737 TUTORIAL – NORMAL OPS

NOT FOR REAL WORLD USE

ELECTIRICAL POWER UP PROCEDURE
BATTERY > GUARD CLOSED
STANDBY POWER switch > GUARD CLOSED
ALTERNATE FLAPS MASTER switch > GUARD CLOSED
WINDSHIELD WIPER selectors > PARK
ELECTRIC HYDRAULIC PUMPS switches > OFF
LANDING GEAR lever > DOWN / 3 GREENS

If external power is available/needed:

GROUND POWER AVAILABLE LIGHT > CHECK ILLUMINATED
GROUND POWER SWITCH > ON
SOURCE OFF LIGHT > EXTINGUISHED
-------------------------------------------
If APU power is desired:
ALL FIRE switches > CHECK IN
OVERHEAT DETECTOR switches > NORMAL
TEST switch > HOLD TO FAULT/INOP
MASTER CAUTION, OVHT/DET, FAULT, APU DET INOP lts > VERIFY ILLUMINATED
TEST switch > HOLD TO OVHT/FIRE
FIRE BELL, MASTER CAUT., FIRE WARN LTS, OVHT/DET, OVHT lts > VERIFY HEARD +
ILLUMINATED
EXTINGUISHER TEST switch > CHECK 3 GREEN LIGHTS ILLUMINATE IN BOTH POSITIONS
APU switch > START
*When APU GEN OFF BUS light illuminates:
APU GEN BUS SWITCHES > ON
APU FAULT, APU MAINT, APU OVERSPEED, APU LOW OIL PRESSURE, SOURCE OFF, TRANSFER
BUS OFF, STANDBY PWR OFF lts > EXTINGUISHED
One main fuel pump (or left center fuel pump if there is fuel on center tank) > ON
Wheel well fire warning system > TEST (system works with AC power)
FIRE BELL, MASTER CAUT., FIRE WARN LTS, OVHT/DET> VERIFY HEARD + ILLUMINATED
-------------------------------------------
If both are unavailable for electrical power up, refer to Battery Start procedure on FCOM.
PRELIMINARY PREFLIGHT PROCEDURE
Panel lights and other internal lights > AS REQUIRED
IRS mode selectors > OFF, then NAV (VERIFY PSEU, GPS, GLS, ILS lights extinguished)
Engine panel > CHECKED (EEC switches ON; ENG CONTROL and REVERSER lights extinguished)
Crew oxygen pressure indicator > CHECK (as per dispatch oxygen requirements)
Oxygen panel > CHECKED (PASSENGER OXYGEN SWITCH guard closed and PASS OXY ON light
extinguished)
Landing gear indicator lights > CHECK 3 green
Voice recorder switch > AS NEEDED
Flight recorder switch > CHECK guarded, off light illuminated
Mach airspeed warning test switches > PUSH
Stall warning test switches > PUSH (activated 4 min. after aircraft is AC powered)
Hydraulic, oil quantity > CHECK
Maintenance docs., logbooks, charts, manuals, emergency equipment > CHECKED
Circuit brakers > CHECKED
Manual gear extension access door > CLOSED
Parking brake > SET (To check brake wear on external inspection)
Wheel well light > ON if it is nighttime (to check landing gear well)
*Start exterior inspection
*Generate a flight plan and do fuel + weather calculations (most popular website is SimBrief)
*Note information needed for CDU preflight (Flight number, cost index, crz alt, crz/clb/des
wind, reserve and block fuel, route, departure rw and procedure, arrival rw and procedure,
navaids, emergency procedures (eng out SID etc.), payload)
*Complete refueling and loading payloads
*Listen to ATIS (automatic terminal information service) for active runways, mandatory
aerodrome information, weather etc. information
CDU PREFLIGHT PROCEDURE
IDENT PAGE> Verify navdata, engine rating and aircraft model is correct
POS INIT PAGE> Verify the time is correct, enter present position (press next page and copy)
RTE PAGE> Enter origin and dest, flt number; press next page, enter the route(activate + exec)
DEP/ARR PAGE> Enter the expected dep. procedure, check the route on ND (activate + exec)
LEGS PAGE> Verify routing is correct, verify no discontinuties, verify altitude constraints
PERF INIT PAGE> Enter ZFW,verify fuel is correct; enter reserve fuel, cost index, CRZ alt, CRZ
winds, transition altitude (verify all entries and EXEC)
N1 LIMIT PAGE> Enter an assumed temperature or select a fixed derate *as needed*
TAKEOFF REF PAGE> Press next page and enter rw wind, rw slope; select rw condition. Press
prev page and enter takeoff flaps, calculate trim value by inserting CG and enter V-speeds
(set elevator trim to the value that you got here)
 <- Overhead scan flow
PREFLIGHT PROCEDURE (STARTING AT THE OVERHEAD PANEL)
Flight control panel > Flight control switches guarded (low pressure lights on), spoiler switches
guarded, alternate flaps master switch guarded, yaw damper switch on (no lights), standby
hydraulic and control system lights extinguished
Navigation panel > SET (all switches in normal position)
Displays panel > SET (SOURCE SELECTOR AUTO, CONTROL PANEL NORMAL)
Engine and spar valve lights > ON
Filter bypass lights > OFF
Crosfeed selector > CLOSED
All fuel pump switches > OFF (If not needed)
Electrical meter lights > OFF
Batter master switch > GUARDED
Cab util (galley) and Pass/IFE switches > ON
Standby power, bus transfer, generator drive switches > GUARDED + no lights except DRIVE)
-----------------------------------------------------------------------------------------------------------------------------
If APU is not started:
TEST switch > HOLD TO OVHT/FIRE
FIRE BELL, MASTER CAUT., FIRE WARN LTS, OVHT/DET, OVHT lts > VERIFY HEARD +
ILLUMINATED
One main fuel pump (or left center fuel pump if there is fuel on center tank) > ON
APU switch > START
*When APU GEN OFF BUS light illuminates:
APU GEN BUS SWITCHES > ON
APU FAULT, APU MAINT, APU OVERSPEED, APU LOW OIL PRESSURE, SOURCE OFF, TRANSFER
BUS OFF, STANDBY PWR OFF lts > EXTINGUISHED
Equipment cooling switches > NORM, lights off
Emergency exit lights > GUARD CLOSED (armed), light off
Passenger signs > Fasten belts ON, No smoking sign ON (Some aircrafts have chime instead,
then you are going to use it to inform the crew just before the departure to that you are ready
for departure, this is a company procedure not a Boeing SOP.)

<- Different configurations of passenger signs switches

Windshield wipers selectors > PARK
Window heat switches > ON
Anti ice switches > OFF
Engine hydraulic pump switches > ON
Electric hydraulic pump switches > OFF
Cockpit voice recorder > TEST
Pressurization indicators > CHECK (Rate of climb and diff.pres. zero, cabin alt. = field elev.)
Air conditioning panel > SET (Trim air, recirculation fans, all bleed switches on; isolation valve
open, packs auto, zone temperature selectors as needed)
Cabin pressurization panel > SET (cruising alt + destination elevation set to nearest 50 ft,
pressurization mode selector – AUTO)
Lights > CHECK (Landing, runway turnoff and taxi lights off, logo light as needed, position light
steady; anti collision, wing and wheel well lights off)
Engine start selectors > OFF or AUTO (whichever exists depending on aircraft configuration)
Ignition selector > R (right) for the first flight of the day "Ign L receives power from the
respective AC transfer bus, while Ign R receives power from the STBY AC BUS which is also used
for inflight starts on standby (battery) power so this is used to check that right ignitor is
working in case of an engine failure in flight"
 <- Continuing scan flow
EFIS (captain side):
Minimums > SET AS NEEDED (Minimums at takeoff is generally used to set the accel. height)
FPV and meters switches > SET AS DESIRED
Barometric selector > SET InHg or hPa as required and SET LOCAL PRESSURE
VOR/ADF switches > SET AS NEEDED
ND mode / range > MAP / as needed
TFC (traffic) button > PRESS
WXR (weather radar) button > OFF
Other map functions > AS NEEDED / REQUIRED

EFIS (first officer side):

Minimums > SET AS NEEDED (Minimums at takeoff is generally used to set the accel. height)
FPV and meters switches > SET AS DESIRED
Barometric selector > SET InHg or hPa as required and SET LOCAL PRESSURE
VOR/ADF switches > SET AS NEEDED
ND mode / range > MAP / as needed
TFC (traffic) button > PRESS
WXR (weather radar) button > OFF
Other map functions > AS NEEDED / REQUIRED
*Tip: terrain radar is generally turned on at first officer side if the captain is pilot flying
MCP panel:
Flight directors > ON (both) [turn on the pilot flying side first to make the f.d. master)
Course selectors > SET BOTH SIDES AS NEEDED (as per the departure procedure)
IAS/MACH selector > SET V2 speed
LNAV and VNAV > ON AS NEEDED (in some aircrafts you can only activate these after takeoff)
Heading selector > SET runway heading
Bank angle selector > AS NEEDED
Altitude selector > SET initial climb or any altitude given by the ATC
Autopilot disengage bar > CHECK UP

PREFLIGHT PROCEDURE – FORWARD:

Oxygen system > TEST
Clock > CHECK that correct time is shown, otherwise set the correct time
Nose wheel steering switch > GUARDED
Display selectors > BOTH NORM
Disengage lights > TEST both sides
Master lights switch > TEST (*WHEEL WELL FIRE light only illuminates with OVHT/DET test)
Displays > CHECK no flags, no alerts, FMA showing correct active modes etc.
Standby instruments > CHECK, SET (set local pressure, gauge the standby horizon if exists)
N1 REF , SPD REF selectors > AUTO
Fuel flow switch > RESET, then select the mode as desired
Autobrake > RTO
Landing gear lever > DOWN, 3 green lights
GPWS INOP light > OFF, GPWS switches GUARDED
GPWS > TEST (one press only, long test that gets activated by holding the button not needed)

PREFLIGHT PROCEDURE – CENTRE:

Speed brake lever > DOWN
Thrust levers > IDLE
Flaps > ZERO, CHECK flap position matches indication
Engine start levers > CUTOFF
Stabilizer trim cutout swithes > BOTH NORMAL
Communication radios / nav. and ADF radios > AS NEEDED / SET NAVAIDS for departure proc.
Audio control panel > SET active channels and volume levels AS NEEDED
Cargo fire panel > TEST cargo fire alert
Weather radar > TEST (with ground clearance), then SET
HUD system panel > SET for departure runway conditions (if exists)
*Request ATC clearance for your flight plan (modify departure procedure if change needed)
Transponder panel > ENTER the squawk given by ATC, mode put to standby
*Complete preflight checklist

*Complete taxi, takeoff and emergency briefing

*Verify engine area is clear (and remove all ground equipment, close all aircraft doors)
*Verify flight deck door and windows are closed and locked
*Request pushback and/or startup clearance
Fuel pumps > Main pumps on or centre pumps on if centre tank has above > 1000lbs/453kgs
Elec. hyd. pumps > ON if you are going to be pushed back with bypass pin installed, OFF if not.
(It totally depends on the pushback tug itself) (and if you are going to start engine 1 first
without any bypass pin, you must turn off ENG and ELEC (A) hydraulic pumps, to prevent
unwanted movement of front landing gear strut)
PACKs > OFF
Beacon light > ON
Transponder mode selector > ALT RPTG OFF or XPDR
*Complete before start checklist

*Make sure to release parking brake after the pushback tug is fully connected
Engine start procedure:
Lower display unit > ENG
Start sequence > ANNOUNCE
Engine start switch left or right > GRD (right is recommended to start first to even the right
tank fuel level with the left one since we started using the left tank before for the APU)
Confirm start valve open, monitor start, when N2 is above %20 (max 25), starting engine side
start lever put to idle; monitor engine parameters (exhaust gas temperature / EGT, N1, N2, fuel
flow...) When N2 is at %56, verify engine start switch is at OFF/AUTO position; if not, set it
yourself. !!!At this point, some airlines do not start the other engine until they are about to
reach the runway to save some fuel, if you want to also do this procedure please refer to
checklist below then skip all the after start procedure. If you wish to do a normal startup,
repeat the procedure for the other side.

<- ONLY IF YOU ARE GOING TO TAXI WITH ONE ENGINE, OTHERWISE SKIP

TWO ENGINE TAXI AFTER START PROCEDURE:

Parking brake > ON (with pushback tug driver confirmation)
Generator switches one and two > ON BUS
APU > OFF
Engine start switches > SET to CONT or AUTO (if AUTO exists)
Probe heat switches > ON / AUTO (whichever exists)
All hydraulic pumps > ON (if not turned on before)
PACKs > AUTO
Isolation valve > AUTO
APU bleed > OFF
Annunciator panel > RECALL
Flaps > SET to pre-planned takeoff position, verify in position with green light
Flight controls > CHECK yoke: full up, full down, neutral, full left, full right, neutral; rudder: full
left, full right, neutral (verify that flight controls are moving freely in all directions and both
control columns are moving in the same direction together)
*Complete before taxi checklist

*Request taxi clearance from ATC

After clearance is obtained:
Taxi light > ON
Runway turnoff lights > AS REQUIRED (generally needed for nighttime)
*Start taxiing towards the holding point
*Make sure to check both your left and right sides before any ground movement during any
phase of flight
After reaching the holding point:
Taxi light and runway turnoff lights > OFF (to prevent blinding the passengers and the pilots in
the plane approaching or departing on the runway)
Strobe light > ON (to get more visible to other traffics)
Weather radar > ON
Transponder > TA/RA
*Before takeoff checklist

*At this point start the other engine if you did not, and put the corresponding GEN on BUS
*Get line up and/or takeoff clearance from the ATC
*Make sure to check both your left and right sides before any ground movement during any
phase of flight
*Do not forget to put the CHIME switch to ON and notify the cabin crew for takeoff
*ARM A/T by putting the switch on the MCP to ARM position (auto throttle)

Entering the runway (after getting the clearance):

Landing lights, runway turnoff lights > ON
On runway:
*Confirm that you got the takeoff clearance

Taxi light > ON (This is also a company procedure and used among most pilots to remind that
they are cleared to takeoff or land, they put on the taxi light after getting the clearance. This is
not a Boeing SOP.)

Takeoff procedure:
Announce > Takeoff!
Set thrust levers to reach %40 N1 initially – After reaching %40, quickly monitor all parameters
that everything looks stable
If everything is alright – Push TO/GA switch on the thrust levers. This will give you a initial
vertical guidance after takeoff on the primary flight display and it will set engines to pre
selected takeoff thrust

On takeoff roll, don’t forget to make standart calls and FMA indication callouts (80 knots,
throttle hold, V1, rotate...)
* Between 0 knots and 80 knots is the low speed regime, any problems = REJECT!
* Between 80 knots and V1 is the high speed regime, reject reasons are limited
* After V1, even with an engine fire you must still continue the takeoff roll
At rotation speed, smoothly pull your control column back at a speed of 2-3 degrees per
second aiming to reach 15 degrees initially then following flight director commands after liftoff
Verify positive rate of climb (altitude is increasing, aircraft is climbing safely) = Gear up!
Follow flight director commands throughout the climbout.

Above 400ft : You can turn on the autopilot. CMD A or CMD B.

Monitor airspeed and retract the flaps per schedule and by confirming the airspeed increase.

Flow that is done after flap lever is set to up:

Autobrake > OFF
Landing gear lever > OFF
Fixed landing lights > OFF (if exists on your aircraft)
Taxi light > OFF
Engine start switches > OFF / AUTO (whichever exists)

*Complete after takeoff checklist

*Flying tip: It is a good practice to syncing the heading bug with the aircraft’s current heading
since sometimes you have to maintain your current heading given by the ATC or by yourself.

Climb procedure:
Above transition altitude > Set pressure to STD (1013 hPa or 29.92 inHg)
Monitor air temperature > If icing conditions exist, engine anti ice ON (Icing conditions: Visible
moisture etc., true air temperature (TAT) below 10°C and when the static air temperature
(SAT) is below -40°C SAT) As the temperature increases, make sure to turn off the engine anti
ice systems since it increases the fuel usage.

10.000ft flow:
Landing lights, runway turnoff lights > OFF
Terrain radar > OFF
NAV radios > ILS frequency to standby if you have pretuned the ILS
Seatbelt signs > AUTO if it is safe to do so (no turbulence, sharp turns etc.)

Monitor autopilot inputs during the climb/cruise/descend, all phases of the flight. Always
monitor navigation performance, make sure that everything is safe!

Before descend preparation (atleast at 50 miles to the descend point, you need some time):
*Obtain information required for approach (Communication frequencies, navaids required for
approach and missed approach, approach procedure requirements such as ils frequency +
course + glideslope interception waypoint (FAP / final approach point), FAP distance and
altitude..., weather, minimums, go around altitude, arrival procedure (STAR)… and other infos)

EFIS, CDU, NAV radio and MCP... preparation for arrival:

Annunciator recall > CHECK
EFIS > Set MDA (MDA is used for all non precision approaches (LOC,RNAV,NDB,ILS...), DH is
only used for RNP, CAT I-II-III ILS approaches)
MCP > Set final approach course (FAC) on both sides
NAV radio > Set ILS frequency on standby, VOR/ADF (whichever is required for app) on active
CDU – DEP/ARR > SET arrival procedure, approach procedure, transition (EXEC)
CDU – PERF > Set your landing GW to top left (To calculate it> go into PROG page. Extract your
landing fuel from your current fuel and extract that value from the GW on the PERF page and
set the result) and select flap/landing speed accordingly
CDU – DES > Go into forecast, enter winds, enter transition level for approach
Autobrake > SET needed as landing calculation
*Complete approach briefing
*Complete descent checklist

Descent procedure:
Inform passengers that you are about to start descend
Seatbelt signs > ON

10.000ft flow:
Fixed landing lights, runway turnoff lights > ON
Seatbelt signs > CHECK ON/AUTO
Terrain radar > ON
ILS frequency > SET to active

Approaching transition level > SET local pressure

*Complete approach checklist

As the speed decreases deploy flaps per schedule, make sure to be at atleast flaps 5 before
intercepting the glideslope

*Get approach clearance

When you are cleared for approach, turn all landing lights and taxi light the ON (again, this is a
common thing that is done among pilots to remind that they are cleared for approach, not a
Boeing SOP)

When you see both the localizer and the glideslope indications and cleared for approach:
Press APP button (if you are planning to do an autoland, also press the second autopilot now)
Wait for LOC (localizer established) callout on the FMA, and when you see it match the heading
bug with the runway heading
Wait for G/S (glideslope established) callout on the FMA, when you see it set the missed
approach altitude

When you are fully established (both on localizer and the glideslope), start configuring even
more for landing.

Put the gear down, set flaps to 15, decrease the MCP speed as you deploy flaps and make sure
that flap is deployed before deploying another stage of flaps for safety, arm the speedbrakes,
As the speed decreases set your landing flaps and set your approach speed on the MCP
*Complete landing checklist

*Get landing clearance

*Notify cabin crew for landing
Runway insight > Autopilot, auto throttle off continue manually.
!!! Do not descend below minimums until you see the runway, no runway sight at minimums
then go around! Do not hesitate!
On final make sure that you are stable (fully configured for landing, on the path lattery and
vertically etc.) If you are unstable, go around! A good landing starts with a good approach.

During the final approach, aim for the aiming point or PAPI lights to determine your height and
do small and slow pitch corrections.

Below 50ft, FLARE! Look towards the end of the runway and increase the pitch and decrease
the thrust as you feel that you need to start flaring. This is more like a practice and experience
thing so be confident about yourself, never get demoralized if you do a hard landing since a
good landing is a safe landing. On centerline, inside the touchdown zone, at a good speed with
nearly zero bank etc. Softness of the landing is the last criteria. Flare is done to decrease the
vertical speed to a safe margin. Not to land smooth!

After touchdown: Deploy reverse thrust, verify that speedbrake has been deployed, monitor
deceleration. At 70 kts start braking manually and at 60 kts turn off the reverse thrust.

After vacating the runway:

Start cleaning up the aircraft:
-Flaps UP
-Speedbrake UP
-Autobrake OFF
-Weather radar, terrain radar OFF
-Transponder ALT RPTG OFF or XPDR
-Landing lights, strobe OFF (also turn off the runway turnoffs if it is daytime)
-Probe heat OFF
-APU START (if you are close to the terminal, start the APU as late as possible for fuel saving)

Approaching stand:
-Taxi light OFF (We do not want to blind the marshaller and the ground crew!)
-Runway turnoffs OFF (if you used them)
-Slow down below 10 kts
-APU START (if you did not start it)

After parking:
-APU GEN ON BUS
-Engine start levers CUTOFF
-Fuel pump switches OFF (leave one of them ON for APU)
-Electric hydraulic switches OFF
-Isolation valve open
-Apu bleed ON
*Monitor N2 that it reaches below %25, then:
-Anti collision light OFF
-Seatbelt signs OFF
-Ground service connect
-Parking brake OFF (after chocks re inserted)
-Ground power ON (if connected)
-APU, APU bleed, fuel pumps OFF (if you are going to use ground power)

*Complete shutdown checklist

If you are going to fly again to another route, just go up and follow all the steps again; if you
are going to completely shutdown the aircraft, just follow along
Securing the aircraft procedure:
-IRS mode selectors OFF
-Emergency exit lights OFF
-Window heat switches OFF
-PACKs OFF
-APU OFF (if you did not shut it down)
-Battery OFF

*Complete secure checklist

This is it. We have completed our first journey. Thank you for
following me along. If you have any questions regarding the
procedures, do not hesitate to ask! If you appreciate my effort and this
document has been helpful for you, please do a comment and like the
file. If you think that i had some mistakes, also report these to me via
comments sections so i can update the file. Thank you.