The Boeing 737-345 Simulator Checkride Survival Manual

The OBLIGATORY (and certainly boring)

DISCLAIMER

t should be intuitively obvious to all concerned that I would never intentionally put anything in a document like this that I didn't believe was absolutely righteous. Everything in here is the Gospel Truth to the best of my reckoning. . . . but, of course, it goes without saying, that the final word on any of this stuff is the appropriate FAA source material, Boeing Aircraft Company manuals, and/or any one of the prodigious number of official company publications.

REMINDER: The material presented in this manual is written for the "SIMULATOR ONLY" and does not imply or suggest that there is any carryover value for the operation of the "REAL AIRPLANE." Current Company SOPs and FAA required operational guidelines ALWAYS supercede this information. I have compiled this material STRICTLY for STUDY and REVIEW in preparation for the SIMULATOR CHECKRIDE.

THIS DOCUMENT IS NOT (BY ANY CONCEIVABLE INTERPRETATION) INTENDED, MEANT, OR PLANNED TO BE CONSTRUED TO REPRESENT OR BE IN ANY MANNER A SUBSTITUTE FOR APPROPRIATE OFFICIAL MATERIALS.

NOTE:

This book is written solely by me and DOES NOT represent the “official” word for any specific airline. My wife and I work very hard in putting this together and marketing it. Sometimes we make boo-boos. We work in the dark shadows and alleyways of the real world, creating the manual from obscure and sometimes inappropriate material. It is a one man pirate show. I have, of course, used UAL as my model and have referenced their materials when I thought I could get away with it, but I DO NOT represent UAL by any stretch of the imagination.

THIS IS NOT OFFICIAL STUFF FOR ANYBODY OR ANY AIRLINE. Some of you guys seem to think that I am writing this with the consent, approval, and cooperation of the airline training people ... NOT SO! It is a senseless pursuit when you get all over me for not having "the latest word" at your particular airline. A better approach for you would be to help out this program and drop me a note about the tid-bits and secrets that you come across so we can share them with the other guys. The Training Center people actually do NOT particularly like this kind of material and sorta wish it would go away. It is a lot like a bad "marriage."

GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES

and PROCEDURES FOR STUDY AND REVIEW ONLY

introducing

INTRODUCTORY REMARKS

F

MIKE RAY's idea of

(OK to skip this part)

W

lying a simulator checkride, especially when your whole career is riding on the outcome, can be intimidating, to say the least. There are a bazillion unknown events that can creep up unexpectently on you and ruin your whole afternoon. Then there is the Check Air-Person, whose whole reason for being there is to make your life as miserable as possible. If you are like me, your brain turns to putty and recall of important items becomes virtually impossible at the most important moments during that “pretend” simulator evolution.

A TRAINING TOOLSET for procedures

hat the heck is a TRAINING TOOLSET, anyway? Let me start by telling you what a package of this sort is NOT.

This manual is NOT a "REFERENCE RESOURCE" or just another “FLIGHT MANUAL.” It has not been developed to be a source of answering questions or resolving ambiguities about the airplane or the operating environment; those questions are best handled by the "TRAINING and REFERENCE" manual, FOM, AIM, ETC.. Nor is this material a "TEACHING TOOLSET." Teaching stuff is best represented by all those CBTs, simulators, Instructors with their methods and materials that are developed at TK for introducing a "NEW" pilot into a "NEW" airplane environment. The materials represented here assume that the student has already been introduced to and "taught" the material.

What I found useful and helped me to narrowly squeak by my checkrides was to either bribe the Checkperson (a useless endeavor) … Or to divide the material into bite-sized chunks and memorize each one so that during the heat of battle, I could recall and perform each task calmly and with precision. The Check People seemed to be better disposed to this methodical technique, ensuring complete performance of each task as a unique and complete evolution rather than mounting a hodge-podge attack on the problem without a plan; flailing and shouting and generally beating the atmosphere into a froth.

The function of a "TRAINING TRYING TO TOOLSET" is to promote "ENHANCEMENT, FLY that stupid ENRICHMENT, and HABITUATION." That simulator quality of learning referred to as “enrichment” would be a means simply that every time you go over a lot easier ... task, your ability to perform that task becomes increased. Enhancement, on the other hand, means that your awareness of additional details and parts of the task, some of the things you didn't notice at first, become enhanced. Habituation is the result of knowing a task so well that only a minimum amount of conscious effort is required to perform that task perfectly. It is the target of our training toolset to create a knowledge base that uses a minimum of creative thought to complete the basic tasks, leaving your conscious brain available to ... If There was a develop creative responses to the complex and continually changing way to make some simulator checkride environment. sense out of all those That means that in order for boring manuals pilots to truly get to to know the required basic operating material, really KNOW YOUR STUFF, one MUST revisit the TRAINING TOOLSET again and again. Each time one goes over the material in the same way, over and over, a different and clearer picture develops of what the REQUIRED TASK is; so that pretty soon a pattern develops and you begin to "GET IT." This TRAINING TOOLSET gives you some devices that will help to complete your indoctrination and to assist you in developing more complete "LEARNING."

It is unfortunate that the ever changing mountains of stuff that has been provided for pilots to use as training material is not really presented in a simple and relevant manner. The required information does not seem to flow in any coherent or well planned way, but rather becomes an overpowering mass that comes pouring out in a choking firehose stream filled with an incoherent flood of meaningless details. It seems to me that it would be useful if there were a TRAINING TOOLSET that could be used as a resource to sort out the important and useful from the useless and unimportant (most of the stuff) and put it all down in a simple way so that an airline pilot could understand it.. So I have tried to put in this book “just the important” stuff, tossing out the seemingly less significant details, and tried make it a bit easier to assimilate. Hope it works for you. I would be delighted to have you contact me and tell me where we could make this better. 737ver5008

737ver5009

© Mike Ray 2000

published by UNIVERSITY of TEMECULA

4

© Mike Ray 2000

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. [email protected]



WELCOME to ...

A REFERENCE SECTION

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

This is a place where the new guy can go to find out where all those mysterious and strange sounding buttons and switches are located.

H

This will be the place where you spend a great deal of your waking hours for the next few years of your life. You will become intimately familiar with your little world and it will become an integral part of your very existence. You are a “GUPPY DRIVER.”

ere is a reference section that I placed in the book for the new guys and gals who haven't got a clue as to where all that exotic sounding stuff is located. I have found that when I am transitioning to a "new" airplane, just finding all those little doohickeys and doodads that are being talked about absorbs a whole lot of my time asset … also makes me want to quit studying and go watch TV. To help alleviate that problem, here is the complex and awesome landscape broken down into some smaller panels that will hopefully help you find the things in question.

I found that it takes about 100 hours to become familiar enough to call it “home,” and at about 300 hours, I owned the 737 and we became one unit; it became part of me and I came to think of myself as part of the airplane. I think that we, as pilots, come to identify with our airplanes and that there is a unique bond that few other occupations afford.

I have divided the 737 universe into seven distinct parts:

UPPER OVERHEAD PANEL MAIN OVERHEAD PANEL

I invite you to take the time and begin the lengthy process of becoming familiar with your new world, your universe. I think while you are new to this machine, that it would be useful to break out and identify some of the pieces of the complex “front office.” This, then, is an introduction to the BEAUTIFUL and WONDERFUL Boeing 737 GLASS GUPPY FLIGHTDECK. I know you are going to come to love it the way I did.

LEFT FORWARD PANEL

Let’s meet your new Sweetheart

THROTTLE QUADRANT and CDU 737ver5015

© Mike Ray 2000


6

© Mike Ray 2000


MCP and CENTER FORWARD PANEL

RIGHT FORWARD PANEL LOWER CONSOLE


and PROCEDURES FOR STUDY AND REVIEW ONLY Flightdeck panel preview

Flightdeck panel preview

MAIN OVERHEAD PANEL

UPPER OVERHEAD PANEL OBSERVER AUDIO-ENTMT

REVERSER IN-TRANSIT LIGHTS

There are NORMAL conditions during the operation of the reversers when these lights would come on; BUT IF they remain on for more than 12 seconds, they will trigger the Master Caution Lights.

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

LEFT PANEL

FLIGHT CONTROLS HYDRAULIC POWER PANEL

MACH/AIRSPEED WARNING TEST

OBSERVER MIC-SELECTOR PANEL

FLIGHT RECORDER PANEL

FLT CONTROL B A LOW QUANTITY LOW PRESSURE

ALTERNATE FLAPS

OFF ON

OBS AUDIO ENTMT

1-VHF-2-VHF

PTT

1-NAV-2

IRS DISPLAY

N28634 DSPL SEL

PPOS TK/GS

WIND HDG/STS

BRT

TEST

SYS DSPL

3

H 5

E 6

0

O O

3

3

TRANSIT

4

EXT FULL EXT

4

5

6

FAULT

ALIGN OFF

ON DC

FAULT

DC FAIL

INOP

ON

CREW OXYGEN

NAV ATT

ALIGN OFF

NAV

TEST

10

5

ATT

0

OXY PRESS PSI X 100

15 20

AUTO SLAT FAIL

OFF

MACH AIRSPEED WARNING

FLIGHT RECORDER NORMAL

NO 1

ON

NO 2

OFF

ON INOP

STALL WARNING TEST

NO. 2

NO. 1

PASS OXYGEN

EFI BOTH ON 1

ON

IRS BOTH ON 2

BOTH ON L

NORMAL

PASS OXY ON

BOTH ON R

NORMAL

FUEL INDICATOR PANEL: 1. FUEL VALVE POSITION 2. FILTER BYPASS INDICATOR 3. FUEL TEMPERATURE INDICATOR

L IRS R

SERVICE INTERPHONE SELECTOR

li

iii

FILTER BYPASS

OXYGEN CONTROL PANEL

STALL WARNING TEST

0

FUEL+20 TEMP

FUEL VALVE CLOSED

+40

C

iii

i

l

BRIGHT

-20

-40

ii

OFF

liiiiliiiilii

DIM

iii

FUEL VALVE CLOSED

DOME WHITE

FLAP/SLAT POSITION INDICATOR

EFI and IRS SELECTOR PANEL

TEST

TEST

NORMAL

SLATS

SLATS

LOW IDLE

MACH TRIM FAIL

ii

2

FLAPS

ALIGN

ON

OFF

FEEL DIFF PRESS SPEED TRIM FAIL

YAW DAMPER

PMC

SERVICE INTERPHONE

ON

iiiiliiiilii

1

2

PMC

ON

iil

EXT FULL EXT

1

ON DC DC FAIL

9

2 REVERSER

OFF

ii

TRANSIT

ALIGN

ENGINE

OFF

OFF

YAW DAMPER

NORM

I

O O

MASK BOOM EMER

REVERSER

CLR

PA

UP

ARM DOWN

0

LE DEVICES

MKR SPKR

B

1

ENT

INOP ADF-2

F-INPH-S

R

w 4

S 8

INOP

SPOILER A B

V

N 2

7

R

L

W128 635

INOP

OFF

LOW LOW PRESSURE PRESSURE

MIC SELECTOR

1. FLT CONTROL SHUTOFF 2. SPOILER SHUTOFF 3. YAW DAMPER SELECTOR 4. HYD LOW QUANTITY INDICATOR 5. HYD LOW PRESSURE INDICATOR 6. ALTERNATE FLAPS SELECTOR 7. INDICATOR LIGHTS: A. FEEL DIFF PRESS B. SPEED TRIM FAIL C. MACH TRIM FAIL D. AUTO SLAT FAIL

liiiiliiiil

VALVE OPEN

FILTER BYPASS

CROSS

FEED

FUEL CONTROL PANEL LOW LOW PRESSURE PRESSURE

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

FUEL PUMPS

DOME LIGHT SWITCH Cockpit dome lights have two bulbs. one bulb is powered by the BATTERY BUS. The other bulb comes on IF the EMERG EXIT LIGHTS are ARMED and the #1 DC BUS fails.

PMC Power Management Control

L


FWD

AFT

737ver5016

© Mike Ray 2000

ON

R

CTR

At or above 46% N2, the PMC provides a “LIMITED” electronic over-ride to correct N1... HOWEVER; THE PMCs SHOULD NOT BE RELIED ON TO PREVENT OVERSPEED or OVERTEMP. For example: If the throttles are moved rapidly to the stops, the PMC WILL NOT prevent an overspeed.


OFF


FWD

AFT

OFF

OFF

ON 1

ON 2

737ver5017a

7

© Mike Ray 2000





MAIN OVERHEAD PANEL

MAIN OVERHEAD PANEL

SKINNY MIDDLE PANEL and LOWER FORWARD

SECOND PANEL

-0+

50

CPS FREQ

320

110

20

40

DC VOLTS

0

ELECTRICAL INDICATOR PANEL

400

DC AMPS +

-50

100

420

AC, DC, FREQ indicators

120 AC VOLTS

130

ELECTRICAL CONTROL PANEL TR 1 BAT

APU GEN

TR 2

BAT BUS

GEN 1

TR 3

STBY PWR

INV

STBY PWR

TEST

PANEL

BRIGHT

TEST

OFF

NORMAL

AC STANDBY PWR OFF

CSD (Constant Speed Drive) PANEL

LOW OIL PRESSURE

STANDBY POWER

HIGH OIL TEMP

DISCONNECT

DISCONNECT

OFF

BAT

AUTO

DRIVE TEMP RISE

ALTERNATE

NO SMOKING LIGHT SELECTOR FASTEN SEAT BELT LIGHT SELECTOR FLIGHT ATTENDANT CALL BUTTON GROUND PERSON CALL HORN

ON

ON

1. STANDBY POWER SELECTOR 2. CSD PRESS/TEMP lights 3. CSD DISCONNECT SWITCHES 4. CSD OIL TEMP GAUGES

OFF

80 IN120

0

80 IN120

0

30

GEN DRIVE OIL TEMP C

0

200

50

OFF

ELECTRICAL POWER DISTRIBUTION PANEL:

100

150

AC AMPERES

0

BUS TRANS

A U T O

O F F

200

BUS OFF APU GEN OFF BUS

GEN OFF BUS

OFF

GEN 1

6 5 4

ON

APU GEN APU

LOW OIL PRESSURE

MAINT

7

OFF

ON

FAULT

8

50

EXH C X 100

0

GEN 2

OVER SPEED

100

150

AC AMPERES

200

RAIN REPELLENT

R

L WIPER OFF

LOW

PARK

HIGH

E X T E N D

TRANSFER BUS OFF

BUS OFF GEN OFF BUS

ENGINE START PANEL ENGINE IGNITION SELECTOR

CALL

APU START SWITCH

1. GROUND POWER SELECTOR 2. BUS TRANSFER SWITCH 3. APU GENERATOR SELECTOR 4. APU BUS POWER LIGHT 5. ENGINE GENERATOR SELECTORS

ON

TRANSFER BUS OFF

GRD CALL

30

160

40

GRD PWR

150

AC AMPERES

ON

ATTEND

GRD PWR AVAILABLE

50

ARMED

OFF AUTO ON 10 RISE 20


100

RAIN REPELLENT WINDSHIELD WIPER CONTROL

OFF A NR OM TE D

NO FASTEN SMOKING BELTS

160

40

OFF

EMER EXIT LIGHTS

IN DRIVE CAN BE RECONNECTED ONLY ON GRD

10 RISE 20

EMERGENCY EXIT LIGHTS ARM SWITCH

EQUIP COOLING SUPPLY EXHAUST

OFF

BAT

HIGH OIL TEMP

OFF

GALLEY RESID VOLTS

OFF

LOW OIL PRESSURE

BRIGHT

1. AC, DC, FREQ indicator selectors 2. BATTERY switch 3. GALLEY power switch 4. RESID VOLTS button

GEN 2

GRD PWR

CIRCUIT BREAKER PANEL LIGHTS

CIRCUIT BREAKER

EQUIPMENT COOLING SUPPLY FANS SELECTORS and WARNING LIGHTS

LANDING

RETRACT

L ON R OUTBOARD

OFF

L ON R INBOARD

RUNWAY TAXI TURNOFF L R OFF OFF ON

APU CONTROL and INDICATOR PANEL

ON

APU OFF GRD ON

OFF

CONT FLT

BOTH IGN L

TEMP 0

© Mike Ray 2000


OFF

IGN R

EXTERIOR LIGHTS PANEL

3 2 1

737ver5017b

GRD

START

1. MAINT (deactivated) 2. Low Oil Pressure 3. FAULT. Indicates an APU shutdown. If this is the only light illuminated on this panel, a relight may be attempted. 4. Overspeed indicator

8

ANTI STROBE POSITION COLLISION OFF ON BAT OFF

ENGINE START

© Mike Ray 2000


CONT FLT

WING OFF

WHEEL WELL OFF

ON

ON

OFF ON

ON

ON




MAIN OVERHEAD PANEL

MAIN OVERHEAD PANEL

RIGHT PANEL

THIRD PANEL OVERHEAT OVERHEAT

L

ON

WINDOW HEAT OVHT FWD FWD

SIDE

ON

PWR TEST PITOT STATIC A B

PITOT HEATER CONTROL PANEL

CONT CABIN

I/I0

AIR TEMP

SUPPLY DUCT

PASS CABIN

PASS CABIN

AIR MIX VALVE

AIR MIX VALVE T HO

R ELEV PITOT

HEAT

WING ANTI-ICE and ENGINE ANTI-ICE CONTROL PANEL

R ALPHA VANE

TEMP PROBE

120

DUCT OVERHEAT

TEMP160

80 40

0

DUCT OVERHEAT

200

F

AUTO NORMAL

COOL

COOL

COOL


WING ANTI-ICE

ENG ANTI-ICE

GND TEST

WARM OFF MANUAL

HYDRAULIC PUMPS SELECTOR PANEL

OFF

OFF ON

ON

1

WARM

COOL

WARM OFF MANUAL

RAM DOOR FULL OPEN

DUAL BLEED

RAM DOOR and DUAL BLEED lights

AUTO NORMAL

WARM

OVERHEAT OVERHEAT LOW LOW PRESSURE PRESSURE

AIR CONDITIONING INDICATORS and SELECTORS DUCT OVERHEAT LIGHTS

T HO

CAPT STATIC 1 AUX P/S

ON

L ALPHA VANE

HOURS

F/O P/S 2 AUX STATIC

OFF

L ELEV PITOT

0 28 3 2

SIDE OFF

ON

F/O STATIC 2 AUX P/S

ELAPSED TIME

R

OFF

CAPT P/S 1 AUX STATIC

APU HOURMETER

ON

CO LD

ON

ON

CO LD

OVERHEAT OVERHEAT

APU HOURMETER

WINDOW HEAT CONTROL PANEL

PNEUMATIC SYSTEM CONTROL and INDICATIONS

RAM DOOR FULL OPEN

RECIRC FAN

2

1. ISOLATION VALVE 2. RECIRC FAN SWITCH 3. PACK SELECTORS 4. BLEED AIR SELECTORS 5. BLEED AIR TRIP SWITCH 6. FAULT LIGHTS: A. PACK TRIP OFF B. WING-BODY OVERHEAT C. BLEED TRIP OFF

OFF

AUTO

ENG 1 OFF

ELEC 1

ELEC 2

ON

A

0

ENG 2

FWD ENTRY EQUIP

OFF AUTO HIGH

ON

B

FWD CARGO

FWD SERVICE

AFT CARGO

AFT SERVICE

WING ANTI ICE

00 00

HEADSET

PRESSURIZATION INDICATOR PANEL and ALTITUDE WARNING CUTOFF SWITCH

600 OHMS

10

S PRES 0 FF DI PSI

I

0

50

9

2

40

CABIN ALT

35

5

30

8

25

ALT HORN CUTOFF

OFF ON

APU

STANDBY

00350I

MANUAL

5

6

STBY

F L T

2

I .5

C

AB

IN CLIM

3 4

0 I 00

0F E EE T P

.5

I

CAB FLT

R

DN

G R D

AUTO

O P E N AC MAN DC

CHECK

B

UP

V A L V E C L O S E

08250 CABIN ALT

001257

7

PRESS DIFF LIMIT:TAKEOFF & LDG .125 PSI

2

MANUAL

DECR INCR CABIN RATE

S PU H

4

I5

PRESSURIZATION FAULT LIGHTS

BLEED

OFF SCHED STANDBY DESCENT

AUTO

WING ANTI ICE

BLEED TRIP OFF

RESET

ON

3

I0

X 1000 FEET

20

PACK TRIP OFF WING-BODY OVERHEAT

OFF

AUTO FAIL

COCKPIT VOICE RECORDER

OPEN

TRIP

BLEED TRIP OFF

ERASE

R PACK

OFF AUTO HIGH

AUTO

WING-BODY OVERHEAT

I TEST

TEST

100

CLOSE

PACK TRIP OFF

CVR (Cockpit Voice Recorder) CONTROL PANEL

80

PSI

ISOLATION VALVE

L PACK

OFF

HYD PUMPS

AFT ENTRY

20

DOOR OPEN LIGHTS


LR

OVERHEAT

OVHT

60

40

OVERHEAT LOW LOW PRESSURE PRESSURE

3

2

-.3

.3

.8

I.4

I.9

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0

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

737ver5017e

© Mike Ray 2000


9

© Mike Ray 2000


PRESSURIZATION CONTROL PANEL




LEFT FORWARD PANEL

LEFT FORWARD PANEL

RIGHT SIDE

LEFT SIDE

GPWS and BELOW G/S warning lights

AIRSPEED INDICATOR

MARKER BEACONS INDICATOR LIGHTS and SELECTOR

ADI ATTITUDE DIRECTOR INDICATOR

A/P, A/T, FMC Disconnect lights

LIGHTS TEST SWITCH

ILS STATUS PLACARD

INSTRUMENT SWITCH and ALTITUDE ALERT

STANDBY AIRSPEED INDICATOR

LIGHTS TEST

THR HLD

PULL UP

180

BELOW G/S P-INHIBIT

A I R AIRWAYS W A Y S T

MARKER

RI G H

HIGH

T

B M MIDDLE DI D L E T

IG H BR

OUTER

400

O U T E R

80

4 75 6

MACH

350 300

LOW

1 230 KNOTS 9

250

160

20

20

10

10

BRT

FD

HSI HORIZONTAL SITUATION INDICATOR

1 140 9

60

IG H BR

HDG SEL

TO/GA

200

120

R

100 100

120

10

10

20

20

SAI STANDBY ATTITUDE INDICATOR

DIM

A/P A/T FMC P/RST

P/RST

P/RST

1

THIS AIRCRAFT IS NOT IN CATEGORY II STATUS SEE MINIMUM EQUIPMENT LIST AND DEFERRED SECTION OF LOG BOOK

2 TEST

INSTR SWITCH

DH 109

3540

140

MAINTAIN AT LEAST 45% N1 WHEN OPERATING IN OR NEAR MODERATE TO HEAVY RAIN, HAIL, OR SLEET

ALTITUDE ALERT

160 180

SPEED BRAKE position lights

PULL TO SET

32.7 NM 283

CHR

9 12

G

M

T

RUN

FS

HLD

SS

6

28

30

RESET

18 21

.0 3

ET

15

20

VO

FLOOD LIGHT CONTROL PANELS

DME-2

DME-1

10

0

1534.8 Z GS 296

27 3 0

RUN HLD

GMT

ET/CHR

M

24

40

16:12

188

R

100

9 8

0 FT

MB

7 10 1 3 6

F AD

1

0 00 1

32

ALT

33

50

TRK

TAS

0327 1633

60

5

2

80

2992 4

120

10

10

140 KNOTS 250 160 240 220 180 200

10

10

ILS

N O R M

2

1

1276 2.6 R 10.4 L

320/18

VERTICAL SPEED

.5

6

WINDSHIELD AIR

FOOT AIR

RDMI Radio Distance Magnetic Indicator

PANEL

BRIGHT

BRIGHT

BACKGROUND

.5

AFDS FLOOD

1

BRIGHT

BRIGHT

MB

ALT

50,000

7

4

6

2

FEET

10 1 3

50

8

1000 FPM

MAP

100 0

9

4

0

CLOCK

B/'CRS

SPEED BRAKE DO NOT ARM

NOSE WHEEL STEERING A L T

30 ILS

OFF

BARO

ADF INOP

N1234UTP

30

100

IAS

350 300

3

IN.HG

60

400

2992 IN.HG

5

CTR

SPEED BRAKE ARMED

1

27 2 26 25 24 23 3

1000 FT

QTY TEST

4

FUEL

STAB OUT OF TRIM

ERR LB.

88 88 08 1

2

BARO

OFF

ALTERNATE NOSE WHEEL STEERING switch

OFF

OFF

FUEL

BAROMETRIC ALTIMETER

FOOT and WINDSHIELD AIR BLOWER controls

ERR LB.

88 88 08

WXR

TERR

TERR OVRD

ON

ON

OVRD

STANDBY ALTIMETER

EGPWS switches

© Mike Ray 2000

ERR LB.

STAB OUT OF TRIM light

INOP

737ver5018a


FUEL

88 88 08

10

IVSI Inertial speed indicator

FUEL QUANTITY test switch

© Mike Ray 2000


FUEL QUANTITY indicators 737ver5018b




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

CENTER FORWARD PANEL

CENTER FORWARD PANEL with EIS (engine instrument system)

YAW DAMPER indicator

SPEED BRAKE test buttons

FUEL FLOW selector switch

START VALVE open lights

ENGINE OIL quantity test button

THRUST MODE ANNUNCIATOR

START VALVE open lights

YAW DAMPER indicator

FLAP indicator and lights

FLAP indicator and lights

THRUST MODE ANNUNCIATOR YAW DAMPER

YAW DAMPER

NOSE GEAR

ENG OIL QTY TEST

RESET

NOSE GEAR

RATE

REVERSER UNLOCKED

REVERSER UNLOCKED

2

1

2

START VALVE OPEN

START VALVE OPEN

LOW OIL OIL FILTER PRESSURE BYPASS


2

1 UP

% RPM X 10

5 86.4 4

10

85.4

8

10

4

84.8

8

PULL TO SET

4 743 2

EGT 6

4

PSI

40

80 OIL 60 PRESS

0 100 02

40

20

PSI

0 100 02

20

ANTISKID ANTI SKID INOP

C X 100

10

0

8

2

7 766 5

EGT 6

4

30

LE FLAPS EXT

LE FLAPS TRANSIT

PULL TO SET

C X 100

10 8

80 OIL 60 PRESS

2

0 2

150 OIL

150 OIL

100

C

50

4

100

O

-50

TEMP

50

0

O

C

TEMP

-50

4 87.3 2 10 N2

0

8

% RPM X 10

6 86.5 4 10 N2

0 2

8

4

6

0 2

0

3

OIL QUANTITY

4

1

GALLONS

4

6

1

GALLONS

3

2

AUTO BRAKE AUTO-BRAKE DISARM

2

2

4 12 723 0 2 2 RATE/USED

10

8

FF 00

PPH

X 10

6

4

4 12 712 0 2 2 RATE/USED

10

8

ENGINE INDICATORS 1. RPM (N1) 2. EGT 3. RPM (N2) 4. FUEL FLOW 5. OIL PRESSURE 6. OIL TEMP 7. OIL QUANT 8. VIBRATION

FF 00

PPH

X 10

6

4

1 2

3 VIB

1 1

REVERSER UNLOCKED

4

2

1

3 VIB

4

OFF

1 5

5

0

RTO

0

ANTISKID switch

AUTO BRAKE selector and DISARM light

3 MAX

84.6

© Mike Ray 2000

REVERSER UNLOCKED

CRZ

2

START VALVE OPEN

START VALVE OPEN



REVERSER UNLOCKED

UP

L A N D I NOFF G

12 10 8

0

8

12

56 7 2 6

10 8

4

0

6

6

N1

% RPM

8 827 6

DN

LANDING GEAR LIMIT (IAS)

12 PULL TO SET N1

OPERATING EXTEND 270K-.82M RETRACT 235K EXTEND 320K-.82M

10 8

56 43 2 6

12 10 8

4

FF/FU

PUSH

1-230K 15-195K 2-230K 25-190K 5-225K 30-185K 10-210K 40-158K 230K ALT FLAP EXT

5556 2 6

FUEL USED

1. RPM (N1) 2. EGT 3. RPM (N2) 4. FUEL FLOW 5. OIL PRESSURE 6. OIL TEMP 7. OIL QUANT 8. VIBRATION 9. HYD QUANT

11

QTY

94

OFF

4 5 3 2 1 0

AUTO BRAKE

VIB A

HYD

3

4

4

2 1 0 PULL TO SET N1

99

2 2 1 0

PRESS %FULL

QTY

RF 88%

1

4

OFF

100

ANTISKID switch AUTO BRAKE selector and DISARM light

© Mike Ray 2000


RTO

DN


AUTO-BRAKE DISARM

B

3

UP L A N D I NOFF G G E A R

ON

RESET FUEL USED

ENGINE INDICATORS

LANDING GEAR Operating handle, placard, and indicators

%FULL

OIL

4 5 3 2 1 0

0

PPH/LB

FLAPS LIMIT (IAS)

OIL TEMP

1000 PSI

X 1000

0

100

200

0

86

8 827 6

N2

ANTI SKID INOP

200

0

4 76 3 2

EGT

ANTISKID

C

100 C

7 746 5

0

OIL PRESS

4

LE FLAPS EXT

LE FLAPS TRANSIT

0

55 5 2

RIGHT GEAR

15 25 30

100

50

RIGHT GEAR

LEFT GEAR

5

40

PSI

LEFT GEAR

10

C

100

50

2

1

FLAPS

21

TAT

84.6

MAN SET

% RPM

737ver5019a


2

UP

0

OIL QUANTITY

4

RIGHT GEAR

G E A R

ON

OFF

% RPM X 10

LEFT GEAR

15 25 40

% RPM X 10

4 85.3 2

N1

2

RIGHT GEAR

10

FLAPS

N1

LEFT GEAR

5

L

R-TO R-CLB CRZ G/A CON A/T LIM

1

NOSE GEAR

NOSE GEAR

USED

L

FUEL FLOW

SPEED BRAKE TEST 1 2 3

3 MAX


FLAPS LIMIT (IAS) 1-230K 15-195K 2-230K 25-190K 5-225K 30-185K 10-210K 40-158K 230K ALT FLAP EXT

LANDING GEAR Operating handle, placard, and indicators





MCP PANEL

ANTI-ICE

ENG

IRS

APU

HYD

OVERHEAD

OVHT/DET

DOORS

AIR COND

ELEC

MASTER CAUTION

FIRE WARN

PUSH TO RESET

BELL CUTOUT

SPEED BRAKE EXT ind light

PWS inop light

AUTOFLIGHT ANNUNCIATOR ADI attitude direction indicator

AIRSPEED INDICATOR WARNING and CAUTION light pack (push to reset)

A/P A/T FMC

PWS INOP

P/RST

P/RST

P/RST

BAROMETRIC ALTIMETER

1

PULL UP

THR HLD

HDG SEL

TO/GA

FD

BELOW G/S P-INHIBIT

180

60 400

4 75 6

MACH

350 TAT

o

+88.8

KT

300

C

250

1 230 KNOTS 9

20

10

10

10

10

PULL UP BELOW G/S P-INHIBIT

1 140 9

100 120

120

140 160 180

R

100

20

20

DH 109

3540

7

OFF

N1

SPEED

LVL CHG

HDG SEL

APP

ALT HOLD

MA

9 12 HYD SYS PRESS

2

F/D

CWS

4

VO

R

188

M

1/2 HYD QTY 3/4

FLIGHT DIRECTOR switch

RFL

50

16:12 GMT

10

6 1000 FPM

.5

F

4

1

2

40 RUN HLD

ET

ET/CHR

28

30

20 RUN

FS

HLD

SS

RFL

SYS B

RDMI radio distance magnetic indicator MAP

AUTOPILOT disengage bar

INOP

COURSE selector

FLAP/GEAR INHIBIT

SYS TEST

WXR

TERR

ON

ON

CLOCK

1276 2.6 R 10.4 L

WINDSHIELD AIR

PANEL

BRIGHT

BRIGHT

IVSI Inertial vertical speed indicator

FOOT AIR

OFF NORMAL

EGPWS switches HYDRAULIC and BRAKE system gauges GROUND PROXIMITY control panel

© Mike Ray 2000

4

1/2 HYD QTY 3/4 1/4 E

SYS A

GROUND PROXIMITY

737ver5019c


VERTICAL SPEED

0

320/18

HDG SEL heading selector

60

2

1 .5

OFF

E

COURSE selector

O U T E R

CHR

1534.8 Z GS 296

RESET

1/4

V/S Vertical speed selector wheel

OUTER

ADF INOP

UP

FLIGHT DIRECTOR switch

IN.HG

2992 4

1

DISENGAGE

V/S

TRK

AD

0

PSI X 1000

ON

32.7 NM 283

TAS

6

310

3

BA

CMD

5

IG H BR

3

T

DN

SEL

COURSE B

A

.0 3

ON

A/P ENGAGE

+0000

10000 VOR LOC

OFF

VERT SPEED

18 21

33

MA

F/D

000

ALTITUDE

15

27 3 0

283

ARM

L NAV

DME-2

DME-1

24

310

HEADING

ALT

MB

10 1 3

IG H BR

M I MIDDLE D D L E

2

0327 1633

0

1

V NAV

A IG H I BR R AIRWAYS W A Y S

1

0 00 1

BARO

4

PSI X 1000

IAS/MACH

0 FT

32 6

3

HYD BRAKE PRESS

A/T

8

PULL TO SET

2

COURSE

100

9

T

200

20

T

AUTO-PILOT selector switches

160

80

T

ALTITUDE selector

IAS SPEED selector

MARKER BEACON indicators

2 TEST

SPEED BRAKE

AUTO THROTTLE switch

GPWS and BELOW G/S light

M

PUSH TO RESET

TOTAL AIR TEMP gauge

G

MASTER CAUTION

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.

FUEL

FLT CONT FIRE WARN BELL CUTOUT

RIGHT FORWARD PANEL

12

HSI horizontal situation indicator

© Mike Ray 2000


AIR CONDITIONING controls LIGHTING controls




THROTTLE QUADRANT and CDU PANELS

X-BAND WEATHER RADAR control panel

WX/TURB WX

-

SPEED BRAKE lever INIT REF

RTE

CLB

CRZ

DIR INTC

LEGS

DEP ARR

HOLD

PREV PAGE

NEXT PAGE

FIX

D S P Y

F A I L

1

2

3

4

5

6

7

8

9

.

0

+/-

B

C

F

G

K

L

P

Q

R

S

T

U

V

W

X

Y

Z

GAIN

D

E

H

I

J

M

N

O

DEL

15

0 AUTO

OFF

MAX

AUTO

DN

PWS

15 5

10

CDU control display units

M S G

O F S T

INIT REF

RTE

CLB

CRZ

DIR INTC

LEGS

DEP ARR

HOLD

FIX D S P Y

FLAP selector handle

REVERSE LEVERS

CLR

-

-

10

UP

EXEC

A

AUTO

MAN

5

DES PROG

TILT

MAP

TEST

F A I L

PREV PAGE

NEXT PAGE

DES EXEC

PROG

TRIM A B WHEEL C D E

1

2

3

4

5

6

7

8

9

.

0

+/-

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Y

Z

DEL

M S G

O F S T

CLR

D EEKE SPRA B

STAB TRIM indicator

DOWN

GEAR WARNING HORN cutout

ARMED

FLAP UP 0

STAB TRIM

0 5 10

1

FLIGHT DETENT

1

2

10

15 AP NOSEL UP

THRUST LEVERS

APL NOS DOWEN

5

UP

HORN CUTOUT

FLAP STAB TRIM

2

TAKE-OFF CD - %MAC 30-20-10

APL NOSE DOWN


PARKING BRAKE lever

5

15

10

25

15

30

APL NOSE UP

STAB TRIM cutout switches

40

STAB TRIM FLAP DOWN

PARKING BRAKE PULL

CUT OUT

737ver5021a

0

1

FUEL CUTOFF levers

2

© Mike Ray 2000


13

© Mike Ray 2000



© Mike Ray 2000



14

© Mike Ray 2000




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! © Mike Ray 2000


15

© Mike Ray 2000



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

BIGGIE

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

AFTER THAT NIT-PICKING STUFF

START HERE

© Mike Ray 2000


X

16

© Mike Ray 2000




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 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.

FLOWS

In order to get the jet ready to fly, here is what we have to do.

It is virtually impossible to memorize every part of every step of operating the airplane, particularly when you are doing the set-up steps. Pilots are expected to do the whole process from memory … FLAWLESSLY!!! So, how can it possibly be done. A process referred to as “flows” has evolved. This system was revealed by a mystical revelation from heaven to a really smart early airline pioneer probably named Albert Einstein. Thanks to him, we have for us a system to learn all this complicated stuff.

ONE GUY DOES THIS:

FIRST 4 STEPS

The flows are simply a step by step process for learning and remembering the incredible mountain of material that we, as pilots, have to process.

FIRE SYSTEM TEST 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 difference, however, is this: “CHECKLISTS ARE NOT TO BE MEMORIZED,” BUT “FLOWS ARE EXPECTED TO BE MEMORIZED!”

INITIAL FLIGHT DECK PREPARATION Captain or First Officer

FMC INITIALIZATION Captain or First Officer

SO ... HERE ARE THE FLOWS

EITHER OTHER GUY DOES THIS:

EXTERIOR INSPECTION Captain or First Officer

THEN

CAPTAIN’S FLIGHT DECK SET-UP Captain

The following pages represent the famous “FLOWS!”

FIRST OFFICER’S FLIGHT DECK SET-UP First Officer

Then ...

Captain and/or First Officer FINAL FLIGHT DECK SET-UP

© Mike Ray 2000


17

... then you do the "SLASH 4" PUSH-BACK START ENGINE TAXI-OUT TAKE-OFF DO EVERYTHING RIGHT PASS CHECKRIDE © Mike Ray 2000

PO Box 1239 TEMECULA, CA 92593 737ver5028



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

DUH!

DISCUSSION: It is common to have a plane change, an equipment substitution, gate change, or last minute flight cancellation. You have to be alert. Some crews have actually gotten airborne on the wrong airplane. YIPE! You DO NOT want to be referred to as a “Rocket Scientist” by the TK Checkguys.

737ver5030

© Mike Ray 2000


18

© Mike Ray 2000



© Mike Ray 2000



19

© Mike Ray 2000



© Mike Ray 2000



20

© Mike Ray 2000



© Mike Ray 2000



21

© Mike Ray 2000



© Mike Ray 2000



22

© Mike Ray 2000



© Mike Ray 2000



23

© Mike Ray 2000




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

1 OXYGEN QUANTITY

EXTERNAL or START APU POWER

ALWAYS CHECK BATTERY SWITCH and CIRCUIT BREAKERS whether on initial leg or through legs

2 IRU MODE SELECTORS

3 GALLEY POWER 4 EQUIP COOLING

6

7

LIGHTS TEST

CAUTION RESET 14 MASTER

15 16

CARGO FIRE/ SUPP PANEL 3 MIC SEL SWITCHES

BULBS 17 SPARE

18 EQUIP EMER

© Mike Ray 2000


24

AIR CONDITIONING

BODY OVERHEAT 5 WING 5a RECIRC ENGINE OIL TEST 8 QUANT

9

LANDING GEAR LEVER/LIGHTS

10 QUANTITY

HYDRAULIC

11 LEVER PARKING 12 BRAKE FIRE 13 TEST FLAP

C MIKE RAY 2001

NOSE GEAR PORT 19 DOWNLOCK © Mike Ray 2000


The following pages are the technical details.



UPPER OVERHEAD PANEL

MAIN OVERHEAD PANEL

1 OXYGEN QUANTITY check the gauge for a

MINIMUM 875 PSI

add 375 psi for each occupied observer seat(s) on the FLIGHT DECK.

W128 635

N28634 DSPL SEL

PPOS TK/GS

BRT

TEST

WIND HDG/STS

SYS DSPL L

N 2

3

w 4

H 5

E 6

S 8

9

ENT O O

0

I

O O

ON DC

ALIGN

ON DC

DC FAIL

FAULT

DC FAIL

ALIGN

NAV

NAV ATT

OFF

2

1

BAT

ON

LOW IDLE

INOP

CREW OXYGEN

STBY PWR

INOP

10

5

PASS OXYGEN

0

OXY PRESS PSI X 100

15 20

2

IRU MODE SELECTORS VERIFY BOTH IN

NAV

GEN 2

4

Crews are to initiate their OWN IRU alignment! If “other” crew has got ‘em running, shut them down and start over!

ON NOTE: If it is a ferry or maintenance flight,leave it off. The thinking is, why shoot juice back there and maybe cause a fire when there is no reason for it.

INV TEST

OFF


ON AC

ON PASS OXY ON

3 GALLEY POWER SWITCH

GALLEY RESID VOLTS

BAT

EQUIP COOLING SWITCH

NORMAL

4

ALTERNATE OFF

OFF

verify SWITCHES ...NORMAL LIGHTS ....OFF NOTE: This is a BIG DEAL! If one of those lights are ON, place the affected fan in ALTERNATE and GET MAINTENANCE RIGHT NOW!

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. NOTE 2: Reasons the ALIGN LIGHTS FLASH:

   

GRD PWR STBY PWR

TEST

ON

L IRS R

2

GEN 1

TR 3

OFF

NORMAL

ATT

APU GEN

TR 2

BAT BUS

PMC

ON

CLR

TR 1

REVERSER

PMC

FAULT

ALIGN

ENGINE

REVERSER

ALIGN

OFF

OFF ON

1

7

R

GALLEY

RAM DOOR FULL OPEN

DUAL BLEED

Took too long to put in Present Position Error in Present Position Wrong Present Position Fault in IRU

5a

RECIRC FAN AUTO

5a

RECIRC FAN OFF

AUTO

NOTE 3: If you should inadvertently go to the ATT position, shut off units and start over. ATT IS NOT GOOD!

0

5

If you have a FAULT LIGHT: This indicates a FAULT in the system. Shut OFF unit for 30 seconds and reselect NAV. If FAULT LIGHT remains, GET MAINTENANCE INVOLVED. DO NOT CONTINUE. If you have an ON DC LIGHT: It is normal for the light to be illuminated momentarily after turning on the set; but if it persists, it indicates the IRU is operating “ON” DC, and that the AC power is “NOT NORMAL.” GET MAINTENANCE INVOLVED, DO NOT CONTINUE. If you have a DC FAIL LIGHT: If BOTH IRUs have this indication, it means that the BATTERY VOLTAGE IS LOW OR DEAD; however, if only ONE IRU shows this indication, then (and this is a favorite Check guy question) it is operating normally on AC. It should be fixed, but the IRU is operating normally. GET MAINTENANCE INVOLVED. DO NOT GO. Could be an internal fault.

5

WINGBODY OVERHEAT TEST

PUSH AND HOLD OVHT TEST button CHECK 5 lights ON (2) WING-BODY OVERHEAT (1) AIR COND (2) MASTER CAUTION NOTE: The WING-BODY OVERHEAT lights take about 10 seconds to come on.

737ver5043 737ver5042

© Mike Ray 2000


25

© Mike Ray 2000


L PACK

OFF AUTO HIGH

PSI

80

TEST

100

ISOLATION VALVE

R PACK

OFF AUTO HIGH

CLOSE

AUTO

TRIP TRIP OFF

WING ANTI ICE

OVHT

60

40 20

SOME IRU GOTCHAS:

RAM DOOR FULL OPEN

LR

IRS DISPLAY

WING-BODY OVERHEAT BLEED TRIP OFF

OPEN

TRIP RESET

TRIP TRIP OFF

BLEED TRIP OFF

OFF

OFF I

ON

AUTO FAIL

WING ANTI ICE

WING-BODY OVERHEAT

APU

ON

2

BLEED


MANUAL



FORWARD PANEL AIR CONDITIONING PANEL

7 AIR TEMP

SUPPLY DUCT

PASS CABIN

PASS CABIN

AIR MIX VALVE CO LD

120

DUCT OVERHEAT

80

TEMP160

40

If using GROUND UNIT:

0

DUCT OVERHEAT

200

F

AUTO NORMAL

AUTO NORMAL

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

COOL

WARM

COOL

COOL

WARM OFF MANUAL

WARM

COOL

WARM OFF MANUAL

If using APU BLEED AIR:

APU BLEED SWITCH ....................… ON ISOLATION VALVE SWITCH ....… AUTO L or R PACK SWITCH .... AUTO or HIGH

RAM DOOR FULL OPEN

DUAL BLEED

RAM DOOR FULL OPEN

Use HIGH instead of turning on another unit if additional A/C needed.

RECIRC FAN

TEMP SELECTOR .................as desired

OFF

AUTO

APU BLEED SWITCH ..................… OFF ISOLATION VALVE SWITCH ....… OPEN L or R PACK SWITCH .... AUTO or HIGH

LR

20

Such as air supplied by a ground cart.

0

OFF AUTO HIGH

TEMP SELECTOR .................as desired

80

TEST

100

R PACK

OFF AUTO HIGH

CLOSE

AUTO

PACK TRIP OFF

WING ANTI ICE

PSI

ISOLATION VALVE

L PACK

Use HIGH instead of turning on another unit if additional A/C needed.

OVHT

60

40

If using UNCONDITIONED BLEED AIR:


OPEN

TRIP RESET

PACK TRIP OFF

These are the switches we are talking about!

LD CO

T HO

There are THREE WAYS to run the A/C:

NOTE: On “some” planes, the FIRE HANDLE and WHEEL WELL LITES do not come on during test.

T HO

6 AIR CONDITIONING

7

AIR MIX VALVE

NOTE: MKR BCN, FLT ANNUNC, PARK BRAKE don’t come on at all.

WING ANTI ICE

WING-BODY OVERHEAT

TEST

BRT

ON


1

REVERSER UNLOCKED

8

AUTO FAIL

ON

© Mike Ray 2000


4 85.3 2

N1

ENG 85.4 OIL QTY test 84.8 2

10

8

8



PULL TO SET

80 OIL 60 PRESS

4

40

Push the button and observe4all the indicators 7 766 743toward ZERO, move EGT 5 EGT 2 return when released. 10

0

2

10

0

8

2

6

NOTE: This feature is not on EIS configured airplanes. 4

4 87.3 10 N2 2 % RPM X 10

10 15 25 40

80 OIL 60 PRESS PSI

40

20

0 100 02

20

30

LE FLAPS EXT

LE FLAPS TRANSIT


C X 100

8

5

FLAPS

0 100 02

PSI

2

1 UP

PULL TO SET

C X 100

150 OIL

150 OIL

100 50

4

O

C

-50

TEMP

100

O

C

50

0

-50

TEMP

ON

0 OFF

% RPM X 10

0 2

4

6

8

START VALVE OPEN

2

10

4

6

2

START VALVE OPEN

% RPM X 10

6 86.5 10 N2 4 8

0

0 2

4

GALLONS

3

4

6

OIL QUANTITY

0

1

4

OIL QUANTITY GALLONS

2

3

1

2

2

4 12 723 0 2 2

10

2

8

BLEED


1

REVERSER UNLOCKED

2

% RPM X 10

5 86.4 4

N1

8

OFF

APU

ENG OIL QTY TEST

USED

DIM

RATE/USED

I

YAW DAMPER

RESET RATE

BLEED TRIP OFF

OFF

FUEL FLOW


LIGHTS

L

CONT CABIN

LIGHTS TEST

Select TEST, NOT all the lights come ON.

FF 00

PPH

X 10

6

4

4 12 712 0 2 2 RATE/USED

10

8

FF 00

PPH

X 10

6

4

1 2

3 VIB

2

1

3 VIB

4

OFF

1 5 0

MANUAL

26

4

© Mike Ray 2000


5 0

RTO

3 MAX



RIGHTSIDE FORWARD PANEL THROTTLE QUADRANT

9 A/P A/T FMC P/RST

P/RST

P/RST

1

15 25 40

VERIFY LEVER DOWN and GREEN LITES ON, RED LITES OFF

30

11

FLAP LEVER

11

check the LEVER agrees with the FLAP POSITION indicator.

PULL UP

RIGHT GEAR

60 400

UP TAT

o

+88.8

KT

300

C

250

4

160 180

0327 1633

DME-2

DME-1

0

PSI X 1000

1

18 21

6

27 3 0

9 12

24

15

DN 3

BA

4

.0 3

HYD SYS PRESS

2

VO

R

DF

0

PSI X 1000

A

1

FLAPS LIMIT (IAS) 1-230K 15-195K 2-230K 25-190K 5-225K 30-185K 10-210K 40-158K 210K ALT FLAP EXT

120 140

10

3

HYD BRAKE PRESS


200

100

PULL TO SET

2


1 230 KNOTS 9

HYDRAULIC QTY

10 CHECK QUANTITY

80

4 75 6

MACH

350

NOTE 1: The quantity should be above the “RFL” mark. NOTE 2: 1675# of fuel is REQUIRED in the respective tank to ensure adequate HYD PUMP cooling. NOTE 3: On DIGITAL EIS display, ABOVE 88% indicates normal quantity.

DOWN

ARMED

FLAP UP 0

STAB TRIM

APL NOSE DOWN

0 5


L A N D I NOFF G

NOTE 1: The whole concept here is NOT to automatically place the lever to “UP”, but rather to make it agree with the indicator. The problem is that when the “B HYDRAULIC SYSTEM” becomes pressurized, the flaps will want to move to the selected position.

P-INHIBIT

SPEED BRAKE

10

1

FLIGHT DETENT

1

2

10

15

15

APL NOSE UP

3

HYD BRAKE PRESS

4

2

0

PSI X 1000

1

12

HORN CUTOUT

1/2 HYD QTY 3/4

E

RFL

SYS A

E

12

ORAL QUEST: What fluid is used to cool the HYDRAULIC PUMPS?

SYS B

25

15

30

APL NOSE UP

FLAP DOWN

CUT OUT

1

RFL

5 10

40

1/2 HYD QTY 3/4 1/4

0

STAB TRIM

PARKING BRAKE PULL

ADF INOP

1/4

APL NOS DOWEN

5

UP

FLAP STAB TRIM

2

2

PARKING BRAKE

NOTE 2: When you get in the cockpit, if you see the Parking Brake is set, but notice that the BRAKE PRESSURE is LOW; your first impulse may be to power up the “B” system and get the brakes set. BUT, if the brakes were set properly in the first place, it is NOT necessary to power up the "B" system to RESET the brakes. WARNING: REMEMBER, IF YOU POWER UP THE "B" HYDRAULIC SYSTEM, YOU MUST HAVE SOME OUTSIDE OBSERVER CHECK THE FLAPS/LE DEVICES “CLEAR”. CHECK: PARK BRAKE LIGHT ....ON BRAKE PRESS within limits approx 3000 psi

HYD BRAKE PRESS: NORMAL ......... 3000psi MAX ................. 3500psi ACCUMULATOR PRECHARGE .. 1000psi

WARNING

FYI here are EIS SYSTEM MAX ............. 100% some RF @ ............ 88% When BOTH system pumps OFF, limits Respective indicator reads “ZERO.

HERE IS A BIG DEAL: You have to ALWAYS be careful when pressurizing the B HYDRAULIC SYSTEM. Systems and levers and stuff could move if the position differs from the selectors and this could ruin your whole afternoon.

737ver5048

© Mike Ray 2000


27

© Mike Ray 2000


C MIKE RAY 2001

LEFT GEAR

BELOW G/S


RIGHT GEAR

33

LEFT GEAR

G E A R

10

FLAPS

2 TEST

NOSE GEAR

5

D E E KE SPRA B

NOSE GEAR

UP

L

9

2

1

LANDING GEAR LEVER



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. Even though the last crew may have just parked the jet does not relieve you of the responsibility for completing this check.

13

LOWER CONSOLE

FIRE WARNING SYSTEM CHECK

CARGO FIRE DEDTECTION/ 15 SUPPRESSION SYSTEM ....... TEST

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 to HOLD the TEST SWITCH to OVHT/FIRE and verify the WHEEL WELL light is ON.

A

B

A

B

CARGO DETECTION SUPPRESSION

DET

PUSH TO DISCHARGE

FAIL AUTO FWD PIT ARMED

FIRE

NOTE: The difference between this test and the test accomplished prior to starting the APU is the inclusion of the “WHEEL WELL LIGHT” check.

both ENG OVHT DET switches NORMAL

OVHT DET

WHEEL WELL

B

A

F A U L T

I N O P

TEST

FAULT

DISCH

NORMAL ENG 1 OVERHEAT

OF V I HR T E

L

R

1

TEST switch FAULT/INOP

OBSERVE

FAULT light ON APU DET INOP light ON 2-MASTER CAUTION ON OVHT DET light ON

APU DET INOP APU BOTTLE DISCHARGED

BELL CUTOFF

OVHT DET A

DISCH

A P U

B

L BOTTLE DISCHARGED DISCH


FIRE SWITCHES (FUEL SHUTOFF) PULL WHEN ILLUMINATED LOCK OVERRIDE : PRESS BUTTON UNDER HANDLE

L

2

TEST switch OVHT/FIRE

VERIFY

WARNING BELL WHEEL WELL light is ON ENG 1, APU, ENG 2 fire handle lights ON ENG 1 and ENG 2 OVERHEAT lights ON Both FIRE WARN lights ON Both MASTER CAUTION lights ON OVHT DET light ON FAULT light OFF

5 LIGHTS 10 LIGHTS GOUGE: USE THIS ONE AGAIN:

NICKLE and DIME CHECK

R

ET XE 1 TS T

2 R

L

APU

EXTINGUISHER DISCHARGE (SQUIBS) CIRCUIT TEST

Put EXT TEST switch to position 1 and see that the three green lights come on and go off when switch released. Do the same for position 2.

CAUTION 14 MASTER SYSTEM PUSH … This will RESET the MASTER CAUTION system.

DSCH

1ST BTL

2ND BTL

ARMED

ARMED

BELL ARM TEST

DEPRESS TEST SWITCH for 5 seconds ... and VERIFY:

R BOTTLE DISCHARGED

ENGINES

AFT PIT ARMED

DSCH

-FIRE BELL ................................ SOUNDS. -ALL DETECTION LIGHTS ............ ON (4). -ALL FAIL LIGHTS .......................... ON (4). -FIRE LIGHT ........................................ ON. -FWD and AFT PIT ARMED LIGHTS .. ON. -1st and 2nd BTL ARMED LIGHTS ..... ON. -BOTH MASTER CAUTION LIGHTS ... ON. -OVHT/DET ANNUNCIATOR ............... ON. -BOTH FIRE WARN LIGHTS ................ ON.

PULL TO ARM

CUTOUT

NOTE: Sometimes you have to poke or tap these little lights to get them to come back on. It can be alarming, just be patient and work with it.

MIC SELECTOR

16

MIC SELECTOR SWITCHES

SET all 3 Flightdeck panels to receive and transmit on “F-INPH” This allows the flightdeck to hear and communicate with the ground … And keeps you from causing a “STUCK MIC” on ground freq.

1-VHF-2-VHF

PTT

1-NAV-2

INOP

INOP ADF-2

F-INPH-S

MKR SPKR

PA

MASK BOOM EMER

V B R

INOP

NORM

737ver5049 737ver5050

© Mike Ray 2000


28

© Mike Ray 2000




Now is a good time to hook the PASSENGER OFF OBS AUDIO (if you are so AUDIO inclined) to the AFT ENTMT MIC selector panel ON using this switch on the UPPER OVERHEAD panel. This will allow all the customers to listen to your communications on Channel 9 of their headset.

STUFF in the BACK

17 and 18

SPARE BULB LOCKER and EMERGENCY EQUIPMENT CHECK

G R A

SMOKE GOGGLES: If they are still wrapped in their packaging, REMOVE THE PACKAGING.

I have heard of some pilots using the “grapes” gouge.

(ROPE) ESCAPE STRAP: Remember that if you have to use it, it must be fully removed before you jump out the window. There is NO mechanism to retard your fall. During a recent “real” evac, a crewmember jumped out the window holding on to the end of the rope with it still nested in the container … Wheeeee! Thump! OW! FIRE AXE: Useful for a weapon also.

P

PERSONAL BREATHING EQUIPMENT (PBE): It should be HARD and the DOT BLUE … But even if it is “SOFT and PINK” it still may be OK, check with maintenance. PORTABLE FIRE EXTINGUISHER: SAFETY WIRE OK and GAUGE IN GREEN BAND.

E

SPARE BULBS: ENSURE AN ”ADEQUATE” SUPPLY … What this means is simply that EVERY hole does NOT have to be filled. Also, make sure that when you do fill it up, that you put the right kind and size of bulb in the right hole

19

S

G OGGLES R OPE (STRAP) A XE P BE E XTINGUISHER S PARE BULBS

IF INSTALLED: OVERWATER EQUIPMENT: 2 LIFE VESTS in CAPTAIN’s SEATBACK and 2 LIFE VESTS in FIRST OFFICER’s SEATBACK

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. © Mike Ray 2000


29

© Mike Ray 2000




INTRODUCING

The

The pilot’s gateway to the heart of the Glass and the computer.

CDU

This is the pilot’s access port to the very heart of the computerized control mechanisms of the Boeing 737 GLASS. It is the interface between the human and the Flight Management Computer (FMC). This is the device that we use to talk to the airplane and tell it what we want it to do.

Control Display Unit

Let’s understand some of the very basic things about how to operate this simple unit.

-

IDENT

20K

ACTIVE

N AV D ATA

JAN01JAN31

UAL1234567

FEB01MAR03

OP P ROGRAM

987654-09-05 (U5.0)

S U P P D ATA

MAC07/02

POS INIT>

D S P Y

F A I L

E N G R AT I N G

MODEL

737-300

RTE

CLB

CRZ

DES

DIR INTC

LEGS

DEP ARR

HOLD

PROG

FIX

PREV PAGE

NEXT PAGE

1

2

3

4

5

6

7

8

9

.

0

+/-

A F

B G

C H

I

E J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Y

Z

SP

DEL

They are numbered from the top down; for example if I said, “Line select four right,” I would mean push the fourth button from the top on the right side.

M S G

IDENT

This is the “empty” area below the word “index.”

N AV

Entries can be made using the “INPUT KEYS” or can come from the FMC. Some care MUST be shown if there are two pilots, because inputting conflicting information to the FMC can cause problems; Because of that, it is generally considered BAD FORM for both pilots to be inputting data into the computer at the same time.

Learning how to operate the CDU will be a measure of how well you master the operation of this airplane. In other words, the more familiar and fluid you are with the operation of the “glass” computer system, the better you will be as a pilot. The computer, through the Autopilot Flight Director System (AFDS) can control the airplane from autopilot actuation altitude (generally above 1000 feet AGL) until touchdown. It will NOT, however, control runway rollout.

30

20K

ACTIVE

D ATA

JAN01JAN31

UAL1234567 OP

FEB01MAR03

PROGRAM

987654-09-05 (U5.0)

SUPP

D ATA

MAC07/02

POS INIT>

D S P Y

F A I L

E N G R AT I N G

MODEL

737-300

SCRATCH PAD

CLR

The Boeing 737 models 300 thru 500 have a powerful SINGLE Flight Management Computer (FMC) known as the “Smith FMC,” after it’s manufacturer. The pilot’s can input data and manipulate the computer through the use of an interface called a Control Display Unit or CDU.

© Mike Ray 2000

-

O F S T

the CDU


This is like the “keyboard” of the computer; and when we type in information, it goes onto the “SCRATCH PAD.”

These are the twelve little buttons running down both sides of the screen.

EXEC

D

INPUT KEYPAD

LINE SELECT KEYS

BRT

INIT REF

N1 LIMIT

Before we get to the content of the screens, let’s understand how to manipulate the controls on the CDU itself. Here are 5 areas we will cover initially:

-

BRT

INIT REF

RTE

CLB

CRZ

DES

DIR INTC

LEGS

DEP ARR

HOLD

PROG

N1 LIMIT

FIX

PREV PAGE

NEXT PAGE

1

2

3

4

5

6

7

8

9

.

0

+/-

EXEC

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

X

U

V

W

Z

SP

DEL

-

Y CLR

M S G

O F S T

EXECUTE KEY This is the key that sends the information that is input to the CDU to the FMC or Flight Manangement Computer Probably the MOST IMPORTANT key on the CDU. It is considered GOOD FORM to have BOTH pilots agree with the information on the screen BEFORE the EXEC BUTTON is pushed.

SP and DELETE and CLEAR keys DEL key places the word DELETE in the scratchpad, and when Line Selected will delete that selected line on the screen, IF the information is deletable. CLR key simply removes the last letter of the scratch pad entry (whole entry if held down long enough). SP key enters a space in the scratchpad when using the CDU for ACARS or SATCOM

© Mike Ray 2000




NORMALLY … All entries to the CDU MUST be placed in the SCRATCH PAD first.

THE SIMPLE BUT UNKNOWN SECRET OF THE GLASS !

There are TWO methods to insert data into the scratchpad: KEYPAD, and LINE SELECT.

If you find yourself staring vacantly at some CDU “page” that you don’t want and wonder where the page that you do want is ...

FIRST

-

“INIT REF” button upper-left corner of keypad

" INDEX"

LS-6L NAV DATA > 20K lower-left corner J A N 0 1of JAN 31 CRT

IDENT
E N G R AT I N G

ACTIVE

< PERF OP

FEB01MAR03

PROGRAM

9< 8 7TAKEOFF 654-09-05 (U5.0)

SUPP

INIT REF

D S P Y

F A I L

D ATA

MAC07/02

< APPROACH

POS INIT> MAINT >

<
RTE

DIR INTC

LEGS

N1 LIMIT

FIX

PREV PAGE

NEXT PAGE

1

2

3

4

5

6

7

8

9

.

0

+/-

CLB DEP ARR

HOLD

B

C

D

E

F

G

K

L

H

I

J

M

N

O

P

Q

R

S

T

U

V

W

X

Y

Z

SP

DEL

M S G

O F S T

CLR

which causes the BOX to reveal the ...

"BIG 19"

CDU buttons/FMC pages INIT/REF INDEX < IDENT

NAV DATA >

I N IT REF

< PERF

GMT

SET IRS HDG

1234.5z

FIX

ROUTE>

CRZ

F A I L

DES DIR INTC

DEP ARR

ATC

VNAV

LEGS

HOLD

FMC COMM

PROG

NAV RAD

PREV PAGE

NEXT PAGE

1

2

3

4

5

6

7

8

9

.

0

+/-

A

B

C

F

G

K

L

P U Z

EXEC

REF

AIRPORT

H

I

J

M

N

O

Q

R

S

T

V

W

X

Y

SP

DEL

DEP ARR

-

CLR

HOLD PROG

POS INIT

REF

KLAX

31

N33 56.2 W118 24.0 SET IRS POS

.

GMT

.

SET IRS HDG

ROUTE>

N33 56.2 W118 24.0

INIT REF

RTE

DEP ARR

ATC

VNAV

FIX

LEGS

HOLD

FMC COMM

PROG

MENU

NAV RAD

PREV PAGE

NEXT PAGE

1 F A I L

AIRPORT

1234.5z

D S P Y

1/2

N33 56.0 W118 24.0

G AT E

2

3

A

B

C

F

G

H

K

L

M

5

7

8

SP

DEL

RTE

DEP ARR

ATC

VNAV

LEGS

HOLD

FMC COMM

PROG

NAV RAD

PREV PAGE

NEXT PAGE

0

+/-

BRT EXEC

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

X

U

V

W

Z

SP

DEL

-

M S G

O F S T

Y CLR

Let’s assume that we want to place the latitude and longitude for LAX from the CDU screen into the position boxes.

-

-

POS INIT

REF

KLAX

1/2

N33 56.0 W118 24.0

AIRPORT

N33 56.2 W118 24.0

G AT E

SET IRS POS

N33 56.2 W118 24.0 SET IRS HDG

GMT

1234.5z

ROUTE>

-

BRT EXEC

D

E

1 I

J

N

O

M S G

Step 1: Line select the data that 6 P Q R S T you want to place somewhere 9 U V W X Y using the adjacent line+/0 else Z select button. Observe the appropriate information is copied to the scratch-pad.

4

FIX

.

THE LINE-SELECT TECHNIQUE

LEGS

ROUTE>

F A I L

O F S T

.

SET IRS HDG

Step 2: Line select 2 3 1 appropriate button and observe4 5 6 information appear. 9 7 8

M S G

SET IRS POS

.

GMT

1234.5z

MENU

E

N33 56.2 W118 24.0

G AT E

D S P Y

D

1/2

N33 56.0 W118 24.0

KLAX

2

BRT

RTE

MENU D S P Y

MAINT >

© Mike Ray 2000

.

.


SET IRS POS

POS INIT

-

INIT REF

< APPROACH

7 CRT PAGES

-

G AT E

INIT REF

FI X

< TAKEOFF

1/3

AIRPORT

.

1

Step 1: We use the keypad to type KLAX and notice - that it appears in - the scratchpad.

N33 56.0 W118 24.0 REF

RT E

N1 LIMIT

< POS

POS INIT

-

EXEC

PROG

A

12 CDU KEYS

CLB

BRT

DES

CRZ

-

Let’s assume that we want to place KLAX in the FMC.

THE KEYPAD TECHNIQUE

Simply do these two keystrokes: THEN

O F S T

CLR

RTE

DEP ARR

ATC

VNAV

FIX

LEGS

HOLD

FMC COMM

PROG

MENU

NAV RAD

PREV PAGE

NEXT PAGE

D S P Y

F A I L

INIT REF

1

2

3

4

5

6

7

8

9

.

0

+/-

© Mike Ray 2000


BRT EXEC

A

B

C

D

E

F

G

H

I

J

L

P

Q

Z

2

M N O Step 2: Line select R S T appropriate button and W X Ydata appear V observe in adjacent position on the CDU screen.

K

U

M S G

SP

O F S T

DEL

CLR



PREPARATION

When you sit down and look at the CDU … here is the FIRST PAGE to check.

IDENT PAGE

of the

GLASS STUFF FLOW

CONFIRM ACTIVE DATE push INIT REF key Line Select INDEX (key 6L) Line Select IDENT (key 1L)

While either pilot may accomplish the FMC INITIALIZATION ...In either case, the other pilot must verify the information entered, and THE CAPTAIN is ALWAYS responsible for ensuring that all the data is properly entered and independently verified before flight.

VERIFY: The following three lines are correct:

INIT REF

RTE

CLB

CRZ

DES

DIR INTC

LEGS

DEP ARR

HOLD

PROG

PREV PAGE

1 F A I L

© Mike Ray 2000

2

NEXT PAGE

3

4

5

6

8

9

0

A

+/-

B

C

E J

F

G

H

I

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Y

Z

DEL

DEC03JAN01 / 98 JAN01DEC03 / 98

O P PR OGRAM

54 8925-08-01(U5.0)

SUPP DATA AUG28/98

POS INIT >

< INDEX INIT REF

RTE

CLB

CRZ

DIR INTC

LEGS

DEP ARR

HOLD

PREV PAGE

NEXT PAGE

1

2

3

4

5

6

7

8

9

.

0

+/-

EXEC

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Z

DEL

Some of the stuff is pretty mysterious; such as: NAV DATA OP PROGRAM SUPP DATA

M S G

while I actually was told once what they mean, I forgot... and there is no requirement for you to know either.

O F S T

CLR

32

© Mike Ray 2000


-

DES PROG

BIG DEAL

EXEC

D

ACTIVE

NAV DATA

This CDU page (they call the screen a “page”) is a

FIX

7 .

-

SETTING UP THE COMPUTER

N1 LIMIT D S P Y


F A I L

ENG RATING

CHEVY 327 V8

UA1234567

FIX

If ACTIVE NAV DATA BASE DATE needs changing (0901Z of date shown) Line select correct time period (key 3R) Line select ACTIVE (key 2R)

-

MODEL

737-300

D S P Y

AIRPLANE MODEL ENGINE RATING ACTIVE DATA BASE DATE

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

-

1/1

IDENT

Y CLR

M S G

O F S T



POS INIT PAGE continued "EITHER PILOT PUTS IT IN. THEN THE OTHER PILOT CHECKS IT USING A DIFFERENT SOURCE DOCUMENT" There have been SEVERAL flights depart with the WRONG DEP AIRPORT in the DATA BASE … Very embarrassing ! BE ALERT ! NOTE: The POSITION MUST be entered while the ALIGN LIGHTS are ON.

POSIT INIT uses the four digit ICAO designator for the airport: for example: KJFK rather than JFK, or MGGT instead of GUA 1. Type in the scratch pad and then 2. Line Select 2L In the GATE line; you can put ALL or the GATE LOCATION or just skip it altogether. 3. Line Select either REF AIRPORT or GATE (pg 10-9) to scratch pad 4. Line Select to 4R (the row of little boxes) The important thing is that the ALIGN lights don't start flashing. If the IRU ALIGN LIGHTS start flashing,

DO NOT OVERRIDE THE "LAST POSITION" in the CDU BY REPEATEDLY PUTTING IN A CONFLICTING "PRESENT POSITION" WITHOUT CONFIRMING THAT YOU ARE USING A CORRECT POSITION!

POS

-

1/3 LAST POS

N33 56.9 W118 24.3

REF AIRPORT

O

N33 56.9 W118 24.3 N33 56.9 W118 24.3

KLAX

GATE

ALL

SET

IRS

POS

N33 56.9 W118 24.3 GMT-MON/DY 2355.8z

ROUTE >

< INDEX

INIT REF

RTE

CLB

CRZ

DIR INTC

LEGS

DEP ARR

HOLD

FIX D S P Y

F A I L

INIT

PREV PAGE

NEXT PAGE

1

2

3

4

5

6

7

8

9

.

0

+/-

DES EXEC

PROG

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Z

-

DEL

M S G

O F S T

Y 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

© Mike Ray 2000


33

© Mike Ray 2000




ROUTE

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

Where can we screw up here? NOTE: International procedures will be covered in greater detail during your Initial Operating Experience (IOE) and other training. NOT ON CHECKRIDE.

PUSH "LEGS" Key and "close up" the discontinuity on the list of waypoints. THE

There are two different ways to program the ROUTE: FMCS YES and FMCS NO. It will be indicated right on the top part of the clearance or release.

"USING RSV FUEL” message

If FMCS YES ... you are in luck. It will give a routing number; Such as " 03J". You then type in DEPARTURE AIRPORT in 3 DIGITS followed by the DESTINATION AIRPORT followed by the 03J. Here's an example: Guatemala City to Los Angeles on route 03J =GUALAX03J. NOTE: THREE DIGIT AIRPORT IDENTIFIERS USED. Then Line Select to "CO ROUTE" (2L). easy. if FMCS NO ... Oh Darn It! This time you use the 4 DIGIT CODE for the airport. MGGT (Guatemala City) in ORIGIN BOX and KLAX (Los Angeles) goes in the DEST BOX. This time, SKIP the "CO ROUTE", "RUNWAY" box and "VIA" box. In the "TO" box, put in the first fix from your clearance. Don't try to enter some complex departure (SID); that will be put in later using the DEP/APP key. The machine will scroll and ask for the next leg on the clearance strip. If you run out of slots and wonder where to put the next leg, PUSH THE "NEXT PAGE" button. If it is "via" an airway put that under the "VIA" column and the next FIX goes in the TO column. For example: J60 to DBL. If the routing is "DIRECT" don't put anything in the "VIA" box, just leave it blank.

-

RTE 1

DEST

CO ROUTE RUNWAY TO

VIA

ACTIVATE >

< RTE 2

INIT REF

RTE

CLB

CRZ

DIR INTC

LEGS

DEP ARR

HOLD

FIX D S P Y

F A I L

1/1

ORIGIN

PREV PAGE

NEXT PAGE

1

2

3

4

5

6

7

8

9

.

0

+/-

-

1.

If the fueler is still putting on fuel, perhaps you "REALLY" don't have enough gas. Check the PERF PAGE for the fuel load.

2.

On the PERF PAGE check and see if you have selected TOO MUCH RESERVE FUEL. To do that, select the PROG page and see what the remaining fuel is projected to be. That number must be greater than the number that is in the RESERVE. The machine subtracts your RESERVE from the FUEL REMAINING on the PROG PAGE, and if you do not have enough fuel left, it gives a USING RESERVE FUEL MSG.

DES EXEC

PROG

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Z

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:

DEL

3. Another good place to look is the RTE page. If you put an ORIGIN and DEST in the ROUTE page (as you would with a NO FMCS flight plan), sometimes for some unknown and mysterious reason, the MAGIC BOX will change the DEST "ALL BY ITSELF" to the same station as the ORIGIN. This tells the machine that it is going to have to go to the destination and then turn around and go back to the origin. It naturally says, "Hey, we ain't got enough gas."

M S G

O F S T

Y

4. Check CRZ page. Sometimes (and I haven't figured out why this is so) the magic will change your selected cruise altitude to some lower figure, and predicated on that figure it calculates that you do not have enough fuel to make it.

CLR

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

© Mike Ray 2000


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

34

737ver5059

© Mike Ray 2000




PERFORMANCE INITIALIZATION To access the PERF INIT page: 1. INIT REF button 2. LS "PERF" (3L) This page is pretty straight forward, just fill in the boxes. Type the information into the "SCRATCH PAD" and then push the little button next to the line of boxes you want that entry to go into.

GROSS WT. Don't put anything in here, the machine will fill that in for you. ZFW: Get that from the N1/ATOG message, ACARS, or from the FLIGHT PLAN. This figure will be just for planning purposes and the final ZFW will be placed in "THE BOX" during taxi-out by the F/O. RESERVES: I've heard every scheme in the book ... the bottom line here is to make certain that this number is small enough to keep that FRAPPIN' "INSUFFICIENT FUEL" msg off. Technically, especially on International flight plans, you are supposed to put in ALT plus FAR RESERVES plus the 10% FIGURE. COST INDEX: “40” is the STANDARD SETTING. "0" will select ECON for MAX. RANGE. "200" results in MINIMUM FLIGHT TIME. CRZ ALT: Get that off the Flight Plan or the release. Use the "INITIAL" cruise altitude.

POS INIT PERF INIT

-

RESERVES

ALT CRZ POS LAST

.

W118 24.3 CRZ WIND O

--- /24.3 --W118 ISA DEV C N33 56.9 W118--24.3 T / CPOS OAT IRS C

---A L T N33 56.9 TW118 R A N S24.3 SET

COST INDEX

18000

GMT-MON/DY 2< 3INDEX 55.8z

TAKEOFF >

ROUTE >

< INDEX

INIT REF

RTE

CLB

CRZ

DIR INTC

LEGS

DEP ARR

HOLD

PREV PAGE

NEXT PAGE

FIX D S P Y

F A I L

2 11 / 3

GW / CRZ CG . / 18.5N33 56.9 REF AIRPORT FUEL KLAX N33 56.9 24.7 ZFW GATE

ALL.

1

2

3

4

5

6

7

8

9

.

0

+/-

MORE -

... OH JOY !

DES EXEC

PROG

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Z

GLASS STUFF ..later on.

DEL

M S G

O F S T

Y CLR

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.

© Mike Ray 2000


737ver5060

35

© Mike Ray 2000




CAPTAIN'S FLIGHT DECK SET-UP

Y

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

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

C MIKE RAY 1999

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.

737ver5063

© Mike Ray 2000


36

© Mike Ray 2000




The CAPTAIN'S totally complicated

FLIGHTDECK setup

First do these 1 2

GO TO WINDOW OXYGEN MASK

OVERHEAD SECOND ROW 20 21 TRs 22 STBY POWER TEST 23 GEN DRIVE DISC SW 24 BUS TRANSFR SW 25 APU ELEC LOAD DC METER

ILS / DME CHECK 42 43 44 45

SAI ILS DME SAI

CAPT RIGHTHAND FORWARD PANEL 46 AUTOFLIGHT ANNUC 47 ALTIMETER 48 IVSI 49 STBY IAS 50 STBY ALT 51 FUEL QUANT

OVERHEAD LEFT ROW

UPPER OVERHEAD 3 O2 PANEL 4 PMC 5 LOW IDLE LIGHT 6 REVERSER LIGHTS 7 AUDIO ENTMT 8 SERV INTPHN

SKINNY MIDDLE ROW

COOLING/ 26 EQUIP EXHAUST FAN SW 27 EQP COOL OFF LITES 28 EMER EXIT LITES 29 NO SMOKING SIGN 30 FASTEN SEAT BELT

9 STBY HYD LOW QTY/PRS 10 STBY HYD PUMP CK 11 FLT CONT SWITCHES 12 ALT FLAPS MASTER 13 ALT FLAPS CONTROL 14 SPOILERS SW 15 YAW DAMP SW 16 EFI / IRS 17 FUEL VALVE CLSD 18 FUEL X-FEED CK 19 FUEL PUMPS CK

38 39 40 41

MKR BCN LITES

FLIGHTDECK setup

20 DC METER 21 TRs 22 STBY POWER TEST 23 GEN DRIVE DISC SW 24 BUS TRANSFR SW 25 APU ELEC LOAD

STBY HYD

31 WINDOW HEAT SW 32 PITOT HEAT TEST 33 WING ANTI-ICE 34 ELEC HYD PUMPS 35 VOICE RECORDER 36 ENG START SW OFF 37 IGN SEL SW

CLOCK

3 O2 PANEL 4 PMC 5 LOW IDLE LIGHT 6 REVERSER LIGHTS 7 AUDIO ENTMT 8 SERV INTPHN

The CAPTAIN'S

9 LOW QTY/PRS 10 STBY HYD PUMP CK 11 FLT CONT switches 12 ALT FLAPS MASTER 13 ALT FLAPS CONTROL 14 SPOILERS SW 15 YAW DAMP SW 16 EFI / IRS 17 FUEL VALVE CLSD 18 FUEL X-FEED CK 19 FUEL PUMPS CK

OVERHEAD FOURTH ROW

CAPT PANEL FORWARD

1 GO TO WINDOW 2 OXYGEN MASK

COOLING/ 26 EQUIP EXHAUST FAN SW 27 EQP COOL OFF LITES 28 EMER EXIT LITES 29 NO SMOKING SIGN 30 FASTEN SEAT BELT SIGN

31 WINDOW HEAT SW 32 PITOT HEAT TEST 33 WING ANTI-ICE 34 ELEC HYD PUMPS OFF 35 VOICE RECORDER 36 ENG START SW OFF 37 IGN SEL SW

38 MKR BCN 39 CLOCK 40 ADI/HSI 41 VOR

ADI/HSI VOR

CENTER PANEL FORWARD

52 FUEL FLOW SW 53 ENG INSTR 54 ANTI-SKID 55 AUTOBRAKE SEL

LOWER CONSOLE 64 RADIOS 65 RUD and AIL TRIM 66 STAB TRIM OVRD 67 PA © Mike Ray 2000


42 43 44 45

THROTTLE QUADRANT 56 57 58 59 60 61 62 63

RADAR TEST SPEEDBRAKE THROT and REV LEVERS FLAP LEVER / IND PARK BRAKE

52 FUEL FLOW SW 53 ENG INSTR 54 ANTI-SKID 55 AUTOBRAKE SEL

SAI ILS DME SAI

46 AUTOFLIGHT ANNUC 47 ALTIMETER 48 IVSI 49 STBY IAS 50 STBY ALT 51 FUEL QUANT

56 RADAR TEST 57 SPEEDBRAKE 58 THROT and REV LEVERS 59 FLAP LEVER / IND 60 PARK BRAKE 61 ENG START LEVERS 62 STAB TRIM 63 T/O WARN HORN

64 RADIOS 65 RUD and AIL TRIM 66 STAB TRIM OVRD 67 PA

ENG START LEVERS STAB TRIM T/O WARN HORN


737ver5064

37

© Mike Ray 2000




2

T

he following pages will break up the flows into separate pieces. I have included some tips and comments to help in understanding what is being accomplished in each of the steps.

THE INCREDIBLY COMPLICATED

OXYGEN MASK

One of the MOST complicated procedures on the Set-up is the Oxygen mask checkout. MIC SELECTOR In brief form, here is what to do:

MASK/BOOM switch to MASK Push F-INPH mic switch Adjust F-INPH volume EXT SPEAKER volume UP

PTT

Push and hold, and while holding RESET/TEST lever:

1

3

The window is a simple thing, but every year we have a certain number of ROCKET SCIENTISTS who take-off with the window not latched properly. Some have actually made HIGH SPEED ABORTED TAKEOFFs because the window popped open during take-off roll. This is NOT GOOD!

4

So, here is the first rule of windows:

© Mike Ray 2000


RESET TEST

N 100% PUSH

MASK O2 @ 100% MASK HOLDER doors closed MASK/BOOM switch to BOOM

OXYGEN MASK

EMERGENCY

PRESS TO TEST

ST ! MO oked rlo e v o

Here is the step MOST COPILOTS MISS: Ensure Captain is not monitoring F-INPH What PILOTS screw up: They try to Blow the other guys brains out. Check and see if you are going to broadcast on the same channel that the unsuspecting Captain is monitoring. They leave MASK/BOOM switch in the MASK position after the test is complete. Not a day goes by (OK, there was a day last spring ...) that I don't here some poor soul trying to broadcast with the MIC SEL in MASK. "How do you read, Center?"

737ver5066

737ver5067

38

© Mike Ray 2000


MASK

NORM

R

Now, put it all back together:

NOTE 1: The GOOD NEWS is this: Once the airplane starts to pressurize, there is no way that the window can possibly, under any circumstances, come open! However, a partially latched window can "pop in" during the approach and/or rollout. No problem. NOTE 2: OK-OK!!! I have been challenged with the question: “Hey Dude, How about a de-pressurization at altitude?” .... Hmmmmm, OK, I guess it could happen; but then what about an asteroid hit or a nuclear detonation nearby or maybe a comet or UFO or ...

MKR SPKR

BOOM EMER

Observe FLOW IND is BLANK and O2 Flow stops

Windows can be closed even after takeoff up to 250 Knots.

PA

F-INPH-S

B

5 ReleaseRESET/TEST button:

DO NOT ABORT A TAKEOFF BECAUSE A COCKPIT WINDOW POPS OPEN !!!!!!!

INOP ADF-2

1-NAV-2

YELLOW CROSS remain visible; then Release the EMER/TEST selector PUSH PTT button, and while holding it: TAP on the door, then Push EMER/TEST button. Verify sound in both cases. Release PTT button

INOP

V

1 Observe YELLOW CROSS flicker Push and Hold EMER/TEST 2 selectorand observe

WINDOW SETUP STUFF

INOP

1-VHF-2-VHF




7 OFF ON

ENGINE

I

2

REVERSER

REVERSER

PMC ON

OFF

INOP

ON

.................................................................. 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, there are two times that you will see HIGH IDLE on the ground. SO here are two CHECKGUY TRICK QUESTIONS 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 engine with no APU), the engines will go to HIGH IDLE on the ground...and 2. ...for 4 seconds after touchdown, the engines remain at HIGH IDLE for goaround and to enhance reverse.

6

OBS AUDIO ENTMT

SERVICE INTERPHONE

5 LOW IDLE LIGHT

PMC ON

LOW IDLE

CREW OXYGEN

INOP

5

6 REVERSER LIGHTS

4

NOTE: These lights indicate 3 things: 1. One REVERSER SLEEVE NOT in agreement with the other SLEEVE. 2. REVERSE LEVER and ISOLATION/SEL valves not in commanded position.

PASS OXYGEN

These situations could occur if engines shut down without the reversers being stowed.

3. Engine is doing AUTO-RESTOW.

NORMAL 10

5

8

0

OXY PRESS PSI X 100

15 20

ON PASS OXY ON

.................................... ....................... OFF

3

NOTE: The AUTO-RESTOW system works while coming out of reverse on landing roll. Stowing takes about 10 seconds which causes the ISOLATION VALVE to remain open with the THRUST LEVERS down. Here is an ORAL question. Why doesn't the MASTER CAUTION light come on? Well, some bright engineer figured this out and built in a 12 second delay.

OVERHEAD OXYGEN PANEL

3

CHECK 2 things LIGHT ............................................................................................... OFF and SWITCH SAFETIED ......................................................................… NORMAL NOTE: Sometimes the little copper wire is actually broken, and some enterprising individual has re-wound it so it “LOOKS” like it is safetied. Not good.

7

AUDIO ENTERTAINMENT

PMC (POWER MANAGEMENT CONTROLS)

4

VERIFY INOP lights ................................................................................................ OFF

8

NOTE: When the PMC detects a fault, it shifts over to N1 control and illuminates the: PMC INOP LIGHT MASTER CAUTION LIGHTs ENGINE annunciator lights

................................... AS DESIRED

NOTE: The Company “LOVES” this thing. Some guys think that it is a “BAD IDEA” because of potential LAWSUITs from nosey passengers misinterpreting information they hear on the radio. The Company, however, has assured the pilots that they will “CYA” in that event and that NO PUNITIVE ACTION will be taken. Your call.

SERVICE INTERPHONE SWITCH

737ver5069

39 737ver5068

© Mike Ray 2000


......................... OFF

NOTE: There are 7 service interphone plug-ins located externally on the airplane. These are used for communications with the mechanics and are activated with the cockpit when this switch is turned on (This doesn’t interfere with the cockpit-F/A communications either way).

© Mike Ray 2000




9

OVERHEAD PANEL LEFT ROW STANDBY HYD

FLT CONTROL A B

11

STBY RUD

STBY RUD

OFF

OFF

LOW PRESSURE

B ON

A ON

ALTERNATE FLAPS OFF


10

SPOILER A B

13

UP OFF

ARM DOWN

OFF

FEEL DIFF PRESS

ON

SPEED TRIM FAIL

YAW DAMPER

MACH TRIM FAIL

YAW DAMPER

12

ON

BOTH ON 1

IRS BOTH ON 2

BOTH ON L

NORMAL

ii iiiiliiiilii

iil

ii

0

FILTER BYPASS

C

iii

liiiiliiiil

17

i

VALVE OPEN

18

FEED

OFF


AFT

FWD

OFF

OFF

ON 1

ON 2

19

STEP 2: ROTATE CROSSFEED SELECTOR to CLOSE VERIFY VALVE OPEN light goes BRIGHT, then OFF 737ver5070

© Mike Ray 2000


40

Then do ...

11

FUEL VALVE CLOSED lights

2 STEPS

R

ON

STEP 1: A or B FLT CONT SW ....... STBY RUD Observe STANDBY HYD LOW PRESSURE light comes ON and then goes OFF STEP 2: FLT CONT LOW PRESS LIGHT ... OFF VERIFY light under switch goes OUT (indicates that the STANDBY RUDDER VALVE has OPENED). STEP 3. FLT CONT SW ................... BACK ON VERIFY the FLIGHT C O N T R O L L O W PRESSURE light comes back ON; IF the associated (A or B) HYDRAULIC S Y S T E M i s U N PRESSURIZED.

NORMAL

STEP 1: ROTATE CROSSFEED SELECTOR to OPEN VERIFY VALVE OPEN light goes BRIGHT, then DIM.

CTR

FWD

EFI and IRS switches

FUEL

FUEL PUMPS

AFT

YAW DAMPER SWITCH

18 CROSSFEED CHECK



SAFETIED ....... And ON

FILTER BYPASS

CROSS

L

SPOILER SWITCHES

l

iii

FUEL VALVE CLOSED

+40

............... OFF

ON The only time the lights should be ON is when the START LEVERS are in cutoff or FIRE HANDLES are pulled.

ii

li

0

FUEL+20 TEMP

liiiiliiiilii

-20

-40

iii

FUEL VALVE CLOSED

17

BOTH ON R

NORMAL

13

ALTERNATE FLAPS CONTROL SWITCH

THREE STEPS:

SAFETIED OFF

16

16 EFI

12

ON .... and VERIFY YAW DAMPER light ......... OFF

OFF

Then do ... HYDRAULIC PUMP CHECK 10STANDBY

ALTERNATE FLAPS MASTER SWITCH

15

AUTO SLAT FAIL

15

BOTH LIGHTS ................ OFF

14

OFF

ON

14

9

LOW QUANTITY

STBY HYD LOW QUANT and LOW PRESS LIGHTS

FLIGHT CONTROL SWITCHES (A and B)

BOTH ON ... verify that the low pressure light is ON if either system is unpressurized.

19

FUEL PUMPS CHECK

STEP 1: NO.1 and 2 AFT and FWD FUEL PUMP switches … ON. VERIFY associated LOW PRESSURE lights .............OFF. STEP 2: *(If CENTER TANK FUEL) *see note below. CENTER TANK L and R FUEL PUMP switch .............ON. VERIFY associated LOW PRESS lights ON then go OFF. STEP 3: ALL FUEL PUMP switches......................................... OFF. NOTE 1: If APU running, leave AFT NO.1 running. NOTE 2: VERIFY FUEL annunciator and MASTER CAUTION light ..........................ON. STEP 4: MASTER CAUTION LIGHT ..................PUSH to RESET. NOTE: This is a VERY IMPORTANT STEP!!! Check current FAA/COMPANY directives for guidance.

737ver5071

© Mike Ray 2000




STOP ! If Fueling is underway, STOP.

OVERHEAD SECOND ROW -0+

20

TR 1

BAT BUS

MAX T/R AMPS (with cooling) .......... 65 MAX T/R AMPS (without cooling) .... 50

22

MASTER CAUTION ................... RESET

STEP 1 STANDBY POWER SWITCH .......................BAT Verify:

AC

LOW OIL PRESSURE

STANDBY POWER

HIGH OIL TEMP

VERIFY that the STANDBY POWER OFF LIGHT ... OFF

GEN 2

TEST

STANDBY PWR OFF

LOW OIL PRESSURE

21

ON

ON

HIGH OIL TEMP

DISCONNECT

DISCONNECT

BAT

OFF

AUTO

DRIVE TEMP RISE

IN

PROCEDURE FOR STEP 22 IS ON THE OTHER PAGE, OVER THERE

23

GENERATOR DRIVE DISCONNECT SWITCHES

10 RISE 20

80 IN120

0

23

25

GRD PWR

150

AC AMPERES

200

SAFETIED

OFF

100

50

AUTO

APU generator MAX AMPS (on ground) ........ 150

150

A U T O

200

TRANSFER BUS OFF

BUS OFF

GEN OFF BUS

GEN 1

ON

6 5 4

7

ON

APU GEN APU

LOW OIL QUANTITY

25

OFF

LOW OIL PRESSURE

HIGH OIL TEMP

8

50

EXH C X 100

0

100


Verify:

GEN 2

AC VOLTS and FREQS ................... NORMAL DC VOLTS ........................................ NORMAL STANDBY POWER OFF light ..........OFF F/O RDMI HDG FLAG ...................... NOT In view LEFT IRS ON DC LIGHT ................. OFF

MASTER CAUTION ................... RESET

150 200

TEMP 0

3 2 1

737ver5072

© Mike Ray 2000

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

STANDBY POWER SWITCH .................. AUTO

OVER SPEED

AC AMPERES

NOTES: (1) Some lights MAY come on momentarily in some airplanes and with some configurations. Not to worry. (2) If you dilly-dally with the STBY POWER SWITCH in the OFF position, a whole bunch of lights, flags, and other scary indications may come on. Good news: they will go away after about 10 seconds.

STEP 3


GEN OFF BUS

OFF

APU ELECTRICAL LOAD

Verify:

ON

O F F

AC VOLTS and FREQS ................... NORMAL DC VOLTS ........................................ NORMAL STANDBY POWER OFF light ..........OFF

STANDBY POWER SWITCH ..................OFF

24

AC AMPERES

0

BUS TRANS

BUS TRANSFER SWITCH

30

160 GEN DRIVE OIL TEMP C

GRD PWR AVAILABLE

100

50

0

80 IN120 40


STEP 2

10 RISE 20

0

30

160

40

TRANSFER BUS OFF

24

DRIVE CAN BE RECONNECTED ONLY ON GRD

3 STEP TEST

Set up for the test by placing the AC and DC METER SELECTORS to STANDBY POWER.

GALLEY RESID VOLTS OFF

BAT

STANDBY POWER TEST

INV

STBY PWR

OFF

CHECK BOTH DC VOLTS and AMPS within limits

130

GRD PWR

TEST

22

120 AC VOLTS

GEN 1

TR 3

TR 1, 2, and 3

420

APU GEN

TR 2

BAT

STBY PWR

21

100

40

DC VOLTS

DC METER SELECTOR

CPS FREQ

320

110

20

0

Selector to BAT and check meter at 24 VOLTS minimum

50

IRS ALIGNMENT MUST BE COMPLETE BEFORE DOING THIS TEST !

20

400

DC AMPS +

-50

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.

41

737ver5073

© Mike Ray 2000



SKINNY MIDDLE ROW


CIRCUIT BREAKER BRIGHT

26

EQUIP COOLING SUPPLY and .................. NORMAL EXHAUST FAN SWITCHES

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!

OFF

26

PANEL

BRIGHT

27

OFF


27

NORMAL

ALTERNATE OFF

EQUIPMENT COOLING OFF LIGHTS ............ OFF If these lights ever come on, even on the ground, there is a serious problem. Select ALTERNATE and get maintenance. If in the air, select ALTERNATE and if you still have a problem, start looking for someplace to park the airplane. LAND ASAP. In about 60 minutes your avionics suite is going to cease functioning normally. If EXHAUST light is ON monitor T/R; maximum without cooling is .... 50 AMPS

OFF

EMER EXIT LIGHTS

OFF A NR OM TE D

28

28

ARMED ON

29

EMER EXIT LIGHTS

ARMED ....... Switch cover in the CLOSED position. BATTERY switch MUST BE ON for this switch to ARM, it gets its power from the BATTERY BUS. When the DC BUS 1 becomes unpowered, then the EMERGENCY LIGHTS come ON. If the DC BUS 1 is powered (as is normal) then the emergency lights are OFF and the BATTERY PACKS are RECHARGING. An ORAL QUESTION: When are the batteries charging?

NO FASTEN SMOKING BELTS OFF AUTO ON

ATTEND

GRD CALL

CALL

30

29

NO SMOKING SIGN ........ ON

The airlines are becoming NON-SMOKING zones. However, IF a particular flight is to be a SMOKING flight, (say you are hauling the Cuban Cigar Club on a charter to Havana) that message will be included right on your release. The time to “Let’em light up,” would be AFTER TAKE-OFF.

RAIN REPELLENT

L

WIPER

R

30

OFF

PARK

LOW

FASTEN SEAT BELT SIGN ......... OFF

During boarding, we normally leave the sign off.

HIGH

737ver5075 737ver5074

© Mike Ray 2000


42

© Mike Ray 2000


GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES OVERHEAT OVERHEAT

OVERHEAD FOURTH ROW

OVERHEAT OVERHEAT

ON

ON

L

ON

ON

SIDE ON




OFF


R ELEV PITOT

HEAT

L ALPHA VANE

R ALPHA VANE

32

TEMP PROBE



WING ANTI-ICE

ENG ANTI-ICE

GND TEST

OFF

OFF ON

OVERHEAT

A

33


ELEC 1

ELEC 2

ON

ENG 2

OFF ON

B

HYD PUMPS

3

FWD CARGO

FWD SERVICE

AFT ENTRY

AFT CARGO

AFT SERVICE

EQUIP

00 00

TEST

HYD SYS PRESS

BA

FWD ENTRY

2

PSI X 1000

4

34

ERASE

HEADSET 600 OHMS

10 D

S PRES 0 IFF I PS

2

40

CABIN ALT

35

25

3

I0

X 1000 FEET

4

I5

20 7

2

I .5

C

AB

IN CLIM

3

B

UP

4

0 I 00

0F E EE T P

.5

R

DN

I

APU

3

2

ENGINE START

OFF GRD ON

36

OFF

CONT FLT

BOTH IGN L

GRD

OFF

IGN R

CONT

36

37

37

ANTI STROBE POSITION COLLISION OFF OFF ON BAT

FLT

OFF ON

ON

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

HOLD the WING ANTI-ICE switch in GRD TEST, and OBSERVE: L and R VALVE OPEN lights go BRIGHT then DIM. RELEASE SWITCH, and OBSERVE: LIGHTS go OUT.

ELECTRIC HYDRAULIC PUMPS ............ BOTH OFF The idea is to de-pressurize the hydraulic system. CHECK ALL FOUR low pressure lights are ........... ON. CHECK NO PRESSURE indicated on the HYD SYS INDICATOR. Normally, the ENG HYD PUMP SWITCHES are left in the ON position.

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

TWO step test: PUSH and HOLD TEST BUTTON .................observe 2 FLICKS of NEEDLE And RISE INTO GREEN BAND PLUG HEADSET into the phone jack and say something, listen for reply after short delay.

5

6


35

35

5

30

8

ALT HORN CUTOFF

I

0

50

TWO simple STEPS: TURN SWITCHES ON ..... Verify ALL LIGHTS OFF

0

1


9

PITOT HEAT ............................................ TEST MASTER CAUTION LIGHT ....................... PUSH

34

2

OVERHEAT


OFF

ON

1

32

33

OVERHEAT OVERHEAT

ENG 1

Here’s how it works: The power test should ONLY be used on a window that has the respective WINDOW HEAT switch ON and the ON light not illuminated. Now, when you do the test, IF the light comes ON during the PWR TEST that indicates normal operation of the power supply.


ON

L ELEV PITOT

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

If the windows are already “HOT,” as is frequently the case from sitting in the sun on the ramp at LAS, then you are NOT going to get a “POWER ON” light when you select ON. Whoops, do it work or don’t it? So Mr. Boeing made a little POWER ON TEST feature. It will put FULL POWER to the window.

R OFF

OFF

31

31

ON


SIDE


ON

ENGINE START SWITCHES ................. OFF IGNITION SELECTOR SWITCH .......... IGN L or R Select IGN R for the first flight of the day and IGN L for subsequent flights. Because the STBY AC powers the IGN R, we check it to ensure that the STBY POWER is operating. PC QUEST: What system powers the Right Ignition.

START 737ver5076

© Mike Ray 2000


43

737ver5077

© Mike Ray 2000




CAPT FORWARD PANEL COURSE

IAS/MACH

A/T

180

F/D

V NAV

283

ARM

MA

HEADING

L NAV

305

OFF

SPEED

N1

LVL CHG

HDG SEL

T

IG H BR

MARKER

RI G H

T

O U T E R

CWS

39

ON

DISENGAGE

V/S

OFF

180

39

160

60 400 350 300

LOW

1 230 KNOTS 9

250

200

20

10

10

10

10

20

20

120

100 120

R

100

DH 109

3540

R

F

30

AD

0

3

6

NOSE WHEEL STEERING A L T

N O R M

165/12 ILS 1

109.9

126

FULL VOR/ILS

MAP

RST

BRT

80

160

40

320

CTR MAP 10 PLAN

WXR

DN/RT

NOTE 1: Test is to be accomplished in either FULL VOR/ILS or EXP VOR/ILS and With VHF NAV RECEIVER SELECTORS in MANUAL.

1⁄2...4...4”

RULE

ON

MAP VOR/ADF NAV AID ARPT RTE DATA WPT ON

ON

ON

ON

NOTE 3: VOR self test IS NOT considered a valid substitute for the above test.

ON

737ver5078


DME

DUAL VOR TECHNIQUE: (Used where the VOT is not available) BOTH RECEIVERS MUST agree within 4 degrees of each other when tuned to the same VOR.

20

BRT

© Mike Ray 2000

UP/LT

STEP 1: Tune a VOT station if available (see 10-9 page. STEP 2: Set course indicator on MCP to “000” or “180”. STEP 3: Observe HSI VOR course indicator center within 2 1/2 degrees.

the “2

RANGE EXP VOR/ILS

MAN

VOR

VOT: (The preferable method) RECEIVERS AGREE WITHIN 2 1⁄2 degrees of 180 or 000 FROM. AND RECEIVERS tuned to same VOT MUST AGREE within 4 degrees.

HSI

ADI DH REF

41

AUTO

TEST

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

MANUAL

132.95

NOTE 2: VOT test is preferred; if unable, then VOR certified radial, or dual system comparison. A lot of times you will be sitting at the gate sandwiched between two metal jetways, and the signal is just not strong enough to procure an adequate test; in that case, you may have to wait until after push-back to get a good check.

33

ADF INOP

N1234UTP

40

21

18 15

6 VO

138

180 M

9

FS

HLD

SS

HDG

12

G

M

T

RUN

GS

18 21

9 12

20

12.6 283

27

30

RESET

15

.0 3

28

TAS

DME-2

DME-1

10

NAV

AUTO

24

ET

ET/CHR

DME

0327 1633

27 3 0

HLD

GMT

CHECK and SET: 1: OBSERVE NO FLAGS. 2: SET BRIGHTNESS as desired. 3: CHECK that RADIO ALTITUDE is displayed. 4: IF DH is displayed, it may be removed by setting the DH REF to a negative value.

124.90

24

40 RUN

16:12

ADI/HSI

160 180

CHR

50

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

140

PULL TO SET

60

CLOCK

1 140 9

80

4 75 6

MACH

20

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

40

FD

HDG SEL

TO/GA

THR HLD

33

T

IG H BR

OUTER

ALT HOLD

310

MA

F/D

41

HIGH

B M I MIDDLE D D L E

APP

COURSE B

CMD

UP

38 A I R AIRWAYS W A Y S

A/P ENGAGE A

DN

SEL

ON

OFF

VERT SPEED

ALTITUDE

28004 +0000 VOR LOC

38

MARKER BEACON LIGHTS

44

737ver5079

© Mike Ray 2000




ILS/DME CHECK HDG SEL

TO/GA

THR HLD

180

160

20

20

10

10

10

10

20

20

42

FD

100

DH 109

3540

10

10

10

10

43

30 OFF

ILS ILS

12.6 283

GS

HDG

21

15

NOTE 1: INBOUND COURSE on the MCP MUST be within 90 degrees of the AIRPLANE HEADING or the G/S BAR will not appear. NOTE 2: Holding the TEST SWITCH too long causes all the bars to disappear; but they will come back after about 25 seconds. NOTE 3: This self-test can be screwed up by FM transmissions in the vicinity of the terminal. If you have that happen, do the test during the taxi-out.

12

9

30 33 0

3

6 DME-2

18 21 24

NAV

44 MANUAL

132.95 AUTO

TEST

MAN

VOR

UP/LT

DME

DN/RT

6

27 3 0

9 12

VERIFY ALL the FLAGS or BARS return to ORIGINAL POSITIONS.

27

0327 0327

33

.0 3

VO

42

109.9

AUTO

15

R

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

SELECT an ILS FREQUENCY:

Then: HOLD ILS TEST SWITCH in UP/L POSITION and VERIFY: 1: HSI and ADI G/S and LOC BARS disappear for 3 seconds, then reappear. 2: HSI G/S and LOC BARS go one dot UP and LEFT. 3: ADI G/S and LOC BARS go one dot UP and LEFT. 4: SAI G/S and LOC BARS go one dot UP and LEFT. Then: DO the same thing in the DN/R POSITION .

45

124.90

DME-1

Then SELECT ILS. This will allow us to check the SAI ILS in the next step.

24

165/12 ILS 1

B/'CRS

43

138

180 M 18

44

VERIFY: 1: “STABLE“ operation. 2: “CORRECT” ATTITUDE.. 3: FLAG not in view. 4: CAGE if necessary to establish “NORMAL” indication.

30 R

120

TAS

STEP 1

STEP 2

1 140 9

DME

SAI (STANDBY ATTITUDE INDICATOR)

45

F

AD

DME .................. CHECK

The 1 percent - 1⁄2 MILE RULE:

when BOTH DMEs are locked on the same station, they should agree within 1⁄2 MILE or 1% of the distance to the station, Whichever is GREATER!

SAI (STANDBY ATTITUDE INDICATOR)

SELECT ................. OFF

ADF INOP

© Mike Ray 2000


45

737ver5081

© Mike Ray 2000




46

CAPTAIN RIGHT-HAND FORWARD PANEL

46 A/P A/T FMC P/RST

P/RST

P/RST

1

TEST

INSTR SWITCH

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

Altimeter indications should be: FIELD ELEVATION +10 feet +/- 40 feet and Should agree with the other guys altimeter within +/- 80 feet. NOTE: The elevation on the airport diagram is from some designated point on the airport unknown to us; so your actual elevation could vary significantly from that depicted on the plate. However, on the back of the 10-1 plate, there is an airport diagram which shows the altitude of the ends of the runways.

BRT DIM

THIS AIRCRAFT IS NOT IN CATEGORY II STATUS SEE MINIMUM EQUIPMENT LIST AND DEFERRED SECTION OF LOG BOOK

2 TEST

ALTIMETER ...... SET and CROSSCHECK

10 - 40 - 80 RULE

LIGHTS

49

47

BEWARE WHEN OPERATING IN COUNTRIES WHERE MILLIBARS ARE USED!

MAINTAIN AT LEAST 45% N1 WHEN OPERATING IN OR NEAR MODERATE TO HEAVY RAIN, HAIL, OR SLEET

ALTITUDE ALERT

0

0 100 FT

9 8

47

AUTOFLIGHT ANNUNCIATOR

TEST: 1: Move the TEST SWITCH to POSITION 1 and OBSERVE: A/P, A/T, and FMC ....... Steady AMBER. 2: Move the TEST SWITCH to POSITION 2 and OBSERVE: A/P and A/T ................. Steady RED FMC ............................. Steady AMBER.

00

1

0 00 1

2

80 120

10

10

140 KNOTS 250 160 240 220 180 200

10

10

300

ILS

2 VERTICAL SPEED

1000 FPM

.5

4

1

8

FEET

MB

ALT

50,000

7 6

2

0

10 1 3

50 6

0

100

9

4

00 2 01 02 03 04 3

2992 IN.HG

5

CTR

SPEED BRAKE ARMED

1 1000 FT

QTY TEST

4

49

B/'CRS

SPEED BRAKE DO NOT ARM

1

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

VERIFY ..... OFF FLAG retracted.

30 ILS

OFF

BARO

.5

48

30

100

IAS

350

3

ALT IN.HG MB 7 10 1 3 2992 4 6 5

60

400

FUEL

STAB OUT OF TRIM

50

ERR LB.

15 70 08 1

2

STANDBY AIRSPEED INDICATOR SHOULD BE .... “60”

STANDBY ALTIMETER

SET and CROSSCHECK

BARO

FUEL

ERR LB.

10 20 08

48 WXR

TERR

TERR OVRD

ON

ON

OVRD

FUEL

FUEL QUANTITY ................... CHECK and TEST

ERR LB.

10 20 08

51

50

CAUTION DO NOT TEST DURING PRESSURE FUELING !

INOP

737ver5082

51 © Mike Ray 2000


VERIFY: 1: QUANTITY. The procedures for comparing FUEL SHEET FUEL with INDICATED FUEL and with REQUESTED FUEL are in the Flight Manual . 2: QUANTITY TEST BUTTON: VERIFY indicator DECREASE when the button is PUSHED, and INCREASE when it is RELEASED.

737ver5083

46

© Mike Ray 2000




53

CENTER FORWARD PANEL

52 FUEL FLOW


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

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

1 00.0 N1 4

53

YAW DAMPER

10

8

00.0

ENG OIL QTY TEST

RESET

USED

REVERSER UNLOCKED

2

2 START VALVE OPEN



2

1 UP

% RPM X 10

15 25

10

2

85.4

8

4 85.3 2

N1

10

4

84.8

8

PULL TO SET

8

4 743 2

EGT 6

80 OIL 60 PRESS

2 4

40

80 OIL 60 PRESS

0 100 02

PSI

40

20

0 100 02

PSI

20

2

10 8

7 766 5

EGT 6

4

ANTI SKID INOP

0 2

50

4

O

C

-50

TEMP

100 50

0

O

C

-50

TEMP

55

ON

0

% RPM X 10

8

0 2

4

6

6 86.5 4 10 N2 8

0

0 2

4

OIL QUANTITY GALLONS

3

4

6

0

4 1/2 723 HYD QTY 3/40 2 2

1/4RATE/USED

10 E

8

FF 00

PPH

10 X A SYS

6

RFL

4

12

4 1/2 HYD QTY 3/4 712 0 2 2

1/4RATE/USED

1

OIL QUANTITY

4

GALLONS

3

2

1

10

E

8

FF 00

PPH

X 10 SYS B

6

4

3 VIB

54 55

AUTO BRAKE

2

2

4

8

6

0 2

4

ANTI-SKID SWITCH ................. ON If installed, Check that the safety wire is intact.

4

2

3 VIB

4

OFF

1

1

5

5 0

VERIFY: AUTO BRAKE DISARM light goes OUT. This indicates that the SELF-TEST has been successfully accomplished.

SOME AUTOBRAKE STUFF: What conditions MUST be met to ARM the AUTOBRAKE? ANS: A/C ..................................... must be on the ground. ANTI-SKID SWITCH …....... ON (and operational) WHEEL SPEED ................. less than 60 KNOTS AUTOBRAKE SWITCH ...... RTO THROTTLES ...................... IDLE

AUTO-BRAKE DISARM

1 2

RFL

6

0

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

2

12

20

8

4 00.0 2 10 N2

150 OIL

150 OIL 100

OFF

4 87.3 2 10 N2 % RPM X 10

54

ANTISKID

C X 100

0

30

LE FLAPS EXT

LE FLAPS TRANSIT

PULL TO SET

C X 100

10

40

% RPM X 10

5 86.4 4

40

PSI

0 100 02

4 10 062 EGT 2

10

FLAPS

N1

60

% RPM X 10

C X 100

80

OIL PRESS

5

L

1

REVERSER UNLOCKED

1 START VALVE OPEN

2 4

PULL TO SET

RATE


2: N1 REFERENCE BUGS are pushed IN (for automatic setting by FMC).  NOTE: If during autothrottle operation of the engine, such as setting thrust for takeoff, the throttles do not advance normally, it could be that these little knobs are not pushed in all the way.

% RPM X 10

3 MAX

RTO

0

That is how you ARM it … But to deploy it: How do you do that? First: The system will “ACTIVATE” between 60 and 90 knots. If you should elect to ABORT in that regime, you WILL NOT GET RTO.

52

Once above 90 KNOTS and still ON THE GROUND, RETARDING the throttles to IDLE will ACTIVATE THE RTO.

FUEL FLOW SWITCH

Hold in the RESET position momentarily.

One more thing that is not obvious: RTO differs from NORMAL AUTOBRAKE in this way. If you push on the brakes for about 2 seconds, RTO will release. It is logical if you think about it. If you should screw up and do that, then just apply maximum MANUAL braking for the same effect.

When you hold it in reset: for the first second, nothing happens, then BOTH FUEL FLOW INDICATORS reset to zero. You gotta hold it in for more than one second.

© Mike Ray 2000


47

737ver5085

© Mike Ray 2000




57

THROTTLE QUADRANT ADF

HSI

DH REF

FULL VOR/ILS

126

EXP VOR/ILS MAP

BRT

RST

80

160

320

40 20

CTR MAP 10 PLAN

58

56

RANGE

ON


ON

ON

WX/TURB WX

MAP

ON

ON

AUTO

5

GAIN

RADAR TEST

59

TILT MAN

TEST

56

UP

10

OFF

MAX

AUTO

AUTO

DN

60 15 25

FLAPS

40

FLAP UP 0

4

5

0

10

1

1

FLIGHT DETENT

1

2

30

APL NOS DOWEN

5

UP

10

15

15

AP NOSEL UP

HORN CUTOUT

59

FLAP STAB TRIM

2


0


PSI X 1000

10

ARMED

3

2

5

61

DOWN

STAB TRIM

HYD BRAKE PRESS

2

1 UP

L

D EEKE SPRA B

58

62

0 5

62

10

25

15

30

APL NOSE UP

FLAP DOWN

63

CUT OUT

63

1

2

© Mike Ray 2000


61

ENGINE START LEVERS ........................ CUTOFF STABILIZER TRIM ..................................... ACTIVATE ACTIVATE the TRIM SWITCHES on the YOKE: 1: Check TRIM WHEEL rotates in proper direction, then While still rotating the wheel: MOVE the MAIN STAB TRIM CUTOUT switch to CUTOUT, and. 2: OBSERVE that the wheel stops. Return switch to NORMAL. NOTE: If you should notice; FYI, the trim wheel moves more slowly if the flaps are up.

VERIFY:

40

60

NOTES: 1: The RED LIGHT ONLY monitors the position of the lever linkage and does not mean that the brakes are set.. 2: The BRAKES may be set using A SYSTEM, B SYSTEM or ACCUMULATOR pressure; However, INDICATED BRAKE pressure of less than 1000 psi IS NOT CONSIDERED ADEQUATE to set the brakes. HOLY COW!

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

STAB TRIM

PARKING BRAKE PULL

Note the position of the INDICATOR and match it with the FLAP HANDLE position BEFORE powering the “B” pumps. The normal position is, of course, UP; but when the “B” system is energized, the flaps will move towards the position selected by the handle. This MAY NOT BE GOOD!

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

15

NOTE: If the TEST is unsuccessful the word “FAIL” indicates on the HSI.

APL NOSE DOWN

CLOSED and DOWN

15

0

PWS 10 TEST: 5 1: Move the TILT … MAN. 2. ROTATE TILT CONTOL … FULL UP. 2: SELECT “ TEST” 3: PUSH “ ON” button. 4. OBSERVE on the HSI a GREEN, YELLOW, RED, MAGENTA TEST pattern. 5. If there are any FAULT messages on the HSI report to MAINTENANCE.

57

THROTTLES and REVERSE LEVERS

FLAP LEVER and INDICATOR ..................... MATCH

WXR

BRT

SPEEDBRAKE LEVER ................. DOWN

   

FLAPS UP SLATS UP SPOILERS RETRACTED STAB TRIM in GREEN BAND PARKING BRAKE SET

CHECK-GUY QUESTION ON THE ORAL !

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

737ver5086

48

737ver5087

© Mike Ray 2000




LOWER CONSOLE RADIOS .............. CHECK and SET

It is common practice to set up the COMM RADIOS like this: Be alert, sometimes there is a “special” frequency assigned by ATC or RAMP to monitor or use.

64

64

GROUND CONTROL or PUSHBACK GUY

DEPARTURE CONTROL

ATIS

TFR

TFR TFR

TFR

124.90

V H F

120.95

FREQ SEL

NAV

AUTO

C O M M

132.95 AUTO

TEST

L I N K

MAN

VOR

UP/LT

DME

DN/RT

V H F

D A T A

MANUAL

124.90

PREFLIGHT ENROUTE

65

DH REF

FULL VOR/ILS

BRT DIM

126

EXP VOR/ILS MAP

320

ABOVE

ABS

ABOVE

N

20

BELOW

CTR MAP 10 PLAN

BRT

RST

80 40

WXR ON

BRT

XPDR

TA

ON

ON

L

15

10

RUDDER TRIM 5

0

5

PTT

INOP ADF-2

1-NAV-2

PA

F-INPH-S

MKR SPKR

V B R

67

80

160

320

40

10

CTR MAP 10 PLAN

LEFT WING DOWN

ON

ABS

ABOVE

N BELOW

REL

STBY TEST

2 2 22

XPDR

TA TA/RA

FAIL

RIGHT WING DOWN

ON

ON

ON

ON

1-VHF-2-VHF

PTT

MASK BOOM EMER

V

NORM

R

1-NAV-2

INOP

INOP

C O M M

PA

F-INPH-S

INOP ADF-2

MKR SPKR

66

MASK BOOM EMER

B

NORM

STABILIZER TRIM OVERRIDE SWITCH ...... NORMAL Normal is closed. In the simulator, it is possible that the previous crew could have left it “up”. On the line, it could have been “kicked” by the First Officer getting out of the seat.

ABS

BELOW

A D F

REL R

TONE

1260

ANT

IDENT

550 ON

OFF

ADF

67

GAIN

FLOOD

PANEL

BRIGHT

BRIGHT

STAB TRIM

CAB DOOR CAB DOOR UNLOCKED

OFF

120.95

NOSE RIGHT

R U D D E R

N

L

FREQ SEL

MIC SELECTOR

TFR

ABOVE

124.90

65

WXR ON

15

V H F

Here’s a suggestion. Some of the airplanes are “bent,” and if you look down and see some rudder trim left over from the last flight, I think it is good technique to only take out about half of that. The term “zero” the trim may or may not be reflected on the trim indicator. However, I think it is good technique to ALWAYS put the AILERON TRIM to the zero marker on the top of the yoke.

20

RIGHT

NOSE LEFT

INOP

RANGE EXP VOR/ILS

BRT

AILERON

MIC SELECTOR

INOP

BRT

RST

C O M M

RUDDER and AILERON TRIM ...... ZERO

HSI FULL VOR/ILS

REL

IDENT

LEFT

1-VHF-2-VHF

DN/RT

MAP

R

120.95

MANUAL

MAP VOR/ADF NAV AID ARPT RTE DATA WPT

ON

ON

BELOW

FAIL

TA/RA


UP/LT

N

2 2 22

REL

STBY TEST

FREQ SEL

132.95

VOR

126

124.90

MAN

ADI

ABS

V H F

C O M M

AUTO

DME

DH REF

RANGE 160

NAV

TEST

FLT DATA

MAIN

FREQ SEL

AUTO

REQUESTS

LINK MANAGER

120.95

124.90

REPORTS

MESSAGE LOG

MENU

ATC

UA COMM

POSTFLIGHT

HSI

ADI

124.90

RAMP CONTROL or MAINTENANCE

OFF

66

PA SYSTEM ...... CHECK

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

This is the end of the Captain’s Flight Deck Set-up ...Wheeeew! Thank goodness.. 737ver5088

© Mike Ray 2000


49

737ver5089

© Mike Ray 2000


FIRST OFFICER FLIGHT DECK PREP STUFF

737ver5091



The FIRST OFFICER'S

FLIGHTDECK

The FIRST OFFICER'S

FLIGHTDECK setup

... for pilots who like pictures

1 2 3

OXYGEN MASK

RIGHT FORWARD PANEL

24 25 26 27 28 29 30 31

AUTOFLIGHT ANNUC A/S INDICATOR

16 MKR BCNs 17 CLOCK 18 ALTIMETER 19 IVSI 20 ADI/HSI 21 VOR 22 ILS 23 DME

12 13

RDMI GPWS INHIBIT SW GPWS

AIR TEMP SEL

16 MKR BCNs 17 CLOCK 18 ALTIMETER 19 IVSI 20 ADI/HSI 21 VOR 22 ILS 23 DME

DUCT OVERHEAT TEMP SELECTORS DUAL BLEED LIGHT RAM DOOR LIGHTS

PNEUMATIC

14 15

PACK TRIP, BLEED TRIP, WING BODY OVHT

12 13

24 25 26 27 28 29 30 31

PANEL SETUP

TAT/SAT/TAS RDMI

TRANSPONDER ADF

737ver5092

51

© Mike Ray 2000


DUAL BLEED LIGHT RAM DOOR LIGHTS

PACK TRIP, BLEED TRIP, WING BODY OVHT ENG BLEED SW

PANEL SETUP

A/S INDICATOR

GPWS INHIBIT SW

DUCT OVERHEAT TEMP SELECTORS

SYSTEM TEST

AUTOFLIGHT ANNUC

GPWS

AIR TEMP SEL

PRESSURIZATION

14 15

SYSTEM TEST

ADF

© Mike Ray 2000

7 8 9 10 11

ENG BLEED SW

TRANSPONDER


STALL WARNING

OXYGEN MASK

STALL WARNING

Use this layout to help you memorize the steps and their order.

TAT/SAT/TAS

GO TO WINDOW

FLIGHT RECORDER MACH OVERSPD

FLIGHT RECORDER

7 8 9 10 11

GO TO WINDOW

EXT LIGHTS

MACH OVERSPD

MAIN OVERHEAD

EXT LIGHTS

LEFTSKINNY F/O MIDDLE ROW FORWARD PANEL

1 2 3

UPPER OVERHEAD 4 5 6

4 5 6

First do these

... for left brained pilots.

First do these

setup



1


UPPER OVERHEAD PANEL E X T E N D

LANDING

RETRACT

L ON R OUTBOARD

RUNWAY TAXI TURNOFF L R OFF OFF

OFF

L ON R INBOARD

ON

ON

APU GRD ON


ENGINE START

OFF

OFF

CONT FLT

BOTH IGN L

GRD

IGN R

OFF

CONT FLT

WING OFF

WHEEL WELL OFF

ON

ON

3

OFF ON

ON

ON

START

1

OXYGEN MASK

One of the MOST complicated procedures on the Set-up is the Oxygen mask checkout. MIC SELECTOR In brief form, here is what to do:

MASK/BOOM switch to MASK Push F-INPH mic switch Adjust F-INPH volume EXT SPEAKER volume UP

EXTERIOR LIGHTS......... AS REQUIRED

Push and hold, and while holding RESET/TEST lever:

3

The window is a simple thing, and just because you are only a lowly First Officer, I won't take it out on you and try to describe something that is intuitive, ... but every year we have a certain number of ROCKET SCIENTISTS trying to take-off with the window not latched properly. Some have actually made HIGH SPEED ABORTED TAKE-OFFs because the window popped open during take-off roll! DUH! So, here is the FIRST RULE OF WINDOWS:

DO NOT ABORT A TAKEOFF BECAUSE A COCKPIT WINDOW POPS OPEN !!!!!!!

INOP ADF-2

1-NAV-2

PA

F-INPH-S

MKR SPKR

B

NORM

R

RESET TEST

N 100% PUSH

RESET/TEST button: Observe 4 Release FLOW IND is BLANK and

OXYGEN MASK

EMERGENCY

PRESS TO TEST

O2 Flow stops

Now, put it all back together: MASK O2 @ 100% MASK HOLDER Doors closed MASK/BOOM switch to BOOM Here is the step MOST COPILOTS MISS: Ensure Captain is not monitoring F-INPH

Oooops ...!

What PILOTS screw up: They try to Blow the other guys brains out. Check and see if you are going to broadcast on the same channel that the unsuspecting Captain is monitoring. They leave MASK/BOOM switch in the MASK position after the test is complete. Not a day goes by that I don't here some poor soul trying to broadcast with the MIC SEL in MASK. "How do you read, Center?"

Windows can be closed after take-off up to 250 Knots. Gets noisy and scares the hydraulic fluid right outta you, but it is NO BIG DEAL! 737ver5094

© Mike Ray 2000


52

737ver5095

© Mike Ray 2000


MASK BOOM EMER

YELLOW CROSS remain visible; then Release the EMER/TEST selector PUSH PTT button, and while holding it: TAP on the door, then Push EMER/TEST button. Verify sound in both cases. Release PTT button

INOP

V

1 Observe YELLOW CROSS flicker Push and Hold EMER/TEST 2 selectorand observe

THE SIDE WINDOW

INOP

1-VHF-2-VHF

PTT

You have probably just returned from the EXTERIOR INSPECTION (walk-around), and therefore the only lights that need to be ON are the NAV LIGHTS; and these are to remain ON at ALL TIMES. DO NOT turn on the OSCILLATING BEACONS … Unless the airplane is being moved or the engines are running.

2

THE INCREDIBLY COMPLICATED




4 FLIGHT RECORDER

MACH AIRSPEED WARNING TEST

TEST

NORMAL

NO 1

NO 2

5

OFF

STALL WARNING TEST

NO. 1

NO. 2

6

4 5 6

FLIGHT RECORDER ........TEST

MOVE TEST SWITCH to ....... TEST position, then OBSERVE ............................ OFF light is NOT ON. RESTORE SWITCH COVER ...... Normal position.

MACH AIRSPEED WARNING ........TEST

PRESS button #1: OBSERVE: CAPT AIRSPEED CLACKER activates, then PRESS button #2: OBSERVE: F/O AIRSPEED CLACKER activates.

STALL WARNING ........TEST

PRESS button #1: OBSERVE: CAPT STICK SHAKER activates, then PRESS button #2: OBSERVE: F/O STICK SHAKER activates.

TRANSIT EXT FULL EXT

LE DEVICES

1

2

FLAPS

3

TRANSIT

4

NOTE 1: The test is INOPERATIVE if: 1 2 3 An AMBER LE DEVICE light comes ON. SLATS NOTE 2: DO NOT move the FLAPS in an attempt to TEST troubleshoot the problem without clearance from a GROUND OBSERVER! NOTE 3: What happens is that the hydraulic press can bleed off and allow the L.E. flaps to droop, causing an asymmetry signal. Just bringing on the “B” HYD PUMPS may move the flaps and put out the light, but… DO NOT DO THIS without GROUND CLEARANCE !!!

EXT FULL EXT

4

5

6

SLATS

737ver5096

© Mike Ray 2000


53

© Mike Ray 2000





7 8

AIR TEMP

SUPPLY DUCT

PASS CABIN

PASS CABIN

AIR MIX VALVE LD

LD CO

CO

TEMP160

80 40

0

DUCT OVERHEAT

COOL

WARM

WARM

COOL

WARM OFF MANUAL

COOL

WARM OFF MANUAL

RAM DOOR FULL OPEN

DUAL BLEED

9

AUTO NORMAL

AUTO

LR

20

0

OFF AUTO HIGH

R PACK

OFF AUTO HIGH

AUTO


OPEN

TRIP

RESET

PACK TRIP OFF

ON

AUTO FAIL

11

12

BLEED TRIP OFF

ON

2

BLEED


These doors should be “FULL OPEN” on the ground and in flight with the flaps extended. If the light is NOT ON … GET MAINTENANCE involved.

These six lights should be OUT. If one or more are ON, go to the book and do the procedure.

OFF

APU

RAM DOOR FULL OPEN LIGHTS ............................... ON

PACK TRIP OFF, BLEED TRIP OFF, 12 and WING-BODY OVERHEAT LIGHTS .................... OFF

WING ANTI ICE

WING-BODY OVERHEAT

OFF I

If APU bleed valve CLOSED: VERIFY DUAL BLEED LIGHT ........... OFF. If some combination of APU and ENG bleed valves OPEN: VERIFY DUAL BLEED LIGHT ........... ON.

IF BLEEDS CLOSED = LIGHT OFF IF BLEEDS OPEN = LIGHT ON

TEST

100

CLOSE

PACK TRIP OFF

DUAL BLEED LIGHT ........................................... OFF/ON

If you are sitting there some HOT MUGGY day, and the Air Conditioner is NOT putting out any cold air … It could be “ICED UP.” A technique I have heard is to place the TEMP SELECTOR to manual FULL HOT momentarily to heat up the evaporator. This should produce a “Snow storm” followed by cold air. Voila!

80

PSI

ISOLATION VALVE

L PACK

WING ANTI ICE

OVHT

60

40

10

11

OFF

DUCT OVERHEAT LIGHTS ........................................ OFF

An OVERHEAT condition in the SUPPLY DUCT causes:  DUCT OVERHEAT LIGHT to illuminate, and  The MIX VALVE to drive FULL COLD AUTOMATICALLY After DUCT temperature returns to normal, the TRIP RESET button will allow the crew to regain control of the MIX VALVES.

TEMPERATURE SELECTORS .................................. SET

RAM DOOR FULL OPEN

RECIRC FAN

This is to set up to monitor the temperature of the air in the MIX MANIFOLD.

9

200

F

AUTO NORMAL

COOL

T HO

120

DUCT OVERHEAT

10

8

AIR MIX VALVE T HO

7

CONT CABIN

AIR TEMP SELECTOR ............................. SUPPLY DUCT

13

MANUAL

13

ENGINE BLEED SWITCHES ......................................... ON These valves are ELECTRICALLY CONTROLLED and PNEUMATICALLY ACTUATED. They are normally left ON.

737ver5099

737ver5098

© Mike Ray 2000


54

© Mike Ray 2000




2

14 STANDBY and MANUAL PRESSURIZATION TEST

3

STEP 1

2 AUTO FAIL


MANUAL

STANDBY

AUTO

V A L V E

FLT ALT


S PU H

3

CABIN ALT

001257

STBY

F L T CAB FLT

C L O S E

04780

-.3

.3

.8

I.4

I.9

G R D

AUTO

1: 2: 3: 4: 5: 6:

O P E N AC MAN DC

3

MODE SEL ............................... STBY verify STANDBY LIGHT ............ ON STBY CABIN RATE ................... FULL INCREASE STBY CABIN ALT .... 500 feet below field elevation FLT/GND SWITCH .................... FLT verify OUTFLOW VALVE ........... FULL CLOSE

AUTO FAIL

2

4

STEP 2

1: STANDBY CABIN ALT … Set minimum 500 feet ABOVE field elevation. 2: verify OUTFLOW VALVE ......... Moves to FULL OPEN

2

CAB FLT

BLEED MANUAL

STANDBY

C L O S E

05780 CABIN ALT

005280

LAND ALT

STBY

F L T CAB FLT

© Mike Ray 2000


-.3

1 .3

.8

I.4

I.9

G R D

.3

.8

I.4

AUTO

O P E N AC MAN

I.9

AUTO

O P E N

G R D

CAB FLT

-.3

.3

I.4

I.9

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0


AC MAN DC

CHECK

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0

BLEED AUTO FAIL

STEP 5

3


00350I S PU H

CAB FLT

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0

737ver5101

© Mike Ray 2000


-.3

.3

.8

V A L V E C L O S E

08250

2


MANUAL


CABIN ALT

001257

1: MODE SELECTOR ....... AUTO 2: verify .... OUTFLOW VALVE moves FULL OPEN 3: ALL the lights ..... OFF

MANUAL

STANDBY

AUTO

STBY

F L T

DC

55

.8

DC

CHECK

STEP 4

CHECK

737ver5100

AC MAN

AUTO

1: FLT/GRD SWITCH ................ GRD 2: OUTFLOW VALVE SWITCH ........... HOLD TO CLOSE 3: verify STEADY VALVE MOVEMENT

1

V A L V E


S PU H

-.3

G R D

O P E N

STBY


MANUAL

35000 FLT ALT

C L O S E

CABIN ALT

F L T


AUTO

V A L V E

STBY

STEP 2 AUTO FAIL

MANUAL

05780

05280

1

C L O S E

05780 CABIN ALT

05280

1


S PU H

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0

V A L V E


S PU H

MANUAL

STANDBY

00350I

CHECK

MANUAL

BLEED


AUTO


5

35000

4

STEP 1

MANUAL

STANDBY

F L T

MANUAL

35000


AUTO

1: MODE SEL .................... MANUAL DC 2: verify MANUAL LIGHT ............ ON 3: AUTO FAIL, OFF SCHED DESCENT,and STANDBY LIGHTS .... OFF 4: OUTFLOW VALVE SWITCH ....... TOGGLE TOWARDS CLOSE 5: verify incremental valve movement

6

BLEED

BLEED AUTO FAIL

STEP 3

HOLY COW .... What a complicated procedure for such a simple system, wheeew. The only saving grace is that after a few hundred times, it will get to be common place. I have tried to simplify the situation by breaking it out into several steps.

5

I.4

I.9

G R D

AUTO

O P E N AC MAN DC

CHECK

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0


1



PRESSURIZATION SETUP MANUAL

MANUAL

35000 DECR INCR CABIN RATE

S PU H

CABIN ALT

LAND ALT

STBY

F L T

3

CAB FLT

-.3

.3

.8

I.4

I.9

G R D

AUTO

5

Sometimes the "IRIS" is closed on the lens.

.3

.8

I.4

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0


I.9

3

IN.HG

CHR

17

1

VERTICAL SPEED

.5

CLOCK

EXAMPLE: Say your "DESTINATION" altitude is 5280'. take 5280 minus 200 = 5080. Take the CRUISE ALTITUDE (say 35,000') go to the decal and get a CAB ALTITUDE (7.2 = 7200). Compare the two (5080 versus 7200) and set the HIGHER (7200) figure in the CAB ALT window.

19

16:12 GMT

.5

1

4 2

40

ET/CHR

RUN HLD

ET RESET

WXR

TERR

ON

ON

19

ALTIMETER ......... SET and CROSSCHECK

VERTICAL SPEED ........ ZERO Verify … OFF flag is retracted from view.

737ver5103

© Mike Ray 2000


10

6

The altimeters should read 10 feet above field elevation +/-40 feet and agree with the other altimeter within +/-80 feet. If they are outside tolerance, then the actual readings should be entered into the airplane Flight Log and reported to maintenance.

737ver5102

56

50

1000 FPM

SET … Just remember not to touch the lower right hand switch until you think about it. It is NOT intuitive.

18

60 4

0


© Mike Ray 2000

IG H BR

OUTER

2

1

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0


IG H BR

M I MIDDLE D D L E

2992 4

DC

CHECK

Go to the little "decal" at the bottom of the instrument. Compare actual destination altitude minus 200 feet and the CAB altitude derived from the decal using the projected flight altitude. Use the HIGHER figure and set it in the STANDBY section of the instrument in the CABIN ALT window.

-.3

5

2

A IG H I BR R AIRWAYS W A Y S

BARO

MODE SELECTOR ..........................AUTO FLT ALT INDICATOR ...........SET PLANNED FLIGHT ALTITUDE LAND ALT INDICATOR ........SET LANDING FIELD ALTITUDE STANDBY CABIN RATE ...... SET AT INDEX STANDBY CABIN ALTITUDE .... SET

CAB FLT

ALT

MB

17

1

0 00 1

10 1 3

6

AC MAN

0 FT

05

8 7

15 PRESSURIZATION SETUP

1: 2: 3: 4: 5:

100

9

T

005280

O P E N

MARKER BCN LIGHTS … PUSH TO TEST

T

2

C L O S E

07200

16

T

FLT ALT

BELOW G/S P-INHIBIT

V A L V E

28

30

20 RUN

T

STANDBY

AUTO

16

PULL UP

M


18

4

BLEED AUTO FAIL

G

15

RIGHT FORWARD PANEL

FS

HLD

SS

O U T E R



F/O VOR TEST

F/O ADI/HSI TEST COURSE

180

IAS/MACH

A/T

V NAV

283

ARM

MA

F/D

HEADING

L NAV

305

20

N1

SPEED

LVL CHG

HDG SEL

APP

DME TAS

12.6 283

GS

HDG

180 M

15

12 9

6

20

10

10

10

10

20

20

165/12 ILS 1

32.7 TAS 283

HDG

180

109.9

HSI

ADI DH REF

DH 109

3540

109

FULL VOR/ILS

RANGE EXP VOR/ILS MAP

BRT

80

160

40

CTR MAP 10 PLAN

GS

296

ON


ON

21

WXR

BRT M

320

20

ON

ON

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

MAN

VOR

UP/LT

DME

DN/RT

STEP 1: Tune a VOT station if available (see 10-9 page). STEP 2: Set course indicator on MCP to “000” or “180”. STEP 3: Observe HSI VOR course indicator center within 2 1/2 degrees.

NOTE 1: Test is to be accomplished in either FULL VOR/ILS or EXP VOR/ILS and With VHF NAV RECEIVER SELECTORS in MANUAL. NOTE 2: VOT test is preferred; if unable, then VOR certified radial, or dual system comparison. A lot of times you will be sitting at the gate sandwiched between two metal jetways, and the signal is just not strong enough to procure an adequate test; in that case, you may have to wait until after push-back to get a good check.

the “2

1⁄2...4...4”

RULE

VOT: (The preferable method) RECEIVERS AGREE WITHIN 2 1⁄2 degrees of 180 or 000 FROM. AND RECEIVERS tuned to same VOT MUST AGREE within 4 degrees.

FROM

117.50

132.95 AUTO

TEST

ON

320/18

21.1

124.90

RST

DME

3

20

20.3

FD

21.3

21

0

HDG SEL

TO/GA

21.2

138

33

100

OFF

30

R

DISENGAGE

ADI/HSI .............. CHECK and SET

1. OBSERVE ................. NO FLAGS 2. BRIGHTNESS ........... SET 3. RAD ALT ................... DISPLAYED If the DH is also displayed, it may be removed by setting DH REF to a negative setting.

4 045 6 120

180

ON

27

160

MA

F/D

CWS

V/S

24

180

ALT HOLD

COURSE B

CMD

UP

18

THR HLD

A/P ENGAGE A

DN

SEL

ON

OFF

VERT SPEED

ALTITUDE

28004 +0000 VOR LOC

OFF

737ver5104

DUAL VOR TECHNIQUE: (Used where the VOT is not available) BOTH RECEIVERS MUST agree within 4 degrees of each other when tuned to the same VOR. NOTE 3: VOR self test IS NOT considered a valid substitute for the above test. 737ver5105

© Mike Ray 2000


57

© Mike Ray 2000




ILS/DME CHECK

180

23

HDG SEL

TO/GA

THR HLD

160

20

20

10

10

10

10

20

20

22

FD

6 045 4 120

R

100

ILS ............................................................... TEST SELECT an ILS FREQUENCY:

Then: HOLD ILS TEST SWITCH in UP/L POSITION and VERIFY: 1: HSI and ADI G/S and LOC BARS disappear for 3 seconds, then reappear. 2: HSI G/S and LOC BARS go one dot UP and LEFT. 3: ADI G/S and LOC BARS go one dot UP and LEFT. 4: SAI G/S and LOC BARS go one dot UP and LEFT. Then: DO the same thing in the DN/R POSITION . VERIFY ALL the FLAGS or BARS return to ORIGINAL POSITIONS.

DH 109

3540

NOTE 1: INBOUND COURSE on the MCP MUST be within 90 degrees of the AIRPLANE HEADING or the G/S BAR will not appear. NOTE 2: Holding the TEST SWITCH too long causes all the bars to disappear; but they will come back after about 25 seconds.

0327 0327

DME-2

DME-1

9 12

12.6 283

138

18

22

21

15

24

6

GS

194 M

HDG

27 3 0

12

33

.0 3 R

9

30

F

AD

23

27 33

3

6

ADF INOP

0

VO

TAS

24

18 21 15

DME

165/12 ILS 1

109.9

NAV

AUTO

124.90

DME .......................................................... CHECK The 1 percent - 1⁄2 MILE RULE:

when BOTH DMEs are locked on the same station, they should agree within 1⁄2 MILE or 1% of the distance to the station, Whichever is GREATER!

MANUAL

132.95 AUTO

TEST

MAN

VOR

UP/LT

DME

DN/RT

737ver5106

© Mike Ray 2000


58

© Mike Ray 2000 737ver5107




LEFT F/O FWD PANEL

1

A/P A/T FMC

24

P/RST

P/RST

24

2 TEST

P/RST

25

PULL UP BELOW G/S P-INHIBIT

SPEED BRAKE

60 400

o

+15.2

KT

300

C

1 045 KNOTS 6

250

200

25

AIRSPEED INDICATOR .............................. CHECK

Verify CURSOR CONTROL KNOB .................. IN Verify ................................... NO FLAGS IN VIEW Verify DIGITAL AIRSPEED .................45 +/- 1 KT

80

4 75 6

MACH

350 TAT

AUTOFLIGHT ANNUNCIATOR .................. TEST

Push switch to TEST 1 position, OBSERVE: A/P, A/T, FMC lights come ON STEADY AMBER Push switch to TEST 2 position, OBSERVE: A/P, A/T lights come ON STEADY RED FMC light comes ON STEADY AMBER

100 120

26

140 160 180

TAT/SAT/TAS INDICATOR .......................... TAT

PULL TO SET

4

2

0327 1633

1

18 21

6

BA

2

VO

R

0

PSI X 1000

.0 3

4

33

3

27

27 3 0

9 12

15

HYD SYS PRESS

27

DME-2

DME-1

0

PSI X 1000

24

26

3

HYD BRAKE PRESS

AD

RDMI ............................................................ CHECK

Verify MAG HEADING agrees with STANDBY COMPASS and HSI’s display. Verify NO WARNING SYMBOLS in view. Position #2 VOR/ADF selector as desired.

F

1

ADF INOP

E

RFL

RFL

1/4 E

SYS A

SYS B

GROUND PROXIMITY

29

28

1/2 HYD QTY 3/4

1/2 HYD QTY 3/4 1/4

INOP

28

29

FLAP/GEAR INHIBIT

SYS TEST

GPWS INHIBIT SWITCH .................... SAFETIED/NORMAL

In the SIM, obviously the safety wire will be broken, BUT you MUST check this because you can bet that the previous crew had to use it and might have inadvertently left it off. BE ALERT !

GPWS ......................................................... TEST PUSH GPWS button:

Check that AURAL sounds BELOW G/S, PULL UP, and INOP light comes ON.

NORMAL

© Mike Ray 2000


737ver5108

59

737ver5109

© Mike Ray 2000




ADF TEST

TRANSPONDER/TCAS TEST NOTE: IRS alignment MUST be complete prior to accomplishing the TCAS test. Place TCAS/XPDR selector to TEST momentarily and OBSERVE the following indications:

30

ABS

BELOW

REL

STBY TEST

XPDR

ABOVE

8888

BELOW FAIL

TA TA/RA

ABS

L

REL

R

“FAIL” LIGHT comes ON momentarily.

0327 1633

DME-2

DME-1

15

6

27 3 0

FD

20

20

10

10

10

10

20

20

“RED PITCH AVOIDANCE BARS” displayed on ADI.

VO

R

1 140 9 120

R

100

.0 3

160

33

180

31

18 21 24

HDG SEL

“8888” appears in these windows

ADF ................... SET and CHECK Step 1: Tune ADF to an FAA or other government facility. Step 2: Verify the the RDMI points towards that station. Step 3: Set RDMI selectors and pointers as desired.

IDENT

TCAS/ATC

TO/GA

THR HLD

ABOVE

31

9 12

30

TRANSPONDER/TCAS ................... TEST, SET

F

AD

ADF INOP DH 109

3540

TFR 32.7 NM 283

TRK

188

M

1534.8 Z GS 296

TAS

“TCAS TEST” displayed on HSI.

A D F

TRAFFIC

TCAS TEST

TONE

1260

550 ON

OFF ANT

ADF

+10

GAIN

-10

“FOUR GOOFY SYMBOLS” displayed IF 10 mile scale is being used at the time with MAP mode selected.

+02 +02

320/18

THIS IS THE END OF THIS SECTION

1276 2.6 R 10.4 L

Computerized voice sez, “TCAS SYSTEM TEST OK (FAIL).”

© Mike Ray 2000


737ver5110

60

737ver5111

© Mike Ray 2000




FINAL12 The hectic ...

FLIGHT DECK

PREP STEPS

DISCUSSION: Who does what? This section has procedures and items assigned to BOTH Captain and/or First Officer; that is C,F/O. I submit, however, that normal operating habits (as opposed to SOP or standard operating procedures) have evolved such that some tasks are expected to be accomplished by one pilot or the other. There is no particular order to the things that occur in this section, and I think you will find that there is a lot of other things going on, a whole bunch of stuff grabbing for your attention. You have to take each activity in its time and ensure that it is taken to completion, even though there may be interruptions during its execution. © Mike Ray 2000 737ver5113


61

© Mike Ray 2000




START THE APU

ATC CLEARANCE

IF NOT ALREADY RUNNING APU GROUND START PROCEDURES: F/H 6-49

GET CLEARANCE

BIG BOO-BOO! DO NOT turn OFF the BATTERY SWITCH while on the ground with the APU running and supplying electrical to the airplane or the APU will shut down and it will get really dark on the airplane.

110

20

40

DC VOLTS

0

100

120 AC VOLTS

130

LOW QUANTITY

TR 1

STBY PWR

ON

ON

BAT

FEEL DIFF PRESS

YAW DAMPER

AUTO SLAT FAIL

DO NOT TAKE-OFF WITHOUT A LEGITIMATE CLEARANCE.

BOTH ON 1

BOTH ON 2

BOTH ON L

80 IN120

0

ii

iiiiliiiilii

iil

0

ii

iii

0

80 IN120

200

liiiiliiiil

OFF

100

50

OFF

A NR OM TE D

150

AC AMPERES

0

ENG 1 A

FWD ENTRY

ON

EQUIP

OFF AUTO ON

BLEED TRIP OFF

GEN OFF BUS

GRD CALL

ATTEND

AFT

OFF

OFF ON 2

LANDING

RETRACT

OFF

OFF

ON

ON

6 5 4

OFF

7

APU GEN APU

LOW OIL PRESSURE

10 D

8

100

50

EXH

0

C X 100

25

7

PACK TRIP OFF

WING ANTI ICE


RESET

BAT HIGH

AB

IN CLIM

200

DN

0F E EE T P

.5

ON

APU

ENGINE START GRD

ON

OFF

CONT FLT

BOTH IGN L

GRD

OFF

IGN R

G R D

AUTO

O P E N AC MAN DC

CHECK

3

2

CAB FLT

OFF

STBY

F L T

3

4

I


.5

UP

V A L V E C L O S E

CABIN ALT

001257

APU GEN OFF BUS LIGHT ON

MANUAL

08250

2

0

TEMP 0

S PU H

5

2

MANUAL


4

I5

I

ON

BLEED

STANDBY

00350I

3

I0

X 1000 FEET


3 2 1

L ON R INBOARD

OFF

APU


AUTO

5

6

R AUTO

OFF

ON

I

AUTO FAIL

Step 5 2

CABIN ALT

20

150

AC AMPERES

30

8

GEN 2

OVER SPEED

ERASE

ALT HORN CUTOFF

I

0

50

35

RAIN REPELLENT

E S PR S 0 IFF PSI

40

CALL

L

HIGH OIL TEMP

TEST

600 OHMS

I 00

62

AUTO OPEN

TRIP

WING-BODY OVERHEAT


-.3

.3

.8

FLT

START

I.4

I.9

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0



CONT

WING OFF

WHEEL WELL OFF

ON

ON

OFF ON

ON

ON

Step 4

APU CONTROL SWITCH START

Verify TRANSFER BUS, BUS OFF, and STANDBY PWR lights are OFF.

737ver5114

AFT SERVICE

HEADSET

APU GEN SWITCHES BOTH ON

The “boarded fuel check,” if the Captain directs, is outlined in the FOM.

FWD SERVICE

AFT CARGO

OFF AUTO HIGH

CLOSE

B

FWD

L ON R OUTBOARD

(1) Did we get the fuel load requested for this specific airplane. (2) Were the fuel changes included. (2) Is that fuel load within tolerances.

FWD CARGO

WING ANTI ICE

R PACK

OFF

BUS OFF

LOW OIL QUANTITY

Step 6

DISCUSSION: When the fueler comes to the flight deck, it is time to stop what you are doing, turn in your seat and looking at the fueler, and address the issues of:

OFF AUTO HIGH

PACK TRIP OFF

AFT ENTRY

TRANSFER BUS OFF

APU GEN OFF BUS

GEN 1

R


ON 1

E X T E N D

B

HYD PUMPS

TEST

100

ISOLATION VALVE

L PACK

ON

80

PSI

0

OFF

0 000

OFF

CTR

FUEL QUANTITY ................ CHECK

20

ENG 2

ARMED

200

BUS OFF GEN OFF BUS

FUEL PUMPS

FWD

ELEC 1

OVHT

60

40


ELEC 2

ON

9

AFT

RAM DOOR FULL OPEN

RECIRC FAN

OVERHEAT


A U T O

O F F


ON

RAM DOOR FULL OPEN

OFF GRD PWR AVAILABLE

BUS TRANS

FEED

L

2

ON

FILTER BYPASS

CROSS


WARM OFF MANUAL

OFF

EMER EXIT LIGHTS


WARM

COOL

i

VALVE OPEN

TRANSFER BUS OFF

FUEL QUANTITY CHECK

COOL

WARM OFF MANUAL

AUTO

OFF

30

160

40

GRD PWR

150

AC AMPERES

WARM

COOL

l

C

100

50

+40

AUTO NORMAL

ii

iii

FILTER BYPASS

FUEL VALVE CLOSED

liiiiliiiilii

li

0

FUEL+20 TEMP

iii

-20

OFF


BOTH ON R

COOL

DUAL BLEED

ON

1


10 RISE 20

0

30

DUCT OVERHEAT

200

F

NORMAL

160

40

0

APU BLEED SWITCH OFF

OFF

OFF ON

ALTERNATE


10 RISE 20

Check LOW PRESSURE lights go OFF. -40

WING ANTI-ICE

ENG ANTI-ICE

OVERHEAT

NORMAL

FUEL VALVE CLOSED


GND TEST

IN

IRS

NORMAL



AUTO

RISE

AFT NO.1 FUEL PUMP ON EFI

OFF

DRIVE TEMP

Step 3

OFF

DISCONNECT

BAT

Step 2 TEMP160

AUTO NORMAL

BRIGHT

HIGH OIL TEMP

DISCONNECT

ON

120

80

40

PANEL

LOW OIL PRESSURE

STANDBY POWER

HIGH OIL TEMP

OFF

PASS CABIN

PASS CABIN

AIR MIX VALVE

DUCT OVERHEAT

OFF

OVERHEAT OVERHEAT

AC STANDBY PWR OFF

AIR TEMP

SUPPLY DUCT

R ALPHA VANE

ON

ON

LOW OIL PRESSURE

R ELEV PITOT

HEAT

L ALPHA VANE

I/I0

AIR MIX VALVE

TEMP PROBE

TEST


SPEED TRIM FAIL MACH TRIM FAIL


ON

L ELEV PITOT

BRIGHT

INV

STBY PWR

TEST OFF

YAW DAMPER

CIRCUIT BREAKER GEN 2

CONT CABIN


OFF

C

OFF



HOURS

T

OFF

GEN 1 GRD PWR

TR 3

ARM DOWN

OFF

ON

ON

HO

SPOILER A B

APU GEN

TR 2

BAT BAT BUS

UP

0 28 3 2

T

OFF

ELAPSED TIME

SIDE

OFF

HO

ALTERNATE FLAPS

APU HOURMETER

ON

R

OFF


LOW PRESSURE


ON

BATTERY SWITCH ON WINDOW HEAT OVHT FWD FWD

LR

FLT CONTROL B A

OVERHEAT OVERHEAT

ON

ON

CO LD

420

SIDE

Don’t get hung up on the ACARS solely. It may even be necessary to contact the appropriate ATC agency (FSS ?) by voice to resolve a sticky situation. All questions about the clearance should be resolved before you depart the gate ... and if that is not possible; certainly BEFORE beginning the take-off. Let me state that another way:


OVERHEAT OVERHEAT

CPS FREQ

320

L

It is a GOOD CAPTAIN PRACTICE to request the clearance soon enough so that should it NOT be filed for some reason, there will be time to contact DISPATCH and get the situation resolved without delaying the departure.

© Mike Ray 2000

Step 1

400

50

CO LD

-0+ DC AMPS +

-50

R

DISCUSSION: The ATC clearance will normally NOT be available until about 20 minutes prior to your “P” (projected push-back) time. Normally, you can receive your clearance via ACARS, this is called PDC or “PRE-DEPARTURE CLEARANCE (If available it will be indicated on the 10-9 page). If you request it before it is available, you will get the ACARS message telling you to contact Clearance via voice radio. My suggestion is to give it a coupla minutes and request it again.

MOMENTARY only.

HERE ARE THE GUIDELINES FOR APU USE It is OK to hook up to the ELECTRICAL as soon as start complete; however DO NOT use the PNEUMATIC bleed air for at least

1 minute.

737ver5115

© Mike Ray 2000




ACARS FLIGHT INFORMATION DISCUSSION: This is one of the areas where the FIRST OFFICER is generally considered to be the person to accomplish this task; BUT the Captain is ALWAYS the one responsible for the accuracy of the information.

D A T A

MAIN MENU PREFLIGHT

1/2 DISPATCH

0001 TIMES

ENROUTE

UA COMM

L I N K

WX RQST

MSGS RCVD

IN REPORT

DELAY/DVRT

MRM REPORT

RETURN MODE

DIM 6

ACARS .................... LOAD and TEST

INITIALIZE (don’t forget page 2). The most common mistake is to place the wrong date in the ACARS. Use the date on the flight release even though the actual date of your departure may be another date. LOAD FLIGHT and FUEL information:

LINK TEST and CHECK TIME. Check the time withe Captain’s clock. Remember that re-setting the clock is an really tricky process, so DO NOT begin until you are certain that you know what you want to do.

SET “V” SPEEDS COURSE

IAS/MACH

A/T

310

134

ARM

MA

F/D

V NAV

HEADING

305

L NAV

OFF

N1

350 300 250 PULL TO SET

LVL CHG

HDG SEL

APP

ALT HOLD

4 75 6

MACH

1 230 KNOTS 9 200

80 100 120 140 160 180

COURSE B

A CMD CWS

MA

310

F/D ON

DISENGAGE

V/S UP

60 400

SPEED

A/P ENGAGE

DN

SEL

ON

OFF

VERT SPEED

ALTITUDE

28004 +0000 VOR LOC

OFF

When the weights are available and the IRUs are up to speed, from the SPEED CARD (flip chart) determine the speeds and set them using the “bugs” and the MCP. On the MCP you want to set the V2 Speed. This will cause the “salmon” bug to move in the airspeed indicator. It is IMPORTANT that you confirm that the “SALMON BUG” in the airspeed indicator moves to match the speed put in the MCP. The “SPEED CARD” is discussed on the next page. 737ver5116

© Mike Ray 2000


63

© Mike Ray 2000




SET NAV RADIOS SET STABILIZER TRIM

Set FREQUENCIES in accordance with ATC procedures and clearance requirements. NOTE: When referencing or navigating with the MAP display (most of the time), one NAV radio MUST remain in AUTO to maximize FMC radio updating

The value for the trim is on the WEIGHT MANIFEST. HOWEVER, for any trim setting, the trim indicator MUST remain in the GREEN BAND.

SET TRANSPONDER CODE

Of course, you will get a take-off warning when you advance the throttles for takeoff; but right here is where you want to catch a mis-set trim.

! G BI

REMEMBER: If you are getting squirted with anti-icing fluid, the manual specifically states that the trim is to be run “FULL FORWARD, THEN 1/2 UNIT ANU.”

BOTH pilots confirm and JOINTLY set in the transponder code.

YOU MUST RESET THE TRIM FOR TAKE-OFF!

GOOD CAPTAIN PRACTICE: Consider using the “ABOVE” setting for departure to assist in assessing traffic conflicts along the departure route.

ABOVE

ABS

ABOVE

N BELOW

STBY TEST

2 2 22

REL XPDR

TA TA/RA

FAIL

ABS

N BELOW L

REL R

IDENT

SET EFIS CONTROL PANEL COMM RADIOS

SET UP GLASS STUFF (EFIS) CONTROL PANEL EFIS is pronounced (ee-fus) and is just another word for “GLASS STUFF.” I offer this as a suggestion only, because I don’t think there are any “specific SOP” settings for this. Because this is a simulator session and you are expecting an engine out take-off at any minute … And there is a logic to setting up for that contingency “on the line” also:

COMM RADIOS......... SET UP AS REQUIRED This is the way the radios are set up … Usually. If, however, you are flying with Captain America, She (he) just may have some “special and unique” setup. So … do that one.

TOWER (GROUND)

DEPARTURE

ATIS

ADI DH REF

COMPANY (RAMP)

126

32

124.90


RST

V H F

HSI FULL VOR/ILS

BRT

80

160

40 20

CTR MAP 10 PLAN

WXR ON

BRT

TFR

FREQ SEL


TFR

120.95

C O M M

V H F

124.90

FREQ SEL

120.95

320

C O M M

ON

ON

ON

ON

1: Select 10 or 20 mile scale. 20 will give you the greatest runway extension information. 2: Select MAP mode for greatest situational awareness display 3: WXR (weather radar) ON if suitable (Don’t forget!) 4: Select NAV AID, ARPT, and VOR/ADF as appropriate.

ON

GOOD CAPTAIN PRACTICE: Some FMC departures may not exactly match the published departure procedure. Use of FULL or EXP VOR/ILS and the use of VOR/LOC may prove to be the best option in this case.

NOTE: IF EGPWS is available, here is a GOOD IDEA: One pilot be in TERR, and The other guy be in WXR.

BRIEF IT !

737ver5117

© Mike Ray 2000


64

737ver5118

© Mike Ray 2000




MCP 3

SETUP continued

AUTOTHROTTLE SWITCH ........................................... OFF NOTE: If you are planning to takeoff with the autothrottles OFF, you should brief the target setting for the throttles. Personally, I think it is a great idea to ALWAYS brief and be aware of the target throttle setting under any circumstances.

4 IAS/MACH selector ....................................................... SET Check the selector set at V2 and Indicator slews to V2.

Verify that the internal "salmon" bug on the Airspeed

5

HEADING selector ........................................................ SET

6

BANK LIMIT selector .................................................... SET

7

ALTITUDE ..................................................................... SET

Set to the magnetic runway heading. This is NOT the painted runway markers on the runway, but rather the runway heading depicted on the airport diagram (back of plate 10-1 usually). Even if you are cleared for and expected to comply with some SID heading or heading instruction from ATC right after takeoff, use the runway heading. What this represents is the extended runway centerline and sets you up in the event you experiance an engine failure on takeoff event.

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

Even though you may be cleared to a higher altitude, it is suggested that you always select the MOST RESTRICTIVE altitude on the departure clearance. UNDER NO CIRCUMSTANCE that I can think of off the top of my bald head should you ever put in a higher altitude than your ATC clearance even though your departure routing may indicate that a higher altitude is allowed. The LAST ATC clearance is controlling.

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

AUTOPILOT DISENGAGE BAR ................................... ARMED (UP) Would you believe it, there have actually been some rocket scientists who have gotten airborne and were not able to engage the autopilot ... only to discover that this bar was not properly engaged. Duh!

737ver5121

© Mike Ray 2000


65

© Mike Ray 2000




TAKEOFF BRIEF

TAKEOFF BRIEF … Again!

PRE-DEPARTURE TAKEOFF DATA BRIEF: There are three places in the FOM where

you can find sample briefs: The best is a “RIP-OUT” card from the FOM, then there is another iteration of the same brief in the OI section. Then, if you still have that goofy looking plastic insert referred to as C/L/R toolkit (also in the CLR section of the FOM) … On the back is a sample PRE-DEPARTURE CREW BRIEF. They all suggest the following items:

Let me make it clear, the check-guy IS going to be looking for a thorough and meaningful take-off brief from BOTH the Captain and the F/O. This is a really big item on the critique list. You can get some brownie points here (...and you’ll need every one of them, I guarantee.).

Who flies? Flight Plan Changes NOTAMS/POSBDS/MRD WINDSHEAR/CLUTTER RTO T Page procedures CLEARANCE/SID Terrain/obstacles Transition Altitudes

Specifically, EVERY take-off brief should include a complete engine out discussion and development of an “escape plan.” From V1 to level off on the first leg of a check-ride, there should be no confusion as to what is expected … After that, just a reminder of the differences on each take-off. However, be alert; some check-people look favorably upon a “COMPLETE” take-off briefing for EVERY TAKE-OFF.

TERRAIN CLEARANCE:

Of course, brief the MSA for the departure segment of the indicator. Remember that the radius of the MSA is ONLY 25 miles and grants 1000 feet obstacle clearance. These altitudes are for emergency use and may not assure acceptable navigational information. SO … You should also brief MEAs on the departure radials where they are a factor.

T-PAGE: It is ALWAYS REQUIRED to be aware of and brief T-PAGE routing and restrictions. HOWEVER, be aware that the TOWER guys have never heard of T-PAGES, and so on your V1 CUT maneuver, it will be essential that you tell the TOWER exactly what you doing in simple terms (i.e; ...turning to 135 degrees for climb-out, etc). IF ... THEN AWARENESS: If the T-page departure path is obstructed by weather such as TSMS ... Wait for the weather to clear before attempting takeoff, even though the “normal” departure corridor may be clear.

HOT !

LOST COMM PROCEDURE DEPICTED ON DEPARTURE PLATE On some “SID” plates there is a box bordered by slash marks. This is the LOST COMM procedure. IF THEN AWARENESS: Here is a TIP, the Checkguy will be looking for you to brief that procedure … IF you do not, THEN you can expect a lost comm situation.

//////

/////////

////////////////////////////////////////////

WIND SHEAR: If there is a MICROBURST ALERT ! DO NOT GO ! This is a DO NOT FLY message and you MUST delay takeoff until the alert has been cancelled.

It is a TEAM effort and the check-airman will be closely monitoring you. COUNT ON IT !!

TRANSITION LEVEL/ALTITUDE: This is perhaps one of the most confusing things for a non-rocket scientist pilot. Here is a gouge I have heard: QNE ( E = ENROUTE) QNH (H = HOME). Difficult stuff for an airline pilot.

This is a really BIG DEAL! You don’t have to do either brief with the card in hand; but ALL elements must be briefed as appropriate.

//

//

//////////////////////////////////////////////

THIS IS A REALLY BIG DEAL! The F/O MUST ensure that the Captain has been briefed on all elements of the TAKEOFF DATA BRIEFING. The Captain MUST ensure that all elements of the PRE-DEPARTURE BRIEFING are completed prior to departure.

TIP !

WIND DIRECTION, REDUCED N1, T/O ALTERNATE: Be alert to changing conditions from the Checkguy. A favorite CHECKRIDE ploy is to set up a situation where even though you are legal for takeoff; you are not legal to come back and land at your departure airport. The restriction can be WIND or VISIBILITY. Also be alert, the Check guy will change: wind direction to a value where reduced epr may not be used, change in weight beyond the limit for the takeoff runway, change the trim setting beyond limit. REMEMBER that if you cannot come back and land at the take-off airport, you need a TAKEOFF ALTERNATE.. © Mike Ray 2000


66

737ver5123

Some pilots find it useful to: have the PNF do a takeoff brief prior to the PF doing the pre-departure brief.

© Mike Ray 2000




"SLASH 4" check 1

FUEL PUMP SWITCHES ........................................... ON

Turn on ALL #1 and #2 FUEL PUMPS, (and CENTER FUEL PUMPS if the center tank has fuel). Verify that the ALL the fuel LOW PRESSURE lights are ON.

BIG

NOTE 1: CHECK CURRENT DIRECTIVES FROM FAA/COMPANY REGARDING CENTER TANK PUMP SWITCHES. NOTE 2: Here is a neat tip. If you have less than 1000# in the CENTER TANK, consider taking off with the center tank pump OFF .... So that you will not get a MASTER CAUTION light during take-off. The caveat, of course, is to remember to turn on the pumps once you are airborne.

2

APU GENERATOR SWITCHES ................................ ON

3

FASTEN SEAT BELTS ............................................... ON

4

HYDRAULIC A PUMP SWITCHES .......................... OFF HYDRAULIC B PUMP SWITCHES .......................... ON

Use the APU to power BOTH generator busses.

Turn on the switch before you move the airplane or start the engines.

Check that the B HYD SYSTEM LOW PRESS lights ....... OFF WARNING: IF the ELEC B HYD pumps are NOT already ON … A “qualified” person MUST check the wings to ensure that they are clear. This means, that if you can’t find someone outside, that one of the flight crew has to go outside and look at the wings. The person inside must verify that the indicators for the FLAPS and SPEEDBRAKE coincide with the indicators.

BOTH PILOTS:

CDU PAGE ............................ SET

AS DESIRED, but here are some thoughts: When referencing or navigating with the MAP display, one NAV radio must remain in AUTO. Displaying the PROGRESS PAGE is recommended to confirm radio updating. SUGGESTION: CAPT be on “T/O” page F/O be on “INIT REF” page

CAPTAIN REQUESTS: “BEFORE START” CHECKLIST .... COMPLETE (CHALLENGE and RESPONSE)

© Mike Ray 2000


67

737ver5125

© Mike Ray 2000



3

then ... when these


PUSHBACK DIALOG

things are complete:

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

The PUSHBACK senario is initiated by the GROUND PERSON. Determine if it is a one or two person push.

This is the “lite pack” on the main overhead panel ... it should look like this before you continue.

NOTE: The NOSE GEAR STEERING BY-PASS pin is inserted and removed by the ground crew in accordance with their own ENG START DURING PUSHBACK checklist. You should NOT expect to hear the pushback guy acknowledge the pin in his dialog.

GROUND TO COCKPIT. PRE-DEPARTURE CHECK COMPLETE. READY FOR A ONE/TWO PERSON PUSHBACK.

NOTE: This DOOR light-pack is on the overhead panel and ALL the door lights MUST BE OUT before you continue.

STANDBY FOR PUSHBACK CLEARANCE.

STANDING BY FOR PUSHBACK CLEARANCE.

THEN DO THE ...

CLEARED TO PUSH. BRAKES SET.

BEFORE PUSHBACK CHECKLIST .... COMPLETE

NOTE: You are not to complete the items on the “BEFORE PUSHBACK CHECKLIST” until Ground guy has called the flightdeck with, “Ready for pushback.”

ROGER, CLEARED TO PUSH.

F/O GETS PUSHBACK CLEARANCE AND READS IT BACK

Before you MOVE the airplane or START THE ENGINES; verify the RED ANTI COLLISION LIGHTS ON.

RELEASE BRAKES BRAKES RELEASED.

WARNING: ANYTIME a tow bar is connected, “A” HYD pressure MUST BE ZERO. Someone could be injured or equipment damaged! Here is a TIP for your oral, if the A system must be disconnected when the nosewheel is restrained, then which system powers the nosewheel steering?

F/O

Releasing the brakes (with the ENTRY DOORS closed) tells the ACARS that you have departed the gate. CLEARED TO START ENGINES.

ANTI-COLLISION LIGHTS ...................... ON

ROGER, CLEARED TO START (BOTH) ENGINES.

NOTE: Anti-colllision light MUST BE ON anytime the jet is being MOVED or the engines are RUNNING.

SET BRAKES.

F/O F/O

COCKPIT DOOR ...................... LOCK Check that the CABIN DOOR UNLOCKED light is off

TOW BAR DISCONNECTED. DISCONNECTING, WATCH FOR SALUTE.

PUSHBACK CLEARANCE (if req.)........ OBTAIN Refer to FOM AIRPORT INFORMATION page

LISTEN UP ! 737ver5126

© Mike Ray 2000


BRAKES SET, PRESSURE NORMAL. DISCONNECT HEADSET. GROUND PERSON: SALUTES CAPTAIN: FLASHES NOSE GEAR (TAXI)LIGHT GROUND PERSON: GIVES RELEASE SIGNAL WARNING: Right here is where you can ruin your whole day. DO NOT do anything until you have BOTH the salute and the release from guidance.

737ver5127

68

© Mike Ray 2000




ENGINE START FLOW for left-brained pilots

ENGINE START FLOW

CAPTAIN ANNOUNCES, “START LEFT (RIGHT) ENGINE.”

for right brained pilots

LANDING

E X T E N D

L ON R OUTBOARD

APU


OFF

RETRACT

L ON R INBOARD

OFF

GRD

CONT

BOTH

FLT

ON

ON

ON


ENGINE START

OFF

IGN L

GRD

OFF

CONT

IGN R

WING OFF

WHEEL WELL OFF

ON

ON

Normally we start the left (#1) engine first to facilitate late baggage boarding. You can usually expect to start engines AFTER pushback.

F/O does the actual STARTING.

1 2

OFF

FLT

ON

ON

ON

START

12

YAW DAMPER

4

ENG OIL QTY TEST

A/P A/T FMC

RATE

REVERSER UNLOCKED

REVERSER UNLOCKED

2

START VALVE OPEN


2

1 UP

5

10

85.4

8

2

10

4

00.0

8

PULL TO SET

4 743 2

EGT

PSI

0 100 02

20

60 40

PSI

0 100 02

8

2

7 015 5

EGT 6

4

TAT

30

100

2

C

50

4

-50

TEMP

O

C

50

0

TEMP

250

-50

4

ON

15

0

8

4

6

1/2 HYD QTY 3/4

0

1/4

2

E

4

6

RFL

1/4

4

2

AUTO BRAKE

E

SYS B

VO R

E

8

FF 00

PPH

10 XA SYS

6

10

E

4

8

FF 00

PPH

2

RFL

RATE/USED

6

4

2

3 VIB

4

OFF

1

1

5

5

4

X 10 SYS B

3 VIB

0

ADF INOP 3 MAX

RTO

0

D EEKE SPRA B

5

DOWN

FLAP UP 0

STAB TRIM

10

1

2

STAB TRIM

2

APL NOSE DOWN

5

UP

10

15 APL NOSE UP

HORN CUTOUT

FLAP


5


0

1

0

E

SYS A

10

25

15

30

APL NOSE UP

40

STAB TRIM CUT OUT

2

3

RAM DOOR FULL OPEN

RECIRC FAN OFF

AUTO

SYS B

0

PSI

80

R PACK

OFF AUTO HIGH

CLOSE

HIGH

TRIP TRIP OFF

I

AUTO

OFF AUTO OPEN

TRIP TRIP OFF

WING-BODY OVERHEAT

WING-BODY OVERHEAT

BLEED TRIP OFF

BLEED TRIP OFF

OFF

OFF

ON

ON

AUTO FAIL

APU

WING ANTI ICE

2

2


69

ENGINE START SWITCH ..... GRD DUCT PRESS ..... DECREASES

F/O verifies duct pressure decreases.

“A” HYD PRESS ... stays “ZERO”

9

ENGINE START LEVER ..... IDLE

12

MANUAL

737ver5128

© Mike Ray 2000

“PACKS OFF

TIP ! PRESSURE UP.

F/O verifies duct pressure “sufficient” for starting. 30 PSI is the suggested min to start, and 20 psi is the min DUCT PRESS after the start valve opens. MAX EGT for ground start is 725 degrees C.

OIL PRESS ...... INCREASES

11

BLEED


DUCT PRESSURE .......... verify

7 8 10

TEST

100

ISOLATION VALVE

L PACK

1

OVHT

60

40 20

WING ANTI ICE

9

RAM DOOR FULL OPEN

DUAL BLEED

5

15

FLAP DOWN

PARKING BRAKE PULL

1

RFL

1/4

6

ARMED

FLIGHT DETENT

RFL

E

8

APL NOSE DOWN

1/2 HYD QTY 3/4

1/2 HYD QTY 3/4 1/4

LR

1/4

10

12

RFL

6

1

AUTO-BRAKE DISARM

1

4 1/2 000 HYD QTY 3/4 0 1/4 2 2

4 1/2 723 HYD QTY 3/40 2 2

RATE/USED

F

AD

0

PSI X 1000

2

12

18 21

6

3

HYD SYS PRESS

1/2 HYD QTY 3/4

RFL

SYS A

BA

6 00.0 4

10 N2

4 5

DME-2

DME-1

1

% RPM X 10

0 2

120 140 160 180

27 3 0

4 28.6 2

% RPM X 10

8

200

3

ISOLATION VALVE ..... AUTO

I have heard some pilots use the gouge:

100

0327 1633

0

PSI X 1000

OFF

10 N2

1 230 KNOTS 9

3

HYD BRAKE PRESS

2

100

300

C

PULL TO SET

150 OIL O

KT

80

4 75 6

MACH


150 OIL

0

o

+88.8

LE FLAPS EXT

LE FLAPS TRANSIT

20

C X 100

10

0

60 400 350

15

24

6

60 40

P-INHIBIT

SPEED BRAKE

80

OIL PRESS

PULL TO SET

C X 100

10

2 4

80

OIL PRESS

PULL UP

25 40

4 00.0 N1 2

P/RST

BELOW G/S

10

% RPM X 10

5 30.2 N1 4

11

START VALVE OPEN


FLAPS

% RPM X 10

8

2

P/RST

2 TEST

9 12

1

1

L

10


P/RST

7

USED

1

.0 3

RESET

33

FUEL FLOW


BOTH PACK SWITCHES ................. OFF

I have heard some pilots use the gouge:

TIP ! “N 2, NO A

N2 ..................... 25% or MAX MOTORING Max motoring occurs when the N2 stops increasing for 5 seconds or more.

Keep fingers on lever until N1 starts to move!

N1 ...... ROTATION

IF N1 NOT indicating … Discontinue start. Possible “frozen” N1 rotor due to COLD wx or other mechanical problems. ENGINE START LEVER TO ....... OFF

EGT .......... INCREASE within 10 Seconds

MAX EGT for ground start is 725 degrees C.

ENGINE START SWITCH (at 46%N2) ....... CUTOUT

NOTE: Sometimes the STARTER switch will disengage prematurely; If that happens, let the engine spool down below 20% N1 before re-engaging.

737ver5129

© Mike Ray 2000


”

”



The BIG starter sim problem !

ABNORMAL START STUFF

This is a favorite Check-pilot situation, they really LOVE this stuff. Here is the situation, at 46% N2, if the automatic thing does NOT AUTOMATICALLY click off. What do you do?

ENGINE START COMPLETE when:

When START VALVE OPEN LIGHT GOES OUT; ............. F/O announces “CUTOUT”

10

85.4

8

2

4

COMMON START ANOMALIES THAT CHECK GUYS LOVE:

N1 ................. 20 - 22 %

PULL TO SET

8

4 483 2

0

EGT 6

2

4

4 61.3 2 10 N2

EGT ............... 360 - 510oC

8

12

2

4 723 0 2 2

8

FF 00

PPH

X 10

6

OIL

60 PRESS PSI

20

N2 .................. 59 - 63 %

4

0 100 02

FUEL FLOW .. 710 - 730 pph

CONT FLT

AUTO

20

L PACK

OFF AUTO HIGH

ISOLATION VALVE

TEST

CLOSE

AUTO

R PACK

OFF AUTO HIGH

If the start valve open light is inoperative:VERIFY DUCT PRESSURE RETURNS TO VALUE THAT EXISTED PRIOR TO START.”

REVERSER UNLOCKED

1

2

START VALVE OPEN

START VALVE OPEN



LOW OIL PRESSURE: light does NOT go out.

BUT

10

8

84.8

4

80 OIL 60 PRESS 40

PSI

80 OIL 60 PRESS

0 100 02

40

20

PSI

0 100 02

20

IF there is NO DUCT PRESSURE RECOVERY, or START VALVE LIGHT DOES NOT GO OUT … Then we have an EMERGENCY, it is on the QRC and referred to as:

“NO STARTER CUTOUT.”

GO TO THE QRC. There are NO MEMORY steps for this failure on the QRC checklist.

Refer to Reference Action NOTE: This is a MEMORY "action" item!

Discussion: At 46% N2, there is a little secret switch in the N2 Tachometer gauge that causes some unknown and hidden things to happen; one of which is to signal the starter valve to cut-out. If the starter valve does NOT cut-out automatically at 46%, then we suspect that this switch or associated magic is malfunctioning. When we turn the start switch off manually, this may allow the start valve to close and could be the end of the START PROBLEM … but this would indicate to us that the N2 Tach gauge switching mechanism may not be working properly.

STARTING NOTES: 1. 2. 3. 4.

ADVANCING START LEVER PREMATURELY can cause a HOT START. IF NO EGT within 10 SECONDS … discontinue start. INITIAL FUEL FLOW should be about 400 #/HR. IF FUEL CONTROL LEVER is inadvertently shut off, DO NOT REOPEN in an attempt to restart. 5. IF START SWITCH slips out of GRD, wait until N2 below 20% to re-engage.

This is frequently …and I mean every day …confused with the “ABNORMAL ENGINE START” QRC procedure. BE ALERT !!!

70

Definitiion: SAM = System Area Maintenance. This is a 24/7 on-call maintenance person. © Mike Ray 2000


15 25 40

2

GOOD CAPTAIN THOUGHT PROCESS

Start lever .................. Cutoff

5 10

% RPM X 10

4 85.3 2

N1

What else is on that N2 Tachometer switch? Is there some safety of flight item associated with this failure that might be nice to know about? At this point, a call to SAM would be A GREAT IDEA in order to arrange for possible deferral. Also consider an MRM message and a possible logbook entry.

QRC

2

1 UP

FLAPS

PULL TO SET

ABNORMAL ENGINE START


OVHT 80

100

While the airplane can (probably) be operated normally from this point; BEFORE TAKEOFF, you MUST properly record the malfunction in the logbook, and agreement must be made with SAM regarding deferral (if Captain and Dispatcher are in agreement). Here is a problem: Since MRM codes do not transmit on the ground, If the Captain uses the ACARS to transmit an MRM he will be in non-compliance with SOP.

Immediate action MEMORY step

© Mike Ray 2000

PSI

If everything returns to normal, you do NOT have an emergency.

No STABILE RPM: Fluxuating or increasing RPM beyond N1 22% or N2 63%.

OIL PRESS .... Approx. 25 psi

REMEMBER: 1. Failure of the starter switch to shut off automatically at 46% N2 is a normal procedure. 2. NO STARTER CUTOUT: Does NOT have memory items. Go directly to the QRC. 3. ABNORMAL START: has memory item “START LEVER TO CUTOFF.”

OFF

IGN R

60

40

FROZEN ENG: N1 doesn't move. DO NOT ADVANCE LEVER TO IDLE. Suspect frozen, broken, or jammed engine rotors.

NOTE: These values are for a “Standard day, sea level, stabilized.” What this means is that if you are at DEN in the middle of winter, or SAL in the middle of summer … Could be a little different. These are just guidelines.

737ver5131

IGN L

GRD

RECIRC FAN

NO START: EGT doesn't increase.

80

40

FLT

BOTH

0

RATE/USED

10

CONT

OFF

4

6

OFF

HUNG START: ABNORMAL ACCELERATION where < 59% N2

% RPM X 10

0

“...If Engine start switch does not move to OFF, then: 1. MANUALLY POSITION SWITCH TO OFF at 46% N2: 2. VERIFY DUCT PRESSURE INCREASES, AND 3. START VALVE OPEN LIGHT GOES OFF (to confirm that start valve has closed),

ENGINE START GRD

HOT START: NO EGT ROLLBACK and EGT continues to approach 725o C

C X 100

10

The flight manual has this NORMAL PROCEDURE:

LR

3 22.2 N1 4

L

% RPM X 10

737ver5130a

LE FLAPS TRANSIT

30

LE FLAPS EXT



AFTER you have received BOTH: “SALUTE” (FLASH TAXI LIGHT) and “RELEASE FROM GUIDANCE” … then CAPTAIN ANNOUNCES: "I HAVE A SALUTE and RELEASE FROM GUIDANCE" … then

1

AFTER START STUFF ENGINE GENERATOR SWITCHES .................. ON HYDRAULIC “A” PUMPS SWITCHES .............. ON APU ................................................................... ON/OFF MASTER CAUTION SYSTEM ............................ RECALL AUDIO PANEL ................................................... SET

420

ON

ON

L

110

40

100

LOW PRESSURE

STBY PWR

ON

ON

ON

YAW DAMPER

MACH TRIM FAIL

YAW DAMPER

STANDBY PWR OFF

LOW OIL PRESSURE

AUTO SLAT FAIL

LOW OIL PRESSURE

STANDBY POWER

HIGH OIL TEMP

OFF

OFF

HIGH OIL TEMP

DISCONNECT

BAT


WING ANTI-ICE

ENG ANTI-ICE

GND TEST

80 IN120

1

NORMAL

ii iiiiliiiilii

iil

0

iii

liiiiliiiil

iii

i

FILTER BYPASS

CROSS

L

R

ON

4 COURSE

FIRE WARN

MASTER CAUTION

BELL CUTOUT

PUSH TO RESET

ELEC

IRS

APU

FUEL

OVHT/DET

LANDING

RETRACT

OFF

L ON R OUTBOARD

L ON R INBOARD

310


LOW PRESSURE

WING ANTI ICE

ON

APU

EXH

0

C X 100

AUTO

BAT

OFF

HIGH

150

AC AMPERES

S PRE S 0 IFF PSI

2 CABIN ALT

25

I0

X 1000 FEET

001257

STBY AB

IN CLIM

0F E EE T P

.5

I

OFF GRD

OFF

CONT FLT

BOTH IGN L

GRD

OFF

IGN R

4

AC MAN DC

-.3

.3

.8

CONT

I.4

I.9

CHECK

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0



ENGINE START

ON

ON

AUTO

O P E N

3

2

CAB FLT


G R D

F L T

3 4

DN

3 2 1

APU

V A L V E C L O S E

CABIN ALT

2

I .5

UP

0

200

TEMP 0

MANUAL

08250

5

2

MANUAL

STANDBY

4

I5

6


ON

BLEED


S PU H

7

APU .............................. ON/OFF

The APU should be left ON during the ENGINE BLEEDS OFF takeoff. I would recommend that the APU be left running if there is ANY reason you think it might be useful (such as single generator or single pneumati\c source operation), but note that running the APU without apparent reason is normally frowned on by the checkpeople.

OFF

APU

00350I

3

WING ANTI ICE

BLEED TRIP OFF


AUTO

5

20

ON

I

AUTO FAIL

ALT HORN CUTOFF

I

0

50 40 35 30

R

L

100

50

10 D

9

8

RAIN REPELLENT

OVER SPEED

FAULT

ERASE


3

CALL

GEN 2

TEST

600 OHMS

GRD CALL

ATTEND

GEN OFF BUS

8

ON

TRIP TRIP OFF WING-BODY OVERHEAT

RESET

OFF

APU GEN

LOW OIL PRESSURE

R PACK

OFF AUTO HIGH

AUTO

TRIP

BLEED TRIP OFF

LOW PRESSURE

TEST

100

OPEN

WING-BODY OVERHEAT

HEADSET

I00

ON 2

E X T E N D

FLT CONT

6 5 4

OFF

ON 1

7

OVERHEAT OVERHEAT

PSI

CLOSE

B

OFF

AFT

OFF AUTO HIGH

LOW PRESSURE

80

ISOLATION VALVE

L PACK

B

TRIP TRIP OFF

ON

OFF AUTO ON

OFF

ON

MAINT

FWD

ON

OVHT

60

0

ENG 2

OFF

HYD PUMPS

ARMED

TRANSFER BUS OFF

APU GEN OFF BUS


A


A U T O

OFF

CTR

FWD

ELEC 1

ELEC 2

ON

200

BUS OFF

GEN 1

ENG 1

ON

BUS TRANS

GEN OFF BUS

FUEL PUMPS

AFT

150

AC AMPERES

0

A NR OM TE D

BUS OFF

FEED


OFF

200

100

50

O F F


OFF

150

AC AMPERES

TRANSFER BUS OFF

OFF

EMER EXIT LIGHTS

20

OFF

GRD PWR

3

RAM DOOR FULL OPEN

40


0

VALVE OPEN

RAM DOOR FULL OPEN

DUAL BLEED

2

OVERHEAT

000

FILTER BYPASS

C

0

l

ii

+40

WARM OFF MANUAL

OFF

OFF

30


GRD PWR AVAILABLE

100

50

ii

li

FUEL VALVE CLOSED

liiiiliiiilii

-40

0

FUEL+20 TEMP

iii

-20

OFF

80 IN120 40


WARM

COOL

AUTO

C

NORMAL

FUEL VALVE CLOSED

ON

1


10 RISE 20

0

30

160

40

BOTH ON R

WARM OFF MANUAL

R

BOTH ON L

AUTO NORMAL

COOL

COOL

RECIRC FAN

ALTERNATE


10 RISE 20 0

IRS BOTH ON 2

200

F

WARM

OFF

OFF

OVERHEAT

EFI

0

DUCT OVERHEAT

NORMAL

IN

BOTH ON 1

COOL

OVERHEAT OVERHEAT LOW LOW PRESSURE PRESSURE

ON

RISE

80 40


AUTO

OFF

DRIVE TEMP

TEMP160

AUTO NORMAL

DISCONNECT

ON

120

DUCT OVERHEAT

PANEL

AC

AIR MIX VALVE

R ALPHA VANE

TEMP PROBE

BRIGHT

ON

SPEED TRIM FAIL

AIR MIX VALVE

R ELEV PITOT

HEAT

L ALPHA VANE

2

OFF

OFF

BAT

FEEL DIFF PRESS

TEST

GALLEY RESID VOLTS

OFF

OFF


ON

L ELEV PITOT

BRIGHT

INV

STBY PWR

TEST

ARM DOWN

OFF

OFF



PASS CABIN

PASS CABIN

T

GEN 1 GRD PWR

TR 3

AIR TEMP

SUPPLY DUCT

HO

OFF

APU GEN

TR 2

CONT CABIN

T

SPOILER A B

TR 1 BAT BAT BUS

UP

NOTE: This is just a note to remind you that you should NEVER have the “A” system pressurized during the pushback when the tow bar is connected.

SIDE


HO

OFF

Verify the LOW PRESSURE lights go OFF.

I/I0

ON



ALTERNATE FLAPS LOW LOW PRESSURE PRESSURE

HOURS

HYDRAULIC “A” PUMP SWITCHES ......... ON

OFF

ON

130

0 28 3 2

R

FWD

OFF

120 AC VOLTS

ELAPSED TIME

LR

20

DC VOLTS

0

LOW QUANTITY

APU HOURMETER

ON

WINDOW HEAT OVHT FWD

SIDE FLT CONTROL B A

ON

D

CPS FREQ

320

COL

50

2

OVERHEAT OVERHEAT

D

DC AMPS +

-50

OVERHEAT OVERHEAT

400

COL

-0+

Verify all the AMBER BUS OFF lights .................. OFF

NOTE: OK, there have been some problems with the generators dropping off the line. There are two problem areas: FIRST: If the generator trips off after EXTENDED periods of use; an Airplane Flight Log book write-up is required. SECOND: If the generator trips off or fails to come on with the first attempt, but functions normally on subsequent attempts, then a write-up is NOT required.

CAPTAIN does 5 things: 1. 2. 3. 4. 5.

ENGINE GENERATOR SWITCHES ..... ON

WING OFF

WHEEL WELL OFF

ON

ON

MASTER CAUTION SYSTEM ........................ RECALL

Verify ALL the lights out after recall.

OFF

FLT

ON

ON

ON

START

5

IAS/MACH

A/T

283

ARM

MA

F/D

V NAV

HEADING

305

L NAV

VOR LOC

OFF

ON

OFF

N1

SPEED

LVL CHG

HDG SEL

VERT SPEED

ALTITUDE

A/P ENGAGE

28004 +0000

APP

DN

SEL ALT HOLD

CMD CWS

5

COURSE B

A

MA

F/D ON

310

ANTI-ICE

ENG

HYD

OVERHEAD

DOORS

AIR COND

MASTER CAUTION

FIRE WARN

PUSH TO RESET

BELL CUTOUT

DISENGAGE

V/S UP

OFF

AUDIO PANEL .......................................................... SET

About now the First Officer is nervously waiting for you to get set up so she/he can call ATC. SOP dictates that one pilot should not set up another pilots audio panel

737ver5132

© Mike Ray 2000


71

737ver5133 © Mike Ray 2000




More AFTER START STUFF

1

FIRST OFFICER does 9 things:

40

100

LOW QUANTITY

420

L

120

130

TR 2

OFF

GEN 1

TEST

TEST

ON

AC

MACH TRIM FAIL

YAW DAMPER

STANDBY PWR OFF

LOW OIL PRESSURE

AUTO SLAT FAIL

OFF

GND TEST

NORMAL

OFF

ii

iiiiliiiilii

iil

iii

A

7

OFF

FUEL VALVE CLOSED

100

50 0

GRD PWR

150

AC AMPERES

200

100

50

OFF

150

AC AMPERES

0

A NR OM TE D

ARMED

liiiiliiiil

AFT ENTRY

ON

FILTER BYPASS

BUS TRANS

A U T O

O F F

TRANSFER BUS OFF

CROSS



GEN OFF BUS

OFF AUTO ON

TRANSFER BUS OFF

BUS OFF

FEED

GEN OFF BUS

FUEL PUMPS OFF ON

GEN 1

R

APU

CTR

LOW OIL PRESSURE

MAINT LOW LOW PRESSURE PRESSURE

FWD


FWD

AFT OFF ON 2

E X T E N D

LANDING

RETRACT

L ON R OUTBOARD

6 5 4

OFF

L ON R INBOARD

7

8

100

50

EXH

0

C X 100

50

2

40

25

CABIN ALT

BAT

OFF

HIGH


ON

AB

I

9 ON

ENGINE START GRD

OFF

ON

CONT FLT

BOTH IGN L

GRD

OFF

IGN R

ON

00350I

V A L V E C L O S E

08250 CABIN ALT

001257

STBY

F L T

3

G R D

AUTO

O P E N AC MAN DC

CHECK

3

2

CAB FLT

-.3

.3

.8

I.4

I.9

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0



CONT FLT

MANUAL

4

MANUAL


S PU H

6

IN CLIM

2

BLEED

STANDBY

4

0F E EE T P

.5

APU

BLEED TRIP OFF


4

DN

OFF

AUTO FAIL

WING ANTI ICE

WING-BODY OVERHEAT

OFF

2

I .5

UP

PACK TRIP OFF

RESET

APU

AUTO

5

0

200

TEMP 0

ON

I

3

I0

I5

6

R AUTO

3 2 1


ERASE

5

X 1000 FEET

20 7

150

AC AMPERES

I

I00

OFF ON 1


ALT HORN CUTOFF

0

35

OPEN

TRIP

OFF TEST

30

8

RAIN REPELLENT

L

AFT SERVICE

600 OHMS

GEN 2

OVER SPEED

FAULT

FWD SERVICE

AFT CARGO

WING OFF

WHEEL WELL OFF

ON

ON

5

ON

ON

START

8

5

BOTH ENGINE BLEED SWITCHES .................. ON

NOTE 1: Position to HIGH if more air conditioning is required. NOTE 2: Reposition switch to AUTO before doing the final items on the BEFORE TAKEOFF CHECKLIST.

6

APU BLEED SWITCH ...................................... OFF

7

DUAL BLEED LIGHT ...................................... OFF

8

FLT/GRD SWITCH .......................................... FLT

9

OFF ON

ISOLATION VALVE SWITCHES ........................ AUTO

R PACK

OFF AUTO HIGH

AUTO

B

AFT

ON

APU GEN

FWD CARGO

HEADSET

CALL

OFF

ON

EQUIP

WING ANTI ICE

100

CLOSE

PACK TRIP OFF

S PRE S 0 IFF 10 D PSI

9

OFF


L

OFF AUTO HIGH


GRD CALL

ATTEND

B

TEST

ISOLATION VALVE

L PACK

ON

80

PSI

0

ENG 2

OFF

HYD PUMPS

FWD ENTRY

ON

200

i

VALVE OPEN

ELEC 1

ELEC 2

ON

20

OVHT

60

40


0 000

FILTER BYPASS

C

EMER EXIT LIGHTS

GRD PWR AVAILABLE

+40

0

ii

0

FUEL+20 TEMP

OFF

30


l

iii

80 IN120 40

ii

li

liiiiliiiilii

-20

-40

iii

FUEL VALVE CLOSED

ENG 1

10 RISE 20

0

30


NORMAL

RECIRC FAN

OVERHEAT


OFF

C

80 IN120 40

BOTH ON R

RAM DOOR FULL OPEN

2

R

10 RISE 20 0

IRS BOTH ON L

WARM OFF MANUAL

AUTO

ALTERNATE OFF

WARM

COOL

RAM DOOR FULL OPEN

DUAL BLEED

ON

1

OVERHEAT

BOTH ON 2

AUTO NORMAL

COOL

WARM OFF MANUAL

NORMAL


3

200

F

WARM

COOL

OFF

OFF ON


IN

EFI

0

DUCT OVERHEAT

ENG ANTI-ICE

WING ANTI-ICE

HIGH OIL TEMP

RISE

BOTH ON 1

COOL



OFF

AUTO

DRIVE TEMP

TEMP160

AUTO NORMAL

DISCONNECT

BAT

120 80 40

PANEL

BRIGHT

LOW OIL PRESSURE

STANDBY POWER

HIGH OIL TEMP

DISCONNECT

ON

PASS CABIN

PASS CABIN

AIR MIX VALVE

DUCT OVERHEAT

OVERHEAT OVERHEAT

SPEED TRIM FAIL

AIR TEMP

R ALPHA VANE

ON

4 I/I0

SUPPLY DUCT

OFF

OFF

BAT

HEAT

L ALPHA VANE

HOURS

AIR MIX VALVE

R ELEV PITOT

TEMP PROBE

GALLEY RESID VOLTS

OFF

OFF

BRIGHT

2


ON

BOTH PACK SWITCHES ................................... AUTO

0 28 3 2

CONT CABIN F/O P/S 2 AUX STATIC

OFF

L ELEV PITOT

INV

STBY PWR

ARM DOWN

YAW DAMPER

GEN 2

GRD PWR

TR 3

STBY PWR

FEEL DIFF PRESS

ON



CIRCUIT BREAKER

3

ELAPSED TIME

T

BAT BAT BUS

UP

OFF

ON

ON

HO

SPOILER A B OFF

ON

ENGINE ANTI-ICE ..................................... TEST, then SET

You only need to do this test if you expect to encounter icing conditions. You put the switches ON and the lights go BRIGHT then DIM and the COWL ANTI-ICE lights should be OFF. Now here is a little system review: Since the valves are operated by pneumatic air from the engine, if the valves DO NOT operate (which is a common problem) you may need to push up the engine to get some more pneumatic air to the system.

APU HOURMETER

T

OFF

APU GEN

SIDE OFF

HO

ALTERNATE FLAPS LOW LOW PRESSURE PRESSURE

TR 1

ON

R

OFF


LOW PRESSURE

ON


SIDE

AC VOLTS

OVERHEAT OVERHEAT

ON

ON

D

110

20

DC VOLTS

0

CPS FREQ

320

LR

FLT CONTROL B A

OVERHEAT OVERHEAT

400

50

COL

1

-0+ DC AMPS +

-50

D

9

2

PITOT HEAT SWITCHES ....................... ON ENGINE ANTI-ICE ................................. TEST/SET-UP BOTH PACK SWITCHES ....................... AUTO ISOLATION VALVE SWITCH ................. AUTO BOTH ENGINE BLEED SWITCHES ...... ON APU BLEED SWITCH ............................ OFF DUAL BLEED LIGHT ............................. OFF FLT/GRD SWITCH ................................. FLT HYDRAULIC SYSTEMS PRESSURES .. CHECK

COL

1. 2. 3. 4. 5. 6. 7. 8. 9.

PITOT HEAT SWITCHES ................................. ON

HYDRAULIC SYSTEM PRESSURES ............... CHECK

737ver5134

737ver5135 © Mike Ray 2000


72

© Mike Ray 2000




AT THIS POINT:

WHEN: The jet's engines are running, and you've gotten your release, flashed taxi light, and salute, THEN you are ready to taxi: BOTH PILOTS SET UP ................ OWN AUDIO PANELS

It is considered BAD FORM to touch the other guys "AUDIO PANEL." Each pilot MUST set up their OWN panel.

Captain sez: "TAXI CLEARANCE, PLEASE." F/O looks at the Captains audio panel and confirms that She (He) has the appropriate radio selected properly. DO NOT TOUCH, but using your best CLR techniques, inform the Captain of any discrepancy.

F/O CALLS ATC/RAMP for TAXI CLEARANCE F/O confirms, using appropriate visual or verbal CLR skills that the Captain has heard and understands the taxi instructions. Usually a growl or grunt is considered sufficient.

WHEN: SALUTE, FLASHED TAXI LIGHT, and RELEASE FROM GUIDANCE, and TAXI CLEARANCE: THEN (and only then) CAPTAIN RELEASE ................ PARKING BRAKE

Now, obviously, if you are at some airports, you are allowed to move to the top of the alleyway without a "verbal" clearance from ATC or RAMP control. If there is ANY question, however, DO NOT MOVE THE JET until ALL ambiguity is resolved. Set the brake and do what you have to do.

BIG TIME CAUTION

Once again, right here is where BAD STUFF can happen. Make certain, even though you have a clearance and salute and release, that the CREW BUS isn't making a mad dash for the other side of the taxiway, or Brand-X hasn't pushed a coupla feet and their tail is hanging out in the taxiway, or some food truck isn't concentrating on his approach to another airplane and doesn't see you. I don't think I need to remind you that the ramp can look like the LA Freeway and those people could care less whether you have a clearance to taxi or not. Be alert to the fact that the TOWER (Ground control) will probably not be in a position to actually see you. They issue clearances to taxi predicated on whether or not you fit into their flow ... NOT whether or not you are actually clear of obstructions and other airplanes. Hey guys, It is see and be seen. Y'all be careful out there, ya hear.

© Mike Ray 2000


73

737ver5136

© Mike Ray 2000




THIS IS A SERMON, PAY ATTENTION !!! 40% N2 MAX

DO NOT ...

NEVER-NEVER-NEVER

IT IS EXTREMELY IMPORTANT that you DO NOT MOVE the jet without both: SALUTE and RELEASE SIGNAL

DUH! If you sit there with the nose gear cranked around and try to move the jet, that gear will act like a big brake. If you cannot roll forward a little and then start your turn ... you need a tow out!

WARNING

"ANYTIME" the jet is stopped: SET THE PARKING BRAKE!

DUH! A whole lot of bad things happen when the airplane starts to move while you are looking down at the CDU, or pondering your navel. SET THE BRAKE ... and make certain it is set!

1. “I have a salute,” (Ground guy salutes and Captain responds by flashing the taxi light and observing the release signal) and … 2. “a release from guidance“. 3. “Taxi Clearance.” Then, and ONLY THEN, are you allowed to 4. Release the parking brake.

Current airport diagram should be available. IF LOW VISIBILITY IN EFFECT (SMGCS called “SMEGS” by check people) use the special chart available.

DISCUSSION: Every year, about a dozen ROCKET SCIENTISTS release the brakes with the pushback guy still in front of the airplane. The stories are SO bizarre, that it staggers the imagination. Hitting the towbar, or the tug are the most common. Some have actually released the brakes “HEAD DOWN” and rolled into whatever was in front of them. Ooooo NOT PRETTY! It is SOOOO easy to get distracted here with last minute clearances, Flight attendant or cabin problems, reprogramming the CDU, or just plain rushing to make up time.

F/O should be prepared to STOP THE JET if necessary. Be aware of blast effects from engines. Start moving the airplane with nosegear straight ahead, and then start gentle turn with steering wheel.

NO - NO !

NOTE: I just want to EMPHASIZE the point that this is a VERY dangerous place and you can easily KILL or MAIM someone. I realize that you are wanting to beat Brand X, or get a taxi clearance during a lull in the Ground Control chatter, or you just want to “get things going,” BUT … This IS NOT the place to make up time. TRUST ME, do not be a ROCKET SCIENTIST!

ARC of WINGTIP greater than NOSE, ARC of TAIL greater than WINGTIP. Engine are only 18 inches above the ground. Use ADI for groundspeed readout. TAXI speeds Keep below 30 knots 25 knots maximum for turns less than 45 degrees. 10 knots maximum for turns greater than 45 degrees. HIGH SPEEDS TURNS may be executed up to 60 knots. REVERSE THRUST to control taxi speed NOT AUTHORIZED!!!! TOTAL MAX takeoff plus taxi distance = 35,000 feet.

If you do this … You will be talking to strange men in black at a long green table. You will be writing letters and making reports until you get your job back.

3 min of taxi equals 1 min of flight fuel consumption. If extensive ground delays, consider shutting down one or both engines.

737ver5137

© Mike Ray 2000

Use your head here; obviously if you are in a congested area and the jet won't move ... call someone and get clearance to push up the motors. DO NOT run the risk of making a wake behind the jet. On the sim-ride, the CheckGuy will NOT BE HAPPY if you push 'em up beyond 40% N2.

CAUTION

NOTE: The OFFICIAL Flight Manual recommends “FOUR DISTINCT STEPS” for this procedure. I have a little problem with the way they have it set up, BUT I do NOT have a problem with the fact that they think there is a problem. THERE IS A PROBLEM!!! Here are their four steps:


CAUTION

DO NOT EXCEED 40% N2

INITIAL MOVEMENT SHOULD BE NOSE GEAR STRAIGHT AHEAD

I am devoting a whole page to this topic because it is SO IMPORTANT !.

DO NOT RELEASE PARKING BRAKE TOO SOON.

TAXI CAUTION NOTES

74

737ver5138

© Mike Ray 2000




CAUTION

DURING TAXI STUFF

MONITOR HYDRAULIC QUANTITY and PRESSURE

3

HYD BRAKE PRESS

FLAPS ....................................................... SET

2 PSI X 1000

Move the flaps to the T/O position. Then, CHECK ............................. Position indicator VERIFY ............................. LE FLAPS EXT light ON

1

4 0

...continuously during taxi, be alert to fluid and press indications. The checkride will probably include a TAXI event such as loss of fluid or pressure as an awareness item. BE ALERT. If you should lose hydraulics, set the parking brake if practical and call for tow. 3000 psi allows approx. 6 applications 1000 psi indicates NO BRAKES (precharge only) NOTE 1: SYSTEM A powers the ALTERNATE BRAKE SYSTEM SYSTEM B powers the NORMAL BRAKES

NOTE 1: FLAPS 1 is recommended. This gives the BEST performance in the event of engine failure. NOTE 2: Lesser flap selections result in fuel savings and noise reduction. NOTE 3: If windshear or turbulence reported, then FLAPS 5 is recommended.

"BEFORE TAKEOFF" CHECKLIST ....... ........ “COMPLETE to THE FINAL ITEMS"

FLIGHT CONTROLS .................................... CHECK

When the "weights" are (finally) received via ACARS from Load Planning and are checked and set on the PERF PAGE of the CDU: then, finish off the checklist "to the FINAL ITEMS line." It is NOT NECESSARY to restart the list from the beginning.

BOTH PILOTS should "get on the controls" while the Captain moves them "gently" through their "FULL" range of movement. In the event one of the pilots is a midget, this will check that they can reach the rudders at full extension (in case of engine failure). Obese or pregnant pilots should be able to tolerate full back yoke movement.

YAW DAMPER

YAW DAMPER ............................................ CHECK

Captain turns the jet and watches the Yaw Damper indicator (located on center forward panel near the top) ... the little bar should move in opposition to the turn and then when the turn becomes constant, the bar should center.

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

"BEFORE TAKEOFF" CHECKLIST ............................ "COMPLETE to MANIFEST CHANGES" BOTH Captain and First Officer "Challenge and Response." It is OK to complete it down to the "MANIFEST CHANGES" line. It is allowable for the Captain to ask for the "BEFORE TAKEOFF CHECKLIST ... TO THE LINE."

CABIN NOTIFICATION ............................ COMPLETE

NOTE: Here is the place where irritation and frustration can ruin an otherwise nice day. If the weight and balance "numbers" are not forthcoming from Load Planning via the ACARS, the Captain should MONITOR the ATC radio and the F/O call load planning on the #2 Radio and offer the "count" as an inducement to get the weights. If there is to be a delay, tell ATC, park the jet, and wait. DO NOT CONTINUE WITHOUT THE "FINAL WEIGHT MANIFEST." If necessary, CALL DISPATCH via ARINC and get them to use their landline.

(F/O) WEIGHT MANIFEST .......... CHECK and CORRECT CDU

+ -2

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

PREPARE FOR TAKE-OFF."

NOTE: It is pretty easy to push the wrong switch and send the message to the INTERPHONE instead of the PA, so it is a good idea to monitor the PA when sending the signal. Also, if you don't get your comm panel set back up properly for talking to ATC; when you make your first radio call, you will be broadcasting to the people in the back instead of the controller ... WHOOOOOPS! NOTE: To preclude this embarrassing event; most pilots use the PA MIC (handset) to make their announcements to the cabin.

The two big changes will be the ZFW and you can correct that on the PERF INIT page and the PERCENT MAC (or trim) and you change that with the trim wheel. Another anomaly that develops is the PASSENGER COUNT: It must agree with the pre-departure count within +/- 2. NOTE: The crew count MUST BE EXACT! No tolerance allowed. If the new weights make the ATOG (top line of the CDU page PERF INIT) greater than the assumed ATOG, you can get a NEW reduced TAKE-OFF THRUST DATA by the ACARS: PREFLIGHT - WT/BAL - RWY DATA. 737ver5139

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and PROCEDURES FOR STUDY AND REVIEW ONLY CAPTAIN THEN SAYS, "COMPLETE THE FINAL ITEMS ON THE BEFORE TAKEOFF CHECKLIST, PLEASE."

COURSE FLT CONT FIRE WARN

MASTER CAUTION

BELL CUTOUT

PUSH TO RESET

310

ELEC

IRS

APU

FUEL

OVHT/DET

IAS/MACH

A/T

283

ARM

MA

F/D

V NAV

HEADING

305

L NAV

ON

OFF

1

CAPT does

1

thing

N1

SPEED

LVL CHG

HDG SEL

ALTITUDE

VERT SPEED

A/P ENGAGE

28004 +0000 VOR LOC

OFF

APP

DN

SEL ALT HOLD

COURSE B

A CMD CWS

MA

F/D ON

310

ANTI-ICE

ENG

HYD

OVERHEAD

DOORS

AIR COND

MASTER CAUTION

FIRE WARN

PUSH TO RESET

BELL CUTOUT

F/O

DISENGAGE

V/S UP

OFF

DOES BOTH PARTS

AUTOTHROTTLE ............ ARM (normal) or OFF

Of course, it is the Captain's responsibility NOT to enter the confines of an active runway without a proper clearance from the Tower. It is also the Captain's responsibility NOT to cross the "HOLD SHORT" line with any part of the airplane without clearance. And further, the Captain should not enter the active runway unless he is prepared for takeoff; which includes FINAL WEIGHTS, ATC CLEARANCE, CHECKLISTS COMPLETED, all appropriate systems operating properly, and ALL AMBIGUITIES regarding takeoff RESOLVED.

F/O

F/O

6

1 ENG BLEED .............................. ON (normally) 2 PACK SWITCHES ..................... ON (normally) 3 APU BLEED .............................. OFF (normally)

things

This checklist MUST be completed in its entirety BEFORE you start rolling the jet ... PERIOD!!! The First Officer does BOTH the CHALLENGE and RESPONSE ALOUD for the "FINAL ITEMS" part of the checklist.

PRIOR TO THE ACTIVE RUNWAY

At this point, "CONFESS" if not ready, pull off and set the parking brake and get everything ready and all problems resolved. In the simulator, the Check guy L-O-V-E-S to push you into a premature departure. Remember, there are NO BROWNIE POINTS for taking off without being totally prepared.

F/O does

BEFORE TAKEOFF CHECKLIST ....... COMPLETE

FMC POSITION ............................ UPDATE

Two steps:

First: go to TAKEOFF PAGE of the CDU and verify that the correct runway is installed, then Second: As near to the end of the runway as possible, accomplish FMC POS UPDATE.

HSI MAP verification ............ ACCOMPLISH.

With 10 or 20 mile range selected, verify airplane position and depicted runway are reasonable. After check complete, select desired range for departure.

IF THERE IS NO RUNWAY SYMBOL DEPICTED ... DO NOT TAKEOFF !

NOTE 1: The NORMAL CONFIGURATION for TAKEOFF IS: Engine bleeds ON APU bleed OFF Packs ON NOTE 2: ENGINE BLEED OFF is required in the following situations: Cluttered Runway PMC Inoperative Improved Flaps Operations and could be required if: Runway Limited Performance Limited Special Airport Procedure WINDSHEAR

SUSPECT that the WRONG RUNWAY has been programmed into the FMC. Guess what ... It continues to happen. Don’t be one of the brain surgeons that gets airborn and can’t make the glass magic work. Pull off the runway, stop the airplane and (if necessary) re-align the FMC.

CDU pages ............................... PNF SELECT DIR/INTC.

While there are no "REQUIRED" settings, it is generally considered appropriate for the PNF to have the DIR/INTC selected.

4 ENG START SWITCHES ........... CONTINUOUS 5 MASTER CAUTION ................... RECALL 6 TRANSPONDER ........................ TA/RA

NAV RADIO (at least one) .................................... AUTO.

Press BOTH Captains and F/O TFC button, and VERIFY "TFC" is displayed on BOTH HSIs.

If you are using the MAP display (normal situation), it is considered IMPORTANT that at least one NAV RADIO be in AUTO. The reason is that it will be necessary for the FMC to update as soon as possible after takeoff and it needs to tune a radio. NOTE: Displaying the PROGRESS page is recommended to confirm radio updating.

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BEFORE WE TAKE-OFF We must take a moment at this point in the checkride to evaluate the situation. It is more than likely that the check person has introduced something into the environment which might affect the takeoff in a negative way.

A consideration on takeoff is whether or not you can return and land at the same airport. If you cannot, then you must designate a

T/O ALT REQ When:

DEP AIRPORT is BELOW LANDING MINIMUMS for 737 T/O ALT must be within

320 NM 1 HR NORMAL CRUISE with 1 ENG INOP

NEW or HIGH MINIMUM CAPTAINS must use their minimums in this determination. If you decide to designate a TAKEOFF alternate AFTER filing your release; you MUST have the concurrence of the DISPATCHER and write that alternate on your original copy of the FLIGHT RELEASE DOCUMENT. If after dispatch, an ALTERNATE or a different or additional alternate is added to the flight release, that alternate must be written on your original FLIGHT RELEASE DOCUMENT. 737F24.cdr

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some legal reasons NOT TO TAKEOFF

SOME MORE TAKEOFF STUFF If TAKE-OFF WARNING HORN sounds before the airplane is commited to takeoff, the takeoff should be discontinued and the problem corrected.

MICROBURST: The #1 reason NOT TO T/O is a MICROBURST report from ATC.

What causes the TAKEOFF WARNING HORN to sound? THROTTLES ADVANCED, A/C ON GROUND, AND:

5

1 2 3 4

5

LE DEVICES

TRANSIT

D EEKE SPRA B

2

1

2

1

1

2

2

FLAPS

3

TRANSIT

4

3

EXT FULL EXT

4

5

6

DO NOT TAKE-OFF if: STANDING WATER ... over 1/2 inch SLUSH ....................... over 1/2 inch WET SNOW ............... over 1 inch DRY SNOW ................ over 4 inches

SLATS

SLATS TEST

TAKEOFF NOT PERMITTED

DOWN

SUSPEND OPERATIONS (except emerg)

ARMED

2

1

FLAP UP 0

STAB TRIM


1

5 10

FLIGHT DETENT

1

1

2

APL NOSE DOWN

5

UP

15 APL NOSE UP

5

STAB TRIM

HORN CUTOUT


APL NOSE DOWN

0

0 5

10

FLAP

15

10

25

15

30

APL NOSE UP

3 4

SLUSH

OVER 1/2"

OVER 1/2"

WET SNOW

OVER 1"

OVER 2"

DRY SNOW

OVER 4"

OVER 6"

OVER 1/2"

OVER 1"

STANDING WATER

FLAP DOWN

MODERATE RAIN: HEAVYFREEZING RAIN: HEAVY FREEZING DRIZZLE:

CUT OUT

DISCUSSION about the RTO (REJECTED TAKEOFF AUTOBRAKE). The RTO is a marvelous piece of engineering ... and it applies brakes IMMEDIATELY and FULLY when:

IF BRAKING ACTION NIL: Takeoff NOT RECOMMENDED. (FOM page ALL WX -72)

It is NOT a decelerate rate modulated event, it is MAX BRAKING IMMEDIATELY!

WEIGHT of AIRPLANE TOO GREAT for the existing runway conditions.

THROTTLES are retarded to IDLE and "WHEEL SPEED" above 90 knots.

For some weird reason, the RTO has three active modes:

AIRCRAFT SYSTEMS NOT READY: Either checklist NOT completed, or Warning light or horn, Flight Attendants NOT ready, Ambiguity in clearance or routing, Other NO BRAINERS!

Below 60 KNOTS "Wheel" speed. NOTHING HAPPENS. Between 60 and 90 KNOTS "Wheel" speed. If throttles are pulled to IDLE, the "AUTOBRAKE DISARM" light comes ON ... NOTHING ELSE. Thanks a lot! The rub here is that you could be looking at more than 90 knots on the airspeed indicator, but due to a headwind, you may get "NO RTO." Above 90 KNOTS "Wheel" speed. Pull the throttles to idle and you get AUTOMATIC MAXIMUM BRAKING!!! Here is the CAVEAT ... DO NOT EVEN TOUCH THE BRAKES. This mode is not like the regular "RAMP" where you push the brake pedal and the deceleration mode operates. NO SIREEE, you just push the brakes for 2 seconds and the brakes deselect! If this happens to you ... APPLY THE BRAKES MANUALLY.

If clutter exists, there are pages in the Flight Manual to figure out what adjustments are necessary. NOTE 1: using CLUTTER CRITERIA REQUIRES that you put the new clutter airspeeds on the AIRSPEED INDICATOR. NOTE 2: Captain is supposed to make the takeoff.

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LIGHT

MODERATE

HEAVY

OK

NO-OP

NO-OP

OK

OK

NO-OP

OK

OK

OK

FREEZING RAIN FREEZING DRIZZLE SNOW

ICING and FREEZING PRECIPITATION CHART (FOM page ALL WX-88)

PC ORAL QUESTION!

TAKE OFF: Captain will ALWAYS make the take-off if the TOUCHDOWN RVR is LESS THAN 1000 or ROLLOUT RVR LESS THAN 1000. LANDING: Captain will always make the landing it the VISIBILITY LESS THAN 1/2 MILE (1800 RVR).

ALL WX-43 STUFF: Captain is to make the first 10 take-offs and landings after IOE. Captain or F/O under 100 hours and It takes a Captain under 300 hours LAWYER to have restrictions outlined on that page. read these There are also some EXEMPTION 5549 pages! stuff and FAR PART 121.438 limitations. Therefore, expect the checkguy

to ask questions about this stuff!

737ver5145


Further, less than (the amounts listed in the definition above) are not considered clutter and no weight or V speed restrictions are required.

ICING and FREEZING PRECIPITATION:

STAB TRIM

© Mike Ray 2000

STANDING WATER of 1/8 inch SLUSH of 1/8 inch or greater WET SNOW of 1/4 inch or greater DRY SNOW of 1 inch or greater

RUNWAY CLUTTER CHART (FOM page ALL WX-14)

40

PARKING BRAKE PULL

Here is the OFFICIAL definition of CLUTTER (a form of runway contamination):

TAILWIND EXCEEDS 10 Knots.

STAB TRIMNOT in the GREEN BAND (T/O band). SPEED BRAKE lever NOT in the DOWN DETENT. TE FLAPS NOT in the T/O RANGE. LE FLAPS NOT EXTENDED. PARKING BRAKE is SET. EXT FULL EXT

KNOW THIS !

© Mike Ray 2000


WARNING

Obviously, it is NOT possible for a mere human pilot to keep up with the change monster at Training Central ... so these reference page numbers may be in error.



BEGINNING TAKE-OFF

CLEARED ONTO RUNWAY

F/O

CAPT says, " I (you) have the aircraft, the PARKING BRAKES are SET (RELEASED). PF says, " I have the aircraft, the PARKING BRAKES are RELEASED.

STROBE LIGHTS ...................... ON WING LIGHTS ........................... ON

THE TRANSFER OF CONTROL COUPLED WITH THE "BRAKES STATEMENT" IS IMPORTANT.

Anytime the airplane crosses a hold short line or transits any runway environment, these lights should be ON.

FIRST, there may be confusion as to "who has the brakes;" and attempts to take control with the airplane still rolling sometimes results in one whopping big LURCH when the brakes pedals are depressed to "set or release the brakes."

CAPT turns on 3 sets of lights 1 2 3

SECOND, it is possible to TAKE-OFF WITH THE BRAKES SET. Particularly on a slippery wet or icy runway. It is attempted all the time in the simulator, and even done a coupla times out on the line. YIPE!!! Gee, DUH, What's that horn?

2 RUNWAY TURNOFF LIGHTS ................. ON

THIRD, it is possible to dribble off the runway, or continue to aimlessly roll down the runway before adding power ... each guy thinking the other "has the brakes.” NOTE: If the airplane attains a speed of 80 knots BEFORE TO/GA is depressed, THR HLD will be annunciated and THE THROTTLES WILL NOT ADVANCE!!!! YIPE!

2 INBOARD LANDING LIGHTS ................. ON 2 OUTBOARD LANDING LIGHTS ............ AS REQ. E X T E N D

LANDING

RETRACT

L ON R OUTBOARD

OFF


L ON R INBOARD

ON

ON

APU


ENGINE START

OFF GRD

OFF

CONT

ON

FLT

BOTH IGN L

GRD

OFF

IGN R

CONT FLT

WING OFF

WHEEL WELL OFF

ON

ON

BRAKE ........................... RELEASED PF 1 PARKING THROTTLES .................................... ADVANCE

OFF ON

ON

ON

2

START

3

2

1

3

CLEARED FOR TAKE-OFF

TO/GA SWITCH .................................... PUSH

PROBLEM TWO

TO/GA has a coupla problems. First, it may or may not actually move the throttles to the correct (full) TAKE-OFF N1. It is ALWAYS a good idea to KNOW what the target N1 is and CONFIRM that the engines actually are at the target N1 before committing to the take-off roll. One reason is that a strong headwind will fake it out, or it could actually be broken. Don't wind up in the canal. CHECK THE N1 ! Second Goober: If one of the pilots has elected to fly without a Flight Director (are you going to practice yoke pumping, or did you forget, or maybe it is inop?), then be aware that the TO/GA WILL NOT ANNUNCIATE !

When "CLEARED FOR TAKEOFF" ...

PNF

PROBLEM ONE

The CFM56-3 engine is a marvel of technology ... but it can bite you in the rear! It has a great weakness in that both engines may or may not spool up from idle to high power settings in an even and predictable way. As a result, on the takeoff end of runways around the world are BIG RUBBER SKID marks caused by 737 pilots cramming on the power TOO RAPIDLY. The technique seems to be: ADVANCE the throttles smoothly to about 40% N1 and allow them to stabilize. This can take up to 5 seconds. You MUST wait for the N1s to stabilize before pushing them towards target N1.

HEADING SELECTOR .............................. SET Set in the assigned heading or runway heading.

NOTE: The Captain keeps his hand on the steering wheel only until the jet is in position and the PF takes control of the airplane direction using rudder ONLY. Then ... "GET YOUR COTTON' PICKIN' HAND OFF THE STEERING WHEEL." 737ver5146 737ver5147

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... at 80 KNOTS

PNF

If STALL WARNING/STICK SHAKER sounds after the airplane is commited to takeoff and ability to ABORT is in doubt , ADD AIRSPEED to rotation and initial climbout. DO NOT DO A HIGH SPEED ABORT !!!

AIRSPEED .............................. CALLOUTS At 80 KNOTS, state firmly, "80 KNOTS, THRUST SET."

NOTE: It is essential, when flying this little rascal, that both pilots be aware of the TARGET N1 before advancing the throttles. Remember, it is possible that if the MANUAL SET KNOB is inadvertantly pulled out, the FMC AUTOMATIC SETTING IS DISABLED! YIPE!!!

LOOK at TWO things:

CROSSWIND NOTE: Use aileron "INTO" the wind to assist in directional control and to o position controls to keep the wings level after takeoff. AT 10 DEGREES THE SPOILERS BEGIN TO DEPLOY AND COULD COMPROMISE TAKEOFF PERFORMANCE.

10

% RPM X 10

5 94.4 4

N1

10

8

94.7

2

LIGHTING NOTE: Adjust BOTH integral and background lights for NIGHT TAKEOFFS if one system should lose power.

4

FLAP v. AFT FUSELAGE CLEARANCE: A flaps 1 takeoff yields the LEAST clearance. Consider a flaps 5 takeoff when at light gross weights.

PULL TO SET

VERIFY PROPER THRUST IS SET. CROSS-CHECK AIRSPEED INDICATORS. “V” SPEED CALLOUTS: The V1 callout is to be made as the airspeed needle passes 5 knots prior to the calculated V1 speed, and MUST be completed by the time that the needle passes the calculated V1speed.

TAILSTRIKE !!!

The usual cause for a TAILSTRIKE (aft fuselage contact) is EARLY ROTATION (prior to VR). The reason that a crew of Rocket Scientists would rotate early is that they use the WRONG BUG SPEEDS, caused by leaving the LANDING BUGS on the AIRSPEED INDICATOR from the last leg. NOT GOOD!!!

After the V1 callout is made, the Captain’s hand is to be removed from the throttles. RESIST the temptation to put your hands back on the throttles and initiate an abort after the “GO/NO GO” decision has been made.

PF

o

13 o 14

INITIAL CLIMB (ROTATION)............ ESTABLISH

HOW TO ROTATE

-300 AFT FUSELAGE will contact the earth at approximately 13 degrees if liftoff has not occurred.

-500 AFT FUSELAGE will contact the earth at approximately 13 degrees if liftoff has not occurred.

TECHNIQUE: As airspeed approaches V1, move the yoke aft from a position slightly forward of neutral to allow smooth rotation to BEGIN at VR. At VR, rotate to the initial body attitude of 9-10 degrees. There will be a slight hesitation at that point caused by the wing affecting the stabilizer as the nose comes up.

PF

After lift-off, continue the rotation to a climb attitude of 18-20 degrees. Adjust the pitch to maintain V2+20 knots up to flap retraction altitude. ROTATION TECHNIQUE: at VR, rotate smoothly to an initial body attitude of 10 degrees. at LIFTOFF, continue rotation smoothly to 18 degrees (or whatever holds V2+20). Do not exceed 25 degrees.

o

3

PNF

CAUTION

CAUTION: DO NOT EXCEED 4 DEGREES PER SECOND ROTATION. TAILSTRIKE DANGER !

CALLS FOR ........... “POSITIVE CLIMB, GEAR UP.” BOTH PILOTS MUST confirm that BOTH the BAROMETRIC ALTIMETER and the IVSI indicate a positive rate of climb.

Confirms “POSITIVE CLIMB, GEAR UP,” ....... and raises the gear handle.

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3.

GET READY ... ONE of these

FIVE TAKE-OFF SCENARIOS

At a point about 5 KNOTS prior to V1 ... The Captain WILL remove her (his) hand from the THRUST LEVERS. When the Checkguy sees your hand come off the thrust levers ... He (She) is springloaded to ruin your life. At that point, the "ENGINE FAIL" button is pushed on the Checkguy's secret problem panel! I GUARANTEE THIS WILL HAPPEN on your checkride! The event, depending on the selection made by the Checkguy, will take a couple of seconds to develop to a spooldown, and then a couple of eyeblinks for you to notice it ...

Is about to occur.

Let's break the options out and look at them in isolation.

1.

ENGINE FAILURE AFTER V1 ("V1 CUT")

LOW SPEED ABORT

NOTE:

This can be triggered by ANYTHING. A low speed abort is "NO BIG DEAL." And it is true in the real world, anytime you are in the power up phase or just beginning your take-off roll; if ANYTHING doesn't look exactly right, stop the take-off. Terminating the take-off at this point is going to get you BIG BROWNIE POINTS; and you can bet your bippy, that during a checkride, you will be given some annoying low speed indication. Here's the rub, the airplane accelerates very rapidly, and you will very quickly transition into the HIGH SPEED ABORT zone ... and trying to stop for some annoying piddly problem above about 80 KNOTS is a MAJOR BOO-BOO. So, make up your mind that you are going to stop for about anything below 80 knots. Checkguys LOVE to hear that stuff in the "BEFORE TAKEOFF BRIEF."

1. There will be NO RTO.

NOTE: 2. IF an engine fails, DONOT USE REVERSE.

2.

in the simulator; DO NOT PUT YOUR HANDS BACK ON THE THRUST LEVERS AND TRY TO ABORT! The profile for the V1 CUT presented here is one that will keep you from busting the ride right off the bat ... but, like everything else, it is NOT engraved in stone. Modify it as you go to meet the needs of the problem. One recommendation: If you have a FIRE INDICATION, do not be in a hurry to shut it down. Fly on up to 500 feet and pushover before you get all involved in the QRC items. You can use the thrust to your advantage.

4.

HIGH SPEED ABORT This is THE MOST DANGEROUS EVOLUTION IN AVIATION. However, there are events that could trigger it, (and I am, of course, sticking my neck out here) but normally on a check-ride one should

HIGH SPEED ABORT only for "BELLS, SWERVES, OR THE AIRPLANE TALKS BEFORE V1.”

The BIGGEST PROBLEM in this situation is the pilot pushing the WRONG RUDDER!!! YIPE! So, here is the gouge .

ROLL THE WINGS LEVEL, and then PUSH RUDDER PEDAL UNDER LOWER YOKE HORN.

You will have to be dividing your attention between keeping the jet going down the centerline and monitoring the engine instruments for flickering gauges, etc. OF COURSE, who didn't read about that guppy guy at ONT who slammed them into reverse during the HIGH SPEED REGIME and avoided a head on collision in the fog. WHEEEEEW!!! And if you get the checkpilot from HELL, I guess that they could give you something like that in the sim, but ... I think you should expect swerves and bells.

... And it is a FAVORITE ploy to display some meaningless message on the forward display during the takeoff roll.

NOTE:DO NOT TRY AND PUT THE BIRD BACK ON THE

NORMAL TAKEOFF

Believe it or not, they have to observe you do a "normal" takeoff and climbout. So, don't be surprised when it happens, just enjoy it.

see more details

737ver5151

RUNWAY IF YOU HAVE STARTED ROTATION ! © Mike Ray 2000

The airplane will feel a little (lot) sloppy at this point, but it will fly with all that aileron and NO rudder without falling out of the sky. Then, as soon as you are ABSOLUTELY CERTAIN which rudder to push, feed it in and trim it up. Transition to the V1 CUT profile.

5.

CHECK GUYS LOVE THIS !


("V2 CUT")

This is normally NOT a part of the check-ride, but sometimes, if the Checkguy screws up and the V1 cut occurs too late and you are already rotating ... it does get hairy. You will be expected to control the airplane and not hit the earth.

FYI: REJECT if below V1 and the PWS (Predictive windshear system) gives EITHER a CAUTION or WARNING AURALALERT !!

DO NOT DO A HIGH SPEED ABORT for: Stall shaker at rotation door light side window popping open insignificant warnings

ENGINE FAILURE AFTER V2

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© Mike Ray 2000




THE CAPTAIN MAKES ALL ABORTS !

THE CAPTAIN MAKES ALL ABORTS !

LOW SPEED ABORT

HIGH SPEED ABORT

A LOW SPEED ABORT is generally considered a non-event. BUT ... if a loss of one engine is involved, pilots can really screw things up by pulling the good engine into reverse, running off the runway, sucking up a ton of dirt, catching fire, burning up, and generally wind up having a lousy day.

DISCUSSION: This evolution is the MOST DANGEROUS event in civil aviation, and you should consider carefully whether or not a HIGH SPEED ABORT is really the most appropriate response. The company prefers that if it will fly, GO! but, if the problem is an ENG FIRE or FAILURE before V1 ... STOP! Once your hands are off the throttles or you have started rotation; DO NOT try to put the bird BACK ON THE RUNWAY ... GO-GO-GO!

CAPTAIN DOES 3 things:

1 THROTTLE LEVERS .............................. IDLE 2 AUTOTHROTTLE BUTTONS on THROTTLES ...... DEPRESS TWICE 3 BRAKES ..................... APPLY MANUALLY

CAPTAIN DOES 4 things:

1 THROTTLE LEVERS .............................. IDLE 2 AUTOTHROTTLE BUTTONS on THROTTLES ...... DEPRESS TWICE 3 REVERSE THRUST ..................... APPLY (Max if needed) 4 BRAKES ..................... verify RTO applied (DO NOT TOUCH).

NOTE 1: There will be NO RTO below 90 KIAS wheelspeed.

IF ENGINE FAILURE DO NOT USE REVERSE THRUST BELOW 80 KNOTS !

The reasons: FIRST, If you have a single engine situation, using reverse thrust at this low airspeed will put you in a control situation and you will run off the runway. SECOND, expect FOD damage at this low airspeed (a virtual vacuum cleaner).

NOTE 1: RTO IS APPLIED WHEN: Wheelspeed greater than 90 knots BOTH THROTTLES at idle stop

NOTE 2: Touching the brakes for 2 seconds will cause the RTO to disconnect! If that happens ... APPLYMAXIMUM MANUAL BRAKING!

F/O DOES 2 things:

F/O DOES 3 things:

1 CALL TOWER .............................. Tell them what you are doing. BROADCAST something appropriate such as: 2 PA ....................... "REMAIN SEATED" or

1 CALL TOWER .............................. Tell them what you are doing. 2 VERIFY ................................................. Spoilers deployed. PA ....................... BROADCAST something appropriate such as: 3 "REMAIN SEATED" or

If airplane is stopped and evacuation appropriate: "RELEASE SEAT BELTS AND GET OUT!".

NOTE 1: If FLIGHT ATTENDANTS do not receive guidance from the cockpit; They will initiate evacuation on their own.

If airplane stopped and it is appropriate: "RELEASE SEAT BELTS AND GET OUT!".

NOTE 1: After a LOW SPEED ABORT, evaluate the situation and consider whether another takeoff attempt is appropriate. There will be NO REQUIREMENT for BRAKE COOLING, going to a remote location for an inspection, or calling for the fire department, or getting out some chart or graph unless maximum braking was used (Not likely to have occurred).

NOTE If FLIGHT ATTENDANTS do not receive guidance LOOK at1:TWO things: from the cockpit; They will initiate evacuation on their own.

BIG ITEMS

NOTE 2: Just what is a HIGH SPEED ABORT? Here are some thoughts: at 60 knots ... NO RTO, no maximum braking required. Generally NOT considered a high speed abort. 60 to 90 knots ... The questionable zone. NO RTO. Some stuff occurs such as THR HOLD annunciated on ADI at 64 knots (84 knots on some airplanes) and PNF makes 80 knot callout, and AUTOBRAKE DISARM light is displayed.. 90 knots to V1 ... This is the HIGH SPEED ABORT ZONE. You will get RTO and that is definitely MAX BRAKING. 737ver5152

© Mike Ray 2000


When you get stopped you must: Evaluate ability to exit runway. Consider calling Fire Department. DO NOT set parking brake. DO NOT taxi until adjusted cooling time. Taxi or have airplane towed to remote spot. Consult charts in book for cooling time.

on the CHECKRIDE.

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© Mike Ray 2000




"V1 CUT" - ENG FAIL after V1 NOTE: Even though there is an SOP procedure for this maneuver in your flight handbook, here are some additional suggestions and interpretations that I am putting forth for your consideration.

500 ft AGL ACCELERATE to CMS raise FLAPS on schedule

"SET CMS" "FLY THE PITCH BAR"

TIP!

RUDDER TRIM requires about 15-20 seconds to input.

TIP!

if "T" page give heading.

VERTICAL SPEED

"GEAR UP"

12.5 THR HLD

180

ROTATE

HDG SEL

10

10 20

8

FOLLOW THE FLIGHT DIRECTOR !

10

10 20

DH 109

3540

to V

KEEP NOSEWHEEL GROUNDED

@1000 FT Autopilot OK. A/C MUST be in trim !

HOW TO SET MCT WITH ENGINE OUT. 1. Select... N1 LIMIT PAGE 2. line select ... CON 3. set thrust MANUALLY !

"MAX CONTINUOUS THRUST" "ATO CHECKLIST" “FLY THE FLIGHT DIRECTOR”

at 400 FEET AGL

15 degree bank limit until CMS

TIP!

30 degree bank OK after CMS

CMS = CLEAN MANEUVERING SPEED

(C) MIKE RAY 2000

© Mike Ray 2000


83

NOTIFY CO NOTIFY F/A NOTIFY PAX use ACARS: msg to dispatch

@ CMS:

HEADING SELECT STEER ME TO C/L or "T" heading"

until VR (DO NOT ROTATE TOO SOON ) a good technique is to initially rotate VERY slowly

Start at ~10 degrees pitch

10

Keep nose coming over use IVSI ... "THINK LEVEL” about 8 degrees pitch

V2

While on GROUND CONTROL HEADING WITH RUDDER

2

TIP!

FD

2+

100

R

4

1

1 140 9 120

6 1000 FPM

.5

20

20

160

12.5 degrees

TO/GA

4

0

20

@ POSITIVE CLIMB:

2

1

above 1000 feet AGL "ENGAGE A/P" "I HAVE THE A/C and COMM" "GET OUT THE BOOK and DO THE CHECKLIST"

"DECLARE EMERGENCY" consider requesting lower altitude such as "BEST VECTORING ALT"

NOTIFY TOWER "ENGINE FAILURE"

.5

@1500 feet and with terrain clearance assured; SET “canned airspeeds appropriate for flaps/weight.

@ LEVELOFF Prepare to MANUALLY make LARGE throttle/trim/rudder change

or NON-STANDARD ACCELERATION ALTITUDE

@ 800 '

1500 FEET AGL

CMS

Aircraft is still on the ground

© Mike Ray 2000


IFE=inflight emer DIV=diverting to XXX=station or “DEN7700”

OBSTACLE CLEARANCE required to 1500 ' i.e; TRACK CENTERLINE NO turns unless T page REQUIRES them!

WARNING NOTE: Tailstrike will occur at

13o (300), 14o(500) pitch.



“V1” CUT technical details

GOOF-UP number 4:

DISCUSSION: Arguably the MOST BUSTED thing on the check-ride, and certainly one of the MOST challenging events in the check scenario. Pilots that have had this actually occur to them out on the line say it is not a big deal out in the “real” world, but in Fantasyland, things can turn into a can of worms very quickly. Here are some tips to help you achieve success ... and actually impress the check-person.

IMPROPER ROTATION TECHNIQUE

5 V1 CUT GOOF-UPs

GOOF-UP number 1: ABORTS AFTER V1

When you initiate the rotation, the airplane will have a tendency to hesitate at about 8-10 degrees. This is because the wing will interfere with (blank out) the airflow to the stabilizer. You will have to make a conscious effort on your part to “pull” the nose through that effect and then return immediately to the normal rotation pressures. This all happens very quickly, but if we are not aware of the differing pull pressures we can: (1) Rotate too smartly and drag the tail. A TAILSTRIKE is NOT GOOD. The tail will contact the earth IF you exceed about 13 degrees (-300) or 15 degrees (-500) while still on the ground. (2) Not complete the rotation to the required 12.5 degrees in a smooth and expeditious manner, hanging up at 8 to 10 degrees. The airplane “more or less” flies level at 8 to 10 degrees, resulting in contact with mother earth. CFIT IS NOT GOOD! or

When you are charging down the runway, and you reach V1: TAKE YOUR HANDS OFF THE THROTTLE AND DON’T PUT THEM BACK.

(3) Adding the extra pressure and holding it in too long and exceeding the 12.5 degrees ... results in a loss of airspeed, the rudder losing effectiveness, the heading slewing into the bad engine. Further, if the pitch remains too high, there will be lots of stick shaker and jet will stall. A STALL IS NOT GOOD!

Attempts to abort after V1 are always a disaster in the sim. While I realize that there have been real world situations where aborts after V1 have been successfully accomplished ... in the sim, an abort after V1 is NOT an activity you want to be talking about in the debrief.

GOOF-UP number 2:

GOOF-UP number 5:

PUSHES WRONG RUDDER. YIPE ! When the nosewheel is on the runway, and the airplane is still on the ground: RUDDER is the most important control. The rudder is very effective on this airplane, and so it is NOT NECESSARY to know which engine has failed, you merely keep the nose going down the runway. PUSH the rudder so that nose of the airplane goes in the direction you want it to go. In a catastrophic engine failure at V1, there should be NO QUESTION and it will take “ALMOST” full rudder extension to keep the airplane aligned with the runway. LOCK YOUR LEG as soon as you get it going the direction you want. Do not attempt to make any more than little bitty rudder movements to correct. RIGHT ruder makes the nose go right, and LEFT rudder makes the nose go left.

GOOF-UP number 3:

NO PREPARED PROCEDURE When you initiate this evolution, there simply MUST be a well thought out plan for completing the necessary steps. Re-inventing the wheel each time is nonsense and makes you look like some kind of geek. On the previous pages, there is a “plan.” It may not be the best plan or even a good plan ... but it is a plan. I suggest you sit down and go over “your” plan again and again until you are ready to puke and then go over it again. You are going to be at the extreme of your mental capability and trying to remember something this complicated or (worse yet) trying to make something up while you are flying it is checkride suicide.

The V1 cut maneuver is going to happen on your checkride, you can count on it. So be prepared.

ROTATES BEFORE VR !

TIP!

This may seem stupid, but I GUARANTEE that when the PNF yells

ENGINE FAILURE!

” “ your first instinct is to pull back on the yoke. If you do that, the jet will head out across the infield like a scared rabbit and you will be doing a repeat of the maneuver. SO: Do not rotate at the point where the engine failure occurs or when the PNF yells. Keep the nose firmly planted on the runway and wait until after VR. It is my opinion that keeping the nosewheel on the ground for a coupla seconds after VR will actually help this maneuver. There is NO REQUIREMENT to have begun rotation or to have the nosewheel coming off the ground 5 kts prior to VR or exactly at VR.

For you Captains, you know that you will have to demonstrate a “MAX WEIGHT TAKEOFF WITH V1 CUT,” so don’t be off in dreamland when you are cleared with a maximum takeoff weight and not be acutely aware that you are about to either have to ABORT or do a V1 Cut.

FYI: Max Tire Speed is 196 KTS. © Mike Ray 2000


84

© Mike Ray 2000




E

"V2 CUT" ENG FAIL after V2

ngine failures or engine shutdowns that occur in the air differ from those that occur on the ground in this way:

During the V1 cut maneuver, The rudder is the primary source of directional control while on the ground, but once airborne, or if engine is shut down “in the air” (IFSD or inflight shutdown), then the control of the airplane is accomplished using a combination of rudder and aileron.

Aircraft airborne but below 1500 feet There are at least two ways this event can occur:

The biggest problem with the “V2 cut” is:

LATE V1 CUT and

PILOTS PUSHING THE WRONG RUDDER.

ENGINE FIRE AFTER V1 Because this happens with a surprising frequency, the following technique has been proposed.

LATE V1 CUT

STEP 1

FIRST ... if the checkpilot inadvertently pushes the secret “loss of engine” button on the panel in the back of the sim just a little late; then the engine fails as or after the nose gear starts is lift off. This is a difficult situation for the pilot to resolve effectively and cleanly.

STEP ONE: Roll the aileron towards the sky pointer to determine which yoke horn is down.

However, there is no provision for the pilot (you) NOT being able to keep the airplane from contacting the earth ... I mean by that, even though it may have been the instructor pilots “fault,” it is still expected that you will keep some part of the jet from impacting the earth.

Some instructors teach that the pilot should not use “any” rudder during this first step. The airplane yaws a little, but the ailerons are adequate to keep the jet right side up.

NOTE: Some check airman have been trained in HELLand feel this is a legitimate simulator event. Be prepared.

ENGINE FIRE AFTER V1

The bottom part is referred to as the “SKY POINTER.” It ALWAYS points to the SKY. These two opposing triangular pointers are referred to as the “HOUR GLASS.” When they match up they look like an ....

SECOND ... The absolutely terrifying “ENGINE FIRE AFTER V1.” This IS given regularly and deserves some pre-thinking on your part. Here is the current philosophy: If you are past V1 (your hands off the throttles) DO NOT PUT YOUR HANDS BACK ON THE THROTTLES AND INITIATE A LATE ABORT!

THR HLD

STEP 2

20

160

100

20

10

1 140 9

DISCUSSION: That puts you in the position of continuing the take-off with an engine indicating that it is on fire ... but probably producing takeoff thrust. It is not a “ENGINE OUT or SINGLE ENGINE” event yet.

10 R

10 20

10

3540

20

So, you will be expected to comply with “NORMAL TAKEOFF” procedures until you get to an altitude where you can shut the engine down (normally 500+ feet AGL). The BIGGEST consideration here is CFIT (Controlled Flight Into Terrain) or ... CRASHING. The Check people are EXTREMELY concerned that you will get so tied up in the “indication of a fire” that you will fail to comply with some complicated departure procedure and wind up leveling off, shutting down an engine, creating a single engine situation, and be unable to maintain your separation from the earth. Even if you shut down the engine exactly by the book ... BUT YOU CRASH! Not good. No brownie points. 737ver5158

© Mike Ray 2000

FD

180

120


HDG SEL

TO/GA

NOTE: On this airplane the “BALL” is not calibrated to any degree of accuracy. It is NOT recommended for use as an indicator during an “upset” scenario.

STEP 3 737ver5159

85

STEP TWO: Push the rudder on the “DOWN” horn side. You push until the yoke horn is level. The amount of rudder will be about 1/2 that used for a V1 cut.

STEP THREE: When you have the time, then you can trim out the rudder pressures. If you “HOLD” the rudder trim knob, it takes about 15-20 seconds to trim out the pressure.

© Mike Ray 2000




IF UNCONTROLLABLE

PITCH-UP

...what do you do ?

DISCUSSION:

It actually has happened to civil airliners the past… several times that I can remember. At lift-off from the runway, the airplane’s nose pitched up uncontrollably and even full yoke forward pressure was ineffective in restoring control. Sad to say, none of those crews had a plan for this eventuality.

YOU NEED A PLAN ... Here is what the company has devised.

ROLL TOWARDS 90 degrees, THEN LET NOSE FALL TOWARDS THE HORIZON.

Here are the 7 “OFFICIAL” steps. 1. CALL OUT “ATTITUDE.” 2. CROSSCHECK the attitude indicators. 3. DISCONNECT: AUTOPILOT AUTOTHROTTLE 4. UNLOAD AIRPLANE (Increase bank towards 60 degrees - do not exceed 90 degrees - to aid in pitch reduction. 5. ALLOW NOSE TO FALL towards horizon. 6. ROLL WINGS LEVEL as the pitch attitude approaches/passes horizon. 7. RECOVER to a slightly nose low altitude. Adjust pitch as necessary to avoid stall/stall warning. 8. ADJUST PITCH, BANK and POWER to complete recovery and re-establish desired attitude.

© Mike Ray 2000


86

© Mike Ray 2000




STEP 4

Getting upside down is NOT GOOD … and we MUST HAVE A PLAN to handle this situation.

If in an “EXTREME” bank alttitude, “UNLOAD” the airplane, and COORDINATE rudder and aileron TOWARDS the SKY POINTER to ROLL THE WINGS LEVEL.

Of course, an airplane could tip over at any altitude; and there are a lot of reasons why it could occur: Wake Turbulence, TSMS, Wind-shear, mysterious air currents, and so forth. BUT, it doesn’t matter what the cause is, we have to know how to handle an ...

U P S ET THR HLD

STEP 5

FD

HDG SEL

TO/GA

WARNING: DO NOT ADD BACK PRESSURE UNTIL UPRIGHT and APPROACHING WINGS LEVEL.

180

10

160

20

1 140 9 R

10 20

20

100

10

120

10

3540

20

Correct to level flight or slight climb as indicated on the ADI.

This little triangle at the top part of the instrument is referred to as the “SKY POINTER.” It ALWAYS points UP to the SKY. In our depicted situation, however, we are slightly upside down, so the triangle appears to be pointing down; but we can be certain that it is pointing to the sky regardless of what our sensations are telling us.

AVOID

Excessive g-loading.

Here is the “OFFICIAL” technique for handling this situation:

STEP 1

Pilot sensing “upset” call out:

STEP 2

CROSSCHECK with other guys instruments.

STEP 3

STEP 6

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

“ATTITUDE!”

DISCONNECT: AUTOPILOT AUTO-THROTTLE © Mike Ray 2000


In our example, the ADI indicates that the sky-pointer is on the right side of the indicator; so we will roll the aileron towards the right and push on the right rudder.

87

© Mike Ray 2000



and PROCEDURES FOR STUDY AND REVIEW ONLY @ 3000' AFE PNF does this:

STANDARD NOISE ABATEMENT TAKE-OFF Such as: Microburst Alert. Weather below landing minimums . Crosswind/headwind outside envelope. Clutter in "TAKEOFF NOT PERMITTED" range. etc,etc,etc,etc on and on.

DO NOT TAKEOFF when a MICROBURST ALERT is broadcast.

18-20

ACCELERATE to 220/230 KTS RETRACT FLAPS on schedule

or whatever it takes to keep V2 + 20 Do not exceed 25 degrees

FOLLOW THE FLIGHT DIRECTOR THR HLD

TO/GA

HDG SEL

30

30

20

20

10

10

10

10

DH 109

20

3540

V2

+

120

"POSITIVE CLIMB (Both IVSI and baro altimeter) GEAR UP"

@ 400'


"PF AUTOPILOT CMD SWITCH" verify CMD on ADI PNF - BOTH ENG BLD .... verify ON PNF - WING ANTI-ICE .... ON (if req)

NOTES:

BANK ANGLE during flap retractions DO NOT EXCEED 15 if below maneuver speed for flaps

REGARDING WING ANTI-ICE: DO NOT turn on the wing anti-ice until: AFTER first thrust reduction..

BANK ANGLE during flap retractions DO NOT EXCEED 15 select another roll mode "HDG SEL" "LNAV" or "VOR/LOC"

737ver5160

REGARDING GEAR LATCHES: To make sure that the GEAR UPLATCH is completely engaged, leave the gear handle in the UP position for a few seconds after the RED LIGHTS go out. REGARDING HOT BRAKES : It is generally considered GOOD FORM to leave the gear hanging out to "cool" off for a few minutes after a prolonged taxi or a short turn-around.

NOTE 1: On the Checkride (and in real world) you may hear a PIREP from another airplane experiencing a GAIN or LOSS OF AIRSPEED. Be Alert, even though that guy may be landing, be aware of his situation and and consider whether it will affect your take-off. It may be a good idea to ADD SOME EXTRA SPEED to accommodate the potential for airspeed loss. V2 + 20 is NOT ABSOLUTE! © Mike Ray 2000

above 1000 feet AUTOPILOT OK

"FLAPS UP" retract flaps on schedule

kts

R

LVL CHG SPD 210/220 N1

@ 800'

180

140

@ CMS

"FLAPS ..." then "VNAV" or "CLIMB MODE"

FD

200

1 160 9

Slightly increase pitch angle and transition to CMS KIAS

S

NOT

250 K

@ 3000'

REDUCE PITCH by not more than 1/2 from what is required to maintain V2 + 20 knots

o

o

@ 3000' AFE PF does this: Transition to 250 knots. "SET 250 KTS" on MCP or "VNAV." "AFTER TAKEOFF CHECKLIST"

CM S

NOTE: Be constantly alert to reasons NOT to start the takeoff.

set MCP SPEED ...... 250 KIAS (unless in VNAV) GEAR LEVER .............OFF AUTO BRAKE SEL ...OFF ATO CHECKLIST ...COMPLETE ENG START SW ... OFF (CONT if req)

88

REGARDING TERRAIN CLEARANCE: Turns below 400 feet AFE are considered "NON-STANDARD;" HOWEVER, the Captain may turn below 400 feet IF it is not published otherwise.

737ver5161

© Mike Ray 2000




The THRILL OF TECHNOLOGY

ADVANCED GLASS STUFF

H

ere is some more of that really complicated glass stuff. I have separated it from the first part so as to not interfere with the flow of the flight deck set-up.

This is NOT a definitive re-hash of the glass procedures in “the book” but rather a sorta line oriented view of the way things work out.

737ver5163

© Mike Ray 2000


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© Mike Ray 2000




HOLDING OP SPECS

Here are some of the things that you will be expected to know about holding. Even though the "MAGIC GLASS" does a miraculous job of figuring the entry, etc; there are some other things that we have to have at our fingertips.

"NORMAL" HOLDING SPEEDS

These limits apply to “DOMESTIC” flying.

265 KTS MAX 230 KTS MAX

NOTE 1: If your airplane is "TOO HEAVY" to hold at that speed, you MUST obtain ATC clearance to hold at a higher airspeed.

HOLDING !

14,000 feet 6,000 feet

200 KTS MAX

Minimum NOTE 2: It is a common ploy for the check holding altitude person to issue a clearance to hold when the CMS (clean maneuvering speed) is greater than the allowed holding speed. BE ALERT! Possible STALL danger. YIPE! NOTE 4: Be aware of "Minimum Holding Altitudes." NOTE 3: Remember that if you are Usually the best indicator is the "GRID MORA." MEAs given holding right at the 14,000 feet usually are not good choices as they require remaining too close to the airways. If the holding pattern is boundary, then your holding speed depicted, the little altitude inside it is the MHA. maximum is 230 KTS

f there is any one thing that strikes fear in the heart of even the most intrepid aviator, it is the issuance of a holding clearance. Besides being a virtually impossible maneuver for a mere human pilot to perform properly, it means that something else beyond our control is going on and now all our wonderful flight planning just became immediately obsolete.

NOTE 5: These “NORMAL” holding speeds do not count when flying to places that have published their own speeds; such as Military places, London , New York Area, etc. These places will inform you what their speeds are with some hidden note on the approach plates, charts, 10-7/20-7 page, etc. BE ALERT!

Glass stuff to the rescue (at least for figuring the entry part). All that “teardop, direct entry, parallel downwind” stuff becomes passe and a great load is removed from our overtaxed brains. We can now concentrate on the real problem ... where am I going to park this airplane!

An ATC clearance to Hold will include:

HOLDING INSTRUCTIONS

1. Direction (NE, SW, etc) 2. FIX 3. Radial, course, bearing, etc. 4. Leg length 5. Direction of turns 6. EFC ... Complete holding instructions MUST include EFC !

BUT … In order to make all that magic work, we have to know a few things to set up the computer properly; otherwise, we simply compound the problem and make life exceedingly more difficult.

Standard holding is: Right Hand Turns Inbound legs 1 minute at or below 14,000 feet and 1 1/2 minutes above 14,000 feet 25 degrees bank (using autopilot)

IF ... THEN: Pilot Training 101. If you accept a clearance without an EFC, the Check Person will have an UNCONTROLLABLE URGE to fail your radios!

HOLDING REPORTS

ENTERING HOLDING: You MUST report: 1: FIX 2. TIME 3: ALTITUDE LEAVING HOLDING: You MUST report: departing the holding fix

WHAT PILOTS SCREW UP: Most common deletion is for the pilots to forget to report their atitude.

You are then expected to resume normal operating speed. 737ver5165

© Mike Ray 2000


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© Mike Ray 2000




HOLDING

NEXT HOLD

HOLDING ... This machine is FABULOUS at holding. You have to know a coupla things first.

THIS IS REALLY TRICKY !

RULE NUMBER ONE: THE HOLDING FIX MUST BE A WAYPOINT IN YOUR ROUTE. If you are cleared to a fix to hold that is not one of your waypoints, you MUST use the DIR INTC page to make it THE ACTIVE WAYPOINT. If the fix is already in your route, just pull it down, and if cleared to it directly, make it your active waypoint by going "DIRECT TO" and then, after selecting the HOLD page, put it in the "HOLD AT" box. The “PPOS” is great if you want to hold right where you are at; Say you are on the approach course, not quite prepared to continue the procedure and want to make a turn in the HOLD, just push “PPOS” and the airplane will make that point the holding fix and start its turn. FABULOUS. I should add that the HOLD box only needs a minimum amount of information to complete its calculation. FIX and INBD CRS will get you started. If LEFT turns desired, just LS3L “ L.”

GETTING OUT OF HOLDING

This is a little tricky. THE TWO BAD WAYS 1: Shut off the Autopilot and hand fly. (Always an option!) 2: HEADING SELECT and steer somewhere else. NOTE: Big problem! Until you clear the hold out of the CDU LEGS page, the airplane cannot be reconnected to LNAV. THE TWO GOOD WAYS 3: EXIT HOLD PROMPT. Probably the best way out, and the one the Check Airman is likely looking for you to use. The airplane will make the MOST EXPEDITIOUS turn back to the holding fix and depart on the previous route.

MOD

-

RTE 1

INIT REF

RTE

CLB

CRZ

DIR INTC

LEGS

DEP ARR

HOLD

PREV PAGE

B

F G 2 3 1/1 MOD RTE 1 1HOLD K L F FIX 4 5SPD6/ TGT ALT A 235P/ 6000 Q I PUTZE L FIX ETA QUAD/RADIAL 7 0243.6Z 9 8 EFC U TIME V INBD CRS / DIR . Z 0 +/328 / L TURN HOLD Z AVAIL LEG TIME

--/---

----

1 + 53

5.4 MIN LEG DIST NM

BEST SPEED

< NEXT HOLD

EXIT HOLD >

--.--

213KT

INIT REF

RTE

CLB

CRZ

DIR INTC

LEGS

DEP ARR

HOLD

FIX D S P Y

F A I L

A

NEXT PAGE

PREV PAGE

NEXT PAGE

1

2

3

4

5

6

7

8

9

.

0

+/-

4: DIR INTC page and put another waypoint or THE HOLDING FIX in and go there directly, making the HOLD disappear from the LEGS page. © Mike Ray 2000


PPOS>

-

DES EXEC

PROG

C

D

E

H

I

J

M

N

O

R

S

T

W

X

-

DEL

M S G

O F S T

Y

Here is the problem. If you have already installed your arrival airport runway and approach, the missed approach may automatically be installed along with its depicted holding pattern. If that just happens to be the fix at which you are cleared to hold, you cannot just go there and hold as it will either wipe out from your selected route and a whole bunch of other stuff including your selected runway or, in some cases, you simply cannot selected that fix to the hold line. MEGAFRUSTRATION and sweat begins to pour from your brow. You will get all flustered and things get all choked up. The check guys LOVE this kinda stuff. So, here are two things you MUST know: First: “NEXT HOLD” does not mean “next hold” AFTER the one listed, but rather it means “FIRST HOLD.” In other words, while it implies that it will become the next hold fix after the one listed, it actually means that it will be the FIRST HOLD FIX that you will encounter and will be placed in the computer BEFORE the one listed and actually become the FIRST hold fix in the computer, and the one you will encounter first. Second: If you get a CHECKPILOT FROM HELL, he wants to get you to the point where you are all set up for the approach with your landing runway installed; and then He will gleefully clear you to hold at a fix that just happens to be your missed approach holding fix. IT’S A TRICK! It’s a mean and nasty trick!

CLR

RULE NUMBER TWO: Remember that you have to select “NEXT HOLD” if there is another holding fix already on the hold page, even if it is the same one at which you are cleared hold.

DES EXEC

PROG

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Z

/---FIX ETA ---- Z ---- Z HOLD AVAIL ---BEST SPEED ----KT EFC TIME

HOLD AT

D S P Y

-

SPD / TGT ALT

----QUAD/RADIAL --/--INBD CRS / DIR --/--LEG TIME MIN ---LEG DIST --.-- NM

FIX

1/1

HOLD

FIX

“NEXT HOLD” ...The use of the term “next” in the CDU can be misleading. If you pull up the HOLD PAGE and there is a holding fix already installed, even if it is the fix at which you want to hold, you must select “NEXT HOLD.”

DEL

One final point, it is possible that there is more than one holding fix in the computer lineup. So, if you find a holding fix already on the hold page when you select it, and after selecting NEXT HOLD another fix shows up, simply select NEXT HOLD again. ...And if there appears another one, select NEXT HOLD again until you get to an empty HOLD page.

M S G

O F S T

Y CLR

737ver5167

737ver5166

91

© Mike Ray 2000




USING GLASS STUFF IN THE

What the heck is a ...

APPROACH ENVIRONMENT

DIRECT INTERCEPT There are a couple of things that you will be asked to do that "ARE NOT IN THE BOOK," one is:

"EXTEND THE CENTERLINE" Approaching a landing airport, after leaving the approach FIX and on vectors, or if there is no "ACTIVE WAYPOINT," it is common for the other pilot to request the "centerline be extended" or "Intercept leg to ...." Here's how you do that.

The problem with being in the approach environment is that things are happening really quick and you have to be pretty nimble on the CDU to keep up with the demands of the approach environment ... couple that with some crusty old veteran doing the PF duties and barking commands faster than you can type ... and you have a handful.

Go to DIR INTC page and LINE SELECT an appropriate FIX. If you are on an approach, you should pick a fix that you might be cleared to; by that I mean, if your selected fix is "outside" the one you may be cleared to, the line between it and the next fix will disappear ... and you will have to scramble to get it back on the HSI. On the other hand, if on an approach, we will want to extend the “centerline” from some fix on the localizer. Usually it is OK to select the FAF if it is on the LOCALIZER centerline and extend a heading to the fix equal to the heading depicted on the approach plate.

It is especially interesting when you are hearing things for the first time and don’t even know what she/he is asking for ... let alone how to comply. And there is the flip side, if you are that old-timer, you have to understand that sometimes you just are not going to get the CDU backup that you wish you had. It is sometimes more efficient just to fly the airplane like some steam gauge Jurassic jet.

2: Line select that fix into the INTC LEG (Note: Since you do NOT want to go Direct to the fix, DO NOT USE THE "DIRECT TO" boxes.

GOOD CAPTAIN PRACTICE.

3: The INTC LEG boxes will open up again, this time labeled INTC CRS.

If you find yourself with some poor new-by who is up to her/his eyeballs in a pool of glass alligators ...

4: Type in APPROACH HEADING (get it from the approach plate) or desired bearing into the selected fix and put it in the boxes.

DO NOT HANDFLY IN THE APPROACH ENVIRONMENT.

5: PUSH the 6R button. Reason: When you are “hand-flying,” the other pilot must operate the MCP ... as well as attempt to talk on the radios, do the checklists, and keep up with your steady stream of CDU commands. Being on auto-pilot allows you to be more involved in what is going on inside the cockpit ... BUT more importantly, what is going on OUTSIDE.

6: EXECUTE.

RGET

FO DON'T

"INTERCEPT A RADIAL (or bearing) AND PROCEED TO A FIX," use the same technique.

ALWAYS BE AWARE OF OTHER TRAFFIC AND TERRAIN And YOU MUST MAINTAIN SITUATIONAL AWARENESS, and KEEP A GOOD LOOKOUT DOCTRINE !

1: 2: 3: 4: 5: 6:

There are times to practice yoke pumping to try and keep up your pilot skill level and to demonstrate how much you need the practice ... and there are times to utilize every available aid in de-cluttering the cockpit loading. It is extremely easy to push the new pilot into extremis by task saturation.

D

737ver5168

© Mike Ray 2000


92

RGET

FO ON'T

Push DIR INTC key TYPE or LS FIX in the scratch pad push INTC LEG TO key (6R) Type reciprocal of radial (or bearing)in scratch pad. push INTC CRS key (6R) If on AUTOFLIGHT remember to push "LNAV," otherwise the airplane will fly right through your otherwise perfect intercept.

737ver5169

© Mike Ray 2000




STEP 1: Select DIR INTC page. Because we expect a vector to intercept the inbound bearing outside of CHECK, we want to put that in the box and run a line into "CHECK" bearing 238 degrees.

BUILDING AN APPROACH

I

t is "HIGHLY PROBABLE" that you will be required to "build an approach" on your checkride. It happens like this; you will be cleared for an approach which is NOT in the CDU. It is usually a simple NDB or VOR with fairly straightforward Missed Approach Procedure. You have the option, of course, to fly the approach WITHOUT the MAP MODE so that it would be legal even if it is not in the CDU ... BUT, they will want you to build the approach. It is VERY simple and here's how to do it. DO NOT be intimidated by the GLASS STUFF!!!

--- -

-

6.3

00

O

12 2

STEP 3:

Connect CHECK with the RUNWAY. If the ROUTE page shows as DEST the airport in question, you may simply type 24 in the scratchpad and Line Select that to the position directly below SLD01 on the LEGS (or DIR INTC) page. NOTE: If the RTE page doesn't show that airport (this destination may be a diversion field) as the DEST, you should change your destination to conform with the actual place of intended landing. Then the 24 entry will work.

O

013

60

O

O

058

O

238

282

O

4.3

(IAF) CHECK

_ ._ _PC ._ . .253

023

O

102 O

That would show CHECK on the HSI as SLD01 with a magenta line extending into it bearing 238 degrees.

SLIDER

122.2 .. . ..SLD

193

D M

STEP 2: Define CHECK. Because neither CHECK nor PCNB is in the data base, we have to use some other method. How about RADIAL/DISTANCE from SLIDER or from DOGMEAT. Another option would be RADIAL/RADIAL from SLIDER and DOGMEAT? Either of those three would work. Lets use SLD122/6.3. Type it in the scratchpad and Line Select it to the INTC LEG TO boxes of the DIRECT INT page. Type 238 and Line Select it into the INTC CRS boxes.

D M

DOGMEAT

122.2. ..DGM ..

--- -

-

NOTE: You will not be required to build the procedure turn portion of the NDB/ADF. On your check ride you can expect normal vectors will be supplied to intercept the bearing inbound outside of the Outer Marker.

STEP 4:

Type the Missed Approach Fix DOGMEAT (DGM) into the scratch pad and Line Select it to the next slot below RW24 on the LEGS page.

282 O

Here is the MIKE RAY MUNICIPAL AIRPORT "NDB Rwy 24" approach. Let's say you get cleared for this approach on your checkride but find to your chagrine, that the approach is not in the CDU ... neither is the fix "CHECK" or "PCNB." Here is how you can "build that approach."

© Mike Ray 2000

93

-

O

238

O

173

O

SLD01

7.5 NM

DGM

HOLD AT

DGM

< RTE 2 LEGS

INIT REF

RTE

CLB

CRZ

DIR INTC

LEGS

DEP ARR

HOLD

FIX D S P Y

F A I L

ACTIVATE >-

---/ -------/ -------/ -------/ -----

4.8 NM

RW24

1/1

PREV PAGE

NEXT PAGE

1

2

3

4

5

6

7

8

9

.

0

+/-

DES EXEC

PROG

A

B

C

D

E

F

G

H

I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Z

DEL

M S G

O F S T

Y CLR

STEP 5: Now, because DGM is a waypoint on your CDU (Remember that you cannot build a holding pattern for a fix that is not a waypoint on one of your LEGS pages): 1: Select DGM to the scratch pad. 2: Select the HOLD page. 3: L ine Select (or type) DGM in the FIX line. 4: Note that the INBD CRS will be 172/L, so you have to 5: place 102/R in the INBD CRS/DIR line.

737ver5171


RTE 1 LEGS 238

PIECE of CAKE © Mike Ray 2000



BUILDING AN ARC

t is "NOT LIKELY" that you will be required to "BUILD AN ARC" on your check-ride. The “ GREEN CIRCLE” technique is usually taught, but if someday you have to, here’s the dope:.

BUILD IT AS YOU FLY IT ...

D

ROCK

D0.5

117.5 MTV

238

068 O

0

8.

13

5

O

113

O

00

0

reminder: YOU MUST ALWAYS HAVE RAW DATA DISPLAYED WHEN FLYING AN ARC !

D3.6

STEP 2: Enter the remainder of the waypoints using the RADIAL/DISTANCE FROM THE VOR to define the points (keep it simple, stupid!). The first point will be the beginning of the ARC: MTV135/8 NOTE: The CDU will "round" out the curve so that the magenta line will actually start its turn "about 2 miles prior" to the arc. It is not necessary for you to "pre-figure" a point to begin the turn, such as MTV135/10.

D8.0

O

10

2O (IAF)

H

28

D (H)

DOGMEAT 123.4 DGM

Place waypoints along the route that will approximate an arc. The degrees of arc difference between the waypoints will vary with the diameter of the arc; that is, if the arc is a 20 mile diameter arc, it may be necessary to place the waypoints about every 20 degrees to create a smooth arc. However, if the diameter is fairly small (such as 8 DME), then about every 40 degrees or so will be adequate. The arc will be a series of straight line segments and the closer the waypoints, the smoother the arc. NOTE: The recommended technique is to Line select MTV01 to the scratchpad, tap the cancel key to erase the digits you want to replace, and put in the desired radial/distance for the next waypoint.

It makes sense to use the 113 degree radial because of the altitude change. MTV113/8.

12 2 .0 30 95 O 00

BEAVIS

ere is the MIKE RAY MUNICIPAL AIRPORT "VOR DME ARC Rwy 24" approach. If you are cleared for an ARC approach that is not in the CDU DATABASE memory; you will have to construct it, use the green circle, or fly it without the benefit of the "glass." The CheckGuy will want to see you quickly and simply place the approach "in the box" and either "fly the magenta line" using "LNAV," or navigate around the green circle using the HDG SEL. Remember, if you find yourself one dark and stormy night unable to get the approach in the box, or you just can’t get it do in the time available: you are perfectly legal to fly an approach like this using the tools in their "raw data" mode, just like any garden variety 727 ... and it works great!

What I am trying to tell you is this. Either learn how to do an arc quickly and simply ... or get your head out of the CDU and concentrate on flying the airplane. The CDU is simple ... but do not get bogged down and fail to stay ahead of the airplane.

STEP 5: Th e 10 degree lead-in radial makes a good sense for a waypoint as it alerts us to the fact that we may descend to the next altitude and that we should be expecting the intercept turn. MTV068/8. STEP 6:

The approach course is the RECIPROCAL to the waypoint designator: That is, be alert to the fact that while you are inbound heading 238 degrees, the next point is MTV058/8. NOTE: Since the airplane will NOT go to the point but will actually turn inside the waypoint, it is NOT necessary to "figure out or estimate" a pre-turn point. The computer knows you can't make a sharp turn and will make a nice round corner for you. STEP 7: The rest of the approach is fairly intuitive.

STEP 8:

Because DGM is a waypoint on your CDU (Remember that you cannot build a holding pattern for a fix that is not a waypoint on one of your LEGS pages): 1: Select DGM to the Scratchpad 2: Select the HOLD page 3: L ine Select (or type) DGM in the FIX line Note: the INBD CRS will be about 172/L, because unless in the holding pattern is already in the computer’s memory, the GLASS will automatically construct a holding pattern using the INBOUND leg.

737ver5172

© Mike Ray 2000

STEP 3:

STEP 4:

2O


Either CONSTRUCT THE ARC or GREEN CIRCLE or just FLY THE ARC USING STEAM GUAGES … BUT DECIDE EARLY on in the approach. The reason, if the PNF is HEAD DOWN for a long time, then the PF is left trying to INVENT the ARC without the other pilot in the loop. NOT GOOD! ALSO … ALWAYS HAVE RAW DATA DISPLAYED!

STEP 1: Li ne select the starting point; such as BEAVIS.

2500

(IAF)

By that they mean, start at the Beginning instead of starting at the Runway, and then build the approach along the same path you wish the airplane to fly.

8 D ar ME 3 c

I


94

737ver5173

© Mike Ray 2000




SOME V-NAV STUFF

HOW TO GO UP AND DOWN

T

here are several ways I know of to make the airplane climb and decend. You may know others, but here are the simple ones that will be useful during a checkride.

1. HANDFY 2. V/S 3. LVL CHG 4. VNAV (CLB and CRZ PAGE)

HANDFLY: Don't think I need to elaborate on this. ALWAYS AN OPTION. If you should encounter GPWS or WINDSHEAR or TCAS RA ... You WILL be expected to HANDFLY the jet. That is: TURN OFF THE AUTOPILOT! V/S:

There is a saying around the TRAINING CENTER: "V/S means very seldom used." I personally think that V/S is great and that we just have to understand how it works. The training people are concerned because: V/S, in some cases, will fly away from the altitude; and further, if there is no lower altitude set in the MCP, the airplane will descend INTO THE GROUND. Using the V/S option without the AUTOTHROTTLE engaged creates a situation that requires the pilot to constantly be monitoring and adjusting the throttles. So here is a MIKE RAY RULE:

DO NOT USE V/S WITHOUT THE AUTOTHROTTLES ENGAGED! Engaging V/S can be thought of as a FOUR step process:

LVL CHG: When LVL CHG is selected, the airplane will try and go to the altitude selected in the MCP window. If the selected altitude is higher, LVL CHG will "automatically" select CLB power (if needed) and start a climb to that altitude and level off at that altitude, using the airspeed existing at the time of selection. If the selected altitude is lower, the throttles will retard to idle(if needed) and the airplane will descend at the airspeed existing at the time of selection. The same warning exists for LVL CHG and V/S regarding selecting the airspeed mode. Selecting LVL CHG is a four step process: A. Select target altitude on MCP B. Depress LVL CHG selector C. Select appropriate airspeed D. Select appropriate airspeed mode

VNAV (CRZ and CLB page): The airplane (in VNAV) will climb at the airspeed set in the CDU CLB page, will cruise at the speed set in the CRZ page, and descend at the speed set in the DES page. Unlike the V/S mode, the airplane WILL NOT override the altitude set in the MCP, even if it is at the T/D (Top of Descent) point. In fact, approaching a T/D point, the MCP will annunciate a message, "RESET MCP ALT" to remind you of that fact. If not reset, the airplane will continue past the T/D point at the last altitude. The "CAPTURE" feature on the DES page allows you to begin descent prior to reaching the T/D point. It establishes a descent rate of about 1000 FPM until reaching the "optimum" descent path as calculated by the computer, and then it will follow that descent optimum path. When cruising in VNAV, and given a lower or higher altitude; In order to get the airplane to descend or climb to that altitude, Go to the CDU and: S ELECT CRZ PAGE PL ACE ALTITUDE IN MCP (Present altitude should appear at bottom of CRZ PAGE; if not, type it in) L INE SELECT ALTITUDE on CRZ PAGE "EXECUTE"

A. PUSH V/S button B. SELECT ALTITUDE C. Select appropriate speed mode (ie. MACH # button above FL 290) D. Select vertical speed The reason for selecting MACH versus airspeed is this: The aircraft's airspeed at the moment the V/S button is pushed will become the selected speed. So, if you are climbing, when you climb above about flight level 290, the mach number relative to the selected airspeed starts to increase. If you are climbing to cruise altitude, you will find the airspeed pushing the barber pole when you get there. Similarly, in descent, if you are in mach number mode, you will find the airspeed well below that speed you desire. NOT PRETTY!

However, REMEMBER that the V/S MUST be used during the NONPRECISION approach evolution in order to comply with the parameters of the approach environment. So, in order to protect yourself, You simply MUST remember to PLACE A TARGET ALTITUDE IN THE MCP WINDOW before using the V/S!!! © Mike Ray 2000


95

737ver5174

T AN RT O P IM EP !! ST

NOTE: Strangely, the DES, or descent page, doesn't seem to have too much to do with descending the airplane. It does have a indications about how high or low you are above or below the "optimum" descent profile as computed by the glass.

DISCUSSION ABOUT T/D and OPTIMUM DESCENT PROFILES. The T/D is just a "nice" recommendation. Constraints either by the controllers or the existing conditions make determinations as to when to descend up to the pilot. On your check-ride, if in doubt act conservatively. If anything, descend EARLY and SLOW DOWN. Do not let the "GLASS" get you "HIGH and FAST

IT AIN’T NO SIN TO DRAG IT IN ! 737ver5175

© Mike Ray 2000




LIMITS The LIMITATIONS and SPECIFICATIONS

DISCUSSION ABOUT THE LIMITS

with emphasis on the underlined items !

I have been told that at some undefined point in the future the infamous “GRAY BOXES” (underlining) will be eliminated from the LIMITATIONS AND SPECIFICATIONS SECTION. That means that “they” have decided that the pilot should be able to determine on their own which limits to commit to memory. Here’s what it DOES NOT mean. It does not mean that the pilots are no longer responsible for knowing any of the limits.

he INTRODUCTION to the “LIMITATIONS and SPECIFICATIONS” section of the FOM sez: “... Certain limitations are identified as being more time sensitive than others and are considered memory recall; however, operational knowledge of all limitations and specifications is required.” FOM page 4-1

For now, If you are familiar with the list of stuff that follows, you will do just fine on your oral and sim-ride.

So … You have been OFFICIALLY warned. That makes this list of memory limits only superficially relevant, by that I mean there are lots of other things that are also important, and you gotta know them too. That coupled with the revelation that the “underlining” is going away makes the whole evolution very confusing. Here is the truth however, in spite of protestations to the contrary, if you happen to know all the items I have included really well, I mean have them down cold … It is more than likely that the Check guy will lay off during the oral. HOWEVER, if you are weak on these … You can bet that he will start bearing down on stuff you never knew existed. SO … That being said, let’s get these simple items down COLD. Go over them again and again until you are ready to puke, and then go over them again.

I KNEW THAT ... once.

MIKE RAY’S DISCLAIMER: For some reason these numbers are in a constant state of flux ... they are always ch-ch-ch-ch-changing faster than a speeding bullet. So, the drill is to go through these things the first time and compare them with the flight manual. This is always a good idea anyway. Make the appropriate changes right on the page. It is a good memorization tool.

737ver5178

© Mike Ray 2000


737ver5177

96

© Mike Ray 2000




DC POWER

AUTOPILOT ENGAGED MINIMUM ALTITUDES

MINIMUM BATTERY VOLTAGE

NOTE 1: It would seem simple just to switch on the battery switch and “check” the voltage. Whoops, not so fast. There is this goofy battery charger thing that screws it up. Here is the problem: When BAT is selected, the indication on the gauge is DC VOLTS of battery through the HOT BATTERY BUS when the battery is NOT POWERED, and CHARGING VOLTAGE when the BATTERY CHARGER is powered. NOTE 2: While this is NOT a “memory” item, I guarantee it is essential information. If, during the course of your checkride, you lose EQUIPMENT COOLING, you MUST be aware of this limitation: WITHOUT COOLING, MAX T/R UNIT AMPERAGE ALLOWED is 50 AMPS. You can compare that with the normal MAXIMUM loading with cooling of 65 AMPS. So, a word to the wise; unload that mother, by shutting down some stuff like GALLEY POWER, or 90 minutes later your AVIONICS SUITE will go BLANK.

24 VOLTS

AFTER TAKEOFF or GO AROUND DO NOT FEET ENGAGE AGL AUTOPILOT BELOW

1000 50

During INSTRUMENT APPROACHES FEET BELOW MDA/DH,

OK TO USE AUTOPILOT to a point

WHAT PILOTS SCREW UP: They take the airplane off autopilot too soon after the PDP and try (poorly) to fly the transition from level flight to final descent segment.

50

320

110

20

100

40

DC VOLTS

CPS FREQ

420

120

AC VOLTS

130

AC POWER

BUT NEVER LESS THAN

50

0

400

DC AMPS +

NOTE 3: There are two other voltages that you may see, below 26 volts is where the battery charger pulse charges. 28 volts is the “NORMAL” when the battery charger is operating. NOTE 4: The HOT BATTERY BUS is ALWAYS connected to the battery; there is NO SWITCH in this circuit. NOTE 5: A “fully charged” battery has sufficient capacity to supply power for a minimum of 30 minutes.

NOTE: It takes about 10 seconds from push over at MDA to get to the 50 foot point. This is critical during the NPA (Non-precision approach) when you arrive at PDP (planned descent point).

DO NOT USE AUTOPILOT BELOW

-0+

-50

MAXIMUM ENGINE GENERATOR LOAD

1AMPS 25

FEET AGL

Unless, of course, you are doing AUTOLAND.

GRD PWR AVAILABLE

100

50 0

GRD PWR

150

AC AMPERES

200

OFF

50 0

150 200

ON

BUS TRANS TRANSFER BUS OFF

O F F

A U T O

BUS OFF

GEN 1

TRANSFER BUS OFF BUS OFF

APU GEN OFF BUS

GEN OFF BUS

OFF

NOTE 1: These gauges DO NOT monitor the GPU or the APU loads.

100

AC AMPERES

ON

GEN OFF BUS

OFF

APU GEN APU

ON

GEN 2

737ver5179

© Mike Ray 2000


97

737ver5180

© Mike Ray 2000




DURING GROUND START CREW OXYGEN SYSTEM MINIMUM

ENGINE

O2

875

EGT

725 C

psi

NOTE 1: Expect the Checkguy to ask about temperature adjustments. If ambient temp > 21C(70 degrees F): + 5 psi/1 degree above 21C. If ambient temp < 21C(70 degrees F): - 2 psi/1 degree below 21C.

MAXIMUM

NOTE 2: Portable bottle limit is 1600 psi NOTE 3: ADD 375psi for each occupied Observer seat.

Put latest Oxygen pressure minimum here:

O

NOTE 1: The source of power for the EGT gauge is the BATTERY BUS. Here is a note regarding Oxygen pressures. When I went to the printer with this book, these were the numbers; however, if there ever was something that seemed to change with the wind, it is the Oxygen pressures. Check your manual for the latest change.

NOTE 2: There is a QRC EMERGENCY PROCEDURE for this event: The imemory item is START LEVER .......... CUTOFF. C X 100

4 10 693 EGT 2

8

6

737ver5181

© Mike Ray 2000


98

0

NOTE 3: There is a little RED INDICATOR LIGHT on the instrument that comes on whenever an engine parameter is being reached or exceeded.

2

4

NOTE 3: I think you should have one more limitation ready for recall. During the "LOSS OF THRUST ON BOTH ENGINES" procedure, if the engine EGT reaches 930 degrees C, then you are supposed to redo the previous steps. So, I think that limit should be memorized. © Mike Ray 2000


O

930 C 737ver5182



OIL QUANTITY Minimum quantity displayed prior to starting the engine

EIS NON -EIS

50 % GAL. 2.5

NOTE 1: Oil is used for ENGINE BEARINGs and ACCESSORY GEARBOX. NOTE 2: Oil is COOLED by ENGINE FUEL. NOTE 3: At LOW power settings, it is normal for the oil pressure indication to be in the YELLOW band. NOTE 4: OIL QUANTITY indications may be inaccurate if observed within 30 minutes of engine shutdown or when oil has been allowed to congeal overnight in cold weather..

STARTER DUTY CYCLE 2-20-2-3 FIRST ATTEMPT

2 MIN 20 SEC

ON OFF

SUBSEQUENT ATTEMPTS

2 MIN 3 MIN

ON OFF 737ver5184

737ver5183

© Mike Ray 2000


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© Mike Ray 2000




FIRE

STARTER PRESSURE

PROTECTION

PNEU DUCT PRESS

30 psi

MINIMUM PNEUMATIC DUCT PRESSURE BEFORE START

RAM DOOR FULL OPEN

DUAL BLEED

76 0 APU 540

RAM DOOR FULL OPEN

ENG

RECIRC FAN OFF

AUTO 40

L

20 0

L PACK

OFF AUTO HIGH

80

TEST

100

ISOLATION VALVE

R PACK

OFF AUTO HIGH

CLOSE

AUTO

TRIP PACK TRIP TRIP OFF OFF

WING ANTI ICE

PSI

OVHT

60

R

45 psi

MAXIMUM PNEUMATIC DUCT PRESSURE WHILE STARTER ROTATING

FIRE EXTINGUISHER BOTTLE PRESSURE

OPEN

TRIP PACK TRIP OFF TRIP OFF

WING-BODY OVERHEAT

WING-BODY OVERHEAT

BLEED TRIP OFF

BLEED TRIP OFF

OFF

OFF I

ON

AUTO FAIL

WING ANTI ICE

APU

ON

2

BLEED


MANUAL

psi psi

NOTE: IF TEMPERATURE > 70 degrees F: ADD 4 psi/1 degree F above 70. IF TEMPERATURE < 70 degrees F: SUBTRACT 4 psi/1 degree F below 70.

The 70 - 4 rule

NOTE 1: If pressure altitude > S/L: Subtract .5 psi per 1000 feet above S/L. NOTE 2: 20 psi - minimum DUCT PRESSURE after start valve open.”

737ver5186

© Mike Ray 2000


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© Mike Ray 2000




FUEL STUFF

No underlined items, but stuff you might like to know. I also think the Check-airman wants to know this, too.

definitions:

FPL = FLEET PLANNED LANDING FUEL (domestic operations).

5500

It assures slightly over 1 hour of usable fuel at Landing weight, at 10,000 feet, at Holding speed.

Dispatching figure ONLY. It may be used for all operations. It can even be reduced during flight planning if Captain/Dispatcher concur, but cannot be reduced to less than the RSV.

THRESHOLD “NO OPTION” FUEL.

1200

Crossing the threshold with less than this removes all options: THE CREW HAS NO OPTION BUT TO LAND!

Fuel necessary to: Go-around at threshold, and Climb to 1000 feet AGL, and Fly a VFR pattern, and Intercept a 3 degree glideslope At 2 1⁄2 miles from the runway, and Continue to landing, with No fuel remaining.

RSV = RESERVE FUEL. (From flight plan) Fuel necessary to: at FL 250, and LRC (Long Range Cruise), Fly for 45 minutes.

This is included in the FPL and is usable in flight.

At low quantities, the amount of fuel on board will always be greater than that required by FAR 25.

28

737ver5187

DEFINITION OF ICING: Icing conditions exist INFLIGHT when TOTAL AIR TEMPERATURE 10 degrees centigrade or below; AND VISIBLE MOISTURE in any form is present (i.e., Clouds, fog/mist with visibility of one mile or less, rain, sleet, or ice crystals). Icing conditions exist ON THE GROUND and FOR TAKEOFF when OUTSIDE AIR TEMPERATURE is 50 degrees F (10 degrees C) or BELOW, AND VISIBLE MOISTURE in any form is present (i.e., Clouds, fog/mist with visibility of one mile or less, rain, sleet, or ice crystals). OR While operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines or freeze on the engine nacelles, or engine se\nsor probes.

What that sez:

10 degrees C Or less (About 50 degrees F)

AND

VISIBLE MOISTURE

THEN

ANTI-ICE REQUIRED

MINIMUM FUEL ADVISORY:

HOLDING FUEL per HOUR:

TAXIING FUEL per MIN:

ICE IF

FUEL SYSTEM INDICATOR ERROR.

5500

OFFICIAL DEFINITION of

NOTE: Here is a reminder about “ MINIMUM FUEL ADVISORY.” If you ever get in the position of getting caught en route and a little short on dinosaurs, there is a way to advise ATC and get expedited handling without having to write a letter or declare an emergency. I have used it several times and it works wonderful. Generally, you will receive a clearance directly to the airport regardless of your position in relation to other aircraft. Just something to keep in your bag of pilot tricks.

© Mike Ray 2000


101

WHAT PILOTS SCREW UP ! They fail to remember that 10 degrees C is about the same as 50 degrees F. They think that icing begins at 32 degrees F instead of 50 degrees F.

© Mike Ray 2000


737ver5188



Maximum structural

OPERATING SPEEDS in

LANDING WEIGHTS

TURBULENCE 15.000 and ABOVE

280 .73

Below 15,000

280 250*

-300

1 1 4.0 1 1 0.0 LANDING OVERWEIGHT

NOTE: Regarding LANDING OVERWEIGHT. It is nice IF you can plan to land below the weights listed above, but obviously, during your check ride, that is NOT a luxury that you will have. So what about OVERWEIGHT LANDINGS. Can we even do it? FOM EMERGENCIES/IRREGULARS SECTION spends a lot of words discussing the situation.

“....Inflight situations may require a decision to land over published landing gross weight limit,” “... This option is a function of the use of Captain’s authority,” “... It is NOT necessary to declare an emergency,” “... Coordination with Dispatch and SAMC is strongly advised,” “... If a serious emergency exists, the Captain MAY LAND regardless of the considerations listed,” “... The choice is an operational decision to be made by the Captain,” “... An overweight landing may be a prudent course of action.”

* GW at MAX LANDING WEIGHT: -300 .............. 114,000 pounds -500 ............. 110,000 pounds

737ver5190

737ver5189

© Mike Ray 2000


-500

102

© Mike Ray 2000




MAXIMUM

Maximum operating pressure

WIND COMPONENT

ALTI TUDE

35 kts

37,000 GOLLY, another thousand feet and we’d be on top!

MAX (DEMONSTRATED) CROSS-WIND for TAKEOFF and LANDING

feet

What is implied by the term “DEMONSTRATED?” Does that mean that a pilot CANNOT land if the crosswind exceeds 35 knots? ANSWER: The Captain can do whatever She/he deems appropriate and still be “legal.” Frequently, flying into a place like San Jose, Costa Rica, the crosswind Capital of the world, there would be no airline service if we could not EXCEED the demonstrated crosswind numbers. TAILWIND is another matter. It is pretty much absolute and you are NOT ALLOWED to takeoff/land with a tailwind component exceeding 10 knots.

10 kts

737ver5191

© Mike Ray 2000


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© Mike Ray 2000


MAXIMUM TAILWIND for TAKEOFF and LANDING

737ver5192



AUTOLAND

WIND COMPONENT 25 kts MAXIMUM HEADWIND

10 kts MAX CROSS-WIND for CAT II/IIIA (UA LIMIT)

This restriction applies to those approaches where the visibility is actually CAT II/III. If you are flying an approach in visual conditions for systems updating, and you have the field is sight then, obviously, these limitations will not be in effect.

© Mike Ray 2000


104

10 kts MAXIMUM TAILWIND

© Mike Ray 2000




THE

A SHORT HISTORY OF THE ...

REAL SCARY

EMERGENCY CHECKLIST

QRC EMERGENCY STUFF

For a bazillion years, pilots were supposed to MEMORIZE the EMERGENCY PROCEDURES. The thinking of the FAA and the companies was that the pilots simply wouldn’t have time to actually “look it up” if they had an emergency situation. So for all those years, pilots were subjected to responding to emergencies using their memories, especially during their check rides. However, rapidly changing procedures and continually updated steps coupled with an incredibly expanded system complexity simply made the whole memorization thing unmanageable. The system broke down and sometimes the pilots couldn’t remember what the “latest” procedure was and responded inappropriately. Pilots have actually had the experience of being unable to remember their own name during periods of high stress in the simulator “box.” Historically, there were some intermediate concepts, such as dividing the emergency steps into two sections: Immediate action and reference items. This worked pretty good, but then somehow a “real” pilot got into the training business and had enough seniority to simplify the whole emergency memorization deal. He had them make a special checklist available for immediate useage that would preclude the use of the over-worked pilots memory for the emergency steps. They call this system QUICK REFERENCE CHECK-LIST or “QRC.”

"Quick Reference Checklist"

he QRC is NOT without it’s warnings. You just cannot go trucking off to your check-ride, blithely believing that ALL the information you will need to know is on the QRC ...it ain’t. A lot of pilots somehow have the idea that since they have a checklist for the emergencies that it is no longer necessary to have committed the steps to memory. The check-person IS going to expect you to know certain things.

ENTER THE ...

QUICK REFERENCE CHECKLIST

Here are some of the things you will need to have memorized: DOES AN ITEM HAVE A QRC PROCEDURE AVAILABLE. In other words, you will have to know all the procedures by name and which failure or problem it applies to.

The QRC is available for the IMMEDIATE ACTION ITEMS and refers the pilots to “the book” for the reference items. While it can be cumbersome, it does ensure that each item is completed and is a vast improvement over the old memory system.

DOES THAT ITEM HAVE MEMORY STEPS AND WHAT ARE THEY. Of course you will have complete those memory items without the checklist, and them follow the QRC for the remainder of the items. The steps are described in simple terms. You will be required to complete those actions with only the simple response from the QRC. It requires careful attention to detail, and pre-training to be able to correctly complete the steps.

In this presentation, I am attempting to “outline” the material from the QRC and flesh it out because the overly simple references fail to include or mention the details that it purports to represent. In other words; the QRC assumes that the pilot understands what is not stated and will remember to do what is not asked for. This section is just a simple “memory jogger” and ultimately expects the pilot to be familiar with the steps.

DO NOT BE MISLED: YOU ARE STILL EXPECTED TO DO MEMORY ITEMS. 737EMER001

© Mike Ray 2000


105

© Mike Ray 2000




MEMORY STUFF FROM THE QRC

WHAT DOES “THE BOOK” SAY ?

(quick response checklist)

The FLIGHT HANDBOOK (page PI-A), has a VERY INTERESTING SECTION. Let me highlight it for you.

This is the stuff you have to memorize "Quick Response Checklist procedures and IMMEDIATE RECALL ITEMS".

Quote: “There are some situations that ALWAYS REQUIRE landing at the nearest suitable airport. These situations include, but are not limited to: CARGO FIRE. WHEEL WELL FIRE. CABIN SMOKE OR FIRE which persists. ELECTRICAL or HYDRAULIC FAULTS which result in only a single (one ) critical systems remaining.

FLY THE AIRPLANE SILENCE THE WARNING CONFIRM THE EMERGENCY

17

The "QRC and Immediate Action" items can be grouped "roughly" into several specific categories:

2 ENGINE START

related: ABNORMAL ENGINE START/TAILPIPE FIRE NO STARTER CUTOUT

It is stressed that persistent smoke or a fire that cannot positively be confirmed extinguished REQUIRES the earliest possible descent and a PASSENGER EVACUATION SHOULD BE ACCOMPLISHED.“ … unquote

QUOTE “...in any case, it is the responsibility of the captain to assess the situation and execute sound judgement to determine the safest course of action.” UNQUOTE

2

ENGINE related:

6

FIRE related:

LOSS OF ALL ENGINES ENGINE OVERHEAT

APU FIRE ENG FIRE/SEVERE ENG DAMAGE/SEPARATION CARGO FIRE WHEEL WELL FIRE IN FLIGHT GALLEY FIRE/SMOKE SMOKE/FUMES/ODOR

6 FLIGHT PATH

related: DRIFTDOWN AIRSPEED/MACH UNRELIABLE CABIN ALTITUDE WARNING/RAPID DECOMPRESSION EMERGENCY DESCENT UNSCHEDULED STAB TRIM UNCOMMANDED RUDDER

The fact that the APU can do so many things for us in an irregularity or emergency leads me to stick my neck out and make the following suggestion:

"When you have a problem, consider turning on the APU”

1 LANDING

related: EVACUATION Notice that there are 6 procedures which have MEMORY "IMMEDIATE ACTION" ITEMS.

Obviously, there are situations where it could be considered inappropriate, just use your head.

I have marked those procedures with an and placed the steps in a hatched box like this 737ver5EMER002 © Mike Ray 2000


YOU WILL BE EXPECTED TO KNOW THIS !

106

© Mike Ray 2000


MEMORY ITEMS


and PROCEDURES FOR STUDY AND REVIEW ONLY When you “go to the book” you will find that they are concerned with “COOLING THE ENGINE BY MOTORING IT.” The motoring does another VERY IMPORTANT thing … IT PURGES THE RESIDUAL ACCUMULATION OF UNUSED FUEL.

ABNORMAL ENGINE START and/or TAILPIPE FIRE

The procedure MUST be followed very carefully, because a “CRASH REENGAGEMENT” can occur. Here is the STARTER LIMIT that we must apply.

We have to know what an abnormal start is before we can decide to apply the procedure. So, what are some of the signs of an abnormal start:

NEVER ENGAGE THE STARTER ABOVE 20% N2.

Here are some signs of abnormal starts. NO N1 Rotation BEFORE moving lever.

If the abnormal event occurs BEFORE engine cut-out:

NO EGT within 10 Seconds. NO FUEL FLOW about 400 PPH.

E X T E N D

NO EGT ROLLBACK and EGT continues to approach 725 degrees C.

LANDING

RETRACT

L ON R OUTBOARD

OFF

L ON R INBOARD


ON

HUNG START or ABNORMALACCELERATION where N2 stays below ~59% N2.

APU GRD ON


ENGINE START

OFF

OFF

CONT FLT

BOTH IGN L

GRD

IGN R

OFF

CONT FLT

WING OFF

WHEEL WELL OFF

ON

ON

OFF ON

ON

ON

START

NO STABLE RPM or fluctuating or increasing RPM beyond N1 22% or N2 63%. and OTHER things like the Flight Attendant telling you that there are flames shooting out the engine, etc.

Once you have decided that you have an ABNORMAL START: D EEKE SPRA B

1

DO THE IMMEDIATE ACTION STEP: START LEVER ................. CUT_OFF

2

DOWN

And then, Call for the QRC procedure for: “ABNORMAL ENGINE START.”

ARMED

2

1

FLAP UP 0

STAB TRIM

5


0

10

FLIGHT DETENT

1

15 APL NOSE UP

HORN CUTOUT

% RPM X 10

5 86.4 4

10

85.4

8

2 4

PULL TO SET

APL NOSE DOWN

5

FLAP

15

10

25

15

30

APL NOSE UP

C X 100

START LEVER CUT-OFF

0

10

40

PARKING BRAKE PULL

IF this switch already clicked to OFF, wait for N2 to decrease below 20%; then place switch to GRD and motor engine for 60 seconds. Then turn switch OFF.

N1

STAB TRIM

2

5

UP

10 8

CUT OUT

DO NOT CONFUSE THIS PROCEDURE WITH:

6

E

NO STARTER CUTOUT or FAILURE OF START SWITCH TO RELEASE.

107

0 2

4

1/2 HYD QTY 3/4

RFL

1/4

SYS A

STARTER DUTY CYCLE 2-20-2-3 FIRST ATTEMPT

4 87.3 2 10 N2 8

© Mike Ray 2000

0 2

N2 less than 20%

4

% RPM X 10

FLAP DOWN


4 743 2

EGT 6

STAB TRIM

This switch will still be in GRD, so all you will have to do is let it motor for 60 seconds or until tailpipe fire is out; then turn switch OFF.

If the abnormal event occurs AFTER engine cut-out:

1


APL NOSE DOWN

MOTOR ENGINE USING STARTER SWITCH IN GRD FOR 60 SECONDS OR UNTIL TAILPIPE FIRE OUT.

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

© Mike Ray 2000


2 MIN 20 SEC

ON OFF

SUBSEQUENT ATTEMPTS

2 MIN 3 MIN

ON OFF


and PROCEDURES FOR STUDY AND REVIEW ONLY LET’S REVIEW THOSE STEPS ONE MORE TIME:

NO STARTER CUTOUT

LANDING

E X T E N D

RETRACT

L ON R OUTBOARD


OFF

L ON R INBOARD

ON

ON

APU


ENGINE START

OFF GRD

OFF

CONT FLT

ON

BOTH IGN L

GRD

IGN R

OFF

CONT

WING OFF

WHEEL WELL OFF

ON

ON

OFF

FLT

ON

ON

ON

START

SYSTEM REVIEW: During Engine start, when the N2 TACH GENERATOR reaches 46%, or "CUTOUT SPEED," electrical power is INTERRUPTED to the electrical solenoid that is holding the ENGINE START SWITCH to the GRD position. The switch should "click" automatically to the OFF position. You can tell that this has happened because there will occur: START VALVE down in the engine compartment CLOSES, then a RAPID RISE in duct pressure, then the START VALVE OPEN light goes OUT.

IF this switch doesn't move to the OFF position on its own, then MOVE THIS SWITCH to OFF manually. Look at the pneumatic air gauge and see if the pressure rises. If that happens, consult maintenance before continuing. NO BIG DEAL!

But if STARTER REMAINS ENGAGED !

During NORMAL Engine start, if the N2 TACH GENERATOR reaches 46% and the switch did not "click" automatically to the OFF position, there is a section (EXPANDED NORMALS 5-58) that tells us to: 1. MANUALLY POSITION SWITCH ...... OFF, 2. VERIFY DUCT PRESSURE .. INCREASES, and 3. VERIFY START LIGHT GOES .... OUT. If all that happens, IT IS NOT AN EMERGENCY ! IT IS a NORMAL start. BUT, if it does not ...

TURN OFF ALL THE BLEED SWITCHES.

ALL PNEU AIR MUST BE REMOVED BEFORE START LEVER MOVED TO CUTOFF !!

D EEKE SPRA B

2

DOWN

ARMED

2

1

FLAP UP 0

STAB TRIM

5 10

FLIGHT DETENT

1

1

STAB TRIM

2

APL NOSE DOWN

5

UP

10

15

HORN CUTOUT

5

10

25

15

30

APL NOSE UP

40

PARKING BRAKE PULL

0

FLAP

15

APL NOSE UP

STAB TRIM FLAP DOWN

NO-NO !!! NO

20

0

L PACK

2 FLAP UP 0

STAB TRIM

10

FLIGHT DETENT

1

1

STAB TRIM

2

APL NOSE DOWN

5

UP

15 APL NOSE UP

HORN CUTOUT


APL NOSE DOWN

5


© Mike Ray 2000


ARMED

0

PSI

LR OPEN


BLEED TRIP OFF

BLEED TRIP OFF

I

ON

TEST

ISOLATION VALVE CLOSE

AUTO

AUTO FAIL

WING ANTI ICE

OFF

APU

ON

2

BLEED


MANUAL

R PACK

OFF AUTO HIGH

IF ON THE GROUND: GROUND PNEU SOURCE ..... DISCONNECT, then CHECK DUCT PRESSURE ........ ZERO, then, START LEVER ................. CUT-OFF.

0 5

10

FLAP

15

10

25

15

30

APL NOSE UP

40

CUT OUT

108

AUTO

WING-BODY OVERHEAT

80 100

FLAP DOWN

737ver5EMER009

R PACK

OFF AUTO HIGH

CLOSE

OFF

OVHT

STAB TRIM

PARKING BRAKE PULL

TEST

100

IF IN FLIGHT: Leave the start lever in idle.

DOWN

1

PSI

80

ISOLATION VALVE

TRIP TRIP OFF

WING ANTI ICE

OFF

CUT OUT

Let’s review: 1. If you have a starter that does not automatically shut off at 46% N2, you do not know whether you have a serious problem or not. 2. Normal operations tell you to shut off the switch manually, and if you see the duct pressure recover and the start valve light go out, that is a failure of the start switch solenoid, no big deal … BUT 3. If the pressure does NOT recover and the start valve light remains ON, then we have an EMERGENCY PROCEDURE for which there is a QRC procedure. 4. There is NO immediate action item for this procedure. If you mistakenly do the immediate action step for abnormal start and shut off the start lever … YOU WILL HAVE A POSSIBLE CRASH RE-ENGAGEMENT!! NOT GOOD. 5. The LGTU (Landing Gear Transfer Unit) will be inoperative with a failure the #1 N2 Tach Generator. 6. You can tell this situation by the failure of BOTH: #1 ENG N2 GAUGE, and #1 ENG AUTO STARTER CUTOUT. 737ver5EMER008

OFF AUTO HIGH

AUTO 60

40

2

1

L PACK

OVHT

60

40 20

RECIRC FAN

OFF AUTO HIGH

D EEKE SPRA B


APL NOSE DOWN

0


THERE ARE NO IMMEDIATE ACTION QRC ITEMS FOR THIS!

CRASH RE-ENGAGEMENT

ONCE THE DUCT PRESS IS ZERO ... then; you may move the START LEVER to CUT-OFF.

LR

ALL PNEU AIR MUST BE REMOVED BEFORE THE START LEVER MOVED TO CUTOFF !!

OFF

AUTO

0

IF YOU STILL HAVE ANY PNEUMATIC AIR SUPPLIED TO THE AIRPLANE IN ANY WAY, THE STARTER WILL SLAM "ENGAGED" AT HIGH RPM and there will be hair teeth and eyeballs all over the ramp! YIPE! SO...

RAM DOOR FULL OPEN

RECIRC FAN

ENGINE BLEED AIR SWITCH .... OFF APU BLEED SWITCH ................. OFF ISOLATION SWITCH .................. CLOSE

Here is the problem: If you shut down the engine with this switch in the GRD position, the starter will STILL BE ENGAGED! OH MAMA!! YIPE!

1

RAM DOOR FULL OPEN

DUAL BLEED

THEN ... and only then DO YOU HAVE AN EMERGENCY.

DO NOT MOVE THIS LEVER ... until you have ensured that ALL PNEUMATIC AIR PRESSURE is removed from the airplane !

OK

THERE IS NO IMMEDIATE ACTION QRC ITEMS FOR THIS!

DO NOT SHUT OFF THE START LEVER, GO DIRECTLY TO THE QRC.

© Mike Ray 2000




PF

LOSS OF ALL ENGINES LANDING

E X T E N D

RETRACT

L ON R OUTBOARD


OFF

L ON R INBOARD

ON

ON

APU


ENGINE START

OFF GRD

OFF

CONT FLT

ON

BOTH IGN L

GRD

OFF

CONT

IGN R

WING OFF

WHEEL WELL OFF

ON

ON

OFF

FLT

ON

ON

ON

START

85.4

8

WHEN EGT 3 DECREASES

2 4

PULL TO SET

GRD PWR AVAILABLE

4 743 2

EGT

0

6

0 2

8

0

8

2

4

6

4 933 EGT 2

10

% RPM X 10

6

AC AMPERES

200

OFF

50 0

100

150

AC AMPERES

BUS TRANS

0 TRANSFER BUS OFF

2

O F F

A U T O

4

TRANSFER BUS OFF BUS OFF


GEN OFF BUS

GEN OFF BUS

RFL

SYS A

GEN 1

IF EGT reaches 930 degrees C, REPEAT

7 D EEKE SPRA B

1

2

DOWN

2 FLAP UP 0

5


0

10

FLIGHT DETENT

1

1

STAB TRIM

2

APL NOSE DOWN

5

UP

15 APL NOSE UP

HORN CUTOUT


APL NOSE DOWN

0

APU GEN APU

GEN 2

FLAP

15

10

25

15

30

APL NOSE UP

STAB TRIM FLAP DOWN

CUT OUT

START SWITCHES .............. FLIGHT

NOTE: This provides HIGH ENERGY IGN to BOTH IGNITERS regardless of position of ignition selector switch.

3

START LEVERS ............... CUTOFF

Push BOTH to cutoff. It is not intended to start one and then the other. Even though only one may re-light, at this point take them both to OFF simultaneously.

OBSERVE EGT ......... DECREASING: then START LEVERS ............... IDLE

This action “resets” the MEC (Main engine control) and “may” make re-light possible. NOTE 1: It may take a long time (3 agonizing minutes) to accelerate to idle if you are in MODERATE or GREATER RAIN.

START THE APU (if available)

5

While there is a 35,000’ altitude restriction on starting the APU, here is the CAVEAT. The battery will supply ONLY ONE START ATTEMPT. It is generally felt that the APU has its best opportunity for starting if BELOW 25,000’. CONSIDER: Delay attempting to start the APU until below 25,000’

START LEVERS ..... CUTOFF

4

2 4

START LEVERS ..... IDLE

5

10

40

PARKING BRAKE PULL

ON

ELECTRICAL

2

STAB TRIM

OFF

ON

POWER 6..... ESTABLISH

ARMED

1

OFF

1

PNF

CONSIDER DRIFTDOWN PROCEDURE. DON’T STALL THE JET !

6

ELECTRICAL POWER .... ESTABLISH

NOTE: Selecting the LEFT BUS allows us to electrically power the ALT FLAPS. CONSIDERED BEST CHOICE IN THIS SITUATION.

7

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

737ver5EMER010

© Mike Ray 2000


The OTHER GUY does all this stuff, the PF concentrates TOTALLY on keeping the jet right-side-up.

200

ON

1/2 HYD QTY 3/4 1/4 E

GRD PWR

150

C X 100

4

4 87.3 2 10 N2

100

50

C X 100

10 8

ENG START SWITCHES ..... FLIGHT

1

% RPM X 10

5 86.4 4

N1

10

24/260

NOTE 2: The RESTART envelope for windmilling is: BELOW 24,000 feet ABOVE 260 KTS

APU (if available) ..... START

5

FLY THE JET !

NOTE 1: BOTH EFIS will be DEAD! The airplane will have to be flown using the STANDBY INSTRUMENTS. AUTOPILOT, AUTOTHROTTLES, MCP, bunches of gauges and stuff will be dead! PF MUST DO ONLY ONE THING, FLY THE JET!

109

737ver5EMER011

CONSIDER DRIFTDOWN PROCEDURE. DON’T STALL THE JET !

© Mike Ray 2000




ENGINE OVERHEAT

Here is that procedure one more time:

OVHT DET

BELL CUTOFF

WHEEL WELL

B

A

OVHT DET

L BOTTLE DISCHARGED

B

A

F I A N U O L P T

TEST

OF V I HR T E

L

FAULT

DISCH

L

ENG 2 OVERHEAT

APU DET INOP

R

APU BOTTLE DISCHARGED

ENGINES

DISCH

NORMAL

ET XE 1 TS T

R

2

(FUEL SHUTOFF) PULL WHEN ILLUMINATED LOCK OVERRIDE : PRESS BUTTON UNDER HANDLE

IAS/MACH

A/T

310

F/D

V NAV

283

ARM

MA

HEADING

000

L NAV

ALTITUDE

VOR LOC

OFF

N1

SPEED

LVL CHG

HDG SEL

APP

ALT HOLD

A/P ENGAGE CMD CWS

MA

F/D ON

D EEKE SPRA B DOWN

ENG 1 OVERHEAT F I A N U O L P T

TEST

OF V I HR T E

1

L

DIS CH

R

FAULT APU DET INOP


A DISCH

A P U

B

L BOTTLE DISCHARGED


L

R BOTTLE DISCHARGED

5 10

ENGINES

DISCH


R

2

ET XE 1 TS T

1 1

1

2

UP

R

APL NOSE UP

L HORN CUTOUT

APU


5 10

25

15

30

APL NOSE UP

FLAP STAB TRIM

APL NOSE DOWN

5 10 15

HORN CUTOUT

0 5 10

25

15

30

APL NOSE UP

40

3

STAB TRIM FLAP DOWN

PARKING BRAKE PULL

1

CUT OUT

IF OVERHEAT INDICATIONS continue and are still ON after 30 seconds ... START LEVER ..... CONFIRM, CUTOFF

CONFIRM-CONFIRM-CONFIRM !!! Some Rocket Scientists have actually shut down the WRONG ENGINE !! YIPE ! We have to assume that the situation is uncorrectable and about to escalate into … A FIRE!

ENGINE FIRE HANDLE ......... CONFIRM, PULL

CONFIRM - CONFIRM … IF you pull the wrong handle, you WILL SHUT DOWN THE “ONLY” GOOD ENGINE REMAINING. WHOOOOPS !!! Go slowly and methodically through this procedure.

ENGINE FIRE HANDLE ...... ROTATE L or R

IF FIRE/OVERHEAT indications persist longer than 30 seconds AFTER the BOTTLE DISCHARGED light comes on.

ENGINE FIRE HANDLE ...... ROTATE the OTHER WAY.

NOTE 1: DO NOT start the 30 second clock until after the light comes on. NOTE 2: The light coming on indicates LOW PRESSURE in the FIRE AGENT BOTTLE. NOTE 3: It is NOT UNCOMMON for the CHECK GUY to fail the squib to the AGENT bottle. Therefore, you would NOT get a light at all, and you would not be discharging agent and you would still be on fire.

40

FLAP DOWN

1

© Mike Ray 2000

0

15

STAB TRIM

PARKING BRAKE PULL

If ENG OVHT LITE remains on after 30 sec: START LEVER ......CONFIRM, CUTOFF ENG FIRE HANDLE ......CONFIRM, PULL If ENG OVHT LITE remains on: ENG FIRE HANDLE ......ROTATE If ENG OVHT LITE remains on after 30 sec: ENG FIRE HANDLE ......ROTATE in OPPOSITE DIRECTION.

APL NOSE DOWN

5 10

15

2

2

UP

15

5 6

FLAP STAB TRIM

2


WHEEL WELL

B NORMAL


OVHT DET

FLAP UP 0

STAB TRIM

FLIGHT DETENT

1 2

IF OVERHEAT INDICATIONS continue and are still ON ...

2

ARMED

0

1 1

FLIGHT DETENT

APL NOSE UP

OFF

APL NOSE DOWN

A

10

4

310

2 THROTTLE … CONFIRM, IDLE OVHT DET

5

DISENGAGE

V/S UP

BELL CUTOFF

0

L

COURSE B

A

DN

SEL

ON

OFF

VERT SPEED

+0000

10000

APL NOSE DOWN

R

APU

FLAP UP 0

STAB TRIM

2

1 AUTOTHROTTLE … OFF

COURSE

2

ARMED


1

ENG 1 OVERHEAT

DIS CH

DOWN

THROTTLE ............. IDLE

Even if the OVERHEAT light goes OFF as you pull it back, continue ALL the way to IDLE … Go ALL THE WAY TO IDLE, then go to the next step.

R BOTTLE DISCHARGED

MORE boring SYSTEM REVIEW: This is tricky: If the A OVHT DET switch is NORMAL P FIRE SWITCHES and you get a FAULT light … You U have a failure of BOTH DETECTOR LOOPS on one or both engines. If you push the OVHT/FIRE test switch and you get a FAULT light … How do you determine which LOOP is screwed up? This is even trickier: Push OVHT DET switch to A (or B) and if light comes on, that is the broken one. Now we have to ask ourselves, can this goober still detect a fault: Here’s how we determine that: FAULT/INOP and OVHT/FIRE test switch positioned to FAULT/INOP and if the FAULT light comes on … You are in luck. NORMAL

2

D EEKE SPRA B

REGARDING FAULTS: If a fault is detected, the FAULT DETECTOR SYSTEM will automatically deselect the faulty detector … NOW HERE IS THE RUB … The stupid system WILL NOT turn on the FAULT light to tell you that you have lost a detector loop, UNLESS you do an OVHT/FIRE test. HUH?

AUTOTHROTTLE ............. OFF Depressing the AUTOTHROTTLE release on the throttles will release the AUTOTHROTTLE if the engine is windmilling, or you may use the switch on the MCP.


SYSTEM REVIEW: There are TWO detector loops and TWO levels of fire/overheat detection … HOT and HOTTER. If a HOT situation exists, you get an OVERHEAT indication. If HOTTER, you get the full blown FIRE indication stuff. During NORMAL operation, BOTH of the DETECTORS must sense an alert before it is displayed.

1

CUT OUT

PULLING the ENGINE FIRE HANDLE does these things:

8 737ver5EMER012

110

CLOSES … FUEL …..... FUEL VALVE at tank CLOSES … AIR ............ AIR BLEED AIR VALVE CLOSES … HYD ........... HYD SUPPLY fire shutoff VALVE DISARMS .. LIGHT ....... LOW HYD PRESS light ARMS ........ SQUIB ....... Arms the squib DISARMS .. REV ...........THRUST REVERSER OPENS ...... ELECT .......GENERATOR FIELD ALLOWS … HANDLE ... FIRE HANDLE to be rotated

GO TO THE BOOK

737ver5EMER013

For the rest of the procedure

© Mike Ray 2000




Depressing the AUTOTHROTTLE release on the throttles will not release the AUTOTHROTTLE if the engine is windmilling .

D EEKE SPRA B

NORMALLY, IN THE SIM, THIS EVENT IS GIVEN AT LOW ALTITUDE, WHICH GREATLY SIMPLIFIES THE SITUATION. SADLY, HIGH ALTITUDE AND EN-ROUTE CONSIDERATIONS ARE AVOIDED AND THEREFORE NOT CONSIDERED.

AUTOTHROTTLE ............. OFF

1

DOWN

2

ARMED

DISCUSSION: Remember, the airplane is losing half of its available thrust and may not be able to maintain the altitude that it is operating at. If so, we have three additional considerations: CALL ATC, let them know what is going on ASAP. GET OFF THE AIRWAY, particularly with RVSM in effect, smacking into oncoming traffic could be a consideration. DRIFTDOWN procedures should be immediately put into effect.

FLAP UP 0

STAB TRIM

APL NOSE DOWN

5

1 1

FLIGHT DETENT


0

10

1

2

UP

10

15

HORN CUTOUT

Even at low altitude, this is a procedure that will be completed during a period of high task loading, therefore, I strongly admonish you to take the extra moment and ensure that you CONFIRM which engine you are shutting down. You won't believe this, but we still have a certain number of Brain Surgeons who SHUT DOWN THE GOOD ENGINE. 283

ARM

MA

F/D

V NAV

HEADING

N1

SPEED

LVL CHG

HDG SEL

VERT SPEED

A/P ENGAGE

1

APP

ALT HOLD

COURSE B

A CMD

DN

SEL

MA

310

F/D

CWS

DOWN

STAB TRIM

APL NOSE DOWN

5

F I A N U O L P T

TEST

FAULT

DISCH

NORMAL

L

ENG 1 OVERHEAT

OF V I HR T E

R

1

APU DET INOP APU BOTTLE DISCHARGED

DISCH

A P U

5

OVHT DET

B

L BOTTLE DISCHARGED

FIRE SWITCHES

6

(FUEL SHUTOFF) PULL WHEN ILLUMINATED LOCK OVERRIDE : PRESS BUTTON UNDER HANDLE

L

R BOTTLE DISCHARGED

ENGINES

DISCH

NORMAL

ENG 2 OVERHEAT

R

2

ET XE 1 TS T

1 1

FLIGHT DETENT

2

FLAP UP 0

1

2 R

L

APU

© Mike Ray 2000


APL NOSE DOWN

5 10

APL NOSE UP

HORN CUTOUT

FLAP STAB TRIM

2

2

UP

15

4 A


0

10

6. ENG FIRE HANDLE ...ROTATE OTHER WAY.

BELL CUTOFF

CONFIRM-CONFIRM-CONFIRM !!! Some Rocket Scientist actually shut down the WRONG ENGINE !! YIPE !

ENGINE FIRE HANDLE ......... CONFIRM, PULL

CONFIRM - CONFIRM … IF you pull the wrong handle, you WILL SHUT DOWN THE “ONLY” GOOD ENGINE REMAINING. WHOOOOPS !!! Go slowly and methodically through BELL CUTOFF this procedure. TEST

OF V I HR T E

0 5

15

10

25

15

30

APL NOSE UP

3

40

STAB TRIM FLAP DOWN

PARKING BRAKE PULL

1

OVHT DET

WHEEL WELL

B

1

L

DIS CH

R

FAULT

APU DET INOP


A

DISCH

A P U

B

L BOTTLE DISCHARGED

ENG 2 OVERHEAT


L

R BOTTLE DISCHARGED

ENGINES

DISCH

NORMAL

R

2

ET XE 1 TS T

2 R

L

APU

IF ENG FIRE HANDLE/OVERHEAT LIGHT IS ON:.

2

ARMED

IF FIRE INDICATIONS REMAIN AFTER 30 SECONDS:

WHEEL WELL

3

ENG 1 OVERHEAT

5. ENGINE FIRE HANDLE ...ROTATE

B

CUT OUT

F I A N U O L P T

IF ENG FIRE HANDLE/OVHT LIGHT ON:

OVHT DET

START LEVER ..... CONFIRM, CUTOFF

STAB TRIM

NORMAL

AUTOTHROTTLE ... OFF THROTTLE ...CONFIRM,IDLE START LEVER .. CONFIRM,CUTOFF ENGINE FIRE HANDLE ..CONFIRM,PULL

A

APL NOSE UP

A

OFF

UP

30

OVHT DET

ON

DISENGAGE

V/S

25

15

D EEKE SPRA B

1. 2. 3. 4.

ALTITUDE

28004 +0000 VOR LOC

ON

OFF

L NAV

305

OFF


IAS/MACH

A/T

310

5 10

FLAP DOWN

1

4

0

15

40

PARKING BRAKE PULL

COURSE

APL NOSE DOWN

5

APL NOSE UP

FLAP STAB TRIM

2

THROTTLE ...CONFIRM,IDLE

CONFIRM that you have the correct throttle, THEN retard s-l-o-w-l-y to idle. Residual thrust or assymetrical thrust could make control of the airplane by the PF difficult. NOTE: You may be transitioning for two engine thrust to single engine thrust at high power settings, such as right after a missed approach or after take-off.

2


ENG FIRE/SEVERE DAMAGE/ ENGINE SEPARATION

LET’S GO OVER THE PROCEDURE ONE MORE TIME ...

CUT OUT

This procedure should be almost like second nature, BUT it is a QRC procedure. PF remains ON THE GAUGES and FLIES THE AIRPLANE! 737ver5EMER014

111

5

ENGINE FIRE HANDLE ...... ROTATE L or R

IF FIRE/OVERHEAT indications persist longer than 30 seconds AFTER the BOTTLE DISCHARGED light comes on.

ENGINE FIRE HANDLE ...... ROTATE the OTHER WAY.

NOTE 1: DO NOT start the 30 second clock until after the light comes on. NOTE 2: The light coming on indicates LOW PRESSURE in the FIRE AGENT BOTTLE. NOTE 3: It is NOT UNCOMMON for the CHECK GUY to fail the squib to the AGENT bottle. Therefore, you would NOT get a light at all, and you would not be discharging agent and you would still be on fire.

PULLING the ENGINE FIRE HANDLE does these things:

8

CLOSES … FUEL …..... FUEL VALVE at tank CLOSES … AIR ............ AIR BLEED AIR VALVE CLOSES … HYD ........... HYD SUPPLY fire shutoff VALVE DISARMS .. LIGHT ....... LOW HYD PRESS light ARMS ........ SQUIB ....... Arms the squib DISARMS .. REV ...........THRUST REVERSER OPENS ...... ELECT .......GENERATOR FIELD ALLOWS … HANDLE ... FIRE HANDLE to be rotated

737ver5EMER015 © Mike Ray 2000




CARGO FIRE

WHEEL WELL FIRE IN FLIGHT

There are no memory items: go directly to the QRC.

There are no memory items: go directly to the QRC. THIS IS A FIRE EMERGENCY. DECLARE AN EMERGENCY, Land at nearest suitable airport, Prep for and execute an evacuation, Notify the company, etc. THIS IS A BIG DEAL!

IF CARGO DOORS ARE OPEN: BOTTLES ..... DO NOT DISCHARGE ATC and GROUND PERSONNEL ..... ADVISE DISCUSSION:This is strictly for an ON THE GROUND situation. I think it is obvious, that we should get the fire department notified, get the personnel and passengers who are on board OFF THE AIRPLANE. If the boarding bridge is still attached to the airplane or can be re-attached fairly quickly, consider that route ... otherwise, "consider" using the slides. On ground observers can provide the evaluation necessary to help you decide whether to evacuate on one side or the other, forward or aft, or evacuate at all. A

A

B

B

DET

AUTO

FIRE

FWD PIT ARMED

AFT PIT ARMED

DSCH

DSCH

1ST BTL

2ND BTL

This is an "AUTOPILOT ON" maneuver. 1: Set MCP speed LESS THAN 270 kts. I suggest you forget the 250 kts below 10,000 foot restriction. If close to airport, go to Clean Maneuvering Speed; and if it happens right after takeoff go to FLAPS 5 + 10 kts, and GET BACK ON THE GROUND ASAP. 2: If necessary to extend the speed brakes to assist in initial slow up (Keep hand on the handle so that you DO NOT FORGET TO RETRACT THE SPEEDBRAKES).

ARMED

ARMED

BELL ARM TEST

PULL TO ARM

CUTOUT

If autopilot is engaged, LEAVE AUTOPILOT / AUTO THROTTLES ENGAGED.

1: AIRSPEED ...........MAXIMUM 270 knots/Mach .82

CARGO DETECTION SUPPRESSION PUSH TO DISCHARGE

FAIL

1: Something caught FIRE on wheel assembly or in well (rubber, fabric, etc) 2: HOT brakes 3: Fluid (i.e; hydraulic fluid) leaking on hot brake assembly and catching fire. We cannot determine just what the cause is, so we must ASSUME the worse. YOU ARE ON FIRE !

2: LANDING GEAR LEVER (below 270 kts) ...... DOWN

This is a two part process, At 270 KTS (1) GEAR DOWN and (2) SPEED BRAKE UP. Keep the gear down for 20 minutes at a minimum; ideally, keep the gear down longer or until landing. In other words, do not raise the gear unless it is necessary for fuel considerations to reach a landing site. Remember; ASSUME YOU ARE STILL ON FIRE !

IF CARGO DOORS ARE CLOSED:

FIRST BOTTLE DISCHARGE SWITCH .... PUSH

DISCUSSION:This is can be either an ON THE GROUND or IN THE AIR situation. Pushing this switch will: 1. activate the first bottle's squib, 2. activate the diverter valve squib, 3. associated squib light goes out. once bottle pressure has dropped, 4. first bottle discharge light illuminates.

3: TALK !

- DECLARE AN EMERGENCY - GET NEW CLEARANCE - BRIEF FLIGHT ATTENDANTS FOR EVAC - NOTIFY COMPANY (e.g; ACARS "IFE-DIV-DEN" or “DEN7700”) - NOTIFY PASSENGERS - TX 7700 - EVACUATION (consider after landing)

GO TO THE REFERENCE PAGE 8-11.

IMPORTANT NOTES: 1. Second bottle discharge light does not illuminate until 40 minutes after being selected. 2. The second bottle MUST BE discharged into the SAME compartment as the first bottle 3. Fire suppression lasts for approximately 60 minutes. 4. Opening the cargo doors may result in a flash fire; therefore, deplane passengers prior to opening the cargo doors. 5. LAND AT NEAREST SUITABLE AIRPORT. 6. CONSIDER completing the “PREPARATION FOR EVACUATION” checklist and advising the Flight Attendants to PREP FOR EVACUATION. © Mike Ray 2000


OTHER CONSIDERATIONS

It is possible, if the fire was being fueled by a hydraulic leak, then we could expect LOSS of HYDRAULIC FLUID event to follow. Be aware of fluid quantity ... perhaps take flaps early, etc. With GEAR DOWN, you will have extra drag. Plan descent accordingly. 737ver5EMER024

112

© Mike Ray 2000




SMOKE/FUMES/ODOR

GALLEY FIRE/SMOKE No immediate action items: go directly to QRC

THIS IS A POTENTIAL FIRE EMERGENCY. IF EVEN A QUESTION, DECLARE AN EMERGENCY, Land at nearest suitable airport, Prep for and possibly execute an evacuation, Notify the company, etc. THIS IS A BIG DEAL!

IF YOU CANNOT DETERMINE POSITIVELY THAT THE FIRE IS OUT. You MUST assume that YOU ARE ON FIRE !

1: OXYGEN MASKS & REGULATORS ..........ON, 100% The 100% switch is on the mask itself. If you get the mask on without checking for 100%, the switch may be pushed TOWARDS your face to place in the 100% position.

GALLEY POWER SWITCH...........................OFF

Eyeglasses will present a problem, in that the bridge of the glasses will be under the lip of the mask and will have to be repositioned outside of the mask.

All this will do is remove the electrical power from the galleys, should the ignition source be electrical. Evaluating and fighting the fire WILL BE a function of the Flight Attendants.

SIDE

TR 1

UP

GEN 1

TR 3

STBY PWR

OFF

OFF

ON

ON

MACH TRIM FAIL

YAW DAMPER

AUTO SLAT FAIL

DISCONNECT

OFF

LOW OIL PRESSURE

BAT

OFF

80 IN120

Land at nearest suitable airport, Notify dispatch (ACARS: IFE-DIV-SFO), Plan for and execute an evacuation. THIS IS A BIG DEAL ! iiiiliiiilii

iil

0

ii

C

iii

ENG 1

liiiiliiiil

EMER EXIT LIGHTS

ON

A

50 0

GRD PWR

150

AC AMPERES

200

OFF

100

50

150

AC AMPERES

0

A NR OM TE D

B

OFF AUTO HIGH

ON

FWD ENTRY

FWD CARGO

FWD SERVICE

AFT ENTRY

AFT CARGO

AFT SERVICE

EQUIP

WING ANTI ICE

00 00

OFF AUTO ON

TRANSFER BUS OFF

ON

L


6 5 4

OFF

ON 1

ON 2

LANDING

RETRACT

OFF

L ON R OUTBOARD

L ON R INBOARD

© Mike Ray 2000


7

LOW OIL PRESSURE

HIGH OIL TEMP

8

100

50

EXH

0

C X 100

OVER SPEED

BAT

OFF

HIGH

150

AC AMPERES

25

ON


UP

AB

IN CLIM

START

OFF737ver5EMER023 CONT FLT

BOTH

IGN L

IGN R

GRD

ON

OFF

.3

.8

MANUAL

E

FLT

I.4

I.9

G R D

AUTO

AC MAN

4: COCKPIT DOOR ............................................... CLOSED DC

CHECK

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0

WARNING: LEAVE COCKPIT DOOR CLOSED, UNLESS REQUIRED BY PROCEDURE OR GREATER EMERGENCY


ANTI STROBE POSITION COLLISION OFF ON BAT OFF CONT

2

MANUAL

CABIN ALT

3

-.3

WING ANTI ICE

V

F L T

CAB FLT

WING OFF

WHEEL WELL OFF

ON

ON

OFF ON

113

ON

NORM


3

2

ENGINE START

B

A Smoke may be "captured" inside the goggles and can be purged by sliding the L V E oxygen mask vent valve DOWN momentarily. This will allow air to blow into C 08250 O L P O goggles. E S N

4 0F E EE T P

.5

GRD

MASK BOOM EMER

BLEED

STBY

DN

ON

MKR SPKR

Smoke goggles go on the OUTSIDE of the mask.

2

I .5

0

200

OFF

INOP ADF-2

BLEED TRIP OFF

STANDBY

001257

5

6

I

ON

1-NAV-2

PACK TRIP OFF

RESET

4

I5

20

3 2 1


PA

3: SMOKE GOGGLES (if needed) ................... ON

S PU H

3

I0

X 1000 FEET

R


00350I

7

TEMP 0

APU

F-INPH-S

OFF

AUTO

5

30

8

R

AUTO

CABIN ALT

I 00

OFF

AFT

40

R PACK

WING-BODY OVERHEAT

APU

B

FWD

LOW OIL QUANTITY

2

ON

I

AUTO FAIL

ALT HORN CUTOFF

I

0

35

ON

ON

E S PR S 0 IFF I PS

50

9

OFF

CTR

ERASE


10 D

CALL

OFF

TEST

600 OHMS

GEN OFF BUS

OFF


OPEN

BLEED TRIP OFF

HEADSET

BUS OFF

APU GEN OFF BUS

INOP

Use of the FLT INTPH is useful if cockpit task loading allows. TRIP Communicate with FLIGHT ATTENDANTS using SERV INPH and with PASSENGERS using PA button. AUTO

WING-BODY OVERHEAT

V

OFF AUTO HIGH

CLOSE

PACK TRIP OFF

200

BUS OFF

GEN OFF BUS

E X T E N D

L PACK

ON

HYD PUMPS


A U T O

PTT

TEST

100

ISOLATION VALVE

OFF

BUS TRANS

O F F

INOP

RAM DOOR FULL OPEN

80

PSI

0

ON

FILTER BYPASS

TRANSFER BUS OFF

FWD

20

ENG 2

OFF

ARMED

NOTE: FLY THE AIRPLANE ! In the simulator, this is referred to as a GRD "detractor." The check-pilot is maneuvering you to do something, or isATTEND CALL CROSS FEED taking advantage of an oversight on your part. Is the auto-throttle engaged? ...is the terrain rising? ...is CFIT about to take place. BE ALERT and do not get engrossed in any problem to the point RAIN REPELLENT FUEL PUMPS APU GEN GEN 2 GEN 1 where nobody is FLYING THE AIRPLANE! L R APU AFT

ELEC 1

i

VALVE OPEN



ELEC 2

OFF

100

1-VHF-2-VHF

60

40

l

iii

FILTER BYPASS

RAM DOOR FULL OPEN

2

ii

li

+40


GRD PWR AVAILABLE

FUEL VALVE CLOSED

liiiiliiiilii

-20

-40

0

FUEL+20 TEMP

iii

FUEL VALVE CLOSED

WARM OFF MANUAL

OVERHEAT


OFF

OFF

30

WARM

COOL

OFF

ALTERNATE OFF

200

F

AUTO

OVERHEAT

80 IN120

40


BOTH ON R

NORMAL

ii

NORMAL

160

40

IRS

BOTH ON L

WARM OFF MANUAL

DUAL BLEED

ON

1

MIC SELECTOR

DUCT OVERHEAT

MASK/ boom switch ........ MASK VHF-1 slider ...................... UP VHF-1 MIC button ........... ON FLT INPH slider ............... UP use the transmit button on VHF-1 to talk to ATC; if necessary to crosstalk RECIRC FAN in the cockpit and the noise level is too high, go ahead and talk to the OVHT other pilot RIGHT OVER THE RADIO. 0

COOL

NORMAL

10 RISE 20

0

30

TEMP160

AUTO NORMAL

WARM

COOL

OFF

OFF ON

IN


10 RISE 20

BOTH ON 2

ENG ANTI-ICE


RISE

EFI

WING ANTI-ICE GND TEST

AUTO

DRIVE TEMP

BOTH ON 1


DISCONNECT

ON

0


HIGH OIL TEMP

HIGH OIL TEMP

OFF

AUTO NORMAL

COOL

OVERHEAT OVERHEAT

AC

STANDBY PWR OFF

LOW OIL PRESSURE

PANEL

BRIGHT

ON

SPEED TRIM FAIL

120

80 40

RESID VOLTS

OFF

The mic panel should be set up with:

DUCT OVERHEAT

OFF

C

ON

FEEL DIFF PRESS

TEST

PASS CABIN

PASS CABIN

AIR MIX VALVE

R ALPHA VANE

R

OFF

AIR MIX VALVE

R ELEV PITOT

HEAT

L ALPHA VANE TEMP PROBE

STBY PWR

TEST

ARM DOWN


ON

L ELEV PITOT

BRIGHT

INV

Evaluation of the threat is a big part of this SPOILER A B procedure. Ask the right questions of the GALLEY Flight Attendant because they are going to BAT be your detector. They are trained and can do anything we YAW DAMPER can do; therefore, I consider it POOR STANDBY POWER JUDGEMENT to send back the other crew-member to fight the fire. If you think it might be a serious threat or if it even threatens to be serious or you can't really determine whether it is serious or not ... TREAT IS AS SERIOUS! OFF


GRD PWR

AIR TEMP

SUPPLY DUCT

T HO


APU GEN

TR 2

BAT BAT BUS


OFF


I/I0

Frequently, the mask will knock off the headset/minitel. It is suggested that rather than try to replace the headset, that the cockpit speaker volume be turned up full. There will be no feedback problem because the mic is inside the mask enclosure.

ON

T

OFF

HOURS

HO

ALTERNATE FLAPS

0 28 3 2

SIDE



LOW PRESSURE

ELAPSED TIME

R OFF

ON

130

LOW QUANTITY

APU HOURMETER

ON

OFF

120

AC VOLTS

ON


LD

100

L

2: CREW COMMUNICATIONS ......... ESTABLISH

OVERHEAT OVERHEAT

ON

ON

LR

40

420

CO

CPS FREQ

320

110

20

DC VOLTS

0

B

A

OVERHEAT OVERHEAT

400

50

LD

-0+

DC AMPS +

CO

This is a potential FIRE EMERGENCY and may require that you land at nearest suitable airport, Prep for and possibly conduct an EVACUATION, declare an EMERGENCY, etc. THIS IS A BIG DEAL! FLT CONTROL -50

MEMORY ITEMS

THIS PROCEDURE HAS MEMORY ITEMS

ON

737ver5EMER026

© Mike Ray 2000




LEAVE AUTOPILOT .... ON. COURSE

310

IAS/MACH

A/T

283

ARM

MA

F/D

V NAV

HEADING

305

L NAV

VOR LOC

OFF

ON

OFF

1

SPEED

N1

LVL CHG

HDG SEL

ALTITUDE

VERT SPEED

APP

ALT HOLD

CWS

F/D

COURSE

310

MA

ON

DISENGAGE

V/S

OFF

4

UP

6

7

B

A

DN

SEL

CMD

A/P ENGAGE

28004 +0000

5

STEP 1: AUTOTHROTTLE ......................................... OFF STEP 2: THRUST(operating engine) ........................... MAX CONT From the CDU: N1 LIMIT page, or there is a chart on FH 2-57 CRUISE section.

NOTE: As you descend, the thrust will constantly be changing and you will have to check it frequently so you will not exceed MAX CONT THRUST values

STEP 3: RUDDER ....................................................... TRIM

Turn the rudder trim knob on the back of the lower console "towards" the working engine. Turn it until the yoke is level.

2

If the MCP altitude is less than than 14,000' (the highest domestic terrain) we MUST take terrain clearance into our calculation.

STEP 5: LVL CHG ............... PUSH

This will start the airplane in a gradual descent. The descent rate is predicated on the available thrust from the operating engine.

FLAP UP 0

STAB TRIM

APL NOSE DOWN

0 5


CFIT, METHOD 1/2, and TERRAIN:

DOWN

ARMED

10

1

FLIGHT DETENT

1

2

APL NOSE DOWN

5

UP

10

15

FLAP STAB TRIM

2


If over land, use the Engine out section of the Cruise Chapter or Set in the "MAX ALT" from the upper right corner of the CDU or ATC cleared to altitude.

D EEKE SPRA B

STEP 4: MCP alt ................... SET

15

APL NOSE UP

HORN CUTOUT

0 5 10

25

15

30

APL NOSE UP

40

STAB TRIM FLAP DOWN

PARKING BRAKE PULL

CUT OUT

1

2

STEP 6: MCP SPEED ........ set 220 KTS. IF OVERWATER: M .745/280 KIAS These are canned speeds. See page FH 2-57.

STEP 7: HEADING ......................................................... as required. Remember: You are descending "INTO" approaching traffic that may be as little as 1000 feet below you and also on the magenta line. STEP 7: ATC ................................................................... ADVISE. A turn off airways of 90 degrees is desirable initially. 25 miles "OFF" airways would not be unusual unless there are other considerations ... such as other airways or traffic. Use you TCAS and be alert ! ATC will give you vectors, but until then, you have to cover your own six. In USA and other radar environments, this is no big deal ... but on routes outside the US or overwater we do not always have the luxury of reliable ground radar. © Mike Ray 2000


114

737ver5EMER017

© Mike Ray 2000




AIRSPEED/MACH UNRELIABLE 1: AUTOPILOT ................................................................ DISENGAGE Use of either MCP, DISENGAGE BAR, or YOKE SWITCH OK.

2: AUTOTHROTTLE ARM SWITCH ............................................ OFF 3: FLIGHT DIRECTORS ................................................................ OFF 4: ATTITUDE, THRUST .......................................................... ADJUST COURSE

310

IAS/MACH

A/T

V NAV

283

ARM

MA

F/D

HEADING

305

L NAV

ON

OFF

3

N1

SPEED

LVL CHG

HDG SEL

ALTITUDE

VERT SPEED

A/P ENGAGE

28004 +0000 VOR LOC

OFF

APP

DN

SEL ALT HOLD

CMD CWS

MA

310

F/D ON

DISENGAGE

V/S

OFF

UP

2

COURSE B

A

1

3

W

hat this is all about? ... Well, it seems that there have been a coupla airplanes get airborne with the static ports taped shut or the pitot tubes blocked; and they crashed! How could this possibly be? Well, here is what happened. It seems that at least one aircraft was recently washed or painted and the holes and tubes in the airplane were taped shut to keep out the fluid or paint. It therefore seems that we have to review our "WALKAROUND" procedures and priorities. The problem with the situation is that when you paint over tape it assumes the color of the airplane and becomes virtually invisible. A second "NEAR TRAGEDY" occurred to United Airlines in some deep south location. It seems that there was a swarm of bees looking for a place to make a hive, and some quick witted ground person stuffed something into the pitot tubes to keep out the critters. Worked fine on the bees.

737ver5EMER028

© Mike Ray 2000


115

© Mike Ray 2000




CABIN ALTITUDE WARNING/ RAPID DEPRESSURIZATION

ON

OBS AUDIO ENTMT

PTT

W128 635

N28634

DSPL SEL

WIND HDG/STS

BRT

E 6

7

S 8

TRANSIT

4

3

EXT FULL EXT

3

4

ON DC

ALIGN

ON DC

FAULT

DC FAIL

FAULT

DC FAIL

ALIGN

NAV

ALIGN

ON

CREW OXYGEN

ATT

OFF

ATT

-50

0

OXY PRESS PSI X 100

20

OVERHEAT OVERHEAT

400 CPS FREQ

320

40

100

420

ON

ON

130

GEN 1 GRD PWR

TR 3

STBY PWR

ON

ON

MACH TRIM FAIL

AC

YAW DAMPER

STANDBY PWR OFF

LOW OIL PRESSURE

AUTO SLAT FAIL

STANDBY POWER

HIGH OIL TEMP

OFF

BAT

OFF

RISE

80 IN120

0

N

EFI BOTH ON 1

OXYGEN MASK

ii

iiiiliiiilii

iil

FUEL VALVE CLOSED

100

50 0

CROSS

ON

ON

FWD


FWD

APU GEN OFF BUS

ON 2

LANDING

RETRACT

L ON R OUTBOARD

B

2

GEN OFF BUS

INOP

INOP ADF-2

F-INPH-S

MKR SPKR

6 5 4

OFF

L ON R INBOARD

PA

NORM

ON

7

APU GEN APU

ENG 1

7

ELEC 1

ELEC 2

ON

A

20

OFF ON

OFF AUTO HIGH

ON

LOW PRESSURE

OVERHEAT OVERHEAT


LOW PRESSURE

LOW OIL PRESSURE

OFF AUTO ON

OVER SPEED

100

50 0


OFF

ERASE

AUTO

S PRE S 0 IFF PSI

2

5b 25

ALT HORN CUTOFF

I

0

50 40 35

CABIN ALT

R

BAT


OFF

CONT FLT

IGN L

IN CLIM

IGN R

OFF

F L T

3 4

0F E EE T P

V A L V E

G R D

AUTO

CAB FLT

.3

.8

I.4

I.9

AC MAN DC

6

CHECK

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0



CONT FLT

-.3

WING OFF

WHEEL WELL OFF

ON

ON

ON

ON

IF CABIN ALTITUDE IS UNCONTROLLABLE: EMERGENCY DESCENT ... Accomplish Consider this to be a seamless transition into the EMERGENCY DESCENT procedure.

© Mike Ray 2000



BLEED TRIP OFF

BLEED TRIP OFF

OFF

OFF ON

I

AUTO FAIL

WING ANTI ICE

APU

ON


STANDBY

AUTO

00350I

2

BLEED MANUAL

MANUAL V A L V E


S PU H

C L O S E

08250 CABIN ALT

001257

STBY

F L T CAB FLT

-.3

.3

.8

I.4

I.9

G R D

AUTO

O P E N AC MAN DC

CHECK

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0


CABIN OXYGEN SWITCH ..... ON

Since the masks "should" have automatically dropped from their enclosures when the cabin altitude reached 14,000', activating the switch is just a backup to the normal system. NOTE: Master Caution and Overhead annunciation lights should already be illuminated.

OFF ON

OPEN

WING-BODY OVERHEAT

IF CABIN ALTITUDE GREATER THAN 14,000':

O P E N

3

2

5a GRD

CABIN ALT

STBY AB

I

OFF AUTO HIGH

AUTO

MANUAL

C L O S E

08250

2

I

TEST

R PACK

CLOSE

TRIP TRIP OFF

How do you do this. Two steps:

2

80 100

MANUAL

STANDBY

001257

0

BOTH

ON

PRESS OUTFLOW VLV .... CLOSE

BLEED


S PU H

5

.5

UP

APU


4

I5

6

AUTO

ON

WING ANTI ICE

OFF

00350I

3

I0

X 1000 FEET

ENGINE START GRD

BLEED TRIP OFF

AUTO

5

30

8

.5

APU


AUTO FAIL

600 OHMS

DN

OFF

OPEN

BLEED TRIP OFF

I

HEADSET

HIGH

200

ON

TEST

7

150

AC AMPERES

R PACK

OFF AUTO HIGH

CLOSE

WING-BODY OVERHEAT

LOW PRESSURE


GRD CALL

20

TEMP 0

100

OFF

10 D

L

HIGH OIL TEMP

8

EXH C X 100

GEN 2

WING ANTI ICE

TEST

ISOLATION VALVE

L PACK

B

HYD PUMPS

OVHT 80

PSI

0

ENG 2

TRIP TRIP OFF

RAIN REPELLENT

3 2 1

ON

OFF AUTO HIGH

PACK SWITCHES .................. HIGH

OVHT

60

PSI

ISOLATION VALVE

L PACK

I don't know or can’t imagine why you would be at altitude with the engine bleeds OFF???

5A. Pressurization valve control switch to MANUAL. NOTE: Turn switch clockwise. The next to last notch will operate faster because it is AC, the next notch is DC. 5B. Hold pressurization valve control to close position (push switch to the left). NOTE: It takes 14 seconds to go from full closed to full open in manual.

RAM DOOR FULL OPEN

60

40


ARMED

ATTEND

CALL

START

MASK BOOM EMER

OFF

ON

LOW OIL QUANTITY

AFT OFF

E X T E N D

R

3

TRANSFER BUS OFF

OFF

GEN 1

OFF

RAM DOOR FULL OPEN

DUAL BLEED

2

OVERHEAT


A U T O

BUS OFF

GEN OFF BUS

R

ON 1

WARM OFF MANUAL

OFF

I00

MIC SELECTOR

V

200

WARM

COOL

OFF MANUAL

B

AFT

AUTO NORMAL

COOL

AUTO

A NR OM TE D

150

AC AMPERES

BUS TRANS

CTR LOW LOW PRESSURE PRESSURE

1-NAV-2

100

50 0

5

DUCT OVERHEAT

200

F

WARM

RECIRC FAN

OVERHEAT

9

OFF

ON

1


OFF

EMER EXIT LIGHTS

BUS OFF

FEED

L

PTT

OFF

O F F

TRANSFER BUS OFF

FUEL PUMPS

INOP

200

FILTER BYPASS


1-VHF-2-VHF

GRD PWR

150

AC AMPERES

0

WARM

COOL

OFF

OFF

OFF

30


i

VALVE OPEN

ENG ANTI-ICE

0000

FILTER BYPASS

iii

COOL

OFF

+40

C

80 IN120 40

GRD PWR AVAILABLE

l

ii

0

FUEL+20 TEMP

liiiiliiiil


WING ANTI-ICE

ON

10 RISE 20

ii

iii

liiiiliiiilii

li

iii

PRESS TO TEST

-20

-40


GND TEST

ALTERNATE

0

30

80 40

OFF


BOTH ON R

NORMAL

FUEL VALVE CLOSED

1

EMERGENCY

BOTH ON L

160

40

IRS BOTH ON 2

NORMAL

0

100% PUSH

TEMP160

NORMAL

IN DRIVE CAN BE RECONNECTED ONLY ON GRD

10 RISE 20

120

DUCT OVERHEAT


AUTO

DRIVE TEMP

AIR MIX VALVE

AUTO NORMAL

DISCONNECT

ON

RESET TEST

TEMP PROBE

PANEL

4

HIGH OIL TEMP

DISCONNECT

PASS CABIN

PASS CABIN

R ALPHA VANE

BRIGHT

OFF

LOW OIL PRESSURE

AIR TEMP

SUPPLY DUCT

OVERHEAT OVERHEAT

SPEED TRIM FAIL

YAW DAMPER

4

I/I0

AIR MIX VALVE

R ELEV PITOT

HEAT

ON

ON

CONT CABIN


ON

L ALPHA VANE

HOURS


OFF

L ELEV PITOT

0 28 3 2

OFF

OFF

BAT

FEEL DIFF PRESS

TEST

GALLEY RESID VOLTS

OFF

OFF



BRIGHT

INV

STBY PWR

TEST

ARM DOWN

OFF

GEN 2

ON


ELAPSED TIME

SIDE OFF

ON

T

TR 2

CIRCUIT BREAKER

ON

R

FWD

OFF

HO

OFF

APU GEN

ON

WINDOW HEAT OVHT FWD

SIDE

APU HOURMETER

T

6

120 AC VOLTS

OVERHEAT OVERHEAT

HO

SPOILER A B

TR 1

BAT BUS

UP

ENGINE BLEEDS ................... verify ON

0

WING ANTI ICE

LOW QUANTITY


PASS OXY ON

OFF

110

BAT

ON

BRIGHT

LOW PRESSURE

OFF

3

PASS OXYGEN

15

L

ALTERNATE FLAPS

20

DIM

50

20

DC VOLTS

0

NO 2

NO. 2

NO. 1

DOME WHITE

-0+

FLT CONTROL B A

NO 1 OFF

STALL WARNING TEST

INOP

L IRS R

TEST

DC AMPS +

10

5

SLATS

SLATS

NORMAL

ON

LOW IDLE

NORMAL

NAV

OFF

6

5

ALIGN

INOP

COLD

2

FLAPS

ON

OFF

COLD

1

2

TEST

PMC

SERVICE INTERPHONE

40

TEST

REVERSER

PMC

O O

RAM DOOR FULL OPEN

AUTO

MACH AIRSPEED WARNING

FLIGHT RECORDER

2

REVERSER

9 CLR

0

O O

C

1

EXT FULL EXT

ENT

RAM DOOR FULL OPEN

OFF

NORM

ENGINE

I

R

LE DEVICES

TRANSIT

B

3

R

L

BOOM EMER

R

N 2 H 5

SYS DSPL

MASK

V

1 w 4

CREW COMMUNICATONS ... establish

DUAL BLEED

PA

F-INPH-S

MKR SPKR

LR

PPOS

TK/GS

INOP

INOP ADF-2

1-NAV-2

IRS DISPLAY

TEST

INOP

1-VHF-2-VHF

OXYGEN MASKS and REGULATORS

Put the Oxygen mask ....... ON/100%

When you put that "FACE SUCKER" on your head, particularly if you wear glasses (who doesn't) they are going to get knocked off as well as the earpiece or headset. Trust me. So, I recommend you: 1. turn up the cockpit volume, there will be no feedback problems because you're mumbling will be in the mask enclosure. RECIRC FAN 2. If you simply cannot understand the other guy, go ahead and communicate "RIGHT OVER THE VHF RADIO."

MIC SELECTOR

OFF

1 2

LR

REMEMBER: This procedure has items that are to be done "BEFORE" you go to the QRC. The check pilot actually has a time restriction on you donning the oxygen mask. With the system in place on the 737, these parameters are easily achieved ... unless you wear eyeglasses of sunglasses (everybody at one time or another). The technique involves putting the nape strap higher up on the back of the head than it would naturally fit.

IF CABIN ALTITUDE UNCONTROLLABLE:

116

IF CABIN ALTITUDE IS UNCONTROLLABLE:

7

EMERGENCY DESCENT ..... ACCOMPLISH

737ver5EMER032

© Mike Ray 2000




EMERGENCY DESCENT LEAVE AUTOPILOT .... ON.

STEP 5: SPEEDBRAKES ......................................... EXTEND.

The application of full speedbrakes at altitude can be exciting. I recommend that you bring the speed brake handle aft in a smooth but expeditious manner. Slamming the lever aft can create a control problem or create a pitch that can be very alarming to the passenger. Do not delay, but be smooth.

LEAVE AUTOPILOT ON for this reason: If the crew should become incapacitated during this procedure, the airplane will be set up to continue the descent and level off on autopilot. RETRACT


OFF

(safe altitude/10,000') This is the altitude where the airplane will level ON and it is predicated on the fact this is the highest altitude that FAA has determined that human beings can survive without supplemental oxygen ... BUT remember, it does not take into account TERRAIN. The best determination comes from the MOCA (sector minimum altitude) on the chart. L ON R OUTBOARD

OFF GRD

OFF

CONT FLT

ON

ON


ENGINE START

BOTH IGN L

GRD

OFF

CONT

IGN R

ON

ON

ON

DOWN

STEP 6: MCP SPEED ..... Vmo/Mmo.

5

STEP 4: HEADING ......... AS REQ.

A/T

283

ARM

MA

F/D

IF STRUCTURAL INTEGRITY IS IN DOUBT:

6 HEADING

305

ALTITUDE

L NAV

N1

SPEED

LVL CHG

HDG SEL

A/P ENGAGE

28004 +0000 VOR LOC

OFF

VERT SPEED

DN

SEL

APP

ALT HOLD

CMD CWS

4

APL NOSE UP

HORN CUTOUT

0 5

15

10

25

15

30

APL NOSE UP

40

7

STBY

R

STAB TRIM FLAP DOWN

PARKING BRAKE PULL

CUT OUT

1

2

ALT RPTG

IDENT

OFF

ON

ON

OFF

1 STEP 9: ATC .................................................................... ADVISE.

Call as soon as practical. PF may call if the PNF is busy doing other things.

737ver5EMER017

© Mike Ray 2000

10

15

F/D

737ver5EMER034


APL NOSE DOWN

5

UP

FLAP STAB TRIM

2

DISENGAGE

V/S UP

3

310

MA

1

2

7700

COURSE B

A

1

FLIGHT DETENT

STEP 8: TRANSPONDER ..................... 7700

8

LIMIT AIRSPEED and HIGH MANEUVERING LOADS.

ON

OFF

As you pull the throttles to idle, the nose will pitch down, attempting to maintain the set MCP airspeed. NOTE: Jerking or moving the throttles to idle in an overly aggressive manner, could result in engine flameout.

L V NAV

APL NOSE DOWN

10

STEP 7: THROTTLES ............. IDLE.

FLAP UP 0

STAB TRIM

0

Jet will attempt to maintain the airspeed set on the MCP by pitch commands. When the throttles are reduced to idle, the nose will pitch over.

310

ON

ARMED

STEP 3: LVL CHG............................................................PUSH.

IAS/MACH

ON

5

START

Supplies HIGH ENERGY ignition to the igniter(s) selected by the ignition select switch

COURSE

WHEEL WELL OFF

OFF

FLT

2 ENG START SWITCHES ................................... CONT

The main consideration will be terrain clearance. In that we are turning off airways, MEAs are a poor choice. MOCA is a better consideration. Point the airplane in a direction that will get you to 10,000'.

WING OFF


STEP 2:

L ON R INBOARD

APU

D EEKE SPRA B

E X T E N D


LANDING

STEP 1: MCP altitude ......... SET

117

© Mike Ray 2000



100

TR 1

SPOILER A B

BAT

TR 2

BAT BUS

UP

STBY PWR

OFF

BAT

ON

L ELEV PITOT

BRIGHT

FEEL DIFF PRESS

PANEL

MACH TRIM FAIL

YAW DAMPER

EFI

BOTH ON 1

BOTH ON L

ii

iiiiliiiilii

iil

ii

DIS

0

li

iii

C

liiiiliiiil

iii

OVHT DET

0

FIRE SWITCHES FEED

BUS OFF

FUEL PUMPS

GEN 1

R

CTR LOW LOW PRESSURE PRESSURE


FWD

AFT

OFF ON 2

E X T E N D

LANDING

RETRACT

L ON R OUTBOARD

A

20

B

OFF AUTO HIGH

OFF

L ON R INBOARD

6 5 4

7

FWD ENTRY

ON

BUS OFF GEN OFF BUS

OFF AUTO R ON

ATTEND

8

100

50

EXH

0

C X 100

GRD CALL

E S PR S 0 IFF I PS

AUTO

2

RAIN REPELLENT

ERASE

25

BLEED TRIP OFF

OFF

AUTO BAT

OFF

HIGH


IN CLIM

CONT FLT

BOTH IGN L

GRD

IGN R

This event occurs typically during two venues and it is HIGHLY UNLIKELY that a TRUE and RELIABLE fire indication would occur in the APU if it had been shut down for a long period ... BUT, we still treat this indication as if it is a real indication. C L O S E

08250

CABIN ALT

OFF

G R D

F L T

3

3

2

CAB FLT

OFF

V A L V E


S PU H

4 0F E EE T P

-.3

.3

.8

CONT FLT

OFF ON

ON

The fire detection circuit is designed to stop indicating and the fire lights go out when the temperature drops below the preset level; However, there really is NO WAY TO CONFIRM WHEN THE FIRE IS OUT. The reason is that if the circuit is burned through or damaged, it may give the same indication as if the fire is out. START

I.4

I.9

AUTO

O P E N

AC MAN DC

CHECK

Typically, there are only two times that there is a real fire problem:

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0



ENGINE START GRD

The APU should have shut down automatically, this is just a backup step. MANUAL

STBY

AB

2

MANUAL

STANDBY

2

I .5

UP

.5

OFF

ON

2: APU CONTROL SWITCH................. OFF BLEED


001257

0 DN

APU

APU

00350I

5

WING ANTI ICE

WING-BODY OVERHEAT

4

I5

6

200

ON

PACK TRIP OFF

RESET

AUTO

3

I0

X 1000 FEET

20

ON

I

AUTO FAIL

7

R

I

ON

OPEN

WING-BODY OVERHEAT

5

30

8

TEMP 0


OFF AUTO HIGH

CLOSE

BLEED TRIP OFF

ALT HORN CUTOFF

I

CABIN ALT

3 2 1

ON

TEST

0

50 40 35

150

AC AMPERES

R PACK

WARNING: THE MOST COMMON FAILURE IN THIS PROCEDURE IS NOT ROTATING THE TRIP HANDLE COMPLETELY. There is a little notch, and if not rotated that last little bit, you will not deploy the extinguisher, you will still be on fire, YOU WILL NOT KNOW IT, and you will bust your checkride!

WING ANTI ICE


GEN 2

OVER SPEED

AFT SERVICE

600 OHMS

CALL

L

HIGH OIL TEMP

FWD SERVICE

AFT CARGO

HEADSET

10 D

APU

ON

FWD CARGO

This is a ONE SHOT deal. You pull the handle and rotate FULLY.

OFF

2

OFF

APU

EQUIP


9

APU GEN

LOW OIL PRESSURE

ARMED

TEST

100

ISOLATION VALVE

L PACK

ON

OVHT

80

PSI

0

PACK TRIP OFF

AFT ENTRY

O

L

1: APU FIRE SHUTOFF HANDLE......PULL and ROTATE

ENG 2

OFF

HYD PUMPS

I 00

OFF

ON 1

ON

200

ET XAE 1 TUS TT TRANSFER BUS OFF

R

2

ON

LOW OIL QUANTITY

APU CONTROL SWITCH ....... OFF FWD

AFT

ELEC 1

ELEC 2

60

40

B

2

OFF

LOW PRESSURE PRESSURE

ON

ENG 1

R BOTTLE DISCHARGED

ENGINES

APU GEN OFF BUS

GEN OFF

(FUEL SHUTOFF) BUS PULL WHEN ILLUMINATED LOCK OVERRIDE : PRESS BUTTON UNDER HANDLE LOW

OFF

0

A NR OM TE D

150

AC AMPERES

DISCH BUS TRANS

NORMAL

100

50

ON

FILTER BYPASS

BUS OFF

L

OFF

L200BOTTLE DISCHARGED

B

A

GRD PWR

150

AC AMPERES

RAM DOOR FULL OPEN

RECIRC FAN



OFF

EMER EXIT LIGHTS


O ENG 2 L F OVERHEATTRANSFER F

CROSS

RAM DOOR FULL OPEN

OFF

OFF

30

160

40

GRD PWR AVAILABLE

100

50

WARM OFF MANUAL

2

OFF

i

CH

80 IN120

0

30

160


FUEL VALVE CLOSED

VALVE OPEN

ALTERNATE

OFF

10 RISE 20

WARM

COOL

OVERHEAT

00


A P U

80 IN120

40

COOL

AUTO

OVERHEAT

00

1

APU DET INOP

IN

0

WARM WARM OFF MANUAL

DUAL BLEED

ON

1

AUTO NORMAL

NORMAL


10 RISE 20

l

OF V I HR T E

R

FILTER BYPASS

ON

IF AIRBORNE, land at nearest suitable airport, Prep for and conduct an EVACUATION, declare an EMERGENCY, etc. THIS IS A BIG DEAL!

DUCT OVERHEAT

200

F

COOL

OFF

OFF


RISE

ii

TEST

L

0

FUEL+20 TEMP

liiiiliiiilii

ENG 1 OVERHEAT

I N O P

FAULT

DISCH

NORMAL

F A U L T

WHEEL WELL

-20

ENG ANTI-ICE

GND TEST

AUTO

DRIVE TEMP

BOTH ON R

iii

FUEL VALVE CLOSED

B

OFF

NORMAL

-40 +40 BELL CUTOFF

WING ANTI-ICE

APU FIRE HANDLE ........ CONFIRM,PULL, and ROTATE

IRS

BOTH ON 2

NORMAL


HIGH OIL TEMP

COOL

OVERHEAT OVERHEAT


DISCONNECT

BAT

1

APU SHUTS DOWN automatically, FIRE warning bell sounds, FIRE warning lights illuminated, RED light in the handle illuminates.

OVHT DET

LOW OIL PRESSURE

STANDBY POWER

HIGH OIL TEMP

DISCONNECT

ON

A

STANDBY PWR OFF

LOW OIL PRESSURE

AUTO SLAT FAIL

OFF

OFF

C

YAW DAMPER

0

AUTO NORMAL

BRIGHT

AC

TEMP160

80 40

ON

ON

SPEED TRIM FAIL

120

DUCT OVERHEAT

OFF

R

ON

AIR MIX VALVE

R ALPHA VANE

The fire detection system on this airplane is a single detector loop. At a pre-determined temperature it activates the FIRE system. There is NO OVHT detection. When fire is sensed: ON

PASS CABIN

PASS CABIN

AIR MIX VALVE

R ELEV PITOT

HEAT

L ALPHA VANE TEMP PROBE

TEST


OFF

OFF

CIRCUIT BREAKER GEN 2 INV

STBY PWR

TEST

ARM DOWN

OFF

APU GEN

GEN 1

GRD PWR

TR 3

AIR TEMP

SUPPLY DUCT


T HO

OFF


OFF


I/I0

T

ALTERNATE FLAPS


ON



LOW PRESSURE

HOURS

HO

YOU HAVE TO ASSUME: YOU ARE ON FIRE !!

ON

130

NOTE: In the simulator this event is called a "detractor." When it occurs you can bet that something else is going on. BE ALERT! You are being set up to stall the aircraft (is the Auto-throttle on), or run into rising terrain, or you are about to experience either a LOSS OF ALL/ONE GENERATOR or a LOSS OF HYDRAULIC FLUID.

0 28 3 2

SIDE OFF

OFF

120 AC VOLTS

ELAPSED TIME

R

LR

40

LOW QUANTITY

APU HOURMETER

ON

LD

110

20

ON


SIDE

APU FIRE continued

OVERHEAT OVERHEAT

ON

ON

CO

420

L

DC VOLTS

0

CPS FREQ

320

LD

FLT CONTROL B A

OVERHEAT OVERHEAT

400

50

CO

APU FIRE -0+

DC AMPS +

-50


ON

WING OFF

WHEEL WELL OFF

ON

ON

1: While the APU is running. Typically, the only time the APU is running in the air is during crappy weather during take-off or landing. 2: While the APU is being started. I am suggesting that when you are completing the routine APU start associated with low visibility approaches such as CAT II/III, be alert to this possibility. If you are at the gate, consider: alerting the airport authorities and get fire trucks rolling, and evacuate any personnel or passengers who are on board until the situation is resolved.

NOTE 1: There is only ONE SQUIB/FIRE BOTTLE on the APU. When you rotate the fire handle the first time, it fires the squib/bottle. Rotating the handle "the other way" does nothing but alert the check-guy to the fact that you don't know what you are doing.

Notes regarding circuit testing. If the APU DET INOP light comes on, it indicates there is:

NOTE 2: If the bottle has been fired with the squib, then on the walk-around you will see the red disc ONLY. If you see the yellow disc only, that indicates a thermal discharge.

NO FIRE DETECTION in the APU, and NO AUTOMATIC APU SHUTDOWN.

NOTE 3: If APU DET INOP light illuminated, there is NO APU FIRE DETECTION and NO AUTOMATIC APU SHUTDOWN. © Mike Ray 2000


118

737verEMER019

© Mike Ray 2000




BULLETIN - BULLETIN - BULLETIN

WHOOPS ! SPEED CARD SPEEDS - CROSSOVER SPEEDS - CANNED SPEEDS HISTORY LESSON:

For many, many years, the Guppy was flown using maneuvering speeds generated using the “SPEED CARD.” Outside of some special situations, that seemed adequate. Then some sage person (A lawyer, probably) asked the question: “What if the rudder went full deflection? How fast would you have to be going in order for the ailerons to be able to keep the airplane from rolling over? So, some really brave Boeing guys went up in an airplane and flew various weights and speeds to determine exactly what those speeds were that would allow the pilot to recover from a fully deflected rudder ( referred to as a “HARD OVER”): These are the now famous “CROSS-OVER SPEEDS” The concept is this: if you are going at least this fast, and you should have a rudder fully deflect, you will have adequate aileron to maintain control of the jet. Whoops!!! They discovered that these speeds were GREATER than the speed card maneuvering speeds, so they added a little speed padding to the crossover speeds (about 10 kts) and created what we refer to as the “CANNED AIRSPEEDs.” All this is, however, a TEMPORARY SOLUTION. They are furiously creating some secret doo-dad that will make all this out-dated; but until then; we must conform to the restrictions imposed by the “CANNED AIRSPEED” concept.

SO ...

They developed this “CANNED AIRSPEED” concept as a temporary measure. We are stuck with this for now.

BUT WHAT DOES IT MEAN?

© Mike Ray 2000


119

© Mike Ray 2000




BULLETIN - BULLETIN - BULLETIN Here are the CANNED AIRSPEEDS (Mar. 15,2002): You will be required to memorize them and use them. The speeds have been subject to continual evaluation and change, but I am going to stick my neck out and publish the ones that were current when I wrote this book. Remember: SUBJECT TO CHANGE:

CANNED FLAP AIRSPEEDS

GROSS WEIGHT Less than 117,000 #

GROSS WEIGHT More than 117,000 #

FLAPS 0 = 210 KNOTS FLAPS 1 = 200 KNOTS FLAPS 2 = 190 KNOTS FLAPS 5 = 180 KNOTS FLAPS 10 = 170 KNOTS FLAPS 15 = 150 KNOTS FLAPS 25 = 140 KNOTS

FLAPS 0 = 220 KNOTS FLAPS 1 = 210 KNOTS FLAPS 2 = 200 KNOTS FLAPS 5 = 190 KNOTS FLAPS 10 = 180 KNOTS FLAPS 15 = 160 KNOTS FLAPS 25 = 150 KNOTS

EXCEPT:

DURING RECOVERY FROM NOSE LOW UPSET, THE PILOT MUST DECREASE BANK ANGLE. ACCEPT HEADING CHANGE AND ALTITUDE LOSS. PROMPT PILOT INPUT IS MORE CRITICAL THAN INCREASING CANNED SPEEDS.

Here are “FIVE” exceptions

1: During TAKEOFF or GO-AROUND flaps should be retracted at NORMAL SPEED CARD RETRACTION SPEEDS even though the airplane is momentarily below the crossover speed. 2: CLIMB OUT SPEED after flap retraction is 220/230 KTS until 3000 feet AGL (or CMS to 1500 feet if engine failure occurs). 3: AIRSPEEDS specifically mentioned in IRREGULARS OR EMERGENCIES should be used in lieu of canned speeds. 4: LIMITATION and SPECIFICATIONS AIRSPEEDS take precedence over canned airspeeds. 5: Vref speeds for landing should be used instead of canned airspeeds.

FLAP/SLATS EXTENDED SPEEDS -Vfe

FASTER THAN THIS

These Boeing guys, while they were up there testing and evaluating discovered that pilots could get the airplane up-side down. Not good. Here is what they recommend:

DO NOT ATTEMPT TO MAINTAIN ALTITUDE.

SLOWER THAN THIS

DO NOT GO

SOME SCARY FLIGHT TESTING RESULTS:

INITIATE RECOVERY PROMPTLY.

I got these numbers from REVISION #3 EXPLANATORY NOTE MAR 15/02.

DO NOT GO

BULLETIN - BULLETIN - BULLETIN

BECAUSE OF THIS: The UNCOMMANDED YAW PROCEDURE is now mandated by FAA Airworthiness Directive and “MUST BE PERFORMED BY THE PILOT FROM RECALL.” That means that on a checkride, you will be expected to demonstrate proficiency on recovering from a “hard-over” induced upset at canned airspeed … FROM MEMORY ! If past experience is any example, this maneuver will be incorporated into a check-ride scenario and introduced as a surprise to the student pilot.

INTRODUCING:

“UNCOMMANDED RUDDER PROCEDURE” The problem with this is that “RECALL” or “IMMEDIATE ACTION” is mandated by the FAA Worthiness Directive. The whole concept of the QRC is to drive away from “memory” items as much as possible. Well, it is a problem for the experts at TK to sort out … but for us the solution is simple: DEVELOP YOUR RESPONSE TO AN UPSET … regardless of the reason for that upset.

FLAPS 1 = 230 KNOTS FLAPS 2 = 230 KNOTS FLAPS 5 = 225 KNOTS FLAPS 10 = 210 KNOTS FLAPS 15 = 195 KNOTS FLAPS 25 = 190 KNOTS FLAPS 30 = 185 KNOTS FLAPS 40 = 158 KNOTS

To a pilot, the source of the upset IS NOT AS IMPORTANT as knowing what to do.

FH Limitations and specifications page 4-14

737ver5canned2 © Mike Ray 2000


120

© Mike Ray 2000




UNCOMMANDED RUDDER

UNCOMMANDED RUDDER continued

USE THIS PROCEDURE FOR EITHER RUDDER PEDAL DISPLACEMENT or PEDAL KICKS.

You could lose control of the airplane !

YI P E !! !

ROLL THE YOKE TOWARDS THE SKY POINTER.

RIE SCA ST E HAP OT … TH PE CAN TH T IN P IL N TO A A H GT

In our example, the “SKY POINTER” is to the right, and so we must try and roll the airplane to the right.

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

These two opposing triangular pointers are referred to as the “HOUR GLASS.” When they match up they look like an ....

HERE ARE THE TWO (2) MEMORY STEPS

1 2

If the jet has started an uncommanded roll, you will be totally disoriented as to which way to ROLL the YOKE in order to get RIGHT SIDE UP. USE THIS GOUGE!

There are two IMMEDIATE ACTION MEMORY STEPS: FIRST: ............. DISENGAGE AUTOPILOT

The bottom part is referred to as the “SKY POINTER.” It ALWAYS points to the SKY.

THR HLD

120

100

IF ROLL IS UNCONTROLLABLE, IMMEDIATELY INCREASE AIRSPEED BY REDUCING ANGLE OF ATTACK/PITCH.

FD

20

160

20

10

1 140 9

MAINTAIN CONTROL OF THE AIRPLANE WITH ALL AVAILABLE FLIGHT CONTROLS !

HDG SEL

TO/GA

180

10 R

10 20

10

3540

20

DO NOT ATTEMPT TO MAINTAIN ALTITUDE UNTIL CONTROL IS RECOVERED.

Here are some comments regarding the REFERENCE ITEMS:

SECOND: ........ DISENGAGE AUTO THROTTLE

YAW DAMPER SWITCH ..................................................... OFF

VERIFY THRUST IS SYMMETRICAL.

COURSE

310

IAS/MACH

A/T

283

ARM

MA

F/D

V NAV

OFF

ON

OFF

N1

SPEED

LVL CHG

HEADING

L NAV

305

2

HDG SEL

ALTITUDE

VERT SPEED

A/P ENGAGE

28004 +0000 VOR LOC

APP

DN

SEL ALT HOLD

B

A CMD CWS

DO NOT USE THE “YAW DAMPER INOPERATIVE IRREGULAR PROCEDURE.”

COURSE

MA

310

RUDDER TRIM ..................................................... CENTER

F/D ON

DISENGAGE

V/S UP

RUDDER PEDALS............................................ FREE and CENTER

OFF

USE MAXIMUM FORCE … Both pilots get on the rudders in order to overcome the resistance and to center the rudders.

DISCUSSION: If you are cruising along, and the rudder goes screwy and either: GOES FULL DEFLECTION, or RUDDER PEDAL “KICKS.” BIG PROBLEM: The pilot needs to take control of the airplane, RIGHT NOW! Next, the pilot MUST get and KEEP the airplane above crossover airspeed for the duration of the problem.

Definition: As you will recall, CROSSOVER SPEED is that speed where the ailerons have enough authority to override a full rudder deflection.

ACCELERATE TO CROSSOVER SPEED ! © Mike Ray 2000


121

IF RUDDER PEDAL POSITION OR MOVEMENT IS NOT NORMAL AND THE CONDITION IS NOT THE RESULT OF RUDDER TRIM, THEN: SYSTEM B FLIGHT CONTROL SWITCH.............. STANDBY RUDDER

LAND AT NEAREST SUITABLE AIRPORT USE FLAPS 30 or 40 DO NOT USE AUTOBRAKES © Mike Ray 2000




UNSCHEDULED STABILIZER TRIM MEMORY ITEMS

UNSCHEDULED STABILIZER TRIM

continued ...

LET’S TALK ABOUT ...


“CONTROL COLUMN .......... MOVE TO OPPOSE TRIM”

1: CONTROL COLUMN .......... MOVE TO OPPOSE TRIM

SCENARIO: You are cruizin’ along at altitude and you perceive that the trim wheel is turning and the trim is running away. You also see that the YOKE IS MOVING TOWARDS YOUR LAP.

"GRAB THE YOKE" and control the aircraft pitch manually, while simultaneously calling for the QRC. ...

Question: QUICK, which way do you move the yoke to “oppose the trim.”

Here is the TRICK! If the yoke is moving forward, you may have to PUSH IT FORWARD. Itmay be just opposite to what your instinct is, but if you think about it, you may have to "HELP" the yoke (auto-pilot) to catch up.

Here’s the problem. The intuitive reflex is to grab the yoke and “OPPOSE” it’s motion, that is to push IT towards the instrument panel. “Is that your final answer?” Let’s think about this for a moment. The autopilot is tied to the yoke, that is, when the autopilot commands a turn or climb, the yoke moves in response to the autopilot input. So, in this case, with the trim motor running away, the autopilot (controls) are moving to oppose the pressures imposed by the trim.

2: AUTOPILOT .......................... DISENGAGE 3: STAB TRIM CUTOUT SWITCHES ........ CUTOUT D EEKE SPRA B

This is a two step process: 1. FLIP UP THE RED GUARDED SWITCHES this in itself will do nothing. 2. MOVE THE TOGGLE SWITCHES UNDER THE GUARDS

DOWN

ARMED

FLAP UP 0

STAB TRIM


5 10

1

FLIGHT DETENT

1

2

APL NOSE DOWN

5

UP

10

15 APL NOSE UP

HORN CUTOUT

FLAP STAB TRIM

2


APL NOSE DOWN

0

0 5

15

10

25

15

30

APL NOSE UP

IF CONDITION CONTINUES: 4: STAB TRIM WHEEL ..... GRAB and HOLD

FLAP DOWN

CUT OUT

1

The problem is, by the time you figure out that you have been pushing the yoke the wrong way, the airplane may be outside of the flight envelope where recovery is possible.

NOTE !

40

STAB TRIM

PARKING BRAKE PULL

So, here is the REAL answer, YOU MAY HAVE TO MOVE THE YOKE IN THE SAME DIRECTION IT WAS MOVING IN ORDER TO “HELP” THE AUTOPILOT OPPOSE THE TRIM MOVEMENT. Obviously, the autopilot is not going to stay connected for very long, because once a certain amount of resistance is encountered it will kick off.

2

DO NOT MAKE THIS MISTAKE:

There are TWO different STAB TRIM CUTOUT/OVERRIDE SWITCHES in the cockpit:

STAB TRIM

What are the indications of “TRIM MOVEMENT DIRECTION?” 1. Possibly the reverse of the movement of the yoke, 2. Trim index movement in the direction of the run-away, 3. Trim wheel rotation in the direction of the run-away.

CAB DOOR CAB DOOR UNLOCKED

Of these three, the yoke movement is the MOST obvious and the one that pilots will most likely respond to. I contend that they will MOST LIKELY move the yoke in the wrong direction.

YIPE! The one on the throttle quadrant is the one to use for this procedure. On the lower console, aft right hand corner is called the STAB OVERRIDE switch and could actually make the situation WORSE if it is selected.

I think that you should think this through so that when the event occurs on your check-ride, that you will be prepared.

737VER5EMER030a

© Mike Ray 2000


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EVACUATION

MEMORY ITEMS


DISCUSSION: Because of the way the evacuation is perceived by the Flight Attendants, it is likely that they ARE going to initiate an evacuation should they think it is necessary STEP 8 WITHOUT input from you. The EVACUATION procedure would lead you to initiate believe that a call to the cabin is NUMBER 8 on the list of important things. I suggest, and this is only my STEP 7 interpretation, that if you are PRESSURIZATION NOT going to evacuate, that OUTFLOW VALVE you make that statement EVEN WHILE THE JET IS STILL ROLLING!

STEP 1

STBY PWR ....... BATT

STEP 11

REMAIN SEATED! REMAIN SEATED!

open windows, escape ropes

STEP 4

FLAP HANDLE down

SPEED BRAKE

STOW THE SPEEDBRAKES! FLAP HANDLE DOWN, START LEVERS OFF ... WHAM BAM, 1-2-3!!!

STEP 9

ENG and APU fire handles

STEP 10

STEP 3

illuminated fire handles ROTATE

set park brake

You don’t have to be stopped or look at a checklist. Then when you do get the jet stopped, then you can get out the QRC and mop up the details.

STEP 6

START LEVERS

This procedure is intended to be used whether (A) Cabin Preparation has occurred or (B) the evacuation has been started unannounced by either The Flight Attendants or The Captain. At United Airlines, the policy is that The Flight Attendants may initiate an evacuation without the concurrence of the Cockpit Flight Crew. If Preparation for Evacuation has been made in anticipation of a possible or eminent evacuation, You CAN expect that The Flight Attendants WILL initiate an evacuation AS SOON AS THEY THINK THE AIRCRAFT HAS STOPPED; UNLESS the Cockpit Crew directs otherwise.

STEP 2

call ATC

© Mike Ray 2000



MEMORY ITEMS

1: STANDBY POWER SWITCH .............. BATTERY 2: NOTIFY ATC. (If during loading process, notify ground personnel). 3: 4: 5: 6:

PARKING BRAKE ................................... SET SPEED BRAKES ........................ RETRACT FLAP HANDLE ........................ DOWN START LEVERS ........................ CUTOFF

123

STANDBY

AUTO

7: OPEN OUTFLOW VALVE

00350I

The purpose for this is to ensure the OUTFLOW VALVE has depressurized the airplane so that the doors can be opened; 001257 obviously, this "should" have occurred automatically, and you can look at the "doors open" lite, if it is on, this step is superfluous. There are three steps to this step: 1: FLT/GND switch … GND (PUSH RIGHT). 2. MODE SELECTOR to MANUAL (PUSH RIGHT). Manual is slower but with both engines shut down, that is the only power source available 3: push OUTFLOW VALVE SWITCH to the RIGHT (OPEN). -.3

.3

.8

I.4

MANUAL V A L V E


S PU H

CAB FLT

On the other hand, if you should see the doors open lights come on.

STEP 5

EVACUATION


C L O S E

08250 CABIN ALT

STBY

F L T I.9

G R D

AUTO

O P E N AC MAN DC

CHECK

2.9 3.9 5.0 5.1 6.0 6.8 7.6 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0


8: INITIATE EVACUATION SIGNAL

It is ESSENTIAL that if NO EVACUATION is desired; BEFORE the airplane comes to a complete stop, a transmission MUST be made to the cabin: such as "REMAIN SEATED ... REMAIN SEATED ... etc" DO NOT use the words "DO NOT EVACUATE." If you delay until after the airplane stops, you can expect the evacuation to be started without any input from you.

9: PULL ALL THREE FIRE HANDLES

There are two ways to release the handles, both require two hands: 1. Depress the button under each handle separately, or 2: Depress the ENG/APU FIRE TEST button on the aft of the center console; that will release all the handles simultaneously. IF HANDLES LIT 3: PULL and ROTATE the two engine fire handles in opposite directions; NOTE: IF there is a FIRE indicated in only one of the engines; then you will be expected to discharge both bottles to that engine; That is, turn the handle one way, wait for the "ENG BTL DISCH" light and then turn it the other way (leaving the other handle unturned).

10: ILLUMINATED FIRE HANDLE(s) .... ROTATE 11: OPEN COCKPIT WINDOWS AND DEPLOY ESCAPE ROPES ASSESS the situation for SMOKE and FIRE before opening windows.

When the Cockpit Crew gets to the cabin, the evacuation should already be in progress. The assignments are: CAPTAIN: After completing cockpit shutdown, go to CABIN and exercise overall command. After ALL POSSIBLE assistance given, go outside and assume command. FIRST OFFICER: As soon as the airplane stops, go to the cabin and determine that all useable forward and over-wing exits are open. leave airplane and assist in assembling passengers outside. 737ver5EMER37

© Mike Ray 2000




INTRODUCING ...

CONSTANT DESCENT APPROACH PROCEDURES

PROFILES

OK ... AT ALT HOLD ... OH YEAH ...SET COMPUTED TDZE

© MIKE RAY 2003

When adopted by the airlines, This procedure is to be used for

ALL APPROACHES This is the long awaited CDAP (Constant Desent Approach Procedures).

© Mike Ray 2000


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© Mike Ray 2000



and PROCEDURES FOR STUDY AND REVIEW ONLY A BRIEF DISCUSSION ABOUT:


Has also been referred to as: and

CANPA: Constant Angle Non Precision Approach CROD: Constant Rate Of Descent (Once adopted by the airline) CDAP (Constant Descent Approach Procedures) MUST be used for ALL approaches..

Stipulations in the agreement are that once the crews are trained, then CDAP will be the ONLY type of approach to be used … and further, it has been determined that “ALL” approaches, whether precision, nonprecision, or Visual will be flown using the CDAP. Now, on the surface that all looks like finally we will be done away with the old “dive and drive” and a much more modern and simpler approach model will be used, making life easier on the working line crews.

Whoops! Not so fast there, Ace. It seems that the “dive and drive” with all it’s warts and hickeys is still the operative vertical navigation technique up to the FAF (Final Approach Fix) and the CDAP is to be used ONLY in that Final Approach Segment (FAS) from the FAF to landing/go-around. © Mike Ray 2000


125

© Mike Ray 2000


GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES SOME


and PROCEDURES FOR STUDY AND REVIEW ONLY CONSTANT DESCENT APPROACH PROCEDURES versus DIVE and DRIVE ...CONTINUED.

OP SPECS

All approaches are to be flown at a constant descent rate to a descision point (DA or decision altitude) where a decision is made to either land or goaround. This is called CDAP (Constant Descent Approach Procedures). For all non-precision approaches, if weather is less than 1000/3 they must be flown using the autopilot, disconnecting at no less than 50’ below the published MDA. For Non-precision and VMC; If landing, the autopilot MUST be disconnected no later than 50’ BELOW THE PUBLISHED MDA.

I included this restatement in order to emphasize that this gives us 100’ from DA to the MDA-50’ disconnect altitude to tweak the final descent using the autopilot. This is the recommended technique. STAY ON AUTOPILOT if acquiring the runway for landing at DA.

CDAP non-precision approaches are flown to a DA, where the decision to land or go-around is made. All non-precision approaches require one pilot (PF or PNF) to monitor raw data no later than the FAF or IAF for piloted constructed approaches. There is no longer a requirement to compute a PDP. There is NO ALLOWANCE for descent rates greater than 1000 fpm below 1000’ AFE.

All CDAP approaches are flown with the TDZE in the MCP. TDZE is computed by rounding up the published TDZE to the next highest hundred. A descent rate correction of NO MORE THAN +/- 300 fpm from the computed descent rate may be made during the approach.

BIG !

- Computed TDZE - Computed DA - Computed DESCENT RATE

Computing the TDZE

The definition of TDZE is Touchdown Zone Elevation, and we get that from the APPROACH PLATE PLANFORM DIAGRAM. The “COMPUTED” TDZE is that value rounded up to the next higher 100 feet. For example: If the published TDZE is 301 feet, round up to 400 feet; and if the published TDZE is 399 feet, round up to 400 feet. This computed TDZE is placed in the MCP (Mode Control Panel) once ALT CAP is annunciated at the FAF (Final Approach Fix) altitude and outside the FAF.

Computing the DA

DA is computed by adding 50’ to the published MDA.

This is

3

THERE ARE THREE KEY ELEMENTS TO THE CDAP BRIEF:

The definition of DA is DECISION ALTITUDE, and we get that from the APPROACH PLATE PLANFORM DIAGRAM. The “COMPUTED” DA is the MDA (for non-precision approaches) value plus 50 feet. For example: If the published MDA is 1060 feet, then the computed DA will be 1110 feet; that is 1060 + 50 = 1110 feet.

IF more than +/-300 fpm correction is required, the approach is considered unstable and a go-around is REQUIRED.

This computed DA is placed on the barometric altimeter for nonprecision and precision approaches.

EXPLANATORY NOTE: Momentary corrections exceeding +/- 300 fpm DO NOT require a go-around. It is FREQUENT or SUSTAINED corrections that require a go-around.

It is inferred that the FAA sees this 50 foot penalty as a temporary structure until the airlines gain experience and until a useful database is established for lowering the DA limits back to the published MDA. For now, we will be using the “computed” DA for all non-precision approaches.

The MISSED APPROACH altitude is to be set in the MCPduring the go-around, after the “gear up” command.

© Mike Ray 2000


NOTE:

126

© Mike Ray 2000




IDENTIFYING THE CDAP MATERIAL

METHOD 2: THERE IS A CHART IN THE FOM called: “Descent angle and descent rate chart.” I’ve not seen it, so I can’t comment, but it seems to me that it would be excessively complicated to be digging into my flight bag and thumbing through some bulky FOM to find a chart that would require lots of interpretation.

Until all the approach plates have been updated and disseminated to ALL pilots, the CDAP will still be an event to occur in the future. They have elected to identify the CDAP charts by using the letter “V.” Each of the Approach Plates that have been approved and updated for the CDAP approach criteria will have a “V” imbedded in the chart number at the top of the plate.

23V-1

I sorta think that this approach is lame anyway.

example

VERTICAL RATE OF DESCENT CALCULATION REQUIRED! There are THREE suggested ways to figure the Vertical Speed:

METHOD 3. USE A RULE OF THUMB:

1⁄2 groundspeed X 10 + glideslope correction. Note: Glideslope correction = +50 fpm for each 0.25 degrees that the G/S is greater that 3 degrees.

METHOD 1. USE THE APPROACH PLATE PLAN-FORM DIAGRAM. Determine your approach GROUNDSPEED. This information can be taken right off the ADI (757/767), HSI (737) or ND (747-400).

Example: at 140kts G/S on a 3 1⁄2 degree glideslope, the descent rate should be: 140/2=70, 70 X 10 = 700 fpm + glideslope correction. since the G/S is 2 X .25 degrees greater than 3 degrees, then we add 100 fpm. Therefore, the computed descent rate should be 700 fpm + 100 fpm = 800 fpm.

NOTE

The FMC generated groundspeed information should not be used for glideslope computation UNTIL: - the airplane is fully configured and - inbound on approach airspeed.

Wheew!!! If that seems way too complicated, then

A couple of notes:

The simplest application of METHOD 3 is to:

1. We can only make simple adjustments to the V/S wheel anyway, so more “accurate” calculations are a waste of time.

USE 800 FPM INITIALLY FOR A STANDARD 3 DEGREE GLIDE-SLOPE. IF GLIDE-SLOPE GREATER THAN 3 DEGREES, START OFF WITH 900 FPM. IMHO (In Mike Ray’s humble opinion)

2. If the airspeed is “off scale” in the chart ( a common situation), make an estimate. It seems to be better to guess higher rather than lower. 3. If the wind-speed on the ground is low and the wind at altitude is dramatically different, be aware that it could affect the calculation significantly. The pilot must constantly be aware of the changes and “tweaking” the VERTICAL SPEED knob.

My advise, GET ON THE DESCENT QUICKLY, and BE AGGRESSIVE in your calculation and in starting down. The nose of the airplane SHOULD be coming over by the time you cross the FAF.

BELOW 1000 AFE (above field elevation)Op Specs DO NOT allow: vertical speeds greater than 1000 fpm; or sustained corrections greater than +/- 300 fpm © Mike Ray 2000


I have flown a few of these approaches and it seems to me that there is only a small time window where the ground speed can be evaluated. It is from the point 3 miles outside the FAF until pushover at .3 miles from FAF. This is the only place where this observation can be accurately made. I thought to myself that this was a real time tight area where there is a lot going on and I would be hard pressed to concentrate on this. I also observed that the descent rate solution was nearly always 800 fpm and also that a higher initial descent rate worked better than a shallower descent. Corrections reducing the descent rate can be made without considering the 1000 fpm descent restriction; however, steeper descent corrections to make descent milestones are SEVERELY restricted by the +/- 300 fpm limitation and the 1000 fpm restriction below 1000 FAE. This applies particularly on approaches where the glide-slope is greater that 3 degrees. On those approaches, the required descent rate was around 900 FPM.

127

© Mike Ray 2000



and PROCEDURES FOR STUDY AND REVIEW ONLY CONSTANT DESCENT ANGLE PROCEDURES SECRETS !

WHAT PILOTS SCREW UP ! THERE ARE (at least) 11 MAJOR THINGS PILOTS FAIL TO DO ON THE CDAP:

1. Failure to set next altitude on the MCP after ALT CAP when maneuvering OUTSIDE FAF. This is not to be confused with arriving at the FAF altitude inbound, in which case you would set the TDZE. It is important to still use the “dive and drive” techniques when maneuvering outside of the FAF. 2. Failure to use the CDAP procedures and restrictions on the ILS and VMC approaches. 3. Failure to BRIEF: Computed Descent Rate Computed TDZE Computed DA 4. Failure to set Computed DA on the barometric altimeters, setting instead the published MDA. Remember, computed DA = MDA + 50 feet. Op specs still allow you to use the autopilot down to 50 feet below published MDA. 5. Failure to set TDZE in the MCP at ALT CAP on the level off inbound to the the FAF. 6. Pilots tend to OVER-CONTROL the glidepath. Excessive reliance on the green arc and not allowing enough time for the arc to “settle down” after a correction is applied. 7. Pilots EXCEED the +/- 300 fpm restriction to the announced Computed descent rate without initiating a go-around. The approach is considered unstable inside the FAF if that restriction is exceeded. 8. If step-down fix is depicted, sets “step down fix” altitude inside the FAF in the MCP instead of the computed DA. The suggested technique for determining if the restriction at the step-down fix is going to be met is to add 1 mile and 300 feet to the fix altitude. 9. Failure to observe that the 1000 foot call-out should occur at 3 miles from touchdown. 10. Failure to initiate go-around at the “computed DA,” Instead, allowing the airplane to descend to the “published MDA” before initiating the go-around. 11. Failure to set Missed Approach Altitude in the MCP after the request to raise the gear. © Mike Ray 2000


128

© Mike Ray 2000




TYPICAL APPROACH (Non-precision depicted)

THE KEY to flying NON-PRECISION APPROACHES: WHEN DESCENDING:

@ ALT HOLD

APPROACHING PATTERN

A I R B A G

some airlines require DO NOT START THE APPROACH unless 2 MILES (3000 m) VISIBILITY or GREATER

* OF COURSE, DON'T SET IN THE NEXT ALTITUDE UNTIL YOU ARE CLEARED !

- ATIS

DOWNWIND LEG

- INSTALL APPROACH - RADIOs (tune & Ident) - BRIEF - APP-DESCENT CKLIST

SET DA in altimeters (DA = MDA + 50’)

- GO-AROUND

INBOUND TO FIX or DOWNWIND LEG

15 ROTATE: 15 degrees (12.5 S/E)

PUSH: SET TO/GA button AUTOPILOT WILL DISENGAGE!

SET MISSED APPROACH ALTITUDE in the MCP @400 FEET: "VOR/LOC" or "HDG SEL"

!

CONFIGURE AIRPLANE Set flaps, power, airspeed according to current operating directives

IF S/E stop FUEL transfer

@ .3 nm AGGRESSIVELY

FINAL APPROACH FIX

START of CDAP

REVIEW or CALCULATE COMPUTED DESCENT RATE

By 3 miles prior to FAF: be at TARGET SPEED, LANDING FLAPS, GEAR DOWN, ALL CHECK LISTS done

SECOND TARGET POINT

rior es p ring egruend bea d 0 1 inbo eak" d to se br scen "ca to de OK

@ ALT HOLD SET TDZE on MCP

OK to use green arc to assist in profile control

USE AFDS/AUTOTHROTTLE

Continue descent on AUTOPILOT. disconnect A/P before 50 feet below MDA

SLOW DOWN

DON'T FORGET

ABOVE MDA minus 50 feet

Less than CMS (clean maneuvering speed) !within 25 miles of airport

USE LESS THAN

5 degree bank

when tracking

for descents inside FAF SET COMPUTED DESCENT RATE @ .3 MILES FAF

USE V/S MONITOR AURAL

+/- 300 fpm MAX !

© Mike Ray 2000


E

On FIX page: install the FAF On CDU to display DISTANCE from A/C to FAF

begin descending USE COMPUTED V/S START CLOCK CALL TOWER

at DA (MDA + 50’) with RWY IN SIGHT

NC ileIsSTA m 10 X D F MAm FA fro

TIP:

ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)"

@ POSITIVE CLIMB: "GEAR UP"

NOTE ABOUT WARNING HORN: If you select 15 flap without the gear down and locked, and if the throttles are positioned at or near idle, the aural warning horn will sound. The horn can ONLY be silenced when at least one throttle is forward of the vertical position.

CONFIGURE AIRPLANE Set airspeed, power setting, and flaps according to current operating doctrine

MISSED APPROACH

"SET NEXT ALTITUDE*"

129

From FAF inbound (NDB only)

USE RDMI as PRIMARY FLIGHT INSTRUMENT AT ALT HOLD SET COMPUTED TDZE in MCP AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs MAX DESCENT CORRECTION +/- 300 FPM MISSED APPROACH at DA MDA plus 50 feet © Mike Ray 2000



© Mike Ray 2000



130

© Mike Ray 2000




... Abandoning a Non-Precision Approach before the FAF

… Arriving at the MDA + 50 feet on a NON-PRECISION APPROACH with the field in sight. BIG PROBLEM: I have talked with more than a few Check-Airman and they tell me that pilots (all too frequently) fly a great non-precision approach, only to screw it up at this point. GOUGE: Remember that the beginning of the final descent portion (starting at the MDA + 50 feet) is 99% on instruments and autopilot. You are not required by SOP to disconnect the autopilot until 50 feet below MDA and this takes about 10 seconds or so Most pilots have the tendency to shut off the autopilot and attempt to handfly the final descent TOO early. This is NOT A GOOD TECHNIQUE!! A better technique seems to be to remain on instruments almost totally and as the descent progresses, gradually transition more and more outside visually until you arrive at the runway with about 80% of your scan outside. The MCP should be set up so that you are flying using VERTICAL SPEED and HDG SEL.

Let’s assume that for some reason (possibly the weather has dropped below minimums) you decide NOT to commence the approach upon arriving at the FAF. In this case, the Pilot SHOULD NOT simply push the G/A button on the throttles. This will cause the airplane to climb into an area of "Uncleared Airspace." DISCUSSION: This is not an exercise in FARs or AIM rules, but trust me, you cannot climb at this point. If, however, you descend below the FAF altitude, then you are cleared to climb to missed approach altitude. It is a delicate point, but I want you to know that this is merely an MCP/AUTOPILOT exercise. Because we cannot climb until we have reached either the MAP or the “inner marker,” there has to be a "LEVEL SEGMENT" where the airplane flies along the approach course (depicted on the plan view of the APPROACH CHART) at INTERCEPT ALTITUDE to the MAP (Missed Approach Point) or to the point indicated on the approach plate where a G/A (Go Around) may be initiated.

At MDA + 50 feet with field in sight:

STAY ON AUTOPILOT UNTIL 50 feet below MDA CONTINUE DESCENT USING V/S TURN HDG SEL towards runway as indicated by PNF

UNCLEARED AIRSPACE

(use only tiny corrections at this point … ~5 degrees max)

G/A OK

DISCUSSION:

MAP MDA

The infamous ADF/NDB approach represents one of the over-rated and overly emphasized events on the check-ride. Even though it is one of the must simple approaches with very high minimums … It is not easy to fly.

FAF G/A NOT OK

Some key difficult spots in the approach are: The whole idea is to NOT begin the descent, but rather maintain the intercept altitude upon arrival at the FAF and fly through the FAF at that altitude. Essentially, you do not do anything ... except:

1. Brief the “computed Descent rate, computed TDZE, and computed DA” before starting approach.

RESET ALTITUDE in MCPto MISSED APPROACH ALTITUDE

2. Set the computed DA (MDA + 50 feet) on the appropriate altimeter before starting the approach.

This will prepare the airplane to execute the GO AROUND / MISSED APPROACH when you get to the MAP. TECHNIQUE: Once commited to the missed approach, you may start the clean up even though you are in the level flight segment. Once at the MAP, simply depressing the go-around switch will start the climb phase. 737ver5APP05 Remember, it is essential for you to continue to track the approach course during the LEVEL SEGMENT. I suggest using VOR/LOC for a VOR, ILS, or LOC approach. Use HDG SEL for an NDB or BCRS LOC approach.

3. Set TDZE on the MCP when ALT CAP annunciated at FAF altitude. 4. Set Missed Approach altitude in the MCP once gear is retracted on the go-around.

© Mike Ray 2000


131

REMEMBER, THIS AUTOPILOT WILL NOT TRACK ANADF or a BCRS LOCALIZER. © Mike Ray 2000




.3 MILES BEFORE THE FAF

... Some TO/GA BUTTON stuff

In order to “get down” , you must aggressively begin your descent. It is imperative that you roll the V/S knob to your computed descent rate quickly, don’t try and finesse the rollover.

“The auto-pilot go-around mode requires dual autopilot operation” FLIGHT HANDBOOK page 19-164

INSIDE FAF YOU “SHOULD” BE USING V/S. LVL CHG WILL NOT GET YOU DOWN IN TIME.

This means that when you push the TO/GA button with a SINGLE AUTOPILOT engaged, the autopilot will go away. IT WILL SHUT OFF!!! So, during the ADF/NDB approach (or any non-autoland approach for that matter), should we elect to execute the go-around maneuver, we must be prepared for the auto-pilot to shut off.

DISCUSSION: While it is true that the V/S is NOT armed with ALT

HOLD or G/S capture; It is also true that when the altitude set in the MCP is greater than 100 feet from that of the airplane, it does become armed. What happens IF you inadvertently put the MISSED APPROACH (or higher)altitude in the MCP in anticipation of the MISSED APPROACH and then you start your descent to the MDA? When you start down the chute, the jet WILL NOT HAVE A LEVEL OFF ALTITUDE!

PUSHING TO/GA WITH A SINGLE AUTO-PILOT ENGAGED CAUSES THE AUTO-PILOT TO DISENGAGE !

In pre-CDAP days, there was considerable concern that THE AIRPLANE WOULD CONTINUE TO DESCEND UNTIL IT IMPACTED THE EARTH without

intervention (take over manually and land) by the pilot. Failure to “take over” would result in disaster. That concern STILL EXISTS!!! So it is still required that you have set TDZE rounded up to the next higher 100 feet in the MCP.

Additionally, pushing the TO/GA button, the GO AROUND mode is actuated. Here is what that does: COMMAND BARS appear for BOTH pilots, and Initially command a 15 degree (for single engine 12.5) PITCH UP. As the speed increases, the PITCH BARS adjust to command an internally calculated airspeed.

DISCUSSION: It is a bit puzzling, since 50 feet below MDA is probably above the computed TDZE requirement that is set in the MCP, and it is most likely that the autopilot/flight director will have already been de-selected and the airplane is being handflown at the time.

FLY THE PITCH BARS !! IAS indicators blank and airspeed cursors slew to AFDS preprogrammed maneuvering speed for the selected flaps. THRUST LEVERS (IF A/T engaged) advance to provide 2000 FPM climb, and if TO/GA selected a second time, the THROTTLES advance to the full go-around N1 LIMIT.

NEEDLE SWING passing THE FAF It is interesting to note that the requirement for the ADF needle to swing past the wingtip in order to begin descent HAS BEEN ELIMINATED.

This is really complicated stuff to remember on a check-ride. So here is a suggestion:

... LEVEL-OFF AFTER MISSED APPROACH on AUTO-FLIGHT.

...JUST FLY THE PITCH BARS.

DISCUSSION: After you have executed the missed approach and the airplane is leveling off in autoflight at the missed approach altitude, WHAT IS HAPPENING? When AUTO HOLD is annunciated. The airspeed window remains at the airspeed set during the goaround. As a result, as the nose pitches over and the airplane starts it’s level off, the auto-throttles retard in order to maintain the airspeed commanded during the climb-out. THIS IS NOT DESIRABLE !!! On the check-ride, the Check-guy will be impressed if you avoid this. So, some pilots use this gouge:

A- @ ALT HOLD B- BUG UP C- CLEAN UP

When “ALT ACQ” annunciated on the ADI “BUG UP” the salmon bug using the MCP to appropriate canned airspeeds. “CLEAN UP” means retract flaps and do “AFTER TAKE-OFF” checklist.

© Mike Ray 2000


For anyone who cares, here is the whole scoop: This stuff is

LOW PRIORITY. I wouldn’t try To memorize this.

1. If engine failure occurred BEFORE TO/GA engagement, then the PITCH BARS go to MCP airspeed. 2. If engine failure occurs within 10 seconds after TO/GA selected, then MCP AIRSPEED becomes the PITCH TARGET. 3. If engine failure occurs more than 10 seconds after TO/GA selected, and the airspeed is within 5 kts of the MCP airspeed, then the pitch bars select existing airspeed. 4. If the engine failure occurs more then 10 seconds after TO/GA is selected, and the airspeed is more that 5 kts above the MCP speed, then the current airspeed becomes the target.

The TO/GA PITCH TARGET AIRSPEED is NEVER less than V2 for the current flap setting. UNLESS there is WINDSHEAR!

132

© Mike Ray 2000




Just what is meant by the term …

A

A-I-R-B-A-G

sample APPROACH PLATE BRIEF 1: 2: 3: 4:

ATIS: Short for “Airport Terminal Information Service” or as pilots say, “Get me the weather.” Normal convention dictates that the PNF use the #2 COMM VHF radio to tune the frequency listed on the upper portion of the approach chart (upper left corner). Reception usually limited to about 100 miles out.

I

INSTALL APPROACH: The ATIS will indicate which runway is currently in use and ATC will assign an appropriate approach routing. Generally there will be a “name” associated with the routing. Depress DEP/ARR key ... Follow the prompts. It may not be necessary to select a STAR or a TRANS unless it is specifically required to complete the routing. By that I mean, it may actually be desirable to have a ROUTE DISCONTINUITY between the last waypoint on the ROUTE and the first waypoint on the APPROACH. REMEMBER: The magical glass doesn’t do anything until: 1. ACTIVATE (Have other guy check your entry), and 2. EXECUTE

R B

RADIOS: TUNE and IDENTIFY: The details of that evolution will be covered in the specifics for each type of approach later in the book. BRIEF THE APPROACH: While every attempt should be made to cover every contingency, obviously any preconception will be inadequate. There simply is no outline that covers every situation. Use you head. If cockpit task loading is high, it may be useful for the PNF to conduct the brief. NOTE: Remember to include: Computed Descent Rate Computed TDZE Computed DA

A

APPROACH DESCENT CHECKLIST: While definitely DO NOT advocate memorizing any checklist, I do strongly urge you to become very familiar with the APPROACH-DESCENT CHECKLIST. A pilot should be able to click off the items and accomplish the indicated checks swiftly and accurately. DO NOT DAWDLE OVER MEANINGLESS DETAILS.

G

© Mike Ray 2000


EXAMPLE ONLY

10: MISSED APPROACH: Discuss what you intend to do if you elect to Overshoot (Go Around). 11: ANY QUESTION? Always ask the other pilot and resolve any ambiguities in understanding.

SAMPLE BRIEF

GET OFF-GO AROUND: 1. GETTING OFF THE RUNWAY should include which exit you intend to use. Especially of interest are notes on the approach plate such as: DEN 10-9E LOW VISIBILITY TAXI ROUTES. It has a note “on RW 35R taxiway M6 is labelled not available below RVR 600.” 2. GO-AROUND. I want to make this point that regardless of what the approach plate says, it MAY NOT be desirable to follow the published missed approach procedure. The controller will certainly be surprised. The published miss is there ONLY for a radio failure or when directed by ATC to “FLY THE PUBLISHED PROCEDURE.” That being said, however, use your head. If you are in Guatemala in CAVU weather and have to miss ... flying the published routing strictly by the plate is probably a good idea. Think!!!

Date and number of plate: (May 29-92, number 13-4) City and Runway: (Guatemala City VOR DME RWY 01 approach) MSA: (Minimum sector altitude ... High terrain in ALL directions) Airport Elevation: 4952 feet 5: Frequencies of nav facilities: (AUR 114.5 with DME and 1 TGE NDB 375) 6. MDA: (5340 feet/460 feet haa) 7: PDP: (I figured mine by taking 2 the 460 feet and dividing by 3 300 = 1.5 and added the distance 4 of end of runway from VOR 8 (1.0 - .2 = .8) for a PDP of 2.3 8: NOTES: There are two significant notes 5 on this Chart. A : CEILING REQUIRED. Note that in order to commence this approach you will need BOTH ceiling AND visibility. B: MAX IAS 170 KTS: 6 You'd better believe it. I recommend 140 KTS and gear down, flaps 25 for this approach. 8 9: What are the minimums required 9 to begin the approach - BOTH 7 1.6 Kilometers AND 400 feet ceiling.

OTHER STUFF TO BRIEF:. Remember, each approach is a little different and there is no exact list here. This whole briefing thing is clearly very hazy. 1. Who is in what HSI MODE? On this approach, because it is a VOR, the PF MUST be in VOR MODE; but typically the PF will stay in MAP mode until beginning the turn back inbound and the PNF will monitor VOR outbound.. There are LOTSA BIG VOLCANOES close to the airport. 2. What lights or other runway aids are going to be available when(if) you break out. That information is (typically) on the reverse side of the 11-1 page (first approach chart)in a box labelled "ADDITIONAL RUNWAY INFORMATION". In our sample case we can expect HIRL, PAPI, and 197 feet width. Oboy! 3. Notams, pireps, other stuff: Will there be a runway offset, is a meteor shower expected, are there dogs expected on the runway, etc. 4. Make sure the "callouts" include the 50 feet below MDA call.

133

NOTE: Include these EXTRA three things in your NON-PRECISION APPROACH brief. 1. PDP 2. What are the HSI assignments 3. Make 50 feet below MDA callout

737ver5APP03

© Mike Ray 2000




What is an APPROACH?

CARD SPEED SPEED A

MORE

There are two kinds of approaches: PRECISION (ILS based) and NON-PRECISION (all the other ones).

STUFF

APPROACHES HAVE 2 IMPORTANT PARTS:

s incredible as it may seem, even with all the fancy technology and “glass” magic stuff; this airplane still uses a crummy paper book that requires the pilots to find the right page and interpret rows of data in order to operate the jet. This piece of retro engineering is called a “speed card.”

FINAL APPROACH FIX (FAF): This defines the starting point of the FINAL APPROACH SEGMENT. We MUST have LANDING MINIMUMS in order to continue beyond this point. MISSED APPROACH POINT (MAP): This is the point in the approach where you MUST EITHER HAVE LANDING MINIMUMS or SEE THE RUNWAY to CONTINUE TO LANDING or execute the MISSED APPROACH.

A speed card (sometimes called FLIP BOOK by pilots) is used to determine: V speeds, flap retraction speeds, minimum maneuvering speeds, and landing speeds. The use of canned flap/speeds should exceed the speed card values for those configurations.

1 4

You will become very proficient in using the speed card. Here is the technique.

STEP ONE: Find the right page. Since the book is GROSS WEIGHT driven, you use the estimated gross weight of the jet at the time you are going to apply the numbers. This time for landing.

V

3 unadjusted

Flap

V SPEEDS

V1

Vr

V2

Flap

1

123 123 133

5

118 119 129 5 112 122 15

1

15 112

FLAP RETRACTION SPEEDS

Flap

Flap

Flap retract 1 to 0

157

5 to 1

144

15 to 5

147

737-300 (B1)

94.0

737-300 (B1)

Maneuvering/REF

167 1 1 4 3 5 1 3 7 15 1 3 2 25 1 2 8 30 1 2 3 401 1 9 0

2

LANDING REFERENCE SPEEDS MINIMUM MANEUVERING SPEEDS

PRECISION approach

NON-PRECISION approach FAF

FINAL APPROACH FIX

1

COMPUTED DESCENT RATE

HOW TO GET FROM FAF TO MAP

MAP

MISSED APPROACH POINT

OUTER MARKER

3

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

2

GSIA

GLIDESLOPE INTERCEPT ALTITUDE

GLIDESLOPE

4

DA

SET Minimums on the RAD ALT

NOTES: Like other airplanes, the 737 will use the CDAP concept of

“COMPUTED DA” which is the published MDA plus 50 feet for the NON-PRECISION approaches.

NOTE: The technique known as "PLANNED DESCENT POINT" or PDP is no longer to be used in flying any approach.

NOTE: 1: NEVER PLACE ANYTHING ON TOP OF THE SPEED CARD. The reason is that you may need immediate reference the information on the card (Flap retraction or minimum maneuvering speeds, etc). 737speedcard

© Mike Ray 2000


134

© Mike Ray 2000




the

ABSOLUTELY BAFFLING and TOTALLY TERRIFYING

ADF

(sometimes called the NDB)

NON-PRECISION APPROACH IMHO:

I would have included this procedure in the “EMERGENCY” section of my manual if I felt I could get away with it. This archaic piece of aviation memorabilia belongs in a museum, not in the repertoire of a high performance jet airplane. I can only believe that somewhere in some isolated part of the known universe there is an ADF (NDB) that is truly useful in flying an approach. I have only flown a coupla “real” approaches using the ADF ... in my whole career. This little diatribe is presented to make you acutely aware that if you ever get in some situation where you simply MUST fly an ADF ... then you have a problem and I suggest that you treat this approach like a quasi-emergency. The list of pilots that busted their hump flying some ADF are legion. Don’t become a member of that august group.

737ver5ADF6A

© Mike Ray 2000


135

© Mike Ray 2000




some ADF IDIOSYNCRACIES

Some additional

H

ADF/NDB OP SPECS

ere is the totally bogus NDB RWY 28 approach to the world famous MIKE RAY MUNICIPAL AIRPORT. There are some really esoteric things I want to point out:

Approaching SLIDER at 10,000 feet, let’s say that you are given the following approach clearance: “... cleared direct to SLIDER, cleared for the approach ...” What are you cleared to do passing Slider?

VISIBILITY: DO NOT start or continue approach past FAF if the visibility is LESS THAN 2 MILES or 3000 METERS: even if the published minimums are less restrictive.

That slightly heavier weight line from SLIDER to PC is called a “FEEDER ROUTE.” You may descend to 6000 feet once you have crossed SLIDER and will be expected to turn outbound and fly the approach, including the procedure turn maneuver without further clearance. SLIDER

DESCENT: 1. If APPROACH LIGHTS are visible at the computed MDA (MDA + 50 feet), you MAY descend to 100 feet AGL, and

60

122.2 .. . ..SLD

--- -

-

O

6.3

00

2. If RUNWAY LIGHTS or TOUCHDOWN ZONE is visible, you MAY LAND, even

193

D M

O

12

2

013

PROCEDURE TURNS: All procedure turns and maneuvering must be done within 10 MILES from the FAF (final approach fix).

O

O

058 4.3

3. If visibility has dropped below minimums, but you have acquired the runway or touchdown lighting or visual markings; YOU MAY LAND.

(IAF) CHECK

253 PC __ __

. .

POP QUIZ

023

Given the above set of parameters: here is a test question for you. 102 O

. .

Here is the switch for that BFO doo-dad. If you hear a high pitched piercing tone that makes it difficult to hear the morse code from a “regular” station, a likely culprit is this switch. It should normally be left off.

O

“Can you describe a situation where you may land during a non-precision approach even though the tower observed and broadcast weather is below minimums?”

O

283

O 282

D M

DOGMEAT

TFR

122.2. ..DGM ..

--- -

-

A D F

SPEED BRAKE: DO NOT use the speed brake inside the FAF. 282 O

The feeling is that if the approach is so screwed up that the speed brake is required to salvage it, a missed approach should be accomplished.

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

TONE

1260

550

OFF

ON

ANT

ADF GAIN

PROCEDURE TURN: Speed during the procedure turn is restricted to 200 KTS, from first overhead the procedure turn fix throughout the rest of the maneuver. The procedure turn maneuver MUST BE completed within 10 miles of the fix.

TOUCHDOWN ZONE: touchdown MUST occur in the first 1300 feet of the runway.

NO PROCEDURE TURN: Under these condition, a procedure turn MUST NOT be done without a clearance from ATC IF: 1. RADAR vectors are in use, 2. TIMED approaches are in use, 3. NO PT is specified on the approach plate.

TECHNIQUE: It is my opinion that holding it off in an attempt to sweeten the touchdown, particularly with a single engine, in the simulator is checkride suicide. You MUST put it on firmly, and hold it there. There are no brownie points for a grease job.

REPORTS: Once you have been cleared for the approach: 1. FAF (Final approach fix) OUTBOUND (to Approach control), 2. PROCEDURE TURN INBOUND (to Approach control), 3. FAF INBOUND (to Tower). © Mike Ray 2000


136

© Mike Ray 2000


737ver5ADF6c



COURSE

193

9 12

6

27 3 0

.0 3

32.7 NM 283

TRK

188

M

AD

SPEED

LVL CHG

HDG SEL

ALTITUDE

APP

© Mike Ray 2000

DN

SEL ALT HOLD

9 12

6

1

A/P ENGAGE

28004 +0000

32.7 NM TAS 283

TRK

188

M

1534.8 Z GS 296

B

A CMD

MA

COURSE

193

F/D

CWS

ON

DISENGAGE

V/S

OFF

When you press the HDG SEL button, the autopilot will make the heading of the jet (sailboat) turn so as to align with the buckteeth. That is to say, WHEN IN HDG SEL, THE SAILBOAT WILL ALWAYS DOCK IN BUCKTOOTH HARBOR.

1276 2.6 R 10.4 L

021/18

This is the picture you should see initially, one you want to keep on the HSI. If the track slips off the inbound bearing, place the BUCKTEETH so as to realign the three target parameters: TRACKLINE, BOMB (tail of the #2 NEEDLE), and DESIRED BEARING.

Tweak the buckteeth with the HDG SEL knob gently to place the BOMB to the side of the desired bearing that it will “RISE” towards. Remember, it is OK and perfectly acceptable just to use the RDMI if you choose; but this machine is so cool at this procedure, it would be worth the effort to learn it. The Checkguys would be surprized and pleased.

This is where the nose of the airplane is pointing.

The BUCKTEETH on the HSI indicates where the heading is selected using the HDG SEL knob on the MCP is set.

SAILBOAT

The SAILBOAT (HEADING POINTER) indicates the heading of the nose of the jet.

THUMBTACK The THUMBTACK is only displayed when you have an ADF station tuned and it is being received.

137

#2 RDMI NEEDLE

The BOMB (same as the BOMB tail of the RDMI #2 FAT needle) is displayed ONLY when you are outbound from the FAF. 737ver5ADF8

737ver5ADF6


VERT SPEED

THE BOMB WILL ALWAYS RISE. Think of it as an anti-gravity bomb.

ACTUAL HEADING

1276 2.6 R 10.4 L

L NAV

UP

BUCKTEETH

320/18

193

OFF

N1

F

1534.8 Z GS 296

ACTUAL TRACK

HEADING

ON

OFF

ADF #2 POINTER

This is the HEADING that is set on the MCP.

ADF INOP

2

VOR LOC

ADF INOP

HEADING BUG

This is the ACTUAL TRACK of the airplane over the ground. It is the solid line on the HSI display. The “M” indicates that it is magnetic.

33

R

The THUMBTACK (if inbound) or BOMB (if outbound) points TO or FROM the station. It is required by SOP that you make this your PRIMARY navigation instrument.

TAS

156

ARM

24

VO

A/T

V NAV

F

AD

DME-2

DME-1

NOTE: The extremely annoying ADF/NDB aural ident tone MUST be monitored from the FAF inbound also. While this may be done using the cockpit speakers or your headset; it can also be assigned to the PNF (or First Officer) using their headset.

IAS/MACH

MA

F/D

On the HSI in the form of the green “THUMBTACK/BOMB” that is displayed when: ADF is selected on the ADF function selector, and when a station is being received 0327 1633 (When no signal is being received, 18 21 the symbols go to the 90 degree position) 15 On the RDMI #2 (the FAT needle) when the RDMI ADF selector is pushed in.

VO R

START DOWN using V/S. Roll in about 1000 fpm down. PUSH the HDG SEL button. NOTE: Of course, the PNF will call the tower, start the time, etc.

18 21

.0 3

The “RAW DATA MUST be monitored continuously from the FAF inbound. There are two acceptable places where this can be done:

15

33

NOTE: FYI there is NO USEFUL navigation information displayed on the ADI for the ADF.

1 2

DME-2

DME-1

27 3 0

One of the bizarre things about the 737 EFIS is that it can be configured to fly a fabulously accurate ADF (NDB). 1. Use the HSI in the EXP (expanded) mode. 2. Use LNAV when maneuvering outside the FAF (Final Approach Fix). This will allow the glass to calculate the wind problem for you and will set up the necessary crab on the inbound leg. 3. Use HDG SEL and V/S inside the FAF. Keep your corrections as small as possible. (less than 5 degrees should be adequate.)

0327 1633 24

“SUGGESTED” TECHNIQUE

Approaching the FAF, Have the jet in LNAV so it can resolve the wind correction. HAVE THE MDA SET IN THE ALTITUDE WINDOW !!!! MARRY THE BUGS. By this, I mean “PUT THE SAILBOAT IN BUCKTOOTH HARBOR.” This will set up the MCP so that when you push the HDG SEL button, the airplane heading will stay where it is. When the RDMI #2 NEEDLE passes the wingtip, you should do two things.

© Mike Ray 2000



... a review of the ADF needle and how it points. Take a moment and look at these indications so that you will have it firmly in your mind just how to "fly the needle."

D IN

W

Some Pilots use the GOUGE: TAILS RISE

ADF/NDB

WHICH WAY DO I TURN ?

This is a proper heading. Some correction 032 for wind 7 16 33 has been 18 21 input so as 15 to keep tail of needle on desired track (151 180 degrees) inbound. A

HEADS FALL

HOW TO SET UP THE RADIOS

STEP ONE: SET UP ADF PANEL

TFR

1. TFR .... select either head 2. ADF .... SELECT 3. BFO .... OFF (unless in China) 4. TUNE ... FREQUENCY

DME

-1

DME-

33

DM

GAIN

INOP

1-VHF-2-VHF

INOP

1-NAV-2

INOP ADF-2

MASK

MKR SPKR

27 3 0 DME-2

.0 3

DME-1

18 21

6

27 3 0

9 12

24

15

33

.0 3 R

F AD

NORM

STEP THREE: RDMI set-up 1. ADF ... Select by pushing selector ADF DH REF

126

HSI FULL VOR/ILS


2

E-

21

9 12

18 21

33

6

.0 3

R

.0 3

03

DM

E-1

16

33

DM

18 21

E-2

6

33

.0 3

R

VO

27 3 0

9 12

24

15

27

F AD

180 O

ADF

ON

ON

Paralleling track inbound to station. ADF INOP Correction is needed to put needle on right side of nose so that it will "FALL" towards 180 151. VO

WXR

ON

ON

ON

ON

27 3 0

9 12

15

24

A

OP

IN

20

CTR MAP 10 PLAN


DME-2

DME-1

DF

BRT

320

40

BRT

AD

F

27 3 0

6

RST

0327 1633

VOR

Wrong way "correction." I have seen a lot of guys in this position and not AD F IN recognizing OP that they have turned the wrong way.

FAF

24

E

33

DM

-1

80

160

© Mike Ray 2000

STEP FOUR: CDU and HSI 1. CDU .... DIR/INTC (This will give you LEGS page so you can see the distances between the waypoints) 2. HSI .. EXP VOR/ILS. While the approach may be flown in “FULL,” it will not allow you to monitor the RADAR or the EGPWS.

9 8

100

32

0 FT

STEP FIVE: ALTIMETERS 1

0 00 1

ALT IN.HG MB 7 10 1 3 2992 4 6 5 BARO

138

DME-2

DME-1

NOTE 1: You 18 21 15 MUST have the RDMI operating from the FAF inbound. NOTE 2: YOU VO R CANNOT F AD LEAVE THE MDA and start descent until the #2 needle ADF INOP swings past the wing tip. NOTE 3: When in the MAP mode on the HSI, the distance in the upper right corner is the distance to the “next waypoint”

737ver5ADF3


0327 1633

27 3 0

ADF INOP

B R

24

A/C paralleling track, but offset. Tail is rising "slowly" but will never reach track outbound.

0327 1633

1. ADF2 ... selector UP 2. IDENTIFY .. ID 3. MONITOR ... Continuously monitor aural tone from FAF inbound (Speaker OK)

6

6

33

ADF

Inbound correction 33 properly 16 established 27 18 15 03 so as to arrive on track prior to station passage. The HEAD is placed so it will "FALL" towards the proper track.

BOOM EMER

V

VO

DM

PA

F-INPH-S

STEP TWO: TUNE AND IDENTIFY PTT

2

ADF

ON

OP

E-

24

9 12

DF IN

ON

ANT

9 12

9 12

6

.0 3

16

18 21

15

33

1

OFF

MIC SELECTOR

ADF

27

E-

550

.0 3

27 3 0

R

VO

03

DM

R

VO

Offset but correcting properly. "TAIL" is placed on the left side of 180 so that it will "RISE" AD towards F IN OP the desired track.

2

24

RWY 18

TONE

1260

A D F

33

ADF/NDB stuff


© Mike Ray 2000


2 3

1. BARO .... Set Computed TDZE on the movable bug. 2. RAD ALT ... Remove the RAD ALT from the ADI.


and PROCEDURES FOR STUDY AND REVIEW ONLY THE KEY to flying NON-PRECISION APPROACHES:

ADF (NDB) APPROACH (with procedure turn)

WHEN MANEUVERING OUTSIDE FAF LEG: @ ALT HOLD

ON FAF LEG: @ ALT HOLD

APPROACHING PATTERN

A I R B A G


PROCEDURE TURN or VECTORS

- INSTALL APPROACH

- BRIEF - APP-DESCENT CKLIST


- GO-AROUND


15


MISSED APPROACH

ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)" ROTATE: 15 degrees (12.5 S/E)

PUSH: SET TO/GA button AUTOPILOT WILL DISENGAGE! @ POSITIVE CLIMB: "GEAR UP"


!

@ .3 nm AGGRESSIVELY

FINAL APPROACH FIX





E

C lesSTAN miD I 0 1 X F MAm FA fro

s ed) ond sec rspe 5 4 Make straight-a-way d ai bank 0 n 3 a about 30 seconds TIP: On FIX page: install out N ind ree r ab URpon w25 deg the FAF On CDU to display u um . AfteART T s DISTANCE from A/C to FAF d T S epen inim turn (d ep m uring e d K gle or an pri ring es bea e r d g de un ak" d 10 inbo bre scen to ase de "c K to O TIP: You MUST use V/S inside FAF or you By 3 miles prior to FAF: WILL NOT get down. be at TARGET SPEED, LVL CHG will not REVIEW or LANDING FLAPS, get you down in time. CALCULATE GEAR DOWN, COMPUTED ALL CK LISTS done DESCENT RATE

FIRST TARGET POINT

SECOND TARGET POINT




"SET TDZE"


- ATIS

- RADIOs (tune & Ident)

"SET NEXT ALTITUDE"



DON'T FORGET ABOVE MDA minus 50 feet.

Less than CMS (clean maneuvering speed) SLOW DOWN !within 25 miles of airport LESS THAN 5 degree bank when tracking for descents inside FAF

USE V/S Set COMPUTED DESCENT RATE @ .3 miles before FAF. MONITOR AURAL From FAF inbound (NDB ONLY).

+/- 300 fpm MAX !

USE RDMI

as PRIMARY FLIGHT INSTRUMENT

AT ALT HOLD

© Mike Ray 2000


139

SET “COMPUTED TDZE” in MCP, select V/S, Check for ZEROs.

MAX DESCENT CORRECTION +/- 300 feet. at GEAR UP on MISSED APPROACH SET M/A © Mike Ray 2000


ALTITUDE.



VOR

VOR OP SPECS

HOW TO SET UP THE RADIOS NAV

AUTO

124.90

MANUAL

132.95 AUTO

TEST

MAN

VOR

UP/LT

DME

DN/RT

STEP ONE: SET UP THE VHF NAV PANEL

1. MANUAL .... Depress selector button so that the manual radio is selected. 2. TUNE ... Tune the frequency from the approach chart using the dial. MIC SELECTOR

STEP TWO: IDENTIFY 1. NAV 1 OR 2 .... Set VOLUME slider up. 2. IDENTIFY ID ... Use the morse code ident from the approach chart. 3. MKR BEACON ... switch UP (if appropriate).

1-VHF-2-VHF

PTT

1-NAV-2

INOP

INOP

INOP ADF-2

PA

F-INPH-S

MKR SPKR

V B

NORM

R

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

0327 1633

DME-2

DME-1

NOTE 1: #1 needle represents the VOR. you DO NOT have to observe the needle swing in order to leave the FAF altitude inbound. Contrary to the ADF, you can depart that altitude .2 miles prior to the FAF. NOTE 2: If DME available it will be displayed in the upper left window ADF INOP of the RDMI. NOTE 3: When in the MAP mode this will indicate DME (supplied from the FMC) to the next waypoint in the legs page and display that in the upper right corner of the RDMI as well as the upper left hand corner of the HSI.

6

33

.0 3

R

DF

A

STEP FOUR: CDU and HSI

HSI

ADI DH REF

1. CDU .... DIR/INTC. This will give you the LEGS page and distance to the next waypoint.. 2. HSI ... Select EXP VOR/ILS. While the approach may be flown in FULL, it will not allow you to monitor the RADAR or EGPWS during the approach (if required).

126

FULL VOR/ILS

100

8

0 FT

ALT

MB

7 10 1 3 6 BARO

1

0 00 1

32 5

IN.HG

2992 4

2 3


RST

BRT

80

160

40

320

20

CTR MAP 10 PLAN

WXR ON

BRT

4. If runway lights or touchdown zone is visible at 100 feet AGL, you may land … 5. You may land even if the visibility has dropped below minimums, as long as you have acquired the runway or touchdown lighting or visual markings.

ON

ON

ON

1. BARO .... Set Computed DA (charted MDA + 50 feet) on the movable bug. ENSURE that the OTHER PILOTs instrument agrees. 2. RAD ALT ... Remove the RAD ALT from the ADI.

© Mike Ray 2000

1. DUAL VOR RECEIVERS ARE OPERABLE, and 2. The CDI (Compass Deviation Indicators) AGREE WITHIN 4 DEGREES.

This means: At some point during the set-up for the approach, the PNF should: 1. Select EXP or FULL 2. TUNE VOR 3. CHECK CDI’s ARE WITHIN TOLERANCE. Then the PNF can return to MAP if the PF desires.

ON

STEP FIVE: ALTIMETERS


HSI: Instrument approaches in IMC using a VOR as the letdown facility may be executed provided:


9

3. If the approach lights are visible at computed DA (MDA + 50 feet) you may descend to 100 feet AGL, and

18 21

27 3 0

VO

DESCENT: 1. Begin descent at .3 miles prior to the FAF. DO NOT DESCEND BELOW MINIMUM DESCENT ALTITUDE (MDA); unless

24

9 12

15

MASK BOOM EMER

VISIBILITY: Approaching the FAF (Final Approach Fix) if the weather broadcast by the tower is not legal to land (or “below minimums”) you CANNOT descend lower than the FAF altitude. That is; you cannot descend to the MDA (Minimum Descent Altitude). In other words, you cannot even START the approach without legal minimums and you must abandon the approach at that point.

140

TOUCHDOWN ZONE: Touchdown MUST occur in the first 3000 feet of the runway. It is my opinion that holding it off for any reason, particularly to achieve a grease job in the simulator, is check-ride suicide. SIMULATOR TECHNIQUE: Fly the beast onto the runway positively and firmly and hold it there with slight forward pressure. There are no brownie points for a “squeaker.”

© Mike Ray 2000




VOR APPROACH

WHEN MANEUVERING OUTSIDE FAF LEG: @ ALT HOLD

APPROACHING PATTERN

A I R B A G



- ATIS

- BRIEF - APP-DESCENT CKLIST


- GO-AROUND


15 ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)"

PUSH: SET TO/GA button AUTOPILOT WILL DISENGAGE!




!

@ .3 nm AGGRESSIVELY begin descending USE COMPUTED V/S START CLOCK CALL TOWER

On FIX page: install the FAF On CDU to display DISTANCE from A/C to FAF

START of CDAP

FINAL APPROACH FIX



SECOND TARGET POINT


E

C lesSTAN miD I 0 1 X F MAm FA fro

TIP:

PF MUST display VOR MODE from FAF inbound

ROTATE: 15 degrees (12.5 S/E)


DOWNWIND LEG



MISSED APPROACH

"SET TDZE"


- INSTALL APPROACH - RADIOs (tune & Ident)

"SET NEXT ALTITUDE"

r prio g reeds bearin g e d oun 10 in b ak" to se brescend "ca to de OK





SLOW DOWN

DON'T FORGET



USE LESS THAN

5 degree bank

when tracking

for descents inside FAF USE V/S SET COMPUTED DESCENT RATE @ .3 MILES FAF USE HSI PF in EHSI EXP or FULL prior to FAF. PNF in MAP MODE PF in RAW DATA (either EHSI EXP or FULL) prior to FAF

+/- 300 fpm MAX !

AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs MAX DESCENT CORRECTION +/- 300 FPM MISSED APPROACH at DA MDA plus 50 feet © Mike Ray 2000


141

© Mike Ray 2000




ILS (G/S OUT)


AUTO

124.90

MANUAL

132.95 AUTO

TEST

MAN

VOR

UP/LT

DME

DN/RT

ILS G/S OUT OP SPECS


1. MANUAL .... Depress selector button so that the manual radio is selected. 2. TUNE ... Tune the frequency from the approach chart using the dial.


MIC SELECTOR


1-VHF-2-VHF

PTT

1-NAV-2

INOP

INOP

INOP ADF-2

PA

F-INPH-S

MKR SPKR

V B

DME-2

DME-1

18 21

NOTE 1: #1 needle represents the VOR. you DO NOT have to observe the needle swing in order to leave the FAF altitude inbound. Contrary to the ADF, you can depart that altitude .2 miles prior to the FAF. NOTE 2: If DME available it will be displayed in the upper left window ADF INOP of the RDMI. NOTE 3: When in the MAP mode this will indicate DME (supplied from the FMC) to the next waypoint in the legs page and display that in the upper right corner of the RDMI as well as the upper left hand corner of the HSI. 24

6

33

.0 3

VO R

F

AD


9

100 0 FT

32

ALT IN.HG MB 7 10 1 3 2992 4 6 5

2 3

BARO

5. You may land even if the visibility has dropped below minimums, as long as you have acquired the runway or touchdown lighting or visual markings.


BRT

RST

80

160

40

320

20

CTR MAP 10 PLAN

WXR


ON

BRT


ON

ON

ON

ON

1. BARO .... Set the Computed DA (MDA + 50 feet) on the movable bug. ENSURE that the OTHER PILOTs instrument agrees. 2. RAD ALT ... Remove the RAD ALT from the ADI.

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

BELOW G/S INHIBIT

FULL VOR/ILS

126


1

0 00 1

4. If runway lights or touchdown zone is visible at 100 feet AGL, you may land …

HSI

ADI DH REF


8

3. If the approach lights are visible at computed DA (MDA + 50 feet) you may descend to 100 feet AGL, and

27 3 0

9 12

15


NORM

R


0327 1633

MASK BOOM EMER

STEP SEVEN: INHIBIT Push “BELOW G/S INHIBIT” light located next to the ADI.

30

© Mike Ray 2000

10

10

10

30 OFF

ILS ILS


10

B/'CRS

142

© Mike Ray 2000




ILS (G/S out) APPROACH A I R B A G

BELOW G/S light

- RADIOs (tune & Ident) - BRIEF - APP-DESCENT CKLIST


- GO-AROUND




!

@ .3 nm AGGRESSIVELY begin descending USE COMPUTED V/S START CLOCK CALL TOWER



START of CDAP

ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)" ROTATE: 15 degrees (12.5 S/E)

FINAL APPROACH FIX



SECOND TARGET POINT


"SET TDZE"

DOWNWIND LEG

- INSTALL APPROACH


MISSED APPROACH

"SET NEXT ALTITUDE"


- ATIS


15

@ ALT HOLD


APPROACHING PATTERN PUSH

WHEN MANEUVERING OUTSIDE FAF LEG:

ior s pr ing grened bear e d 10 inbou eak" d to se br scen "ca to de OK





SLOW DOWN

DON'T FORGET



USE LESS THAN

5 degree bank

when tracking


USE V/S USE HSI in EHSI EXP or FULL. PNF in MAP MODE PF in RAW DATA (either EHSI EXP or FULL) prior to FAF

+/- 300 fpm MAX !

AT ALT HOLD COMPUTED TDZE, select V/S, CHECK ZEROs MAX DESCENT CORRECTION +/- 300 FPM

© Mike Ray 2000


143

© Mike Ray 2000




BCRS APPROACH

BACKCOURSE OP SPECS


AUTO

MANUAL

124.90

132.95 AUTO

TEST

MAN

VOR

UP/LT

DME

DN/RT


1. MANUAL .... Depress selector button so that the manual radio is selected. 2. TUNE ... Tune the frequency from the approach chart using the dial.


MIC SELECTOR


INOP

1-VHF-2-VHF

PTT

1-NAV-2

INOP

PA

F-INPH-S

INOP ADF-2

MKR SPKR

MASK BOOM EMER

V B

NORM

R

0327 1633

DME-2

DME-1

18 21

9 12 6

27 3 0

Unless a VOR is involved in the approach or can be used for DME or navigation, the RDMI is not considered as part of this approach set-up.

33

.0 3

VO

STEP THREE: RDMI setup.

24

15

R

F

AD


126

FULL VOR/ILS

BRT

8

32

ALT

MB

7 10 1 3 6

5

IN.HG

160

40

320

20

CTR MAP 10 PLAN

WXR ON


ON

ON

ON


1

0 00 1

80

BRT

ON

0 FT


RST

5. You may land even if the visibility has dropped below minimums, as long as you have acquired the runway or touchdown lighting or visual markings.

HSI

ADI DH REF


100

3. If the approach lights are visible at computed DA (MDA + 50 feet) you may descend to 100 feet AGL, and 4. If runway lights or touchdown zone is visible at 100 feet AGL, you may land …

ADF INOP

9


2

1. BARO .... Set the Computed DA (MDA + 50 feet) movable bug. ENSURE that the OTHER PILOTs instrument agrees. 2. RAD ALT ... Remove the RAD ALT from the ADI.

3

2992 4


BARO

30

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

BELOW G/S INHIBIT

STEP SEVEN: INHIBIT Push “BELOW G/S INHIBIT” light located next to the ADI. © Mike Ray 2000


10

10

10

10

30 OFF

ILS ILS

B/'CRS

144

© Mike Ray 2000




BACKCOURSE APPROACH

THE KEY to flying NON-PRECISION APPROACHES:

WHEN MANEUVERING OUTSIDE FAF LEG:

APPROACHING PATTERN

SET FRONT COURSE HEADING in MCP COURSE window

A I R B A G

PUSH BELOW G/S LIGHT

@ ALT HOLD

- ATIS


- INSTALL APPROACH - RADIOs (tune & Ident) - BRIEF - APP-DESCENT CKLIST


- GO-AROUND


15 ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)" ROTATE: 15 degrees (12.5 S/E)



!

@ .3 nm


AGGRESSIVELY

DOWNWIND LEG CONFIGURE AIRPLANE Set flaps, power, airspeed according to current operating directives

START of CDAP

FINAL APPROACH FIX




SECOND TARGET POINT



SLOW DOWN

+/- 300 fpm MAX !

© Mike Ray 2000


5 degree bank

when tracking


AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs MAX DESCENT CORRECTION +/- 300 FPM MISSED APPROACH at DA MDA plus 50 feet HSI


DON'T FORGET


USE LESS THAN

USE V/S


ior s pr ing grened bear e d 10 inbou eak" d to se br scen "ca to de OK




"SET TDZE"



MISSED APPROACH

"SET NEXT ALTITUDE"

145

EHSI EXP or FULL

© Mike Ray 2000




Here are FIVE techniques that can give you an edge:

VISUAL APPROACH

1. Look at an approach chart and pick out a waypoint on the glide slope (FAF recommended if practical) with a known altitude and distance from the airport. 2. Put that waypoint on the HSI (selectAPP/DEP page for full approach or use FIX page). 3. Fly over to that waypoint and cross at the altitude depicted on the approach plate. 4. Establish a 3 degree glide slope. 5. connect waypoint to runway and fly along that line. Voila!

My experience during the check-ride was that the visual approach nearly ALWAYS was a single engine (engine out) approach. Expect on this maneuver to be visual, but also for the wind to be a strong crosswind. There is a big temptation to just turn the airplane and head for the airport. This is the BEFORE STARTING APPROACH first mistake that many pilots make. They start even though largely redundant, inbound without a plan. In the simulator it is very difficult to evaluate your progress STILL do A-I-R-B-A-G because there is very few visual cues and maintaining the appropriate altitude/airspeed A - ATIS relationship is virtually impossible without I - INSTALL APPROACH some DME/altitude information. My recommendation is to set yourself up at R - RADIOs (tune & Ident) some known fix on the extended centerline B - BRIEF (FAF or ILS fix) and start at a known altitude/distance from the landing point. A long A - APP-DESCENT CKLIST straight-in is probably the MOST DESIRABLE G - GO-AROUND SITUATION, if available. Pilot awareness of the length of available runway and the wind situation will all be part of the problem solving paradigm.

1. Place runway altitude in MCP. 2. When you begin descent, place green arc on threshold and keep it there. 1. If an ILS (or other approach) is available, tune and fly the ILS. 1. Place Computed DESCENT RATE in MCP using V/S. 2. Fly the pitch bar on the Flight Director. 1: Place TDZE as the target altitude on the MCP. 2: Using HSI distance to end of runway and altitude. 3: Use 3 for 1 (every 300 feet equals 1 mile) gouge.

JUST PRIOR TO FAF

GET FINAL FLAPS and GEAR DOWN (FL 15 if S/E) and complete FINAL DESCENT CHECKLIST

Just prior (about .3 mile) begin descending USE COMPUTED V/S CALL TOWER

SLOW DOWN and GET DIRTY

APPROACHING FAF

Particularly with the single engined approach, the landing maneuver can either make or break a GREAT approach. Here are some thoughts:

If on Single Engine; Terminate fuel transfer CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives

1. DO NOT start your flare above 10 feet. YOU WILL FLOAT ! 2. DO NOT try and make a "GREASE JOB," PUT IT ON !

USE THIS GOUGE TO ESTABLISH 3 degree GLIDE SLOPE: Take Ground Speed and divide by 2 X 10 = 3 degree GLIDE SLOPE example:

Remember: If you have assymetrical thrust: Use reverse sparingly. Have PNF center the rudder trim on landing.

© Mike Ray 2000



120 KTS divided by 2 = 60 X 10 = 600 FPM

GROUND SPEED NOTE: (for those NITNOIDS out there) The ground speed will ACTUALLY be 2% greater than indicated for every 1000 feet altitude: For example; at DEN (5000') you should increase the ground speed by 10% (5 X 2%): If 120 KTS, add 12 KTS for an actual 132 KTS.

146

© Mike Ray 2000




flying the PRECISION APPROACHES (normally using the ILS) There are 2 categories of ILS approaches that we will address:

ILS CAT I ILS CAT II/III The first section we will cover is ...

CAT 1

You will be required to demonstrate proficiency on two different Category One approaches: 1. Regular garden variety ILS, and 2. The single engine ILS. It may seem that they are superficially similar, but there are important and significant differences. It is the ILS with engine failure that presents the most challenge, and I suggest strongly that you have a well rehearsed and thought out plan in mind before you go in the box.

© Mike Ray 2000


147

© Mike Ray 2000




ILS CAT 1 SETUP

ILS CAT 1 OP SPECS


AUTO

124.90

MANUAL

132.95 AUTO

TEST

MAN

VOR

UP/LT

DME

DN/RT



AUTOLAND STUFF:


1-VHF-2-VHF

PTT

1-NAV-2

INOP

INOP

INOP ADF-2

PA

F-INPH-S

MKR SPKR

B

NORM

R

DME-2

DME-1


6

33

.0 3

R

F

AD

HSI

ADI


DH REF

126


FULL VOR/ILS

RST

BRT

80

160

40

8

32

0 FT

1

0 00 1

ALT IN.HG MB 7 10 1 3 2992 4 6 5 BARO

2

CTR MAP 10 PLAN

WXR ON

BRT


ON

ON

4. THE CAPTAIN WILL FLY ALL AUTOLAND APPROACHES; and the Captain may assume PF duties as judgement dictates, BUT NO LATER THAN 1000 FEET!

THIS IS A POINT OF CONFUSION

DESCENT FOR LANDING: At minimums, If the runway or approach lights are visible and it is the judgement of the PF that adequate visual reference exists to make a safe landing, then you may land … EVEN THOUGH THE BROADCAST WEATHER MAY BE BELOW MINIMUMS.


3


© Mike Ray 2000

3. Recent changes to the OP SPECS allow autolands to be made to CAT 1 runways IF designated AUTOLAND on the approach chart..

ON

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


REMEMBER: If by 40 feet RA you do not get a “FLARE” engaged annunciation … YOU MUST execute a “GOAROUND” … or terminate the AUTOLAND evolution.

320

20

STEP FIVE: ALTIMETERS 100

WHAT PILOTS SCREW UP: They FORGET or DON’T ARM THE AUTOPILOTS during the approach phase. They fly the apporach “assuming” that the autopilots are armed and ready to “LAND” the airplane.


ON

9

2. Autoland is a MULTIPLE AUTOPILOT event. Do Not attempt to autoland with only one autopilot engaged.

18 21

27 3 0

VO


1. ALL LANDINGS WITH LESS THAN 1800 RVR WILL BE AUTOLAND.

24

9 12

15

MASK BOOM EMER

V

0327 1633


737ver5ILS4

148

© Mike Ray 2000




Some selected OP-SPECS for quick review

All landings below CAT 1 minimums (less than 1800 RVR) must useAUTO-LAND. IF required lighting for 1800 RVR inop, below 2400 RVR must use AUTO-LAND. Captain MUST BE PF no later than 1000 feet AGL forALL AUTOLANDS. The AUTO-LAND maneuver requires MULTIPLE AUTO-PILOTS. DO NOT auto-land on single auto-pilot. Autoland OK at CAT 1 runway if designatedAUTOLAND on approach plate. FAF is (usually) intersection of GSIA and Glide slope, The notch in the “FEATHER” IS the FAF. Reported weather at the FAF MUST BE at or above minimums to continue past GSIA. If reported weather goes below minimums once you are past FAF; OK to continue to MAP; And land if all other criteria are met (i.e: you see the runway).

CAT I ILS APPROACH RVR 1800 or better

SLOW IT DOWN !

APPROACHING PATTERN POSBD NOTE: Must use AUTOLAND below 2400 RVR IF required lighting for 1800 RVR is inop.

A I R B A G

- ATIS - INSTALL APPROACH - RADIOs (tune & Ident) - BRIEF - APP-DESCENT CKLIST - GO-AROUND

Within 25 miles of the airport; start thinking about slowing so as to be below approaching CMS (clean maneuvering speed) with appropriate flaps as you come up on about 10 miles out.

CROSSWIND LEG

MONITOR ADI And when VOR LOC and G/S go from WHITE (armed) to GREEN (capture) then set MCP for missed appch. M/A ALT and M/A HDG (if req)

AT TOP DOT "GEAR DOWN" "FLAPS 15" "FINAL DESCENT CHECK"

If on single engine terminate fuel transfer CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives

DOWNWIND LEG

15

SLOW DOWN and GET DIRTY CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives

think about MISSED APPROACH ANNOUNCE: "GO-AROUND THRUST FLAPS 15 (1 on SE)" ROTATE: 15 degrees (12.5 S/E)

180

MARKER

PUSH: TO/GA button AUTOPILOT WILL DISENGAGE UNLESS using AUTOLAND!

GSIA


@400 FEET: "VOR/LOC" or "HDG SEL"

TIP!

MCP SPD

G

-S

E

D LI

E

P O L

160

G/S

VOR LOC

20

20

10

10

10

10

20

20

Approaching GLIDE SLOPE "FLAPS 30 (or final flap)" "TARGET AIRSPEED"

1 140 9 120

100

R

DH 109

3540

When "CLEARED FOR APPROACH" ALERT ALTITUDE

2.5 degrees 700-800 FPM

FLY THE PITCH BARS

MAP

AT LOWER DOT "FLAPS 25"

CMD

FAF FINAL APPROACH SEGMENT

USE HSI

for distance to waypoints

USE AUTOPILOT/AUTOTHROTTLE

Particularly on SINGLE ENGINED, it is neither desired nor required to hand fly the approach. However, expect (on single engine) to handfly from the GSIA inbound. 737ver5ILS2

© Mike Ray 2000

Push "APP" on MCP

NOTE: A nice touch is to push "LOC" until LOC CAPTURE; then push "APP" to avoid early descent outside of protected airspace.

IN EITHER FULL/EXP ILS or MAP MODE The ADI is considered the primary in\srtument

CDU in LEGS PAGE

DA


1. ARM the APPROACH MODE;

149

© Mike Ray 2000




IMPORTANT:

SINGLE ENGINE ILS NOTE: Plan to fly the approach with NO AUTO-THROTTLE. AWARENESS NOTE: ON Single-Engine approach it is OK to use autopilot; however, expect and be ready for Check Airperson to demand autopilot to be disconnected at GSIA.

3 IMPORTANT THINGS

TOO MUCH THROTTLE MOVEMENT NOT KEEPING IN TRIM GETTING FAST (or SLOW) ON GLIDESLOPE

APPROACHING PATTERN

A I R B A G

- ATIS - INSTALL APPROACH - RADIOs (tune & Ident) - BRIEF - APP-DESCENT CKLIST - GO-AROUND

think about MISSED APPROACH


12.5 12.5 on S/E

@ POSITIVE CLIMB "GEAR UP"

@ 400 feet “VOR/LOC or HDG SEL”

GSIA

MCP SPD

180

E-

D

I GL

SL

160

E P O

G/S

VOR LOC

20

20

10

10

10

10

20

20

CMD

1 140 9 120

R

100

DH 109

3540

USE AUTOPILOT/AUTOTHROTTLE

Particularly on SINGLE ENGINE, it is neither desired nor required to hand fly the approach. However, expect (on single engine) to be required by the checkperson to handfly from the GSIA inbound.

USE HSI

When "CLEARED FOR APPROACH" 1. ARM the APPROACH MODE;

MAP

IN EITHER FULL/EXP ILS or MAP MODE

CDU in LEGS PAGE

DA

TRIM

The best technique for inputting the rudder trim is to “LEVEL THE YOKE”

for distance to waypoints

TECHNICAL NOTE:

If the approach DME source is a VOR and it is your practice to have the PNF dial up the VOR to get the DME; and the PF set the ILS frequency for the approach; Then be aware: “BECAUSE YOU DO NOT HAVE DUAL INDEPENDENT DISPLAYS, you can only use this setup down to 200-1/2.

REMEMBER: Disconnect autopilot at minimums whether landing or going around ! © Mike Ray 2000

Push "APP" on MCP


ADI is considered the PRIMARY NAVIGATION INSTRUMENT; However, if the approach is an ILS-DME, then the PF must display the appropriate source on the RDMI or EHSI no later than the OM/FAF.


If on single engine terminate fuel transfer Good idea to have about 500# more on the GOOD engine side.

"GEAR DOWN - FLAPS 15” FINAL DESCENT CHKLIST” SET BUG at 150 KTS SET POWER (try ~68 N1) TRIM stay on auto-pilot

ALERT ALTITUDE

FAF

FLY THE PITCH BARS

Keep flaps at 2 or 5 until inbound and Glide-slope capture eminent.

Use the gear to control the airspeed/descent. That is, take it early if fast, later if slow

MARKER

ROTATE:

FLAPS 5 slow to 180 KTS

DO THIS!

APPROACHING GLIDE-SLOPE

SLOW DOWN and GET DIRTY CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives

ANNOUNCE: "TO/GA" (AUTOPILOT WILL DISENGAGE) FOLLOW PITCH BARS “SET THRUST” “FLAPS 1”

Approximate N1s: Downwind: about 78%. In turns or banks: ADD about 10% to keep speed from decaying.

CROSSWIND LEG

DOWNWIND LEG

TIP!

~78% N1 TIP

150

© Mike Ray 2000



© Mike Ray 2000



151

© Mike Ray 2000




CAT II/III APPROACH The MOST PRECISION APPROACH IN THE SUPER GUPPY ARSENAL

737ver5CAT1

© Mike Ray 2000


152

© Mike Ray 2000



and PROCEDURES FOR STUDY AND REVIEW ONLY SOME OF THIS IS JUST A SUGGESTED TECHNIQUE: IT IS MAY NOT REPRESENT SOP !!!

CAT III APPROACH A I R B A G

STBY ATTITUDE INDICATOR ... ON APU ... ON (recommended) AUTOBRAKE ... LEVEL 3 REFERENCE + 5 (regardless of wind) BRIEF EXIT PLAN

SLOW IT DOWN !

APPROACHING PATTERN - ATIS - INSTALL APPROACH - RADIOs (tune & Ident) - BRIEF - APP-DESCENT CKLIST - GO-AROUND/GET OFF

Within 25 miles of the airport; start thinking about slowing so as to be below approaching CMS (clean maneuvering speed) with appropriate flaps as you come up on about 10 miles out.

It is REQUIRED to brief an EXIT PLAN for all approaches

BASET GOUGE

Additional BRIEF items during CAT III


B-rakes A-PU S- AI E- xit plan T-arget speed (+5)

CROSSWIND LEG AT TOP DOT "GEAR DOWN" "FLAPS 15" "FINAL DESCENT CHECK-LIST"

CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives

DOWNWIND LEG

The "below 1500 feet" CALL-OUTS PNF "2500 FEET" "ALTIMETERS SET"

2500' RA

NAME OF OUTER MARKER

OM below 1250’ RA

"FLARE ARMED" "1000 FEET INSTRUMENTS CROSS CHECKED"

1000' 500’

"500 FEET"

"DECISION HEIGHT"

100’ above DH DH

"FLARE ENGAGED"

50’ RA

"APPROACHING DECISION HEIGHT"

CONFIGURE AIRCRAFT Select flap, power, airspeed according to current operating directives

MCP SPD

180

PF (responds) "ALTIMETERS SET"

160

MARKER

"FINAL FLAP ___"

"LANDING, or GOING AROUND”

VOR LOC

20

20

10

10

10

10

20

20

AT LOWER DOT "FLAPS 25"

CMD

Approaching GLIDE SLOPE "FLAPS 30 (or final flap)" "TARGET AIRSPEED"

1 140 9

“DECISION HEIGHT IS ___”

“RUNWAY ___ CLEARED TO LAND”

G/S

GL

E

P LO

-S

E ID

120

R

100

DH 109

3540

"CLEARED FOR APPROACH"

GSIA

ALERT ALTITUDE

FINAL FAF APPROACH SEGMENT

CAUTION: Second auto-pilot is NOT fully engaged until “FLARE” armed is annunciated at about 1250 feet

TIP:

When the “FLARE ARMED” point in the approach is achieved, we are assured of having BOTH autopilots and an AUTO-COUPLED GOAROUND is possible.

2

you MUST do things 1. ARM the APPROACH MODE; Push "APP" on MCP


2. ARM OTHER AUTOPILOT.

For some inexplicable reason, this is EASY TO FORGET ! You should NOT autoland using single autopilot.

USE HSI CDU in

IN EITHER FULL/EXP ILS or MAP MODE The ADI is considered the primary in\srtument LEGS PAGE for distance to waypoints

737ver5CAT2

© Mike Ray 2000


153

© Mike Ray 2000




ILS CAT III SETUP


AUTO

124.90

MANUAL

132.95 AUTO

TEST

MAN

VOR

UP/LT

DME

DN/RT



STEP TWO: IDENTIFY 1-VHF-2-VHF

1. NAV 1 OR 2 .... Set VOLUME slider up. 2. IDENTIFY ID ... Use the morse code ident from the approach chart. 3. MKR BEACON ... switch UP (if appropriate).

PTT

1-NAV-2

INOP

INOP

INOP ADF-2

PA

F-INPH-S

MKR SPKR

V B

NORM

R

0327 1633

DME-2

DME-1

18 21


6

27 3 0

.0 3

R

33

VO


24

9 12

15

MASK BOOM EMER

F

AD


HSI

ADI DH REF

126


FULL VOR/ILS


RST

BRT

80

160

40

320

20

CTR MAP 10 PLAN

WXR ON

BRT



ON

ON

ON

ON

1. RAD ALT .... Set the MINIMUMS on the ADI using the ADI panel ALT selector. ENSURE that the OTHER PILOTs instrument agrees.

30


10

10

10

10

737ver5CAT6

30 OFF

ILS ILS

© Mike Ray 2000


B/'CRS

154

© Mike Ray 2000




COLD WX OPS

This airplane has the ability to operate safely in really lousy weather. The secret is to follow the simple guidelines that have been established and be familiar with the limitations that exist. The application of those rules and the understanding of just how far we can push the airplane are what you will be judged on during the check-ride.

Remember: SAFETY FIRST !! © Mike Ray 2000


155

737ICE01 © Mike Ray 2000




AIRFRAME DE-ICING

ICING CONDITIONS

Here are some points to consider re: FROZEN PRECIPATATION ON A/C: 1. GROUND PERSONNEL are responsible for NOT dispatching with "ICE" on airframe. 2. CAPTAIN responsible for NOT taking off with "ICE."

Official definition of "Icing Conditions:" Icing conditions exist when the outside air temperature on the ground or after takeoff is ten degrees centigrade (about fifty-one degrees fahrenheit) or below or when the Total Air Temperature in flight is ten degrees centigrade or below and visible moisture in any form is present such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystals. Icing conditions also exist on the ground and for takeoff when the outside air temperature is ten degrees centigrade or about fifty one degrees fahrenheit or below and operating on ramps, taxiways, or runways where surface snow, standing water, or slush may be ingested by engines or freeze on engines, nacelles, or engine sensor probes. The engine anti-ice must be ON during all ground and flight operations when icing conditions exist or might exist except during climb and cruise when temperature below minus forty degrees SAT; however engine anti-ice MUST BE ON before and during descent in icing conditions including temperature below minus forty degrees SAT.

IF deemed necessary; The airplane will be "DE-ICED." The Cockpit crew prepares the airplane by using the detailed checklist in the additional procedures section. After de-icing there are FOUR items that MUST be relayed to the crew: 1. 2. 3. 4.

Here is what that said

IF temperature below 10C (about 50F) AND VISIBLE MOISTURE PRESENT THEN you need ENGINE ANTI-ICE

TYPE OF FLUID used FLUID/WATER mixture percentage LOCAL TIME de-icing BEGAN. CLEAN SURFACES verification.

Crew must then go to chart in FOM (ALL WX 93) and determine appropriate HOLDOVER TIME. These times are intended as guidelines. In other words, when you are number 169 for takeoff at ORD and your holdover time expires, it does NOT mean that you must return to the De-icing facility and be re-shot. The FAA intends that the ONLY requirement for takeoff is

... a VISUAL INSPECTION OF THE UPPER WING SURFACE The visual check may be completed in one of two ways: 1. The Captain may request that the MARSH ALLER/PUSHBACK MECHANIC perform a visual check

or

WHAT PILOTS SCREW UP: They fail to recognize that the ENGINE ANTI-ICE REQUIRED LIMIT is at ~50 degrees F. Thinking instead that 32 degrees F is the threshold.

2. The Captain may designate a CREWMEMBER to go to cabin a nd observe the upper surface of the wings directly:

This observation is to be made from the following locations: Third windows FWD of OVERWING Check is to be accomplished

A determination must then be made regarding the use of DeIcing Fluid by either the CAPTAIN (predicated on visual inspection or crystal ball) or GROUND PERSONNEL.

within about 5 minutes of the expected take-off time.

NOTE: It is OK to have up to 1/8" of frost on the underside of the wing in the vicinity of the fuel tanks. 737ver5ICE2

© Mike Ray 2000


NOTE: In order to "get in line with the rest of the world-wide aviation community:" if you are using CLASS 1 fluid, the ground guy will NO LONGER pass the percentage to the cockpit.

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THE KEY TO COLD WX OPS is to:

OPTIONAL V1

DETERMINE IF CLUTTER IS PRESENT

CLUTTER

When would I use OPTIONAL V1, anyway?" "Accumulation of PACKED SNOW and ICE may ... result in BRAKING ACTION LESS THAN GOOD."

What is CLUTTER anyway? Here is the OFFICIAL DEFINITION :

FOM ALL WX-14

"Clutter, a form of runway contamination, is: SLUSH of 1/8 inch or greater WET SNOW of 1/4 inch or greater DRY SNOW of 1 inch or greater STANDING WATER of 1/8 inch or greater" further

"The Optional V1 procedure provides a means of increasing the stopping distance margin when braking action is LESS THAN GOOD." “Old” T&R 12-9 to use Optional V1 there can be ..."NO CLUTTER ON THE OPERATIONAL PORTION OF THE RUNWAY"

FLIGHT MANUAL 1-20

"Less than (the amounts listed in the definition above) are not considered clutter and no weight or V speed adjustments are required."

Stuff you will need to have in order to takeoff on cluttered runway

SO... the conclusion is that You MAY use OPTIONAL V1 when: 1. BRAKING ACTION less than GOOD, but 2. RUNWAY CLUTTER NOT on runway

ALL REVERSERS AUTO SPEED BRAKES ANTI-SKID ALL WHEEL BRAKES NO TAILWIND USE CLUTTER SPEEDS MAX N1 DO NOT USE OPTIONAL V1 MINIMUM RWY LENGTH

NOTE: Set V1 anywhere between OPTIMUM V1 and ADJUSTED V1 (but never less than MINIMUM V1); However, you have to select a V1 PRIOR TO beginning Takeoff roll.

CLUTTER REQUIRES WEIGHT AND V SPEED ADJUSTMENTS. Clutter is further broken down and classified as level 1 or level 2 and the appropriate charts are in the "Performance and Procedures Manual." HOWEVER, SUSPENSION OF OPERATION limits are of MOST interest to us here; that is: CAN WE TAKE OFF? TAKEOFF NOT PERMITTED

SUSPEND OPERATIONS (except in emergency)

SLUSH

OVER 1/2"

OVER 1/2"

WET SNOW

OVER 1"

OVER 2"

DRY SNOW

OVER 4"

OVER 6"

STANDING WATER

OVER 1/2"

OVER 1"

DELAYED (INCREASED) VR When and why would I use DELAYED VR, anyway?" Typically, this is a "WINDSHEAR" technique, and I recommend that if you are given a "potential" windshear takeoff, that you use Increased VR. It also works great when there is any possibility of degraded airplane performance during take-off. It works like this. 1. 2. 3. 4.

CAPTAIN MAKES THE TAKE-OFF IF FIRST OFFICER HAS LESS THAN 100 HOURS. The MOST IMPORTANT consideration in this whole thing is this: "The CAPTAIN ... WILL determine the suitability of the runway."

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D etermine the MAXIMUM ALLOWABLE TAKEOFF weight D etermine the VR for that weight (Use V speed flip chart) Set bu gs for ACTUAL WEIGHT VR Use airspeed between the actual and the maximum VR as needed. NOTE: In event of ABORT or ENG FAIL, use set bug speeds

NOTE: The BIG DEAL here is to notice the difference between Optional V1 and Delayed VR. Using "OPTIONAL V1" you MUST SET the V1 before starting the takeoff roll, whereas when using the "DELAYED VR" you DO NOT change the NORMAL bug settings. 737ver5ICE5

© Mike Ray 2000




ENGINE ANTI-ICE STUFF

DURING TAXI STUFF Even though the air may be clear; snow and clutter on the taxiways and ramp may be ingested and could cause engine and airframe icing problems.

HERE IS SOME STUFF ABOUT THE ENGINE ANTI-ICE SYSTEM. The system is designed for use on the GROUND and in the AIR.

DO NOT LOWER FLAPS

It DOES NOT require that the ENGINE BLEED to be turned on. TOTAL BURN PENALTY is about 200 PPH with the engine anti-ice ON.

Keep the flaps and leading edge devices UP until you are approaching the active runway.

IGNITION SHOULD be turned ON before selecting engine anti-ice.

NOTE: When operating the flaps/slats during cold weather, monitor the indicator closely. If they stop … Position the lever immediately in the detent closet to that position

The valves are DC controlled and pressure operated. A BRIGHT BLUE indicator light means a disagreement between the cowl anti-ice valve and the eng anti-ice switch. An AMBER COWL ANTI-ICE light indicates excessive TEMPERATURE AND/OR PRESSURE in the ducting downstream from the valve.

There is another Caveat here: THE CHECK LIST! You cannot do the checklist until you lower the flaps just before taking the runway. DO NOT FORGET!

ONLY the cowl is anti-iced. The center front part is teflon coated, but not heated. ENGINE ANTI-ICE MUST BE ON for ALL OPERATIONS WHEN ICING CONDITIONS EXIST or are anticipated.

If “MICROBURST ALERT” reported by ATC DO NOT TAKE-OFF.

I INTERPRET THAT TO MEAN ANY TIME THE TEMPERATURE IS 50 DEGREES F WITH VISIBLE MOISTURE … YOU NEED ENGINE ANTI-ICE !

Be aware of pireps and plan accordingly.

During extended ground operations, periodic run-ups may be performed at CAPTAIN’S DISCRETION in order to “sling” any ice from the spinner and fan blades.

Don't forget to get tower clearance before 70/30/30engine run-ups. RUNUP TO AS HIGH A THRUST SETTING AS PRACTICAL 70% is recommended For approximately 30 SECONDS Every 30 MINUTES.

It is normally considered good form to make a PA announcement prior to the run-ups, when you send someone back to look at the wings for icing. It is also considered good for some brownie points if in your initial Flight Attendant brief at the beginning of the "flight" that you include a discussion about the run-ups.

ENGINE RUN-UP in position on runway just prior to departure is HIGHLY RECOMMENED. Notify tower of intention to take a delay in position for ENGINE runup. BIG PROBLEM if you forget to release brakes. Just be aware that the airplane may start slipping and that taking off with the brakes set is a NO-NO. (just what is that horn, anyway?)

CAUTION DO NOT RELY ON HOLDING THE BRAKE PEDALS, SET THE PARKING BRAKE. IF ICY and AIRPLANE SLIPS: 1. SET PARKING BRAKE. 2. LIMIT THRUST LEVEL. 3. CONSIDER MOVING TO DRIER PAVEMENT.

Select radar on when in position on runway to assess take-off pathway. 737VER5ICE07

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HEAVY PRECIPITATION AFTER TAKE-OFF CONSIDERATIONS

STAY OUT OF HEAVY PRECIPITATION. Oh sure, like you have the option sometimes. IF you happen to encounter HEAVY PRECIPITATION, DO THIS:

ENG START SWITCHES ............ FLIGHT. Provides maximum flameout protection AUTO-THROTTLE ............................ OFF. Uncommanded thrust below recommended N1 Can occur THROTTLES ........ SET 45% N1 minimum. This will help avoid flameout. If thrust changes are necessary … Move throttles slowly and do not change direction until the engine has stabilized.

DO NOT TURN ON

WING ANTI-ICE

UNTIL AFTER FIRST POWER REDUCTION.

NOTE: Sometimes, and it normally occurs when you are in a descent trying to get out of the weather, the 45% N1 restriction just does not give you the descent rate you desire. In this situation, consider using the SPEED BRAKE. It is one of the few times that you will fly the airplane with the speed brake out with the throttles in the forward thrust range.

If OAT temp less than 10 degrees C, and in clouds, then place (ONE AT A TIME)

This is a REALLY SCARY SITUATION ! Here are some of the possible problems and the suggested solutions:

ENGINE ANTI-ICE ON

Water ingestion degrades engine performance (DUH!)… significantly sometimes. Enough water could extinguish the engine. Should you have to re-start … It may require several attempts. You should attempt to restart IMMEDIATELY, disregarding the flight envelope. In some cases you may NOT be able to restart until exiting the heavy precipitation.

Don't forget to turn on Radar if not already on.

Additionally, just to make your day complete, you may get FALSE GPWS WARNINGS. It is suggested that you execute the GPWS emergency procedure without delay. Another cheery thought is that the precipitation may activate the radio altimeter … Further adding to your agitation and confusion.

After it’s all over and you’re finally parked at the gate, remember: NOTE: It is required after landing for the Captain to see that an AIRPLANE LOG ENTRY is made and a CAPTAIN’S REPORT is submitted. 737VER5ICE07

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WI N DS H EAR

Definition of SEVERE WINDSHEAR

A rapid change in wind direction or velocity that results in: AIRSPEED CHANGES GREATER THAN

15 KTS

VERTICAL SPEED CHANGES GREATER THAN

500 FPM

WEATHER THINGS TO LOOK FOR: Local strong winds like: blowing dust, dust devils, tornado like features, gusts. Heavy precipitation. Temp/Dew point spread about 330 to 50 degrees. Virga. Lightning. Wind change 20 knots+. PIREP of airspeed loss of 15 knots +. MICROBURST ALERT on TDWR or LLWAS. Moisture aloft-very dry surface conditions. The DEPARTURE PATH is defined as: A corridor extending along the departure path for 3 miles from the airport below 1000 feet.

IF MICROBURST ALERT Reported;

DO NOT TAKE-OFF!!

TAKE-OFF CONSIDERATIONS: Use MAX T/O THRUST (instead of reduced). Use longest runway available. Consider using FLAPS 5. Use RAW DATA, GO TO 15 degrees pitch if encountered. Use delayed rotation. Get PIREPS and TOWER REPORTS. BRIEF and REVIEW PROCEDURES. If encountered during T/O and ABORT not practical; ROTATE to 15 degrees no later than 2000 feet from the RWY end./ Consider NOT GOING RIGHT THEN, wait awhile. IF MICROBURST ALERT LANDING CONSIDERATIONS: Reported; FLAPS 30. DO NOT Corrected AIRSPEED up to 20 Kts. AVOID large thrust movements. LAND!! Use AUTOPILOT. Stabilize approach no later than 1000 feet AGL. CONSIDER: “GET OUT OF THERE!”

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