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TRAINING MANUAL
Page 1
BOEING B737 600-900ER
NORMAL/NON-NORMAL Procedures BOEING B737 600-900ER
© Capt. Ganesh Piga 8.4.2011
Z:\6. TRAINING\6.3 Schulungsunterlagen\6.3.2 Boeing\Type Rating B737-300-900\TM - B737\Normal & Non-Normal Procedures
Rev 02/12.08.2011
TRAINING MANUAL
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BOEING B737 600-900ER
Table of Contents Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 5
Normal Checklist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 7
Preflight Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 8
Before Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 10
Engine Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 11
Before Taxi Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 12
Before Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 13
Takeoff Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 13
Climb and Cruise Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 16
Descend Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 17
Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 18
Stable Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 19
Landing Procedure . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 20
Additional Standard Calls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 21
Go-Around and Missed Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . .
Page 23
Landing Roll Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 24
After Landing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 25
Shut Down Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 26
Secure Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 27
General Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 27
Briefings General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 32
SOP Profiles Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page 36
Abnormal & Emergency Procedures General. . . . . . . . . . . . . . . . . . . . . . . . . .
Page 45
SOP Profiles Non Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 52
Revision Transmittal Letter Subject: Training Manual Revision The following revision highlights explain changes in this revision.
Revision Record No. Revision Date 0 2 4 6
Date Filed
April 08, 2011 October 01, 2011
General Revisions are to provide new or revised procedures and information. The revision date is the approximate date the manual is made available to the user.
Revision Highlights Page 8: Preflight Procedure First Officer...................Landing Gear Lever (position changed to reflect correct order in scan flow) Page 9: Preflight Procedure First Officer?????.VHF NAVIGATION radios ?????? SET for DEP First Officer????.. Landing gear panel?????????...Check Page 10: First Officer????.. Text added?????????????.. Arm A/T Page 11: Engine Start Procedure First Officer?????Select Air Cond. Packs OFF (position changed to reflect correct order in scan flow) Page 12: Before Taxi Procedure Captain??????... Turn on taxi and turn off lights (to reflect industry standards) Page 14: Takeoff Procedure PF?????????. ..”Set Takeoff Thrust” (to be in line with standard Boeing callouts) Page 15: Takeoff Procedure Event............................ At 1000 instead 1500 (to meet industry standards and to coincide with end of white line indication on PFD, to have same acceleration altitude on Go Around ) Captain??????.. DELETED: Retractable Landing Lights – OFF (PM’s task)
Note 4 moved previous, appropriate section Note 2???????. Acceleration 1000ft aal instead of 1500ft (to meet industry standards)
Page 17: Descend Procedure Note 1???????. Deleted (we are simulating an aircraft with modified pump logic) Page 19: Stable Approach Text..............................Speedbrakes can be extended with gear and Flaps 10 (typing error) Stable Approach Text????????. All approaches must be stable by 1000ft (to meet industry standards) Page 20: First Table: Header??????? 1000 feet condition instead of 500 feet (to meet industry standards) Page 21: Additional Standard Calls on Final Approach Passing 1000 RA??. PF / PM call out changed (error corrected) Page 22: Circling Approach: Passing 500 RA.......... PF / PM call out changed (error corrected) Page 24: Landing Roll Procedure: PF?????????thrust as needed (missing word) Page 25: After Landing Procedure: Heather???????Captain and First Officer added (for better understanding, only valid for airplanes with single nose wheel steering) Page 37: Standard Ta ke Off: Heather changed??. FMC U10.7 and Earlier added (to indicate FMC up-date) Graphics 800 RAD......Error corrected (to reflect correct FMA indications) Page 48: Passenger Evacuation Text changed????Text changed (to be in line with QRH) Page 53, 54: Cabin Altitude warning, Emergency Descend: Header......................... Captain and First Officer added (for better understanding) Page 60: Reject Takeoff: Captain???????Carry out any recall.. text changed (for better understanding)
INTRODUCTION This Cockpit 4 u Operations Manual is type specific to the Boeing 737 NG aircraft. The manual provides crew-members with additional information on the technical, procedural and other characteristics of the Boeing 737 NG aircraft. Most of the type related information can be found in the different Boeing 737 Manuals, which are split into the following: Boeing 737 Manual Flight Crew Operations Manual Volume 1 (FCOM 1) Flight Crew Operations Manual Volume 2 (FCOM 2) Flight Crew Training Manual (FCTM) Quick Reference Handbook (QRH)
Bulletins, Limitations, Normal Procedures, Supplementary Procedures Aircraft System description
Performance in-flight, Non-Normal checklist
GENERAL In order to fully understand the procedures specified here, pilots must be familiar with standard Boeing philosophies. Particular attention should be paid to the introduction to the Normal Procedures in the FCOM Volume 1 which includes diagrams specifying panel scan flows and areas of responsibility, and to the checklist introduction at the front of the QRH. C4u SOPs are based as closely as possible on standard Boeing procedures. The Boeing FCOM Normal Procedures Introduction contains an explanation of the philosophy and assumptions used.
PILOT AREA OF RESPONSIBILITY Preflight and postflight crew duties are divided between the captain and the first officer. Phase of Flight duties are divided between the Pilot Flying (PF) and the Pilot Monitoring (PM).Phase of flight duties begin when the airplane starts moving under its own power and end when the airplane is parked at the gate. Captain or Pilot Flying initiates checklists depending on flight phase and includes the setup according the area of responsibility.
NORMAL CHECKLIST OPERATION The use of normal checklists is detailed in the FCOM QRH "Checklist Introduction" Chapter C I Section 1. The following table shows the different allocation of checklist response according to the Boeing Standard Operating Procedure. Please note the following points: • Both pilots visually verify that each item is in the needed configuration or that the step is done. • Where the checklist response is shown as a blank line ( ___ ), the response must be a value or a position. eg: Parking brake.... ____, response must be "SET" or "RELEASED" • Where checklist items are fitted to both pilot stations, e.g. Oxygen and Windows, then both Pilots should respond
Normal checklists are used after all appropriate items have been performed. The following table shows the responsibilities for checklist handling.
Checklist PREFLIGHT BEFORE START BEFORE TAXI BEFORE TAKEOFF AFTER TAKEOFF DESCENT APPROACH LANDING SHUTDOWN SECURE
Order
Read
Verify
Captain Captain Captain Captain Pilot flying Pilot flying Pilot flying Pilot flying Captain Captain
First Officer First officer First officer First officer Pilot monitoring Pilot monitoring Pilot monitoring Pilot monitoring First Officer First Officer
Both Both Both Both Both Both Both Both Both Both
Respond Area of responsibility Area of responsibility Area of responsibility Captain Pilot monitoring Area of responsibility Area of responsibility Pilot flying Area of responsibility Area of responsibility
Boeing 737 NG Normal Checklist PREFLIGHT Oxygen??????????.......Tested,100% NAVIGATION transfer and DISPLAY SW?????...NORMAL,AUTO Window heat?????????...????.ON Pressurization mode selector???...?...AUTO Flight instruments???..Heading__Altimeter__ Parking brake?????...??????..?.Set Engine start levers??????..??.CUTOFF PREFLIGHT CHECKLIST COMPLETED
1/2 2 2 2 1 1 1
BEFORE START Flight Deck Door?????.?..closed & locked Fuel?????????.....___KGS,Pumps ON Passenger signs????????.????ON Windows?????????..????. Locked MCP?????????...V2__,HDG__,ALT__ Takeoff speeds???..?.?...V1__,VR__,V2__ CDU Preflight??????????.Completed Trim???.??????????.__UNITS,0,0 Taxi & takeoff briefing?????.?..Completed ANTICOLLISION light??????????ON BEFORE START CHECKLIST COMPLETED
2 2 2 1/2 1 1 1 1 1 2
BEFORE TAXI Generators??????????????...ON Probe heat??????????????...ON Anti-Ice????????????????...__ Isolation valve???????????....AUTO ENGINE START switches??????...CONT Recall??????????????..Checked Autobrake?????????????.?.RTO Engine start levers???????...IDLE detent Flight controls?????????...?.Checked Ground equipment?????????..?Clear BEFORE TAXI CHECKLIST COMPLETED
2 2 2 2 2 1/2 2 1 1 1/2
BEFORE TAKEOFF Flaps?????????????.__,Green light Stabilizer trim????????????..__Units BEFORE TAKEOFF CHECKLIST COMPLETED
1 1
AFTER TAKEOFF Engine Bleeds???...??..?????.......ON Packs????????????????Auto Landing Gear......................................Up & OFF Flaps?????????????..Up no lights
PM PM PM PM
AFTER TAKEOFF CHECKLIST COMPLETED
DESCENT Pressurization??????.?LAND ALT__ PM Recall?????????????Checked PF/PM Autobrake................................................___ PF Landing data????VREF__,Minimums__ PF/PM Approach briefing????...?....Completed PF DESCENT CHECKLIST COMPLETED APPROACH Altimeters?????????????.....__
PF/PM
APPROACH CHECKLIST COMPLETED LANDING Engine start switches??????...?.....CONT Speedbrakes?????????...??.ARMED Landing gear????????????....Down Flaps???????????...?__,Green light
PF PF PF PF
LANDING CHECKLIST COMPLETED SHUTDOWN Fuel pumps?????????????.?..OFF Probe heat??????????????.?OFF Hydraulic panel????????????..?.Set Flaps??????????????????.UP Parking brake????????????.?..?__ Engine start levers???????.??..CUTOFF Weather radar????????????...?OFF SHUTDOWN CHECKLIST COMPLETED SECURE IRS’S?????????????????..OFF Emergency exit lights??????????..OFF WINDOW HEAT???????????.?..OFF Packs?????????????????..OFF SECURE CHECKLIST COMPLETED
2 2 2 2 1 1 2
2 2 2 2
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BOEING B737 600-900ER
AMPLIFIED PROCEDURES SUMMARY PREFLIGHT PROCEDURE The summary below does not include the complete procedure, for details refer to FCOM Vol. 1 NP and the FCTM. For simplification it is assumed that the Captain performs the exterior inspection and the First Officer performs the electrical power up (as needed) and the preliminary preflight and preflight procedures, as well as the Captain is PF and the F/O is PM. If the F/O would be the PF the Captain would perform the Electrical Power Up and the Preliminary Preflight Procedure. The Exterior Inspection can be done by either Pilot. Apart from these changes the duties would stay the same. Both CM’s are responsible to control the light switches on their corresponding side of the light panel.
Event
Captain
Arriving at Airplane documents??..??.....Check the airplane
Exterior inspection
First Officer Electrical Power Up (SP.6.1) (SP.6.1-3) - BATTERY/STBY PWR sws??... Guard closed - ALTN FLAPS master sw????.Guard closed - ELEC.HYDR.PUMPS sws???????..OFF - WIPERS selectors??????????.PARK - WEATHER RADAR??????..???...OFF - LANDING GEAR lever?????...DN, 3 green - GRD POWER switch?????.?????ON - FAULT / FIRE tests?????.???..Perform - APU?????????...??Start and on bus - Wheel well fire warning sys. ??..????Test Preliminary preflight procedure - IRS mode selectors??????????.NAV - Verify: oxygen pressure hydraulic quantity engine oil quantity (min. 13) Do remaining actions after crew change or maintenance action: - Emergency equipment?????..??...Check - Aft overhead panel check / set???.?Perform - Circuit breaker panels P6?????..?..Check - Manuel gear extension access door??.Closed - Circuit P18????????????.?.Check - Parking brake??????????.As needed
When seated
When seated carry out S.L.O.W. check: S - Seats L - Lights set (Captain also carries out Lights Test) O - Oxygen/interphone W - Window and wall - Commence CDU Preflight Procedure - Set the radio navigation aids and displays to enable the departure to be flown with reference to raw data Set the navigation displays to enable the departure to be monitored with reference to raw data Set MCP panel as required for departure
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BOEING B737 600-900ER
When preflight procedure are done
Preflight procedure - Lights???????...???...Test - EFIS control panel??..?...??.Set - MCP?????????...??...Set - Oxygen?????..?...Test and set - Clock????????????.Set - NWS?????.......... Guard closed - Display select panel?..??.....Norm - Disengage light TEST sw?...Hold ½ - STAB OUT OF TRIM??..?.exting. - Flight instruments????.....Check - Standby instruments????.Check - Standby RMI?????...???Set - SPEEDBRAKE lever????DOWN - Revers thrust levers????...Down - Forward thrust levers?..??.Closed - FLAP lever?????..????Set - Parking brake????..????Set - Engine start levers????CUTOFF - STABILIZER TRIM sws..........NORM - Radio tuning panel????..??Set - VHF NAVIGATION radios??.....Set - Audio control panel??.?..??.Set - Seat and rudder pedals???Adjust
Preflight procedure - Flight control panel?????????......Check - NAVIGATION/DISPLAYS panel????.??.Set - Fuel panel?????????????...?....Set - Electrical panel?????????????...Set - (Overheat and fire protection panel)?...?..Check - APU switch (as needed)?????..??..START - EQUIP.COOLING sws?????????NORM - EMERG. EXIT LIGHTS?????...Guard closed - Passenger signs??????..??????..Set - WIPER selectors????????.???..PARK - WINDOW HEAT sws??????.?????ON - PROBE / HEAT sws???????????OFF - WING ANTI-ICE sw.???????..???.OFF - ENGINE ANTI-ICE sws??????.???.OFF - Hydraulic panel??????????..???Set - Air conditioning panel??????..????.Set - Cabin pressurization panel?..??????...Set - Lighting panel (LDG lights)????????OFF - Ignition select sws??..????????L ore R - ENGINE START sws???????.???.OFF - Lighting panel (Logo, position etc.)?????Set - MCP??????????????????.Set - EFIS control panel?????????..??...Set - Oxy..???????????...??.Test and Set - Clock???????????...??????.Set - Display select panel?????..????..NORM - Disengage light TEST sw.?..???.??.Hold ½ - Flight instruments???????????.Check - GROUND PROXIMITY panel??????Check - Landing gear panel????????..??Check - AUTOBRAKE selector??????.???..RTO - Engine display control panel????????Set - Engine instruments??????????..Check - CARGO FIRE panel??????????Check - Radio tuning panel????????????Set - VHF NAVIGATION radios ?..???.Set for Dep. - Seat and rudder pedals???..?????.Adjust
- Order: “PREFLIGHT CHECKLIST”
- Read the Checklist and report: “PREFLIGHT CHECKLIST COMPLETED”
Event
PF
As soon as Preflight CL is done
Complete taxi and take-off briefing
PM
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BOEING B737 600-900ER
BEFORE START PROCEDURE Event
Captain
When final loadsheet is available
First Officer
Check loadsheet, read out appropriate loadsheet data and enter the ZFW into the FMC Set stab trim
Copy loadsheet data when read out, complete performance calculation, enter the assumed temperature / V speeds into the FMC and set V2 on the MCP and arm A/T
Pass loadsheet to right seat pilot
Verify that the performance calculations, the FMC assumed temperature / V speeds and the MCP speed are correct
Pass performance data to Captain Verify that the ZFW entry into the FMC is correct by crossreference with the loadsheet
When CDU preflight procedures are complete the PF normally selects the TAKEOFF REF page and the PM selects the LEGS page.
Event When all doors are closed
Ground Crew
Captain
"Ground to Flight Deck: All external doors & hatches are closed and steering bypass pin is installed?”
"Flight Deck to Ground: We are ready for push and start, confirm all checks are done and the pin is installed”
First Officer
Complete remaining items of before start procedure (Note1) Fuel pump switches SET(Note 2)
Ground crew ready for start-up /push back
Electric Hydraulic Pump switches - ON Anti Collision Light - ON Transponder - ALT ON Check each trim for freedom of movement. (Note 3) Set trims: Stab Trim for T/O Rudder trim - 0 Aileron trim - 0 Call for "Before start checklist”
Read Before start Checklist "Before start checklist completed” Request push/start clearance from ATC
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BOEING B737 600-900ER
NOTE: 1
The procedure will be automatically commenced when the ground crew has confirmed that the steering by-pass pin is installed (push back) or check complete (no push back).
2
Centre tank fuel pumps should be switched ON during the Before Start Procedure if centre tank fuel quantity is 453kg or more. The crew should verify the amber LOW PRESSURE lights illuminate momentarily and then extinguish.
3
Freedom of movement check is only required once per flight day or after a crew change. Full range deflection is not required.
ENGINE START PROCEDURE Allocation of duties and standard calls Event Engine Start
N1 rotation, and N2 25% or max. motoring (min. 20%) When the start selector has returned to OFF (56% N2) and the Start Valve Open light has extinguished Second engine start uses the same procedure Both engines are stable
Ground Crew "You are cleared to start engine No.__”
Captain "Am I cleared to start engine No.__?”
Announce "Start engine No._” Start Lever to Idle
First Officer Commence engine start procedure Select Air Cond Packs OFF Select secondary engine instruments Select Eng Start switch to GRD
"Starter Cut-out"
"Cleared to disconnect Headset. See you on the Left/Right/Ahead, with the Pin”
NOTE: 1
At least one clock must record the beginning of engine start for maximum starter duty operation. If required, the other clock should be used from start lever to idle.
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BOEING B737 600-900ER
BEFORE TAXI PROCEDURE The First Officer's Before Taxi Procedure may be commenced prior to towbar disengagement as long as the nose wheel steering bypass pin is in use. The RECALL check is carried out by the First Officer but verified by both pilots.
NOTE: 1
Recall is used to ensure that items that do NOT appear on the checklist are correctly set. Therefore it is vital that this check is properly carried out.
When the Captain performs the rudder check, the First Officer must follow on through to ensure that the First Officer's seat is correctly positioned to allow full deflection of the rudder pedals.
Event Engines stable
Captain Announce "Flap 1" or "Flap 5" as applicable.
- Recall?????.?...?.Check - Flight controls???...?Check Call for "Before Taxi Checklist” Turn on taxi and turn off lights Check left side of aircraft is clear - Call "Clear left” Commence taxiing
First Officer Set flaps as instructed and complete Before Taxi procedure (Note 1) - Flap lever???..??..Set for T/O - GEN 1 and 2???????....ON - PROBE???????..???ON - ANTI-ICE?????.....As needed - Both PACK’s???????AUTO - ISOVALV????????.AUTO - APU BLEED???..?..As needed - ENG START switches?..?.CONT - APU?????.???.As needed - Recall????????..?.Check - Lower DU?????Blank for T/O Read Before Taxi Checklist "Before Taxi Checklist completed” Call for taxi clearance Check right side of aircraft is clear Call "Clear right"
NOTE: 1
If a bleeds off take-off is scheduled and anti -ice is not required for taxi, configure for the bleeds off take-off just after engine start. Ref FCOM Vol 1 SP.2.5
If pushing back without Steering Lock out Pin installed and Hydraulic “A” depressurized, any electrical and hydraulic switching must be made after tow cart disconnected. When remote de-icing is required, flaps should be selected after de-icing is completed. If contaminated surface condition requires to leave flaps up for taxi, selection of flaps must be delayed until approaching the take off position but must be performed prior the “BEFORE TAKEOFF CL”.
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BOEING B737 600-900ER
BEFORE TAKEOFF PROCEDURE Event
Captain
During a convenient turn (one direction only required)
Flaps selected and "Cabin Secure for Takeoff" received
First Officer Check the following standby flight instruments: Standby Compass, Standby Attitude Indicator, Standby RMI.
Call for "Before Takeoff Checklist”
Read the Before Takeoff Checklist "Before Takeoff Checklist completed”
NOTE: 1
During taxi, the First Officer sets the transponder code and the MCP altitude window (as required), in response to any ATC clearance issued. The Captain must acknowledge any changes.
TAKEOFF PROCEDURE When line up clearance is received the captain should carry a silent touchdrill of his RTO actions.
Event Entering runway
Captain Select:
Retractable lights ON Taxi light OFF Weather radar / Terrain display ON (Note 2) Cleared for Takeoff
First Officer If required: update FMC Takeoff Ref page with Takeoff shift configure for bleeds off take off (Note 1). Select: Strobes ON Weather radar / Terrain Display ON (Note 2) Transponder to TA/RA
Fixed landing lights ON
NOTE: 1
If a bleeds off take-off is scheduled and anti–ice is required for taxi, configure for the bleeds off take-off just prior to take-off. Ref FCOM Vol 1 SP.2.5.
2
A least one display should be selected to weather radar in order to enable predictive windshear detection.
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BOEING B737 600-900ER
Event Commencing takeoff roll Both engines stable with symmetrical thrust (minimum 40% N1) Thrust approaches Takeoff N1 80 kts V1 speed
PF
PM
Advance thrust levers to achieve minimum 40% N1 Select TOGA button
Monitor thrust indications
"Set T/O Thrust" (Note 1)
"Thrust Set" (Note 2)
"Check” (Note 3)
"80 Knots" "V1"
Vr speed
"Rotate"
NOTE: 1
When the First Officer is the PF, he removes his hand from the thrust levers as N1 approaches takeoff N1. At the same time the Captain places his hand on the thrust levers until V1.
2
The PM will ensure the thrust levers advance to takeoff N1 and will manually adjust the thrust levers as required.
3
The Captain must keep his hand on the thrust levers until V1.
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BOEING B737 600-900ER
Event Positive rate of climb is indicated Above 400ft RA Above minimum altitude for Autopilot engagement At 1000ft aal At acceleration altitude (Note2)
Flaps are up and LE Flap Transit light extinguished
PF Respond "Gear Up” Call for appropriate roll mode if required Engage A/P Call "Autopilot A/B to command" (Note1)
PM Call "Positive Rate" Select Gear Up Select roll mode as directed Verify autopilot engaged
Call "Climb Thrust" or “Set Climb Thrust” Call "Flap Up speed" In autoflight set the speed bug to the flaps up manoeuvring speed. Call for flap retraction in accordance with the flap retraction speed schedule (Note 4)
Monitor automatic thrust reduction In manual flight set the speed bug to the flaps up manoeuvring speed. Position flap lever as directed by the PF and monitor flap retraction (Note 3)
Select or call VNAV or LVL CHG as required.
Call "Flaps Up, No Lights" When workload permits: Landing Gear Lever - OFF Autobrake - OFF Engine Start Switches - as required Retractable Landing Lights -OFF
When workload and Flight conditions permit
Call for "After Takeoff Checklist”
Set or verify Engine Bleeds and Air Conditioning Packs in operation, and check the pressurisation system Read the After Takeoff Checklist "After Takeoff Checklist completed”
NOTE: 1
After passing 400ft AGL the autopilot should be engaged. Any intention by PF to fly manually above 400ft aal must be stated in advance as part of the takeoff briefing and is subject to the agreement of the aircraft Commander.
2
Standard acceleration altitude is 1000ft aal unless noise abatement procedures dictate otherwise.
3
If the initial cleared altitude or flight level for departure is less than 3000'aal, Altitude Acquire may occur before flap retraction. Speed control reverts to the MCP window, further acceleration and flap retraction should be anticipated and will require MCP speed selection to Clean Speed. This should be set without delay in order to avoid unnecessary thrust lever movement.
4
Flaps should not be retracted from 1 to UP during tight departure turns with anti-ice on, to avoid possible nuisance stick shaker activation.
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BOEING B737 600-900ER
CLIMB AND CRUISE PROCEDURE Allocation of duties and standard calls Event Cleared to a flight level and not later than Transition Altitude (Note 1)
1000ft to level off Passing FL100 FL100
When conditions permit above FL100
PF
PM
Call "Set Standard”
Set standard
Respond "Cross-Checked”
Call "Standard Set, Passing Flight Level__" "Thousand To Go" Call "Flight Level One Hundred" Select: Landing Lights – OFF
"Check" Respond "Check, Altimeters Set, Climbing Flight Level__” Silent check of: F - Fuel - balance and pump configuration; L - Lights - as required; A - APU - as required; P - Pressurisation – pos. differential pressure S - Seat Belts - (see below) Call "Fasten Belts -AUTO”
Runway turnoff, taxi, logo, wheel well Lights - OFF Select Fasten Belts - AUTO
NOTE: 1
When in level flight and cleared from an altitude to a Flight Level, ensure that Standard is set and altimeters are cross-checked prior to initiating the climb.
Event Top of Climb Cruise
PF
PM
Complete top of climb panel scan, then as required in Complete Computer Flight Plan the cruise (CFP) Complete FMC arrival planning Obtain weather as required Obtain weather of DEST and ALTN airport Before the top of descent, modify the active route as needed for arrival and approach, if not done or ordered by PF Verify selected approach in FMC corresponds with planned approach at destination. (e.g. for NDB appr. also select NDB appr. in FMC), if not done by PF
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BOEING B737 600-900ER
DESCENT PROCEDURE Event Prior to Top of Descent
PF
PM
Complete approach preparation and briefing. Calculate landing data and set FMC Vref speed Complete descent procedure
At TOD (or during descent by 10,000ft)
Call for "Descent checklist"
Read Descent checklist "Descent checklist completed"
NOTE: Turn the remaining center tank fuel pump switch OFF without delay when the Master Caution and FUEL system annunciator illuminate.
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BOEING B737 600-900ER
APPROACH PROCEDURE Event
PF
When destination airport ATIS has been copied 1000ft to level off 10 mins to landing or FL100 at the latest
Set destination airport QNH on standby altimeter "Check" Instruct PM to request the Cabin Crew to prepare the cabin for landing
Passing FL100
Respond "Check, Altimeters Set, Descending Flight Level__ or __ft, MSA__FT" Check position in relation to the MSA
When cleared from a flight level to an altitude (Note 1)
Set destination airport QNH Call "Set QNH" (Note 2) Respond "Cross-Checked
Altimeters set to QNH and navigation aids set for the approach First pilot to observe radio altitude indication
PM "Thousand To Go" Select FASTEN BELTS - ON and make a PA: "Cabin Crew, Prepare the Cabin for Landing" Call "Flight Level One Hundred" (If QNH is set call should be referenced to altitude) Select: Fixed Landing Lights – ON Turn off Lights - ON Logo Light - ON (night only)
"QNH Set” and call subscale setting and altitude/passing altitude. e.g. "1012 set, passing five thousand three hundred" Verify navigation aids are set and identified for approach Call for "Approach Checklist” Read the Approach Checklist "Approach Checklist completed” Call "Rad Alt Alive" The other pilot responds "Check, QNH set"
NOTE: 1
When in level flight and cleared from a Flight Level to an altitude, ensure that QNH is set and altimeters are cross-checked prior to initiating the descent.
2
Exceptionally, if ATC request a report on passing a specified flight level, the setting of QNH may be delayed until that level has been passed but QNH must be set by the Transition Level.
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BOEING B737 600-900ER
STABLE APPROACH It should be clearly understood that an unstable approach is more likely to result in a hazardous landing with the resultant high risk of an accident. The majority of unstable approaches result from a lack of appreciation of the aircraft energy level at an early part of the approach and the resultant failure to slow the aircraft in a controlled manner. At initial approach speed the landing gear is the most effective form of air-brake. Speedbrake can be extended with gear and Flap 10. Obviously the Speedbrake can be extended as well in the clean configuration but the maximum allowed Flap setting is 10. Develop your mental 'gates' for speed and configuration targets. The PF and the PM are to monitor the descent profile versus the track miles to run throughout the descent. The priority must always be to avoid a rushed approach. The following descent gates should normally be used: • 35 nm 10’000 feet 250kts • 20 nm 6’000 feet 210kts • 10 nm 3’000 feet 180kts Occasionally ATC may request 180kts until 4dme. Crew should be aware that in most circumstances, this will result in the aircraft not being able to meet the stable criteria by 1000ft. Crews should not normally accept anything faster than 180kts until 6dme or 160 until 4dme to ensure that a stable approach is achieved. The criteria for a stabilised approach are: • • • • • • •
Aircraft in landing configuration. Final approach speed +10/-5 kt. Rate of descent less than 1000 ft per minute. ILS: Aircraft within +/- 1 dot of glideslope/LOC. NPA or visual approach: The aircraft is on the correct lateral and vertical flightpath. Bank angle less than 15°. Normal approach thrust set.
The landing gear must be down by 1500ft above Touch Down Zone Elevation (TDZE). Transient fluctuations caused by atmospheric conditions are acceptable if corrected in a timely manner. Rate of descent limit may be increased by 150fpm per 0.5 degree that the published approach path exceeds 3 degrees. All approaches must be stable by 1000ft above TDZE (Barometric Altimeter), with the exception of circling approaches as follows: For circling approaches only, a maximum 15° bank angle at 400ft within +/- 30° final. If the Commander is in any doubt as to whether a stabilised approach can be achieved, he should review the need for a go-around at an early stage. If a stabilised approach cannot be achieved, he must ensure that a go-around is carried out. If the aircraft is not in the landing configuration by 1000ft above TDZE a go around must be initiated. If the parameters of a stabilised approach are not achieved at 500 feet and maintained until landing a goround must be initiated.
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BOEING B737 600-900ER The following calls are to be made:
1000 feet Condition (see Note 1 )
PF “Stable” Not Stable – “Go around, Flap 15”
Stable Unstable
PM “Check” “Go Around, Flap 15” (Flap 1 single engine)
NOTE: 1
"1000" must be called by the PM if the auto callout does not occur.
LANDING PROCEDURE Event As required
Established on approach No later than 1500ft aal
PF Call for flap extension in accordance with the flap extension schedule
PM Position flap lever as directed and monitor flap extension
Select landing lights as required Select gear down, position flap lever as directed and monitor flap extension Speedbrake is ARMED by the Captain when the Landing Gear is selected down Select engine start switches to CONT Call "Flap (30 or 40)" in Position flap lever as directed accordance with the flap and monitor flap extension schedule Call for "Landing Checklist " Read the Landing Checklist and call "Landing Checklist completed" On selection of landing flap, the final value of MCP speed should be announced by the pilot making the selection, taking account of the reported wind conditions Call "Gear Down flaps 15"
NOTE: 1
The Missed Approach Altitude (MAA) should be set as follows: – ILS – At G/S capture – NPA - When 300ft below MAA or platform altitude if lower – Circling – At MDA (ALT HLD annunciated) set the MAA for the instrument approach in use
A silent check of the MAA should be made at the approach fix for all approaches. 2
If the flight directors have been switched off during the approach they should be re-selected to ON after the aircraft has descended below the Missed Approach Altitude. This keeps the command bars out of view if the approach is continued visually, but allows full functionality of the Flight Director system if a go-around is executed.
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BOEING B737 600-900ER 3
Dual autopilot engagement is only approved when an automatic landing is planned. Engagement of the second autopilot in order to facilitate an auto go around from a single channel approach is not approved.
Additional Standard Calls on Final Approach Manual Approach or Single Channel Approach to Manual Landing Event Localiser alive Localiser Captured Glideslope alive Glideslope captured FAF or OM Passing 1000 ft RA 100 ft above Decision Altitude (DA) or Company Decision Altitude (CDA) At DA/MDA
PF
PM
"Check" “Set RWY HDG” "Check" “Set Go Around altitude” "Crosschecked" Stable" or "Not stable Go around Flap 15" "Check"
"Localiser alive" “Localiser Captured” "Glideslope alive" “Glideslope captured” “OM__ft” “Check” or “Go-Around, Flap 15” as appropriate "Approaching Minimums"
Respond "Continue" or "Go-Around" as appropriate
"Minimums"
Dual Channel Approach to Automatic Landing Event Passing 500' RA, auto call out “500”
“Approaching minimums" autocallout At DH “Minimums” autocallout
PF Checks FLARE ARMED annunciation and respond "Stable, Flare Armed" or "Not Stable, Go- Around" "Check" Respond "Continue" or "Go-Around" as appropriate
PM Checks FLARE ARMED is annunciated and calls "Check" or "Go-Around, Flap 15" as appropriate
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BOEING B737 600-900ER
Circling Approach Event 100 ft above MDA At MDA Passing 500 ft RA
PF "Check" Call "Maintain" or "Go-Around" as appropriate Stable" or "Not stable Go around, Flap 15"
PM "Approaching Minimums" "Minimums" “Check” or “Go-Around, Flap 15” as appropriate
NOTE: 1
At 100ft above DA/DH: If the autopilot is engaged, the PF should look for external visual reference; in manual flight he should remain on instruments until DA/DH, and the PM should look for external visual reference. If the PM acquires visual reference he should state what is seen relative to the aircraft, e.g. "Approach lights visual at 11 o'clock".
2
Some standard calls are made by an automated voice. The PF must make the appropriate response to an automated call. When an automated call is anticipated, but does not occur, the PM must make the call.
3
The PM will immediately call "No Flare" or "No Retard" as applicable if either of these situations should occur. These calls would require the PF to confirm the subsequent action.
4
On a visual approach or when the PF calls "Visual" on an instrument approach; the only call that the PF is required to respond to is "Five Hundred".
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BOEING B737 600-900ER
GO-AROUND AND MISSED APPROACH PROCEDURE Event Go-around decision
PF Push TOGA switch Call "Go-around, Flap 15" • Rotate to go around attitude • Verify that the thrust increases
Positive rate of climb is indicated
Respond "Gear Up"
Above 400ft RA
Engage autopilot and autothrottle. Call "Autopilot A/B to command" Select appropriate roll mode and verify/engage the A/T Verify mode annunciations and correct tracking of missed approach procedure Call "Flaps_" in accordance with the flap retraction speed schedule
At acceleration altitude (1000ft aal or published missed approach acceleration altitude if higher) Flaps are up and LE Flap Transit light extinguished
After flap retraction to the planned flap setting
PM Position flap lever to 15 and monitor flap retraction Verify that the thrust is sufficient for the go-around or adjust as needed Call "Positive Rate" Select Gear Up Verify that the missed approach altitude is set Verify autopilot engaged
Position flap lever as directed by the PF and monitor flap retraction Call "Flaps Up, No Lights"
Verify that climb thrust is set Verify that the missed approach altitude is captured
Select LVL CHG (VNAV may be selected if the flaps are up) Call for "After Takeoff Checklist"
When workload permits Select Landing Gear Lever - OFF Engine Start Switches – As required Retractable ldg lights - Off Read the After Takeoff Checklist "After Takeoff Checklist completed"
NOTE: 1
If ALT ACQUIRE occurs during acceleration the MCP speed will require selection. The PF should call "Flap Up speed".
2
The PF may decide to retract flaps to an intermediate position for better manoeuvrability.
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BOEING B737 600-900ER
LANDING ROLL PROCEDURE Event Weight on wheels
PF
PM
Verify SPEED BRAKE Lever UP
Verify SPEED BRAKE Lever UP. Call "Speed Brakes Up" or "Speed Brakes Not Up" as required. Verify reversers unlock.
Without delay, select idle reverse. Apply reverse thrust as needed At 60 knots Prior to taxi speed
Disarm the autobrake by applying manual braking and continue manual braking as necessary to make appropriate runway turnoff. (Note 1)
Call "60 knots" On illumination of the AUTOBRAKE DISARM light call "Autobrake disarm"
NOTE: 1
Below 60kts when conditions are suitable the Captain may disarm the autobrake by stowing the speedbrake lever. When PF, the First Officer may also request this action below 60kts by calling: "Stow speedbrake".
2
When First Officer is the PF he should keep the aircraft on the centreline, braking as required for the required runway exit point or until the Captain takes control. The Captain should plan to take control, at normal taxi speed with reverse thrust cancelled, as the aircraft approaches the runway turnoff.
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BOEING B737 600-900ER
AFTER LANDING PROCEDURE Event Vacating Runway • The speedbrake lever is in the DOWN detent, and • The aircraft has vacated the runway, and • The taxi route has been acknowledged and understood
PF / Captain Select LANDING, TAXI and RUNWAY TURNOFF light switches as needed. (Note 1)
PM / First Officer Note time Start the APU
Check the LANDING, TAXI and RUNWAY TURNOFF switches as needed Set the PROBE HEAT switches to OFF; Set the ENGINE START switches to OFF Set the STROBE light switches to OFF Set the weather radar to OFF Set the AUTOBRAKE selector to OFF Set the flap lever to UP Transponder ALT ON If available select APU Generator on Monitor hydraulic system and brake accumulator pressure
Turning onto stand
Call "All lights OFF”
Announce "After Landing Scan complete" Select taxi and turn off lights OFF as instructed Select ENG on lower DU
NOTE: 1
This is a variant to the normal Boeing procedure. Normally all light switches are handled by the PM.
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BOEING B737 600-900ER
SHUTDOWN PROCEDURE Event
Captain
Taxi complete
Set parking brake ON
Parking brake set and Electrical power set
Engine start levers to CUTOFF FD switch to OFF
First Officer Select electrical power as needed (APU or GRD POWER) If towing is not needed: FASTEN BELTS switch OFF Fuel pump switches OFF (Note1) CAB/UTIL or GALLEY power switch as needed WING ANTI-ICE switch OFF; ENGINE ANTI-ICE switches OFF ELECTRIC HYDRAULIC PUMP switches OFF (Note 2) Air conditioning PACK switches as needed ISOLATION VALVE switch OPEN; Engine BLEED air switches ON APU BLEED air switch ON Anti collision light (N2 below 20%) OFF Exterior lights switches as needed FLIGHT DIRECTOR switches OFF
Call for "SHUTDOWN checklist” GRD power in use
MCP airspeed bug set to minimum Transponder mode selector SBY, set code 0000 Read the SHUTDOWN checklist "SHUTDOWN checklist complete” APU switch as needed
NOTE: 1
If APU is running, leave at least the left forward main pump ON.
2
The B system electric hydraulic pump may be left ON if required in windy conditions.
3
If it is necessary to release the parking brake for brake cooling, the crew must first request that the aircraft is securely chocked at the nose wheel and main wheels.
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BOEING B737 600-900ER
SECURE PROCEDURE Event
Captain
Passengers disembarked and the aircraft is not on handover
Call for "Secure Checklist" Electrical power not required (Note 1)
First Officer
Carry out secure procedure
Call for "Electrical Power Down Supplementary Procedure"
Read the Secure Checklist "Secure Checklist completed" Carry out procedure as instructed
NOTE: 1
Aircraft must not be left with APU running unless attended by a qualified pilot or engineer
GENERAL PROCEDURES MANUAL FLIGHT The autothrottle will not normally be used during manual flight except for takeoff, climb and go-around. The PM will normally make MCP selections on the instructions of the PF, except for heading and altitude changes from ATC clearances and speed selections associated with flap position changes, which should be made by the PM without specific directions.
AUTOMATIC FLIGHT The autopilot will normally cope well with most non-normal configurations, including flight on one engine, provided it is properly trimmed out. Selection of the autopilot is by PF, who will announce the engagement of the appropriate autopilot by stating, "Autopilot A/B to Command". The PF will normally make MCP selections and both pilots will monitor the FMA to ensure that the selected mode is correctly annunciated. It is normal practise that if the autopilot is engaged then the autothrottle should also be engaged, except in the case of flight on one engine. If the autothrottle is unserviceable and the autopilot is engaged, special care must be taken to avoid low speed situations.
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BOEING B737 600-900ER
THRUST SETTING PROCEDURES Except for manual landings, the required thrust will normally be set by the autothrottle. Manual landings will be performed with the autothrottle fully disengaged. MCP thrust (N1) modes will be selected by the PF when in autoflight and by the PM when in manual flight. Thrust (N1) modes that are selectable by pressing a TO/GA switch will be selected by the PF. The PM will monitor that the autothrottle sets the thrust correctly. If the autothrottle is disengaged during autoflight, care must be taken to ensure that accurate speed control is maintained. In this configuration, or during manual flight with the autothrottle disengaged, the PF will either set the required thrust himself or direct the PM to do so using one of the Boeing recommended phrases listed below: • "Set Go-around Thrust" • "Set Max Continuous Thrust" • "Set Climb Thrust" • "Set Cruise Thrust"
REVERSE THRUST / WHEEL BRAKES Reference to the planned reverse thrust and autobrake setting should be made in the approach briefing and should take into account factors such as: • Aircraft weight • Landing distance available • Runway surface conditions • Crosswind • Brake cooling requirements • Local noise restrictions.
REVERSE THRUST The standard thrust setting for landing is second detent reverse. However up to maximum reverse may be used if conditions or circumstances require it.
NAVIGATION AIDS Prior to departure both pilots should identify those navigation aids that are receivable on the ground.Use of the Auto-ident facility, will suffice. In flight the PM will normally select the navigation aids under the direction of the PF. All navigation aid selections will be communicated to the other crewmember so that both pilots are aware of the navigation aids selected and in use. Prior to commencing an approach those navigation aids required for the approach should be identified by both pilots. With the exception of PRNAV procedures; all departures, arrivals and approaches must be monitored in raw data below MSA, irrespective of the AFDS mode use to fly the procedure.
FLAPS GENERAL The PF will call for the required flap setting according to the flap speed schedule and the PM will check that the speed is correct for the required selection, positioning the flap lever as directed and monitor flap and slat movement.
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BOEING B737 600-900ER
FLAP RETRACTION Flaps should not be retracted from 1 to UP during tight departure turns with anti-ice on, to avoid possible nuisance stick shaker activation. Following flap retraction, the speed should not be increased above clean speed until the PM has called "flaps up, no lights".
FLAP EXTENSION When the flap lever is moved, the flap gauge will be monitored for flap movement. The MCP speed should be set to the manoeuvring speed for the selected flap. During automatic flight, the PF will monitor that the required flap selection has been made and select the required speed. During manual flight, the PF will monitor that the required flap selection has been made by PM and the PM (without further direction from the PF) will select the required speed. Further flap extension should not be made until within 10kts of the current flap manoeuvre speed. Using flap as Speedbrakes is ineffective, puts large stresses on the flap tracks and should be avoided. When approach procedures or ATC require a speed other than a flap manoeuvring speed, the nearest flap below the requested speed should be used .The speed should be selected on the MCP and announced as a numerical value by the pilot making the selection, e.g. "speed 160". On selection of the landing flap, setting the final value of the MCP speed setting will be announced as a numerical value by the pilot making the selection, taking account of the reported wind conditions.
FLAP SETTINGS ON THE APPROACH Flap position 2, 10 and 25 are not required in standard profiles.
FMC PROGRAMMING IN FLIGHT In flight the FMC should be programmed by the PM under the direction of the PF, except that during the cruise the PF will normally programme the anticipated arrival routing. During the approach and landing brief the PF should state the intended flap setting for the approach, the PM should then select the flap setting for the landing weight on the Approach Ref page. Confirmation is required from the PF before the PM executes any changes that will alter the aircraft current flight profile (i.e. "Direct To" or alterations to cruising speed etc.). FMC programming is not recommended at low altitude.
SUGGESTED FMC DEFAULT PAGES Phase
PF
PM
Taxi Take-off Climb Cruise Descent & Approach Landing Go-around
Take-off Take-off Climb Progress Descent App Ref Climb
Legs Legs Legs Legs Legs Legs Legs
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BOEING B737 600-900ER
SPEED BRAKES The PF must keep his hand on the speedbrake lever when they are in use, with the exception of other vital actions for brief periods only, such as operation of the MCP panel. For the final approach, the speed brakes will be armed by the Captain when the landing gear is selected down. Ideally the speed brakes are not used in conjunction with flaps, and they must not be used with the flaps beyond "10". The PF will announce speed brakes selection immediately prior to selection by calling "Speedbrake".
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BOEING B737 600-900ER
COMMUNICATIONS - FLIGHT DECK / CABIN CREW COMMUNICATION Event
Cabin Crew
Flight Deck
Following passenger boarding and on completion of the head count.
Purser will report in person to the Captain and confirms: "Total Passengers on Board"
Captain acknowledges report, confirms "Close Doors"
Following emergency demonstration and cabin secure check
On completion of the cabin secure checks prior to take-off the Purser should inform the First Officer that the cabin is secure for take-off by using the interphone system. The Purser will use the words "Cabin Secure for Take-Off". Purser will initiate cabin service
The First Officer will then call "Cabin Secure for Take-Off" ensuring that the Captain acknowledges this action and call. The Captain will acknowledge this action and call by calling "Check".
At the discretion of the Commander and when the flaps are up. Passing FL100 in the climb Descending through FL100 or 10 min to
Following cabin secure check
On completion of the Cabin Secure checks prior to landing, the Purser will communicate with the PM by using the service interphone and confirm that the cabin is secure. The Purser will use the words "Cabin secure for landing"
PM cycles the fasten belts switch to OFF and back to ON. PF instructs the PM to switch the Fasten Belts sign to 'Auto' if flight conditions permit. PM announces "Cabin Crew, prepare the Cabin for Landing" on the PA and selects the FASTEN BELTS sign to 'ON' The PM will communicate with the Purser by using the service interphone and acknowledge that the cabin is secure. The PM will call "Cabin secure for landing" ensuring that the PF acknowledges this call. The PF will acknowledge this action and call by calling "Check".
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BOEING B737 600-900ER
BRIEFINGS – GENERAL PILOT IN-FLIGHT BRIEFINGS Briefings are summaries and although they need to cover a minimum number of topics they should be as concise and relevant as possible. They should also be structured and follow a logical format. The checklists in the following section detail the items that should be covered in each briefing. Crews should conduct all briefings in an interactive style to increase the participation and check the understanding of the PM. Under certain circumstances a reduced "Standard Brief" may be considered to be more appropriate than the "Normal Full Brief" as described in this section. The Commander may indicate that a "Standard Brief" would be considered appropriate for that particular occasion. A Standard Brief should include a quick cross check of all navigational aids, courses, associated mimima and performance considerations. Examples of when a Standard Brief would be appropriate are when the weather conditions are favourable and a crew have already operated into that particular airfield on that day, or when the weather conditions are favourable and the crew are operating from or into their home base, other than the first sector of the day. The following section detail the items that should be considered for inclusion in each briefing.
BRIEFING FROM THE GLASS Accurate programming of the FMC is important to ensure that departure and arrival routings are flown correctly. For P-RNAV routes, even greater reliance is placed upon the FMC and any errors in the FMC database programme must be detected before the procedure is commenced. To help ensure that any FMC errors, no matter how small, will be detected at the briefing stage the technique of ‘briefing from the glass’ has been adopted. The PF will prepare the FMC as accurately as possible, including when appropriate as much detail as possible on the ‘Descent Forecast’ page. As a part of his preparation, the PF will cross-refer between the FMC and Jeppesen chart remembering that RNAV procedures selected from the database must not be altered in anyway whilst NON-RNAV procedures may be fine-tuned if required.
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BOEING B737 600-900ER
DEPARTURE When the PF is ready to brief the departure, after the initial check of clocks, taxi out, emergencies etc, he/she should, as usual, commence with a cross-check of the relevant charts and dates, followed by general items such as Transition Altitude, MSAs, Notes, Noise Abatement Procedure etc. The PF should then brief the PM by reading the programmed route from the CDU without recourse to his paper Jeppesen chart thus ensuring that any errors in the FMC are detected by the PM who must be extremely critical of even the smallest anomaly. The suggested way to brief is: • PF sets his ND to PLAN on the EFIS control panel and CDU to RTE page 2. • Confirm the SID programmed is correct. • Change the CDU to RTE LEGS page 1, read the track and distance to the first waypoint, name it, together with any BOLD FONT speed and/or altitude constraints. Note whether the waypoint is a flyover or fly-by by looking at the magenta route on the ND (this can only be achieved after entry of the ZFW). • Use the STEP function to move the map centre label to the next waypoint and again read the track, distance, name etc and continue for each waypoint until the end of the SID has been reached. • Now review the Nav Aid set-up to support the departure, if required and to cater for FMC failure or Special Engine Out Procedure. It is most likely that great circle tracks may differ by the odd degree here or there between the FMC and the Jeppesen chart and also that distances may be slightly different as turns will have been created rather than straight lines between waypoints as depicted on the charts or in the FMC prior to ZFW entry. Any gross errors should be investigated. Be extremely critical of FL versus Altitude constraints and change the PERF INIT Transition Altitude or DESC FORECASTS Transition Level accordingly to ensure the FMC agrees with the chart. ARRIVAL The PF will identify the STAR and Approach Procedure charts then, as for the departure, the PF will cross-check dates, and then cover MSAs, MFAs, Notes, Clearance Limit etc. The PF will then brief the lateral and vertical profile from the CDU without recourse to the paper chart while the PM cross-checks against the paper chart. Once again, the suggested format is: • The PF sets his ND to PLAN and CDU to RTE page 2 to confirm the programmed arrival, approach and runway in use. The PM retains MAP to monitor the actual aircraft position. • The PF selects RTE LEGS and covers the vertical and horizontal profile in the same manner as for departure, using the STEP key to scroll through each waypoint highlighting track, distance, BOLD FONT altitude and/or speed constraints and any fly-over waypoints. • Stop at the Clearance Limit and review the nav-aids for the hold if applicable.
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BOEING B737 600-900ER
APPROACH and GO-AROUND • Now brief the approach and go-around. • The PF will use the paper chart to “top and tail” i.e. read the briefing strip, together with any notes (“top”), followed by RVR requirements, PAPIs, Approach Lights etc (“tail”) finally confirm that the navaids are set up including any re-tune requirements during the go-around and that the minimums are bugged. • Resume “briefing from the glass,” especially if an overlay or RNAV approach is to be flown or a LNAV go-around is to be used. • Confirm when the MCP Missed Approach Altitude will be set. • For a FMC controlled approach confirm that the following appear on the Legs page: – Runway related fix (RWxxx, MDxxx or MAxxx). – Altitude at the fix (TDZE plus TCH or MDA or an altitude at the MAP which would ensure a normal TCH and may be below MDA). – Approach speed at the fix (Vref plus wind correction). – A vertical angle (GPx.xx) between each waypoint after the Final Approach Course Fix (defined by the letter C). “Briefing from the Glass” should be the normal technique practiced for all departures and arrivals as this will ensure that any errors in the FMC lateral or vertical profile will be detected at the briefing stage. Use of this technique will take a little longer than previous practice and crews should ensure they brief sufficiently early to avoid being rushed by an early descent for example. The tendency will always be for pilots to try to mix briefing from the glass with looking at the paper. Try to be disciplined here. If you are unsure of a waypoint, describe it to the PM in terms of distance/track from the previous waypoint with any associated restrictions. As we gain familiarity with the technique, we will become more comfortable with the procedure and briefing times will reduce. *PF may decide to delegate the task of setting up the FMC to the PM as he/she thinks fit. When PF then briefs from the glass, this serves as a very good crosscheck that all has been entered correctly. Pilots should be encouraged to develop a high standard of workload management while performing these tasks. Try to keep the briefs interactive.
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BOEING B737 600-900ER
BRIEFING - TAKE-OFF • Flaps, Runway and Thrust • Runway surface conditions and crosswind • Anti-ice and any other non-standard configuration requirements • Airport restrictions and obstructions • Standard instrument departure, routing and altitude restrictions • Intended method of navigation e.g. LNAV, HDG SEL • Radio aid selection and course selector settings • MSA and terrain clearance • Expected Taxi Route Example: “This will be a right seat takeoff Runway 26L Flaps 5, Bleeds on, Anti-ice off, Wet/Dry figures. Before 80kts we will stop for any failure. Above 80 kts only for: Any fire, engine malfunction, anything that rends the aircraft unsafe to fly and the predictive windshear warning. If you call stop; I expect you to: Close the thrust levers simultaneously disengage the autothrottle, manually raise the speedbrake lever and apply maximum reverse thrust. I will monitor your actions and call speedbrake up or not up, monitor the autobrake system and call autobrake disarm if the light should illuminate, call 60kts, inform ATC and select flaps 40. When the aircraft comes to a stop you will close the reversers, stow the speedbrake and set the parking brake. If nothing happens up to V1 there will be no actions below 400’ AGL, except to raise the landing gear with a positive rate of climb and cancel the fire warning . At 400’ AGL, and when the aircraft is under control, I will call HDG select, identify. You will then complete the recall items if any. At acceleration altitude, I will call “FLAPS UP SPEED” and retract the flaps on schedule. When the flaps are up, select LVL CHG and MCT and climb to MSA.”
EMERGENCY BRIEFING In addition to the items listed above, a full emergency briefing will be conducted prior to the crew's first sector of the day comprising the following items: • RTO procedure • The actions following an engine malfunction at or after V1 • Special Procedures • Intentions for returning to land, including the nomination of a take-off alternate within one hour single engine flying time (315 nm in still air) when the departure airport is below landing limits: The term "standard emergency brief" may be substituted for subsequent sectors but Special Procedures and intentions for returning to land should still be noted for each departure.
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SOP PROFILES - NORMAL PROCEDURES INTRODUCTION • The following slides show the sequence of events during various stages of flight. In particular they cover takeoff, various types of approach and the missed approach. • They are designed to be used as a training aid for new pilots and as a point of reference for revision of procedures and techniques for existing pilots. • The profiles do not contain all of the standard operating procedures. It is therefore essential that they are used in conjunction with the appropriate amplified procedures contained in Operations Manual Part B and the Boeing FCOM Volume 1. • The amplified procedures mentioned above will be the authoritative source in the event of any conflict with procedures detailed in these profiles.
FMC U10.7 and Earlier STANDARD TAKE OFF FLAP 5
Flaps & LED up PM “Flaps Up no lights” PF “Level CHG” or “VNAV” PF “After take-off checklist”
At 1000 ft AGL or minimum flap retraction altitude PF “Climb Thrust, Flap Up Speed”
Cleared for take-off PF Advance thrust levers to 40% N1. PF Press TOGA, “Set T/O thrust”. PM Verify correct N1% PM “Thrust set” 400ft RAD. ALT PF “HDG SEL” or “LNAV” PF “AP A/B to CMD”
Flap 1 manoeuvring speed accelerating PF ”Flaps Up”
800ft RAD 80 kts PM ”80 kts” PF Verify IAS PF “Check”
V2 +15 and accelerating PF “Flap 1”
Positive Rate PM “Positive rate” PF “gear Up”
N1 V1 / Rotate PM “V1” PM “Rotate”
LNAV
MCP/SPD
CMD ARM
LNAV
MCP/SPD
CMD
TRH/HLD N1
LNAV
LNAV
TO/GA
TO/GA FD
FD
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TYPICAL ATC SPEED CONTROLLED ILS –SINGLE CHANNEL Flaps 1 manoeuvring speed PF “Flap 5”
When cleared for Appr. PF “Arm/Arming approach”
Flaps UP manoeuvring speed PF “Flap 1”
OM PM "OM _ft" PF “checked” GS captured PM “GS captured” PF “Set GA ALT” PF “Gear down, Flaps 15”
GS alive PM “GS alive”
LOC captured PM “LOC captured” PF “Set RWY HDG”
1000 ft AGL PF “Stabilized or Not stable Go-Around” PM “Checked”
500 ft AGL PM “500” PF “checked”
MCP SPD
VOR LOC
Established on approach PF “Flaps 30” PF “Landing checklist”
ALT HLD GS
Minimums PM “minimums” PF “continue or Go-around”
SINGLE CH
MCP SPD
HDG SEL VOR LOC CMD
ALT HLD GS
MCP SPD
VOR LOC
GS
SINGLE CH
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VNAV APPROACH
Flaps 1 manoeuvring speed PF “Flap 5”
Note: If VNAV is not available try entering present altitude as cruise altitude, if unsuccessful use V/S. When intercepting the FAC from a heading, extend the centre-line in the FMC from a point which is ahead of (nearer to the runway) the anticipated FAC intercept point eg the outer marker.
Flaps UP manoeuvring speed PF “Flaps 1” Note: Minimums equals MDA +50ft. Pilots should fly a nominal 3 degree glide-path, and not plan to fly level at MDA. If no visual contact at MDA, a Go Around should be initiated immediately
Intercept HDG LNAV or other roll mode AT FAF PF “Flaps 30/40” PF “Landing checklist” Monitor VNAV Latest 2.0 nm from FAF PF “gear down flaps 15” PF Arm Speedbrakes PF Select or Verify VNAV PTH
300 ft below GA ALT PF Set GA ALT
At 500 ft AGL PM “500 ft” PF “checked”
When established in LNAV and ALTHLD or in VNAV PF set MCP ALT to nearest 100 ft above Minimum PF select VNAV (check VNAV PTH)
MCP SPD
HDG SEL LNAV CMD
When visual but latest at MDA-50ft PF “Manual THR, AP Off” PF “recycle FD’s”
ALT HLD
FMC SPD
Or
LNAV CMD
FMC SPD
LNAV
VNAV PTH
Note: Disconnect A/P and A/T no later than MDA-50ft
VNAV PTH
CMD
Page 39
CIRCLING APPROACH (no Prescribed Tracks)
Start level base turn (see note) PF “Flaps 30/40, LDG checklist” Single engine PF “gear down Flaps 15”
Abeam threshold: time 3secs/100ft AAL +/- wind correction
Timing expired, turn downwind Latest 2 nm to FAF PF “ gear down flaps15” Single engine PF “Flaps 10” (gear up) Start turn min of 0.5 nm from threshold; turn 45 deg. left/right time app. 45 sec from start of turn
When level at Circling Minima in ALT HOLD Mode, set missed approach altitude in MCP.
MDA -50 ft Disengage AP PF “manual THR, AP off” PF “recycle FD’s”
ALT HLD PF Set GA ALT 45°
The circling MDA should be maintained until the normal descent path to landing can be achieved. At some airports it may be necessary to start the descent downwind.
MCP SPD
HDG SEL
ALT HLD VS
At MDA PM “minimums” PF “maintain”
When established in LNAV or VOR LOC and ALTHLD or in VNAV PF set MCP ALT to nearest 100 ft above MDA PF select VNAV (check VNAV PTH) or VS arm
FMC SPD
LNAV
VNAV PTH
CMD OR
CMD FMC SPD
LNAV
VS
CMD OR MCP SPD
Page 40
VOR LOC CMD
VS
VISUAL CIRCUIT
Before turning Base PF “gear down, Flaps 15” Abeam the landing threshold Start timing 45 secs. minus 1 sec. per 2kts tailwind
Start descending base turn ROD 2-300 FPM
Entering downwind Flaps 5
1500 ft
Intercepting visual G/S PF “ Flaps (30/40), Landing checklist” - R.O.D. 600/800 FPM Final 700 ft to 500 ft AGL Stabilized wings level
2 nm
Page 41
SINGLE CHANNEL TWO ENGINE GO-AROUND
N1
LNAV
MCP SPD
NOTE 1: Check TOGA 1 thrust or TOGA 2 if Reqd. 2nd Selection with give Full G/A Thrust.
NOTE 2: Default roll mode when A/P is engaged is HDG SEL. LNAV only used if NAV route in FMC & cross-checked Raw data must be monitored
CMD OR N1
HDG SEL
MCP SPD
Flap 1 manoeuvring speed PF “Flaps up”
CMD
Above 400 ft RA, engage autothrottle and autopilot. Select LNAV if required (Note 2)
Flap 5 manoeuvring speed PF “Flaps 1”
Decision to go-around press either TOGA switch PF „go around, Flaps 15“ PM „positive rate“ PF „Gear up“
Flaps up & LED s up PM “Flaps up no lights” PF “LVL CHG or VNAV” PF “ After T/O Checklist” 1000 ft AGL PF........“Flap 5” Retract flaps on schedule
Caution: From a single channel approach selecting TOGA will cause autopilot disconnect.
GA
Caution: If ALT Acquire occurs during the acceleration phase, MCP window will show speed at altitude acquire. Clean speed must be reset into MCP speed window.
TO GA FD
Page 42
NON – PRECISION APPROACH - VS Note 1: Lateral mode may be HDG SEL, VOR/LOC or LNAV (Overlay) – Raw data must be monitored. Flaps UP manoeuvring speed PF ”Flap 1”
Note 2: Approx. ground speed divided by 2 multiplied by10 or GS multiplied by 5
Flaps 1 manoeuvring speed PF ”Flaps 5”
Note 3: PM monitors descent rate/speed and tracking to touchdown. Note 4: PF sets G/A ALT on MCP at platform -300 ft or G/A ALT -300 ft if lower than platform. AT FAF PF “Flaps 30/40” PF “Landing checklist”
Intercept HDG LNAV or other roll mode Latest 2.0 nm from FAF PF “gear down flaps 15” PF Arm Speedbrakes PF Select or Verify VS armed
When established in LNAV and ALTHLD PF set MCP ALT to nearest 100 ft above Minimum PF Check VS is armed in ALT HLD on FMA
MCP SPD
VOR LOC
ALT HLD VS
Note 5: If flying an SRA approach, crew should use HDG SEL and V/S mode and obey headings given by ATC.
During descent: PF adjust V/S to stay on profile PM advise altitude versus distance PF sets G/A ALT (See Notes 3 and 4)
At 500 ft AGL PM “500 ft” PF “checked”
0,5 nm before FAF Select V/S approx. 750 FPM down (see note 2)
When visual but latest at MDA -50ft PF “Manual THR, AP Off” PF “recycle FD’s”
MCP SPD
VOR LOC
VS
CMD CMD Or
Note: Disconnect A/P and A/T no later than MDA-50ft
Or FMC SPD
LNAV CMD
ALT HLD VS
MCP SPD
LNAV CMD
VS
Note 6: Minimums equals MDA +50ft. Pilots should fly a nominal 3 degree glide-path, and not plan to fly level at MDA. If no visual contact at MDA, a Go Around should be initiated immediately
Page 43
NOTES
Page 44
TRAINING MANUAL Page 45 BOEING B737 600-900ER
ABNORMAL & EMERGENCY PROCEDURES GENERAL This section is intended to give the trained crew some additional thoughts and guide-lines in the event of a non-normal situation. In the event of a non-normal situation the Boeing Quick Reference Handbook (QRH) Non-normal checklists are used and a copy is available at each pilot station. Your first action should always be to perform the necessary recall items followed by the QRH Non-Normal Checklist. Further guidance may be found in the FCTM. Information regarding pilot incapacitation and other cabin crew emergency procedures can be found in the FCTM. Pilots must be familiar with the relevant emergency procedures contained therein. Flight Crew should use the DODAR process to assess both the causes of a non-normal situation and the required further action. • D – Diagnose • O – Options • D – Decide • A - Assign tasks and Action • R - Review decision
RAPID DE-PRESSURISATION In the case of a rapid de-pressurisation, both pilots will immediately don their oxygen masks and the Captain shall become the PF. The Captain as PF will then call for the recall actions and the F/O will attempt to regain control of the cabin pressure.
RAPID DESCENT / EMERGENCY DESCENT If an emergency descent is required for any reason the Captain will be the PF and will announce “Emergency Descent”. Whenever possible, the Captain will accomplish this procedure in LVL CHG and with an autopilot in command.
PRESSURISATION SYSTEM MANUAL OPERATION If the cabin pressure has to be controlled with the MAN system, it is recommended that the Captain should be the PF.
TRAINING MANUAL Page 46 BOEING B737 600-900ER
LOSS OF THRUST ON BOTH ENGINES (AT ALTITUDE) Refer to FCTM chapter 8 for guidance. Possible causes for this condition are volcanic ash, severe turbulence or a jet upset, inadequate fuel supply or ice accretion, and the possible consequences include: • Loss of pressurisation (not rapid) • Manual reversion (if both N2 very low and the APU is not on line).
The PF will initially maintain the previous cruise IAS while descending. The PM will perform the recall actions in a positive manner taking advantage of any remaining N2 rotation. If a cabin altitude warning should occur both pilots must immediately don their oxygen masks and then continue the ‘Loss of Thrust on Both Engines’ non-normal checklist.
LOSS OF BOTH ENGINE DRIVEN GENERATORS Refer to FCTM chapter 8 for guidance. The possible consequences of this situation thrust deterioration/engine flameout at high altitude. The APU should not be put on line by recall (even if already started), but according to the QRH. If APU does not start, at high altitude, try again only at lower altitude. Note: As electrical power will be interrupted only the Captains PFD and ND will be functional and so the Caption would become the Pilot flying.
REJECTED TAKE-OFF The Captain will decide whether to reject the take-off, or continue. He will announce his intention by using the word “STOP” or "CONTINUE" as appropriate. During the deceleration, the Right Seat Pilot will automatically select flaps 40. The Right Seat Pilot verifies SPEED BRAKE LEVER UP and calls out “SPEED BRAKES UP”. If SPEED BRAKE LEVER is not UP, the Right Seat Pilot calls “SPEED BRAKES NOT UP”. If rejecting due to fire/smoke, consider positioning the aircraft so the fire/smoke is on the downwind side. When the RTO is complete, the Captain will decide upon the further course of action and call for any further actions that may be required.
VOLCANIC ASH The possible presence of volcanic ash may be contained in the NOTAM briefing. The actual presence of volcanic ash may be recognised by smell and possibly erratic engine indications, which in serious cases may result in a flameout. In the event that volcanic ash is encountered, the best course of action to exit the ash cloud is usually to turn 180 degrees and descend (reducing thrust helps to increase the stall margin within the engine). Pilots should be aware that if an engine flameout occurs in these circumstances, several attempts may be necessary to restart the engine. The Commander may consider not starting the APU until the aircraft has left the cloud of volcanic ash. An encounter with volcanic ash may turn the windscreens opaque, in which case an autoland would be very desirable.
TRAINING MANUAL Page 47 BOEING B737 600-900ER
ENGINE FAILURE ON TAKE-OFF The procedure to be followed in the event of a serious engine malfunction at or after V1 is to continue the take-off and follow the Engine Out Procedure. Inform ATC and an emergency must be declared (Distress call or Urgency call, as appropriate). In the event of an Engine Fire, Severe Damage or Separation, it is recommended to initially declare a MAYDAY. If subsequently the situation dictates, this may be downgraded to a PAN. Noise abatement procedures are abandoned in the event of any serious emergency on departure. There may be occasions where the commander considers departure from the Engine Out to be a more favourable choice e.g. continuing with an instrument departure procedure after the first turn of the procedure has been commenced. The commander should only consider this option when below MSA if the aircraft is under control and if he is satisfied that terrain and obstacles will be avoided. Whilst in asymmetric flight, acceleration for flap retraction should normally take place when the aircraft is flying on a steady heading. If the acceleration altitude is reached during an Engine Out Procedure turn the turn should be completed before acceleration is commenced. The “acceleration altitude” will be 1,000 feet aal unless a higher height is specified in the RTOW tables. Any required recall actions will only be initiated when above 400 feet aal and when the flight path is under control. If an engine failure occurs during the enroute climb phase and continued flight along the planned route may take the aircraft below MSA, the preferred course of action is to turn the shortest way, taking into account the terrain towards the nearest suitable holding pattern and climb to MSA.
ENGINE FAILURE IN THE CRUISE The primary task is aircraft control and this is best achieved with use of the autopilot, and initially maximum cruise thrust should be set whilst co-ordinating rudder inputs. The PF will call for any necessary recall drill at an appropriate time. An emergency should be declared as a descent will be necessary from high altitude. The PM will extract engine data from the FMC and the PF will initiate the descent using LVL CHG. When flight path control is assured the PF will call for the appropriate non-normal checklist. Engine failure during flight When an aeroplane in flight has an identified engine problem or non normal condition which precludes the application of go-around power, consideration should be given to configuring for an engine inoperative approach and landing. Engine inoperative procedures should be briefed for the approach, landing and go around, if applicable. Engines should only be shut down in flight when required by the QRH.
TRAINING MANUAL Page 48 BOEING B737 600-900ER
LANDING AT THE NEAREST SUITABLE AIRPORT When the QRH specifies that a landing at the nearest suitable airport is required, the Captain must divert to the nearest airport where a safe landing can be made. In addition, the Commander may elect to land at the nearest suitable airport in other circumstances such as when an on board fire is detected and cannot be contained, or the ability of the aircraft to remain in controlled flight is in doubt. Inevitably there will be other situations that cannot be envisaged when an immediate landing appears to the Commander to be the correct course of action. The selection of an airport for landing in these circumstances will be based upon factors such as weather reports, LDA and runway condition, approach aids, availability of rescue and fire services. The choice of the nearest suitable airport should not be influenced by consideration of passenger ground handling or convenient technical support. Flight crew can expect ATC to assist with the diversion but only after a formal emergency has been declared and the Commanders intentions made known. Procedures should not be rushed to the extent that the situation is exacerbated from causes not directly related to the emergency. The key factor to be borne in mind when an immediate landing seems necessary is to prioritise requirements dictated by the situation and to avoid wasting time carrying out non-essential tasks. The aim is to get the aircraft on the ground safely and without delay.
ENGINE FAILURE ON APPROACH Refer to FCTM chapter 5 for guidance. In the event of an engine failure on short finals whilst visual with the runway, the Captain may elect to continue the approach with the existing flap position. In making this decision consideration must be given to all relevant factors including aircraft weight, altitude and headwind component. QRH recall actions other than silencing audio warnings, should not be commenced below 500ft RA.
DECLARING AN EMERGENCY The Captain will initiate the declaration of an emergency. Having decided to make an emergency call, the decision whether to declare a state of urgency (PAN PAN) or distress (MAYDAY) is also with the Captain. As a general guide, if the successful outcome of the situation is in jeopardy then a distress call would be appropriate. For other situations an urgency call would suffice as this should ensure priority over other traffic and that airport emergency services are on standby; a distress call should also place emergency services from the Surrounding area on standby.
PASSENGER EVACUATION If a decision to evacuate is made by the Commander, QRH check list will be initiated and carry out by each crew in their respective area of responsibility. The Left hand seat pilot is responsible for the Parking Brake, Speedbrake Lever, Start Levers and to advise the cabin to evacuate while the right hand seat pilot is reading the Evacuation Checklist and handling all other items.
TRAINING MANUAL Page 49 BOEING B737 600-900ER
RELIGHTING A FAILED ENGINE An engine relight must not be attempted if the engine failed or was shut down as a result of any fire, overheat or severe damage condition. The decision whether to attempt to relight a failed engine in any other circumstance is one that can only be made after taking into account all factors pertaining at the time. Factors to consider would include the position of the aircraft in relation to the nearest suitable airport, weather and the likely time to touchdown. If the weather is good and the relight attempt is likely to delay approach, continuing for a single engine landing may be preferable to a delayed approach, especially when the possible success of the relight attempt cannot be assessed. Modern jet engine failures are rare and in the unlikely event of a pure flameout situation, the possibility of fuel contamination would have to be taken into account. In poor weather conditions, especially if faced with a long transit to a suitable airport, attempting a relight might be a more favourable choice.
COMMUNICATIONS - EMERGENCY SITUATIONS PA Communications - Emergency Situations Situation The Purser is required on the interphone urgently. For pre-planned emergency procedures and NITS brief The Purser is required on the flight deck urgently. For pre-planned emergency procedures and NITS brief During ground operation at any time when an emergency evacuation may be required. Where severe turbulence is either encountered or expected and insufficient time is available for normal procedures. Following a PA of "Attention crew! At stations", the potential for an emergency evacuation no longer exists. Slow decompression
Passing 2000ft in the descent for a planned emergency landing. At 500ft in the descent for a planned emergency landing. An unplanned emergency landing is imminent An Emergency Evacuation is required
Public Address "Purser to the Interphone" "Purser to the Flight Deck" "Attention. Crew at station." "Cabin Crew and passengers be seated immediately" "Cabin Crew Normal Operations"
"Cabin crew return to stations. We are commencing a descent. Return to your seats and fasten your seat belts" "Cabin Crew take up Landing Positions" "Brace, Brace" "Attention Crew Brace, Brace" "Evacuate, Evacuate"
TRAINING MANUAL BOEING B737 600-900ER
Page 50
GO-AROUND All Go-around’s must be carried out promptly to ensure minimum loss of height. This is particularly important whenever: • the required visual reference for landing has not been achieved or, • the Go-around is carried out from the DA/H or below 200ft AAL, whichever
is higher. • Following a ground proximity warning at night or if it is believed to be
genuine during day light conditions. • The speed over the threshold exceeds Vref+20kts during a landing on a
runway which is performance limiting in the prevailing conditions, the a Go around must be carried out. If, in marginal weather conditions, two Go-around’s have been carried out at an airport, consideration should be given to diverting or holding until an improvement in the weather occurs. The decision to attempt a third approach immediately should not normally be made unless a significant improvement in the weather has been reported or observed from the flight deck. The options of diverting or holding will be affected by fuel considerations and by forecast weather conditions at the destination and at the alternate. Commanders should make use of the P.A at appropriate times to give reassurance to passengers.
TRAINING MANUAL Page 51 BOEING B737 600-900ER
WINDSHEAR GO-AROUND On aircraft fitted with aural windshear warning systems, if a GPWS “Windshear” warning is received, a windshear Go-around must be carried out. Exceptionally, in conditions of extreme turbulence associated with strong winds and not Cb or frontal activity, a warning may be treated as advisory provided that this warning has been anticipated, briefed for in the approach briefing and an appropriate allowance made. In the event of a Go-around the call “windshear Goaround” will be used to indicate to the other crew member that a positive rate of climb would be maintained at the expense of airspeed, even to the point of stick shake. If a subsequent approach is thought prudent, then conditions should be carefully evaluated and appropriate compensation made, e.g. higher airspeed, in accordance with operating procedures. If, on the subsequent approach, another warning is received and believed to be genuine, then a Goaround should be made and diversion considered.
NON-NORMAL FLAP If a non-normal flap problem has been encountered, crews should avoid moving the flaps until after the QRH has been actioned to reduce the risk of subsequent damage or failure. Crews should also avoid raising the flaps after landing when taxiing to the apron to allow the engineers to inspect the problem.
SOP PROFILES - NON-NORMAL PROCEDURES INTRODUCTION • The following slides show the sequence of events during various stages of flight in non-normal
situations. • They are designed to be used as a training aid for new pilots and as a point of reference for
revision of procedures and techniques for existing pilots. • The profiles do not contain all of the operating procedures required. It is therefore essential that
they are used in conjunction with the appropriate procedures contained in the Boeing FCOM and QRH. • The written procedures mentioned above will be the authoritative source in the event of any
conflict with procedures detailed in these profiles.
ENGINE MALFUNCTION AFTER V1 Note 4: After the “Flaps Up / No Light” call, ensure the Autothrottle is disengaged before selecting LVL CHG & MCT.
Note 1: The PM will call “Engine Malfunction” when first observed without identifying the engine or the nature of the failure. Note 2: If a special procedure (emergency turn) is specified, follow as published. If a turn is required at a speed below V2 + 15kts, the PF will call “Bank angle 15, Hdg N” Note 3: No action, other than monitoring until a minimum of 400’ RA. Above 400’ RA, and when crew workload permits, PF asks the PM to “Identify”. The PM then states the failure indications. Crew agree failure and course of action. At the direction of the PF, both crew members systematically and without delay accomplish all recall items. Note: If recall items are required, PF initiates them by disconnecting Auto throttle and closing Thrust Lever - monitored/confirmed by PM, remaining recall items by PM, monitored/confirmed by PF. At Flaps retraction alt. PF “Flap Up Speed”
When Flaps are up PM “Flaps Up,No Lights“ PF “LVL CHG, set MCT” (AP B to CMD)
Note 2 Accelerating PF “Flaps one“ PF “Flaps up“
Positive rate of climb PM “Positive rate“ PF “Gear up“
EVENT Engine Malfunction! (Note 1)
At VR rotate at 2.0-2,5 deg/sec to Take Off pitch attitude (12,5°)
With Flaps up @ Clean Speed and A/P engaged (if applicable) PF “QRH?.Checklist” PM ““-----checklist completed” PF “After T/O checklist” PF “After T/O checklist completed”
At 400 ft AGL PF „HDG SEL, identify“ PM identifies the malfunction
HDG SEL
MCP SPD
CMD
HDG SEL
TOGA
FD N1
TOGA FD
Page 52
CABIN ALTITUDE WARNING HORN OR RAPID DEPRESSURISATION
CABIN ALTITUDE WARNING HORN OR RAPID DEPRESSURISATION PF / Captain
PM / First Officer
Oxygen Masks and Regulators?ON,100% Crew Communications????..Establish (Note1 and 2)
PF / Captain
PM / First Officer
Maintain, or take control of the aircraft
Attempt control of pressurisation with QRH Recall drill: Pressurisation Mode selector? MAN Outflow Valve switch????CLOSE Passenger signs???????..ON If cabin altitude is uncontrollable Announce: “Emergency Passenger Oxygen switch???.ON Descent” Carry out Emergency Descent Recall Actions
Note 1 Use Flight Interphone - (SPKR switch ON, ACP MASK-BOOM switch to MASK). Headsets may also be used Note 2 Although a PA may be required, be aware of the audio quality and effect on the pax when making a PA with an oxygen mask on Note 3 This procedure assumes both Captain and F/O are on the flight deck. If only one crew member is present, the full procedure can be accomplished from either left or right hand seat, but controlling the pressurisation from the left is difficult Note 4 If a slow depressurisation occurs and the cabin altitude is expected to reach 10’000 feet either pilot should call out “Cabin altitude Warning, take action”. If the cabin altitude warning sounds this call out can be omitted.
Page 53
EMERGENCY DESCENT
PF/ Captain
PM/ First Officer
Maintain, or take control of the aircraft (Note 1) Call “Emergency Descent” Both pilots carry out Emergency Descent Recall items in their respective area of responsibility (Note 2) Declare emergency (Mayday) MCP altitude – Select lower Fasten Belts signs???..ON Altitude Engine Start switches?CONT
PF/ Captain Select LVL CHG THRUST LEVERS???? CLOSE SPEED BRAKE.?FLIGHT DETENT MCP speed selector??MMO/VMO (Note 3) Adjust HDG if required Set MCP altitude window to 10,000ft or MSA if higher Call for QRH checklist
PF/ Captain At 2000ft to level - reduce speed At 1000ft to level - lower SPEED BRAKE lever Note 1: The Cockpit4u preferred method is to keep the A/P & AT engaged
Note 2: Although a PA is required, be aware of the audio Quality and effect on the pax when making a PA with an oxygen mask on
Note 3: Maintain speed just below MMO/VMO throughout the descent unless structural integrity is in doubt, in which case maintain or decrease present speed
Note 4: Consideration should be given to cabin state, fuel
PF/ Captain
PM/ First Officer Squawk 7700, if required by ATC Check QNH/MSA
Read and action QRH checklist
PM/ First Officer Call 2000ft and 1000ft to level
PM/ First Officer
Verify A/P A/T engaged and reduce ENGINE START switches?As speed as required needed If cabin altitude is 10,000ft or less - Remove oxygen masks If cabin altitude is above 10,000ft -Crew Oxygen Regulators?NORMAL Select new CRZ alt & VNAV LRC Obtain revised ATC clearance Re-establish PF/PM as required Determine new course of action (Note 4)
remaining, airfield availability, weather, oxygen requirements etc.
Page 54
ENGINE FAILURE IN THE CRUISE ON RECOGNITION OF ENGINE FAILURE THE PRIMARY TASK IS AIRCRAFT CONTROL WITH CORRECT APPLICATION OF RUDDER AND AILERON (IF NEEDED)
PF Re-engage A/P if applicable, ensure Rudder in Trim
PM Advise ATC (Mayday/ PAN Call) Descending FMC/CDU Action
PF 1. Disengage Autothrottle
PM FMC/CDU ACTIONS
2. Set bug thrust (cruise)
1. Select CRZ page C.D.U.
3. Select lower MCP altitude
2. Line select “ENG OUT”
4. Select LVL CHG, ENG OUT speed
3. Line select L or R ENG
5. Call: “Identify The Failure”
4. Set Target N1 on live ENG
6. Crew agrees failure and consequent actions
5. Select Target speed 6. MCP ALT re-select (ATC/MSA)
At the direction of the PF, both crew members systematically and without delay accomplish all recall items
DEVELOP A PLAN Terrain Driftdown (required by MSA)
If appropriate, accelerate to normal descent (Idle Thrust)
If required, accelerate to long-range cruise (1 Eng Out)
Page 55
SINGLE ENGINE ILS APPROACH Flaps 1 manoeuvring speed PF “Flap 5”
When cleared for Appr. PF “Arm/Arming approach”
Flaps UP manoeuvring speed PF “Flap 1”
GS captured PM “GS captured” PF “Set GA ALT” PF “Gear down, Flaps 15, One Engine Inoperative landing checklist“
GS alive PM “GS alive”
OM PM "OM _ft" PF “checked”
1000 ft AGL PF “Stabilized or Not stable Go-Around” PM “Checked”
500 ft AGL PM “500” PF “checked”
LOC captured PM “LOC captured” PF “Set RWY HDG”
Minimums PM “minimums” PF “continue or Go-around”
VOR LOC
ALT HLD GS
SINGLE CH VOR LOC
GS
SINGLE CH
HDG SEL VOR LOC CMD
ALT HLD GS
Page 56
SINGLE ENGINE NON-PRECISION APPROACH – V/S Note 1: Lateral mode may be HDG SEL, VOR/LOC or LNAV (Overlay) – Raw data must be monitored. Note 2: : Approx. ground speed divided by 2 multiplied by10 or GS multiplied by 5
Flaps UP manoeuvring speed PF ”Flap 1”
Note 3: PM monitors descent rate/speed and tracking to touchdown.
Flaps 1 manoeuvring speed PF ”Flaps 5”
Note 4: PF sets G/A ALT on MCP at platform -300 ft or G/A ALT -300 ft if lower than platform. AT FAF PF “Gear down Flaps 15, one engine inoperative landing checklist” PM “one engine inop. Landing checklist completed”
Intercept HDG LNAV or other roll mode
0,5 nm before FAF Select V/S approx. 750 FPM down (see note 2)
Note 5: If flying an SRA approach, crew should use HDG SEL and V/S mode and obey headings given by ATC. Note 6: Minimums equals MDA +50ft. Pilots should fly a nominal 3 degree glide-path, and not plan to fly level at MDA. If no visual contact at MDA, a Go Around should be initiated immediately
During descent: PF adjust V/S to stay on profile PM advise altitude versus distance PF sets G/A ALT (See Notes 3 and 4) At 500 ft AGL PM “500 ft” PF “checked”
When established in LNAV and ALTHLD PF set MCP ALT to nearest 100 ft above Minimum PF Check VS is armed in ALT HLD on FMA
VOR LOC
ALT HLD VS
When visual but latest at MDA-50ft PF “Manual THR, AP Off” PF “recycle FD’s”
VOR LOC
VS
CMD CMD Or LNAV
ALT HLD VS
Or LNAV
Note: Disconnect A/P and A/T no later than MDA-50ft
VS
CMD CMD
Page 57
SINGLE ENGINE NON-PRECISION APPROACH – VNAV Note: If VNAV is not available try entering present altitude as cruise altitude, if unsuccessful use V/S. When intercepting the FAC from a heading, extend the centre-line in the FMC from a point which is ahead of (nearer to the runway) the anticipated FAC intercept point eg the outer marker.
Flaps UP manoeuvring speed PF “Flaps 1”
Note: Minimums equals MDA +50ft. Pilots should fly a nominal 3 degree glidepath, and not plan to fly level at MDA. If no visual contact at MDA, a Go Around should be initiated immediately
Flaps 1 manoeuvring speed PF “Flap 5”
AT FAF PF “Gear down Flaps 15, one engine inoperative landing checklist” PM “one engine inop. Landing checklist completed”
Intercept HDG LNAV or other roll mode
300 ft below GA ALT PF Set GA ALT At 500 ft AGL PM “500 ft” PF “checked”
When established in LNAV and ALTHLD or in VNAV PF set MCP ALT to nearest 100 ft above Minimum PF select VNAV (check VNAV PTH)
When visual but latest at MDA-50ft PF “Manual THR, AP Off” PF “recycle FD’s”
HDG SEL LNAV
ALT HLD
CMD LNAV
VNAV PTH
Or LNAV
VNAV PTH
CMD
CMD
Page 58
SINGLE ENGINE GO-AROUND Note 1: On any S.E. G/A - MCP window controls Speed. Acceleration will not occur until SPD window is changed by selecting - Clean Speed. Note 2: If a Turn is required at a speed below Vref + 15 kts the PF will call “Bank angle 15, Hdg N”
LNAV
Note 3: At Clean Speed and Flaps up, select LVL CHG, set MCT, engage A/P and complete After Take-Off Checklist.
TOGA
Note 4: LNAV only used if NAV route in FMC & cross-checked. Raw data must be monitored. Caution LNAV may exceed 15deg Bank
FD OR HDG SEL
Note 5: When the After T/O Checklist is completed, open the cross-feed and balance fuel (if applicable)
TOGA
FD
Above 400 ft RA, Select LNAV if Required or HDG SEL (Note 2)
Flap 1 manoeuvring speed PF “Flaps up”
Decision to go-around press either TOGA switch PF „go around, Flaps 1“ PM „positive rate“ PF „Gear up“
Flaps up & LED s up PM “Flaps up no lights” PF “LVL CHG, MCT” PF “ After T/O Checklist” 1000 ft AGL PF........“Flap Up Speed”
TO GA FD
Page 59
REJECTED TAKEOFF (RTO) CAPT Captain decides to reject the takeoff. Captain calls: “STOP”
Note 1: If rejecting due to fire/smoke, consider positioning the aircraft so the fire/smoke is on the downwind side. Note 2: If an evacuation is a possible outcome; announce “Attention crew! At stations”. Note 3: Captain should take in to account all available information before deciding whether to evacuate. If evacuation is not required; announce “Cabin Crew, Normal Operations” on the PA. Note 4: Evacuation checklist is actioned as a ‘Read and Do’ checklist.
CAPT
F/O
CAPT
CAPT
Take control (if applicable)
Monitor Captain’s Actions
(Note 1)
Captain decides on next action (Note 3)
- Close Thrust Levers - Disengage Autothrottle - Raise speed brake lever - Select Maximum Reverse Thrust - Monitor RTO braking or override to max. manual if required
- Call “Speedbrakes up” - Call any deficiency, - Call “60Kts” - Advise ATC: “C4U___, Stopping” - Select Flaps 40
- Set Parking brake - Speedbrake, down detent - If required announce on PA: “Attention crew! At stations” (Note 2) - Confirm and agree failure - Advise the F/O To carry out any recall items
If decision is to evacuate aircraft; announce: “Evacuation Checklist” (Note 4)
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