Boeing 737 Captain / First Officer Quick Reference Card (QRC) #1 June 16, 2011

=====================================
INTRODUCTION
WARNING! Q R C
not
not
training
final
older
destroyed
check for latest date not
REPRINTS
free
tonyk1022@att.net
http://web.mac.com/brucesprague
737 Cockpit
Companion FMC User's Guide
http://www.fmcguide.com
safe
Tony Kohlmann
=====================================
CHECKRIDE HINTS
VVM
Perf Init Page Route Page
PREFLIGHT
ALTERNATES
below or
and
Dest Alt
and
or
regular
and
not
only
continue both
dispatcher divert
CHECKS / INSPECTIONS:
Cockpit B H G R
B H G R
Exterior
set on on
Receiving
- 1
st
checks
PLANING & PERFORMANCE (P&P)
Accuload not variance
Runway Analysis
always off
on add
actual
on
=====================================
TAXI
ENGINE START:
starter duty cycle:
on off on off
engage above
events
Start malfunctions: (except call for QRH
before lever OFF
after lever
before cutout cutoff
after cutout cutoff below
ready
stabilize
EQUIPMENT MALFUNCTION AFTER BLOCK OUT:
MEL
ex:
CDL
=====================================
TAKEOFF
WINDSHEAR:
Setup increasing
decreasing
on
Shear recovery Max Power, Stow Speedbrake
no no
Sink Rate.
Windshear Gouge
Windshear ahead trim clean
IN Windshear recovery no
LOW VIS TAKEOFFS / ALTERNATE:
below
tower
1 hour still air
engine inop 390nm
same
NO REDUCED POWER IF:
or
always
ORDER OF TAKEOFF BUGS:
or or [FMC]
[1] V1 before
[R] Rotate
[white bug]
[UP]
increased set
- not
or or
below
fixed flap maneuvering
speeds * above OR [FMC ]
[UP]
[ 1 ]
[ 5 ]
[10 ]
[15 ]
[25 ]
DEPARTURE BRIEFING
TAKEOFF:
max tailwind
max recommended crosswind
cleared onto position and hold
then TOGA
check power", "power set xx %N1
100 kts, V1 , Rotate, Pos Rate, Gear Up
only
and
maintain
visually
or greater
at 400' HDG SEL L NAV
at 1000'
V NAV, Flaps 1 (or 5)
not
OR or
LVL CHG, Set Top Bug Flaps 1 (or 5)
Flaps up; After Takeoff Check
at above
at 3000' V NAV or
L NAV after
ICAO-A / Noise Abatement:
1500' LVL CHG 3000' Set Top Bug, Flaps 5 or 1
REJECTED TAKEOFF:
below
after Pwr Loss unsafe for flight
Capt Continue or Reject accomplishes
- throttles idle, AT off, (FO "Speedbrakes"?), thrust
reversers, RTO
hold set
F/O tower and remain seated
all
ENGINE FAILURE AFTER V1:
Power Loss track pitch
gear bell V2 to V2 +20k
at 400' HDG SEL
at 800' SET TOP BUG, FLAPS 1, FLAPS UP, SET M.C.T.
Eng Fail/Fire Checklist fire
1 Eng Inop/Appr
& Ldg
Failure in turn:
first
=====================================
ENROUTE
FMC/CDU:
DIR INTC
INTC CRS inbound not
DNTKFX only this
either
ENTERING SPEED AND ALTITUDE
and ex:
speed ex:
altitude ex:
or above ex: A
below ex: B
FPA, V/B, V/S, VERT DEV
FPA actual = or steeper
V/B computed meet
V/S required achieve
VERT DEV present
must
MISC:
C to F: or
ex
Crew Oxygen
- over wear
cabin over both
IFR Altitudes RVSM:
West
East
DIVERSIONS:
=====================================
EMERGENCIES
GENERAL: and
fly resolve
IF
Give
and
FLIGHT DECK DOOR EMRG ENTRY ACTIVE///
Flight Deck Door HARD LOCK Switch... PUSH
INTERMITTENT WARNING HORN INFLIGHT-
CABIN ALTITUDE OR RAPID DEPRESS /
/ EMERGENCY DESCENT
ON/100%, CREW COMM, SEAT BELT SIGN
IF
O2, Rapid Descent
PA FLT, Spin, Spin, Pull, Pull
FLT spin spin pull
pull LVL CHG
TWO ENGINE FLAMEOUT CHECKLIST ////////////
FLT, CUTOFF IDLE DETEND
Really OR
and spool down
doubt response
APU FIRE ////////////////////////////////////////////////////////////
APU Fire Switch . PULL, ROTATE& HOLD
APU Switch . OFF
UNCOMMANDED RUDDER, YAW OR ROLL/////
A/P & A/T - DISENGAGE
Symmetrical Thrust VERIFY
The QRC ( uick eference ard) is a best effort
summary of many need to know Continental Airlines 737 Flight
Manual and Operations Manual items (certainly everything,
and perfect)! If you see needed corrections, please let me
know!
The QRC is for purposes only and as always, the
company flight and operation manuals are the absolute
word. QRCs with print dates (see date above) may have
erroneous information, and should be . You are
responsible to insure that you have the latest version (periodically
at web site below)! The QRC is
endorsed by CAL nor the FAA.
If you think an item of importance is missing or needs to be
updated, please sent me an e-mail and it will be added or
corrected in the future.
The QRC is as a service to my fellow Continental 737
pilots! It is a continuation of Bruce Spragues (now retired) QRC
version. Please e-mail comments/updates to:

You can download the latest QRC from this web site:
I also recommend Bill Bulfers excellent
and his . You can contact Bill at:
Have a flight, and a good simulator MV / LOE
CAPT. 737 IAH
: Verbalize, Verify, Monitor
Use CRM! Call for QRH! On LOE: brief FA's, fill out logbook
Carry Section 1 (Limitations) and Section 5 (P&P)
Go slow, rotate slow (TO and MA), configure early
Tip: "nail" the ADI pitch, and constantly check it.
FMC Setup: before each takeoff, update:
- : ZFW, Temp, etc. - : KIAH to KIAH
WBBBBI: Wx, Build, Bugs, Brake, Brief, In-range
(FOM Sec. 2)
Need destination alternate if: Forecast 1 hr ETA,
destination 2000 3 miles (gouge 123).
Need 2 alternates if: Destination 1
st
alternate are
marginal ( : <400/1mi : <600/2mi)
Alternate Minimums: HAT/HAA plus 400 Cat I + 1 mile
( if 2 Rwys/2 Approaches: +200 and +1/2 mile)
IF diverting to alternate, then landing minimums
apply, no alternate for the alternate is required
IF stronger headwinds cause you to fly into your Alt / Res
fuel, you do have to make an unscheduled fuel stop
This is Dispatch requirement .
IF en-route & destination weather goes down that would
require an alternate, you may on if
Captain and Dispatcher consider it safe.
Call en-route if need to ; he has now
time data on weather, airports, and traffic situation
Exception 8657 (FOM 2-40) Flight may be dispatched w/o
alternate if: - Dest. forecast wx. @ ETA 1 hr = 1000 and
2 miles (1-1-2) subject to: -- Contiguous US only and must be on
dispatch release. --- A/C, Crew and Arpt. Must be CAT II
qualified/capable.
(FM Sec. 3; p. 26)
Safety Check: e appy, o egular
( att Sw on & 23v; yd off; ear dn, 3 green; adar off)
Check (walk around):
brakes , fuel / hyd , WW lights
A/C Check: (Radar should be in Test!)
signed off : O2 mask; Fire tests; ACARS link;
Cockpit Voice Rec.
(FM Sec 5 / FOM Sec 10)
: if pax count within get new Accuload
Assumed temp. speeds & tri m are vali d i f pax count i s wi thin vari ance.
Vari ance i s val i d for GTOW 2220lbs (-3/ -5) / 1665l bs (-7/-8/-9) above actual
speeds on l ine 7. Correct ZFW (Summer=190; Wi nter=195 and compare to
MGTOW
Automated Data:
- shows data with bleeds ; if going with
bleeds , you must the weight penalty!
- -500, -700 = 4000#; -800 = 5100#; -900 = 5000#
- to figure an assumed temp, enter with
GTOW (add weight penalty if bleeds are ).
High alt. starts: allow eng to motor to 31% N2 prior to moving
start lever (-5)=7000 (-7/-8/-9)=8400
starter cutout at 46% N2 (56% N2 for NG)

2 mins , 20 seconds , 2 mins , 3 mins
do not starter if N2 20%
Key start : starter valve open, N2, N1, oil psi rising,
FF, EGT (within 10 sec.; hot 725C), starter cutout,
oil psi by idle.
ENGINE / APU FIRE ON GROUND
(see QRH Inside Back Cover),
for start val ve) -
- start to Idle: start switch
- start to Idle:
- starter : , motor for 60 secs
- starter : , N2 20%,
motor for 60 secs.
When you are to taxi = flash taxi light once
2 mins for engine to before takeoff or
5 mins (if not flown in past 5 hours)
Refer to MEL (see MEL temp. rev. and CDL) (see FOM Sec 2)
: Minimum Equipment List
- P code = performance penalty
- M code = Maintenance procedure; crew may
position CB's or switches
- O code = Operation procedure
- use "system" number to find in MEL ( GPWS = 34-26)
: Configuration Deviation List
- additional limitations with secondary airframe and
engine parts missing; penalties are cumulative.
(FM 3-364)
Enhancements / Reactive = windshear on Grnd. Prox. test
Predictive = windshear ahead on radar test
At Airports w/o Terminal Doppler Weather Radar(TDWR) or
Weather System Processor (WSP)
: delay 30 mins. (>15k & );
delay 15 mins. (<15k & ),
use longest runway, flaps 5, full power, Flight Directors ,
use higher VR of RLL weight (see FM Sec 3; p.367)
: , TOGA (do
below 2000 RA); follow FD pitch; trim, config. changes;
call radar alt
- if Alt Acquire, TOGA will go off, you must select again!
: (alerts)
- = avoid, go around ( and up)
- = ( trim or config. change)
(FOM Sec 2)
See Lo Vis takeoff minimums on Jepp plate 10-9A
No lower than 500 RVR
Need T/O Alternate IF:
- Departure field CAT I landing minimums. Based on
" " report of vis. or RVR.
- must be within at normal cruise speed in with
one : distance equals .
Mins. for alt. as regular alt.
(see FM Sec 3; p. 150)
anti-skid inop, runway contaminates, anti-ice on, windshear,
improved climb, wet runway, ALTN EEC mode, PMC FMC
inop. or tailwind > 10k
when using assumed temp, throttles are set to reduced power
the bugs will show maximum power.
5 bugs: from accuload QRH (-7, -8, -9, -9ER)
V1 (Go / No Go, call " " at 5K bug;
normally double bug)
VR (" "; normally double bug)
V2 (Orange Bug)
V2 + 15
VM Flaps 0 ("top bug", 220)
for "Improved Climb Performance", V1, VR, and V2 are
and you them on bugs.
authorized IF:
contaminated rwy. , anti-skid inop. red. thrust
when flying 220k, flaps should be used, with
the following "recommended"
( 117,000 GW) -7, -8, -9, -9ER :
- Flaps 0 210k/220k*
- Flaps 1 190k/200k*
- Flaps 5 180k/190k*
- Flaps 10 170k/180k*
- Flaps 15 150k/160k*
- Flaps 25 140k/150k*
(see Briefing Card)
10k up to 15k provided actual tailwind component
does not exceed value authorized by Accuload Pilot Weight
Manifest. Runway is clear and dry. Antiskid and thrust reversers
are fully operational. Max takeoff rated thrust is used. Auto
spoilers are used.
33k dry / 25k wet runway
exterior lights when " ".
stabilize to 40% 5% N1, 70% and (set power)
" "
call " (call 5kts before) "
- concentrate on "100 knot" call (reject now for "power
loss"), "V1" call (committed; do V1 cut if "power loss").
- rotate at 3/sec, 15 pitch, V2 +20k (25k if light)
- rotate (slow) by looking at end of runway (if V1
cut, this will help guide you to keep runway heading!)
- 30 bank if V2 + 15 (bug)
- if reduced power, push up throttles to bugs for more power
, call " " or " "
- try to delay turns until 400' AGL (50' minimum for:
obstacles, eng. out, noise abatement, adverse conditions)
, 10 pitch, V2 + 15 and accelerating:
- call "
- do use below 3000' if special noise abatement
procedures; ie: SNA
- must preset 220k in "Tgt Spd Climb page, L2
- select "Econ" when ready to accelerate
, if VNAV is not available not desired:
- " ,
- next flap retractions at the fixed man speeds
- call " ", climb
220k/[UP], turn A/P on ( 1000)
- for flaps 1 takeoff, retract at fixed speeds and accelerating
- hold VM Flaps 0 to 3000 AFE
, call " " stay in LVL CHG at 250k
go to when appropriate (as early as 400'),
confirming: FMC accuracy (vs. raw data)

at : " " - at : " "

100k (fires, smoke, failures, configuration,
windshear, etc)
100k only for " " OR " "
calls " "; and :
(or max brakes)
stay on runway, brakes (unless evacuation, then
brakes), run checklists.
call " ", PA to " "
C for Reject checklist (brake cooling?), eng. fire?,
evacuation (see signals)?, fill out irregularity report
" ", maintain (rudder), slow up to
13, up, silence , (Orange Bug)
: " ", maintain heading, radio call, place
5 units of rudder trim towards good engine
: ,
call for (if , run after top bug,
and bring flaps up) (15 bank until V2 + 15)
declare emergency, sqk 7700, fuel balance, give FA
TEST, call company, get Wx, call for
checklist, consider restarting failed eng.

yoke , then rudder (to bottom yoke), go to 800', etc.
: "DIR INTC", then waypoint to R6
(NG: waypoint to L1, then enter "INTC CRS")
always put course, radial
: set up on FIXpage; non EFIS works
side of fix; EFIS can define way: IAH/15 or IAH/-15
:
- can define speed altitude ( 250/100)
- can define only ( 250/)
- can define only ( 100)
- can define "at " alt ( 100 )
- can define at or alt ( 100 )
(on Descent Page):
- = flt path angle (shoul d be than V/B)
- = angle (vertical bearing to 3R crossing)
- = vert speed to the displayed V/B
- = dev from computed vert. path
(for EFIS / NG ai rcraft: LNAV be engaged for thi s to be correct!)
double C minus 10% +32 (if above 0)
- 32 (if below 0) : 18C = 36 - 4 + 32 = 64F
:
FL250 to 410: one pilot unless 2 pilots in seat
- altitude 10,000': pilots wear
- = Even +2k = 180, 200, 220320, 340, 360, etc.
- = Odd + 2k = 190, 210, 230....330, 350, 370, etc.
to change destination station.
FMC RTE page / ACT RTE page1/3 -
ACARS / INFLIGHT / ETA/DIVERSION page
see Flt Man Sec 2 Ops Man Sec 1
IF possible: F/O on A/P, Capt problem.
Declare an emergency : Engine loss, standby power
appr., priority handling required, if about to break a FAR,
etc. ( : Reason, Fuel, Souls Onboard) Sqk 7700
Notify company FA of emergency see Emer Signals below.
Irregularity Report:see Ops Man Sec 1 and 10
On all problems, always call for QRH
Emergency Descent (damage? smooth air?):
PA , call ATC
descent gouge: ,
(ignition , MCP to 10M or MEA, V/S ,
throttles, speedbrakes, at barber pole)
(EGT 3-5secs),
have dual eng flameout, loss of 2 Gens?
N1 EGT gauges , "Low Oil PSI" lite
If in , push up throttles to see if you get !
(control A/C, reduce pitch, increase airspeed, sacrifice altitude)


Boeing 737 Captain / First Officer Quick Reference Card (QRC) #2 June 16, 2011
EMERGENCY SIGNALS:
or an emergency!
do not
T E S
T select ABA's
Brace for Landing
Evacuation signal Easy Victo
This is the Captain: Easy Victor, Easy Victor
Remain seated not
TRANSPONDER:
or
INCIDENTS
Inflight Captain
Ground Station
Bombs / Sabotage
=====================================
ARRIVAL BRIEFING-(
Pilot Flying Brief
APPROACH
ORDER OF LANDING BUGS (5):
[NG]
80 kts
VREF [R]
Target if
throughout only
ice add
OR greater
go around single
VREF + 15k [white bug] or
go around both
VM Flaps 0 [UP]
see fixed
TARGET SPEEDS:
VREF + 5 max
use
if only
not
FINAL APPR. SEG. (FAS): (FOM
Segment Fix)
or lower
prior must have minimums start
no
after may
continue if
VISIBILITY: (FOM
visibility
different
start
after
or
Current
ex:
circle prevailing
GENERAL APPROACH GUIDELINES:
Capt FO
on start
1 dot
1/2
and
Monitored Approach IF
or less lowest
Use
ILS CAT I: not
Flaps 1, Spd Flaps 5, Spd, Appr. Chk
cleared and intercept
VOR LOC prior Appr Check
APP ARM
at or
set
at Gear Dn, Flaps 15, Spd, Ldg Chk
at Flaps 30/40, Target
must before
Cat II, IIIA
strobes below above
then one
or go around
at
Single Engine "Gear Down, Flaps
15, Target, Ldg Chk"
ILS PRM: use
not off on
aft
CAT II / IIIA CRITERIA:
use
Only
40
CAT II: one CAT II, III Autoland: both
Autoland
A B
NON PRECISION APPROACH:
RNAV (RNP):
must
RNAV
DDA
may ballflag note
not
Call Outs for NP
1000, 500, 400, ....
Approaching Minimums
Minimums
Missed Approach Point not
Approach Lights in Sight OR Runway in Sight
disengage A/P
disengage A/T

VOR/LOC:
Flaps 1, Speed
Flaps 5, Speed
VOR LOC OR L-NAV Appr Check
not
no
set
FAF altitude cleared appr 0
configure first
4 mi from FAF Gear Dn, F15, Speed, Ldg Chk, Set 0 Zero
and VNAV PTH
2 mi from FAF:
follow
cannot
no use
- Single Engine 11/2
"Gear Down, Flaps 15, Target, Landing Checklist"
=====================================
MISSED APPROACH:
Must go around if
not
GPWS or
must
above other
until
TOGA Flaps 15, Chk Pwr, Pos Rate, Gear Up, Chk MA Alt
fly VREF + 15 (white bug)
at 400' HDG SEL LNAV
at 1000' LVL CHG, SET TOP BUG, FLAPS 5 FLAPS 1,
FLAPS UP After T/O Check
at 3000' VNAV
rejected landing do not
Single Engine
Flaps 1, Chk Pwr, Pos. Rate, Gear Up, Chk MA Alt
at 400' HDG SEL
at 800' or Set top bug Flaps
Up Set Max Cont Thrust, Abbreviated After TO
Checklist
=====================================
LANDING
LANDING INFORMATION:
VASI 3 lite near Far
poor no nil not
high
LANDING WITH ENGINE OUT ON FINAL:
off, Flaps 15 up
OR
running after
WINDSHEAR:
set normal surface not
fly
OR greater not
not
extra
=====================================
SUPPLEMENTARY
ETOPS:
Section 3-1 page 2.
CIRCLING APPROACH:
Use Cat Dor 1000' / 3 miles w/greater
within
not
visual
turn landing runway
HOLDING NOTES:
Right
Speeds 200k
230k 265k
Inbound times inbound
less 1 min over 11/2 min
mins.
Call
standard
pattern inbd course last assigned altitude.
bingo
STEEP TURNS:
note
no
monitor
entry
STALL SERIES:
recommended
CLEAN:
DEPARTURE / TURNING:
5 gear then
LANDING:
30 gear
note set
established not
before
maintain trim
at stall:
firewall Max Power, Stow Speedbrake
level maintain
retrim entry
pull stabilize!
UNUSUAL ATTITUDE RECOVERY:
Attitude and off
first
increase
reduce before
no less
below
add low
- CFIT / "TERRAIN": Max Power, Stow Speedbrake",
Sink Rate.
=====================================
Updates: June 16, 2011: Introducti on, Correct ref. pages. Revision 52,
=====================================
4 or more chimes (from pilot FA) =
(pilots leave cockpit)
Give FA TEST: ype of emergency, vacuation? ignals,
ime to land. Also, .
Brace signal +30 secs: "
(use slides): r" (2 times)
PA " "
(Flight Attendants will specify which exits to use)
PA " " (2 times) = Do evacuate!
Hijack: 7500 (do NOT use 7700)
Lost Comm: 7600 (stay VFR & land, fly last clearance)
Emergency: 7700 (Declare Emergency)
: (FOM Sec. 3)
Inflight Disturbance Card: 3 or 4 incident levels, OSIR report
Monitor 121.5; may have to radio "Mayday"
Security Coordinator is ;
Security Coordinator is Duty Manager
: see Ops Man Sec 1
Least risk bomb location: centered right aft. galley door
See Briefing Card)
(other pilot flies):
line selecting Ref will set bugs
, put bug for "80k" call out
bug for landing flaps (use Appr Ref page)
- normally VREF 30 or 40; single engine is VREF 15
(Orange Bug) +5 min, +20 max; using A/T
( autoland approach and landing), add +5
- if on tail, will have to +10 to target
(add 10k wind + gust, whichever is , 20k max)
- this is your " " speed with a engine
(for flaps 30 40)
- this is your " " speed with engines
- this is your eng. failure in landing configuration speed
("top bug": 210, 220, or UP)
takeoff section for "recommended" flap man speeds
(1/2 wind + gust, 20 , 15k max for -800,-900)
- example: "wind 12G20" 6 + 8 = 14
- using A/T (autoland only) add +5k
(regardless of winds; A/T compensates)!
- Single Engine: do use A/T
Sec. 2; FM 3-215)
FAS = Final Approach (FAF = Final Appr
ILS = at "published" Glide Slope Intercept Altitude (GSIA)
( at glide slope intercept if than the GSIA)
NP = at FAF (if no FAF, then at point where PT intercepts
the inbound course.
If to FAS, approach to
approach. Note: "look see" option!
If FAS, and visibility goes below minimums,
to DA / DDA / MDA (and land visibility OK).
Sec. 2)
Use CAT-C (use CAT-D for circle)
All approaches based on , ceiling is advisory.
- there are mins if TDZ, CL, or ALS are inop!
Must have visibility to approach. If visibility goes
below mins FAS, continue to DA (for NP to MAP).
RVR: reported only if 6000 or less prevailing visibility
11/2 mile or less. Otherwise, ask for it.
visibility governs:
"RVR 2400, variable 1100" = you are OK to land
For , must have visibility (avg airport viz)
Missed approach; eng inop missed; non-normal / inop equip;
terrain, transition level; 10-7 and 10-9 pages; mins (bugs),
callouts, set next altitudes in MCP, use CRM, etc.; if emergency,
consider longer runway, wind, systems.
briefs Monitored Approach; briefs Jepp plate
Considered " " Final Appr Course (to descents):
ILS/VOR: within
You should be 200' AGL over end of strobes (about
mile from end of runway), 50' AGL over threshold.
Jepp plate DA(H): DA = decision altitude (H) = HAT
: =2400 RVR; NP =1sm / 5000 RVR
If RVR is 2400 , then brief to category
minimums capable (ie: Cat II, even if Cat I is legal)
QRH Approach Briefing matrix to set up, call outs, mins, etc
Monitor FMA for capture modes! Be configured by OM
(single autopilot; coupled)
downwind, " "; base " "
" " for the appr on (use 30 hdg):
call " " ( to 5 of course), " ",
at Loc capture, go " "
Loc capture and altitude hold, glide slope intercept,
missed approach altitude.
11/2 dots below G/S: " "
G/S capture: " " (set MCP to MA alt)
- EFIS: have Loc capture you can capture G/S.
- flaps 40 if low ceiling & vis ( ), short & slick rwy
CAT I: If see , may go DA to100' TDZE,
but must have visual reference ( of ten items: lights,
markings, etc), . For Cat II, you must have
visual reference DH, which is 100' above TDZE).
- : at 1 dot below G/S:
; Target is VREF 15 + additive
Precision Runway Monitor ( QRH briefing matrix)
- Brief Jepp pg, MEL (ILS, TCAS and/or Transponder, 2 VHF)
- #1 VHF on "Tower", #2 VHF on "Monitor"; set volume
- TCAS on "TA"
- Hand fly "Breakouts": Do push TOGA, A/P , A/T ,
on new heading. PM turn FD's off, reset
MCP (Hdg, Alt), FD's on, Lvl Chg, Hdg Sel.
(coupled means A/P flies)
QRH approach briefing matrix.
Captain set up, configure, give to F/O to fly early
do IIIa approaches in the NG aircraft: -7, -8, -9
flaps , seat up, lights off until after touchdown
use A/P use A/Ps
= use both A/Ps: "B" A/P 1st, "A" after "APP"
mode; Go Around = TOGA, call for flaps, gear, monitor.
On missed, A/P pops off, A/P is now the master.
is more precise (.3 or less) than RNAV (GPS)
(greater than .3) - CAL currently is restricted to .3
RNAV RNP < .15 requires 2 autopilots. If scheduled or predicted
to land during GPS unavailability, you must have an alternate or
extra fuel until GPS is available for the approach.
APPCH must be selected from DEP/ARR page on FMC. Only
SPEEDS may be changed on the selected approach. No vertical
speed backup allowed. No remote altimeter settings allowed.
You may only accept a DIRECT TO a fix prior to the FAF and
NOT part of an RF leg. RNP value is set on the LEGS page
during approach phase. After setting RNP, check gradient path,
set speeds, and put rings at the 2 and 4 mile FAF fix. Verify GPS
updating on NAV STATUS page 1 prior to the FAF. (Init-Ref-
NavStatus, or Progress) Inhibit VOR and DME updating on NAV
OPTIONS page 2 prior to IAF. Init/Ref-NavData-NavOptions or
Progress). V NAV and L NAV be engaged from IAF
inbound. Final approach course must be set in both MCP
windows prior to the IAF. CAPT. and F/O altimeters must be
within 100 of each other before passing the FAF (restricted to .3
without it). Passing the IAF, set the FAF altitude in the MCP.
The Pilot Monitoring selects PROG PAGE 4 inside the FAF.
At the 4 mile ring, GEAR DWN, FLAPS 15, SPD, 0 ALT in the
MCP, LNDG. CHKLST. The Pilot Monitoring selects PROG
PAGE 4 inside the FAF.
Cross track > RNP > 75 below vertical track, or annunciation of
UNABLE RNP, GPS INVALID, or VERIFY POSITION requires a
missed approach or if able, continue visually.
- set mins (DA, DDA, MDA) on Barometric Altimeter
- = Derived DA = MDA + 50
- use authorizing VNAV DA in lieu of MDA
(ie: do add 50' to MDA for DDA, just use the MDA value)
- radar altimeter set to 250 for terrain warning.
if VNAV SPD shows, select PATH on Descent page;
will revert at GP intercept.
:
- " " (above TDZE from baro. alt.)
- " " (DDA / MDA + 100')
- " " (at DDA / MDA)
- " " (approach lights in sight)
- " " " "
by 50' below DA / DDA / MDA,
before 50' AGL
Missed Approach: be sure to set missed approach altitude!
downwind, " "
base or IAF outbound, " "
when "cleared" for the approach and intercept heading:
- " " " "; call for " ".
- use V/S ( LVL CHG) to descend to next altitudes at
1000 to1500 fpm ( >1500 fpm, or GPWS will go off!)
- no greater than 1000 fpm below 1000' AGL
at Loc capture and alt hold, next altitude for stepdown
at (ALT HOLD) & : MCP to
- may have to to get down
: "
"
Flaps 30 or 40, Target
NP Approach Setup matrix in QRH!
approach must show gradient path (GP) or use VNAV
- if GP, prebriefed VVI rate on MCP (Vert Spd = VS)
Will NP stepdown fix cross GP? If not, use VS to cross
restriction; use Descent Page! DO NOT add ANY fixes after
FAF!
: at mi from FAF, call for:

: (at minimums, and cannot land, or.)
- stabilized "in slot" by 500' abv. TDZE: glide path, trim,
configuration, < 40% N1, AS -5k to +15k, ILS G/S/ < 1 dot or
VNAV less than height of VNAV path pointer
- : Anytime you get a "whoop whoop pull up, terrain,
configuration" warning you do a go around. May
disregard if 500' day VMC; for GPWS
warnings you pull up the warning goes away).
" , "

: " " or " "
: " "; "
(optional), "
, call " "
is same, except attempt if thrust
reversers were used.
- :
"
: " "
obstacle clearance altitude: " " "
(optional), "
" (15 bank until V2 + 15).
( ) 737 / use 2 ( 2 VASI for wide body)
if given a "land and hold short of runway xx" clearance,
you must have special LAHSO Jepp plate.
braking action: = room for error! = do land!
you may tend to flare too if runway width is 200' due to
depth perception; ie: keep it coming down!
AT / AP , power , VREF + 15k, GPWS inhibit
If go around: maintain VREF + 15k, retract to Flaps 1
if on short final, consider leaving bad engine (with fire or
failure) , then take care of it landing
visual single engine glide path: 300/mi ratio (ex: 6 mi = 1800)
see windshear techniques in Takeoff section
Target bug for wind additive, for
A/S loss, but actually VREF + "A/S loss additive" (no >
20k) target, whichever is . Do use A/T.
ex: Loss of A/S on final 10k:
- wind 12G20 = +14 target; do add to this
- wind 12 = +6 target; fly an 4k
Use ETOPS procedures outlined in FM
CAL minimums ,
Accomplish all 2 miles
Must have prevailing and / or runway visibility.
Ceiling required only if noted (Jepp), but circle may be
started unless reference to runway at MDA
If missed approach, toward and continue
until established on MA procedure of original approach
"Hold East on 090 radial" (Standard = turns)
Must start to slow down within 3 mins. of fix
(should receive holding instructions within 5 minutes)
: MHA thru 6000'' = max; >6000' thru
14M' = (210k where published); >14M' =
: (adjust outbound leg to get time)
14,000' or = ; 14,000' =
- small box with number is pub. time in for pattern.
: "Position, Time (Z) and Altitude" upon entering
If no pattern charted and no instructions, hold
on to fix, at
Be sure to figure " fuel" to start diversion!
Send ACARS appr. delay message
"In-range Check", A/P and A/T on; 250 kts.
entry pitch and FF; A/P, A/T and ALT HOLD off
Turn (use trim, use armrests):
- > 25 bank, increase pitch by 1 (to about 5 1/2 at 45)
- increase power by about 10%
- use F/S indicator: F = less throttle; S = more throttle
- centered F/S needle = right thrust to capture speed
: altimeter, ADI, F/S, airspeed (VSI slight climb)
lead rollout by 15, return to pitch and FF
A/P and A/T on; speed to VM Flaps 0 (to set up for stalls)
"In-range Check", A/P and A/T on to set up; set GA N1
(N1 Limit Pg), use the " " man. speeds
set 40% N1 at VM Flaps 0

- Flaps , down, set 50% N1 at VM Flaps 5, 20 bank

- Flaps , dn, set 50% N1 at VM Flaps 30 (Target)
pitch and FF, then A/P and A/T off, N1
Have V speeds ( sliding thru a/s)
pulling back to N1 settings.
altitude or slight climb; out during maneuver

- throttles, call " "
- wings; altitude!
- push nose if pitch up, , return to pitch angle
- return to initial speed ( back throttles!);
- A/P & A/T on to set up for next stall
- when done: do a "go around" to clean up
call " "; A/P A/T
"fly to diamond" aileron then rudder
nose high = bank to no greater than 90
nose low = bank adjusting pitch
back yoke pressure until bank than 10
adjust thrust: differential thrust, if crossover point
( power to wing).
"
AT / AP off, roll level, 20 pitch, keep gear and flaps, call out
radar altimeter