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Normal Procedures
OM B
737 Flight Crew Operations Manual
Configuration Check
It is the crew member‟s responsibility to verify correct system response. Before
engine start, use system lights to verify each system's condition or configuration.
After engine start, the master caution system alerts the crew to warnings or
cautions away from the normal field of view.
Crew Duties
Preflight and post flight crew duties are divided between the captain (C) and first
officer (F/O). Phase of flight duties are divided between the Pilot Flying (PF) and
the Pilot Monitoring (PM).
NOTE: (C) is to be considered the pilot occupying the left seat and
(F/O) the pilot occupying the right seat.
Each crewmember is responsible for moving the controls and switches in their
area of responsibility. The Area of Responsibility illustrations in this section
show the area of responsibility for both normal and non-normal procedures.
Typical panel locations are shown.
The Pilot in Command may direct actions outside the crewmember‟s area of
responsibility.
The general PF phase of flight responsibilities are:
Taxiing;
Flight path and airspeed control;
Airplane configuration;
Navigation.
Areas of Responsibility
The following diagrams on the next pages describe each crewmember‟s area of
responsibility and scan flow pattern for different phases of the flight.
A full IRS alignment is recommended before each flight. If time does not
allow a full alignment, do the Fast Realignment supplementary procedure.
Exterior inspection
Exterior Inspection .................................................Captain or First Officer
Perform on:
The first flight of the crew on the aircraft;
When the aircraft has been on the ground for two or more hours;
Whenever returning after having left the aircraft unattended;
Whenever the Pilot in Command decides it should be performed.
Before each flight the Captain, First Officer, and maintenance crew must verify if
the airplane is satisfactory for flight.
NOTE: Maintenance personnel normally do the exterior
inspection before each flight.
Number 1 Engine
Exhaust area and tailcone .................................................................. Check
Thrust reverser ................................................................................ Stowed
Fan blades, probes, and spinner ......................................................... Check
Probes, sensors, ports, vents, and drains (as applicable) .................... Check
Access panels .................................................................................. Latched
Exterior surfaces (including the bottom of the nacelles)Check for damage
Left Wing Root, Pack, and Lower Fuselage
Leading edge flaps ............................................................................. Check
Probes, sensors, ports, vents, and drains (as applicable) .................... Check
Exterior lights .................................................................................... Check
Pack and pneumatic access doors ..................................................... Secure
Ram air deflector door .................................................................. Extended
2 9
3 10
4 11
29
28
27
26 14
20 17
25
21 18 15
24
19 16
23
22
The Initial Data entries must be complete before the flight instrument check
during the Preflight Procedure.
The Navigation and Performance Data entries must be complete prior to the
reading of the Before Start Checklist.
The captain or first officer may make CDU entries. The other pilot must verify
the entries.
Enter data in all the boxed items on the following CDU pages.
Enter data in the dashed items or modify small font items that are listed in this
procedure. Enter or modify other items at pilot's discretion.
Failure to enter enroute winds can result in flight plan time and fuel burn errors.
NOTE: If time allows, set the wind shown on FPL on wind and
temperature Summary Table for each navigation fix/position. If time is
short, set the average wind (AVG W/C) shown on FPL in the
CRZ/WIND (PERF INIT page) prompt.
The captain normally does this procedure. The first officer may do this procedure if
needed.
The following actions are to be done after a crew change or after the reading of the
Secure Checklist, unless directed as to be done before each flight.
Engine start levers or Fuel control switches (as installed) ...................... Cutoff
STABILIZER TRIM cutout switches ................................................... Normal
Radio tuning panel or VHF communication radios (as installed) ................ Set
Verify that the Offside Tuning Light is extinguished (as installed).
WARNING: Do not key the HF radio while the airplane is being
fueled. Injury to personnel can occur.
VHF NAVIGATION radios ....................................................Set for departure
Audio control panel ...................................................................................... Set
WARNING: Do not put objects between the seat and the aisle stand.
Injury can occur when seat is adjusted.
Seat ..........................................................................................................Adjust
Use the handhold above the forward window for assistance when pulling the
seat forward. Do not use the glareshield as damage can occur.
Adjust the seat for optimum eye reference.
Verify a positive horizontal (fore and aft) seat lock.
Rudder Pedals.......................................................................................... Adjust
Adjust the rudder pedals to allow full rudder and brake pedal movement.
Seat belt and shoulder harness .................................................................Adjust
NOTE: Shoulder harness must be used from engine start to at least
FL100.
Do the Initial Data and Navigation Data steps from the CDU Preflight Procedure
and verify that the IRS alignment is complete before checking the flight
instruments.
Radio tuning panel or VHF communication radios (as installed) ............... Set
Verify that the Offside Tuning Light is extinguished (as installed).
NOTE:
VHF 1: select to ATC frequency.
VHF 2: select to company communication or ATIS.
VHF 3 select DATA in Frequency Indicator for airplanes with ACARS,
tuning above maximum or below minimum frequency.
Preflight Checklist
PREFLIGHT
OXYGEN TESTED, 100% (BOTH)
NAV. TRANSFER & DISPLAY SWITCHES NORMAL & AUTO (F/O)
WINDOW HEAT ON (F/O)
PRESSURIZATION MODE SELECTOR AUTO (F/O)
FLIGHT INSTRUMENTS HEADING ___ ALTIMETER ___ (BOTH)
ENGINE START LEVERS or FUEL CONTROL SWITCHES CUTOFF (C)
Perform the following procedures before each flight after the navigation for
the flight is available.
CDU ............................................................................................... Set C, F/O
Navigation Data - Set
ROUTE page: Enter the ORIGIN/Enter the route.
NOTE: Enter company route if available.
Enter the FLIGHT NUMBER.
NOTE: Flight number must be filled GLOXXXX
Activate and execute the route.
DEPARTURES page:
Select the runway and departure routing;
Execute the runway and departure routing.
FMC Route Verification Techniques: After entering the route into the FMC,
the crew should verify that the entered route is correct, comparing:
The FPL with the airways and waypoints on the ROUTE pages;
The FPL total distance and estimated fuel remaining with the FMC
calculated distance and fuel remaining at the destination on the PROGRESS
page.
When inserting SID, check waypoints with altitude restrictions, especially those
with minimum and maximum altitude.
NOTE: Always check CDU routing with clearance given by ATC.
Performance Data ........................................................................... Set C, F/O
PERF INIT page:
Enter the ZFW.
Verify that the FUEL on the CDU, the dispatch papers, and the fuel quantity
indicators agree. Do not insert total fuel manually on the CDU. Verify that
the fuel is sufficient for flight.
Verify that the gross weight on the CDU and the dispatch papers agree.
Do the remaining steps after refueling is complete if external power is in use and
APU is available:
APU ......................................................................... START then ON F/O
When APU GEN OFF BUS light is illuminated:
APU GENERATOR bus switches – ON
Verify that the SOURCE OFF lights are extinguished
Verify that the TRANSFER BUS OFF lights are extinguished
Verify that the STANDBY PWR OFF light is extinguished
APU BLEED air switch .......................................................... ON (F/O)
Proceed on the remaining steps when the clearance to close the doors is given
to the flight attendants:
The captain identifies the aircraft type B700 / B800 / B800SFP / SFP 2.0 and
engine thrust for takeoff (22, 24, 26 or 27 K). The checklist is to be done after the
flight deck door is locked.
Start Clearance
ATC clearance for pushback and engine start should be obtained after the reading
of the Before Start Checklist and all external doors are verified closed.
-------------------------------------------------------------------------
ANTICOLLISION LIGHT ON (F/O)
Engine Start procedure may be performed during the push back or towing
procedure.
NOTE: If a crossbleed start is required, do not execute this procedure
during the push back or towing.
NOTES:
Check with maintenance “safety check performed” before starting the push back
procedure. This includes check of proper doors closure and clear engine intake
areas;
All communication with maintenance personnel will be handled by the captain.
Standard phraseology should be used. If needed, conventional hand sign may be
used.
The ground personnel should be informed of any delay regarding to the push
back / engine start procedure.
Maintenance personnel will be responsible for external safety during the push
back. The pilots will monitor such procedure.
The captain must maintain positive contact with the brake pedals during the push
back procedures;
The information regarding to “Slats moving” should be obtained before releasing
maintenance personnel.
Perform the flight controls check after releasing ground personnel. It is not
necessary to wait for the maintenance to move away from the aircraft to start this
check.
After disconnecting the headset, ground personnel must position itself on the left
side of the aircraft (right side if there is agreement with the captain) in order to
show the gear pin and clear for taxi sign.
CAUTION: Do not hold or turn the nose wheel steering wheel during PUSH
BACK or towing. This can damage the nose gear or the tow bar.
CAUTION: Do not use airplane brakes to stop the airplane during PUSH BACK
or towing. This action can damage the nose gear or the tow bar.
The captain set or release the parking brake as directed by ground personnel.
NOTE: Visually check the aircraft is stopped before applying parking
brake.
PUSH BACK Procedures with the nose gear steering lockout pin NOT installed:
Verify that the secondary engine indications are shown ........................ C, F/O
At 56% N2, verify that the ENGINE START switch moves to AUTO/OFF. If not,
move the ENGINE START switch to AUTO/OFF ..................................... F/O
Monitor N1, N2, EGT, fuel flow and oil pressure for normal indications while the
engine accelerates to a stable idle ........................................................... C, F/O
After the “Starter Cutout”, call for the start of the other engine. ....................C
The above steps starting from the call for the engine start will be repeated
for the other engine.
NOTE: If normal start sequence is used, after Engine No. 2 is stable at idle,
perform the Supplementary procedure – Air system – Isolated Pack
Operation During Engine Start.
Do the ABORTED ENGINE START checklist for one or more of the following
abort start conditions:
The N1 or N2 does not increase or increases very slowly after the EGT
increases;
There is no oil pressure indication by the time that the engine is stable at
IDLE;
The EGT does not increase by 10 seconds after the engine start lever is
moved to IDLE;
The EGT quickly nears or exceeds the start limit.
BEFORE TAXI
GENERATORS ON (F/O)
PROBE HEAT ON (F/O)
ANTI-ICE ___ (F/O)
APU ___ (F/O)
ENGINE START SWITCHES CONT (F/O)
RECALL CHECKED (BOTH)
ENGINE START LEVERS or FUEL CONTROL SWITCHES IDLE (C)
FLIGHT CONTROLS CHECKED (C)
GROUND EQUIPMENT CLEAR (BOTH)
The Lower Display Unit is to be blanked by the first officer after both engines are
running and both pilots check that all secondary engine indications are in the
normal range.
Any exceedance will pop up during the flight. The lower DU should remain
blanked but fully visible at all times. Its brightness setting should be the same for
that used on the other DU´s.
Taxi notes:
All annunciator lights must be OFF during RECALL before taxi is initiated
for normal operation. Dispatch with annunciator ON is allowed in accordance
with MEL.
The captain will call for the TAXI Light ON or OFF with the aircraft either
stopped or taxiing.
Landing Lights and Runway Turnoff lights may be used if improved visibility
is desired.
Taxi Speed Limits:
Normal taxi speed is approximately 20 knots, adjusted for conditions. On
long straight taxi routes speeds up to 30 knots is acceptable, however, at
speeds higher than 20 knots use caution when using the nose wheel steering
wheel to avoid over controlling the nose wheels. When approaching a turn,
speed should be slowed down.
Takeoff
Single Engine Before Taxi Procedures
This procedure may be performed on Captains discretion when allowed on the
Airport Briefing chart, considering that the APU is operating, adequate taxi out
time, gross weight, apron and taxiway slope.
This procedure is only to be performed on dry aprons and taxiways.
Do not perform this procedure after the aircraft had overnight.
Perform the following procedures after Engine No.2 is running.
Maintain the APU running and Engine No.1 shut down.
PACK switches ............................................................................. AUTO F/O
ISOLATION VALVE switch .................................................... CLOSED F/O
ENGINE BLEED air switches ........................................................... ON F/O
APU BLEED air switch ..................................................................... ON F/O
Call “Set Takeoff Flaps” ............................................................................... C
Call for the extension any time after the pushback is complete.
Flap lever ........................................................................ Set takeoff flaps F/O
Set flap lever on captain´s command.
Verify that the LE FLAPS EXT green light is illuminated.
Flight controls .................................................................................. Check C
Perform the flight controls check after releasing ground personnel. It is not
necessary to wait for the maintenance to move away from the aircraft to start this
check.
Make slow and deliberate inputs, one direction at a time.
Move the control wheel and the control column to full travel in both
directions and verify:
freedom of movement
that the controls return to center
Hold the nose wheel steering wheel during the rudder check to prevent nose
wheel movement.
Move the rudder pedals to full travel in both directions and verify:
freedom of movement
that the rudder pedals return to center
Transponder............................................................................. As needed F/O
At airports where ground tracking is not available, select STBY. At airports
equipped to track airplanes on the ground, select active transponder setting,
but not a TCAS mode.
September 24, 2015 NP. 21.42
OM B
737 Flight Crew Operations Manual
Takeoff
(C): Call “Single Engine Before Taxi Checklist”
(F/O): Do (read aloud) the requested checklist
Takeoff
During taxi, when it is predicted to have five minutes remaining before the takeoff
clearance, start the second engine considering normal starter duty cycle and abort
start conditions.
This should only be done with the aircraft either stopped or taxiing on
straight taxiways.
If an abort start condition occur the aircraft must be immediately parked.
Takeoff
WING ANTI-ICE switch ........................................................ As needed F/O
ENGINE ANTI-ICE switches ................................................. As needed F/O
PACK switches ............................................................................. AUTO F/O
Takeoff
Engine warm up requirement:
Verify an increase in engine oil temperature before takeoff.
Engine warm up recommendations:
*Weather radar may be off in daytime VMC flights with no birds in vicinity.
Takeoff
Takeoff Notes
Limits:
Minimum altitude to initiate any turn is 200ft AGL.
Minimum acceleration altitude is 800ft AGL.
B737-800 Takeoff
Flap 1 Takeoff - the clearance between the fuselage and ground is minimum in
this configuration.
Maximum care must be used on rotation technique when using Flaps 1 (no abrupt
rotation).
Before entering the departure runway, verify that the runway and runway entry
point are correct.
Takeoff must be performed using the entire runway. If not, specific takeoff
analysis must be used.
To align up at the runway threshold avoid tight turns in order to prevent
unnecessary load on tires and gear and damage to the pavement.
If the pilot flying will be the first officer, the transfer of the controls must be
made in an assertive way. The captain calls “You have controls”, and the first
officer calls “I have controls”.
The captain maintains positive control on the steering wheel until approximately
30kt. Release any control inputs after aligned with the runway, using the steering
wheel if needed in an abnormal situation.
Use caution when using the nose wheel steering above 20kt to avoid over-
controlling the nose wheels resulting in possible loss of directional control.
To start the takeoff, the captain advance the thrust levers to approximately 40%
N1, allow the engines to stabilize and push the TO/GA switch with the aircraft
aligned with the runway.
Takeoff
Pilot Flying Pilot Monitoring
FMC – Takeoff page FMC – Legs page
When Lining Up for Takeoff
The captain calls: “Takeoff Rwy___(L or R) HDG ____º”.
First Officer confirms: “HDG ____°”
HDG Bug: Runway Heading (unless otherwise directed in the Airport Briefing chart).
Crosscheck that the airplane heading agrees with the assigned runway heading.
When Cleared for Takeoff
F/O: Fixed Landing Lights ...........................................ON
Both Pilots: Clock / Chronometer ............................... Run
If the F/O will be the PF the captain calls: “You have controls”, and the F/O confirms
“I have controls”.
The captain advance the thrust levers to approximately 40% N1, allow the engines to
stabilize and push the TO/GA switch with the aircraft aligned with the runway.
The captain´s hand must be on the thrust levers until the V1 callout.
Monitor airspeed.
Monitor airspeed and call out any
Maintain light forward pressure on the abnormal indications.
control column.
Perform this specific procedure only when a turn is to be made after departure, and
there is a concern to the radius distance limit during this turn.
ATC Communication
Whenever possible, communication with ATC after takeoff should be made as
soon as the flaps retraction has begun.
PACKS - AUTO
ISOLATION VALVE – AUTO
APU – OFF
All items of the after takeoff Engine Start Switches – As required
checklist must be verified by the PF. In accordance with the PF
AFTER TAKEOFF
ENGINE BLEEDS ON (PM)
ISOLATION AUTO (PM)
PACKS AUTO (PM)
LANDING GEAR UP and OFF (PM)
FLAPS UP, NO LIGHTS (PM)
COMPANY NOTE: FMC pages for climb PF: CLIMB / PM: LEGS.
Cruise Procedures
Descent procedures
STAR
When inserting STAR, check waypoints with altitude restrictions.
It is compulsory to insert the applicable altitude restriction in the MCP.
When an arriving aircraft on a STAR is cleared to descend to a level/altitude
lower than those specified in a STAR, the aircraft shall follow the published
level/altitude restrictions, unless such restrictions are cancelled by ATC.
Speedbrakes
The use of speedbrake with Flaps extended should be avoided, if possible.
With flaps 15 or greater, the speedbrakes must be retracted.
On airplanes with the speedbrakes wing load alleviation system, the speedbrakes
will retract to the “50%” position when airspeed exceeds 320 KIAS. If this
occurs do not move the speedbrake lever beyond the “50%” position until
airspeed is less than 320 KIAS
Start the Descent Procedure before the airplane descends below the cruise
altitude for arrival at destination.
Pilot Flying Pilot Monitoring
Before Descent
Descent Checklist
DESCENT
PRESSURIZATION LAND ALT ___ ft (PM)
RECALL CHECKED (PM)
LDG DATA FLAP_ VREF _ MINS_ (PM)
APROACH BRIEFING COMPLETED_ (PF)
Approach procedures
Pilot Flying Pilot Monitoring
“A” - At Transition Level
Set Altimeters with QNH and Set Altimeters with QNH and crosscheck
crosscheck____ - hPa;_______- FT. _____ - hPa;__________- FT.
“B” - When NAV Radios are not in use for navigation
If after the approach briefing is done and the NAV radios will not be used during the
descent (RNAV Star for example), the “set radios for approach” procedure should be
done immediately after the “approach briefing”
Perform Set Radios for Approach “Set Radios” flow procedure:
procedure: EFIS Control Panel: VOR/ADF switch in
Confirm conditions for approach: accordance with IAL.
Rwy_____; Dry or Wet; Center Switch (CTR): Press to select VSD on
Landing Flap; ND if installed. Otherwise the ND should remain
Autobrake Selection; in MAP or CTR-MAP.
Review Missed Approach NOTE: For raw data approach, select POS.
Procedure; MCP: Course;
Set radios for Approach___ NAV Radios: select frequencies for Approach
Radios: Identify PFD/ND;
Markers: ON
Maintain Expanded MAP Mode. Inform "Set Radios for Approach is Completed".
EFIS Control Panel: VOR/ADF switch
in accordance with IAL. * On approach procedures with the initial
MCP: Course; segment outbound from the radial fix, the MCP
RMI Standby: VOR/ADF bearing Course should be set for the outbound course; 10
pointers in accordance with IAL seconds prior to the procedure turn, the MCP
(according to the area of Course should be set for the final approach
responsibility) course.
NOTE: exact scan flow for each type of
procedure is exposed in APPROACH
PATTERN.
The approach procedure may have A&B or B&A order
The approach Checklist should be performed after both (A&B) have been accomplished.
Do (read aloud) the requested checklist.
Request: "APPROACH
Inform “APPROACH CHECKLIST
CHECKLIST"
COMPLETED”
Approach Checklist
APPROACH
ALTIMETERS _____SET and X- CKD (PF)
RWY / AUTOBRAKE ___/___ (PF)
The PM must callout “Speed” whenever a new flap position is requested and the
IAS is above the requested “Flap Limit Placard” speed.
Flap is to be extended at or near the actual flap maneuvering speed.
“Flaps 25” may be used as an intermediate position before selecting the Landing
Flaps on pilot´s discretion. This is specially recommended when the Flaps 15
maneuvering speed is too close to the Landing Flaps Placard Speed.
If a flaps 15 landing is needed because of performance:
GROUND PROXIMITY
flap inhibit switch ........................................................ FLAP INHIBIT (F/O)
Auto Land
Authorized only for ILS CAT II approaches, with landing flaps 30 or 40.
Wind information: Obtained from FMC Progress Page 2/4
Landing Checklist Notes
If a runway change occurs after the LANDING CHECKLIST is read, perform
the LANDING CHECKLIST once again.
During Landing Checklist Reading, the Pilot Monitoring shall verify the new
position pointing out to the instrument and confirming "FLAP 40" or "FLAP
30”. This Flap pointing procedure was developed to ensure the planned flap
for landing matches with the flap selected.
ILS
For approaches through radar vectors or STAR:
For a straight in approach plan to be at 3nm of the Outer Marker with Flap 5
configuration (Picture 1);
For an approach through a holding, select Flaps 1 at the end of the outbound
Leg, and select Flap 5 at beginning of the Inbound Leg (Picture 2);
When in Holding Pattern, monitor outbound leg. Flap configuration change
will imply in speed change and consequently the change of other parameters
(time /distance);
When on localizer intercept heading, verify that the ILS is tuned and
identified, and that the LOC and G/S pointers are shown.
ILS based on RNAV STAR:
The ILS should be intercepted in LNAV when executing RNAV STAR
with an IAF (Initial Approach Fix).
When RNAV STAR is not available or when on radar vectors, use HDG
SEL to intercept the ILS course.
Verify FMA (VOR/LOC and GS).
Standard operation for CAT I approach: Single Autopilot;
A dual autopilot approach can only be performed on CAT II Autoland
approaches;
For straight in approach, monitor distance to the OM in order not to establish
FLAP 05 configuration too early;
When leveled on the OM crossing altitude, with G/S indicating 1 DOT, select
Landing Gear down and Flaps 15 (this will be the final configuration for One
Engine Inoperative approach). If G/S inoperative, select Landing Gear down
and Flaps 15 at 1nm from OM. If OM inoperative, use associated NDB or
DME distance;
PF: request: “Landing Checklist”. PM: read aloud and do “Landing
Checklist”. Visually confirm flap and gear positions;
Just before 1000ft AGL select Landing Flap;
At 1000ft AGL aircraft must be in landing configuration;
The above pattern is indicated for standard operation. Deviations by ATC,
heavy or light gross weights, head or tailwinds, must be worked upon;
During an ILS approach perform a crosscheck between HSI and RDMI, and
between G/S and rate of descent;
It is forbidden to remove ILS frequency during the approach, except for Side
Step procedures;
Glide Slope, VASI and PAPI resources must be used when available;
ILS APPROACHES
Pilot Flying Pilot Monitoring
When NAV Radios are not in use for
navigation, request as follow:
Rwy_____; Dry or Wet; “Set Radios” flow procedure:
Landing Flap; EFIS Control Panel: VOR/ADF switch in
Autobrake Selection; accordance with the procedure
Review Missed Approach Center Switch (CTR): Press to select VSD on
Procedure; the DU, if installed. Otherwise the DU should
Set radios for Approach____ remain in MAP or CTR-MAP.
ILS CAT I
Pilot Flying Pilot Monitoring
Outer Marker
Confirm OM__________ft-
Inform:“ OM ________ft”
Request: “set MM on ADF 1”
Set MM on ADF 1.
Just before 1000 ft AGL
Request: “Flap ______” (Landing Flap) Set Flap lever as directed
Set or request VAPP on the MCP.
* On approach procedures with the initial segment outbound from the radial fix, the
MCP Course must be adjusted for the outbound course; 10 seconds to the procedure
turn the MCP Course must be readjusted for the final approach course.
The PM must inform any deviation from standard Approach
LOC 1dot deviation;
GS 1dot deviation;
Flags on instruments;
Approach not stabilized on COMPANY limits.
Correct Approach RNP value of 0.3 must be checked on Progress Page 4/4
before commencing the approach;
RNAV (GNSS) or BARO V-NAV procedure should be performed in LNAV;
RNAV (GNSS) only procedures shall be flown in VNAV mode;
BARO V-NAV procedures have to be flown in VNAV mode. Otherwise
MDA related to “LNAV only” applies;
Altitude restrictions are released step by step on the MCP. After its
compliance is assured, set the next restriction on the MCP (about 2NM before
the next waypoint);
The use of LVL CHG is not recommended;
Altitudes restrictions should be checked, and must remain as “AT OR
ABOVE” after the IAF if they are like this on the FMC database, to comply
with the FMC Glide Path and prevent unwanted level offs;
Center Map with VSD is the standard display configuration for the Pilot
Monitoring during the approach. The Pilot Flying display must be in the
Expanded MAP Mode;
GPS or BARO V-NAV course may differ from those of ILS/VOR approach
for the same runway.
As pilot´s discretion, consider to edit in the FMC the Flap 1 maneuvering
speed on the Initial Approach Fix or plan to be with that configuration at
15NM prior to the runway on the procedure profile, whichever is closer, as
well as the flaps 15 speed on the FAF;
If the speeds are not edited in FMC, the system logic may assume higher
speeds upon Initial Approach Fix and this amount of energy must be worked
upon during the approach.
Before FAF, the PF requests “Landing Gear Down, Flaps 15 and Landing
checklist”. (This will be the final configuration for a One Engine Inoperative
approach);
The PM: read aloud and do “Landing Check List”. Visually confirm flap and
gear positions;
Landing Flaps must be selected on final approach, just before 1000ft AGL or
4 NM from RWY THR. The aircraft must pass 1000ft AGL in landing
configuration:
If “MDA” approach is being flown, when the runway is in sight after the FAF
and at least 300ft below the missed approach altitude, set the missed approach
altitude on the MCP;
If “MDA” is being flown under IFR, set missed approach altitude on the
MCP after leveling off at MDA.
At the MDA, disengage Autopilot / Autothrottle in order to land or go-
around.
If “DA” approach is being flown, set missed approach altitude on the MCP
after FAF and at least 300ft below the missed approach altitude.
1000FT AGL
Acknowledge
Inform: “1000 ft”
For the „NOT STABILIZED GO- Observe and inform: „STABILIZED” or
AROUND” callout, inform ”GO- “NOT STABILIZED-GO-AROUND”
AROUND”, and perform a missed (IMC / VMC).
approach.
100FT above minimums
Acknowledge Inform: “approaching minimums”
MDA / DA
Acknowledge Inform (If auto callout not installed):
“Minimums”.
Disengage Autopilot / Autothrottle
RNP – AR APCH
RNP-AR operations should not exceed the temperature chart limits;
Check the Panel Annunciator Status for RNP-AR APCH Allowed;
RNP-AR APCH must be obtained from FMC database. The fixes must
comply with the published approach chart. Aircraft database cannot be
updated inflight;
Both GPS must be checked ON: FMS: Index > Init/Ref Index > Pos 2/3;
GPS Update ON; FMS: Index > Nav Data > Nav Options 2/2
VOR/DME and DME/DME update should be OFF;
RAF - Runway Availability Forecast (or RAIM - Receiver Autonomous
Integrity Monitoring) must be valid for the time of the approach;
RNP-AR is not allowed with “UNABLE REQUIRED NAV PERF-RNP”
displayed on FMC;
To provide more situational awareness, insert the FAF on the Fix Page;
Correct Approach RNP value must be checked on Progress Page 4/4. If
necessary, set correct value;
Set vertical RNP Value to 125ft (progress page 4/4);
Altitudes restrictions after the IAF should be checked, and must remain as
“AT OR ABOVE”. ;
Set the RNP-AR APCH final course on the MCP. The approach has to be
performed using LNAV and VNAV;
Speed restrictions must be observed. Plan to be with Flaps 1 at IAF, or at
15NM before the runway on the procedure profile, whichever is closer;
Altitudes restrictions are set on the MCP considering IAF, FAF and DA.
They are released after its compliance is assured and about 2NM prior to the
waypoint;
After FAF and at least 300ft below the missed approach altitude, set the
missed approach altitude on the MCP;
Before starting this procedure the crew must read the RNP-AR APCH Crew
Review Card at QRH Operator Information chapter;
Before the FAF, the PF requests “Landing Gear Down, Flaps 15 and Landing
checklist”. Earlier configuration may be needed to comply with speed
restrictions of the procedure;
Monitor VNAV PATH mode. If reversion to VNAV SPEED occurs, use SPD
INTV to intercept the correct vertical path and reengage VNAV PATH mode;
At DA disengage Autopilot / Autothrottle in order to land or go-around, as
applicable;
Maintain the Flight Directors ON, as reference, until touchdown.
RNP AR APCH
PF PM
When NAV Radios are not in use for “Set Radios” flow procedure:
navigation:: Set the RNP-AR APCH final course on
Rwy_____; Dry or Wet the MCP
Landing Flap; Center Switch (CTR): Press to select
Autobrake Selection; VSD on the Pilot Monitoring DU.
Review Missed Approach Procedure; FMS: Index > Init/Ref Index > Pos >
Set Radios for Approach_____ Pag 2/3 Check both GPS ON;
Nav Options page 2/2:
Maintain Expanded MAP Mode. GPS update ON;
EFIS Control Panel: VOR/ADF switch as VOR/DME and DME/DME update
necessary; OFF;
Set the final approach course on the MCP. Correct Approach RNP value must be
RMI Standby (according area of checked on Progress Page 4/4. If
responsibility): VOR/ADF bearing pointers necessary, set correct value;
as necessary.
Note: Set vertical RNP Value to 125 ft
Verify the Temperature and Speed limits (progress page 4/4 LSK 2R)
on the approach. Check GPS light OFF on the aft
The PF must ensure that the RAF (RNP overhead panel
Availability Forecast) is valid for the time
of the approach.
Set Flap lever as directed.
Request Flaps extension on schedule up to
Fasten Belts Switch – ON: when
Flaps 5
“Flap 1” is requested.
Before FAF**
1000FT AGL
Acknowledge Inform: “1000 ft”
For the „NOT STABILIZED GO- Observe and inform: „STABILIZED”
AROUND” callout, inform ”GO- or
AROUND”, and perform the MISSED “NOT STABILIZED-GO-AROUND”
APPROACH (IMC / VMC)
500FT AGL
Acknowledge Inform : “500 ft - wind:______”.
100FT above minimums
Inform (If auto callout not installed):
Acknowledge “approaching minimums – wind
____”.
DA
Inform (If auto callout not installed):
Acknowledge
“Minimums”.
Disengage Autopilot / Autothrottle
Visual Approach
VISUAL APPROACHES
PF PM
When cleared for approach
confirm conditions:
Rwy;
Adjust: “Panel or Radios” according to the PF request.
Dry or Wet;
If applicable, before starting visual traffic pattern,
Landing Flap;
insert on FMC Approach page a runway extension fix
AUTOBRAKE Selection; (RX) of 2 NM as reference for the final approach.
Use as available ILS, VOR, The aircraft shall be at 600ft over this point in order to
ADF or GPS as guides for be in the correct path (300ft for each NM distance to
approach. the threshold).
Note: If a Go-around
procedure is needed, proceed
to the visual traffic pattern.
BEFORE DOWNWIND LEG
Request flaps extension on
schedule up to Flaps 5. Set Flap lever as directed. Monitor extension and
inform new flaps configuration when in position and
green light ON.
500FT AGL
Reject Landing
Reject landing is a Go-around maneuver initiated after touchdown, however, it
cannot be safely initiated after the deployment of the thrust reversers.
Landing
Landing Checklist
LANDING
ENG START SWS CONT (PF)
ALTIMETERS ____SET AND X-CHECKED (PF)
SPEEDBRAKE ARMED (PF)
LANDING GEAR DOWN (PF)
FLAP _____ GREEN LT (PF)
RUNWAY CHANGE
REPEAT LANDING CHECKLIST
Circling Approaches
As determined by company policy, the Circling Approaches can only be
performed when authorized in the Airport Briefing chart. In this case the weather
minimums must be always greater than:
Visibility 5.000m;
Ceiling 1.500ft.
For SBRJ – Santos Dumont special operations, some IFR approach procedures
are considered as “Circle to Land” due to the difference between the final
approach course and the runway tracking. In this case the weather minimums of
the approach chart apply.
Afterwards, they are commanded to the 2nd detent, exception for the Idle
Reverse Operation, when allowed.
Remove reverse thrust smoothly in order to attain idle thrust before taxi speed.
Only return the reverse thrust lever to the stowed position after engine
thrust is approaching idle.
WARNING – After the reverse thrust levers are moved, a full stop landing must
be made. If an engine stays in reverse, safe flight is not possible.
Start the After Landing Procedure only when clear of the active runway or
initiating back track.
Taxi instructions, assistance to the pilot taxiing and monitoring of other
aircrafts nearby will have priority over this procedure.
If the Airport Briefing informs that the “single engine taxi in” is not applicable,
some changes on the after landing procedures concerning on when to turn on the
APU apply.
F/O performs the procedures after the captain retracts the speedbrakes.
Landing Lights / RWY turn off /Taxi light …... As required (see note) (F/O)
NOTES:
Landing lights may be turned off only in accordance with the captain;
Taxi lights modifications may only be performed upon the captain request;
Request taxi light OFF when approaching the parking stand;
Weather Radar, TERR and Center Switches must be selected according to the
areas of responsibility;
TRANSPONDER: Aircrafts equipped with AUTO position will be held in
this position after landing. Only TCAS must be cycled to OFF/Standby;
For applicability of the Single Engine Taxi In, check the Airport Briefing
chart.
During “taxi in” it is prohibited to the first officer to perform procedures other
than those related as “after landing procedures” and assisting the captain. The
MCP, overhead panel and FMC should not be prepared to the next flight at
this time;
Do not shutdown the engine No. 1 without APU ON BUS or if APU is
inoperative before GRD PWR is on bus.
Shutdown procedures
Start the Shutdown Procedure after aircraft comes to a complete stop
PARKING BRAKE ............................................................................. Set (C)
Verify warning light is illuminated if brake applied
Check Electrical power.
Engine start levers or Fuel control switches (as installed) ..............Cutoff (C)
If possible, after high thrust operation, including reverse thrust, run the
engines at or near idle for three minutes before shutdown to cool the engine
hot sections.
If needed, the engines may be shut down with a one minute cooling period.
Routine cool down times of less than three minutes before shutdown are not
recommended.
If APU is not available shut down ENG No. 2, and after Ground Power is
available and on bus shut down ENG No. 1.
ANTI COLLISION LIGHT switch when N2 below 40% ............. OFF (F/O)
FASTEN BELTS switch ............................................................... OFF (F/O)
PARKING BRAKE ............................................................................. Set (C)
Release the Parking Brake only after Ground Staff confirms the airplane is on
shocks. Release the brakes smoothly to prevent unwanted aircraft movement.
Make sure the aircraft does not move after parking brake is released.
After Parking Brake is released and aircraft is confirmed to be parked:
Service Interphone ........................................................................... ON (F/O)
FUEL PUMP switches .................................................................. OFF (F/O)
NOTE: Whenever the APU is running and AC electrical power is on the
busses, turn on one fuel boost pump to supply fuel under pressure to the APU
to extend the service life of its fuel control unit.
WING ANTI–ICE switch .............................................................. OFF (F/O)
ENGINE ANTI–ICE switches....................................................... OFF (F/O)
ELECTRIC HYDRAULIC PUMPS ............................................. OFF (F/O)
ISOLATION VALVE switch ..................................................... OPEN (F/O)
APU BLEED air switch ........................................................ ON / OFF (F/O)
If temperature allows, switch APU Bleed – OFF to reduce the APU fuel flow.
Run the APU for 1 minute before using it as pneumatic air source.
September 24, 2015 NP. 21.87
OM B
737 Flight Crew Operations Manual
Shutdown Checklist
SHUTDOWN
FUEL PUMPS AS REQD (F/O)
PROBE HEAT AUTO / OFF (F/O)
HYDRAULIC PANEL AS REQD (F/O)
ANTICOLLISION LIGHT OFF (F/O)
FLAPS UP (C)
PARKING BRAKE AS REQD (C)
ENGINE START LEVERS or FUEL CONTROL SWITCHES CUTOFF (C)
WEATHER RADAR OFF (BOTH)
TRANSPONDER STBY (F/O)
SECURE CHECKLIST
Perform this procedure when:
Aircraft will overnight;
Crew change (not immediately);
Considerable aircraft ground time with crew on board.
IRS mode selectors ............................................................................OFF (C)
CAB/UTIL power switch (As installed) ........................... As Required (F/O)
Switching CAB/UTIL OFF in Sky Interior equipped aircraft will
remove power from the LED cabin lightning.
IFE/PASS SEAT power switch (as installed) ................... As Required (F/O)
GALLEY power switch (as installed) ........................................... OFF (F/O)
EMERGENCY EXIT LIGHTS switch .......................................... OFF (F/O)
WINDOW HEAT switch .............................................................. OFF (F/O)
AIR CONDITIONING PACK switches ............................... As needed (F/O)
EXTERIOR LIGHTS ..........................................………..As Required (F/O)
APU/ GRD POWER switch ............................................. As Required (F/O)
TRIM AIR SWITCHES (as installed) .......................................... OFF (F/O)
DU illumination ......................................................................... Dim (C, F/O)
NAVAERO EFB TBAG START/STOP BUTTON ................. OFF (C, F/O)
SECURE
IRS OFF (F/O)
EMERGENCY EXIT LIGHTS OFF (F/O)
WINDOW HEAT OFF (F/O)
PACKS OFF (F/O)