM X 10
VERIFY: AUTO BRAKE DISARM light goes OUT.
87.3 86.5 OIL
0
OIL
0
This indicates that the SELF-TEST has been successfully accomplished.
10 N2 2 0
10 N2 4 0
4
QUANTITY
1 4
QUANTITY
1
2 2
AUTO BRAKE
SOME AUTOBRAKE STUFF:
GALLONS GALLONS
8 8
6 4 6 4 3 2 3 2 AUTO-BRAKE
DISARM

2
What conditions MUST be met to ARM the AUTOBRAKE?
1 3 ANS:
12
1/2
723
4
HYD QTY 3/40 12
1/2
712
4
0
3
4
3
4 MAX
A/C ..................................... must be on the ground.
ANTI-SKID SWITCH …....... ON (and operational)
HYD QTY 3/4 2
VIB
2
VIB OFF
2 2 2 2
RFL RFL
1/4RATE/USED 1/4RATE/USED
1 1
10
WHEEL SPEED ................. less than 60 KNOTS
10 RTO
E PPH
FF 00 E PPH
FF 00 5 5

8 10
X A
SYS 4 8 X 10
SYS B 4 0 0
6 6
AUTOBRAKE SWITCH ...... RTO
THROTTLES ...................... IDLE
That is how you ARM it … But to deploy it: How do you do that?

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

Once above 90 KNOTS and still ON THE GROUND, RETARDING the

52
FUEL FLOW SWITCH throttles to IDLE will ACTIVATE THE RTO.
Hold in the RESET position momentarily.
One more thing that is not obvious: RTO differs from NORMAL
When you hold it in reset: for the first second, nothing happens,
AUTOBRAKE in this way. If you push on the brakes for about 2 seconds,
then BOTH FUEL FLOW INDICATORS reset to zero. You gotta
RTO will release. It is logical if you think about it. If you should screw up and
hold it in for more than one second.
do that, then just apply maximum MANUAL braking for the same effect.

737ver5085

47
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

THROTTLE QUADRANT 57 SPEEDBRAKE LEVER ................. DOWN

THROTTLES and REVERSE LEVERS


58
ADF HSI

DH REF

126
FULL
VOR/ILS EXP
VOR/ILS

MAP
40
RANGE
80
160
320 56 CLOSED and DOWN

20

CTR MAP 10

RST
BRT
PLAN
WXR FLAP LEVER and INDICATOR ..................... MATCH
ON Note the position of the INDICATOR and match it with the FLAP
BRT
HANDLE position BEFORE powering the “B” pumps. The

59
MAP
VOR/ADF NAV AID ARPT RTE DATA WPT
WX/TURB TILT
normal position is, of course, UP; but when the “B” system is
WX MAP
MAN AUTO energized, the flaps will move towards the position selected by
ON ON ON ON ON
TEST
the handle. This MAY NOT BE GOOD!
5 10
GAIN
15
UP

RADAR TEST
0

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


56
OFF AUTO DN 15
AUTO MAX
TEST: PWS 5 10

1: Move the TILT … MAN. NOTES:


2. ROTATE TILT CONTOL … FULL UP. 1: The RED LIGHT ONLY monitors the position of the lever linkage and
2: SELECT “ TEST”

60
does not mean that the brakes are set..
3: PUSH “ ON” button.
4. OBSERVE on the HSI a GREEN, YELLOW, RED, MAGENTA TEST pattern.
2: The BRAKES may be set using A SYSTEM, B SYSTEM or
5. If there are any FAULT messages on the HSI report to MAINTENANCE. ACCUMULATOR pressure; However, INDICATED BRAKE
pressure of less than 1000 psi IS NOT CONSIDERED
NOTE: If the TEST is unsuccessful ADEQUATE to set the brakes. HOLY COW!
the word “FAIL” indicates on the HSI.

61
5

58
1
10
ENGINE START LEVERS ........................ CUTOFF
SPRA
B
EE K E
D

UP L 15

FLAPS
25
30
40

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


DOWN

62
ARMED

ACTIVATE the TRIM SWITCHES on the YOKE:


1: Check TRIM WHEEL rotates in proper direction, then
While still rotating the wheel:

59
FLAP
STAB UP
TRIM
APL
NOSE
0
FLAP MOVE the MAIN STAB TRIM CUTOUT switch to CUTOUT, and.
2: OBSERVE that the wheel stops.
DOWN
1
FLIGHT
DETENT 1 2
3 0 STAB
2
Return switch to NORMAL.
CD - %MAC

HYD BRAKE TRIM


TAKE-OFF
30-20-10

PRESS 4 5
APL
NOS
DOWEN

2 UP 5 NOTE: If you should notice; FYI, the trim wheel moves more slowly if the
0 0
PSI X 1000 10
flaps are up.
CD - %MAC
TAKE-OFF
30-20-10

1 10 5

62
15

15 10
AP
NOSEL
UP

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


25 15

30 APL
NOSE UP
HORN
VERIFY:
CHECK-GUY
CUTOUT
40

STAB TRIM
FLAP FLAPS UP

63
PARKING DOWN

QUESTION ON
BRAKE


60
PULL
SLATS UP
 SPOILERS RETRACTED
THE ORAL !
CUT


OUT
STAB TRIM in GREEN BAND
1 2 then:
 PARKING BRAKE SET

63 61 737ver5086
1: ADVANCE A THROTTLE until the HORN SOUNDS. CLOSE throttle to silence horn.
2: REPEAT for other throttle
3: IF HORN DID NOT SOUND! Check circuit breakers and notify maintenance.

48
737ver5087

© Mike Ray 2000


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

LOWER CONSOLE
RADIOS .............. CHECK and SET
It is common practice to set up the COMM RADIOS like this: Be

64 alert, sometimes there is a “special” frequency assigned by ATC or


RAMP to monitor or use.

64 GROUND CONTROL
or PUSHBACK GUY
DEPARTURE
CONTROL
ATIS RAMP CONTROL
or MAINTENANCE

TFR TFR

TFR 124.90 120.95 124.90 120.95 C


TFR V C V
FREQ SEL O H FREQ SEL O
H
124.90 120.95 C
124.90 120.95 C F M F M
V V M M
H FREQ SEL O H FREQ SEL O
F M F M
M M

D PREFLIGHT ATC NAV


A

65
NAV AUTO MANUAL
AUTO MANUAL ENROUTE UA COMM
T 124.90 132.95
124.90 132.95 A POSTFLIGHT REPORTS AUTO
AUTO TEST
TEST
MAN L MESSAGE LOG REQUESTS
MAN

I VOR UP/LT
UP/LT
VOR
N LINK MANAGER FLT DATA
K DN/RT
DME
DME DN/RT MENU MAIN BRT

RUDDER and AILERON TRIM ...... ZERO


DIM HSI
HSI ADI
ADI RANGE
RANGE DH REF FULL
DH REF 160
FULL VOR/ILS EXP 80 320
VOR/ILS EXP 80
160
320 126 VOR/ILS
126 VOR/ILS ABOVE ABS ABOVE ABS 40

65
40
MAP

Here’s a suggestion. Some of the airplanes are “bent,” and if you look
MAP N N 20
20
BELOW REL 2 2 22 BELOW REL CTR MAP 10
CTR MAP 10

RST
BRT
PLAN
WXR STBY
XPDR
TA FAIL
L R RST
BRT
PLAN
WXR
down and see some rudder trim left over from the last flight, I think it is
good technique to only take out about half of that. The term “zero” the trim
TEST TA/RA
IDENT ON
ON BRT
BRT

may or may not be reflected on the trim indicator. However, I think it is good technique
MAP
MAP VOR/ADF NAV AID ARPT RTE DATA WPT
VOR/ADF NAV AID ARPT RTE DATA WPT

to ALWAYS put the AILERON TRIM to the zero marker on the top of the yoke.
RUDDER TRIM ON ON ON ON ON
ON ON ON ON ON 15 10 5 0 5 10 15

LEFT RIGHT

AILERON MIC SELECTOR


MIC SELECTOR
NOSE NOSE
LEFT RIGHT
LEFT RIGHT R
WING WING U
DOWN DOWN D 1-VHF-2-VHF INOP INOP F-INPH-S PA
1-VHF-2-VHF INOP INOP F-INPH-S PA D
E

STABILIZER TRIM OVERRIDE SWITCH ...... NORMAL


R

PTT

V
1-NAV-2 INOP ADF-2 MKR SPKR
MASK

BOOM
EMER
PTT

V
B
1-NAV-2 INOP ADF-2 MKR SPKR
MASK

BOOM
EMER

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

67
TFR

ABOVE ABS ABOVE ABS

N N TONE
BELOW REL 2 2 22 BELOW REL
A
1260 550
XPDR
D OFF ON
L R
STBY TA FAIL F

PA SYSTEM ...... CHECK


TEST TA/RA ANT ADF

67
IDENT

GAIN

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

66 This is the end of the Captain’s Flight Deck Set-up


...Wheeeew! Thank goodness..
737ver5088

49
737ver5089
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
FIRST
OFFICER
FLIGHT
DECK
PREP
STUFF

737ver5091
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

The FIRST OFFICER'S


The FIRST OFFICER'S FLIGHTDECK setup
FLIGHTDECK ... for pilots who like pictures
First do these 4
setup
FLIGHT RECORDER

... for left brained pilots. 5 MACH OVERSPD


1 EXT LIGHTS

2 GO TO WINDOW 6 STALL WARNING

UPPER OVERHEAD 3 OXYGEN MASK

4 FLIGHT RECORDER
5 MACH OVERSPD
6 STALL WARNING 7 AIR TEMP SEL

8 DUCT OVERHEAT
9 TEMP SELECTORS
First do these MAIN OVERHEAD 10 DUAL BLEED LIGHT
7 AIR TEMP SEL
16 MKR BCNs 11 RAM DOOR LIGHTS
1 EXT LIGHTS
8 DUCT OVERHEAT
2 GO TO WINDOW 17 CLOCK
9 TEMP SELECTORS
12 PACK TRIP, BLEED TRIP,
3 OXYGEN MASK
10 DUAL BLEED LIGHT
18 ALTIMETER WING BODY OVHT

19 IVSI 13 ENG BLEED SW


11 RAM DOOR LIGHTS
20 ADI/HSI
21 VOR PRESSURIZATION
PNEUMATIC 22 ILS 14 SYSTEM TEST
RIGHT
12 PACK TRIP, BLEED TRIP, 23 DME 15 PANEL SETUP
FORWARD WING BODY OVHT

PANEL 13 ENG BLEED SW

16 MKR BCNs
17 CLOCK
18 ALTIMETER 14 SYSTEM TEST

LEFTSKINNY
F/O 19 IVSI 15 PANEL SETUP 24 AUTOFLIGHT ANNUC
MIDDLE ROW 20 ADI/HSI
FORWARD 25 A/S INDICATOR

PANEL 21 VOR
22 ILS 26 TAT/SAT/TAS

24 AUTOFLIGHT ANNUC
23 DME 27 RDMI

25 A/S INDICATOR
28 GPWS INHIBIT SW The following
Use this layout to pages are the
26 TAT/SAT/TAS
help you 29 GPWS
technical
27 RDMI
memorize the 30 TRANSPONDER details.
28 GPWS INHIBIT SW steps and their
order.
31 ADF

29 GPWS

30 TRANSPONDER

31 ADF
737ver5092

51
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY

1 UPPER OVERHEAD PANEL THE INCREDIBLY COMPLICATED

E
X
T
E
N
D

L ON R
LANDING
RETRACT

OUTBOARD
OFF

L ON R
INBOARD
RUNWAY
TURNOFF
L
OFF

ON
R
OFF

ON
TAXI
APU

OFF

START
ON
GRD
OFF
ENGINE START

CONT

FLT
L
BOTH
IGN IGN
R
GRD
OFF
CONT

FLT
OFF