The Boeing 737-345 Simulator Checkride Survival Manual

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

"SIMULATOR ONLY" and does not imply or suggest that there is any
carryover value for the operation of the "REAL AIRPLANE." Current
Company SOPs and FAA required operational guidelines ALWAYS
supercede this information. I have compiled this material STRICTLY for
STUDY and REVIEW in preparation for the SIMULATOR CHECKRIDE.
THIS DOCUMENT IS NOT (BY ANY CONCEIVABLE

INTERPRETATION) INTENDED, MEANT, OR PLANNED TO
BE CONSTRUED TO REPRESENT OR BE IN ANY MANNER
A SUBSTITUTE FOR APPROPRIATE OFFICIAL MATERIALS.
NOTE: This book is written solely by me and DOES NOT represent the “official” word for
any specific airline. My wife and I work very hard in putting this together and marketing it.
Sometimes we make boo-boos. We work in the dark shadows and alleyways of the real world,
creating the manual from obscure and sometimes inappropriate material. It is a one man
pirate show.
I have, of course, used UAL as my model and have referenced their materials when I thought I
could get away with it, but I DO NOT represent UAL by any stretch of the imagination.
THIS IS NOT OFFICIAL STUFF FOR ANYBODY OR ANY AIRLINE.

Some of you guys seem to think that I am writing this with the consent, approval, and co-
operation of the airline training people ... NOT SO! It is a senseless pursuit when you get all
over me for not having "the latest word" at your particular airline. A better approach for you
would be to help out this program and drop me a note about the tid-bits and secrets that you
come across so we can share them with the other guys.
The Training Center people actually do NOT particularly like this kind of material and sorta
wish it would go away. It is a lot like a bad "marriage."
GLASS 737 SUPER GUPPY SIMULATOR TECHNIQUES and PROCEDURES FOR STUDY AND REVIEW ONLY
introducing
INTRODUCTORY MIKE RAY's
REMARKS idea of
(OK to skip this part) A TRAINING TOOLSET
F
for procedures
lying a simulator checkride, especially when your whole career is riding
on the outcome, can be intimidating, to say the least. There are a
bazillion unknown events that can creep up unexpectently on you and ruin
your whole afternoon. Then there is the Check Air-Person, whose whole
W hat the heck is a TRAINING TOOLSET, anyway?
Let me start by telling you what a package of this sort is NOT.
This manual is NOT a "REFERENCE RESOURCE" or just another “FLIGHT
reason for being there is to make your life as miserable as possible. If you are MANUAL.” It has not been developed to be a source of answering questions or resolving
like me, your brain turns to putty and recall of important items becomes virtually ambiguities about the airplane or the operating environment; those questions are best
impossible at the most important moments during that “pretend” simulator handled by the "TRAINING and REFERENCE" manual, FOM, AIM, ETC..
evolution. Nor is this material a "TEACHING TOOLSET." Teaching stuff is best
represented by all those CBTs, simulators, Instructors with their methods and materials
What I found useful and helped me to narrowly squeak by my that are developed at TK for introducing a "NEW" pilot into a "NEW" airplane
checkrides was to either bribe the Checkperson (a useless endeavor) … Or to environment. The materials represented here assume that the student has already been
divide the material into bite-sized chunks and memorize each one so that during introduced to and "taught" the material.
the heat of battle, I could recall and perform each task calmly and with precision. The function of a "TRAINING TRYING TO
The Check People seemed to be better disposed to this methodical technique, TOOLSET" is to promote "ENHANCEMENT, FLY that stupid
ensuring complete performance of each task as a unique and complete evolution ENRICHMENT, and HABITUATION." That
simulator
rather than mounting a hodge-podge attack on the problem without a plan; quality of learning referred to as “enrichment”
flailing and shouting and generally beating the atmosphere into a froth. means simply that every time you go over a would be a
task, your ability to perform that task becomes lot easier ...
increased. Enhancement, on the other hand,
It is unfortunate that the ever changing mountains of stuff that has been means that your awareness of additional details and
provided for pilots to use as training material is not really presented in a simple parts of the task, some of the things you didn't notice at
and relevant manner. The required information does not seem to flow in any first, become enhanced. Habituation is the result of
coherent or well planned way, but rather becomes an overpowering mass that knowing a task so well that only a minimum amount of
comes pouring out in a choking firehose stream filled with an incoherent flood of conscious effort is required to perform that task
meaningless details. It seems to me that it would be useful if there were a perfectly. It is the target of our training toolset to
TRAINING TOOLSET that could be used as a resource to sort out the important create a knowledge base that uses a minimum of
and useful from the useless and unimportant (most of the stuff) and put it all down creative thought to complete the basic tasks,
in a simple way so that an airline pilot could understand it.. leaving your conscious brain available to
develop creative responses to the ... If There was a
complex and continually changing way to make some
So I have tried to put in this book “just the important” stuff, tossing out simulator checkride environment. sense out of all those
the seemingly less significant details, and tried make it a bit easier to assimilate. That means that in order for boring manuals
Hope it works for you. I would be delighted to have you contact me and tell me pilots to truly get to to know the required
where we could make this better. basic operating material, really KNOW
YOUR STUFF, one MUST revisit the TRAINING TOOLSET
737ver5008
again and again. Each time one goes over the material in the same
way, over and over, a different and clearer picture develops of what
the REQUIRED TASK is; so that pretty soon a pattern develops and you begin to "GET
IT." This TRAINING TOOLSET gives you some devices that will help to complete your
indoctrination and to assist you in developing more complete "LEARNING."
737ver5009
4
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA
PO Box 1239 TEMECULA, CA 92593
A personal note about...
FLYING THE BOEING 737
GLASS SUPER GUPPY.
T here are simply not words to describe my wonderful good fortune to

have flown what is arguably the world’s most popular airliner. It
never failed to provide me with a feeling of elation and excitement
everytime I strapped it on. It was indeed a heady experience.
I had some exciting and interesting moments while sitting behind the
yoke, and on several occasions I can only describe my emotions as stark
terror. It was in this airplane that I had a near-miss that changed the way
I felt about life.
Severe turbulence, nil braking, ice storms, hurricane winds, lightning and
monster thunderheads ... I have ridden through them all in the left seat of
this marvelous flying machine. We flew many hours together and I got to
know her intimately. As a result, I left with a sense of reverence and
respect for the airplane. It was a beautiful and , at times, demanding
mistress; but she never failed me and was always there for me.
So, I pass on to you this opportunity to become one of the steadily

growing group of select individuals who can call themselves “GUPPY
DRIVERS.” Enjoy her, love her, treat her with respect and I know she will
not let you down.
Mike
Captain Mike Ray, president

University of Temecula Press, Inc.
mikeray@utem.com
WELCOME to ... A REFERENCE SECTION

This is a place where the new guy
the FABULOUS BOEING 737 (300-400-500) can go to find out where all those
GLASS SUPER GUPPY UNIVERSE mysterious and strange sounding
buttons and switches are located.
H
This will be the place where you spend a great deal of your waking hours for the ere is a reference section that I placed in the book for the new guys and gals
next few years of your life. You will become intimately familiar with your little who haven't got a clue as to where all that exotic sounding stuff is located. I
world and it will become an integral part of your very existence. You are a have found that when I am transitioning to a "new" airplane, just finding all
“GUPPY DRIVER.” those little doohickeys and doodads that are being talked about absorbs a whole lot
of my time asset … also makes me want to quit studying and go watch TV.
I found that it takes about To help alleviate that problem, here is the complex and awesome landscape broken
100 hours to become down into some smaller panels that will hopefully help you find the things in question.
familiar enough to call it
“home,” and at about 300 I have divided the 737 universe into seven distinct parts:
hours, I owned the 737
and we became one unit;
it became part of me and I UPPER
came to think of myself as
part of the airplane. I think OVERHEAD
that we, as pilots, come to PANEL
identify with our airplanes
and that there is a unique
MCP
bond that few other and
occupations afford.
MAIN CENTER
I invite you to take the OVERHEAD FORWARD
time and begin the lengthy
process of PANEL PANEL
becoming familiar
with your new
world, your
universe. I
think while you
are new to this
machine, that
it would be
useful to
break out and
identify some
LEFT
of the pieces of the complex FORWARD
“front office.”
PANEL RIGHT
Let’s meet FORWARD
This, then, is an introduction to
the BEAUTIFUL and your new PANEL
WONDERFUL Boeing 737
GLASS GUPPY Sweetheart THROTTLE
FLIGHTDECK. I know you are
going to come to love it the
QUADRANT
way I did. and LOWER
CDU CONSOLE
737ver5015
6
© Mike Ray 2000
© Mike Ray 2000
Flightdeck panel preview Flightdeck panel preview
UPPER MAIN OVERHEAD

OVERHEAD PANEL PANEL
LEFT PANEL
OBSERVER
AUDIO-ENTMT REVERSER IN-TRANSIT LIGHTS
There are NORMAL conditions during the
operation of the reversers when these lights
IRS would come on; BUT IF they remain on for
more than 12 seconds, they will trigger the
FLIGHT CONTROLS
(Inertial Reference System) HYDRAULIC POWER PANEL
Master Caution Lights.
CONTROL PANEL
NOTE: Under normal 1. FLT CONTROL SHUTOFF
MACH/AIRSPEED
useage, this keypad is NOT 2. SPOILER SHUTOFF
OBSERVER WARNING TEST
used to operate the IRU. 3. YAW DAMPER SELECTOR
Normally, inputs to the FMC MIC-SELECTOR
4. HYD LOW QUANTITY INDICATOR
are entered on the CDU. PANEL FLIGHT FLT CONTROL
A B 5. HYD LOW PRESSURE INDICATOR
RECORDER 6. ALTERNATE FLAPS SELECTOR
LOW
QUANTITY
PANEL
LOW
PRESSURE
7. INDICATOR LIGHTS:
ALTERNATE FLAPS A. FEEL DIFF PRESS
LOW LOW
OFF
UP B. SPEED TRIM FAIL
C. MACH TRIM FAIL
PRESSURE PRESSURE
MIC SELECTOR
SPOILER OFF
OFF
A B ARM DOWN D. AUTO SLAT FAIL
OBS 1-VHF-2-VHF INOP INOP F-INPH-S PA OFF OFF
AUDIO
ENTMT
ON FEEL DIFF
PRESS
ON ON
PTT MASK SPEED TRIM
1-NAV-2 INOP ADF-2 MKR SPKR
FAIL
IRS DISPLAY
N28634 W128 635 V

BOOM
EMER YAW DAMPER MACH TRIM
FAIL
EFI and IRS
SELECTOR PANEL
YAW
B DAMPER AUTO SLAT
NORM
R FAIL
DSPL SEL N
1 2 3 OFF
PPOS WIND
TK/GS HDG/STS ENGINE MACH
I 2 FLIGHT RECORDER AIRSPEED ON
w H E
TEST WARNING
BRT
4 5 6 TEST
REVERSER REVERSER
TEST NORMAL NO 1 NO 2
SYS DSPL 7 S
9
L R 8 PMC PMC
OFF
SERVICE
ENT
0
CLR INTERPHONE ON ON
O O O O
LOW IDLE
OFF STALL WARNING TEST
FUEL INDICATOR PANEL:
INOP INOP
NO. 1 NO. 2
CREW PASS OXYGEN

1. FUEL VALVE POSITION
ALIGN ON DC ALIGN ON DC
ON
LE DEVICES OXYGEN
2. FILTER BYPASS INDICATOR

FLAPS TRANSIT FAULT DC FAIL FAULT DC FAIL
TRANSIT
1 4 EFI IRS
2 3 EXT NORMAL
EXT
FULL BOTH BOTH BOTH BOTH
3. FUEL TEMPERATURE INDICATOR

FULL ALIGN NAV ALIGN NAV 10
EXT EXT
5 15
ON 1 ON 2 ON L ON R
OFF ATT ON
1 6 OFF ATT
2 5
3 4 0 20
OXY PRESS PASS OXY NORMAL NORMAL
SLATS SLATS PSI X 100 ON
TEST L IRS R
FUEL VALVE 0 FUEL VALVE
CLOSED -20 FUEL+20
iii
CLOSED
ii
DOME WHITE
iiiiliiiilii
TEMP
liiiiliiiilii
-40 +40
DIM 0
C
iil
i
ii
OFF li
iii
ii
l
iii
liiiiliiiil
BRIGHT FILTER VALVE FILTER

BYPASS OPEN BYPASS
SERVICE
INTERPHONE STALL
SELECTOR OXYGEN CROSS FEED
WARNING
FLAP/SLAT CONTROL FUEL CONTROL PANEL
TEST
POSITION PANEL LOW LOW
1. CROSS FEED SELECTOR

PRESSURE PRESSURE
INDICATOR FUEL PUMPS
PMC L
OFF
R 2. LOW PRESSURE INDICATORS
DOME LIGHT SWITCH
ON
Power Management Control CTR 3. FUEL PUMP SELECTORS

Cockpit dome lights have two At or above 46% N2, the PMC provides a
LOW LOW LOW LOW
PRESSURE PRESSURE PRESSURE PRESSURE
bulbs. one bulb is powered “LIMITED” electronic over-ride to correct AFT

OFF
FWD FWD
OFF
AFT
by the BATTERY BUS. N1... HOWEVER; THE PMCs SHOULD ON ON

1 2
The other bulb comes on IF NOT BE RELIED ON TO PREVENT
the OVERSPEED or OVERTEMP.
EMERG EXIT LIGHTS are For example: If the throttles are moved
ARMED and rapidly to the stops, the PMC WILL NOT
the #1 DC BUS fails. prevent an overspeed.
737ver5016
737ver5017a
7
© Mike Ray 2000
© Mike Ray 2000
MAIN OVERHEAD MAIN OVERHEAD

PANEL PANEL
SECOND PANEL SKINNY MIDDLE PANEL and
LOWER FORWARD
-0+
ELECTRICAL INDICATOR PANEL
400
DC CPS
-50 AMPS + 50 320 420
AC, DC, FREQ indicators

FREQ
CIRCUIT BREAKER
CIRCUIT BREAKER
EQUIPMENT COOLING BRIGHT PANEL LIGHTS
20
110 120
SUPPLY FANS
SELECTORS and
AC
0 DC VOLTS 40 100 VOLTS 130
OFF
WARNING LIGHTS PANEL

ELECTRICAL CONTROL PANEL BRIGHT
TR 1 APU GEN
BAT TR 2 GEN 1 GEN 2 1. AC, DC, FREQ indicator selectors OFF
BAT
TR 3
GRD
INV
2. BATTERY switch EMERGENCY EXIT
3. GALLEY power switch
BUS PWR
STBY STBY LIGHTS ARM SWITCH
PWR TEST PWR TEST
4. RESID VOLTS button EQUIP COOLING
SUPPLY EXHAUST
NORMAL
OFF GALLEY RESID
OFF
VOLTS
ALTERNATE
BAT
ON
ON
NO SMOKING LIGHT SELECTOR OFF OFF
AC
CSD (Constant Speed Drive) PANEL FASTEN SEAT BELT LIGHT SELECTOR EMER EXIT LIGHTS
FLIGHT ATTENDANT CALL BUTTON
RAIN REPELLENT
STANDBY
LOW OIL PWR OFF LOW OIL
GROUND PERSON CALL HORN

PRESSURE PRESSURE
HIGH OIL
TEMP
STANDBY POWER HIGH OIL
TEMP
1. STANDBY POWER SELECTOR OFF
WINDSHIELD WIPER CONTROL

2. CSD PRESS/TEMP lights
A
NR
ARMED
DISCONNECT DISCONNECT OM
TE
ON
3. CSD DISCONNECT SWITCHES

D
BAT OFF AUTO
DRIVE TEMP
RISE 4. CSD OIL TEMP GAUGES
NO FASTEN
SMOKING BELTS
IN
OFF
DRIVE CAN BE AUTO
RECONNECTED ON
ONLY ON
GRD GRD
10 RISE 20 10 RISE 20 CALL
ATTEND
0 80 IN120 0 80 IN120
ENGINE START PANEL

30 30
40 160 40 160
GEN DRIVE GEN DRIVE
OIL TEMP
C
OIL TEMP
C
ELECTRICAL POWER DISTRIBUTION PANEL: CALL
ENGINE IGNITION SELECTOR
APU START RAIN REPELLENT
GRD PWR 1. GROUND POWER SELECTOR SWITCH

AVAILABLE
GRD
2. BUS TRANSFER SWITCH L
WIPER
R
50
AC
100
150 PWR
OFF
50
100
AC
150 3. APU GENERATOR SELECTOR OFF
4. APU BUS POWER LIGHT

0 AMPERES 200 0 AMPERES 200 PARK LOW
HIGH
ON 5. ENGINE GENERATOR SELECTORS

BUS TRANS LANDING APU ENGINE START ANTI WHEEL
E
A X RETRACT OFF RUNWAY STROBE POSITION COLLISION WING WELL
O TURNOFF TAXI
U T L R OFF OFF ON BAT OFF OFF OFF
F E OFF OFF
TRANSFER T TRANSFER N OFF OFF GRD CONT GRD CONT
BUS OFF
F BUS OFF D BOTH OFF
O
FLT IGN IGN FLT
ON ON ON ON ON
L ON R L ON R ON ON ON
BUS BUS
OUTBOARD L R
OFF OFF INBOARD
GEN OFF
BUS
APU GEN
OFF BUS
GEN OFF
BUS
APU CONTROL and INDICATOR PANEL START
OFF OFF 1. MAINT (deactivated)

ON ON
2. Low Oil Pressure
GEN 1 APU GEN GEN 2 3. FAULT.
APU
Indicates an APU shutdown. If this is
MAINT
LOW OIL
PRESSURE
FAULT
OVER
SPEED
the only light illuminated on this panel, EXTERIOR LIGHTS
a relight may be attempted. PANEL
100
6
5
7 8
EXH
C X 100 0
50
AC
AMPERES
150
200
4. Overspeed indicator
4 TEMP 0
3 2 1
737ver5017b
8
© Mike Ray 2000
© Mike Ray 2000
MAIN OVERHEAD MAIN OVERHEAD

PANEL PANEL
THIRD PANEL RIGHT PANEL
APU
WINDOW HEAT HOURMETER
OVERHEAT OVERHEAT OVERHEAT OVERHEAT
CONTROL PANEL APU HOURMETER
ELAPSED TIME
ON ON ON ON 0 28 3 2
HOURS I/I0
L WINDOW HEAT R
OVHT
SIDE FWD FWD SIDE
OFF OFF
AIR CONDITIONING
ON PITOT HEATER CONT CABIN AIR TEMP PASS CABIN
ON
INDICATORS and SELECTORS
PWR TEST
CONTROL PANEL SUPPLY
DUCT
PASS
CABIN
CAPT P/S PITOT STATIC F/O P/S

1 AUX STATIC A B 2 AUX STATIC
F/O STATIC
OFF CAPT STATIC
AIR MIX
VALVE
AIR MIX
VALVE
DUCT OVERHEAT
2 AUX P/S 1 AUX P/S
LD
LD
HO
HO
CO
CO
T
T
L ELEV ON R ELEV
PITOT
HEAT
PITOT
LIGHTS
L ALPHA
VANE
R ALPHA
VANE WING ANTI-ICE and DUCT
120
TEMP160
DUCT
ENGINE ANTI-ICE
80
TEMP
OVERHEAT OVERHEAT
PROBE 200
40
CONTROL PANEL F
0
AUTO
NORMAL
AUTO
NORMAL RAM DOOR
and
DUAL BLEED
COOL WARM COOL WARM
COOL WARM COOL WARM

OFF OFF
lights
MANUAL MANUAL
OVERHEAT OVERHEAT
LOW LOW LOW LOW

WING ANTI-ICE
ENG HYDRAULIC PUMPS PNEUMATIC SYSTEM
GND TEST
ANTI-ICE
OFF SELECTOR PANEL DUAL
BLEED
RAM DOOR
FULL OPEN
RAM DOOR
FULL OPEN CONTROL and INDICATIONS
OFF
ON ON RECIRC FAN
1 2 OFF
1. ISOLATION VALVE
AUTO 2. RECIRC FAN SWITCH
40 60 OVHT 3. PACK SELECTORS
4. BLEED AIR SELECTORS
LR
OVERHEAT OVERHEAT 20 80
LOW LOW
PRESSURE PRESSURE
LOW LOW
PRESSURE PRESSURE
DOOR OPEN LIGHTS 0
PSI
100
TEST
5. BLEED AIR TRIP SWITCH
ENG 1 ELEC 2 ELEC 1 ENG 2 ISOLATION 6. FAULT LIGHTS:
L PACK R PACK
OFF OFF OFF
VALVE
CLOSE
OFF A. PACK TRIP OFF
B. WING-BODY OVERHEAT
AUTO AUTO
ON ON
HIGH AUTO HIGH
A HYD PUMPS B
PACK OPEN PACK

C. BLEED TRIP OFF
TRIP OFF TRIP OFF
TRIP
CVR
WING WING
ANTI WING-BODY WING-BODY ANTI
ICE OVERHEAT OVERHEAT ICE
FWD FWD FWD

(Cockpit Voice Recorder) BLEED
TRIP OFF
RESET BLEED
TRIP OFF
ENTRY CARGO SERVICE
AFT
CONTROL PANEL PRESSURIZATION
AFT EQUIP AFT
ENTRY CARGO SERVICE
OFF OFF
FAULT LIGHTS
ON ON
I APU 2
BLEED
00
TEST ERASE
00
AUTO OFF SCHED STANDBY

FAIL MANUAL
DESCENT
HEADSET
600 OHMS
PRESSURIZATION
COCKPIT VOICE RECORDER
INDICATOR PANEL AUTO STANDBY MANUAL
PRESSURIZATION
ALT
FF
PRES 0
DI PSI
S
I HORN and V
CONTROL PANEL
00350I
10
A
9
50
0
2
CUTOFF ALTITUDE WARNING DECR INCR
L
V
CUTOFF SWITCH CABIN RATE
40 S
35
CABIN
ALT 5 PU H E
8
30 3 08250 C O
X 1000 FEET I0 L P
25
CABIN ALT O E
20 I5 4 001257 S N
7 E
5
6
STBY AC
MAN
AUTO
PRESS DIFF F G DC
LIMIT:TAKE- L R
OFF & LDG
I 2
T D CHECK
.5
IN CLIM 3
.125 PSI UP AB
C
0 4
-.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
I 00
DN 0F
R
E
.5 EE T P
3 FLT 18 20 22 24 26 28 30 32 34 36
I 2 ALTITUDE X I000 FEET - MAX PRESS SCHEDULE
737ver5017e
9
© Mike Ray 2000
© Mike Ray 2000
Flightdeck panel preview

LEFT FORWARD LEFT FORWARD

PANEL PANEL
LEFT SIDE RIGHT SIDE A/P, A/T, FMC
Disconnect lights
GPWS ILS STATUS LIGHTS

MARKER BEACONS AIRSPEED ADI INSTRUMENT SWITCH
and PLACARD TEST SWITCH
INDICATOR LIGHTS and INDICATOR ATTITUDE and
BELOW G/S
SELECTOR DIRECTOR ALTITUDE ALERT
warning lights
INDICATOR STANDBY
AIRSPEED
INDICATOR
LIGHTS
TEST
THR HLD TO/GA HDG SEL FD BRT
SAI
PULL UP 180
20 20 HSI DIM
STANDBY
BELOW G/S
P-INHIBIT 10 10 HORIZONTAL 1
ATTITUDE
A/P A/T FMC
160
1
140
SITUATION P/RST P/RST P/RST
2
TEST
THIS AIRCRAFT IS NOT
IN CATEGORY II
INDICATOR
INDICATOR
A
9 STATUS SEE MINIMUM
BR
IG H
I 60 EQUIPMENT LIST AND
T
R
AIRWAYS W
MARKER
80 120
R
10 10
A
Y 400 DEFERRED SECTION
S
4
MACH
OF LOG BOOK
BRI G H
M HIGH 75 100 INSTR
20 20
T
MIDDLE DI
350 6 DH 109
D
L
E 120
100
3540 SWITCH
IG H
BR O
T
OUTER U
T LOW 300 1 140 ALTITUDE MAINTAIN AT LEAST 45% N1 WHEN
E
R
230 OPERATING IN OR NEAR MODERATE
KNOTS 9 160 ALERT TO HEAVY RAIN, HAIL, OR SLEET
250 180
200
PULL TO SET
0
SPEED BRAKE
CHR
32.7 NM
283
TRK 188 M 1534.8 Z
GS 296 100
0 FT
1
60
80
position lights
9
TAS
400 30
60 0327 1633
16:12
DME-1 DME-2
FLOOD LIGHT 32 0 00 2 350 IAS
100
1
50 10
120 10 10
8
CONTROL PANELS
GMT 18 21
15 300
3
24
ALT 140 10
9 12
ET/CHR 10
250 KNOTS
27 3
40 20 MB IN.HG
28 7 10 1 3 2992
RUN RUN 240 160
6
ET 30 .0 3
33
4 220 30
HLD
6 180
T
HLD
M
200
G
SS VO
RESET FS R
F 5 OFF
ILS
AD
BARO ILS B/'CRS
ADF INOP
SPEED BRAKE STAB
DO NOT ARM OUT OF
CTR TRIM
N1234UTP 1 2 100 0 FEET

SPEED BRAKE
ARMED
NOSE WHEEL STEERING
9 1
A N 320/18 1276
2.6 R VERTICAL 4 10 1 3
L O
R
10.4 L .5
SPEED 50 MB
27 2
1000 FT
QTY
T
M 26
0 6 8 ALT 25 TEST FUEL ERR
24
88 88 08
50,000 LB.
1000 FPM 23 3
MAP PANEL BACKGROUND AFDS FLOOD .5
4 7
2992
1 IN.HG 4
WIND-
SHIELD
BRIGHT BRIGHT BRIGHT BRIGHT 2 6
5 1 2
AIR BARO
OFF OFF OFF

FUEL FUEL
FOOT
BAROMETRIC ERR ERR
CLOCK
AIR
ALTIMETER
88 88 08 LB.
88 88 08 LB.
RDMI FOOT and WINDSHIELD WXR TERR TERR

OVRD
Radio Distance AIR BLOWER STAB OUT OF TRIM

ALTERNATE ON ON OVRD
Magnetic Indicator controls INOP

light
NOSE WHEEL
STEERING STANDBY
switch ALTIMETER
737ver5018a
FUEL QUANTITY
IVSI indicators
EGPWS FUEL QUANTITY
Inertial speed
switches test switch
indicator
737ver5018b
10
© Mike Ray 2000
© Mike Ray 2000
Flightdeck panel preview Some airplanes are equipped with a different type of engine instrument
display … same basic stuff, just cheaper than the steam gauges.
CENTER FORWARD CENTER FORWARD

PANEL PANEL with EIS
SPEED BRAKE
test buttons
YAW DAMPER
indicator
START VALVE
(engine instrument system)
FUEL FLOW open lights START VALVE
ENGINE OIL
selector switch YAW DAMPER open lights
quantity test
indicator FLAP
button FLAP
THRUST MODE indicator and
indicator and THRUST MODE lights
ANNUNCIATOR lights ANNUNCIATOR
YAW DAMPER
NOSE
FUEL FLOW YAW DAMPER GEAR
SPEED BRAKE TEST ENG OIL
1 2 3 RESET QTY TEST NOSE NOSE
GEAR GEAR
RATE
USED
NOSE
GEAR LEFT RIGHT
GEAR GEAR
LEFT RIGHT
1 2 REVERSER
UNLOCKED
LEFT RIGHT
GEAR GEAR START START GEAR GEAR
VALVE OPEN VALVE OPEN
2 5
LEFT RIGHT REVERSER REVERSER 1
R-TO R-CLB GEAR GEAR 1 UNLOCKED 2 UNLOCKED
LOW OIL
PRESSURE
OIL FILTER
BYPASS
LOW OIL
PRESSURE
OIL FILTER
BYPASS
10
CRZ G/A CON UP 15
L
A/T LIM
FLAPS
25
UP
1 2 CRZ TAT 21 C
40
30
L
START
VALVE OPEN
START
VALVE OPEN 1
2 5
10 84.6 MAN SET
84.6 A
REVERSER REVERSER
LE FLAPS LE FLAPS
N
1 UNLOCKED 2 UNLOCKED
LOW OIL OIL FILTER LOW OIL OIL FILTER UP 15 PSI TRANSIT EXT
D
L
PRESSURE BYPASS PRESSURE BYPASS

FLAPS
25 UP % RPM
100 100
30 L 0 0
50
0
50
0
I
8 6
% RPM X 10 % RPM X 10 40 12 12
5 4 A ANTISKID NOFF
86.4 85.3 80 80 10 56 7 2 10 55 5 2 OIL
N1
4 N1
2
OIL
60 PRESS
0
OIL
60 PRESS
0 LE FLAPS LE FLAPS N 8 4 8 4
PRESS ANTI SKID
INOP
G
10 2 10 2 100 100 TRANSIT EXT 6 6
8 85.4 4 8 84.8 4 PSI

02 PSI
02 D N1 C
40 40
20 20 I 100
200
100
200 G
ANTISKID NOFF C 0 0 ON E
7 4
PULL TO SET PULL TO SET
ANTI SKID G OIL

A
C X 100 C X 100
INOP
746 76 3 TEMP
R
4 7 5 2 86 94
%FULL
743 766 150 OIL 150 OIL DN

10
EGT 2 0
10
EGT 5 0 G EGT OIL QTY
OFF
100 100
E
O O
8 8 C C ON
2 2 -50 -50
4 5 4 5
A
TEMP TEMP
6 4 6 4 50 50 3 3
0 0 % RPM
R 8 8
2
1 0
2
1 0
OFF
DN 827 827 AUTO BRAKE
LANDING GEAR
4
% RPM X 10 % RPM X 10
6 6 6 A
VIB
B
AUTO-BRAKE
DISARM
LIMIT (IAS)
87.3 86.5 0 0 N2 HYD OPERATING
OIL OIL 1000
EXTEND 270K-.82M
10 N2 2 0
10 N2 4 0 QUANTITY QUANTITY PSI 2
RETRACT 235K
4 1 4 1 AUTO BRAKE
8 2 8 2 GALLONS GALLONS X 1000
3 4 3 4 1 3 EXTEND 320K-.82M
6 4 6 4 3 2 3 2 AUTO-BRAKE LANDING GEAR 12 0 12 0
2 1 0 2 1 0
FLAPS LIMIT (IAS)
56 43 2 5556 2
DISARM
LIMIT (IAS) PULL
10 10
PULL
OFF MAX
1-230K 15-195K
2 OPERATING TO 8 4 8 4 TO PRESS
2-230K 25-190K
SET 6 6 SET
EXTEND 270K-.82M
%FULL
99 100
1 3 N1 N1 RTO 5-225K 30-185K
FF/FU
4 4 RETRACT 235K PPH/LB QTY
10-210K 40-158K
12 723 0 12 712 0
3
4
3
4 MAX
EXTEND 320K-.82M RF 88%
2
VIB
2
VIB OFF 230K ALT FLAP EXT
2 2
RATE/USED
2 2
RATE/USED
1 1 FLAPS LIMIT (IAS) PUSH
FUEL
USED
RESET
FUEL
10 10
PPH
FF 00 PPH
FF 00 5 5 RTO 1-230K 15-195K USED
8 X 10
6
4 8 X 10 4 0 0 2-230K 25-190K
6
5-225K 30-185K
10-210K 40-158K
ENGINE INDICATORS ANTISKID 230K ALT FLAP EXT ENGINE INDICATORS

switch LANDING GEAR
ANTISKID
1. RPM (N1) Operating handle,
1. RPM (N1) switch
2. EGT placard,
2. EGT and
3. RPM (N2) 3. RPM (N2)
LANDING GEAR indicators
4. FUEL FLOW 4. FUEL FLOW
Operating handle, AUTO BRAKE
5. OIL PRESSURE AUTO BRAKE 5. OIL PRESSURE
placard, selector and
6. OIL TEMP selector and 6. OIL TEMP
and DISARM light
7. OIL QUANT DISARM light 7. OIL QUANT
indicators
8. VIBRATION 8. VIBRATION
9. HYD QUANT
737ver5019a
11
© Mike Ray 2000
© Mike Ray 2000
MCP PANEL RIGHT FORWARD PANEL

NOTE: You sharp eyed pilots might notice that this is a
NON-EIS panel. On the EIS: the TAT gauge and HYD
PRESS and QUANT gauges are gone.
TOTAL
AIR AUTOFLIGHT
TEMP GPWS
ANNUNCIATOR
gauge and
SPEED BELOW G/S
PWS BRAKE
FLT CONT ELEC ANTI-ICE ENG
light
FIRE
WARN
BELL CUTOUT
MASTER
CAUTION
PUSH TO RESET
IRS APU HYD OVERHEAD
MASTER
CAUTION
FIRE
WARN inop light EXT ADI
attitude
PUSH TO RESET BELL CUTOUT
ind light
FUEL OVHT/DET DOORS AIR COND
direction
indicator MARKER
BEACON
AIRSPEED
indicators
INDICATOR
WARNING and CAUTION PWS

INOP
A/P A/T FMC
2
1
BAROMETRIC
light pack
P/RST P/RST P/RST TEST
ALTIMETER
(push to reset) PULL UP
THR HLD TO/GA HDG SEL FD
BELOW G/S
P-INHIBIT
PULL UP
180
20 20
SPEED BELOW G/S
BRAKE P-INHIBIT
60 160 10 10
80
400 MACH
4 1
75 100
AUTO THROTTLE 350 6
140
9 BR
IG H
A
I
ALTITUDE
T
R
AUTO-PILOT
AIRWAYS W
120
switch
A
TAT 120
R
10 10 100
0 FT
1
Y
S
o 300 9
selector
140
+88.8 1
IG H
BR
C M
0 00
selector switches 32
T
230
I
2 MIDDLE D
IAS
KT
KNOTS 9 160 20 20 DH 109
1
D
250 180 100
3540 8 L
E
200 3
BR
IG H
O
SPEED selector
ALT
T
OUTER U
MB IN.HG T
7 E
PULL TO SET 10 1 3 2992 R
4
6
5
BARO
3
HYD BRAKE
PRESS 4
2
0327 1633
DME-1 DME-2
0 CHR
PSI X 1000
32.7 NM TRK 188 M 1534.8 Z
1 18 21
283 GS 296 60
15 TAS 1 2
16:12
24
4
9 12
.5 VERTICAL 10
SPEED 50
27 3
COURSE IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED A/P ENGAGE COURSE GMT
A/T 0 6
310 283 000 310
B
10000 +0000
A
0
3 33
ARM HYD SYS .0 3 1000 FPM ET/CHR
CMD PRESS 4 20
VO .5 40
MA 4
28
BA
MA R
DN 2 F
VOR LOC
F/D AD
RUN RUN
0 1 2
F/D OFF SEL CWS PSI X 1000
ET 30
T
HLD HLD
M
ON 1
G
ON RESET
SS
FS
DISENGAGE ADF INOP

N1 SPEED LVL CHG HDG SEL APP ALT HOLD V/S
OFF
OFF
UP
1/2 1/2
HYD QTY 3/4 HYD QTY 3/4
RFL RFL
1/4 1/4
E
E
SYS A SYS B WXR TERR
ON ON
RDMI 320/18 1276

2.6 R
10.4 L CLOCK
radio
FLIGHT distance
FLIGHT IVSI
DIRECTOR magnetic
DIRECTOR Inertial vertical
V/S switch indicator WIND-
switch GROUND PROXIMITY MAP PANEL SHIELD

speed indicator
Vertical speed INOP
FLAP/GEAR
INHIBIT BRIGHT BRIGHT
AIR
COURSE selector wheel

selector COURSE FOOT
AIR
selector SYS TEST OFF
HDG SEL AUTOPILOT NORMAL
heading selector disengage bar EGPWS

switches
737ver5019c HYDRAULIC and BRAKE

system gauges AIR CONDITIONING
HSI controls
horizontal
GROUND PROXIMITY situation
indicator LIGHTING
control panel controls
12
© Mike Ray 2000
© Mike Ray 2000
THROTTLE QUADRANT
and
CDU PANELS
X-BAND
WEATHER RADAR
control panel
WX/TURB TILT
WX MAP
MAN AUTO
- - TEST
- -
- - GAIN
5 10
15 - -
- - UP
0 - -
- - OFF AUTO DN 15 - -
-
MAX
-
AUTO
- PWS 5 10
-
- - - -
SPEED
INIT RTE CLB CRZ DES INIT RTE CLB CRZ DES
CDU
REF REF
BRAKEDIR
LEGS
DEP HOLD PROG
EXEC DIR
LEGS
DEP HOLD PROG
EXEC
control
INTC ARR INTC ARR
lever
TRIM
A B WHEEL
FIX FIX
D
S
P
PREV
PAGE
NEXT
PAGE
A B C D E
M
S
display units D
S
PREV
PAGE
NEXT
PAGE
C D E
M
S
P
Y F G H I J G Y F G H I J G
1 2 3 1 2 3
K L M N O K L M N O
F O O
A 4 5 6 F
F
A 4 5 6 F
I P Q R S T S
T
I P Q R S T S
T
FLAP
L L
7 9
8
U V W X Y REVERSE 7 8 9
U V W X Y
. 0 +/-
Z DEL CLR LEVERS selector . 0 +/-
Z DEL CLR
handle
SPRA
B
EEKE
D
STAB TRIM
indicator
DOWN
ARMED GEAR WARNING

HORN
cutout
FLAP
STAB UP
TRIM 0
PARKING APL
NOSE
DOWN
1
FLAP
BRAKE
FLIGHT
DETENT 1 2
0 2 STAB
lever
CD - %MAC
TRIM
TAKE-OFF
30-20-10
APL
5 NOS
DOWEN
UP 5
10 0
CD - %MAC
TAKE-OFF
30-20-10
15 10 5
STAB TRIM
15
AP
NOSEL
UP
10
cutout switches
25 15
30 APL
NOSE UP
THRUST HORN
CUTOUT
LEVERS 40
PARKING
BRAKE
PULL
STAB TRIM
FLAP
DOWN
FUEL CUTOFF
CUT
OUT levers
737ver5021a 1 2
13
© Mike Ray 2000
© Mike Ray 2000
14
© Mike Ray 2000
© Mike Ray 2000
T he following pages present the flow and material so as to help you

assimilate the overwhelming volume of information that you will be
expected to know for your check-ride. I have tried to make it as simple
as I could and in doing so, I have probably made some of the presentation a
little too simple and overlooked something really important. Just be aware that
this is intended as a training tool-set only; a structured way whereby you can go
over the steps again and again until they become rote to you.
THIS IS NOT INTENDED TO BE
A FLIGHT HANDBOOK OR AIRCRAFT MANUAL.
THE
BOEING
737 SUPER
GUPPY
Welcome to the world of the 737 Glass Super
Guppy. I have tried to include as much
information as I could without getting too
verbose and cluttering up the presentation. You
will notice that there is only cursory information
about systems, and only included when it is
relevant to the operation of the airplane.
It is my observation that pilots, all too often, spend about 80% of their
training asset preparing for the systems review (oral), and only about 20%
directed to the operation of the airplane systems (simulator check-ride). I
refer to this area as the procedures and techniques. That is the primary
focus of this volume, passing the simulator portion of the check-ride.
LET’S GET IT ON!
15
© Mike Ray 2000
© Mike Ray 2000
S o, when it is time for your checkride, and just before you

meet with the Check-guy, make certain you have:
3 IMPORTANT DOCUMENTS
BIG
"VALID" MEDICAL CERTIFICATE.
AIRMEN'S CERTIFICATE.
Unless this is your initial checkride, in which case they have it already in
their possession, dangling it precipitously over your sweaty brow.
FCC RADIO-TELEGRAPH OPERATOR'S LICENSE.

This is that innocuous ochre colored card that you were required to
obtain in order to be hired. You STILL MUST carry that annoying
document with you every time you fly an airplane.
OTHER REQUIRED STUFF TO CHECK

Check your mailbox for recent bulletins, FAA circulars, flyers, letters, booklets,
handouts, and other official media you are responsible for.
Look at the POSBD board for applicable last minute "MUST KNOW" information
that you are responsible for.
Pick up your latest packets of Flight Manual and Flight Operations Manual changes
that you are responsible for.
Mull over your e-mail messages on the Computer from the Office of the Head
Training Person over at the Training Center that you are responsible for.
Check everywhere else you can find to determine the very latest stuff you gotta know
and are responsible for!
BIGGIE
Made CERTAIN that you have left a signed copy
of the release (Flight Plan) with the FOSR.
DISCUSSION: While ultimately it is the Captain, of course, who is responsible for

seeing that the FLIGHT PLAN is filed and cancelled with the FAA. Who doesn't know
that? But, how do you do that? Here is how I have seen it done over at Gorilla
Airlines.
1. Captain signs flight papers with domicile and minimums code.

2. Captain gives papers to First Officer.
3. First Officer takes papers to FOSR and makes certain that any
changes are noted, and that a "copy" of the plan
is left in the FOSRs possession.
4. First Officer makes certain that the papers
are "handed in" after the flight.
737ver5026
X
AFTER THAT
NIT-PICKING START
HERE
STUFF
16
© Mike Ray 2000
© Mike Ray 2000
The concept of I
f you are confused at this point as to what is going on, you are
NOT alone. So I have made a brief flowchart of the steps that
FLOWS
we will do in order to get the Flight Deck ready for the FLOWS
that follow. We'll take the procedure one box at a time.
In order to get the jet ready to fly,

It is virtually impossible to memorize every part of every step of operating
here is what we have to do.
the airplane, particularly when you are doing the set-up steps. Pilots are
EITHER
expected to do the whole process from memory … FLAWLESSLY!!!
So, how can it possibly be done. A process referred to as “flows” has FIRST 4 STEPS
ONE GUY
evolved. This system was revealed by a mystical revelation from heaven to DOES THIS:
a really smart early airline pioneer probably named Albert Einstein. Thanks
to him, we have for us a system to learn all this complicated stuff. OTHER GUY
The flows are simply a step by step process for learning and remembering FIRE SYSTEM TEST DOES THIS:
the incredible mountain of material that we, as pilots, have to process. and
START APU
Flows are not to be confused with CHECKLISTS. The relationship between
checklist and flows is this: If we are precise in doing the flows, when we do
the checklists, we will find that everything has been done. The big INITIAL FLIGHT DECK
difference, however, is this: PREPARATION EXTERIOR
“CHECKLISTS ARE NOT TO BE MEMORIZED,” Captain or First Officer INSPECTION
BUT Captain or First Officer
“FLOWS ARE EXPECTED TO BE MEMORIZED!”
FMC
INITIALIZATION THEN
SO ... Captain or First Officer
HERE ARE THE FLOWS CAPTAIN’S FIRST OFFICER’S

FLIGHT DECK FLIGHT DECK
SET-UP SET-UP
The following pages represent the famous “FLOWS!” Captain First Officer
Then ...
Captain and/or First Officer

FINAL
FLIGHT DECK
SET-UP
... then you do

the "SLASH 4"
PUSH-BACK
START ENGINE
TAXI-OUT
TAKE-OFF
DO EVERYTHING RIGHT
PASS CHECKRIDE
17
© Mike Ray 2000
© Mike Ray 2000
737ver5028
Here are the ...

FIRST FOUR STEPS
YOU ALWAYS DO ...
1
THE ABSOLUTE FIRST THING TO DO
IS ALWAYS TO MAKE CERTAIN
YOU ARE ON THE RIGHT AIRPLANE !!
GOTCHA NOTE: Compare actual airplane nose number
with that on the Flight plan. Would you believe it, pilots
get on the WRONG BIRD with surprising frequency…
THIS IS NOT A GOOD IDEA!
UH-OH … It’s
departure time.
DUH!
Why am I the
only one here.
Where is everyone
else ?
DISCUSSION: It is common to have a plane change, an equipment substitution, gate change,

or last minute flight cancellation. You have to be alert. Some crews have actually gotten
airborne on the wrong airplane. YIPE! You DO NOT want to be referred to as a “Rocket
Scientist” by the TK Checkguys.
737ver5030
18
© Mike Ray 2000
© Mike Ray 2000
19
© Mike Ray 2000
© Mike Ray 2000
20
© Mike Ray 2000
© Mike Ray 2000
21
© Mike Ray 2000
© Mike Ray 2000
22
© Mike Ray 2000
© Mike Ray 2000
23
© Mike Ray 2000
© Mike Ray 2000
The INFAMOUS
WATERFALL FLOW
Because your FLOW is in a generally TOP TO BOTTOM direction. Get it?
for the right brained pilot who needs pictures.

POWER UP AIRPLANE
EXTERNAL or START APU
POWER
ALWAYS CHECK
1 OXYGEN QUANTITY
BATTERY SWITCH
and CIRCUIT BREAKERS
whether on initial leg or through legs
2 IRU MODE SELECTORS
3 GALLEY POWER
4 EQUIP COOLING 6 AIR
CONDITIONING
5 WING BODY
OVERHEAT
5a RECIRC
7 LIGHTS
TEST
8 QUANT
ENGINE OIL
TEST
14 MASTER CAUTION
RESET
9 LANDING GEAR
LEVER/LIGHTS
10 QUANTITY
HYDRAULIC
15 CARGO FIRE/
SUPP PANEL
11 LEVER
FLAP
16 12 BRAKE
3 MIC SEL PARKING
SWITCHES
17 SPARE
BULBS
13 TEST
FIRE
18 EQUIP
EMER C MIKE RAY 2001
The following pages

are the technical
19 DOWNLOCK
NOSE GEAR
PORT details.
24
© Mike Ray 2000
© Mike Ray 2000
UPPER OVERHEAD PANEL

MAIN OVERHEAD PANEL
1 OXYGEN QUANTITY
check the gauge for a
IRS DISPLAY
MINIMUM 875 PSI
add 375 psi for each
occupied observer seat(s) on GALLEY
3 GALLEY POWER SWITCH
ON
the FLIGHT DECK. OFF NOTE: If it is a ferry or
N28634 W128 635 maintenance flight,leave it off.
ON The thinking is, why shoot juice
DSPL SEL N
3
back there and maybe cause a fire
PPOS WIND
1 2
ENGINE TR 1 APU GEN when there is no reason for it.
TK/GS HDG/STS I 2 BAT TR 2 GEN 1 GEN 2
TEST w H E
BRT
4 5 6 REVERSER REVERSER
BAT GRD
TR 3 INV
BUS PWR
SYS DSPL 7 S
9 PMC PMC
L R 8
STBY STBY
PWR TEST PWR TEST
ENT CLR ON ON
0
O O O O LOW IDLE
1
GALLEY RESID
INOP INOP
OFF VOLTS
OFF
ALIGN ON DC ALIGN ON DC CREW PASS OXYGEN
OXYGEN
BAT EQUIP COOLING
ON
FAULT DC FAIL FAULT DC FAIL ON SUPPLY EXHAUST
NORMAL AC NORMAL
4
ALIGN NAV ALIGN NAV 10
5 15
ON
OFF ATT OFF ATT
0 20
PASS OXY ALTERNATE
OXY PRESS
PSI X 100 ON
4
OFF OFF
L IRS R
EQUIP COOLING
SWITCH
verify SWITCHES ...NORMAL
Crews are to initiate their LIGHTS ....OFF
OWN IRU alignment! NOTE: This is a BIG DEAL!
If “other” crew has got ‘em If one of those lights are ON,
IRU MODE SELECTORS
2 VERIFY BOTH IN running, shut them down and place the affected fan
2
in ALTERNATE and
NAV start over! GET MAINTENANCE
RIGHT NOW!
NOTE 1: Align lights may be flashing, here’s why.
If it has been over 10 minutes since the units were turned ON
without a present position, the ALIGN lights will be flashing. DUAL RAM DOOR RAM DOOR
BLEED FULL OPEN FULL OPEN
NOTE 2: Reasons the ALIGN LIGHTS FLASH:
 Took too long to put in Present Position
5a
RECIRC FAN
5a RECIRC FAN
OFF
 Error in Present Position AUTO
 Wrong Present Position AUTO 40 60 OVHT

 Fault in IRU
LR
20 80
PSI
NOTE 3: If you should inadvertently go to the ATT position, shut off 0 100
TEST
units and start over. ATT IS NOT GOOD!

ISOLATION
L PACK R PACK
5
OFF
VALVE OFF
CLOSE
AUTO AUTO
SOME IRU GOTCHAS:

HIGH AUTO HIGH
TRIP OPEN TRIP

TRIP OFF TRIP OFF
TRIP
If you have a FAULT LIGHT: This indicates a FAULT in the WING WING
5
system. Shut OFF unit for 30 seconds and reselect NAV. If FAULT WINGBODY ANTI
ICE
WING-BODY
OVERHEAT
WING-BODY
OVERHEAT
ANTI
ICE
LIGHT remains, GET MAINTENANCE INVOLVED. DO NOT OVERHEAT TEST BLEED

TRIP OFF
RESET BLEED
TRIP OFF
CONTINUE. PUSH AND HOLD OVHT TEST button
If you have an ON DC LIGHT: It is normal for the light to be CHECK 5 lights ON
OFF
illuminated momentarily after turning on the set; but if it persists, it (2) WING-BODY OVERHEAT OFF
indicates the IRU is operating “ON” DC, and that the AC power is “NOT (1) AIR COND ON ON
(2) MASTER CAUTION I APU 2
NORMAL.” GET MAINTENANCE INVOLVED, DO NOT CONTINUE.
BLEED
If you have a DC FAIL LIGHT: If BOTH IRUs have this NOTE: The WING-BODY OVERHEAT AUTO
lights take about 10 seconds to come on.
OFF SCHED STANDBY
indication, it means that the BATTERY VOLTAGE IS LOW OR DEAD; FAIL DESCENT
MANUAL
however, if only ONE IRU shows this indication, then (and this is a
favorite Check guy question) it is operating normally on AC. It should be
fixed, but the IRU is operating normally. GET MAINTENANCE
INVOLVED. DO NOT GO. Could be an internal fault. 737ver5043
737ver5042
25
© Mike Ray 2000
© Mike Ray 2000
FORWARD PANEL
AIR CONDITIONING PANEL
7 Select TEST,
LIGHTS TEST
NOT all the lights come ON.
CONT CABIN AIR TEMP PASS CABIN
7
SUPPLY
DUCT
PASS
CABIN NOTE: MKR BCN, FLT ANNUNC,
PARK BRAKE don’t come on at all.
NOTE: On “some” planes, the
AIR MIX AIR MIX FIRE HANDLE and WHEEL
VALVE VALVE
WELL LITES do not come on during test.
6 AIR CONDITIONING LD
LD
HO
HO
CO
CO
T
T
There are THREE WAYS
120
TEMP160
DUCT DUCT
80
to run the A/C:

OVERHEAT OVERHEAT
40
200 FUEL FLOW YAW DAMPER
F SPEED BRAKE TEST ENG OIL
0
LIGHTS
1 2 3 RESET QTY TEST
If using GROUND UNIT:
These are the switches we are talking about!

AUTO AUTO
TEST
NORMAL NORMAL
RATE
BRT
PACK SWITCHES ......... OFF DIM

USED
COOL WARM COOL WARM
COOL WARM COOL WARM

OFF OFF
MANUAL MANUAL
R-TO R-CLB
If using APU BLEED AIR: CRZ G/A CON
A/T LIM 1 2
APU BLEED SWITCH ....................… ON
ISOLATION VALVE SWITCH ....… AUTO DUAL RAM DOOR RAM DOOR
8
START START 2 5
L or R PACK SWITCH .... AUTO or HIGH VALVE OPEN VALVE OPEN 1
10
Use HIGH instead of turning on another 1
REVERSER
2
REVERSER
UNLOCKED
LOW OIL OIL FILTER LOW OIL OIL FILTER UP 15
unit if additional A/C needed.
UNLOCKED
L
RECIRC FAN 25
TEMP SELECTOR .................as desired
FLAPS
OFF 30
% RPM X 10 % RPM X 10 40
5 4
AUTO 86.4 85.3 OIL
80
OIL
80
N1
4 N1
2 60 PRESS 60 PRESS
8
LE FLAPS LE FLAPS
0 0
ENG
85.4 OIL QTY test
2 2
OVHT 10 10 100 100 TRANSIT EXT
40 60
If using
02 02
8 84.8 4 8 4 40 PSI 40 PSI
LR
20 20
UNCONDITIONED BLEED AIR: 20 80
Push the button and

PSI
ANTISKID
TEST PULL TO SET
Such as air supplied

PULL TO SET
0 100
ANTI SKID
by a ground cart. observe4all the indicators

C X 100
7
C X 100
INOP
APU BLEED SWITCH ..................… OFF L PACK

ISOLATION
R PACK
move
743toward ZERO,
10
EGT 2
766
EGT 5
0
10
0
150 OIL 150 OIL
ISOLATION VALVE SWITCH ....… OPEN OFF

VALVE OFF return when released.
8
2
8
2
100
-50
O
C 100
-50
O
C ON
L or R PACK SWITCH .... AUTO or HIGH AUTO

CLOSE
AUTO 6 6 50
TEMP
50
TEMP
NOTE: This feature is not

4 4 0 0
Use HIGH instead of turning on another HIGH AUTO HIGH
unit if additional A/C needed. on EIS configured airplanes. OFF
TEMP SELECTOR .................as desired PACK OPEN PACK 4

% RPM X 10 % RPM X 10
6
TRIP OFF TRIP OFF
WING TRIP WING
87.3 86.5 OIL
0
OIL
0
10 N2 2 10 N2 4
0 0 QUANTITY QUANTITY
ANTI WING-BODY WING-BODY ANTI 4 4
1 1
ICE OVERHEAT OVERHEAT ICE 2 2
8 8
GALLONS GALLONS
6 4 6 4 3 2 3 2
BLEED RESET BLEED
TRIP OFF TRIP OFF
2
1 3
OFF
4 4
OFF 12 723 0 12 712 0 2
3
4 2
3
4
OFF MAX
VIB VIB
2 2
RATE/USED
2 2
RATE/USED
1 1
ON ON 10 10 5 5 RTO
FF 00 FF 00
I APU 2 8
PPH
X 10 4 8
PPH
X 10 4 0 0
6 6
BLEED
FAIL MANUAL
DESCENT
26
© Mike Ray 2000
© Mike Ray 2000
RIGHTSIDE FORWARD PANEL

THROTTLE QUADRANT
2 5
1
9
10
LANDING GEAR UP 15
LEVER
L
FLAPS
25
9
30
40
VERIFY LEVER DOWN
and
FLAP LEVER 11
1
GREEN LITES ON,
RED LITES OFF 11 check the LEVER agrees with
the FLAP POSITION indicator.
SPRA
NOSE A/P A/T FMC
B
E E KE
GEAR 2
D
NOSE
GEAR PULL UP
LEFT RIGHT BELOW G/S

GEAR GEAR
NOTE 1: The whole concept here is NOT to
P-INHIBIT DOWN
LEFT RIGHT
automatically place the lever to “UP”, but
ARMED
GEAR GEAR SPEED
HYDRAULIC QTY
BRAKE
60
10 CHECK QUANTITY
400 MACH
4
80
rather to make it agree with the indicator.
The problem is that when the “B
75 100
UP 350 6
120 FLAP
L
A
TAT
o 300 140
HYDRAULIC SYSTEM” becomes STAB
TRIM 0
UP
+88.8 C 1 APL FLAP

pressurized, the flaps will want to move to the
NOSE
230 DOWN
1
N KT
250
KNOTS 9 160 FLIGHT
DETENT 1 2
180
D 200
selected position. 0 2 STAB
CD - %MAC
TRIM
TAKE-OFF
30-20-10
I 5
APL
NOS
DOWEN
NOFF PULL TO SET

NOTE 1: The quantity should be 5
10
UP
0
G
above the “RFL” mark.
C MIKE RAY 2001

10
CD - %MAC
TAKE-OFF
30-20-10
3
15 10 5
NOTE 2: 1675# of fuel is
HYD BRAKE
4
G
PRESS
2
0327 1633 15 10
E
REQUIRED in the respective
DME-1 DME-2
PSI X 1000
0 APL
NOSE
UP
A 1 18 21 25 15
R
DN
15
tank to ensure adequate HYD 3
HYD BRAKE
24
9 12
PRESS 4
PUMP cooling. 30 APL
NOSE UP
12
27 3
HORN
2 CUTOUT
NOTE 3: On DIGITAL EIS

6
0
0
3
LANDING GEAR HYD SYS .0 3
33
PSI X 1000
40
4
STAB TRIM
PRESS FLAP
LIMIT (IAS)
display, ABOVE 88% indicates
VO PARKING DOWN
BA
OPERATING 2
0
R
A DF 1 BRAKE
PULL
EXTEND 270K-.82M
normal quantity.
PSI X 1000
RETRACT 235K 1
EXTEND 320K-.82M CUT
OUT
FLAPS LIMIT (IAS) ADF INOP
1-230K 15-195K
2-230K 25-190K
5-225K 30-185K 1/2 1/2 1 2
10-210K 40-158K HYD QTY 3/4
RFL
HYD QTY 3/4
RFL
1/4
210K ALT FLAP EXT 1/4
ORAL QUEST: What fluid

12 PARKING BRAKE
E E
is used to cool the

SYS A SYS B
CHECK: NOTE 2: When you get in the cockpit, if you see the
HYDRAULIC PUMPS? Parking Brake is set, but notice that the BRAKE
PARK BRAKE LIGHT ....ON
BRAKE PRESS within limits
PRESSURE is LOW; your first impulse may be to
approx 3000 psi power up the “B” system and get the brakes set. BUT, if
the brakes were set properly in the first place, it
is NOT necessary to power up the "B" system to RESET the brakes.
WARNING: REMEMBER, IF YOU POWER UP THE "B" HYDRAULIC SYSTEM, YOU MUST
HAVE SOME OUTSIDE OBSERVER CHECK THE FLAPS/LE DEVICES “CLEAR”.
HYD BRAKE PRESS:
NORMAL ......... 3000psi
FYI MAX ................. 3500psi
ACCUMULATOR
WARNING
here are PRECHARGE .. 1000psi HERE IS A BIG DEAL: You have to ALWAYS be
careful when pressurizing the B HYDRAULIC
some
EIS SYSTEM SYSTEM. Systems and levers and stuff could
MAX ............. 100% move if the position differs from the selectors and
RF @ ............ 88% this could ruin your whole afternoon.
limits When BOTH system pumps OFF,

Respective indicator reads “ZERO.
737ver5048
27
© Mike Ray 2000
© Mike Ray 2000
FIRE WARNING PANEL When you

change
airplanes, you
gotta do this whole “fire warning panel” test thing over just
because this is the first time you have flown this jet today.
LOWER CONSOLE
Even though the last crew may have just parked the jet does
not relieve you of the responsibility for completing this check.
13 FIRE WARNING SYSTEM CHECK

NOTE: If you have already done the FIRE DETECTOR CHECK prior to
starting the APU, you don’t have to do it again. However, it will be necessary 15 SUPPRESSION
CARGO FIRE DEDTECTION/
SYSTEM ....... TEST
to A B A B
HOLD the TEST SWITCH to OVHT/FIRE and DET

CARGO DETECTION
SUPPRESSION
verify the WHEEL WELL light is ON.
PUSH TO DISCHARGE
FAIL
AUTO
DSCH DSCH
FIRE FWD AFT

PIT PIT
ARMED ARMED 1ST BTL 2ND BTL
NOTE: The difference between BELL
both ENG OVHT DET switches

ARM
this test and the test TEST PULL TO ARM CUTOUT

ARMED ARMED
NORMAL accomplished prior to starting

the APU is the inclusion of the
“WHEEL WELL LIGHT” check.
OVHT DET BELL CUTOFF OVHT DET NOTE: Sometimes you have
DEPRESS TEST SWITCH
WHEEL L BOTTLE R BOTTLE
WELL
to poke or tap these little lights
DISCHARGED DISCHARGED
B A B
for 5 seconds ... and VERIFY:
A
NORMAL DISCH FAULT DISCH NORMAL DISCH ENGINES

to get them to come back on.
A
ET
R XE 1 2
L
It can be alarming, just be
L ENG 2
2
R TS
-FIRE BELL ................................ SOUNDS.
ENG 1
1
OVERHEAT T
OVERHEAT APU DET R
P patient and work with it.

INOP
F
TEST FIRE SWITCHES L -ALL DETECTION LIGHTS ............ ON (4).
-ALL FAIL LIGHTS .......................... ON (4).
U
I OF APU BOTTLE
A
N V I DISCHARGED (FUEL SHUTOFF)
U PULL WHEN ILLUMINATED
O
-FIRE LIGHT ........................................ ON.
L HR
P T E LOCK OVERRIDE : PRESS
T BUTTON UNDER HANDLE APU
-FWD and AFT PIT ARMED LIGHTS .. ON.
-1st and 2nd BTL ARMED LIGHTS ..... ON.
-BOTH MASTER CAUTION LIGHTS ... ON.
-OVHT/DET ANNUNCIATOR ............... ON.
TEST switch EXTINGUISHER -BOTH FIRE WARN LIGHTS ................ ON.
OVHT/FIRE DISCHARGE
TEST switch (SQUIBS)
FAULT/INOP VERIFY CIRCUIT TEST
WARNING BELL
OBSERVE WHEEL WELL light is ON
ENG 1, APU, ENG 2 fire handle lights ON
Put EXT TEST switch to
position 1 and see that
FAULT light ON ENG 1 and ENG 2 OVERHEAT lights ON the three green lights
APU DET INOP light ON Both FIRE WARN lights ON
MIC SELECTOR
come on and go off when
2-MASTER CAUTION ON Both MASTER CAUTION lights ON switch released. Do the
OVHT DET light ON MIC SELECTOR SWITCHES
16
OVHT DET light ON same for position 2.
PA
FAULT light OFF SET all 3 Flightdeck panels
1-VHF-2-VHF INOP INOP F-INPH-S
to receive and transmit on

“F-INPH”
This allows the flightdeck to hear
14 MASTER CAUTION and communicate with the ground … PTT MASK
5 LIGHTS 10 LIGHTS
And keeps you from causing a “STUCK MIC”
SYSTEM on ground freq. BOOM
EMER
GOUGE: PUSH … This will RESET the
V
B
USE THIS ONE AGAIN: MASTER CAUTION system. R
NORM
NICKLE and DIME

CHECK
737ver5049
737ver5050
28
© Mike Ray 2000
© Mike Ray 2000
Now is a good time to

STUFF in the BACK hook the PASSENGER OFF
AUDIO (if you are so OBS
inclined) to the AFT AUDIO
ENTMT
MIC selector panel
ON
17 and 18 using this switch on the

UPPER OVERHEAD
panel. This will allow all the customers to
SPARE BULB LOCKER listen to your communications on
and Channel 9 of their headset.
EMERGENCY
EQUIPMENT
CHECK
G
SMOKE GOGGLES:
I have heard of some pilots using the
If they are still wrapped in their packaging, “grapes” gouge.
REMOVE THE PACKAGING.
G OGGLES
R
(ROPE) ESCAPE STRAP:
Remember that if you have to use it, it must be fully
removed before you jump out the window. There is NO
mechanism to retard your fall. During a recent “real” R OPE (STRAP)
A XE
evac, a crewmember jumped out the window holding on
to the end of the rope with it still nested in the container
A
… Wheeeee! Thump! OW!
FIRE AXE:
P BE
Useful for a weapon also.
E XTINGUISHER
P S PARE BULBS
PERSONAL BREATHING EQUIPMENT (PBE):
It should be HARD and the DOT BLUE … But even if it
is “SOFT and PINK” it still may be OK, check with
maintenance.
E
PORTABLE FIRE EXTINGUISHER:
SAFETY WIRE OK and
GAUGE IN GREEN BAND.
IF INSTALLED:
S
SPARE BULBS:
ENSURE AN ”ADEQUATE” SUPPLY …
What this means is simply that OVERWATER EQUIPMENT:
EVERY hole does NOT have to be filled. 2 LIFE VESTS in
Also, make sure that when you do fill it up,
that you put the right kind and CAPTAIN’s SEATBACK and
size of bulb in the right hole 2 LIFE VESTS in
FIRST OFFICER’s SEATBACK
19 NOSE GEAR DOWN LOCK VIEWER

Located in the flightdeck floor
just forward of the flightdeck door
NOTE: The big concern here is “UNNECESSARILY” delaying a departure because that little
window on the viewing port is obscure (dirty). So, they have developed this rather complicated
reporting procedure so that you can continue on to the next station where it can be cleaned. It is
either:
“IF... Downlocks NOT visible” write it up as “...cleaning REQUIRED.”
“IF... Downlocks visible but visibility impaired” then write it up as
“... Cleaning REQUESTED AT NEXT AVAILABLE OPPORTUNITY.”
END OF THE INITIAL FLIGHT DECK PREPARATION FLOW.
29
© Mike Ray 2000
© Mike Ray 2000
CDU
INTRODUCING
This is the pilot’s access port to the very
The heart of the computerized control
mechanisms of the Boeing 737 GLASS. It
is the interface between the human and
The pilot’s gateway to the heart of the Flight Management Computer (FMC).
the Glass and the computer. This is the device that we use to talk to the
airplane and tell it what we want it to do.
Control Display Unit
Let’s understand some of the very basic things about how to operate this simple unit.
IDENT
Before we get to the content of the screens, let’s understand how to manipulate the
-
MODEL
737-300
E N G R AT I N G
20K - controls on the CDU itself. Here are 5 areas we will cover initially:
-
N AV D ATA
UAL1234567 JAN01JAN31
ACTIVE
-
- FEB01MAR03 - LINE SELECT KEYS INPUT KEYPAD
-
OP P ROGRAM
987654-09-05 (U5.0) -
-
S U P P D ATA
MAC07/02 - These are the twelve little buttons
This is like the “keyboard” of
the computer; and when we
- <INDEX POS INIT> - running down both sides of the screen. type in information, it goes
onto the
They are numbered from “SCRATCH PAD.”
the top down; for
INIT RTE CLB CRZ DES
BRT example if I said, “Line
REF
select four right,” I would IDENT
DIR
INTC
LEGS DEP
ARR
HOLD PROG EXEC
mean push the fourth -
MODEL
737-300
E N G R AT I N G
20K -
N1
button from the top on -
N AV
UAL1234567
D ATA
JAN01JAN31
ACTIVE
-
- EXECUTE KEY
FIX
LIMIT
A B C D E the right side. - FEB01MAR03
-
D
NEXT
-
PREV M OP PROGRAM
S
PAGE PAGE S 987654-09-05 (U5.0)
P
Y F G H I J G
-
SUPP
MAC07/02
D ATA
- This is the key that
1 2 3 - <INDEX POS INIT> - sends the information
K L M N O that is input to the CDU
O
F
A 4 5 6 F to the FMC or
P Q R S T S
I
L T
BRT
Flight Manangement
7 8 9
INIT
Computer
RTE CLB CRZ DES
REF
U V W X Y
SCRATCH PAD
DIR LEGS DEP HOLD PROG EXEC
. 0 +/-
INTC ARR
Probably the
N1
Z SP DEL CLR
D
LIMIT
FIX
A B C D E
This is the “empty” area S
P
PREV
PAGE
NEXT
PAGE
M
S MOST IMPORTANT
Y F G H I J G
below the word “index.” 1 2 3

key on the CDU. It is
K L M N O
considered GOOD
the CDU
F O
4 5 6
FORM to have BOTH
F
Entries can be made

A
I P Q R S T S
T
L
using the “INPUT 7 8 9

U V W X Y pilots agree with the
KEYS” . 0 +/-
Z SP DEL CLR
information on the
or can come from the screen BEFORE the
FMC. EXEC BUTTON is
Some care MUST be pushed.
The Boeing 737 models 300 thru 500 have a powerful SINGLE Flight shown if there are two
Management Computer (FMC) known as the “Smith FMC,” after it’s pilots, because inputting
manufacturer. The pilot’s can input data and manipulate the computer conflicting information to
through the use of an interface called a Control Display Unit or CDU. the FMC can cause SP and DELETE and CLEAR keys
problems; Because of
Learning how to operate the CDU will be a measure of how well you master that, it is generally
the operation of this airplane. In other words, the more familiar and fluid you DEL key places the word DELETE in the scratchpad,
considered BAD and when Line Selected will delete that selected line
are with the operation of the “glass” computer system, the better you will be as FORM for both pilots
a pilot. The computer, through the Autopilot Flight Director System (AFDS) on the screen, IF the information is deletable.
to be inputting data CLR key simply removes the last letter of the scratch
can control the airplane from autopilot actuation altitude (generally above into the computer at
1000 feet AGL) until touchdown. It will NOT, however, control runway rollout. pad entry (whole entry if held down long enough).
the same time. SP key enters a space in the scratchpad when using
the CDU for ACARS or SATCOM
30
© Mike Ray 2000
© Mike Ray 2000
NORMALLY … All entries to the CDU

THE SIMPLE BUT UNKNOWN MUST be placed in the SCRATCH PAD first.
SECRET OF THE GLASS ! If you find yourself staring vacantly at some
There are TWO methods to insert data into the scratchpad:
KEYPAD, and
CDU “page” that you don’t want and wonder LINE SELECT.
where the page that you do want is ...
Let’s assume that we want to place KLAX in the FMC.
Simply do these two keystrokes: THE KEYPAD
1
Step 1: We use the
TECHNIQUE
FIRST THEN POS INIT 1/3
keypad to type
KLAX and notice
-
POS INIT
N33 56.0 W118 24.0

1/2
-
12 CDU - - that it appears in - -
REF AIRPORT
" INDEX"
N33 56.0 W118 24.0 KLAX N33 56.2 W118 24.0
- the scratchpad. - -
G AT E
KEYS -
REF AIRPORT
LS-6L
- - -
IDENT
- -
SET IRS POS
-
G AT E
<M IDENT
ODEL
NAV DATA >
E N G R AT I N G . .
lower-left corner -
- - - -
737-300 20K
I N IT
SET IRS HDG
-
SET IRS POS GMT
<N POS ACTIVE 1234.5z
J A N 0 1of CRT
AV D ATA
. .
“INIT REF”
-
UAL1234567 JAN 31
- - - - -
REF
GMT SET IRS HDG
< PERF 1234.5z <INDEX ROUTE>
button FEB01MAR03
-
upper-left corner - OP
9<
8 7TAKEOFF
PROGRAM
654-09-05 (U5.0) - - <INDEX ROUTE>
- -
SUPP D ATA KLAX
of keypad MAC07/02
RT E
< APPROACH
BRT
- -
INIT RTE DEP
ATC VNAV
REF ARR
<<I NINDEX
DEX POS INIT>
2
MAINT > INIT RTE DEP BRT FIX LEGS HOLD FMC PROG
EXEC
ATC VNAV COMM
REF ARR
EXEC MENU NAV

LEGS HOLD FMC PROG
FIX RAD
COMM
A B C D E
CLB
D
Step 2: Line select

PREV NEXT M
MENU NAV S
BRT PAGE PAGE S
INIT RTE
RAD P
DES
REF CLB CRZ
D A B C D E Y F G H I J G
appropriate button
PREV NEXT M
S
DIR LEGS DEP HOLD PROG EXEC P
PAGE PAGE S
1 2 3
INTC ARR Y F G H I J G
K L M N O
N1
1 2 3 and observe4 5 6 F O
F
CRZ
FIX A
LIMIT
K L M N O I P Q R S T S
A B C D E
information appear. L T
D O
F
S PREV NEXT
PAGE
M
A 4 5 6 F 7 8 9
P PAGE S
I P Q R S T S U V W X Y
Y F G H I J G
L T
7 8 9 . 0 +/-
1 2 3 U V W X Y Z SP DEL CLR
K L M N O . 0 +/-
DES
F O
A 4 5 6 F Z SP DEL CLR
I P Q R S T S
T
L
7 8 9
U V W X Y
. 0
DIR
+/-
Z SP DEL CLR
INTC Let’s assume that we want to place the

which causes the BOX THE LINE-SELECT latitude and longitude for LAX from the
LEGS TECHNIQUE
CDU screen into the position boxes.
to reveal the ...
"BIG 19" DEP

ARR -
-
REF AIRPORT
POS INIT
N33 56.0 W118 24.0

1/2
-
- -
POS INIT
N33 56.0 W118 24.0

1/2
-
CDU buttons/FMC pages -
KLAX N33 56.2 W118 24.0
- -
REF AIRPORT
-
G AT E
KLAX N33 56.2 W118 24.0
- - -
G AT E
-
HOLD
SET IRS POS
-
. .
- -
SET IRS POS
-
GMT SET IRS HDG
N33 56.2 W118 24.0
INIT/REF INDEX 1234.5z
- -
-
GMT SET IRS HDG
- <INDEX ROUTE>
1234.5z
-
-
PROG
N33 56.2 W118 24.0 <INDEX ROUTE>
< IDENT NAV DATA >

INIT DEP BRT
RTE ATC VNAV
REF ARR
N1
BRT
< POS
INIT RTE DEP
EXEC ATC VNAV
LEGS HOLD FMC PROG REF ARR
FIX
COMM
LIMIT
FMC EXEC
FIX LEGS HOLD PROG
MENU NAV COMM
RAD
A B C D E
< PERF
D MENU NAV
PREV NEXT M RAD
S
PAGE PAGE S A B C D E
2
P
1
D
Y F G H I J G
S
PREV NEXT M
FI X
PAGE PAGE S
P
1 2 3 Y F G H I J G
K L M N O
< TAKEOFF Step 1: Line select the data that 1 2 3
Step 2: Line select
O
F
A 4 5 6 F K L M N O
P Q R S T S
you want to place somewhere

I F O
L T
4 5 6 F
appropriate button and

A
7 8 9 P Q R S T S
< APPROACH
I
U V W X Y L T
0 else using the adjacent line- 7 8 9

. +/-
Z
U observe
V W X Ydata appear
select button. Observe the
SP DEL CLR
.
MAINT > 0 +/-
Z SP
in adjacent position on
DEL CLR
appropriate information is copied the CDU screen.

to the scratch-pad.
7 CRT PAGES
31
© Mike Ray 2000
© Mike Ray 2000
PREPARATION
When you sit down and look at the CDU
… here is the FIRST PAGE to check.
IDENT PAGE 1/1
of the
IDENT
- MODEL ENG RATING -
- 737-300 CHEVY 327 V8
-
GLASS STUFF - -
NAV DATA ACTIVE
UA1234567 DEC03JAN01 / 98
- JAN01DEC03 / 98 -
-
O P PR OGRAM
-
FLOW
54 8925-08-01(U5.0)
SUPP DATA
- AUG28/98 -
CONFIRM ACTIVE DATE < INDEX POS INIT >
push INIT REF key
Line Select INDEX (key 6L) INIT
REF
RTE CLB CRZ DES
While either pilot may accomplish the FMC INITIALIZATION ...In Line Select IDENT (key 1L) DIR
INTC
LEGS
DEP
ARR
HOLD PROG
EXEC
either case, the other pilot must verify the information entered, VERIFY: FIX
and The following three lines are correct: D A B C D E
THE CAPTAIN is ALWAYS responsible for ensuring that all the
PREV NEXT M
S
PAGE PAGE S
P
F G H I J G
data is properly entered and independently verified before flight. Y
AIRPLANE MODEL 1 2 3
K L M N O
ENGINE RATING F O
4 5 6
ACTIVE DATA BASE DATE A F
I P Q R S T S
T
L
We will be doing the following things: 7 8 9

U V W X Y
If ACTIVE NAV DATA BASE DATE . 0 +/-
ACTIVE DATA BASE CHECK needs changing (0901Z of date shown) Z DEL CLR
POSITION INITIALIZATION Line select correct time period (key 3R)

FLIGHT PLAN ROUTE ENTRY Line select ACTIVE (key 2R)
FMC PERFORMANCE
VNAV PROGRAM
FIX INFORMATION - -
- -
This CDU page
(they call the screen a “page”)
- SETTING
UP THE - is a
-
-
-
COMPUTER -
- BIG DEAL
-
Some of the stuff is pretty mysterious; such as:
INIT
REF RTE CLB CRZ DES
NAV DATA
DIR
INTC LEGS DEP
ARR HOLD PROG EXEC
N1
OP PROGRAM
LIMIT FIX
D
PREV A B C
S NEXT D E
SUPP DATA
P PAGE PAGE
Y M
F G H I
S
1 2 J G
3
K L M N O
while I actually was told once what they mean, I forgot... and there is
F
A 4 5 6
I O
L P Q R S T
F
7
no requirement for you to know either.
S
8 9 T
U V W
. X Y
0 +/-
Z DEL
CLR
32
© Mike Ray 2000
© Mike Ray 2000
POS INIT PAGE continued
"EITHER PILOT PUTS IT IN. THEN THE OTHER PILOT

CHECKS IT USING A DIFFERENT SOURCE DOCUMENT"
There have been SEVERAL flights depart with the WRONG DEP
AIRPORT in the DATA BASE … Very embarrassing ! BE ALERT !
NOTE: The POSITION MUST be entered while the ALIGN LIGHTS are ON.
POSIT INIT uses the four digit ICAO designator for the airport:
for example: KJFK rather than JFK, or
MGGT instead of GUA
POS INIT 1/3
1. Type in the scratch pad and then
2. Line Select 2L - N33 56.9 W118 24.3
LAST POS
-
- KLAX
REF AIRPORT
N33 56.9 W118 24.3
O
-
-
GATE
In the GATE line; you can put ALL or the - ALL N33 56.9 W118 24.3
SET IRS POS
GATE LOCATION or just skip it altogether.
- N33 56.9 W118 24.3 -
3. Line Select either REF AIRPORT - GMT-MON/DY
2355.8z
-
or GATE (pg 10-9) to scratch pad
4. Line Select to 4R
- < INDEX ROUTE > -
(the row of little boxes)
INIT RTE DES
CLB CRZ
REF
The important thing is that the ALIGN lights DIR DEP HOLD PROG
EXEC
don't start flashing.

LEGS
INTC ARR
If the IRU ALIGN LIGHTS start flashing, FIX
D
PREV
A B C D E
NEXT M
S
PAGE PAGE S
P
DO NOT OVERRIDE THE "LAST F G H I J

Y G
1 2 3
POSITION" in the CDU BY K L M N O
REPEATEDLY PUTTING IN A F O
A 4 5 6 F
I P Q R S T S
CONFLICTING "PRESENT POSITION" L T
7 8 9
U V W X Y
WITHOUT CONFIRMING THAT YOU . 0 +/-
ARE USING A CORRECT POSITION! Z DEL CLR
It is possible to convince the machine that you

are somewhere where you are not . It will
accept your faulty position after a coupla inputs and agree with you. Find out why the
ALIGN lights are flashing before you try and make some correction to the position.
3 REASONS THE IRU ALIGN LIGHTS FLASH:

1: You could be trying to put in an impossible position!
2: You took too long to put in a position
(over 10 minutes).
3: You put in an improbable position:
one that is different from the shut-down position.
737ver5057
33
© Mike Ray 2000
© Mike Ray 2000
ROUTE DEPARTURE / ARRIVAL

PUSH "DEP/ARR" key. There is nothing tricky here, just select a RUNWAY and a
Where can we SID/TRANS (if applicable). If there is no SID for that departure, the magenta line on the
screw up here? HSI will begin with the first fix on your clearance.
NOTE: International procedures will be covered in greater detail during your Initial PUSH "LEGS" Key and "close up" the discontinuity on the list of waypoints.
Operating Experience (IOE) and other training. NOT ON CHECKRIDE.
THE
There are two different ways to program the ROUTE: FMCS YES and FMCS NO. It will
"USING RSV FUEL”

be indicated right on the top part of the clearance or release.
If FMCS YES ... you are in luck. It will give a routing number; Such as " 03J". You then
type in DEPARTURE AIRPORT in 3 DIGITS followed by the DESTINATION AIRPORT
followed by the 03J. Here's an example: Guatemala City to Los Angeles on route 03J
message
=GUALAX03J. NOTE: THREE DIGIT AIRPORT IDENTIFIERS USED.
At this point in the flight planning, every time you go to make an entry in the scratch
pad, that frappin' msg will appear, blocking out the CDU. How to get rid of it? Here
are five possibilities:
Then Line Select to "CO ROUTE" (2L). RTE 1 1/1
easy.
- ORIGIN DEST
- 1. If the fueler is still putting on fuel, perhaps you "REALLY" don't have
if FMCS NO ... Oh Darn It! This time you - CO ROUTE
- enough gas. Check the PERF PAGE for the fuel load.
use the 4 DIGIT CODE for the airport.
MGGT (Guatemala City) in ORIGIN BOX -
RUNWAY
-
- 2.
VIA TO
and KLAX (Los Angeles) goes in the DEST - On the PERF PAGE check and see if you have selected TOO MUCH
BOX. - - RESERVE FUEL. To do that, select the PROG page and see what the
remaining fuel is projected to be. That number must be greater than the
This time, SKIP the "CO ROUTE", -
< RTE 2 ACTIVATE >
- number that is in the RESERVE. The machine subtracts your RESERVE from
"RUNWAY" box and "VIA" box. the FUEL REMAINING on the PROG PAGE, and if you do not have enough fuel
left, it gives a USING RESERVE FUEL MSG.
INIT
In the "TO" box, put in the first fix from your
RTE CLB CRZ DES
REF
clearance. Don't try to enter some DIR DEP EXEC
3. Another good place to look is the RTE page. If you put an ORIGIN and DEST
LEGS HOLD PROG
INTC ARR
complex departure (SID); that will be put in FIX
later using the DEP/APP key. The D

PREV
A B C D E in the ROUTE page (as you would with a NO FMCS flight plan), sometimes for
some unknown and mysterious reason, the MAGIC BOX will change the DEST
NEXT M
S
machine will scroll and ask for the next leg
PAGE PAGE S
P
Y F G H I J G
on the clearance strip. If you run out of "ALL BY ITSELF" to the same station as the ORIGIN. This tells the machine
1 2 3
slots and wonder where to put the next leg, K L M N O that it is going to have to go to the destination and then turn around and go back
to the origin. It naturally says, "Hey, we ain't got enough gas."
F O
4 5 6
PUSH THE "NEXT PAGE" button. If it is A
I P Q R S T
F
S
T
"via" an airway put that under the "VIA"
L
7 8 9
U V W X Y
column and the next FIX goes in the TO
column. For example: J60 to DBL. If the
. 0 +/-
Z DEL CLR
4. Check CRZ page. Sometimes (and I haven't figured out why this is so) the
routing is "DIRECT" don't put anything in magic will change your selected cruise altitude to some lower figure, and
the "VIA" box, just leave it blank. predicated on that figure it calculates that you do not have enough fuel to make
it.
5. Sometimes on a long flight (say LAX to BOS) that is planned with an

unusually strong tailwind, the CDU will probably show insufficient fuel.
6.
737ver5058
There probably are other "secret" reasons for that stupid message, but I
haven't encountered them all yet.
34
© Mike Ray 2000
737ver5059 © Mike Ray 2000
PERFORMANCE INITIALIZATION
To access the PERF INIT page:
1. INIT REF button

2. LS "PERF" (3L)
This page is pretty straight forward, just fill in the boxes. Type the
information into the "SCRATCH PAD" and then push the little button
MORE
next to the line of boxes you want that entry to go into.
GROSS WT. Don't put anything in here, the

GLASS STUFF
machine will fill that in for you. POS INIT
PERF INIT 11 / 3
2
-
..later on.
-
GW / CRZ CG LAST ALT
CRZ POS
. / 18.5N33 56.9 W118 24.3
ZFW: Get that from the N1/ATOG message,
-
CRZ WIND
-
REF AIRPORT
FUEL O
ACARS, or from the FLIGHT PLAN. This KLAX
24.7 N33 56.9 --- /24.3
W118 ---
-
ZFW
GATE ISA DEV
N33 56.9 W118---
figure will be just for planning purposes and - ALL.
RESERVES SET
24.3
C
T / CPOS
---A L T
IRS OAT
the final ZFW will be placed in "THE BOX"
-
C
-
... OH JOY !
. N33 56.9 TW118
R A N S24.3
COST INDEX
during taxi-out by the F/O.
-
18000
- GMT-MON/DY
2< 3INDEX
55.8z TAKEOFF >
RESERVES: I've heard every scheme in the - < INDEX ROUTE > -
book ... the bottom line here is to make
certain that this number is small enough to
keep that FRAPPIN' "INSUFFICIENT FUEL" INIT
REF
RTE CLB CRZ DES
msg off. DIR

LEGS
DEP HOLD PROG
EXEC
Technically, especially on International flight INTC ARR
plans, you are supposed to put in ALT plus FIX
A B C D E
FAR RESERVES plus the 10% FIGURE. D
S
P
PREV
PAGE
NEXT
PAGE
M
S
Y F G H I J G
COST INDEX: 1 2 3
K L M N O
“40” is the STANDARD SETTING. F
A 4 5 6
O
F
"0" will select ECON for MAX. RANGE. I

L
P Q R S T S
T
"200" results in MINIMUM FLIGHT TIME. 7 8 9

U V W X Y
. 0 +/-
Z
CRZ ALT: Get that off the Flight Plan or the
DEL CLR
release. Use the "INITIAL" cruise altitude.
CRZ WIND: Look at the wind matrix or the flight plan and make a WAG. It doesn't
matter whether you are accurate or not, the "REAL WINDS" will be put in later. 737ver5061
ISA DEV and T/C OAT: NITNOID stuff. For new guys, skip these and press on. Later
when you know which end is up, you can figure it out.
35
737ver5060
© Mike Ray 2000
© Mike Ray 2000
CAPTAIN'S
FLIGHT DECK
SET-UP
Y
OU WILL BE REQUIRED TO KNOW ALL THE
FOLLOWING STEPS BY MEMORY !
In order to assist in your

memorization, here are some
diagrams that sorta layout the
material in a way that gives it a
physical dimension, maybe
helping you to visualize the
items in the order they
are to be performed.
C MIKE RAY 1999

YOU MEAN ...
I GOTTA KNOW
THIS FROM MEMORY?
YOU GOTTA BE
KIDDING!
737ver5063
36
© Mike Ray 2000
© Mike Ray 2000
The CAPTAIN'S totally complicated The CAPTAIN'S

FLIGHTDECK setup FLIGHTDECK
1 GO TO WINDOW
2 OXYGEN MASK
First do these UPPER OVERHEAD OVERHEAD

LEFT ROW
3 O2 PANEL
4 PMC setup 20 DC METER
1 GO TO WINDOW 3 O2 PANEL 5 LOW IDLE LIGHT 21 TRs
4 PMC 9 STBY HYD LOW QTY/PRS 6 REVERSER LIGHTS
2 OXYGEN MASK 22 STBY POWER TEST
5 LOW IDLE LIGHT 10 STBY HYD PUMP CK 7 AUDIO ENTMT
6 REVERSER LIGHTS 11 FLT CONT SWITCHES 23 GEN DRIVE DISC SW
8 SERV INTPHN
7 AUDIO ENTMT 12 ALT FLAPS MASTER 24 BUS TRANSFR SW
8 SERV INTPHN 13 ALT FLAPS CONTROL STBY HYD
25 APU ELEC LOAD
14 SPOILERS SW
9 LOW QTY/PRS
OVERHEAD 10 STBY HYD PUMP CK
SECOND ROW 15 YAW DAMP SW
16 EFI / IRS 11 FLT CONT switches 26 EQUIP COOLING/
EXHAUST FAN SW
20 DC METER
17 FUEL VALVE CLSD 12 ALT FLAPS MASTER 27 EQP COOL OFF LITES
21 TRs SKINNY 18 FUEL X-FEED CK 28 EMER EXIT LITES
MIDDLE ROW 19 FUEL PUMPS CK 13 ALT FLAPS CONTROL
22 STBY POWER TEST
23 GEN DRIVE DISC SW 14 SPOILERS SW 29 NO SMOKING SIGN
26 EQUIP COOLING/
24 BUS TRANSFR SW
EXHAUST FAN SW
OVERHEAD 15 YAW DAMP SW 30 FASTEN SEAT BELT SIGN
27 EQP COOL OFF LITES
25 APU ELEC LOAD 28 EMER EXIT LITES FOURTH ROW 16 EFI / IRS
29 NO SMOKING SIGN 17 FUEL VALVE CLSD
31 WINDOW HEAT SW
18 FUEL X-FEED CK 31 WINDOW HEAT SW
30 FASTEN SEAT BELT 32 PITOT HEAT TEST
33 WING ANTI-ICE
19 FUEL PUMPS CK 32 PITOT HEAT TEST
34 ELEC HYD PUMPS 33 WING ANTI-ICE
ILS / DME 38 MKR BCN
CAPT PANEL 34 ELEC HYD PUMPS OFF
CHECK 35 VOICE RECORDER 39 CLOCK
FORWARD
42 SAI 36 ENG START SW OFF 40 ADI/HSI 35 VOICE RECORDER
38 MKR BCN LITES
43 ILS
39 CLOCK 37 IGN SEL SW 41 VOR 36 ENG START SW OFF
44 DME 40 ADI/HSI 37 IGN SEL SW
45 SAI 41 VOR
42 SAI 52 FUEL FLOW SW
43 ILS
53 ENG INSTR
CENTER PANEL THROTTLE QUADRANT 44 DME
46 AUTOFLIGHT ANNUC 54 ANTI-SKID
CAPT RIGHTHAND 45 55 AUTOBRAKE SEL
FORWARD PANEL
FORWARD 56 RADAR TEST
SAI 47 ALTIMETER
52 FUEL FLOW SW 57 SPEEDBRAKE 48 IVSI
46 AUTOFLIGHT 53 ENG INSTR 56 RADAR TEST
ANNUC 58 THROT and 49 STBY IAS
47 ALTIMETER 54 ANTI-SKID 59
REV LEVERS
FLAP LEVER / IND 50 STBY ALT 57 SPEEDBRAKE
48 IVSI 55 AUTOBRAKE SEL 58 THROT and REV LEVERS
60 PARK BRAKE
51 FUEL QUANT
49 STBY IAS 61 ENG START LEVERS 64 RADIOS 59 FLAP LEVER / IND
50 STBY ALT LOWER CONSOLE 62 STAB TRIM
65 RUD and AIL TRIM 60 PARK BRAKE
51 FUEL QUANT 63 T/O WARN HORN
66 STAB TRIM OVRD 61 ENG START LEVERS
64 RADIOS
65 RUD and AIL TRIM 67 PA 62 STAB TRIM
66 STAB TRIM OVRD 63 T/O WARN HORN
67 PA 737ver5064 The following pages are the technical details.
37
© Mike Ray 2000
© Mike Ray 2000
THE INCREDIBLY COMPLICATED
2 OXYGEN MASK
T
One of the MOST complicated procedures on the Set-up
he following pages will break up is the Oxygen mask checkout.
the flows into separate pieces. I In brief form, here is what to do: MIC SELECTOR
have included some tips and

comments to help in MASK/BOOM switch to MASK
understanding what is being accomplished Push F-INPH mic switch 1-VHF-2-VHF INOP INOP F-INPH-S PA
in each of the steps. Adjust F-INPH volume

EXT SPEAKER volume UP
PTT MASK
BOOM
Push and hold, and while holding V
EMER
RESET/TEST lever: B
NORM
R
1 Observe YELLOW CROSS flicker

Push and Hold EMER/TEST
2 selectorand observe
1
YELLOW CROSS remain visible;
WINDOW SETUP STUFF then
3 Release the EMER/TEST selector
RESET
N
The window is a simple thing, but every year we have a certain number of ROCKET PUSH PTT button, and TEST
100% OXYGEN
MASK
PUSH
while holding it:
SCIENTISTS who take-off with the window not latched properly. Some have
actually made HIGH SPEED ABORTED TAKEOFFs because the window popped 4 TAP on the door, then
open during take-off roll. This is NOT GOOD! Push EMER/TEST button.
Verify sound in both cases.
So, here is the first rule of windows: Release PTT button EMERGENCY
5 ReleaseRESET/TEST button: PRESS

TO
TEST
DO NOT ABORT A TAKEOFF Observe FLOW IND is BLANK

and O2 Flow stops
BECAUSE A COCKPIT WINDOW ST !
POPS OPEN !!!!!!! Now, put it all back together: MO oked
ve rlo
Windows can be closed even
MASK O2 @ 100%
MASK HOLDER doors closed
o
after takeoff up to 250 Knots. MASK/BOOM switch to BOOM
NOTE 1: The GOOD NEWS is this:

Once the airplane starts to Here is the step MOST COPILOTS MISS:
pressurize, there is no way that the Ensure Captain is not monitoring F-INPH
window can possibly, under any
circumstances, come open!
However, a partially latched window What PILOTS screw up:
can "pop in" during the approach
and/or rollout. No problem. They try to Blow the other guys brains out. Check and see if you are going
to broadcast on the same channel that the unsuspecting Captain is
NOTE 2: OK-OK!!! I have been challenged with the question: “Hey Dude, How
monitoring.
about a de-pressurization at altitude?” .... Hmmmmm, OK, I guess it could They leave MASK/BOOM switch in the MASK position after the test is
happen; but then what about an asteroid hit or a nuclear detonation nearby or complete. Not a day goes by (OK, there was a day last spring ...) that I
maybe a comet or UFO or ... don't here some poor soul trying to broadcast with the MIC SEL in MASK.
"How do you read, Center?"
737ver5066 737ver5067
38
© Mike Ray 2000
© Mike Ray 2000

5 LOW IDLE LIGHT .................................................................. OFF
NOTE: There are two idle speeds: HIGH and LOW (duh!). HIGH is used in
flight, and LOW when on the ground as sensed by air’ground switch, BUT,
7 there are two times that you will see HIGH IDLE on the ground.
SO here are two CHECKGUY TRICK QUESTIONS
6
1. Since AC power is required for LOW IDLE, when you are using a BATTERY
START or when AC power is interrupted momentarily (such as shutdown of #2
OFF
OBS engine with no APU), the engines will go to HIGH IDLE on the ground...and
AUDIO 2. ...for 4 seconds after touchdown, the engines remain at HIGH IDLE for go-
ENTMT around and to enhance reverse.
5
ON
ENGINE
I 2
REVERSER REVERSER
PMC
6 REVERSER LIGHTS
PMC
4
SERVICE
.................................... ....................... OFF
INTERPHONE ON ON
LOW IDLE
OFF
NOTE: These lights indicate 3 things:
INOP INOP
ON
CREW PASS OXYGEN
1. One REVERSER SLEEVE NOT in agreement with the other SLEEVE.
OXYGEN 2. REVERSE LEVER and ISOLATION/SEL valves not in commanded position.
These situations could occur if engines shut down without the reversers being stowed.
NORMAL
3. Engine is doing AUTO-RESTOW.
3
10
5 15
ON NOTE: The AUTO-RESTOW system works while coming out of reverse on landing roll.
0 20 Stowing takes about 10 seconds which causes the ISOLATION VALVE to remain open with the
8
OXY PRESS PASS OXY
PSI X 100 ON THRUST LEVERS down. Here is an ORAL question. Why doesn't the MASTER CAUTION
light come on? Well, some bright engineer figured this out and built in a 12 second delay.
OVERHEAD OXYGEN PANEL

CHECK 2 things
3 7 AUDIO ENTERTAINMENT
LIGHT ............................................................................................... OFF and ................................... AS DESIRED
SWITCH SAFETIED ......................................................................… NORMAL NOTE: The Company “LOVES” this thing. Some guys think that it is a “BAD IDEA”
NOTE: Sometimes the little copper wire is actually broken, and some enterprising because of potential LAWSUITs from nosey passengers misinterpreting information
individual has re-wound it so it “LOOKS” like it is safetied. Not good. they hear on the radio. The Company, however, has assured the pilots that they will
“CYA” in that event and that NO PUNITIVE ACTION will be taken. Your call.
PMC (POWER MANAGEMENT CONTROLS)

VERIFY
SERVICE INTERPHONE SWITCH ......................... OFF
4
INOP lights ................................................................................................ OFF
NOTE: When the PMC detects a fault,

it shifts over to N1 control and illuminates the:
8 NOTE: There are 7 service interphone plug-ins located externally on the
airplane. These are used for communications with the mechanics and are
activated with the cockpit when this switch is turned on (This doesn’t
PMC INOP LIGHT interfere with the cockpit-F/A communications either way).
MASTER CAUTION LIGHTs
ENGINE annunciator lights
737ver5069
39
737ver5068
© Mike Ray 2000

© Mike Ray 2000
STBY HYD LOW QUANT
OVERHEAD PANEL LEFT ROW 9 and LOW PRESS LIGHTS
BOTH LIGHTS ................ OFF
Then do ...
FLT CONTROL STANDBY

ALTERNATE FLAPS
10STANDBY HYDRAULIC
PUMP CHECK
9
A B HYD
11
STBY
RUD
OFF
STBY
RUD
OFF
LOW
QUANTITY
LOW
PRESSURE
12 MASTER SWITCH
SAFETIED OFF STEP 1:
THREE STEPS:
A or B FLT CONT SW ....... STBY RUD

A ON B ON
ALTERNATE FLAPS Observe STANDBY HYD
ALTERNATE FLAPS LOW PRESSURE light
LOW LOW
PRESSURE PRESSURE
OFF
UP
13 13 CONTROL SWITCH comes ON and then goes
OFF
10 SPOILER OFF ............... OFF STEP 2:

A B ARM DOWN FLT CONT LOW PRESS LIGHT ... OFF
VERIFY light under switch
14
OFF OFF
goes OUT (indicates that
FEEL DIFF
SPOILER SWITCHES the STANDBY RUDDER
SAFETIED ....... And ON
12
PRESS VALVE has OPENED).
ON ON
SPEED TRIM STEP 3.
FAIL
FLT CONT SW ................... BACK ON
YAW DAMPER
15
YAW DAMPER MACH TRIM
VERIFY the FLIGHT
FAIL
SWITCH C O N T R O L L O W
14
YAW
DAMPER AUTO SLAT
FAIL
PRESSURE light comes
OFF ON .... and back ON; IF the associated
ON VERIFY YAW DAMPER light ......... OFF (A or B) HYDRAULIC
S Y S T E M i s U N
PRESSURIZED.
EFI and IRS
15
16 switches
Then do ...
16 NORMAL
FLIGHT CONTROL
EFI IRS
FUEL VALVE 11 SWITCHES (A and B)
17
BOTH BOTH BOTH BOTH
ON 1 ON 2 ON L ON R
CLOSED lights BOTH ON ... verify that the low pressure
ON light is ON if either system is
17
NORMAL NORMAL
The only time the lights should be unpressurized.
ON is when the START LEVERS
CLOSED -20 FUEL+20
are in cutoff
iii
CLOSED
ii
iiiiliiiilii
TEMP
liiiiliiiilii
-40 +40
or FIRE HANDLES are pulled.
19
0
C
iil
i
ii
li
iii
FUEL PUMPS CHECK

ii
iii
liiiiliiiil
FILTER VALVE FILTER

BYPASS OPEN BYPASS
STEP 1:
NO.1 and 2 AFT and FWD FUEL PUMP switches … ON.
FUEL
CROSS FEED 18 18 CROSSFEED
CHECK
VERIFY associated LOW PRESSURE lights .............OFF.
STEP 2: *(If CENTER TANK FUEL) *see note below.

CENTER TANK L and R FUEL PUMP switch .............ON.
2 STEPS VERIFY associated LOW PRESS lights ON then go OFF.
STEP 1:
LOW LOW
PRESSURE PRESSURE
ROTATE CROSSFEED STEP 3:
SELECTOR to OPEN ALL FUEL PUMP switches......................................... OFF.
FUEL PUMPS
VERIFY VALVE OPEN light NOTE 1: If APU running, leave AFT NO.1 running.
L
OFF
R goes BRIGHT, then DIM. NOTE 2: VERIFY FUEL annunciator and
ON
MASTER CAUTION light ..........................ON.
19
CTR
STEP 2:
LOW LOW LOW LOW ROTATE CROSSFEED STEP 4:
SELECTOR to CLOSE MASTER CAUTION LIGHT ..................PUSH to RESET.
AFT FWD FWD AFT VERIFY VALVE OPEN light
OFF OFF goes BRIGHT, then OFF
ON
1
ON
2
NOTE: This is a VERY IMPORTANT STEP!!! Check
current FAA/COMPANY directives for guidance.
737ver5070
737ver5071
40
© Mike Ray 2000
© Mike Ray 2000
STOP ! If Fueling is underway, STOP.

OVERHEAD SECOND ROW DO NOT perform the standby power test when the jet is being fueled.
The reason: when the standby power is off, the power to the
underwing fuelbay indicators is interrupted.
IRS ALIGNMENT MUST BE COMPLETE BEFORE DOING THIS TEST !
20
-0+ 400
DC CPS
-50 AMPS + 50 320 FREQ 420
20
110 120
22 STANDBY POWER TEST 3 STEP TEST
Set up for the test by placing the AC and DC METER
AC
21
SELECTORS to STANDBY POWER.
DC METER SELECTOR
20
VERIFY that the STANDBY POWER OFF LIGHT ... OFF
Selector to BAT and TR 1 APU GEN
check meter at 24 VOLTS minimum BAT TR 2 GEN 1 GEN 2 MASTER CAUTION ................... RESET
BAT GRD
TR 3 INV
BUS PWR
STBY
PWR TEST
STBY
PWR TEST STEP 1
GALLEY RESID
OFF
VOLTS STANDBY POWER SWITCH .......................BAT
TR 1, 2, and 3 OFF
21
BAT Verify:
ON
CHECK BOTH DC VOLTS and ON AC VOLTS and FREQS ................... NORMAL
AMPS within limits
AC
DC VOLTS ........................................ NORMAL
STANDBY POWER OFF light ..........OFF
MAX T/R AMPS (with cooling) .......... 65 22 LOW OIL

PRESSURE
HIGH OIL
TEMP
STANDBY POWER
STANDBY
PWR OFF LOW OIL
PRESSURE
HIGH OIL
TEMP
NOTES:
(1) Some lights MAY come on momentarily in some
MAX T/R AMPS (without cooling) .... 50 DISCONNECT DISCONNECT
BAT OFF AUTO

airplanes and with some configurations. Not to
DRIVE TEMP worry.
RISE
(2) If you dilly-dally with the STBY POWER SWITCH
in the OFF position, a whole bunch of lights, flags,
IN and other scary indications may come on. Good
DRIVE CAN BE
RECONNECTED news: they will go away after about 10 seconds.
PROCEDURE FOR STEP 22
ONLY ON
STEP 2
GRD
10 RISE 20 10 RISE 20
IS ON THE OTHER PAGE, 0 80 IN120

30
0 80 IN120
30
OVER THERE 40 160 40 160

GEN DRIVE GEN DRIVE
OIL TEMP OIL TEMP
C C
STANDBY POWER SWITCH ..................OFF
Verify:
23
GRD PWR
AVAILABLE
GRD
24 LEFT IRS ON DC light ..................... ON
IRS annunciator light ...................... ON
GENERATOR DRIVE ELEC annunciator light .................. ON
100
23
100
50 150 PWR 50 150
OFF
MASTER CAUTION LIGHTS ........... ON
AC
DISCONNECT SWITCHES
AC
0 AMPERES 200 0 AMPERES 200
AC VOLTS and FREQS ................... Bottom of scale

SAFETIED ON
DC VOLTS ........................................ Bottom of scale
BUS TRANS STANDBY POWER OFF light ..........ON
O
F
A
U F/O RDMI HDG FLAG ...................... In view
TRANSFER F T TRANSFER
BUS OFF O BUS OFF
STEP 3
24
BUS TRANSFER SWITCH
BUS BUS
OFF OFF
GEN OFF APU GEN GEN OFF

AUTO BUS OFF BUS BUS
STANDBY POWER SWITCH .................. AUTO
OFF OFF
25 Verify:
AC VOLTS and FREQS ................... NORMAL
ON ON DC VOLTS ........................................ NORMAL
APU GEN
GEN 1 GEN 2
STANDBY POWER OFF light ..........OFF
APU ELECTRICAL LOAD
25
APU
F/O RDMI HDG FLAG ...................... NOT In view
APU generator MAX AMPS LOW OIL
QUANTITY
LOW OIL
PRESSURE
HIGH OIL
TEMP
OVER
SPEED
LEFT IRS ON DC LIGHT ................. OFF
(on ground) ........ 150 MASTER CAUTION ................... RESET
100
7 8 50 150
EXH
6 AC
5 C X 100 0 AMPERES 200
4 TEMP 0
3 2 1
41
737ver5072 737ver5073
© Mike Ray 2000

© Mike Ray 2000
SKINNY CIRCUIT BREAKER

EQUIP COOLING SUPPLY and
MIDDLE
BRIGHT
26 EXHAUST FAN SWITCHES .................. NORMAL
ROW OFF
If you find this switch in the ALTERNATE position, suspect that a previous crew
may have had a problem … BE ALERT! This is a VERY IMPORTANT SYSTEM!
26
PANEL
BRIGHT
EQUIPMENT COOLING OFF LIGHTS ............ OFF

OFF
EQUIP COOLING
27 If these lights ever come on, even on the ground, there is a serious problem.
Select ALTERNATE and get maintenance.
If in the air, select ALTERNATE and if you still have a
SUPPLY EXHAUST problem, start looking for someplace to park the
27
NORMAL airplane. LAND ASAP. In about 60 minutes your
avionics suite is going to cease functioning normally.
If EXHAUST light is ON monitor T/R; maximum
ALTERNATE without cooling is .... 50 AMPS
OFF OFF
EMER EXIT LIGHTS

28 28
EMER EXIT LIGHTS
ARMED ....... Switch cover in the CLOSED position.
OFF
A
BATTERY switch MUST BE ON for this switch to ARM, it gets its power from
NR
ARMED the BATTERY BUS.
OM
When the DC BUS 1 becomes unpowered, then the EMERGENCY LIGHTS
29
TE
ON
D
come ON.
If the DC BUS 1 is powered (as is normal) then the emergency lights are OFF
and the BATTERY PACKS are RECHARGING.
An ORAL QUESTION: When are the batteries charging?
NO FASTEN
SMOKING BELTS
OFF
AUTO
ON
GRD
CALL NO SMOKING SIGN ........ ON
30 29
ATTEND
The airlines are becoming NON-SMOKING zones. However, IF a particular
flight is to be a SMOKING flight, (say you are hauling the Cuban Cigar Club
CALL on a charter to Havana) that message will be included right on your release.
The time to “Let’em light up,” would be AFTER TAKE-OFF.
RAIN REPELLENT
L R
PARK
WIPER
OFF
LOW
30 FASTEN SEAT BELT SIGN ......... OFF
During boarding, we normally leave the sign off.
HIGH
737ver5075
737ver5074
42
© Mike Ray 2000
© Mike Ray 2000
OVERHEAD WINDOW HEAT SWITCHES .....ON, observe “ON” lights

31
ON ON ON ON
FOURTH
L WINDOW HEAT
OVHT
R If the windows are already “HOT,” as is frequently the case from sitting in the sun
SIDE FWD FWD SIDE on the ramp at LAS, then you are NOT going to get a “POWER ON” light when you
OFF OFF select ON. Whoops, do it work or don’t it?
ROW
ON
ON
PWR TEST
So Mr. Boeing made a little POWER ON TEST feature. It will put FULL POWER to the
CAPT P/S PITOT STATIC F/O P/S
window.
1 AUX STATIC A B 2 AUX STATIC
OFF
F/O STATIC
2 AUX P/S
CAPT STATIC
1 AUX P/S Here’s how it works:
L ELEV
PITOT
ON R ELEV The power test should ONLY be used on a window that has the respective WINDOW HEAT
switch ON and the ON light not illuminated. Now, when you do the test, IF the light comes ON
PITOT
HEAT
during the PWR TEST that indicates normal operation of the power supply.
L ALPHA R ALPHA
31 32
VANE VANE
TEMP
PROBE
PITOT HEAT ............................................ TEST

LOW LOW
PRESSURE PRESSURE
OVERHEAT OVERHEAT
LOW LOW
PRESSURE PRESSURE
ENG
33 32 TWO simple STEPS:
TURN SWITCHES ON ..... Verify ALL LIGHTS OFF
WING ANTI-ICE
ANTI-ICE
MASTER CAUTION LIGHT ....................... PUSH
GND TEST
OFF
OFF
34
ON ON
1 2
WING ANTI-ICE .............................. TEST and OFF

33
OVERHEAT OVERHEAT
LOW LOW LOW LOW

HOLD the WING ANTI-ICE switch in GRD TEST, and
ENG 1 ELEC 2 ELEC 1 ENG 2 OBSERVE:
OFF OFF
L and R VALVE OPEN lights go BRIGHT then DIM.
ON
A HYD PUMPS
ON
B RELEASE SWITCH, and
OBSERVE:
3
HYD SYS
LIGHTS go OUT.
PRESS 4
FWD FWD FWD
BA
ENTRY CARGO SERVICE 2
0
AFT AFT AFT PSI X 1000
EQUIP
CARGO SERVICE
ELECTRIC HYDRAULIC PUMPS ............ BOTH OFF

ENTRY
1
34 The idea is to de-pressurize the hydraulic system.

00
TEST ERASE
CHECK ALL FOUR low pressure lights are ........... ON.
00
HEADSET
CHECK NO PRESSURE indicated on the HYD SYS INDICATOR.
600 OHMS
Normally, the ENG HYD PUMP SWITCHES are left in the ON position.
ALT
35
PRES 0
S
VOICE RECORDER ................................ TEST

10 D
IFF I
PS I HORN
0 CUTOFF
50 2
9
35
TWO step test:
40 CABIN
ALT 5
35
8
30
I0
3 PUSH and HOLD TEST BUTTON .................observe 2 FLICKS of NEEDLE
And RISE INTO GREEN BAND
X 1000 FEET
25
20 I5 4
7 PLUG HEADSET into the phone jack and say something, listen for reply after short delay.
5
6
PRESS DIFF
LIMIT:TAKE-
OFF & LDG
.125 PSI
.5
UP
I
AB
IN CLIM
2
3 36 36 ENGINE START SWITCHES ................. OFF
C
0 4
37
I 00
DN 0F
R
E
.5 EE T P
3
I 2
37
APU ENGINE START
IGNITION SELECTOR SWITCH .......... IGN L or R
ANTI
OFF STROBE POSITION COLLISION Select IGN R for the first flight of the day and IGN L for subsequent
OFF OFF
GRD CONT GRD CONT OFF ON BAT OFF flights.
BOTH
FLT IGN FLT Because the STBY AC powers the IGN R, we check it to ensure that the
IGN OFF
ON
L R STBY POWER is operating.
ON ON ON
PC QUEST: What system powers the Right Ignition.
START
737ver5076
43
737ver5077
© Mike Ray 2000
© Mike Ray 2000
CAPT FORWARD PANEL MARKER BEACON LIGHTS

38 PUSH TO TEST
NOTE: Sometimes, the light covers may be turned to the “DIM” position and
not be visible. Be alert.
CLOCK
39
COURSE IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED A/P ENGAGE COURSE
A/T
180 283 305 310
B
28004 +0000
A
ARM
CMD
MA
MA
SET
VOR LOC DN
F/D CWS F/D
OFF SEL
ON
ON

DISENGAGE NOTE: DO NOT fiddle with the switch on the LOWER RIGHT of the
instrument, unless you NEED to adjust the time (NOT LIKELY). It is very
OFF
OFF
UP
difficult to understand.
41
38 THR HLD TO/GA HDG SEL FD 40
ADI/HSI
CHECK and SET:
1: OBSERVE NO FLAGS.
180
20 20 2: SET BRIGHTNESS as desired.
39 10 10
3: CHECK that RADIO ALTITUDE is displayed.
4: IF DH is displayed, it may be removed by setting the DH REF to a
160
BR
IG H
A
I 60
1
140
9
negative value.
T
R
AIRWAYS W
A
MARKER
80
Y 400 10 10
4
R
S MACH 120
B RI G H
M HIGH 75 100
T
I
MIDDLE D
350 6
D 20 20 DH 109
L
E 120 100
3540
BR
IG H
O
NAV
AUTO MANUAL
T
OUTER U
T LOW 300 1 140
124.90
E
R
230
KNOTS 9 160 132.95
250 180 AUTO
200 TEST
MAN
VOR .............. TEST

41
PULL TO SET VOR UP/LT
DME DN/RT
CHR
DME 12.6
138
60 0327 1633 283 GS
STEP 1: Tune a VOT station if available (see 10-9 page.

TAS
DME-1 DME-2
16:12 HDG 180 M
STEP 2: Set course indicator on MCP to “000” or “180”.
40
50 10
GMT 18 21
15
STEP 3: Observe HSI VOR course indicator center within 2 1/2 degrees.
24
9 12
ET/CHR 18 21
27 3
40 20
28 NOTE 1: Test is to be accomplished in either FULL VOR/ILS or EXP VOR/ILS and
24
15
RUN RUN
6
30 .0 3
33
With VHF NAV RECEIVER SELECTORS in MANUAL.
ET
T
HLD HLD
27
M
12
G
SS VO
RESET FS R
F
AD
30
NOTE 2: VOT test is preferred; if unable, then VOR certified radial, or dual system
9
33
comparison.
6
0
ADF INOP 3
A lot of times you will be sitting at the gate sandwiched between two metal jetways, and
the signal is just not strong enough to procure an adequate test; in that case, you may
N1234UTP NOSE WHEEL STEERING
N
have to wait until after push-back to get a good check.
A 165/12
L O
ILS 1 109.9
T R
the “2 1⁄2...4...4”
M
RULE
VOT: (The preferable method)
RECEIVERS AGREE WITHIN 2 1⁄2 degrees of 180 or 000 FROM.
ADI HSI AND
DH REF FULL
RANGE
160
RECEIVERS tuned to same VOT MUST AGREE within 4 degrees.
VOR/ILS EXP 80 320
126 VOR/ILS
40
MAP
20 DUAL VOR TECHNIQUE: (Used where the VOT is not available)
PLAN
CTR MAP 10 BOTH RECEIVERS MUST agree within 4 degrees of each other when
RST
BRT WXR
tuned to the same VOR.
ON
BRT
MAP
VOR/ADF NAV AID ARPT RTE DATA WPT NOTE 3: VOR self test IS NOT considered a valid substitute for the above test.
ON ON ON ON ON
44
737ver5078
© Mike Ray 2000 737ver5079

© Mike Ray 2000
ILS/DME CHECK SAI (STANDBY ATTITUDE INDICATOR)

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

180
20 20 This will allow us to check the SAI ILS in the next step.
160 10 10
1
140
9 30
R
10 10
120
10 10
ILS ............. TEST

43
20 20 DH 109 10 10
100
3540
30
ILS
SELECT an ILS FREQUENCY:
OFF
ILS B/'CRS
Then: HOLD ILS TEST SWITCH in UP/L POSITION and VERIFY:

1: HSI and ADI G/S and LOC BARS disappear for 3 seconds, then reappear.
2: HSI G/S and LOC BARS go one dot UP and LEFT.
42
12.6 3: ADI G/S and LOC BARS go one dot UP and LEFT.
43
DME
TAS 283 GS 138 4: SAI G/S and LOC BARS go one dot UP and LEFT.
HDG 180 M Then: DO the same thing in the DN/R POSITION .
18 21 VERIFY ALL the FLAGS or BARS return to ORIGINAL POSITIONS.

24
15
NOTE 1: INBOUND COURSE on the MCP MUST be within 90 degrees of the

27
12
AIRPLANE HEADING or the G/S BAR will not appear.

NOTE 2: Holding the TEST SWITCH too long causes all the bars to disappear; but they
30
9
will come back after about 25 seconds.
45
33
6
3 0
NOTE 3: This self-test can be screwed up by FM transmissions in the vicinity of the
terminal. If you have that happen, do the test during the taxi-out.
165/12
109.9
44
ILS 1
44 DME .................. CHECK

The 1 percent - 1⁄2 MILE RULE:
NAV when BOTH DMEs are locked on the same station,
AUTO MANUAL
124.90 they should agree within

132.95
1⁄2 MILE or
AUTO
TEST
MAN
1% of the distance to the station,
0327 0327 Whichever is GREATER!
DME-1 DME-2 VOR UP/LT
18 21
15 DME DN/RT
24
9 12
27 3
6
SAI (STANDBY ATTITUDE INDICATOR)

33
45
.0 3
VO
R
F
AD
SELECT ................. OFF
ADF INOP
45
© Mike Ray 2000 737ver5081
© Mike Ray 2000
AUTOFLIGHT ANNUNCIATOR
CAPTAIN RIGHT-HAND 46 TEST:
1: Move the TEST SWITCH to POSITION 1 and OBSERVE:
A/P, A/T, and FMC ....... Steady AMBER.
FORWARD PANEL 2: Move the TEST SWITCH to POSITION 2 and OBSERVE:
A/P and A/T ................. Steady RED
FMC ............................. Steady AMBER.
ALTIMETER ...... SET and CROSSCHECK

46 47 SELECT the CURRENT ALTIMETER SETTING and
CROSSCHECK with the other pilot’s indicator.
BEWARE
LIGHTS
10 - 40 - 80 RULE WHEN
49
TEST
Altimeter indications should be: OPERATING

BRT
FIELD ELEVATION +10 feet +/- 40 feet and IN
Should agree with the other guys altimeter within +/- 80 feet. COUNTRIES
47
DIM
NOTE: The elevation on the airport diagram is from some designated WHERE
A/P A/T FMC
1
THIS AIRCRAFT IS NOT
point on the airport unknown to us; so your actual elevation could vary MILLIBARS
2
P/RST P/RST P/RST TEST IN CATEGORY II
STATUS SEE MINIMUM
significantly from that depicted on the plate. However, on the back of the ARE USED!
EQUIPMENT LIST AND
DEFERRED SECTION
10-1 plate, there is an airport diagram which shows the altitude of the
INSTR
OF LOG BOOK ends of the runways.
SWITCH
ALTITUDE MAINTAIN AT LEAST 45% N1 WHEN

OPERATING IN OR NEAR MODERATE
ALERT TO HEAVY RAIN, HAIL, OR SLEET
VERTICAL SPEED INDICATOR ........ ZERO

48
0 60
100 FT 80
9 1
400 30
0 00
00
100
2 350 IAS VERIFY ..... OFF FLAG retracted.
8 1 300 120 10 10
ALT 3 140 10 10
MB IN.HG
250 KNOTS
7 10 1 3 2992 240 160
4 220 30
6 180
5 200 ILS
STANDBY AIRSPEED INDICATOR

OFF
49
BARO ILS B/'CRS
SPEED BRAKE STAB SHOULD BE .... “60”

DO NOT ARM OUT OF
CTR TRIM
0 SPEED BRAKE
1 2 100 FEET ARMED
9 1
VERTICAL 4 10 1 3
.5 50 MB
00 2 QTY
STANDBY ALTIMETER
1000 FT
SPEED
01
50
0 6 8 ALT 02 TEST FUEL ERR
03
15 70 08
50,000 LB.
1000 FPM 04 3 SET and CROSSCHECK
.5
4 7
2992
1 IN.HG 4
2 6
5 1 2
BARO
10 20 08
FUEL ERR
LB.
FUEL
10 20 08
ERR
LB. FUEL QUANTITY ................... CHECK and TEST
VERIFY:
1: QUANTITY. The procedures for comparing FUEL SHEET FUEL with
50 51
INDICATED FUEL and with REQUESTED FUEL are in the Flight Manual .
48
WXR
ON
TERR
ON
TERR
OVRD
OVRD
2: QUANTITY TEST BUTTON: VERIFY indicator DECREASE when the
button is PUSHED, and INCREASE when it is RELEASED.
INOP
CAUTION
737ver5082
DO NOT TEST DURING PRESSURE FUELING !
51 737ver5083
46
© Mike Ray 2000
© Mike Ray 2000
53 ENGINE INSTRUMENTS ......... CHECK

CENTER FORWARD PANEL VERIFY:
1: ALL ENGINE INSTRUMENTS READ CORRECTLY.
 NOTE: Failure of any N1, EGT, or N2 indicator or transmitter will result in:
DIGITAL DISPLAY BLANKING and
POINTER GOING TO ZERO
52 % RPM X 10
1
00.0
2: N1 REFERENCE BUGS are pushed IN (for
automatic setting by FMC).
 NOTE: If during autothrottle operation of
the engine, such as setting thrust for take-
53
N1
4 2 off, the throttles do not advance normally, it
10
8 00.0 4 could be that these little knobs are not
pushed in all the way.
FUEL FLOW YAW DAMPER
SPEED BRAKE TEST ENG OIL
4
PULL TO SET C X 100 % RPM X 10
1 2 3 QTY TEST
4
RESET
80
10 062 00.0
RATE
OIL
60 PRESS
USED
0
100 EGT 2
0 10 N2 2 0
02 8
40 PSI 2 8 2
R-TO R-CLB 20 6 4 6 4
CRZ G/A CON
A/T LIM 1 2
START START 2 5
VALVE OPEN VALVE OPEN 1
10
REVERSER REVERSER
LOW OIL OIL FILTER LOW OIL OIL FILTER UP
L
15
54
FLAPS
25
30
% RPM X 10 % RPM X 10 40
5 4
86.4 85.3
ANTI-SKID SWITCH ................. ON
80 80
OIL OIL
N1
4 N1
2 60 PRESS
0
60 PRESS
0 LE FLAPS LE FLAPS
54
10 2 10 2 100 100 TRANSIT EXT
02 02
8 85.4 4 8 84.8 4 40 PSI 40 PSI
20 20 If installed, Check that the safety wire is intact.
ANTISKID
ANTI SKID
INOP
C X 100 C X 100
4 7
10 743 10 766 150 OIL 150 OIL
EGT 2 0
EGT 5 0
55
8 8 100 O
C 100 O
C ON
2 2 -50 -50
TEMP TEMP
50 50
AUTOBRAKE SELECTOR ................. RTO

6 4 6 4 0 0
55
OFF
4
% RPM X 10
6
% RPM X 10
VERIFY: AUTO BRAKE DISARM light goes OUT.
87.3 86.5 OIL
0
OIL
0
This indicates that the SELF-TEST has been successfully accomplished.
10 N2 2 0
10 N2 4 0
4
QUANTITY
1 4
QUANTITY
1
2 2
AUTO BRAKE
SOME AUTOBRAKE STUFF:
GALLONS GALLONS
8 8
6 4 6 4 3 2 3 2 AUTO-BRAKE
DISARM
2
What conditions MUST be met to ARM the AUTOBRAKE?
1 3 ANS:
12
1/2
723
4
HYD QTY 3/40 12
1/2
712
4
0
3
4
3
4 MAX
A/C ..................................... must be on the ground.
ANTI-SKID SWITCH …....... ON (and operational)
HYD QTY 3/4 2
VIB
2
VIB OFF
2 2 2 2
RFL RFL
1/4RATE/USED 1/4RATE/USED
1 1
10
WHEEL SPEED ................. less than 60 KNOTS
10 RTO
E PPH
FF 00 E PPH
FF 00 5 5
8 10
X A
SYS 4 8 X 10
SYS B 4 0 0
6 6
AUTOBRAKE SWITCH ...... RTO
THROTTLES ...................... IDLE
That is how you ARM it … But to deploy it: How do you do that?
First: The system will “ACTIVATE” between 60 and 90 knots. If you should elect to ABORT
in that regime, you WILL NOT GET RTO.
Once above 90 KNOTS and still ON THE GROUND, RETARDING the
52
FUEL FLOW SWITCH throttles to IDLE will ACTIVATE THE RTO.
Hold in the RESET position momentarily.
One more thing that is not obvious: RTO differs from NORMAL
When you hold it in reset: for the first second, nothing happens,
AUTOBRAKE in this way. If you push on the brakes for about 2 seconds,
then BOTH FUEL FLOW INDICATORS reset to zero. You gotta
RTO will release. It is logical if you think about it. If you should screw up and
hold it in for more than one second.
do that, then just apply maximum MANUAL braking for the same effect.
737ver5085
47
© Mike Ray 2000
© Mike Ray 2000
THROTTLE QUADRANT 57 SPEEDBRAKE LEVER ................. DOWN
THROTTLES and REVERSE LEVERS

58
ADF HSI
DH REF
126
FULL
VOR/ILS EXP
VOR/ILS
MAP
40
RANGE
80
160
320 56 CLOSED and DOWN
20
CTR MAP 10
RST
BRT
PLAN
WXR FLAP LEVER and INDICATOR ..................... MATCH
ON Note the position of the INDICATOR and match it with the FLAP
BRT
HANDLE position BEFORE powering the “B” pumps. The
59
MAP
VOR/ADF NAV AID ARPT RTE DATA WPT
WX/TURB TILT
normal position is, of course, UP; but when the “B” system is
WX MAP
MAN AUTO energized, the flaps will move towards the position selected by
ON ON ON ON ON
TEST
the handle. This MAY NOT BE GOOD!
5 10
GAIN
15
UP
RADAR TEST
0
PARKING BRAKE ........................................ SET

56
OFF AUTO DN 15
AUTO MAX
TEST: PWS 5 10
1: Move the TILT … MAN. NOTES:

2. ROTATE TILT CONTOL … FULL UP. 1: The RED LIGHT ONLY monitors the position of the lever linkage and
2: SELECT “ TEST”
60
does not mean that the brakes are set..
3: PUSH “ ON” button.
4. OBSERVE on the HSI a GREEN, YELLOW, RED, MAGENTA TEST pattern.
2: The BRAKES may be set using A SYSTEM, B SYSTEM or
5. If there are any FAULT messages on the HSI report to MAINTENANCE. ACCUMULATOR pressure; However, INDICATED BRAKE
pressure of less than 1000 psi IS NOT CONSIDERED
NOTE: If the TEST is unsuccessful ADEQUATE to set the brakes. HOLY COW!
the word “FAIL” indicates on the HSI.
61
5
58
1
10
ENGINE START LEVERS ........................ CUTOFF
SPRA
B
EEKE
D
UP L 15
FLAPS
25
30
40
57 STABILIZER TRIM ..................................... ACTIVATE

DOWN
62
ARMED
ACTIVATE the TRIM SWITCHES on the YOKE:

1: Check TRIM WHEEL rotates in proper direction, then
While still rotating the wheel:
59
FLAP
STAB UP
TRIM
APL
NOSE
0
FLAP MOVE the MAIN STAB TRIM CUTOUT switch to CUTOUT, and.
2: OBSERVE that the wheel stops.
DOWN
1
FLIGHT
DETENT 1 2
3 0 STAB
2
Return switch to NORMAL.
CD - %MAC
HYD BRAKE TRIM

TAKE-OFF
30-20-10
PRESS 4 5
APL
NOS
DOWEN
2 UP 5 NOTE: If you should notice; FYI, the trim wheel moves more slowly if the
0 0
PSI X 1000 10
flaps are up.
CD - %MAC
TAKE-OFF
30-20-10
1 10 5
62
15
15 10
AP
NOSEL
UP
TAKEOFF WARNING HORN ........................... TEST

25 15
30 APL
NOSE UP
HORN
VERIFY:
CHECK-GUY
CUTOUT
40
STAB TRIM
FLAP FLAPS UP
63
PARKING DOWN
QUESTION ON
BRAKE

60
PULL
SLATS UP
 SPOILERS RETRACTED
THE ORAL !
CUT

OUT
STAB TRIM in GREEN BAND
1 2 then:
 PARKING BRAKE SET
63 61 737ver5086
1: ADVANCE A THROTTLE until the HORN SOUNDS. CLOSE throttle to silence horn.
2: REPEAT for other throttle
3: IF HORN DID NOT SOUND! Check circuit breakers and notify maintenance.
48
737ver5087
© Mike Ray 2000

© Mike Ray 2000
LOWER CONSOLE
RADIOS .............. CHECK and SET
It is common practice to set up the COMM RADIOS like this: Be
64 alert, sometimes there is a “special” frequency assigned by ATC or

RAMP to monitor or use.
64 GROUND CONTROL
or PUSHBACK GUY
DEPARTURE
CONTROL
ATIS RAMP CONTROL
or MAINTENANCE
TFR TFR
TFR 124.90 120.95 124.90 120.95 C

TFR V C V
FREQ SEL O H FREQ SEL O
H
124.90 120.95 C
124.90 120.95 C F M F M
V V M M
H FREQ SEL O H FREQ SEL O
F M F M
M M
D PREFLIGHT ATC NAV

A
65
NAV AUTO MANUAL
AUTO MANUAL ENROUTE UA COMM
T 124.90 132.95
124.90 132.95 A POSTFLIGHT REPORTS AUTO
AUTO TEST
TEST
MAN L MESSAGE LOG REQUESTS
MAN
I VOR UP/LT
UP/LT
VOR
N LINK MANAGER FLT DATA
K DN/RT
DME
DME DN/RT MENU MAIN BRT
RUDDER and AILERON TRIM ...... ZERO

DIM HSI
HSI ADI
ADI RANGE
RANGE DH REF FULL
DH REF 160
FULL VOR/ILS EXP 80 320
VOR/ILS EXP 80
160
320 126 VOR/ILS
126 VOR/ILS ABOVE ABS ABOVE ABS 40
65
40
MAP
Here’s a suggestion. Some of the airplanes are “bent,” and if you look
MAP N N 20
20
BELOW REL 2 2 22 BELOW REL CTR MAP 10
CTR MAP 10
RST
BRT
PLAN
WXR STBY
XPDR
TA FAIL
L R RST
BRT
PLAN
WXR
down and see some rudder trim left over from the last flight, I think it is
good technique to only take out about half of that. The term “zero” the trim
TEST TA/RA
IDENT ON
ON BRT
BRT
may or may not be reflected on the trim indicator. However, I think it is good technique
MAP
MAP VOR/ADF NAV AID ARPT RTE DATA WPT
to ALWAYS put the AILERON TRIM to the zero marker on the top of the yoke.
RUDDER TRIM ON ON ON ON ON
ON ON ON ON ON 15 10 5 0 5 10 15
LEFT RIGHT
AILERON MIC SELECTOR

MIC SELECTOR
NOSE NOSE
LEFT RIGHT
LEFT RIGHT R
WING WING U
DOWN DOWN D 1-VHF-2-VHF INOP INOP F-INPH-S PA
1-VHF-2-VHF INOP INOP F-INPH-S PA D
E
STABILIZER TRIM OVERRIDE SWITCH ...... NORMAL

R
PTT
V
MASK
BOOM
EMER
PTT
V
B
MASK
BOOM
EMER
NORM
66 Normal is closed. In the simulator, it is possible that the previous crew
could have left it “up”. On the line, it could have been “kicked” by the First
Officer getting out of the seat.
B
NORM R
R
67
TFR
ABOVE ABS ABOVE ABS
N N TONE
BELOW REL 2 2 22 BELOW REL
A
1260 550
XPDR
D OFF ON
L R
STBY TA FAIL F
PA SYSTEM ...... CHECK

TEST TA/RA ANT ADF
67
IDENT
GAIN
FLOOD PANEL Flip up the slider , depress the transmit button, and say something eloquent
BRIGHT BRIGHT
STAB TRIM CAB DOOR
… But remember that EVERYONE ELSE will be listening. I remember the
CAB DOOR
UNLOCKED day I heard some unsuspecting Captain checking the PA … WHOOPS!
OFF OFF
… then, deselect the P/A by pushing another transmit button.
66 This is the end of the Captain’s Flight Deck Set-up

...Wheeeew! Thank goodness..
737ver5088
49
737ver5089
© Mike Ray 2000
© Mike Ray 2000
FIRST
OFFICER
FLIGHT
DECK
PREP
STUFF
737ver5091
The FIRST OFFICER'S

The FIRST OFFICER'S FLIGHTDECK setup
FLIGHTDECK ... for pilots who like pictures
First do these 4
setup
FLIGHT RECORDER
... for left brained pilots. 5 MACH OVERSPD

1 EXT LIGHTS
2 GO TO WINDOW 6 STALL WARNING
UPPER OVERHEAD 3 OXYGEN MASK
4 FLIGHT RECORDER
5 MACH OVERSPD
6 STALL WARNING 7 AIR TEMP SEL
8 DUCT OVERHEAT
9 TEMP SELECTORS
First do these MAIN OVERHEAD 10 DUAL BLEED LIGHT
7 AIR TEMP SEL
16 MKR BCNs 11 RAM DOOR LIGHTS
1 EXT LIGHTS
8 DUCT OVERHEAT
2 GO TO WINDOW 17 CLOCK
9 TEMP SELECTORS
12 PACK TRIP, BLEED TRIP,
3 OXYGEN MASK
10 DUAL BLEED LIGHT
18 ALTIMETER WING BODY OVHT
19 IVSI 13 ENG BLEED SW

11 RAM DOOR LIGHTS
20 ADI/HSI
21 VOR PRESSURIZATION
PNEUMATIC 22 ILS 14 SYSTEM TEST
RIGHT
12 PACK TRIP, BLEED TRIP, 23 DME 15 PANEL SETUP
FORWARD WING BODY OVHT
PANEL 13 ENG BLEED SW
16 MKR BCNs
17 CLOCK
18 ALTIMETER 14 SYSTEM TEST
LEFTSKINNY
F/O 19 IVSI 15 PANEL SETUP 24 AUTOFLIGHT ANNUC
MIDDLE ROW 20 ADI/HSI
FORWARD 25 A/S INDICATOR
PANEL 21 VOR
22 ILS 26 TAT/SAT/TAS
24 AUTOFLIGHT ANNUC
23 DME 27 RDMI
25 A/S INDICATOR
28 GPWS INHIBIT SW The following
Use this layout to pages are the
26 TAT/SAT/TAS
help you 29 GPWS
technical
27 RDMI
memorize the 30 TRANSPONDER details.
28 GPWS INHIBIT SW steps and their
order.
31 ADF
29 GPWS
30 TRANSPONDER
31 ADF
737ver5092
51
© Mike Ray 2000
© Mike Ray 2000
1 UPPER OVERHEAD PANEL THE INCREDIBLY COMPLICATED
E
X
T
E
N
D
L ON R
LANDING
RETRACT
OUTBOARD
OFF
L ON R
INBOARD
RUNWAY
TURNOFF
L
OFF
ON
R
OFF
ON
TAXI
APU
OFF
START
ON
GRD
OFF
ENGINE START
CONT
FLT
L
BOTH
IGN IGN
R
GRD
OFF
CONT
FLT
OFF
ON
ON BAT
ON
OFF
ANTI
STROBE POSITION COLLISION
OFF
ON
WING
OFF
ON
WHEEL
WELL
OFF
ON
3 OXYGEN MASK
One of the MOST complicated procedures on the Set-up
is the Oxygen mask checkout.
In brief form, here is what to do: MIC SELECTOR
MASK/BOOM switch to MASK

Push F-INPH mic switch 1-VHF-2-VHF INOP INOP F-INPH-S PA
Adjust F-INPH volume

EXTERIOR LIGHTS......... AS REQUIRED EXT SPEAKER volume UP
1
PTT MASK
You have probably just returned from the EXTERIOR 1-NAV-2 INOP ADF-2 MKR SPKR
INSPECTION (walk-around), and therefore the only lights Push and hold, and while holding
BOOM
EMER
that need to be ON are the NAV LIGHTS; and these are to V
remain ON at ALL TIMES.

RESET/TEST lever: B
NORM
R
DO NOT turn on the OSCILLATING BEACONS … Unless
the airplane is being moved or the engines are running. 1 Observe YELLOW CROSS flicker
Push and Hold EMER/TEST
2 selectorand observe
2
YELLOW CROSS remain visible;
THE SIDE WINDOW 3
then
Release the EMER/TEST selector
RESET
N
PUSH PTT button, and TEST
OXYGEN
The window is a simple thing, and just because you are only a lowly First Officer, I won't take
100%
PUSH MASK
while holding it:
it out on you and try to describe something that is intuitive, ... but every year we have a
TAP on the door, then
certain number of ROCKET SCIENTISTS trying to take-off with the window not latched
Push EMER/TEST button.
properly. Some have actually made HIGH SPEED ABORTED TAKE-OFFs because the
Verify sound in both cases.
window popped open during take-off roll! DUH!
Release PTT button EMERGENCY
So, here is the FIRST RULE OF WINDOWS:

4 Release
PRESS
RESET/TEST button: Observe

TO
TEST
DO NOT ABORT A TAKEOFF FLOW IND is BLANK and

O2 Flow stops
BECAUSE A COCKPIT WINDOW
POPS OPEN !!!!!!! Now, put it all back together:
MASK O2 @ 100%
MASK HOLDER Doors closed
MASK/BOOM switch to BOOM
Here is the step MOST COPILOTS MISS:

Oooops ...! Ensure Captain is not monitoring F-INPH
What PILOTS screw up:
They try to Blow the other guys brains out. Check and see if you are going
to broadcast on the same channel that the unsuspecting Captain is
monitoring.
Windows can be closed after take-off up to 250 Knots. Gets noisy and scares the They leave MASK/BOOM switch in the MASK position after the test is
hydraulic fluid right outta you, but it is NO BIG DEAL! complete. Not a day goes by that I don't here some poor soul trying to
737ver5094 broadcast with the MIC SEL in MASK. "How do you read, Center?"
52
737ver5095
© Mike Ray 2000
© Mike Ray 2000
4
MACH
FLIGHT RECORDER AIRSPEED
WARNING
TEST
OFF
5
STALL WARNING TEST
NO. 1 NO. 2
6
FLIGHT RECORDER ........TEST
4 MOVE TEST SWITCH to ....... TEST position, then
OBSERVE ............................ OFF light is NOT ON.
RESTORE SWITCH COVER ...... Normal position.
MACH AIRSPEED WARNING ........TEST

5 PRESS button #1:
OBSERVE: CAPT AIRSPEED CLACKER activates, then
PRESS button #2:
OBSERVE: F/O AIRSPEED CLACKER activates.
6 STALL WARNING ........TEST

PRESS button #1:
OBSERVE: CAPT STICK SHAKER activates, then
LE DEVICES
PRESS button #2: TRANSIT FLAPS
4
TRANSIT
1
OBSERVE: F/O STICK SHAKER activates. EXT
2 3 EXT
FULL FULL
EXT
NOTE 1: The test is INOPERATIVE if: 1
EXT
6
An AMBER LE DEVICE light comes ON. 2
3 4
5
NOTE 2: DO NOT move the FLAPS in an attempt to SLATS SLATS
troubleshoot the problem without clearance from a TEST
GROUND OBSERVER!
NOTE 3: What happens is that the hydraulic press can bleed off and allow
the L.E. flaps to droop, causing an asymmetry signal. Just bringing on the
“B” HYD PUMPS may move the flaps and put out the light, but… DO NOT
DO THIS without GROUND CLEARANCE !!!
737ver5096
53
© Mike Ray 2000
© Mike Ray 2000
UPPER OVERHEAD PANEL AIR TEMP SELECTOR ............................. SUPPLY DUCT

7 This is to set up to monitor the temperature of the air in the MIX MANIFOLD.
DUCT OVERHEAT LIGHTS ........................................ OFF

8 An OVERHEAT condition in the SUPPLY DUCT causes:
 DUCT OVERHEAT LIGHT to illuminate, and
 The MIX VALVE to drive FULL COLD AUTOMATICALLY
After DUCT temperature returns to normal, the TRIP RESET button will allow
CONT CABIN AIR TEMP PASS CABIN
the crew to regain control of the MIX VALVES.
7
SUPPLY PASS
DUCT CABIN
AIR MIX
VALVE
AIR MIX
VALVE
8 TEMPERATURE SELECTORS .................................. SET

9
LD
LD
HO
HO
CO
CO
T
T
If you are sitting there some HOT MUGGY day, and the Air Conditioner is NOT
DUCT
120
TEMP160
DUCT
putting out any cold air … It could be “ICED UP.” A technique I have heard is to
OVERHEAT 80
OVERHEAT place the TEMP SELECTOR to manual FULL HOT momentarily to heat up the
evaporator. This should produce a “Snow storm” followed by cold air. Voila!
200
40
F
0
9
AUTO AUTO
NORMAL NORMAL
COOL WARM COOL WARM
DUAL BLEED LIGHT ........................................... OFF/ON

10
COOL WARM COOL WARM
10
OFF OFF
MANUAL MANUAL
If APU bleed valve CLOSED:

VERIFY DUAL BLEED LIGHT ........... OFF.
DUAL RAM DOOR RAM DOOR
If some combination of APU and ENG bleed valves OPEN:
BLEED FULL OPEN FULL OPEN VERIFY DUAL BLEED LIGHT ........... ON.
RECIRC FAN IF BLEEDS CLOSED = LIGHT OFF

11
OFF
AUTO
IF BLEEDS OPEN = LIGHT ON
40 60 OVHT
LR
20 80
PSI TEST
0 100
RAM DOOR FULL OPEN LIGHTS ............................... ON

ISOLATION
11 These doors should be “FULL OPEN” on the ground and in flight with the flaps
12
L PACK VALVE R PACK
OFF
CLOSE
OFF extended. If the light is NOT ON … GET MAINTENANCE involved.
AUTO AUTO
HIGH AUTO HIGH
PACK OPEN PACK
12 and WING-BODY
TRIP OFF TRIP OFF
WING
ANTI WING-BODY TRIP WING-BODY
WING
ANTI PACK TRIP OFF, BLEED TRIP OFF,
ICE OVERHEAT
BLEED
OVERHEAT
BLEED
ICE
OVERHEAT LIGHTS .................... OFF
TRIP OFF RESET TRIP OFF
These six lights should be OUT. If one or more are ON, go to the book and do
the procedure.
OFF OFF
ON ON
I APU 2
BLEED
ENGINE BLEED SWITCHES ......................................... ON
13
FAIL MANUAL
DESCENT
These valves are ELECTRICALLY CONTROLLED and PNEUMATICALLY
13 737ver5099
ACTUATED. They are normally left ON.
737ver5098
54
© Mike Ray 2000
© Mike Ray 2000
2
14 STANDBY and MANUAL 5
PRESSURIZATION TEST
3 AUTO
FAIL
BLEED
OFF SCHED STANDBY
DESCENT
MANUAL
STEP 3
HOLY COW .... What a complicated procedure for such a simple
system, wheeew. The only saving grace is that after a few AUTO STANDBY MANUAL
hundred times, it will get to be common place. I have tried to V
simplify the situation by breaking it out into several steps. 1: MODE SEL .................... MANUAL DC 35000 A
DECR INCR
L
2: verify MANUAL LIGHT ............ ON S
PU H CABIN RATE
V
E
3: AUTO FAIL, OFF SCHED DESCENT,and STANDBY
2 STEP 1
05780 C
LIGHTS .... OFF L
O
P
4: OUTFLOW VALVE SWITCH ....... TOGGLE CABIN ALT O E
05280 S N
TOWARDS CLOSE E
6 5: verify incremental valve movement STBY AC

MAN
AUTO
BLEED F G DC
AUTO OFF SCHED STANDBY L R
FAIL DESCENT
MANUAL
T D CHECK
4
-.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
AUTO STANDBY MANUAL FLT 18 20 22 24 26 28 30 32 34 36
STEP 1
ALTITUDE X I000 FEET - MAX PRESS SCHEDULE
35000 V
A
FLT ALT L
3
DECR INCR V
1
S
PU H CABIN RATE E
1: MODE SEL ............................... STBY
BLEED
04780 C O 2: verify STANDBY LIGHT ............ ON
3
L P AUTO OFF SCHED STANDBY
3: STBY CABIN RATE ................... FULL INCREASE
MANUAL
CABIN ALT O E
FAIL DESCENT
001257 S N
E 4: STBY CABIN ALT .... 500 feet below field elevation
5: FLT/GND SWITCH .................... FLT
STEP 4
STBY AC AUTO STANDBY MANUAL
MAN 6: verify OUTFLOW VALVE ........... FULL CLOSE
2
F G AUTO
DC V
L R 00350I A
T D DECR INCR
L
CHECK V
S
PU H CABIN RATE E 1: FLT/GRD SWITCH ................ GRD
CAB
-.3
.3
.8
I.4
I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0 2: OUTFLOW VALVE SWITCH ........... HOLD TO CLOSE
05780 C O
FLT 18 20 22 24 26 28 30 32 34
36
L P 3: verify STEADY VALVE MOVEMENT
4
CABIN ALT O E
05280 S N
E
5 1 STBY AC
MAN
STEP 2
AUTO
F G DC
L R
T D CHECK
-.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6

CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0 BLEED
BLEED FLT 18 20 22 24 26 28 30 32 34 36 AUTO OFF SCHED STANDBY
MANUAL
2
ALTITUDE X I000 FEET - MAX PRESS SCHEDULE FAIL DESCENT
MANUAL
1
FAIL DESCENT
AUTO STANDBY MANUAL
STEP 2 3
AUTO STANDBY MANUAL
V
35000 V 00350I A
A DECR INCR
L
FLT ALT L V
1: STANDBY CABIN ALT … Set minimum 500 feet DECR INCR V
S
PU H CABIN RATE E
STEP 5
S
PU H CABIN RATE E
ABOVE field elevation. 08250 C O
2: verify OUTFLOW VALVE ......... Moves to FULL 05780 C O L P
2
L CABIN ALT O E
OPEN CABIN ALT O
P 001257 S N
005280 E 1: MODE SELECTOR ....... AUTO E
S N
E
LAND ALT 2: verify .... OUTFLOW VALVE moves FULL OPEN STBY AC
STBY AC
MAN
3: ALL the lights ..... OFF AUTO
MAN
F G DC
AUTO L R
F G DC
L R T D CHECK
T D CHECK
-.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
-.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
1
CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0 FLT 18 20 22 24 26 28 30 32 34 36
1
FLT 18 20 22 24 26 28 30 32 34 36
737ver5101
737ver5100
55
© Mike Ray 2000
© Mike Ray 2000
PRESSURIZATION RIGHT FORWARD PANEL

15 SETUP
18
AUTO
FAIL
BLEED
OFF SCHED STANDBY
DESCENT
MANUAL 4 16
PULL UP
AUTO STANDBY MANUAL BELOW G/S

P-INHIBIT
16
35000 V
A MARKER BCN LIGHTS
5 17
L
… PUSH TO TEST
A
FLT ALT
IG H
BR I
DECR INCR
T
R
V 0 FT
AIRWAYS W
A
S
PU H CABIN RATE E 100
1
Y
S
9 BR
IG H
2
M
0 00
05
T
I
2
Sometimes the "IRIS" is closed on the lens.
MIDDLE D
07200 C O 8 1
D
L
L P 3
BR
IG H
E
O
O
ALT
T
E
U
005280 CABIN ALT

OUTER
T
S
MB IN.HG
7 E
N 10 1 3 2992 R
E 4
LAND ALT 6
5
STBY AC BARO
MAN
G AUTO
F DC
L R CHR
T D CHECK 2 60
1
3
-.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6 .5 VERTICAL
SPEED
4
50 16:12 10
1 17
CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0 GMT
FLT 18 20 22 24 26 28 30 32 34 36 0 6
CLOCK
ALTITUDE X I000 FEET - MAX PRESS SCHEDULE 1000 FPM ET/CHR
.5 40 20
4
RUN
28 RUN
1 2
ET 30
T
HLD HLD
M
G
SS
SET … Just remember not to touch the

RESET FS
15 PRESSURIZATION SETUP
lower right hand switch until you think about
it. It is NOT intuitive.
WXR TERR
1: MODE SELECTOR ..........................AUTO
19
ON ON
2: FLT ALT INDICATOR ...........SET PLANNED FLIGHT ALTITUDE
3: LAND ALT INDICATOR ........SET LANDING FIELD ALTITUDE
4: STANDBY CABIN RATE ...... SET AT INDEX
5: STANDBY CABIN ALTITUDE .... SET
Go to the little "decal" at the bottom of the instrument.
Compare actual destination altitude minus 200 feet and the CAB altitude
derived from the decal using the projected flight altitude.
Use the HIGHER figure and set it in the STANDBY section of the
instrument in the CABIN ALT window. 18 ALTIMETER ......... SET and CROSSCHECK
The altimeters should read 10 feet above field elevation +/-40 feet
and agree with the other altimeter within +/-80 feet. If they are
outside tolerance, then the actual readings should be entered into
-.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0 the airplane Flight Log and reported to maintenance.
FLT 18 20 22 24 26 28 30 32 34 36
EXAMPLE: Say your "DESTINATION" altitude is 5280'.
take 5280 minus 200 = 5080.
Take the CRUISE ALTITUDE (say 35,000')
19
go to the decal and get a CAB ALTITUDE (7.2 = 7200).
Compare the two (5080 versus 7200) and VERTICAL SPEED ........ ZERO
set the HIGHER (7200) figure in the CAB ALT window.
Verify … OFF flag is retracted from view.
737ver5102
737ver5103
56
© Mike Ray 2000
© Mike Ray 2000
F/O VOR TEST

F/O ADI/HSI TEST
A/T
180 283 305 180
B
28004 +0000
A
ARM
CMD
MA
MA
VOR LOC DN
F/D CWS F/D
OFF SEL
ON
ON
DISENGAGE
OFF
OFF
UP
ADI/HSI .............. CHECK and SET

20 1. OBSERVE ................. NO FLAGS
2. BRIGHTNESS ........... SET
21.2
3. RAD ALT ................... DISPLAYED DME 12.6
138
If the DH is also displayed, it may be removed TAS 283 GS
by setting DH REF to a negative setting. HDG 180 M
18 21 21.3
24
15
21.1
27
12
30
9
33
6
3 0

20.3 165/12
ILS 1 109.9
180
20 20 124.90 132.95
AUTO
160 10 10 TEST
MAN
4
UP/LT
VOR .............. TEST
045
HSI VOR
21
6
ADI
R
10 10 RANGE
120 DH REF FULL 160 DN/RT
VOR/ILS EXP 80 320 DME
20 20 DH 109 109 VOR/ILS
40
100
3540
MAP
20 STEP 1: Tune a VOT station if available (see 10-9 page).
CTR MAP 10 STEP 2: Set course indicator on MCP to “000” or “180”.
BRT
PLAN
WXR STEP 3: Observe HSI VOR course indicator center within 2 1/2 degrees.
RST
ON NOTE 1: Test is to be accomplished in either FULL VOR/ILS or EXP VOR/ILS and
BRT
DME 32.7 HDG 180 M
With VHF NAV RECEIVER SELECTORS in MANUAL.
MAP
TAS 283 GS 296 VOR/ADF NAV AID ARPT RTE DATA WPT
NOTE 2: VOT test is preferred; if unable, then VOR certified radial, or dual system
ON ON ON ON ON
comparison.
A lot of times you will be sitting at the gate sandwiched between two metal jetways, and
the signal is just not strong enough to procure an adequate test; in that case, you may
have to wait until after push-back to get a good check.
the “2 1⁄2...4...4” RULE

VOT: (The preferable method)
RECEIVERS AGREE WITHIN 2 1⁄2 degrees of 180 or 000 FROM.
FROM AND
320/18 117.50
737ver5104
RECEIVERS tuned to same VOT MUST AGREE within 4 degrees.
DUAL VOR TECHNIQUE: (Used where the VOT is not available)

BOTH RECEIVERS MUST agree within 4 degrees of each other when
tuned to the same VOR.
NOTE 3: VOR self test IS NOT considered a valid substitute for the above test.
737ver5105
57
© Mike Ray 2000
© Mike Ray 2000
ILS/DME CHECK
ILS ............................................................... TEST

22 SELECT an ILS FREQUENCY:
180
20 20 Then: HOLD ILS TEST SWITCH in UP/L POSITION and VERIFY:
1: HSI and ADI G/S and LOC BARS disappear for 3 seconds, then reappear.
10 10 2: HSI G/S and LOC BARS go one dot UP and LEFT.
23
160
6 3: ADI G/S and LOC BARS go one dot UP and LEFT.

045
4 4: SAI G/S and LOC BARS go one dot UP and LEFT.
120
R
10 10 Then: DO the same thing in the DN/R POSITION .
20 20
100
DH 109
3540 VERIFY ALL the FLAGS or BARS return to ORIGINAL POSITIONS.
NOTE 1: INBOUND COURSE on the MCP MUST be within 90 degrees of the

AIRPLANE HEADING or the G/S BAR will not appear.
NOTE 2: Holding the TEST SWITCH too long causes all the bars to
disappear; but they will come back after about 25 seconds.
0327 0327 DME 12.6
DME-1 DME-2
TAS 283 GS 138
22
18 21 HDG 194 M
15
24
9 12
18 21
27 3
24
15
6
33
.0 3
23
DME .......................................................... CHECK
27
12
VO
R
F
AD
30
9
The 1 percent - 1⁄2 MILE RULE:

33
6
3 0
ADF INOP when BOTH DMEs are locked on the same station,
they should agree within
1⁄2 MILE or
165/12
ILS 1 109.9 1% of the distance to the station,
Whichever is GREATER!
NAV
AUTO MANUAL
124.90 132.95
AUTO
TEST
MAN
VOR UP/LT
DME DN/RT
737ver5106
58
© Mike Ray 2000
© Mike Ray 2000
737ver5107 PO Box 1239 TEMECULA, CA 92593
LEFT F/O FWD PANEL AUTOFLIGHT ANNUNCIATOR .................. TEST

24 Push switch to TEST 1 position, OBSERVE:
A/P, A/T, FMC lights come ON STEADY AMBER
Push switch to TEST 2 position, OBSERVE:
A/P, A/T lights come ON STEADY RED
FMC light comes ON STEADY AMBER
1
A/P A/T FMC
24
2
AIRSPEED INDICATOR .............................. CHECK

25
PULL UP
Verify CURSOR CONTROL KNOB .................. IN
25
BELOW G/S Verify ................................... NO FLAGS IN VIEW
Verify DIGITAL AIRSPEED .................45 +/- 1 KT
P-INHIBIT
SPEED
BRAKE
60
80
400 MACH
4
75 100
350 6
120
26
TAT
+15.2
o
KT
C
300
045
1
KNOTS 6 160
140
TAT/SAT/TAS INDICATOR .......................... TAT
250 180
200
PULL TO SET
26
HYD BRAKE
PRESS 4
0327 1633
2
RDMI ............................................................ CHECK
27
DME-1 DME-2
PSI X 1000
0
1 18 21
Verify MAG HEADING agrees with STANDBY COMPASS and HSI’s display.
27
15
Verify NO WARNING SYMBOLS in view.
24
9 12
Position #2 VOR/ADF selector as desired.

27 3
6
3 33
HYD SYS .0 3
PRESS 4 VO
BA
R
2 F
0 AD
PSI X 1000
ADF INOP
GPWS INHIBIT SWITCH .................... SAFETIED/NORMAL

28
1/2 1/2
HYD QTY 3/4
RFL
1/4
HYD QTY 3/4
RFL In the SIM, obviously the safety wire will be broken, BUT you MUST check this
because you can bet that the previous crew had to use it and might have
1/4
E
SYS A
E
SYS B inadvertently left it off. BE ALERT !
28
GROUND PROXIMITY GPWS ......................................................... TEST
29
FLAP/GEAR
29
INOP INHIBIT PUSH GPWS button:
Check that AURAL sounds

SYS TEST BELOW G/S, PULL UP, and INOP light comes ON.
NORMAL
59
© Mike Ray 2000 737ver5108 737ver5109
© Mike Ray 2000
ADF TEST
TRANSPONDER/TCAS TEST
TRANSPONDER/TCAS ................... TEST, SET

30 NOTE: IRS alignment MUST be complete prior to accomplishing
the TCAS test.
Place TCAS/XPDR selector to TEST momentarily
and OBSERVE the following indications:
ADF ................... SET and CHECK
“8888” appears
in these
31 Step 1: Tune ADF to an FAA or other government facility.
Step 2: Verify the the RDMI points towards that station.
ABOVE ABS ABOVE ABS Step 3: Set RDMI selectors and pointers as desired.
BELOW REL
8888 BELOW REL
windows
30
XPDR L R
STBY TA FAIL
TEST TA/RA
IDENT
TCAS/ATC
“FAIL” LIGHT 0327 1633
comes ON DME-1 DME-2
momentarily. 15
18 21
31
24
9 12
27 3
6
0
“RED PITCH AVOIDANCE BARS”
33
.0 3
180
20 20
displayed on ADI.
VO
R
F
160 10 10 AD
1
140
9
ADF INOP
120
R
10 10
20 20 DH 109
100
3540
TFR
32.7 NM TRK 188 M 1534.8 Z

283 GS 296 TONE
“TCAS TEST” displayed on HSI. 1260 550
TAS
A
D OFF ON
TRAFFIC
F
TCAS TEST ANT ADF
+10
GAIN
-10
“FOUR GOOFY SYMBOLS”

displayed IF 10 mile scale is being
+02 used at the time with MAP mode
+02 selected.
THIS IS THE END

320/18 1276
2.6 R
10.4 L
Computerized voice sez, “TCAS SYSTEM TEST OK (FAIL).”

OF THIS SECTION
737ver5111
60
© Mike Ray 2000 737ver5110
© Mike Ray 2000
FINAL12
The hectic ...
FLIGHT
DECK
PREP
STEPS
DISCUSSION: Who does what?
This section has procedures and items assigned to BOTH Captain

and/or First Officer; that is C,F/O.
I submit, however, that normal operating habits (as opposed to SOP

or standard operating procedures) have evolved such that some
tasks are expected to be accomplished by one pilot or the other.
There is no particular order to the things that occur in this section, and I think you
will find that there is a lot of other things going on, a whole bunch of stuff grabbing
for your attention. You have to take each activity in its time and ensure that it is
taken to completion, even though there may be interruptions during its execution.
61
© Mike Ray 2000
737ver5113
© Mike Ray 2000
ATC CLEARANCE START THE APU

IF NOT ALREADY RUNNING
APU GROUND START PROCEDURES: F/H 6-49
GET CLEARANCE BIG BOO-BOO! DO NOT turn OFF the BATTERY SWITCH while on the
ground with the APU running and supplying electrical to the airplane
DISCUSSION: The ATC clearance will normally NOT be available until about 20 or the APU will shut down and it will get really dark on the airplane.
minutes prior to your “P” (projected push-back) time. Normally, you can receive your
clearance via ACARS, this is called PDC or “PRE-DEPARTURE CLEARANCE (If
available it will be indicated on the 10-9 page). If you request it before it is available,
you will get the ACARS message telling you to contact Clearance via voice radio. My
suggestion is to give it a coupla minutes and request it again.
-50
-0+
DC
AMPS + 50 320
400
CPS
FREQ 420 Step 1
OVERHEAT OVERHEAT
ON ON
OVERHEAT OVERHEAT
ON ON
APU HOURMETER
ELAPSED TIME
0 28 3 2
BATTERY SWITCH
HOURS I/I0
L WINDOW HEAT R
OVHT
SIDE FWD FWD SIDE
ON
OFF OFF
110 120
20
FLT CONTROL
It is a GOOD CAPTAIN PRACTICE to request the clearance soon enough so that 0 DC VOLTS 40 100
AC
ON ON
A B VOLTS 130
PWR TEST CONT CABIN AIR TEMP PASS CABIN
LOW
PITOT STATIC SUPPLY PASS
should it NOT be filed for some reason, there will be time to contact DISPATCH and get
QUANTITY CAPT P/S F/O P/S
1 AUX STATIC A B 2 AUX STATIC DUCT CABIN
LOW
PRESSURE F/O STATIC
OFF CAPT STATIC
the situation resolved without delaying the departure.

2 AUX P/S 1 AUX P/S
TR 1 APU GEN CIRCUIT BREAKER AIR MIX

VALVE
AIR MIX
VALVE
L ELEV ON R ELEV
ALTERNATE FLAPS BAT TR 2 GEN 1 GEN 2 PITOT PITOT
LD
LD
BRIGHT
HO
HO
HEAT
CO
CO
T
T
L ALPHA R ALPHA
OFF BAT GRD VANE VANE
LOW LOW UP TR 3 INV
PRESSURE PRESSURE
BUS PWR
Don’t get hung up on the ACARS solely. It may even be necessary to contact the
TEMP 120
Step 2
PROBE TEMP160
STBY STBY DUCT
80
DUCT
SPOILER OFF PWR TEST PWR TEST OVERHEAT OVERHEAT
A B OFF 40
200
ARM DOWN
appropriate ATC agency (FSS ?) by voice to resolve a sticky situation. All questions
F
0
OFF OFF GALLEY RESID PANEL AUTO AUTO

OFF VOLTS BRIGHT
NORMAL NORMAL
OFF
about the clearance should be resolved before you depart the gate ... and if that is not FEEL DIFF
PRESS
BAT
ON OVERHEAT OVERHEAT
COOL WARM COOL WARM
possible; certainly BEFORE beginning the take-off.

ON COOL WARM COOL WARM
ON ON OFF OFF
APU BLEED SWITCH

SPEED TRIM AC LOW LOW LOW LOW MANUAL MANUAL
FAIL OFF PRESSURE PRESSURE PRESSURE PRESSURE
Let me state that another way: YAW DAMPER ENG

MACH TRIM
FAIL LOW OIL
STANDBY
PWR OFF WING ANTI-ICE
OFF
LOW OIL
YAW
PRESSURE PRESSURE
GND TEST
ANTI-ICE
DAMPER AUTO SLAT HIGH OIL STANDBY POWER HIGH OIL OFF
FAIL TEMP TEMP
OFF DUAL RAM DOOR RAM DOOR
OFF BLEED FULL OPEN FULL OPEN
DISCONNECT DISCONNECT ON
ON 1 2
ON BAT OFF AUTO EQUIP COOLING
DO NOT TAKE-OFF WITHOUT A LEGITIMATE CLEARANCE.

RECIRC FAN
DRIVE TEMP SUPPLY EXHAUST
Step 3
OFF
RISE NORMAL
AUTO
OVERHEAT OVERHEAT
40 60 OVHT
IN ALTERNATE LOW LOW LOW
LR
LOW 80
DRIVE CAN BE PRESSURE PRESSURE PRESSURE PRESSURE 20
RECONNECTED
OFF OFF PSI TEST
ONLY ON 0 100
GRD ENG 1 ELEC 2 ELEC 1 ENG 2
10 RISE 20 10 RISE 20
OFF OFF
AFT NO.1 FUEL PUMP

0 80 IN120 0 80 IN120
160
30 30
160 ISOLATION
EFI IRS
40
GEN DRIVE
40
GEN DRIVE EMER EXIT LIGHTS ON ON L PACK VALVE R PACK
OIL TEMP
C
OIL TEMP
C
A HYD PUMPS B OFF
CLOSE
OFF
BOTH BOTH BOTH BOTH AUTO AUTO
ON
ON 1 ON 2 ON L ON R HIGH AUTO HIGH
OFF
OPEN
NORMAL NORMAL GRD PWR
PACK PACK
Check LOW PRESSURE

A TRIP OFF TRIP OFF
AVAILABLE
NR
ARMED WING TRIP WING
OM ANTI WING-BODY WING-BODY ANTI
GRD TE
D
ON FWD FWD FWD ICE OVERHEAT OVERHEAT ICE
lights go OFF.
100 100 ENTRY CARGO SERVICE
CLOSED -20 FUEL+20
PWR
iii
CLOSED
ii
50 150 50 150 BLEED RESET BLEED
iiiiliiiilii
TEMP
liiiiliiiilii
-40 +40 AC OFF AC AFT EQUIP AFT AFT TRIP OFF TRIP OFF
0 AMPERES 200 0 AMPERES 200 CARGO SERVICE
ENTRY
0
C
iil
i
ii
li
iii
ii
l
iii
liiiiliiiil
OFF OFF
ON
FILTER VALVE FILTER
BYPASS OPEN BYPASS NO FASTEN ON ON
000
BUS TRANS TEST ERASE APU
0
SMOKING BELTS I 2
O A BLEED
U OFF
F HEADSET
TRANSFER T TRANSFER AUTO AUTO OFF SCHED STANDBY
F 600 OHMS FAIL DESCENT
MANUAL
BUS OFF O BUS OFF ON
BUS BUS GRD
OFF OFF
CROSS FEED ATTEND CALL
PR S 0
E S ALT AUTO STANDBY MANUAL
BUS OFF BUS BUS
10 D
IFF
PSI I HORN
0 CUTOFF
50 V
Step 5
2
9
00350I A
FUEL QUANTITY CHECK

40 CABIN
CALL 35 ALT 5
DECR INCR
L
LOW LOW
OFF OFF V
PRESSURE PRESSURE 8
30 3
S
PU H CABIN RATE E
RAIN REPELLENT X 1000 FEET I0
25
FUEL PUMPS ON ON
08250 C O
GEN 1 APU GEN GEN 2 20 I5 4
L P
OFF 7
CABIN ALT O
L R APU 001257 E
ON 6
5 S N
CTR L R E
APU GEN OFF

LOW OIL LOW OIL HIGH OIL OVER AUTO STBY AC
QUANTITY PRESSURE TEMP SPEED PRESS DIFF
LOW LOW LOW LOW OFF BAT LIMIT:TAKE- MAN
I 2
PRESSURE PRESSURE PRESSURE PRESSURE OFF & LDG AUTO
.5
IN CLIM 3 F G DC
100 .125 PSI UP AB
L R
BUS LIGHT
AFT FWD FWD AFT
B
7 8 50 150 HIGH 0 4 T D
6
EXH
AC CHECK
OFF OFF 5 C X 100 0 AMPERES 200
I 00
DN 0F
R
E
.5 EE T P
3
4 TEMP 0
ON ON 3 2 1 I 2 -.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
1 2 CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
FUEL QUANTITY ................ CHECK ON

FLT 18 20 22 24 26 28 30 32 34 36
LANDING APU ENGINE START ANTI WHEEL

E
X RETRACT OFF RUNWAY STROBE POSITION COLLISION WING WELL
T TURNOFF
L R TAXI OFF OFF ON BAT OFF OFF OFF
E OFF OFF
N OFF OFF GRD CONT GRD CONT
D BOTH OFF
Step 6
DISCUSSION: When the fueler comes to the flight deck, it is time to stop
FLT IGN IGN FLT
ON ON ON ON ON
OUTBOARD L R
INBOARD
what you are doing, turn in your seat and looking at the fueler, and address the START
Step 4
issues of:
APU GEN SWITCHES
(1) Did we get the fuel load requested for this specific airplane.
(2) Were the fuel changes included.
BOTH ON
Verify TRANSFER BUS, APU CONTROL SWITCH
(2) Is that fuel load within tolerances. BUS OFF, and START
STANDBY PWR MOMENTARY only.
The “boarded fuel check,” if the Captain directs, is outlined in the FOM. lights are OFF.
HERE ARE THE GUIDELINES FOR APU USE

It is OK to hook up to the ELECTRICAL as soon as start complete; however
737ver5114 DO NOT use the PNEUMATIC bleed air for at least
1 minute.
62
737ver5115
© Mike Ray 2000
© Mike Ray 2000
ACARS FLIGHT INFORMATION

DISCUSSION: This is one of the areas where the FIRST OFFICER is generally
considered to be the person to accomplish this task; BUT the Captain is ALWAYS
the one responsible for the accuracy of the information.
MAIN MENU 1/2 ACARS .................... LOAD and TEST

D
A
T
PREFLIGHT
0001 TIMES
DISPATCH
ENROUTE
INITIALIZE (don’t forget page 2). The most common
A UA COMM WX RQST mistake is to place the wrong date in the ACARS. Use
L
I
N
MSGS RCVD
DELAY/DVRT
IN REPORT
MRM REPORT
the date on the flight release even though the actual
K
RETURN
date of your departure may be another date.
MODE DIM 6
LOAD FLIGHT and FUEL information:

LINK TEST and CHECK TIME. Check the time withe Captain’s clock.
Remember that re-setting the clock is an really tricky process, so DO NOT
begin until you are certain that you know what you want to do.
SET “V” SPEEDS
A/T
310 134 305 310
B
28004 +0000
A
ARM
CMD
MA
MA
VOR LOC DN
F/D CWS F/D
OFF SEL
ON
ON
DISENGAGE
OFF
OFF
UP
When the weights are available and the IRUs are up to

speed, from the SPEED CARD (flip chart) determine the
60
speeds and set them using the “bugs” and the MCP. On
80 the MCP you want to set the V2 Speed. This will cause
400
4
MACH
75 100 the “salmon” bug to move in the airspeed indicator.

350 6
120
It is IMPORTANT that you confirm that the “SALMON
300 1 140
230 BUG” in the airspeed indicator moves to match the
KNOTS 9 160
250 180 speed put in the MCP.
200
PULL TO SET
The “SPEED CARD” is discussed on the next page.
737ver5116
63
© Mike Ray 2000
© Mike Ray 2000
SET NAV RADIOS

SET STABILIZER TRIM Set FREQUENCIES in accordance with ATC procedures and clearance
requirements.
NOTE: When referencing or navigating with the MAP display (most of the time),
one NAV radio MUST remain in AUTO to maximize FMC radio updating
The value for the trim is on the WEIGHT MANIFEST. HOWEVER, for any trim
setting, the trim indicator MUST remain in the GREEN BAND.
Of course, you will get a take-off warning when you advance the throttles for take-
off; but right here is where you want to catch a mis-set trim. SET TRANSPONDER CODE
G !
BI
REMEMBER: If you are getting squirted with
anti-icing fluid, the manual specifically states BOTH pilots confirm and JOINTLY set in the transponder code.
that the trim is to be run “FULL FORWARD,
THEN 1/2 UNIT ANU.”
YOU MUST RESET THE TRIM FOR TAKE-OFF! GOOD CAPTAIN PRACTICE: ABOVE ABS ABOVE ABS
Consider using the “ABOVE” N

2 2 22
N
setting for departure to assist in

BELOW REL BELOW REL
assessing traffic conflicts along STBY

XPDR
TA FAIL
L R
the departure route. TEST TA/RA

IDENT
SET EFIS CONTROL PANEL
COMM RADIOS SET UP GLASS STUFF (EFIS) CONTROL PANEL

EFIS is pronounced (ee-fus) and is just another word for “GLASS STUFF.” I offer this
as a suggestion only, because I don’t think there are any “specific SOP” settings for
this.
Because this is a simulator session and you are expecting an engine out take-off at any
COMM RADIOS......... SET UP AS REQUIRED minute … And there is a logic to setting up for that contingency “on the line” also:
This is the way the radios are set up … Usually. If, however, you are ADI HSI
flying with Captain America, She (he) just may have some “special and DH REF
RANGE 1: Select 10 or 20 mile scale. 20 will give you the
FULL
unique” setup. So … do that one. 126 VOR/ILS EXP
VOR/ILS
80
160
320 greatest runway extension information.
40
2: Select MAP mode for greatest
TOWER (GROUND) DEPARTURE ATIS COMPANY (RAMP) MAP
20
situational awareness display
CTR MAP 10
RST
BRT
PLAN
WXR 3: WXR (weather radar) ON if suitable (Don’t forget!)
ON
4: Select NAV AID, ARPT, and VOR/ADF
BRT as appropriate.
32 TFR TFR
MAP
124.90 120.95 C 124.90 120.95 C ON ON ON ON
V V ON
H FREQ SEL O H FREQ SEL O
M
F
M
F M
M NOTE: IF EGPWS is
available, here is a GOOD
GOOD CAPTAIN PRACTICE: Some FMC departures IDEA:
may not exactly match the published departure One pilot be in TERR, and
procedure. Use of FULL or EXP VOR/ILS and the use of The other guy be in WXR.
VOR/LOC may prove to be the best option in this case.
BRIEF IT !
737ver5117
737ver5118
64
© Mike Ray 2000
© Mike Ray 2000
MCP SETUP continued
3 AUTOTHROTTLE SWITCH ........................................... OFF

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

Check the selector set at V2 and Verify that the internal "salmon" bug on the Airspeed
Indicator slews to V2.
HEADING selector ........................................................ SET

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

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

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

Would you believe it, there have actually been some rocket scientists who have gotten
airborne and were not able to engage the autopilot ... only to discover that this bar was not
properly engaged. Duh!
737ver5121
65
© Mike Ray 2000
© Mike Ray 2000
TAKEOFF BRIEF
TAKEOFF BRIEF … Again!
PRE-DEPARTURE TAKEOFF DATA BRIEF: There are three places in the FOM where
you can find sample briefs: The best is a “RIP-OUT” card from the FOM, then there is
another iteration of the same brief in the OI section. Then, if you still have that goofy looking Let me make it clear, the check-guy IS going to be looking for a
plastic insert referred to as C/L/R toolkit (also in the CLR section of the FOM) … On the back thorough and meaningful take-off brief from BOTH the Captain
is a sample PRE-DEPARTURE CREW BRIEF. They all suggest the following items: and the F/O. This is a really big item on the critique list. You
Who flies? can get some brownie points here (...and you’ll need every one
Flight Plan Changes of them, I guarantee.).
NOTAMS/POSBDS/MRD
WINDSHEAR/CLUTTER Specifically, EVERY take-off brief should include a complete
RTO engine out discussion and development of an “escape plan.”
T Page procedures From V1 to level off on the first leg of a check-ride, there should
CLEARANCE/SID be no confusion as to what is expected … After that, just a
Terrain/obstacles
Transition Altitudes reminder of the differences on each take-off.
TERRAIN CLEARANCE: Of course, brief the MSA for the departure segment of the However, be alert; some check-people look favorably upon a
indicator. Remember that the radius of the MSA is ONLY 25 miles and grants 1000 feet “COMPLETE” take-off briefing for EVERY TAKE-OFF.
obstacle clearance. These altitudes are for emergency use and may not assure
acceptable navigational information.
SO … You should also brief MEAs on the departure radials where they are a factor.
T-PAGE: It is ALWAYS REQUIRED to be aware of and brief T-PAGE routing and

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

On some “SID” plates there is a box bordered by slash marks. This is the LOST
//////
COMM procedure.
IF THEN AWARENESS: Here is a TIP, the Checkguy will be looking for you to THIS IS A REALLY BIG DEAL! The F/O MUST ensure that the Captain has
brief that procedure … IF you do not, THEN you can expect a lost comm situation. been briefed on all elements of the TAKEOFF DATA BRIEFING. The Captain
////////////////////////////////////////////// MUST ensure that all elements of the PRE-DEPARTURE BRIEFING are
//
//
completed prior to departure.
WIND SHEAR: If there is a MICROBURST ALERT ! DO NOT GO ! This is a DO NOT It is a TEAM effort and the check-airman will be closely monitoring you.
FLY message and you MUST delay takeoff until the alert has been cancelled. COUNT ON IT !!
TRANSITION LEVEL/ALTITUDE: This is perhaps one of the most confusing things This is a really BIG DEAL! You don’t have to do either brief with the card in
for a non-rocket scientist pilot. Here is a gouge I have heard: hand; but ALL elements must be briefed as appropriate.
QNE ( E = ENROUTE)
QNH (H = HOME).
Difficult stuff for an airline pilot.
TIP !
WIND DIRECTION, REDUCED N1, T/O ALTERNATE: Be alert to changing Some pilots find it useful to:
conditions from the Checkguy. A favorite CHECKRIDE ploy is to set up a situation where have the PNF do a takeoff brief prior to
even though you are legal for takeoff; you are not legal to come back and land at your the PF doing the pre-departure brief.
departure airport. The restriction can be WIND or VISIBILITY.
Also be alert, the Check guy will change:
wind direction to a value where reduced epr may not be used,
change in weight beyond the limit for the takeoff runway,
change the trim setting beyond limit.
REMEMBER that if you cannot come back and land at the take-off airport, you need a
TAKEOFF ALTERNATE..
66
© Mike Ray 2000 737ver5123
© Mike Ray 2000
"SLASH 4" check

FUEL PUMP SWITCHES ........................................... ON
1 Turn on ALL #1 and #2 FUEL PUMPS, (and CENTER FUEL PUMPS if the center tank
has fuel). Verify that the ALL the fuel LOW PRESSURE lights are ON.
NOTE 1: CHECK CURRENT DIRECTIVES FROM FAA/COMPANY

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

Use the APU to power BOTH generator busses.
3 FASTEN SEAT BELTS ............................................... ON

Turn on the switch before you move the airplane or start the engines.
HYDRAULIC A PUMP SWITCHES .......................... OFF

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

AS DESIRED, but here are some thoughts:
When referencing or navigating with the MAP display, one NAV radio must remain in AUTO.
Displaying the PROGRESS PAGE is recommended to confirm radio updating.
SUGGESTION:
CAPT be on “T/O” page
F/O be on “INIT REF” page
CAPTAIN REQUESTS:
“BEFORE START” CHECKLIST .... COMPLETE
(CHALLENGE and RESPONSE)
737ver5125
67
© Mike Ray 2000
© Mike Ray 2000
3
then ...
when
these things are complete:
PUSHBACK DIALOG
The PUSHBACK senario is initiated by the GROUND PERSON.
“A” FLIGHT ATTENDANT, or CHIEF PURSER Determine if it is a one or two person push.
indicates that all the customers are seated and CABIN
ready for departure, and This is the “lite pack” NOTE: The NOSE GEAR STEERING BY-PASS pin is
CAPTAIN observes ALL DOOR LIGHTS OUT, and on the main inserted and removed by the ground crew in
GROUND GUY calls, “READY FOR PUSHBACK.” overhead panel ... it accordance with their own ENG START DURING
should look like this
GROUND TO COCKPIT.
PRE-DEPARTURE CHECK PUSHBACK checklist. You should NOT expect to hear
before you continue. the pushback guy acknowledge the pin in his dialog.
COMPLETE.
READY FOR A ONE/TWO
PERSON PUSHBACK.
STANDBY FOR
PUSHBACK CLEARANCE. F/O GETS
NOTE: This DOOR light-pack is on the overhead panel and PUSHBACK
ALL the door lights MUST BE OUT before you continue. CLEARANCE AND
STANDING BY FOR
THEN DO THE ... PUSHBACK CLEARANCE. CLEARED
TO PUSH.
READS IT BACK
BRAKES
BEFORE PUSHBACK CHECKLIST .... COMPLETE SET. Before you MOVE the airplane
NOTE: You are not to complete the items on or START THE ENGINES;
the “BEFORE PUSHBACK CHECKLIST” ROGER, CLEARED
TO PUSH. verify the RED ANTI
until COLLISION LIGHTS ON.
Ground guy has called the flightdeck with,
“Ready for pushback.”
RELEASE BRAKES
BRAKES RELEASED.
WARNING: ANYTIME a tow bar is connected, “A”
HYD pressure MUST BE ZERO. Someone could be
injured or equipment damaged! Releasing the brakes (with
Here is a TIP for your oral, if the A system must be the ENTRY DOORS
disconnected when the nosewheel is restrained, then closed) tells the ACARS that
which system powers the nosewheel steering?
you have departed the gate.
ANTI-COLLISION LIGHTS ...................... ON CLEARED TO

F/O NOTE: Anti-colllision light MUST BE ON anytime the jet is
being MOVED or the engines are RUNNING.
START ENGINES.
ROGER, CLEARED TO
START (BOTH) ENGINES.
SET BRAKES.
BRAKES SET,
COCKPIT DOOR ...................... LOCK PRESSURE NORMAL.
F/O Check that the CABIN DOOR UNLOCKED light is off
TOW BAR DISCONNECT
DISCONNECTED. HEADSET.
DISCONNECTING, GROUND PERSON: SALUTES

PUSHBACK CLEARANCE (if req.)........ OBTAIN WATCH FOR SALUTE.
F/O
CAPTAIN: FLASHES NOSE GEAR (TAXI)LIGHT
GROUND PERSON: GIVES RELEASE SIGNAL
Refer to FOM AIRPORT INFORMATION page
WARNING: Right here is where you
can ruin your whole day. DO NOT do
LISTEN UP ! anything until you have BOTH the
salute and the release from guidance.
737ver5127
737ver5126
68
© Mike Ray 2000
© Mike Ray 2000
ENGINE START FLOW ENGINE START FLOW

for left-brained pilots
for right brained pilots CAPTAIN ANNOUNCES, “START LEFT (RIGHT) ENGINE.”
Normally we start the left (#1) engine first to facilitate late baggage boarding.
You can usually expect to start engines AFTER pushback.
E
X
T
LANDING
RETRACT OFF RUNWAY
TURNOFF
L R TAXI
APU
OFF
ENGINE START
OFF ON BAT
ANTI
OFF
WING
OFF
WHEEL
WELL
OFF
F/O does the actual STARTING.
1
E OFF OFF
D BOTH OFF
BOTH PACK SWITCHES ................. OFF

FLT IGN IGN FLT
ON ON ON ON ON
OUTBOARD L R
INBOARD
START
4
I have heard some pilots use the
12 2 ISOLATION VALVE ..... AUTO

gouge:
“PACKS OFF
SPEED BRAKE TEST
1 2 3
FUEL FLOW
RESET
YAW DAMPER
ENG OIL
QTY TEST
A/P A/T FMC
2
1
TIP ! PRESSURE UP. ”
DUCT PRESSURE .......... verify
RATE
7
USED
3
PULL UP
BELOW G/S
F/O verifies duct pressure “sufficient” for starting. 30 PSI is the suggested
10
R-TO R-CLB
P-INHIBIT
CRZ G/A CON

SPEED
min to start, and 20 psi is the min DUCT PRESS after the start valve opens.
A/T LIM 1 2
MAX EGT for ground start is 725 degrees C.
BRAKE
60
START START 2 5
80
1 400
VALVE OPEN VALVE OPEN
10
MACH
4
REVERSER REVERSER 75 100
LOW OIL OIL FILTER LOW OIL OIL FILTER UP 15 350 6
L

120
4
FLAPS
25
30 TAT
o 300 140
+88.8 1
% RPM X 10 % RPM X 10 40
5 4 C
ENGINE START SWITCH ..... GRD

KT 230 160
30.2 00.0 OIL
80
OIL
80
250
KNOTS 9
N1
4 N1
2 60 PRESS 60 PRESS LE FLAPS LE FLAPS 180
10 2 10 2 0
100
0
100 TRANSIT EXT 200
02 02
8 85.4 4 8 00.0 4 40 PSI 40 PSI
PULL TO SET
20 20
ANTISKID
ANTI SKID 3
5
INOP HYD BRAKE
C X 100 C X 100
4 7 PRESS 4
0327 1633
743 015
DUCT PRESS ..... DECREASES
10 10 150 OIL 150 OIL 2 DME-2
DME-1
0
EGT 2 0
EGT 5 0
100 O
100 O
PSI X 1000
8 8 C C ON
1
2 2 -50 -50 18 21
15
F/O verifies duct pressure decreases.
TEMP TEMP
6 4 6 4 50 0 50 0
11
24
9 12
27 3
OFF
4
I have heard some pilots
% RPM X 10 % RPM X 10
6
6
0
3 33
HYD SYS .0 3
28.6 00.0
1/2 1/2
HYD QTY 3/4 HYD QTY 3/4 PRESS 4 VO
6
BA
2 4
RFL RFL
0 0
use the gouge:

10 N2 10 N2 1/4 1/4 R
2 F
AUTO BRAKE 0 AD
8 2 8 2 E E PSI X 1000
SYS A SYS B
1
“A” HYD PRESS ... stays “ZERO”

6 4 6 4 AUTO-BRAKE
TIP ! “N 2, NO A
DISARM
”
2 ADF INOP
1 3
1/2
4 1/2
4
723 000
3 3
12 HYD QTY 3/40 12 0
HYD QTY 3/4 2
VIB
4 2
VIB
4
OFF MAX 1/2 1/2
2 2 2 2
RFL RFL
1/4 RATE/USED
1/4 RATE/USED
HYD QTY 3/4 HYD QTY 3/4
1 1 RFL RFL
10 10 1/4 1/4
FF 00 FF 00 5 5 RTO
E PPH E PPH
8 XA
SYS 10
4 8 X 10
SYS B 4 0 0
E
7
E
6 6 SYS A SYS B
OIL PRESS ...... INCREASES

6
8
8 N2 ..................... 25% or MAX MOTORING
SPRA
B
EEKE
Max motoring occurs when the N2 stops increasing for 5 seconds or more.
D
5 RAM DOOR RAM DOOR
1 9
FULL OPEN FULL OPEN
ENGINE START LEVER ..... IDLE

DUAL
DOWN BLEED
RECIRC FAN
OFF
ARMED
AUTO Keep fingers on lever until N1 starts to move!

40 60 OVHT
3
LR
N1 ...... ROTATION
20 80
FLAP
10
UP PSI TEST
STAB 0 100
TRIM 0
APL
NOSE
FLAP
DOWN
1
1 2
IF N1 NOT indicating … Discontinue start.
FLIGHT
DETENT ISOLATION
0 2 STAB L PACK VALVE R PACK
CD - %MAC
TRIM
TAKE-OFF
30-20-10
Possible “frozen” N1 rotor due to COLD wx or other mechanical problems.

APL OFF
CLOSE
5 NOSE
DOWN AUTO
HIGH AUTO HIGH
5 OFF
ENGINE START LEVER TO ....... OFF

UP
10 0 AUTO
CD - %MAC
TAKE-OFF
30-20-10
TRIP OPEN TRIP

15 10 5 TRIP OFF TRIP OFF
WING WING
2
15 10
ANTI
ICE
WING-BODY
OVERHEAT
WING-BODY
OVERHEAT
ANTI
ICE
APL
11
NOSE
UP
EGT .......... INCREASE within 10 Seconds

25 15 BLEED BLEED
TRIP OFF TRIP OFF
30 APL
NOSE UP
HORN
CUTOUT
40
OFF OFF
MAX EGT for ground start is 725 degrees C.
9
ON ON
PARKING
BRAKE
PULL
STAB TRIM
FLAP
DOWN I APU 2
BLEED
AUTO
12
OFF SCHED STANDBY
MANUAL
ENGINE START SWITCH (at 46%N2) ....... CUTOUT

CUT FAIL DESCENT
OUT
1 2
NOTE: Sometimes the STARTER switch will disengage prematurely; If that
737ver5128 happens, let the engine spool down below 20% N1 before re-engaging.
737ver5129
69
© Mike Ray 2000
© Mike Ray 2000
The BIG starter sim problem !

ABNORMAL START STUFF
ENGINE START COMPLETE when: This is a favorite Check-pilot situation, they really LOVE this stuff. Here
is the situation, at 46% N2, if the automatic thing does NOT
When START VALVE OPEN LIGHT GOES OUT; AUTOMATICALLY click off. What do you do?
............. F/O announces “CUTOUT”
The flight manual has this NORMAL PROCEDURE:
% RPM X 10
3
22.2 COMMON START
N1
4 ENGINE START
“...If Engine start switch does not move to OFF,
10 2
N1 ................. 20 - 22 % ANOMALIES
85.4 OFF OFF
then:
THAT CHECK GUYS LOVE:
8 4 GRD CONT GRD CONT
BOTH
FLT IGN
L
IGN
R
FLT
1. MANUALLY POSITION SWITCH TO OFF
at 46% N2:
PULL TO SET
HOT START: NO EGT ROLLBACK

2. VERIFY DUCT PRESSURE INCREASES, AND
C X 100
4 and EGT continues to approach
483
3. START VALVE OPEN LIGHT GOES OFF
10
EGT 2 0 725o C
8
6
2 EGT ............... 360 - 510oC RECIRC FAN
OFF
(to confirm that start valve has closed),
4
HUNG START: ABNORMAL AUTO
OVHT
ACCELERATION where < 59% N2
40 60
LR
20 80
4
% RPM X 10
PSI TEST
If the start valve open light is

0 100
61.3
NO START: EGT doesn't increase.
10 N2 2 0
2
N2 .................. 59 - 63 % L PACK
OFF
ISOLATION
VALVE R PACK
OFF
inoperative:VERIFY DUCT
1 2
2
PRESSURE RETURNS TO
START START 5
8 AUTO
CLOSE
AUTO
VALVE OPEN VALVE OPEN 1
6 4
FROZEN ENG: N1 doesn't move. HIGH AUTO HIGH 10
VALUE THAT EXISTED REVERSER

LOW OIL OIL FILTER LOW OIL OIL FILTER UP 15
DO NOT ADVANCE LEVER TO UNLOCKED
L
IDLE. Suspect frozen, broken, or PRIOR TO START.” FLAPS

30
25
4 % RPM X 10
4
40
12 723 0 jammed engine rotors. If everything returns to normal, 85.3 OIL

80
OIL
80
2 2 2
FUEL FLOW .. 710 - 730 pph
RATE/USED
N1 60 PRESS 60 PRESS LE FLAPS LE FLAPS
2 0 0
you do NOT have an emergency.
10 10 100 100 TRANSIT EXT
FF 00
No STABILE RPM: Fluxuating or 84.8 02 02
PPH
8 X 10 4 8 4 40 PSI 40 PSI
6 20 20
increasing RPM beyond N1 22% or
N2 63%. While the airplane can (probably) be operated normally from this point; BEFORE TAKE- PULL TO SET
80
OFF, you MUST properly record the malfunction in the logbook, and agreement must be
made with SAM regarding deferral (if Captain and Dispatcher are in agreement).
OIL
60 PRESS
0 LOW OIL PRESSURE: light does
40 PSI
100
02 OIL PRESS .... Approx. 25 psi NOT go out. Here is a problem: Since MRM codes do not transmit on the ground, If the Captain uses
20
the ACARS to transmit an MRM he will be in non-compliance with SOP.
NOTE: These values are for a “Standard day, sea level, GOOD CAPTAIN THOUGHT PROCESS
stabilized.” What this means is that if you are at DEN in What else is on that N2 Tachometer switch? Is there some safety of flight
the middle of winter, or SAL in the middle of summer …
item associated with this failure that might be nice to know about? At this
QRC
Could be a little different. These are just guidelines.
point, a call to SAM would be A GREAT IDEA in order to arrange for possible
deferral. Also consider an MRM message and a possible logbook entry.
REMEMBER:
1. Failure of the starter switch to Immediate action MEMORY step IF there is NO DUCT PRESSURE RECOVERY, or START VALVE
BUT
shut off automatically at 46% N2
is a normal procedure. ABNORMAL ENGINE START LIGHT DOES NOT GO OUT …
2. NO STARTER CUTOUT: Does Then we have an EMERGENCY, it is on the QRC and referred to as:
NOT have memory items. Go
directly to the QRC.
Start lever .................. Cutoff “NO STARTER CUTOUT.”
3. ABNORMAL START: has Refer to Reference Action GO TO THE QRC. There are NO MEMORY steps for this failure on
memory item “START LEVER TO the QRC checklist.
CUTOFF.” NOTE: This is a MEMORY "action" item! Discussion: At 46% N2, there is a little secret switch in the N2 Tachometer gauge that causes
some unknown and hidden things to happen; one of which is to signal the starter valve to cut-out.
STARTING NOTES: If the starter valve does NOT cut-out automatically at 46%, then we suspect that this switch or
associated magic is malfunctioning. When we turn the start switch off manually, this may allow
the start valve to close and could be the end of the START PROBLEM … but this would indicate
1. ADVANCING START LEVER PREMATURELY can cause a HOT START. to us that the N2 Tach gauge switching mechanism may not be working properly.
2. IF NO EGT within 10 SECONDS … discontinue start.
3. INITIAL FUEL FLOW should be about 400 #/HR. This is frequently …and I mean every day
4. IF FUEL CONTROL LEVER is inadvertently shut off, …confused with the “ABNORMAL ENGINE
DO NOT REOPEN in an attempt to restart.
5. IF START SWITCH slips out of GRD, wait until N2 below 20% to re-engage.
START” QRC procedure. BE ALERT !!!
Definitiion: SAM = System Area Maintenance. This is a 24/7 on-call maintenance person.
70
737ver5131
© Mike Ray 2000 737ver5130a
© Mike Ray 2000
AFTER you have received BOTH:
“SALUTE” (FLASH TAXI LIGHT) and
“RELEASE FROM GUIDANCE” … then
CAPTAIN ANNOUNCES:
"I HAVE A SALUTE and RELEASE FROM GUIDANCE" … then
1 ENGINE GENERATOR SWITCHES ..... ON
Verify all the AMBER BUS OFF lights .................. OFF
AFTER START STUFF NOTE: OK, there have been some problems with the generators dropping off the line. There
are two problem areas:
FIRST: If the generator trips off after EXTENDED periods of use;
CAPTAIN does 5 things:

an Airplane Flight Log book write-up is required.
SECOND: If the generator trips off or fails to come on with the first attempt,
but functions normally on subsequent attempts,
then a write-up is NOT required.
1. ENGINE GENERATOR SWITCHES .................. ON
2. HYDRAULIC “A” PUMPS SWITCHES .............. ON
3. APU ................................................................... ON/OFF
4. MASTER CAUTION SYSTEM ............................ RECALL
5. AUDIO PANEL ................................................... SET
-50
-0+
DC
AMPS + 50 320
400
CPS
FREQ 420
OVERHEAT OVERHEAT
ON ON
OVERHEAT OVERHEAT
ON ON
APU HOURMETER
ELAPSED TIME
2 HYDRAULIC “A” PUMP SWITCHES ......... ON
Verify the LOW PRESSURE lights go OFF.
0 28 3 2
NOTE: This is just a note to remind you that you should

HOURS I/I0
L WINDOW HEAT R
OVHT
SIDE FWD FWD SIDE
NEVER have the “A” system pressurized during the

OFF OFF
110 120
20
FLT CONTROL 0 DC VOLTS 40 100
AC
ON ON
A B VOLTS 130
pushback when the tow bar is connected.

LOW
QUANTITY CAPT P/S PITOT STATIC F/O P/S
SUPPLY PASS
LOW
PRESSURE F/O STATIC
OFF CAPT STATIC
2 AUX P/S 1 AUX P/S

VALVE
AIR MIX
VALVE
L ELEV ON R ELEV
D
D
BRIGHT HO
HO
HEAT
COL
COL
T
T
L ALPHA R ALPHA
LOW LOW UP TR 3 INV
PRESSURE PRESSURE
BUS PWR
TEMP 120
TEMP160
2
PROBE
STBY STBY DUCT
80
DUCT
A B OFF 40
200
ARM DOWN 0

OFF VOLTS BRIGHT
NORMAL NORMAL
OFF
BAT
FEEL DIFF ON OVERHEAT OVERHEAT
COOL WARM COOL WARM
PRESS
ON ON AC
OFF
MANUAL
OFF
MANUAL
SPEED TRIM LOW LOW LOW LOW
YAW DAMPER MACH TRIM ENG

FAIL LOW OIL
STANDBY
PWR OFF LOW OIL WING ANTI-ICE
YAW
PRESSURE PRESSURE
GND TEST
ANTI-ICE
3
AUTO SLAT STANDBY POWER OFF
APU .............................. ON/OFF

DAMPER HIGH OIL HIGH OIL
FAIL TEMP TEMP
OFF DISCONNECT DISCONNECT BLEED FULL OPEN FULL OPEN
ON ON
1 2
ON BAT OFF AUTO EQUIP COOLING RECIRC FAN
DRIVE TEMP SUPPLY EXHAUST OFF
RISE NORMAL
The APU should be left ON during the ENGINE BLEEDS OFF takeoff.
AUTO
OVERHEAT OVERHEAT
40 60 OVHT
IN ALTERNATE LOW LOW LOW LOW
LR
I would recommend that the APU be left running if there is ANY reason you think it
PRESSURE PRESSURE 80
DRIVE CAN BE PRESSURE PRESSURE 20
RECONNECTED PSI
OFF OFF TEST
ONLY ON 0 100
10 RISE 20 10 RISE 20
might be useful (such as single generator or single pneumati\c source

0 80 IN120 0 80 IN120 OFF OFF
40 160
30
40
30
160
ON ISOLATION
EFI IRS GEN DRIVE GEN DRIVE EMER EXIT LIGHTS ON L PACK VALVE R PACK
OIL TEMP OIL TEMP
A HYD PUMPS B OFF OFF
1
C C CLOSE
operation), but note that running the APU without apparent reason is normally
OFF
NORMAL NORMAL OPEN
frowned on by the checkpeople.

TRIP TRIP
GRD PWR
A TRIP OFF TRIP OFF
AVAILABLE
NR
ARMED
WING WING
OM TRIP
GRD 100
TE
D
ON LOW OVERHEAT OVERHEAT
100
CLOSED -20 FUEL+20
PWR PRESSURE
iii
CLOSED
ii
50 150 50 150 BLEED BLEED

iiiiliiiilii
TEMP
liiiiliiiilii
-40 +40 AC OFF AC TRIP OFF RESET TRIP OFF

0 AMPERES 200 0 AMPERES 200 LOW LOW LOW LOW
0 PRESSURE PRESSURE PRESSURE PRESSURE
C
iil
i
ii
li
iii
ii
iii
liiiiliiiil
OFF OFF
ON
FILTER VALVE FILTER
000

0
SMOKING BELTS I 2
O A BLEED
U OFF
F HEADSET
F 600 OHMS
FAIL DESCENT
MANUAL
BUS BUS GRD
OFF OFF
ALT
3
GEN OFF APU GEN GEN OFF PRE S 0
S
AUTO STANDBY MANUAL
BUS OFF BUS BUS
10 D
IFF
PSI I HORN
0 CUTOFF
50 V
00350I
2
A
9
40 CABIN
CALL 35 ALT 5
DECR INCR
L
LOW LOW
OFF OFF V
PRESSURE PRESSURE 8
30 3
S
PU H CABIN RATE E
4 MASTER CAUTION SYSTEM ........................ RECALL

I0
FUEL PUMPS ON ON RAIN REPELLENT 25

X 1000 FEET
08250 C O
L P
OFF 7
CABIN ALT O
L R APU 001257 E
ON 6
5 S N
CTR L R E
MAINT LOW OIL FAULT OVER AUTO STBY AC
PRESSURE SPEED PRESS DIFF
BAT LIMIT:TAKE- MAN
Verify ALL the lights out after recall.

LOW LOW LOW LOW OFF 2
I
.5
IN CLIM 3 F G DC
100 .125 PSI UP AB
L R
AFT FWD FWD AFT
C
8
7 50 150 HIGH 0 4 T D
6
EXH
AC CHECK
I00
DN 0F
R
E
.5 EE T P
3
4 TEMP 0
ON ON 3 2 1 I 2 -.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
1 2 CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
FLT 18 20 22 24 26 28 30 32 34 36

E
RUNWAY STROBE POSITION COLLISION
4
X RETRACT OFF WING WELL
T TURNOFF
E OFF OFF
D BOTH OFF
FLT IGN IGN FLT
ON ON ON ON ON
OUTBOARD L R
INBOARD
START
FIRE
WARN
BELL CUTOUT
MASTER
CAUTION
PUSH TO RESET
FLT CONT
IRS
FUEL
ELEC
APU
OVHT/DET
COURSE
310
5
F/D
MA
ON
A/T
ARM
OFF
IAS/MACH
283
V NAV
305
HEADING L NAV
VOR LOC
ALTITUDE
28004 +0000
SEL
VERT SPEED
DN
A
A/P ENGAGE
CMD
CWS
B
MA
F/D
ON
COURSE
310 ANTI-ICE
HYD
DOORS
ENG
OVERHEAD
AIR COND
MASTER
CAUTION
PUSH TO RESET
FIRE
WARN
BELL CUTOUT
5 AUDIO PANEL .......................................................... SET
About now the First Officer is nervously waiting for you to get set up so
she/he can call ATC.
OFF
UP
DISENGAGE
OFF SOP dictates that one pilot should not set up another pilots audio panel
737ver5132
71
737ver5133
© Mike Ray 2000
© Mike Ray 2000
More AFTER START STUFF
FIRST OFFICER does 9 things: 1 PITOT HEAT SWITCHES ................................. ON
ENGINE ANTI-ICE ..................................... TEST, then SET

1.
2.
PITOT HEAT SWITCHES ....................... ON
ENGINE ANTI-ICE ................................. TEST/SET-UP 2 You only need to do this test if you expect to encounter icing conditions. You put
9
3. BOTH PACK SWITCHES ....................... AUTO the switches ON and the lights go BRIGHT then DIM and the COWL ANTI-ICE
4. ISOLATION VALVE SWITCH ................. AUTO lights should be OFF. Now here is a little system review: Since the valves are operated by
5. BOTH ENGINE BLEED SWITCHES ...... ON pneumatic air from the engine, if the valves DO NOT operate (which is a common problem)
6. APU BLEED SWITCH ............................ OFF you may need to push up the engine to get some more pneumatic air to the system.
7. DUAL BLEED LIGHT ............................. OFF
8. FLT/GRD SWITCH ................................. FLT
9. HYDRAULIC SYSTEMS PRESSURES .. CHECK
3 BOTH PACK SWITCHES ................................... AUTO
4 ISOLATION VALVE SWITCHES ........................ AUTO
1
-0+ OVERHEAT OVERHEAT OVERHEAT OVERHEAT
400
2
DC CPS APU HOURMETER
-50 AMPS + 50 320 FREQ 420 ON ON ON ON
ELAPSED TIME
0 28 3 2
HOURS I/I0
L WINDOW HEAT R
OVHT
BOTH ENGINE BLEED SWITCHES .................. ON

SIDE FWD FWD SIDE
5
OFF OFF
110 120
20
AC
ON ON
A B VOLTS 130
LOW
SUPPLY PASS
A B DUCT CABIN
NOTE 1: Position to HIGH if more air conditioning is required.

1 AUX STATIC 2 AUX STATIC
LOW
PRESSURE F/O STATIC
OFF CAPT STATIC
2 AUX P/S 1 AUX P/S

VALVE
AIR MIX
VALVE
ON
NOTE 2: Reposition switch to AUTO before doing the final items on the
L ELEV R ELEV
D
BRIGHT
HO
HO
HEAT
COL
COL
T
3
L ALPHA R ALPHA
UP TR 3 INV
BEFORE TAKEOFF CHECKLIST.

LOW LOW
PRESSURE PRESSURE
BUS PWR
TEMP 120
PROBE TEMP160
STBY STBY DUCT
80
DUCT
A B OFF 40
200
ARM DOWN 0

OFF VOLTS BRIGHT
NORMAL NORMAL
OFF
BAT
COOL WARM COOL WARM
PRESS
ON ON AC
OFF
MANUAL
OFF
MANUAL

STANDBY
WING ANTI-ICE
6
FAIL LOW OIL PWR OFF LOW OIL
YAW
PRESSURE PRESSURE
GND TEST
ANTI-ICE
FAIL
APU BLEED SWITCH ...................................... OFF

TEMP TEMP
ON 1 2
DRIVE TEMP SUPPLY EXHAUST OFF
RISE NORMAL
AUTO
OVERHEAT OVERHEAT
40 60 OVHT
LR
LOW 80
RECONNECTED
OFF OFF PSI TEST
ONLY ON 0 100
10 RISE 20 10 RISE 20
0 80 IN120 0 80 IN120 OFF OFF
160
30 30
160 ISOLATION
EFI IRS
40
GEN DRIVE
40
OIL TEMP
C
OIL TEMP
C
A HYD PUMPS B OFF
CLOSE
OFF
7
7
OFF
OPEN
PACK PACK
DUAL BLEED LIGHT ...................................... OFF

A TRIP OFF TRIP OFF
AVAILABLE ARMED TRIP
4
NR WING WING
GRD TE
D
ON FWD
ENTRY
FWD FWD ICE OVERHEAT OVERHEAT ICE
100 100 CARGO SERVICE
CLOSED -20 FUEL+20
PWR
iii
CLOSED
ii

iiiiliiiilii
TEMP
liiiiliiiilii
ENTRY
0
C
iil
i
ii
li
iii
ii
iii
liiiiliiiil
OFF OFF
ON
FILTER VALVE FILTER
000

0
SMOKING BELTS I 2
O A BLEED
U OFF
F HEADSET
MANUAL
BUS BUS GRD
8
OFF OFF
PRE S 0
S ALT AUTO STANDBY MANUAL
BUS OFF BUS BUS
IFF
10 D PSI I HORN
CUTOFF
FLT/GRD SWITCH .......................................... FLT

0
50 2 V
9
40 CABIN 00350I A
CALL 35 ALT 5
DECR INCR
L
LOW LOW
OFF OFF V
PRESSURE PRESSURE 8
30 3
S
PU H CABIN RATE E
25
FUEL PUMPS ON ON
08250 C O
L P
OFF 7
CABIN ALT O
6
L R APU 001257 E
ON 6
5 S N
CTR L R E
5
MAINT LOW OIL FAULT OVER AUTO STBY AC
PRESSURE SPEED PRESS DIFF
I 2
.5
IN CLIM 3 F G DC
100 .125 PSI UP AB
L R
AFT FWD FWD AFT
C
7 8 50 150 HIGH 0 4 T D
6
EXH
AC CHECK
I00
DN 0F
R
E
.5 EE T P
3
4 TEMP 0
9
ON ON 3 2 1 I 2 -.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
1 2 CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
FLT 18 20 22 24 26 28 30 32 34 36
HYDRAULIC SYSTEM PRESSURES ............... CHECK

9
E
T TURNOFF
E OFF OFF
D BOTH OFF
FLT IGN IGN FLT
ON ON ON ON ON
OUTBOARD L R
INBOARD
START
8
737ver5134
737ver5135
72
© Mike Ray 2000
© Mike Ray 2000
AT THIS POINT:
WHEN:
The jet's engines are running, and
you've gotten your release, flashed taxi light, and salute,
THEN you are ready to taxi:
BOTH PILOTS SET UP ................ OWN AUDIO PANELS

It is considered BAD FORM to touch the other guys "AUDIO PANEL." Each
pilot MUST set up their OWN panel.
Captain sez: "TAXI CLEARANCE, PLEASE."

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

F/O confirms, using appropriate visual or verbal CLR skills that the Captain has heard
and understands the taxi instructions. Usually a growl or grunt is considered sufficient.
WHEN:
SALUTE, FLASHED TAXI LIGHT, and
RELEASE FROM GUIDANCE, and
TAXI CLEARANCE: THEN (and only then)
CAPTAIN RELEASE ................ PARKING BRAKE
Now, obviously, if you are at some airports, you are allowed to move to the
top of the alleyway without a "verbal" clearance from ATC or RAMP control.
If there is ANY question, however, DO NOT MOVE THE JET until ALL
ambiguity is resolved. Set the brake and do what you have to do.
BIG TIME CAUTION

Once again, right here is where BAD STUFF can happen. Make certain,
even though you have a clearance and salute and release, that the
CREW BUS isn't making a mad dash for the other side of the taxiway, or
Brand-X hasn't pushed a coupla feet and their tail is hanging out in the
taxiway, or some food truck isn't concentrating on his approach to
another airplane and doesn't see you. I don't think I need to remind you
that the ramp can look like the LA Freeway and those people could care
less whether you have a clearance to taxi or not.
Be alert to the fact that the TOWER (Ground control) will probably not
be in a position to actually see you. They issue clearances to taxi
predicated on whether or not you fit into their flow ... NOT whether or
not you are actually clear of obstructions and other airplanes. Hey
guys, It is see and be seen.
Y'all be careful out there, ya hear.
737ver5136
73
© Mike Ray 2000
© Mike Ray 2000
THIS IS A SERMON, PAY ATTENTION !!! TAXI CAUTION NOTES
DO NOT ... CAUTION
40% N2 MAX
DO NOT EXCEED 40% N2
Use your head here; obviously if you are in a congested area and the
jet won't move ... call someone and get clearance to push up the
NEVER-NEVER-NEVER motors. DO NOT run the risk of making a wake behind the jet. On the
sim-ride, the CheckGuy will NOT BE HAPPY if you push 'em up
beyond 40% N2.
IT IS EXTREMELY IMPORTANT that you
DO NOT MOVE the jet without both:
SALUTE and
RELEASE SIGNAL
CAUTION
INITIAL MOVEMENT SHOULD BE NOSE GEAR
STRAIGHT AHEAD
I am devoting a whole page to this topic DUH! If you sit there with the nose gear cranked around and try to move
the jet, that gear will act like a big brake. If you cannot roll forward a little
because it is SO IMPORTANT !. and then start your turn ... you need a tow out!
NOTE: The OFFICIAL Flight Manual recommends “FOUR DISTINCT STEPS” for this
procedure. I have a little problem with the way they have it set up, BUT I do NOT
WARNING
have a problem with the fact that they think there is a problem. THERE IS A "ANYTIME" the jet is stopped:
PROBLEM!!! Here are their four steps: SET THE PARKING BRAKE!
DUH! A whole lot of bad things happen when the airplane starts to
1. “I have a salute,” (Ground guy salutes and move while you are looking down at the CDU, or pondering your navel.
Captain responds by flashing the taxi light and SET THE BRAKE ... and make certain it is set!
observing the release signal) and …
2. “a release from guidance“.
3. “Taxi Clearance.”
Then, and ONLY THEN, are you allowed to Current airport diagram should be available.
4. Release the parking brake.
IF LOW VISIBILITY IN EFFECT (SMGCS called “SMEGS” by
DISCUSSION: Every year, about a dozen ROCKET SCIENTISTS release the brakes with the check people) use the special chart available.
pushback guy still in front of the airplane. The stories are SO bizarre, that it staggers the
imagination. Hitting the towbar, or the tug are the most common. Some have actually released
F/O should be prepared to STOP THE JET if necessary.
the brakes “HEAD DOWN” and rolled into whatever was in front of them. Ooooo NOT PRETTY! Be aware of blast effects from engines.
It is SOOOO easy to get distracted here with last minute clearances, Flight attendant or cabin
problems, reprogramming the CDU, or just plain rushing to make up time. Start moving the airplane with nosegear straight ahead,
and then start gentle turn with steering wheel.
NO - NO !
ARC of WINGTIP greater than NOSE,
DO NOT
ARC of TAIL greater than WINGTIP.
Engine are only 18 inches above the ground.
RELEASE NOTE: I just want to EMPHASIZE the

Use ADI for groundspeed readout.
TAXI speeds
PARKING point that this is a VERY dangerous
place and you can easily KILL or
MAIM someone. I realize that you are
Keep below 30 knots
25 knots maximum for turns less than 45 degrees.
BRAKE wanting to beat Brand X, or get a taxi clearance during a lull
in the Ground Control chatter, or you just want to “get
10 knots maximum for turns greater than 45 degrees.
HIGH SPEEDS TURNS may be executed up to 60 knots.
things going,” BUT … This IS NOT the place to make up
TOO SOON. time. TRUST ME, do not be a ROCKET SCIENTIST!
REVERSE THRUST to control taxi speed NOT AUTHORIZED!!!!
TOTAL MAX takeoff plus taxi distance = 35,000 feet.
If you do this … You will be talking to strange men in
black at a long green table. You will be writing letters 3 min of taxi equals 1 min of flight fuel consumption.
and making reports until you get your job back. If extensive ground delays, consider shutting down one or both engines.
737ver5137
737ver5138
74
© Mike Ray 2000
© Mike Ray 2000
DURING TAXI STUFF CAUTION

MONITOR HYDRAULIC QUANTITY and PRESSURE
3 ...continuously during taxi, be alert to fluid and press indications. The
HYD BRAKE
PRESS 4
checkride will probably include a TAXI event such as loss of fluid or
pressure as an awareness item. BE ALERT.
FLAPS ....................................................... SET 2
0 If you should lose hydraulics, set the parking brake if practical and call for
PSI X 1000
tow.
Move the flaps to the T/O position. Then, 1 3000 psi allows approx. 6 applications
CHECK ............................. Position indicator
1000 psi indicates NO BRAKES (precharge only)
VERIFY ............................. LE FLAPS EXT light ON
NOTE 1: FLAPS 1 is recommended. This gives the BEST performance in the event of NOTE 1: SYSTEM A powers the ALTERNATE BRAKE SYSTEM
engine failure. SYSTEM B powers the NORMAL BRAKES
NOTE 2: Lesser flap selections result in fuel savings and noise reduction.
NOTE 3: If windshear or turbulence reported, then FLAPS 5 is recommended.
"BEFORE TAKEOFF" CHECKLIST .......

........ “COMPLETE to THE FINAL ITEMS"
FLIGHT CONTROLS .................................... CHECK When the "weights" are (finally) received via ACARS from Load
BOTH PILOTS should "get on the controls" while the Captain moves them "gently" Planning and are checked and set on the PERF PAGE of the
through their "FULL" range of movement. In the event one of the pilots is a midget, CDU: then, finish off the checklist "to the FINAL ITEMS line." It
this will check that they can reach the rudders at full extension (in case of engine is NOT NECESSARY to restart the list from the beginning.
failure). Obese or pregnant pilots should be able to tolerate full back yoke
movement.
YAW DAMPER
YAW DAMPER ............................................ CHECK

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

"BEFORE TAKEOFF" CHECKLIST ............................ about 5 MINUTES PRIOR TO T/O
"COMPLETE to MANIFEST CHANGES"
BOTH Captain and First Officer "Challenge and Response." It is OK to complete it
down to the "MANIFEST CHANGES" line. It is allowable for the Captain to ask for the
"BEFORE TAKEOFF CHECKLIST ... TO THE LINE."
CABIN NOTIFICATION ............................ COMPLETE
About 2 minutes prior to take-off, notify Flight Attendants via the PA:
NOTE: Here is the place where irritation and frustration can ruin an otherwise nice day. If the weight
and balance "numbers" are not forthcoming from Load Planning via the ACARS, the Captain should "FLIGHT ATTENDANTS, PREPARE FOR TAKE-OFF."
MONITOR the ATC radio and the F/O call load planning on the #2 Radio and offer the "count" as an
inducement to get the weights. If there is to be a delay, tell ATC, park the jet, and wait. NOTE: It is pretty easy to push the wrong switch and send the message to the INTERPHONE
DO NOT CONTINUE WITHOUT THE "FINAL WEIGHT MANIFEST." instead of the PA, so it is a good idea to monitor the PA when sending the signal. Also, if you
don't get your comm panel set back up properly for talking to ATC; when you make your first
If necessary, CALL DISPATCH via ARINC and get them to use their landline. radio call, you will be broadcasting to the people in the back instead of the controller ...
WHOOOOOPS!
(F/O) WEIGHT MANIFEST .......... CHECK and CORRECT CDU NOTE: To preclude this embarrassing event; most pilots use the PA MIC (handset) to make
+
their announcements to the cabin.
-2
The two big changes will be the ZFW and you can correct that on the PERF INIT page and the
PERCENT MAC (or trim) and you change that with the trim wheel. Another anomaly that
develops is the PASSENGER COUNT: It must agree with the pre-departure count within +/- 2.
NOTE: The crew count MUST BE EXACT! No tolerance allowed.
If the new weights make the ATOG (top line of the CDU page PERF INIT) greater than the
assumed ATOG, you can get a NEW reduced TAKE-OFF THRUST DATA by the ACARS:
PREFLIGHT - WT/BAL - RWY DATA.

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© Mike Ray 2000
CAPTAIN THEN SAYS, "COMPLETE THE FINAL ITEMS

ON THE BEFORE TAKEOFF CHECKLIST, PLEASE."
BEFORE TAKEOFF CHECKLIST ....... COMPLETE

A/T
310 283 305 310
B
28004 +0000
A
F/O
FLT CONT ELEC
ARM
CMD ANTI-ICE ENG
FIRE MASTER
MA
WARN CAUTION MA MASTER FIRE
IRS APU
VOR LOC DN CAUTION WARN
F/D HYD OVERHEAD
BELL CUTOUT PUSH TO RESET
F/D OFF SEL CWS PUSH TO RESET BELL CUTOUT
FUEL OVHT/DET ON DOORS AIR COND

ON
DISENGAGE
This checklist MUST be completed in its entirety BEFORE you start

OFF
DOES
OFF
UP
rolling the jet ... PERIOD!!!

BOTH
1 PARTS The First Officer does BOTH the CHALLENGE and RESPONSE
ALOUD for the "FINAL ITEMS" part of the checklist.
AUTOTHROTTLE ............ ARM (normal) or OFF
CAPT Of course, it is the Captain's responsibility NOT to enter the confines of
PRIOR TO THE ACTIVE RUNWAY

an active runway without a proper clearance from the Tower.
does
It is also the Captain's responsibility NOT to cross the "HOLD SHORT"
line with any part of the airplane without clearance.
And further, the Captain should not enter the active runway unless he is
1
prepared for takeoff; which includes FINAL WEIGHTS, ATC
CLEARANCE, CHECKLISTS COMPLETED, all appropriate systems
operating properly, and ALL AMBIGUITIES regarding takeoff FMC POSITION ............................ UPDATE
RESOLVED.
F/O Two steps:
At this point, "CONFESS" if not ready, pull off and set the parking brake and First: go to TAKEOFF PAGE of the CDU and
get everything ready and all problems resolved. In the simulator, the Check verify that the correct runway is installed, then
thing
guy L-O-V-E-S to push you into a premature departure. Remember, there Second: As near to the end of the runway as possible,
are NO BROWNIE POINTS for taking off without being totally prepared. accomplish FMC POS UPDATE.
HSI MAP verification ............ ACCOMPLISH.

F/O With 10 or 20 mile range selected, verify airplane position and depicted
runway are reasonable. After check complete, select desired range for
departure.
1 ENG BLEED .............................. ON (normally)

2 PACK SWITCHES ..................... ON (normally) IF THERE IS NO RUNWAY
3 APU BLEED .............................. OFF (normally) SYMBOL DEPICTED ...
F/O NOTE 1: The NORMAL CONFIGURATION for TAKEOFF IS:
Engine bleeds ON
DO NOT TAKEOFF !
does APU bleed OFF
Packs ON
SUSPECT that the WRONG RUNWAY has been programmed into the FMC. Guess
6
NOTE 2: ENGINE BLEED OFF is required in the following situations: what ... It continues to happen. Don’t be one of the brain surgeons that gets airborn
Cluttered Runway and can’t make the glass magic work.
PMC Inoperative Pull off the runway, stop the airplane and (if necessary) re-align the FMC.
Improved Flaps Operations
and could be required if:
Runway Limited
Performance Limited
Special Airport Procedure CDU pages ............................... PNF SELECT DIR/INTC.
things WINDSHEAR
4 ENG START SWITCHES ........... CONTINUOUS
While there are no "REQUIRED" settings, it is generally considered appropriate for
the PNF to have the DIR/INTC selected.
5 MASTER CAUTION ................... RECALL
6 TRANSPONDER ........................ TA/RA NAV RADIO (at least one) .................................... AUTO.
Press BOTH Captains and F/O TFC button, and
VERIFY "TFC" is displayed on BOTH HSIs. If you are using the MAP display (normal situation), it is considered IMPORTANT
that at least one NAV RADIO be in AUTO. The reason is that it will be necessary for the
FMC to update as soon as possible after takeoff and it needs to tune a radio.
NOTE: Displaying the PROGRESS page is recommended to confirm radio updating.
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© Mike Ray 2000
BEFORE WE TAKE-OFF
We must take a moment at this point in the checkride to
evaluate the situation. It is more than likely that the check
person has introduced something into the environment
which might affect the takeoff in a negative way.
A consideration on takeoff is whether or not

you can return and land at the same airport.
If you cannot, then you must designate a
T/O ALT REQ

When:
DEP AIRPORT is
BELOW LANDING
MINIMUMS
for
737
T/O ALT must be within
320 NM
1 HR NORMAL CRUISE
with
1 ENG INOP
NEW or HIGH MINIMUM CAPTAINS must use their minimums
in this determination.
If you decide to designate a TAKEOFF alternate AFTER filing

your release; you MUST have the concurrence of the
DISPATCHER and write that alternate on your original copy of the
FLIGHT RELEASE DOCUMENT.
If after dispatch, an ALTERNATE or a different or additional

alternate is added to the flight release, that alternate must be written
on your original FLIGHT RELEASE DOCUMENT.
737F24.cdr
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© Mike Ray 2000
SOME MORE TAKEOFF STUFF some legal reasons

If TAKE-OFF WARNING HORN sounds before the
NOT TO TAKEOFF
airplane is commited to takeoff, the takeoff should
be discontinued and the problem corrected.
KNOW THIS !
What causes the TAKEOFF WARNING HORN to sound? MICROBURST: The #1 reason NOT TO
T/O is a MICROBURST report from ATC. Here is the OFFICIAL definition of CLUTTER
THROTTLES ADVANCED, A/C ON GROUND, AND: (a form of runway contamination):
TAILWIND EXCEEDS 10 Knots. STANDING WATER of 1/8 inch
STAB TRIMNOT in the GREEN BAND (T/O band).
5
1
2 SPEED BRAKE lever NOT in the DOWN DETENT. SLUSH of 1/8 inch or greater
3 TE FLAPS NOT in the T/O RANGE. WET SNOW of 1/4 inch or greater
4 LE FLAPS NOT EXTENDED. DO NOT TAKE-OFF if: DRY SNOW of 1 inch or greater
5 PARKING BRAKE is SET. STANDING WATER ... over 1/2 inch
TRANSIT
LE DEVICES
FLAPS TRANSIT
SLUSH ....................... over 1/2 inch Further, less than (the amounts listed in the
EXT
1 2 3
4
EXT
FULL
WET SNOW ............... over 1 inch definition above) are not considered clutter
DRY SNOW ................ over 4 inches
FULL EXT
and no weight or V speed restrictions are
EXT
SPRA
1 6
B
2
EEKE
3 5
required.
D
4
1 2
2
SLATS SLATS
TEST
TAKEOFF SUSPEND
DOWN
NOT OPERATIONS
PERMITTED (except emerg)
ARMED If clutter exists, there are pages in the Flight
OVER 1/2"
1 2 SLUSH OVER 1/2"
Manual to figure out what adjustments are
necessary.
3 4
FLAP
WET SNOW OVER 1" OVER 2"
NOTE 1: using CLUTTER CRITERIA REQUIRES
STAB UP
TRIM 0
APL
NOSE
DOWN
1
FLIGHT
DETENT 1 that you put the new clutter airspeeds on the
1
0 2 STAB
DRY SNOW OVER 4" OVER 6"
CD - %MAC
TRIM
AIRSPEED INDICATOR.
TAKE-OFF
30-20-10
APL
5 NOSE
DOWN
5
NOTE 2: Captain is supposed to make the takeoff.
UP
10 0 STANDING WATER OVER 1/2" OVER 1"

CD - %MAC
TAKE-OFF
30-20-10
15 10 5
FLAP
APL
NOSE
UP
15 10 RUNWAY CLUTTER CHART
25 15 (FOM page ALL WX-14)
30 APL
NOSE UP
ICING and FREEZING PRECIPITATION:

HORN
5
CUTOUT
40
LIGHT MODERATE HEAVY
PARKING
BRAKE STAB TRIM
FLAP
DOWN
MODERATE RAIN:
PULL
FREEZING RAIN OK NO-OP NO-OP

HEAVYFREEZING RAIN:
CUT
OUT
HEAVY FREEZING DRIZZLE:

DISCUSSION about the RTO (REJECTED TAKEOFF AUTOBRAKE). FREEZING DRIZZLE OK OK NO-OP
The RTO is a marvelous piece of engineering ... and it applies brakes IF BRAKING ACTION NIL: SNOW OK OK OK
IMMEDIATELY and FULLY when: Takeoff NOT RECOMMENDED.
ICING and FREEZING PRECIPITATION CHART (FOM page ALL WX-88)
THROTTLES are retarded to IDLE and (FOM page ALL WX -72)
"WHEEL SPEED" above 90 knots.
It is NOT a decelerate rate modulated event, it is MAX BRAKING IMMEDIATELY! WEIGHT of AIRPLANE TOO GREAT PC ORAL QUESTION!
for the existing runway conditions. TAKE OFF:
For some weird reason, the RTO has three active modes: Captain will ALWAYS make the take-off if the
TOUCHDOWN RVR is LESS THAN 1000 or
Below 60 KNOTS "Wheel" speed. AIRCRAFT SYSTEMS NOT READY: ROLLOUT RVR LESS THAN 1000.
NOTHING HAPPENS. Either checklist NOT completed, or
Between 60 and 90 KNOTS "Wheel" speed. Warning light or horn, LANDING:
If throttles are pulled to IDLE, Flight Attendants NOT ready, Captain will always make the landing it the
the "AUTOBRAKE DISARM" light comes ON ... NOTHING ELSE. Thanks a lot! Ambiguity in clearance or routing, VISIBILITY LESS THAN 1/2 MILE (1800 RVR).
The rub here is that you could be looking at more than 90 knots Other NO BRAINERS!
on the airspeed indicator, but due to a headwind, you may get "NO RTO."
Above 90 KNOTS "Wheel" speed. ALL WX-43 STUFF:
Captain is to make the
WARNING
Pull the throttles to idle and you get AUTOMATIC MAXIMUM BRAKING!!!
first 10 take-offs and landings after IOE. Obviously, it is NOT possible
Here is the CAVEAT ... DO NOT EVEN TOUCH THE BRAKES. Captain or F/O under 100 hours and for a mere human pilot to keep
Captain under 300 hours It takes a up with the change monster at
This mode is not like the regular "RAMP" where you push the brake pedal and the deceleration
have restrictions outlined on that page. LAWYER to Training Central ... so these
mode operates. reference page numbers
There are also some EXEMPTION 5549 read these
NO SIREEE, you just push the brakes for 2 seconds and the brakes deselect! may be in error.
stuff and pages!
If this happens to you ... APPLY THE BRAKES MANUALLY. FAR PART 121.438 limitations. Therefore, expect the checkguy
to ask questions about this stuff!
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© Mike Ray 2000
BEGINNING TAKE-OFF
CLEARED ONTO RUNWAY CAPT says, " I (you) have the aircraft,
the PARKING BRAKES are SET (RELEASED).
PF says, " I have the aircraft,
STROBE LIGHTS ...................... ON
F/O
the PARKING BRAKES are RELEASED.
WING LIGHTS ........................... ON
THE TRANSFER OF CONTROL COUPLED WITH THE
Anytime the airplane crosses a hold short line or transits any runway
environment, these lights should be ON.
"BRAKES STATEMENT" IS IMPORTANT.
FIRST, there may be confusion as to "who has the brakes;" and attempts to take control with the
airplane still rolling sometimes results in one whopping big LURCH when the brakes pedals are
depressed to "set or release the brakes."
CAPT turns on 3 sets of lights SECOND, it is possible to TAKE-OFF WITH THE BRAKES SET. Particularly on a slippery wet or
icy runway. It is attempted all the time in the simulator, and even done a coupla times out on the
line. YIPE!!! Gee, DUH, What's that horn?
1 2 RUNWAY TURNOFF LIGHTS ................. ON

THIRD, it is possible to dribble off the runway, or continue to aimlessly roll down the runway before
2 2 INBOARD LANDING LIGHTS ................. ON adding power ... each guy thinking the other "has the brakes.”
NOTE: If the airplane attains a speed of 80 knots BEFORE TO/GA is depressed, THR HLD will be
3
annunciated and THE THROTTLES WILL NOT ADVANCE!!!! YIPE!
2 OUTBOARD LANDING LIGHTS ............ AS REQ.
PF 1 PARKING
E
RETRACT OFF RUNWAY STROBE POSITION COLLISION WING WELL
BRAKE ........................... RELEASED

X
T TURNOFF
E OFF OFF
D BOTH OFF
FLT IGN IGN FLT
ON ON ON ON ON
R
2
OUTBOARD INBOARD L
START
THROTTLES .................................... ADVANCE
PROBLEM ONE
The CFM56-3 engine is a marvel of technology ... but it can bite you in the rear! It
has a great weakness in that both engines may or may not spool up from idle to
high power settings in an even and predictable way. As a result, on the takeoff
3 2 1 end of runways around the world are BIG RUBBER SKID marks caused by 737
pilots cramming on the power TOO RAPIDLY.
The technique seems to be: ADVANCE the throttles smoothly to about 40% N1 and
allow them to stabilize. This can take up to 5 seconds. You MUST wait for the N1s to
stabilize before pushing them towards target N1.
3 TO/GA SWITCH .................................... PUSH
CLEARED FOR TAKE-OFF PROBLEM TWO

TO/GA has a coupla problems. First, it may or may not actually move the throttles
to the correct (full) TAKE-OFF N1. It is ALWAYS a good idea to KNOW what the
When "CLEARED FOR TAKEOFF" ... target N1 is and CONFIRM that the engines actually are at the target N1 before
committing to the take-off roll. One reason is that a strong headwind will fake it out,
or it could actually be broken. Don't wind up in the canal. CHECK THE N1 !
PNF
HEADING SELECTOR .............................. SET Second Goober: If one of the pilots has elected to fly without a Flight Director (are you going
Set in the assigned heading or runway heading. to practice yoke pumping, or did you forget, or maybe it is inop?), then be aware that the
TO/GA WILL NOT ANNUNCIATE !
NOTE: The Captain keeps his hand on the steering wheel only until the jet is in position and the
PF takes control of the airplane direction using rudder ONLY. Then ...
"GET YOUR COTTON' PICKIN' HAND

OFF THE STEERING WHEEL."
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© Mike Ray 2000
... at 80 KNOTS
If STALL WARNING/STICK SHAKER sounds after the airplane is
commited to takeoff and ability to ABORT is in doubt , ADD AIRSPEED to
rotation and initial climbout. DO NOT DO A HIGH SPEED ABORT !!!
AIRSPEED .............................. CALLOUTS
PNF At 80 KNOTS, state firmly, CROSSWIND NOTE: Use aileron "INTO" the wind to assist in directional control and to
o
10
position controls to keep the wings level after takeoff.
"80 KNOTS, THRUST SET."
% RPM X 10
5 AT 10 DEGREES THE SPOILERS BEGIN TO DEPLOY
NOTE: It is essential, when flying this little rascal, that both pilots 94.4 AND COULD COMPROMISE TAKEOFF PERFORMANCE.
be aware of the TARGET N1 before advancing the throttles.
N1
4 2
10
Remember, it is possible that if the MANUAL SET KNOB is LIGHTING NOTE: Adjust BOTH integral and background lights for NIGHT TAKEOFFS
inadvertantly pulled out, the FMC AUTOMATIC SETTING IS
8 94.7 4 if one system should lose power.
DISABLED! YIPE!!!
LOOK at TWO things: PULL TO SET
FLAP v. AFT FUSELAGE CLEARANCE:
VERIFY PROPER THRUST IS SET. A flaps 1 takeoff yields the LEAST clearance.
CROSS-CHECK AIRSPEED INDICATORS. Consider a flaps 5 takeoff when at light gross weights.
“V” SPEED CALLOUTS: The V1 callout is to be made as the airspeed

needle passes 5 knots prior to the calculated V1 speed, and MUST be TAILSTRIKE !!!
completed by the time that the needle passes the calculated V1speed. The usual cause for a TAILSTRIKE (aft fuselage contact) is EARLY ROTATION
(prior to VR). The reason that a crew of Rocket Scientists would rotate early is
After the V1 callout is made, the Captain’s hand is to be removed from the that they use the WRONG BUG SPEEDS, caused by leaving the LANDING
throttles. RESIST the temptation to put your hands back on the throttles BUGS on the AIRSPEED INDICATOR from the last leg. NOT GOOD!!!
and initiate an abort after the “GO/NO GO” decision has been made.
o
13 -300 AFT FUSELAGE will contact the earth at
approximately 13 degrees if liftoff has not occurred.
PF INITIAL CLIMB (ROTATION)............ ESTABLISH o

14
-500 AFT FUSELAGE will contact the earth at
approximately 13 degrees if liftoff has not occurred.
HOW TO ROTATE
TECHNIQUE: As airspeed approaches V1, move the yoke aft from a position slightly
forward of neutral to allow smooth rotation to BEGIN at VR.
At VR, rotate to the initial body attitude of 9-10 degrees. There will be a slight hesitation
at that point caused by the wing affecting the stabilizer as the nose comes up.
PF
After lift-off, continue the rotation to a climb attitude of 18-20 degrees. Adjust the pitch to
maintain V2+20 knots up to flap retraction altitude. CALLS FOR ........... “POSITIVE CLIMB, GEAR UP.”
ROTATION TECHNIQUE: BOTH PILOTS MUST confirm that
at VR, rotate smoothly to an initial body attitude of 10 degrees. BOTH the BAROMETRIC ALTIMETER and
at LIFTOFF, continue rotation smoothly to 18 degrees (or whatever holds V2+20). the IVSI
o indicate a positive rate of climb.
3
Do not exceed 25 degrees.
CAUTION
CAUTION: DO NOT EXCEED 4 DEGREES PER SECOND
PNF Confirms “POSITIVE CLIMB, GEAR UP,”
....... and raises the gear handle.
ROTATION. TAILSTRIKE DANGER !
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© Mike Ray 2000
GET READY ... ONE of these 3. ENGINE FAILURE AFTER V1 ("V1 CUT")
FIVE TAKE-OFF SCENARIOS

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

NOTE:
This can be triggered by ANYTHING. A low speed abort is "NO BIG DEAL." And it is true in the
real world, anytime you are in the power up phase or just beginning your take-off roll; if in the simulator; DO NOT PUT YOUR HANDS BACK
ANYTHING doesn't look exactly right, stop the take-off. Terminating the take-off at this point is ON THE THRUST LEVERS AND TRY TO ABORT!
going to get you BIG BROWNIE POINTS; and you can bet your bippy, that during a checkride, you
will be given some annoying low speed indication.
Here's the rub, the airplane accelerates very rapidly, and you will very quickly transition into the The profile for the V1 CUT presented here is one that will keep you from busting the ride
HIGH SPEED ABORT zone ... and trying to stop for some annoying piddly problem above about right off the bat ... but, like everything else, it is NOT engraved in stone. Modify it as you
80 KNOTS is a MAJOR BOO-BOO. go to meet the needs of the problem.
So, make up your mind that you are going to stop for about anything below 80 knots. Checkguys
LOVE to hear that stuff in the "BEFORE TAKEOFF BRIEF." One recommendation: If you have a FIRE INDICATION, do not be in a hurry to shut it
down. Fly on up to 500 feet and pushover before you get all involved in the QRC items.
1. There will be NO RTO. You can use the thrust to your advantage.
NOTE: 2. IF an engine fails, DONOT USE REVERSE.
2. HIGH SPEED ABORT 4. ENGINE FAILURE AFTER V2 ("V2 CUT")

This is normally NOT a part of the check-ride, but sometimes, if the Checkguy
screws up and the V1 cut occurs too late and you are already rotating ... it does
This is THE MOST DANGEROUS EVOLUTION IN AVIATION. However, get hairy. You will be expected to control the airplane and not hit the earth.
there are events that could trigger it, (and I am, of course, sticking my neck
out here) but normally on a check-ride one should
The BIGGEST PROBLEM in this situation is the pilot pushing the WRONG RUDDER!!!
HIGH SPEED ABORT only for "BELLS, SWERVES, YIPE! So, here is the gouge .
OR THE AIRPLANE TALKS BEFORE V1.”
ROLL THE WINGS LEVEL, and then
PUSH RUDDER PEDAL UNDER LOWER YOKE HORN.
FYI: REJECT if below V1 and the PWS (Predictive windshear system)
gives EITHER a CAUTION or WARNING AURALALERT !!
The airplane will feel a little (lot) sloppy at this point, but it will fly with all that aileron and NO rudder
You will have to be dividing your attention between keeping the jet going down the without falling out of the sky. Then, as soon as you are ABSOLUTELY CERTAIN which rudder to
centerline and monitoring the engine instruments for flickering gauges, etc. push, feed it in and trim it up. Transition to the V1 CUT profile.
OF COURSE, who didn't read about that guppy guy at ONT who slammed them into
reverse during the HIGH SPEED REGIME and avoided a head on collision in the fog.
WHEEEEEW!!! And if you get the checkpilot from HELL, I guess that they could give
you something like that in the sim, but ... I think you should expect swerves and bells.
DO NOT DO A HIGH SPEED ABORT for:

CHECK GUYS 5. NORMAL TAKEOFF
Stall shaker at rotation LOVE THIS !
door light Believe it or not, they have to observe you do a "normal" takeoff and climbout. So, don't
... And it is a FAVORITE ploy to display be surprised when it happens, just enjoy it.
side window popping open some meaningless message on the forward
insignificant warnings display during the takeoff roll.
NOTE:DO NOT TRY AND PUT THE BIRD BACK ON THE

RUNWAY IF YOU HAVE STARTED ROTATION !
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© Mike Ray 2000
© Mike Ray 2000
THE CAPTAIN MAKES ALL ABORTS !

THE CAPTAIN MAKES ALL ABORTS !
LOW SPEED ABORT HIGH SPEED ABORT

A LOW SPEED ABORT is generally considered a non-event. BUT ... if a loss of one engine is
involved, pilots can really screw things up by pulling the good engine into reverse, running off the DISCUSSION: This evolution is the MOST DANGEROUS event in civil aviation, and
runway, sucking up a ton of dirt, catching fire, burning up, and generally wind up having a lousy day. you should consider carefully whether or not a HIGH SPEED ABORT is really the most
appropriate response. The company prefers that if it will fly, GO! but, if the problem is
an ENG FIRE or FAILURE before V1 ... STOP!
Once your hands are off the throttles or you have started rotation; DO NOT try to put the
CAPTAIN DOES 3 things: bird BACK ON THE RUNWAY ... GO-GO-GO!
1 THROTTLE LEVERS .............................. IDLE CAPTAIN DOES 4 things:

2 AUTOTHROTTLE BUTTONS on THROTTLES ...... DEPRESS TWICE 1 THROTTLE LEVERS .............................. IDLE
3 BRAKES ..................... APPLY MANUALLY
NOTE 1: There will be NO RTO below 90 KIAS wheelspeed. 2 AUTOTHROTTLE BUTTONS on THROTTLES ...... DEPRESS TWICE
IF ENGINE FAILURE
DO NOT USE REVERSE THRUST
BELOW 80 KNOTS !
3 REVERSE THRUST ..................... APPLY (Max if needed)
The reasons: 4 BRAKES ..................... verify RTO applied (DO NOT TOUCH).
NOTE 1: RTO IS APPLIED WHEN:
FIRST, If you have a single engine situation,
using reverse thrust at this low airspeed will put you in a control situation Wheelspeed greater than 90 knots
and you will run off the runway. BOTH THROTTLES at idle stop
SECOND, expect FOD damage at this low airspeed (a virtual vacuum cleaner).
NOTE 2: Touching the brakes for 2 seconds will cause the RTO to
disconnect!
If that happens ... APPLYMAXIMUM MANUAL BRAKING!
F/O DOES 2 things:

1 CALL TOWER .............................. Tell them what you are doing. F/O DOES 3 things:
2 PA .......................
"REMAIN SEATED" or
BROADCAST something appropriate such as: 1 CALL TOWER .............................. Tell them what you are doing.
If airplane is stopped and evacuation appropriate:
"RELEASE SEAT BELTS AND GET OUT!". 2 VERIFY ................................................. Spoilers deployed.
NOTE 1: If FLIGHT ATTENDANTS do not receive guidance
from the cockpit; They will initiate evacuation on their own. 3 "REMAIN
PA ....................... BROADCAST something appropriate such as:
SEATED" or
If airplane stopped and it is appropriate:
NOTE 1: After a LOW SPEED ABORT, evaluate the situation and consider whether another take- "RELEASE SEAT BELTS AND GET OUT!".
off attempt is appropriate. There will be NO REQUIREMENT for BRAKE COOLING, going to a
remote location for an inspection, or calling for the fire department, or getting out some chart or LOOK
NOTEat1:TWO things:
If FLIGHT ATTENDANTS do not receive guidance
from the cockpit; They will initiate evacuation on their own.
graph unless maximum braking was used (Not likely to have occurred).
BIG
NOTE 2: Just what is a HIGH SPEED ABORT? Here are some thoughts: When you get stopped you must:
at 60 knots ... NO RTO, no maximum braking required. Evaluate ability to exit runway.
Generally NOT considered a high speed abort. Consider calling Fire Department.
60 to 90 knots ... The questionable zone. NO RTO.
Some stuff occurs such as THR HOLD annunciated on ADI at DO NOT set parking brake.
64 knots (84 knots on some airplanes) and PNF makes 80 knot callout, and ITEMS DO NOT taxi until adjusted cooling time.
AUTOBRAKE DISARM light is displayed..
90 knots to V1 ... This is the HIGH SPEED ABORT ZONE. on the Taxi or have airplane towed to remote spot.
Consult charts in book for cooling time.
You will get RTO and that is definitely MAX BRAKING.
CHECKRIDE.
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© Mike Ray 2000
"V1 CUT" - ENG FAIL after V1 CMS 1500 FEET AGL

Aircraft is still on the ground
@1500 feet and with terrain
NOTE: Even though there is an SOP clearance assured; SET
procedure for this maneuver in your
flight handbook, here are some
500 ft AGL @ LEVELOFF
“canned airspeeds
appropriate for flaps/weight.
additional suggestions and Prepare to
interpretations that I am putting forth or NON-STANDARD MANUALLY make LARGE
for your consideration. ACCELERATION ALTITUDE above 1000 feet AGL
throttle/trim/rudder change
"ENGAGE A/P"
"I HAVE THE A/C and COMM"
ACCELERATE "DECLARE EMERGENCY" "GET OUT THE BOOK
to CMS consider requesting and DO THE CHECKLIST"
@ 800 ' raise FLAPS on schedule lower altitude such as
"SET CMS" "BEST VECTORING ALT"
"FLY THE PITCH BAR"
TIP! NOTIFY TOWER @1000 FT

RUDDER TRIM "ENGINE FAILURE" Start at Autopilot OK.
requires about
15-20 seconds
if "T" page
give heading.
TIP! ~10 degrees
pitch
A/C MUST
be in trim !
NOTIFY CO
NOTIFY F/A
to input.
NOTIFY PAX
10
1 2
.5 VERTICAL 4
8
SPEED
0 6
use ACARS:
12.5
1000 FPM
.5
1 2
4
msg to dispatch
@ POSITIVE CLIMB: IFE=inflight emer
"GEAR UP" FOLLOW THE
TIP!
DIV=diverting to
XXX=station
FLIGHT DIRECTOR ! HOW TO SET MCT
WITH ENGINE OUT. or
Keep nose coming over 1. Select... N1 LIMIT PAGE “DEN7700”
use IVSI ... "THINK LEVEL”
180 20
20
10 2. line select ... CON
ROTATE
10
about 8 degrees pitch
160
3. set thrust MANUALLY !

1
140
9 OBSTACLE CLEARANCE
12.5 degrees 10
@ CMS: required to 1500 '

R
120 10
20
20
20
i.e; TRACK CENTERLINE
DH 109
"MAX CONTINUOUS THRUST"

100
3540
at 400 FEET AGL NO turns unless T page

2+
HEADING SELECT "ATO CHECKLIST"

“FLY THE FLIGHT DIRECTOR” REQUIRES them!
V
STEER ME TO C/L
to
While on GROUND or "T" heading" 15 degree

V2
CONTROL HEADING 30 degree bank OK WARNING NOTE:

WITH RUDDER bank limit after CMS
until CMS Tailstrike will occur at
KEEP NOSEWHEEL GROUNDED TIP! CMS = CLEAN MANEUVERING SPEED

13o (300), 14o(500)
pitch.
until VR (DO NOT ROTATE TOO SOON )
a good technique is to initially rotate VERY slowly
(C) MIKE RAY 2000
83
© Mike Ray 2000
© Mike Ray 2000
“V1” CUT technical details

DISCUSSION: Arguably the MOST BUSTED thing on the check-ride, and certainly GOOF-UP number 4:
one of the MOST challenging events in the check scenario. Pilots that have had this
actually occur to them out on the line say it is not a big deal out in the “real” world, but IMPROPER ROTATION TECHNIQUE
in Fantasyland, things can turn into a can of worms very quickly. Here are some tips
to help you achieve success ... and actually impress the check-person. When you initiate the rotation, the airplane will have a tendency to hesitate at about 8-10
degrees. This is because the wing will interfere with (blank out) the airflow to the stabilizer.
5 V1 CUT GOOF-UPs
You will have to make a conscious effort on your part to “pull” the nose through that effect
and then return immediately to the normal rotation pressures. This all happens very quickly,
but if we are not aware of the differing pull pressures we can:
(1) Rotate too smartly and drag the tail. A TAILSTRIKE is NOT GOOD. The tail will
GOOF-UP number 1: contact the earth IF you exceed about 13 degrees (-300) or 15 degrees (-500) while still on
the ground.
ABORTS AFTER V1 (2) Not complete the rotation to the required 12.5 degrees in a smooth and expeditious
manner, hanging up at 8 to 10 degrees. The airplane “more or less” flies level at 8 to 10
When you are charging down the runway, and you reach V1: degrees, resulting in contact with mother earth. CFIT IS NOT GOOD! or
TAKE YOUR HANDS OFF THE THROTTLE AND DON’T PUT THEM BACK.
(3) Adding the extra pressure and holding it in too long and exceeding the 12.5 degrees ...
Attempts to abort after V1 are always a disaster in the sim. While I realize that there have been results in a loss of airspeed, the rudder losing effectiveness, the heading slewing into the
real world situations where aborts after V1 have been successfully accomplished ... in the sim, an bad engine. Further, if the pitch remains too high, there will be lots of stick shaker and jet
abort after V1 is NOT an activity you want to be talking about in the debrief. will stall.
A STALL IS NOT GOOD!
GOOF-UP number 2: GOOF-UP number 5:

PUSHES WRONG RUDDER. YIPE !
NO PREPARED PROCEDURE
When the nosewheel is on the runway, and the airplane is still on the ground: RUDDER is the
most important control. The rudder is very effective on this airplane, and so it is NOT When you initiate this evolution, there simply MUST be a well thought out plan for
NECESSARY to know which engine has failed, you merely keep the nose going down the runway. completing the necessary steps. Re-inventing the wheel each time is nonsense and makes
PUSH the rudder so that nose of the airplane goes in the direction you want it to go. In a you look like some kind of geek.
catastrophic engine failure at V1, there should be NO QUESTION and it will take “ALMOST” full
rudder extension to keep the airplane aligned with the runway. On the previous pages, there is a “plan.” It may not be the best plan or even a good plan ...
but it is a plan. I suggest you sit down and go over “your” plan again and again until you are
LOCK YOUR LEG as soon as you get it going the direction you want. Do not attempt to make ready to puke and then go over it again. You are going to be at the extreme of your mental
any more than little bitty rudder movements to correct. capability and trying to remember something this complicated or (worse yet) trying to make
something up while you are flying it is checkride suicide.
RIGHT ruder makes the nose go right, and LEFT rudder makes the nose go left.
GOOF-UP number 3: The V1 cut maneuver is going to happen on your checkride, you can
count on it. So be prepared.
ROTATES BEFORE VR !
This may seem stupid, but I GUARANTEE that when the PNF yells
TIP!
ENGINE FAILURE!
“ ” For you Captains, you know that you will have to demonstrate
your first instinct is to pull back on the yoke. a “MAX WEIGHT TAKEOFF WITH V1 CUT,” so don’t be off in
If you do that, the jet will head out across the infield like a scared rabbit and you will be doing a dreamland when you are cleared with a maximum takeoff
repeat of the maneuver. SO: weight and not be acutely aware that you are about to either
Do not rotate at the point where the engine failure occurs or when the PNF yells. Keep the have to ABORT or do a V1 Cut.
nose firmly planted on the runway and wait until after VR.
It is my opinion that keeping the nosewheel on the ground for a coupla seconds after VR will
actually help this maneuver. There is NO REQUIREMENT to have begun rotation or to have the
nosewheel coming off the ground 5 kts prior to VR or exactly at VR.
FYI: Max Tire Speed is 196 KTS.
84
© Mike Ray 2000
© Mike Ray 2000
"V2 CUT"
E
ngine failures or engine shutdowns that occur in the air differ from those that occur on the
ground in this way:
ENG FAIL after V2 During the V1 cut maneuver, The rudder is the primary source of directional control while on
Aircraft airborne but below 1500 feet the ground, but
once airborne, or if engine is shut down “in the air” (IFSD or inflight shutdown), then the control of
the airplane is accomplished using a combination of rudder and aileron.
There are at least two ways this event can occur:

The biggest problem with the “V2 cut” is:
LATE V1 CUT and
PILOTS PUSHING THE WRONG RUDDER.
ENGINE FIRE AFTER V1
Because this happens with a surprising frequency, the following
technique has been proposed.
LATE V1 CUT
FIRST ... if the checkpilot inadvertently pushes the secret “loss of engine” button on the panel in
STEP 1
the back of the sim just a little late; then the engine fails as or after the nose gear starts is lift off.
This is a difficult situation for the pilot to resolve effectively and cleanly. STEP ONE: Roll the aileron towards
However, there is no provision for the pilot (you) NOT being able to keep the airplane from the sky pointer to determine which
contacting the earth ... I mean by that, even though it may have been the instructor pilots “fault,” it yoke horn is down.
is still expected that you will keep some part of the jet from impacting the earth.
NOTE: Some check airman have been trained in HELLand feel this is a legitimate simulator event. Some instructors teach that the pilot should not use “any”
Be prepared. rudder during this first step. The airplane yaws a little, but
the ailerons are adequate to keep the jet right side up.
ENGINE FIRE AFTER V1 The bottom part is referred to

as the “SKY POINTER.” It
ALWAYS points to the SKY.
These two
SECOND ... The absolutely terrifying “ENGINE FIRE AFTER V1.” This IS given regularly and
opposing triangular
deserves some pre-thinking on your part.
pointers are
referred to as the THR HLD TO/GA HDG SEL FD
Here is the current philosophy:
STEP 2
“HOUR GLASS.” 180
When they match

If you are past V1 (your hands off the throttles) 20
up they look like an 160
DO NOT PUT YOUR HANDS BACK ON THE 10 20

.... 1
140
THROTTLES AND INITIATE A LATE ABORT!
STEP TWO: Push the
9 10
R
120
rudder on the “DOWN”

10
100
20 10 3540
DISCUSSION: That puts you in the position of continuing the take-off with an engine indicating
that it is on fire ... but probably producing takeoff thrust. It is not a “ENGINE OUT or SINGLE
20 horn side. You push
ENGINE” event yet. until the yoke horn is
So, you will be expected to comply with “NORMAL TAKEOFF” procedures until you get to an NOTE: On this airplane the “BALL” is not calibrated level. The amount of
altitude where you can shut the engine down (normally 500+ feet AGL). to any degree of accuracy. It is NOT recommended
for use as an indicator during an “upset” scenario.
rudder will be about 1/2
The BIGGEST consideration here is CFIT (Controlled Flight Into Terrain) or ... that used for a V1 cut.
CRASHING. The Check people are EXTREMELY concerned that you will get so
tied up in the “indication of a fire” that you will fail to comply with some complicated
departure procedure and wind up leveling off, shutting down an engine, creating a
STEP THREE: When you have the time, then
STEP 3
single engine situation, and be unable to maintain your separation from the earth.
you can trim out the rudder pressures. If you
Even if you shut down the engine exactly by the book ... BUT YOU CRASH! Not good. No
brownie points. “HOLD” the rudder trim knob, it takes about
15-20 seconds to trim out the pressure.
737ver5158 737ver5159
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© Mike Ray 2000
© Mike Ray 2000
IF UNCONTROLLABLE
PITCH-UP
DISCUSSION:
...what do you do ?
It actually has happened to civil airliners the past… several
times that I can remember. At lift-off from the runway, the
airplane’s nose pitched up uncontrollably and even full
yoke forward pressure was ineffective in restoring
control. Sad to say, none of those crews had a plan
for this eventuality.
YOU NEED A PLAN ...

Here is what the company has devised.
ROLL TOWARDS 90 degrees, THEN

LET NOSE FALL TOWARDS THE HORIZON.
Here are the 7 “OFFICIAL” steps.

1. CALL OUT “ATTITUDE.”
2. CROSSCHECK the attitude indicators.
3. DISCONNECT:
AUTOPILOT
AUTOTHROTTLE
4. UNLOAD AIRPLANE (Increase bank towards 60 degrees

- do not exceed 90 degrees - to aid in pitch reduction.
5. ALLOW NOSE TO FALL towards horizon.
6. ROLL WINGS LEVEL as the pitch attitude approaches/passes horizon.
7. RECOVER to a slightly nose low altitude.

Adjust pitch as necessary to avoid stall/stall warning.
8. ADJUST PITCH, BANK and POWER

to complete recovery and re-establish desired attitude.
86
© Mike Ray 2000
© Mike Ray 2000
Getting upside down is NOT GOOD … and we MUST HAVE A PLAN to handle
this situation. STEP 4
If in an “EXTREME” bank alttitude,
Of course, an airplane could tip over at any altitude; and there are a lot of “UNLOAD” the airplane, and
reasons why it could occur: Wake Turbulence, TSMS, Wind-shear, mysterious COORDINATE rudder and aileron
air currents, and so forth. BUT, it doesn’t matter what the cause is, we have to
know how to handle an ... TOWARDS the SKY POINTER to
U P S ET
ROLL THE WINGS LEVEL.
WARNING:
DO NOT ADD BACK
PRESSURE UNTIL
UPRIGHT and
APPROACHING
WINGS LEVEL.
STEP 5
180
This little triangle at the top part of

the instrument is referred to as the
Correct to level flight In our example, the ADI indicates
10
160
“SKY POINTER.” It ALWAYS or slight climb as that the sky-pointer is on the right
20
1
140
points UP to the SKY.
indicated on the ADI.
9
side of the indicator; so we will
In our depicted situation, however,
10
120
10 roll the aileron towards the right
we are slightly upside down, so the
20
triangle appears to be pointing

and push on the right rudder.
AVOID
100
20 10 3540
20
down; but we can be certain that it
is pointing to the sky regardless of
what our sensations are telling us. Excessive g-loading.
Here is the “OFFICIAL” technique for handling this situation:
Pilot sensing “upset” call out:

STEP 6
STEP 1 “ATTITUDE!”
ADJUST PITCH, BANK, POWER,
and SPEED BRAKES if necessary
to complete the recovery and
CROSSCHECK re-establish desired attitude.
STEP 2 with other guys instruments.
DISCONNECT:
STEP 3 AUTOPILOT
AUTO-THROTTLE
87
© Mike Ray 2000
© Mike Ray 2000
@ 3000' AFE
STANDARD NOISE PNF does this:
set MCP SPEED ...... 250 KIAS
ABATEMENT TAKE-OFF (unless in VNAV)
GEAR LEVER .............OFF
@ 3000' AFE AUTO BRAKE SEL ...OFF
PF does this: ATO CHECKLIST ...COMPLETE
NOTE: Be constantly alert to ENG START SW ... OFF (CONT if req)
reasons NOT to start the takeoff. DO NOT TAKEOFF when a Transition to 250 knots.
"SET 250 KTS" on MCP
Such as: MICROBURST ALERT or "VNAV."
Microburst Alert. is broadcast. "AFTER TAKEOFF
Weather below landing minimums . CHECKLIST" S
NOT
Crosswind/headwind outside envelope. 250 K
@ 3000'
Clutter in "TAKEOFF NOT PERMITTED" range. REDUCE PITCH
etc,etc,etc,etc on and on. by not more than
1/2 from what
is required to
o o maintain
Slightly increase
18-20
V2 + 20 knots
pitch angle and
S
ACCELERATE to transition to
CM
220/230 KTS CMS KIAS
above 1000 feet
or whatever it takes RETRACT FLAPS AUTOPILOT OK
on schedule
@ CMS
to keep V2 + 20
Do not exceed 25 degrees "PF AUTOPILOT CMD SWITCH"
verify CMD on ADI
FOLLOW THE "FLAPS ..." then
"VNAV" or PNF - BOTH ENG BLD .... verify ON
PNF - WING ANTI-ICE .... ON (if req)
FLIGHT DIRECTOR "CLIMB MODE"
LVL CHG
SPD 210/220 "FLAPS UP"
N1 retract flaps
on schedule BANK ANGLE
during flap retractions
200 DO NOT EXCEED 15

if below maneuver
@ 800'
30 30
180
speed for flaps
1
160
9
20
10
20
10
NOTES:
REGARDING WING ANTI-ICE:
R
140
kts
120
DH 109
3540
DO NOT turn on the wing anti-ice until:
10 AFTER first thrust reduction..
20
10
BANK ANGLE
+
during flap retractions

V2
DO NOT EXCEED 15
@ 400'
REGARDING GEAR LATCHES:
"POSITIVE CLIMB To make sure that the GEAR UPLATCH is completely engaged, leave the gear handle in the UP
(Both IVSI and baro altimeter) position for a few seconds after the RED LIGHTS go out.
GEAR UP" select another
roll mode
"HDG SEL" REGARDING HOT BRAKES :
"LNAV" or It is generally considered GOOD FORM to leave the gear hanging out to "cool" off for a few
"VOR/LOC" minutes after a prolonged taxi or a short turn-around.
REGARDING TERRAIN CLEARANCE:

Turns below 400 feet AFE are considered "NON-STANDARD;" HOWEVER, the Captain may
NOTE 1: On the Checkride (and in real world) you may hear a PIREP from another turn below 400 feet IF it is not published otherwise.
airplane experiencing a GAIN or LOSS OF AIRSPEED. Be Alert, even though that guy
may be landing, be aware of his situation and and consider whether it will affect your
take-off. It may be a good idea to ADD SOME EXTRA SPEED to accommodate the
potential for airspeed loss. V2 + 20 is NOT ABSOLUTE! 737ver5161
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© Mike Ray 2000 737ver5160
© Mike Ray 2000
The THRILL OF TECHNOLOGY
ADVANCED GLASS
STUFF
H ere is some more of that really complicated glass stuff. I have separated it
from the first part so as to not interfere with the flow of the flight deck set-up.
This is NOT a definitive re-hash of the glass procedures in “the book” but rather a
sorta line oriented view of the way things work out.
737ver5163
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© Mike Ray 2000
© Mike Ray 2000
HOLDING OP SPECS
Here are some of the things that you will be expected to know about holding.
Even though the "MAGIC GLASS" does a miraculous job of figuring the entry,
etc; there are some other things that we have to have at our fingertips.
These limits apply to “DOMESTIC” flying.

"NORMAL" 265 KTS MAX
HOLDING SPEEDS 14,000 feet
NOTE 1: If your airplane is "TOO HEAVY" to 230 KTS MAX
hold at that speed, you MUST obtain ATC 6,000 feet
HOLDING !
clearance to hold at a higher airspeed.
200 KTS MAX
Minimum
NOTE 2: It is a common ploy for the check
holding altitude
person to issue a clearance to hold when the
CMS (clean maneuvering speed) is greater
than the allowed holding speed. BE ALERT!
Possible STALL danger. YIPE!
NOTE 4: Be aware of "Minimum Holding Altitudes."
NOTE 3: Remember that if you are Usually the best indicator is the "GRID MORA." MEAs
given holding right at the 14,000 feet usually are not good choices as they require remaining
boundary, then your holding speed too close to the airways. If the holding pattern is
maximum is 230 KTS depicted, the little altitude inside it is the MHA.
f there is any one thing that strikes fear in the heart of even NOTE 5: These “NORMAL” holding speeds do not count when flying to places that have
the most intrepid aviator, it is the issuance of a holding published their own speeds; such as Military places, London , New York Area, etc. These
clearance. Besides being a virtually impossible maneuver for places will inform you what their speeds are with some hidden note on the approach plates,
a mere human pilot to perform properly, it means that something charts, 10-7/20-7 page, etc. BE ALERT!
else beyond our control is going on and now all our wonderful flight
planning just became immediately obsolete.
HOLDING INSTRUCTIONS
Glass stuff to the rescue (at least for figuring the entry part). All An ATC clearance to Hold will include:
that “teardop, direct entry, parallel downwind” stuff becomes passe 1. Direction (NE, SW, etc) Standard holding is:
and a great load is removed from our overtaxed brains. We can 2. FIX
now concentrate on the real problem ... where am I going to park 3. Radial, course, bearing, etc. Right Hand Turns
this airplane! 4. Leg length Inbound legs 1 minute at or below
5. Direction of turns 14,000 feet
BUT … In order to make all that magic work, we have to know a 6. EFC ... Complete holding and 1 1/2 minutes above 14,000 feet
few things to set up the computer properly; otherwise, we simply instructions MUST include EFC ! 25 degrees bank (using autopilot)
compound the problem and make life exceedingly more difficult.
IF ... THEN: Pilot Training 101. If you accept a clearance without an EFC, the
Check Person will have an UNCONTROLLABLE URGE to fail your radios!
HOLDING REPORTS
ENTERING HOLDING: You MUST report: WHAT PILOTS SCREW UP: Most
1: FIX common deletion is for the pilots
2. TIME to forget to report their atitude.
3: ALTITUDE
LEAVING HOLDING: You MUST report:
departing the holding fix
You are then expected to resume normal operating speed.

737ver5165
90
© Mike Ray 2000
© Mike Ray 2000
HOLDING NEXT HOLD

HOLDING ... This machine is FABULOUS at holding. You have to know a
coupla things first.
THIS IS REALLY TRICKY !
RULE NUMBER ONE: THE HOLDING FIX
MUST BE A WAYPOINT IN YOUR ROUTE. “NEXT HOLD” ...The use of the term “next” in the CDU can be misleading. If you
pull up the HOLD PAGE and there is a holding fix already installed, even if it is the
If you are cleared to a fix to hold that is not one of your waypoints, you MUST use fix at which you want to hold, you must select “NEXT HOLD.”
the DIR INTC page to make it THE ACTIVE WAYPOINT. If the fix is already in
your route, just pull it down, and if cleared to it directly, make it your active Here is the problem. If you have already installed your arrival airport runway and
waypoint by going "DIRECT TO" and then, after selecting the HOLD page, put it approach, the missed approach may automatically be installed along with its
in the "HOLD AT" box. depicted holding pattern. If that just happens to be the fix at which you are cleared
The “PPOS” is great if you want to hold right to hold, you cannot just go there and hold as it will either wipe out from your
where you are at; Say you are on the approach selected route and a whole bunch of other stuff including your selected runway or,
course, not quite prepared to continue the
MOD RTE 1 HOLD 1/1
in some cases, you simply cannot selected that fix to the hold line. MEGA-
procedure and want to make a turn in the - -----
FIX SPD / TGT ALT
-- /--- - FRUSTRATION and sweat begins to pour from your brow. You will get all flustered
HOLD, just push “PPOS” and the airplane will -
QUAD/RADIAL
--/---
FIX ETA
---- Z
EFC TIME
- and things get all choked up. The check guys LOVE this kinda stuff.
make that point the holding fix and start its turn. -
INBD CRS / DIR
--/--- ---- Z
HOLD AVAIL -
-
LEG TIME
FABULOUS. - ---- MIN ----
BEST SPEED
So, here are two things you MUST know:
-
LEG DIST
I should add that the HOLD box only needs a - --.-- NM ----KT
minimum amount of information to complete its - HOLD AT
PPOS> - First: “NEXT HOLD” does not mean “next hold” AFTER the one listed, but rather it
calculation. FIX and INBD CRS will get you means “FIRST HOLD.” In other words, while it implies that it will become the next
started. If LEFT turns desired, just LS3L “ L.” hold fix after the one listed, it actually means that it will be the FIRST HOLD FIX
INIT
REF
RTE CLB CRZ DES
that you will encounter and will be placed in the computer BEFORE the one listed
DIR
INTC
LEGS
DEP
ARR
HOLD PROG
EXEC
and actually become the FIRST hold fix in the computer, and the one you will
GETTING OUT OF FIX
A B C D E
encounter first.
HOLDING
D
PREV NEXT M
S
PAGE PAGE S
P
F G H I J G
Second: If you get a CHECKPILOT FROM HELL, he wants to get you to the point
Y
This is a little tricky. MOD RTE 1 1HOLD 2 3 1/1

K L M N O
where you are all set up for the approach with your landing runway installed; and
THE TWO BAD WAYS -
FIX F
A 4 5SPD6/ TGT ALT
235P/ 6000
Q R- S T
O
F
S
then He will gleefully clear you to hold at a fix that just happens to be your missed
-
PUTZE I
1: Shut off the Autopilot and hand -

T
L FIX ETA
QUAD/RADIAL 7 8 9 0243.6Z
--/--- EFC U TIME V W X Y approach holding fix. IT’S A TRICK! It’s a mean and nasty trick!
fly. (Always an option!)
- INBD CRS / DIR .
328 / L TURN 0 +/- Z
---- -
2: HEADING SELECT and steer HOLD Z
-
CLR
AVAIL DEL
-
LEG TIME
1 + 53
5.4 MIN
somewhere else. LEG DIST BEST SPEED
-
NOTE: Big problem! Until you - --.-- NM 213KT RULE NUMBER TWO: Remember that you have to
clear the hold out of the CDU - < NEXT HOLD EXIT HOLD > - select “NEXT HOLD” if there is another holding fix
already on the hold page, even if it is the same one
LEGS page, the airplane cannot at which you are cleared hold.
be reconnected to LNAV. INIT
REF
RTE CLB CRZ DES
THE TWO GOOD WAYS DIR

INTC
LEGS
DEP
ARR
HOLD PROG
EXEC
3: EXIT HOLD PROMPT. FIX
Probably the best way out, and D

S
PREV
PAGE
NEXT
PAGE
A B C D E
M
S
One final point, it is possible that there is more than one holding fix in the
computer lineup. So, if you find a holding fix already on the hold page when you
P
the one the Check Airman is likely F G H I J

Y G
2 3
looking for you to use. The
1
K L M N O
O
select it, and after selecting NEXT HOLD another fix shows up, simply select
NEXT HOLD again. ...And if there appears another one, select NEXT HOLD
F
4 5 6
airplane will make the MOST A F
I P Q R S T S
T
again until you get to an empty HOLD page.

L
EXPEDITIOUS turn back to the 7 8 9

U V W X Y
holding fix and depart on the . 0 +/-
Z DEL CLR
previous route. 737ver5167
4: DIR INTC page and put

another waypoint or THE
HOLDING FIX in and go there directly, making the
HOLD disappear from the LEGS page. 737ver5166
91
© Mike Ray 2000
© Mike Ray 2000
USING GLASS STUFF IN THE What the heck is a ...
APPROACH
DIRECT INTERCEPT
There are a couple of things that you will be asked to do that "ARE NOT IN THE
ENVIRONMENT
BOOK," one is:
"EXTEND THE CENTERLINE"

Approaching a landing airport, after leaving the approach FIX and on vectors, or if
The problem with being in the approach environment is that things are there is no "ACTIVE WAYPOINT," it is common for the other pilot to request the
happening really quick and you have to be pretty nimble on the CDU to keep up "centerline be extended" or "Intercept leg to ...." Here's how you do that.
with the demands of the approach environment ... couple that with some crusty
old veteran doing the PF duties and barking commands faster than you can Go to DIR INTC page and LINE SELECT an appropriate FIX. If you are on an
type ... and you have a handful. approach, you should pick a fix that you might be cleared to; by that I mean, if your
selected fix is "outside" the one you may be cleared to, the line between it and the
It is especially interesting when you are hearing things for the first time and next fix will disappear ... and you will have to scramble to get it back on the HSI.
don’t even know what she/he is asking for ... let alone how to comply. On the other hand, if on an approach, we will want to extend the “centerline” from
And there is the flip side, if you are that old-timer, you have to understand that some fix on the localizer.
sometimes you just are not going to get the CDU backup that you wish you had. Usually it is OK to select the FAF if it is on the LOCALIZER centerline and extend a
It is sometimes more efficient just to fly the airplane like some steam gauge heading to the fix equal to the heading depicted on the approach plate.
Jurassic jet.
2: Line select that fix into the INTC LEG (Note: Since you do NOT want to go
Direct to the fix, DO NOT USE THE "DIRECT TO" boxes.
GOOD CAPTAIN PRACTICE.
3: The INTC LEG boxes will open up again, this time labeled INTC CRS.
If you find yourself with some poor new-by who is up to her/his
eyeballs in a pool of glass alligators ... 4: Type in APPROACH HEADING (get it from the approach plate) or desired
bearing into the selected fix and put it in the boxes.
DO NOT HANDFLY IN THE APPROACH ENVIRONMENT.
5: PUSH the 6R button.
FO RGET
Reason: When you are “hand-flying,” the other pilot must operate the MCP ... as
6: EXECUTE. DON'T
well as attempt to talk on the radios, do the checklists, and keep up with your
steady stream of CDU commands.
Being on auto-pilot allows you to be more involved in what is going on inside the
cockpit ... BUT more importantly, what is going on OUTSIDE. "INTERCEPT A RADIAL (or bearing)
AND PROCEED TO A FIX,"
ALWAYS BE AWARE OF OTHER TRAFFIC AND TERRAIN use the same technique.
RGET
And
YOU MUST 1: Push DIR INTC key
FO
MAINTAIN SITUATIONAL AWARENESS, and
KEEP A GOOD LOOKOUT DOCTRINE !
2:
3:
TYPE or LS FIX in the scratch pad
push INTC LEG TO key (6R) D ON'T
4: Type reciprocal of radial (or bearing)in scratch pad.
There are times to practice yoke pumping to try and keep up your pilot skill level 5: push INTC CRS key (6R)
and to demonstrate how much you need the practice ... and there are times to 6: If on AUTOFLIGHT remember to push "LNAV,"
utilize every available aid in de-cluttering the cockpit loading. It is extremely otherwise the airplane will fly right through
easy to push the new pilot into extremis by task saturation. your otherwise perfect intercept.
737ver5168
737ver5169
92
© Mike Ray 2000
© Mike Ray 2000
STEP 1: Select DIR INTC page. Because we expect a vector to intercept

the inbound bearing outside of CHECK, we want to put that in the box and run a
BUILDING AN APPROACH line into "CHECK" bearing 238 degrees.
I
STEP 2: Define CHECK. Because neither CHECK nor PCNB is in the
t is "HIGHLY PROBABLE" that you will be required to "build an approach" data base, we have to use some other method. How about RADIAL/DISTANCE
on your checkride. It happens like this; you will be cleared for an from SLIDER or from DOGMEAT. Another option would be RADIAL/RADIAL
approach which is NOT in the CDU. It is usually a simple NDB or VOR from SLIDER and DOGMEAT? Either of those three would work. Lets use
with fairly straightforward Missed Approach Procedure. You have the SLD122/6.3. Type it in the scratchpad and Line Select it to the INTC LEG TO
boxes of the DIRECT INT page. Type 238 and Line Select it into the INTC CRS
option, of course, to fly the approach WITHOUT the MAP MODE so that it
boxes.
would be legal even if it is not in the CDU ... BUT, they will want you to build
the approach. It is VERY simple and here's how to do it. DO NOT be
That would show CHECK on the HSI as SLD01 with a magenta line extending
intimidated by the GLASS STUFF!!! into it bearing 238 degrees.
SLIDER
D
122.2 RTE 1 LEGS 1/1
M . ..SLD
--- - .. - STEP 3: Connect CHECK with the
- -
O O
238
SLD01 ---/ -----
193
6.3 RUNWAY. If the ROUTE page shows as
60
- -
O
238 4.8 NM
---/ -----
O
00 DEST the airport in question, you may RW24
12 013 -
-
O
7.5 NM
2 O simply type 24 in the scratchpad and Line DGM
173
---/ -----
Select that to the position directly below - DGM
HOLD AT
---/ ----- -
O
058
SLD01 on the LEGS (or DIR INTC) page. - -
NOTE: If the RTE page doesn't show ACTIVATE >-
-
O
238 < RTE 2 LEGS

that airport (this destination may be a
282
O
4.3
diversion field) as the DEST, you
(IAF) should change your destination to INIT RTE CLB CRZ DES
CHECK REF
conform with the actual place of

.253
_ ._ _PC
DIR DEP EXEC
HOLD PROG
._ .
LEGS
INTC ARR
intended landing. Then the 24 entry FIX
will work. D
PREV NEXT
A B C D E
M
S
PAGE PAGE S
P
Y F G H I J G
O
NOTE: You will not be required 1 2 3
023
to build the procedure turn K L M N O

portion of the NDB/ADF. On STEP 4: Type the Missed F
A
I
4 5 6
P Q R S T
O
F
S
your check ride you can expect Approach Fix DOGMEAT (DGM) into the L T
7 8 9
normal vectors will be supplied scratch pad and Line Select it to the next
U V W X Y
.
to intercept the bearing 0 +/-
DOGMEAT inbound outside of the Outer slot below RW24 on the LEGS page. Z DEL CLR
102 O D Marker.
122.2. ..DGM
..
M --- - -
STEP 5: Now, because DGM is a waypoint on your CDU (Remember that
you cannot build a holding pattern for a fix that is not a waypoint on one of your
LEGS pages):
282 O 1: Select DGM to the scratch pad.
2: Select the HOLD page.
3: L ine Select (or type) DGM in the FIX line.
Here is the MIKE RAY MUNICIPAL AIRPORT "NDB Rwy 24" approach. Let's 4: Note that the INBD CRS will be 172/L, so you have to
say you get cleared for this approach on your checkride but find to your chagrine, 5: place 102/R in the INBD CRS/DIR line.
that the approach is not in the CDU ... neither is the fix "CHECK" or "PCNB." Here
is how you can "build that approach."
737ver5171
PIECE of CAKE
93
© Mike Ray 2000
© Mike Ray 2000
BUILDING AN ARC
I
Either CONSTRUCT THE ARC or GREEN CIRCLE or just FLY THE ARC
t is "NOT LIKELY" that you will be required to "BUILD AN ARC" on your USING STEAM GUAGES … BUT DECIDE EARLY on in the approach.
check-ride. The “ GREEN CIRCLE” technique is usually taught, but if The reason, if the PNF is HEAD DOWN for a long time, then the PF is
someday you have to, here’s the dope:. left trying to INVENT the ARC without the other pilot in the loop. NOT
GOOD! ALSO … ALWAYS HAVE RAW DATA DISPLAYED!
BUILD IT AS YOU FLY IT ...
By that they mean, start at the Beginning instead of STEP 1: Li ne select the starting point; such as BEAVIS.
starting at the Runway, and then build the approach
(IAF)
along the same path you wish the airplane to fly. STEP 2: Enter the remainder of the waypoints using the RADIAL/DISTANCE
D8.0 FROM THE VOR to define the points (keep it simple, stupid!). The first point will be
238
ROCK O
D
117.5 MTV D0.5 the beginning of the ARC: MTV135/8
D3.6
NOTE: The CDU will "round" out the curve so that the magenta line will
068 O
actually start its turn "about 2 miles prior" to the arc. It is not necessary for
you to "pre-figure" a point to begin the turn, such as MTV135/10.
STEP 3: Place waypoints along the route that will approximate an arc. The
degrees of arc difference between the waypoints will vary with the diameter of the
2500
arc; that is, if the arc is a 20 mile diameter arc, it may be necessary to place the
8.
reminder:
0
13
YOU MUST ALWAYS 5 O
113 O
waypoints about every 20 degrees to create a smooth arc. However, if the
HAVE RAW DATA diameter is fairly small (such as 8 DME), then about every 40 degrees or so will be
DISPLAYED WHEN adequate. The arc will be a series of straight line segments and the closer the
FLYING AN ARC ! waypoints, the smoother the arc.
ar ME
NOTE: The recommended technique is to Line select MTV01 to the
3 c
D scratchpad, tap the cancel key to erase the digits you want to replace,
0
8
00
and put in the desired radial/distance for the next waypoint.
10
2O
STEP 4: It makes sense to use the 113 degree radial because of the altitude
(IAF) change. MTV113/8.
12
2 .0 STEP 5: Th e 10 degree lead-in radial makes a good sense for a waypoint as it
30 95 O
00
alerts us to the fact that we may descend to the next altitude and that we should
DOGMEAT be expecting the intercept turn. MTV068/8.
D
123.4 DGM
BEAVIS
H
(H)
28
2O STEP 6: The approach course is the RECIPROCAL to the waypoint
ere is the MIKE RAY MUNICIPAL AIRPORT "VOR DME ARC Rwy 24" designator: That is, be alert to the fact that while you are inbound heading 238
approach. If you are cleared for an ARC approach that is not in the CDU degrees, the next point is MTV058/8.
DATABASE memory; you will have to construct it, use the green circle, or NOTE: Since the airplane will NOT go to the point but will actually
fly it without the benefit of the "glass." The CheckGuy will want to see you turn inside the waypoint, it is NOT necessary to "figure out or
quickly and simply place the approach "in the box" and either "fly the magenta estimate" a pre-turn point. The computer knows you can't make a
line" using "LNAV," or navigate around the green circle using the HDG SEL. sharp turn and will make a nice round corner for you.
Remember, if you find yourself one dark and stormy night unable to get the STEP 7: The rest of the approach is fairly intuitive.
approach in the box, or you just can’t get it do in the time available: you are
perfectly legal to fly an approach like this using the tools in their "raw data" mode, STEP 8: Because DGM is a waypoint on your CDU (Remember that you cannot
just like any garden variety 727 ... and it works great! build a holding pattern for a fix that is not a waypoint on one of your LEGS pages):
1: Select DGM to the Scratchpad
What I am trying to tell you is this. Either learn how to do an arc quickly and 2: Select the HOLD page
simply ... or get your head out of the CDU and concentrate on flying the 3: L ine Select (or type) DGM in the FIX line
airplane. The CDU is simple ... but do not get bogged down and fail to stay
ahead of the airplane. Note: the INBD CRS will be about 172/L, because unless in the holding
pattern is already in the computer’s memory, the GLASS will automatically
737ver5172 construct a holding pattern using the INBOUND leg.
94
© Mike Ray 2000 737ver5173
© Mike Ray 2000
SOME V-NAV STUFF LVL CHG: When LVL CHG is selected, the airplane will try and go to the
altitude selected in the MCP window.
HOW TO GO UP AND DOWN If the selected altitude is higher, LVL CHG will "automatically" select CLB
power (if needed) and start a climb to that altitude and level off at that altitude, using
the airspeed existing at the time of selection.
If the selected altitude is lower, the throttles will retard to idle(if needed)
T
and the airplane will descend at the airspeed existing at the time of selection.
1. HANDFY The same warning exists for LVL CHG and V/S regarding selecting the airspeed
here are several ways I know of to make the
airplane climb and decend. You may know 2. V/S mode.
others, but here are the simple ones that 3. LVL CHG
4. VNAV (CLB and CRZ PAGE) Selecting LVL CHG is a four step process: T
will be useful during a checkride. AN
A. Select target altitude on MCP O RT
P
B. Depress LVL CHG selector IM EP !!
HANDFLY: Don't think I need to elaborate on this. ALWAYS AN OPTION. If you C. Select appropriate airspeed ST
should encounter GPWS or WINDSHEAR or TCAS RA ... You WILL be expected to D. Select appropriate airspeed mode
HANDFLY the jet. That is: TURN OFF THE AUTOPILOT!
VNAV (CRZ and CLB page): The airplane (in VNAV) will climb at the
V/S: There is a saying around the TRAINING CENTER: "V/S means very seldom airspeed set in the CDU CLB page, will cruise at the speed set in the CRZ page,
used." I personally think that V/S is great and that we just have to understand how it and descend at the speed set in the DES page.
works. The training people are concerned because:
Unlike the V/S mode, the airplane WILL NOT override the altitude set in the MCP,
V/S, in some cases, will fly away from the altitude; and further, if there is no lower even if it is at the T/D (Top of Descent) point. In fact, approaching a T/D point, the
altitude set in the MCP, the airplane will descend INTO THE GROUND.
MCP will annunciate a message, "RESET MCP ALT" to remind you of that fact. If
not reset, the airplane will continue past the T/D point at the last altitude.
Using the V/S option without the AUTOTHROTTLE engaged creates a situation The "CAPTURE" feature on the DES page allows you to begin descent prior to
that requires the pilot to constantly be monitoring and adjusting the throttles. So
reaching the T/D point. It establishes a descent rate of about 1000 FPM until
here is a MIKE RAY RULE:
reaching the "optimum" descent path as calculated by the computer, and then it will
follow that descent optimum path.
DO NOT USE V/S WITHOUT THE AUTOTHROTTLES ENGAGED!
When cruising in VNAV, and given a lower or higher altitude; In order to get the
airplane to descend or climb to that altitude, Go to the CDU and:
Engaging V/S can be thought of as a FOUR step process:
S ELECT CRZ PAGE
A. PUSH V/S button PL ACE ALTITUDE IN MCP
B. SELECT ALTITUDE (Present altitude should appear at bottom of CRZ PAGE; if not, type it in)
C. Select appropriate speed mode (ie. MACH # button above FL 290) L INE SELECT ALTITUDE on CRZ PAGE
D. Select vertical speed "EXECUTE"
The reason for selecting MACH versus airspeed is this: The
aircraft's airspeed at the moment the V/S button is pushed will become NOTE: Strangely, the DES, or descent page, doesn't seem to have too much to do
the selected speed. So, if you are climbing, when you climb above about with descending the airplane. It does have a indications about how high or low you
flight level 290, the mach number relative to the selected airspeed starts are above or below the "optimum" descent profile as computed by the glass.
to increase. If you are climbing to cruise altitude, you will find the
airspeed pushing the barber pole when you get there. Similarly, in
DISCUSSION ABOUT T/D and OPTIMUM DESCENT PROFILES.
descent, if you are in mach number mode, you will find the airspeed well The T/D is just a "nice" recommendation. Constraints either by the controllers or
below that speed you desire. NOT PRETTY! the existing conditions make determinations as to when to descend up to the
pilot. On your check-ride, if in doubt act conservatively. If anything, descend
EARLY and SLOW DOWN. Do not let the "GLASS" get you "HIGH and FAST
However, REMEMBER that the V/S MUST be used during the NON-
PRECISION approach evolution in order to comply with the parameters
of the approach environment. So, in order to protect yourself, You simply MUST
remember to PLACE A TARGET ALTITUDE IN THE MCP WINDOW before IT AIN’T NO SIN TO DRAG IT IN !
using the V/S!!!
95
737ver5175
© Mike Ray 2000 737ver5174

© Mike Ray 2000
LIMITS
The LIMITATIONS
and
SPECIFICATIONS
DISCUSSION ABOUT THE LIMITS
with emphasis on the underlined items !
I have been told that at some undefined point in the future the he INTRODUCTION to the “LIMITATIONS and
infamous “GRAY BOXES” (underlining) will be eliminated SPECIFICATIONS” section of the FOM sez:
from the LIMITATIONS AND SPECIFICATIONS SECTION.
That means that “they” have decided that the pilot should be “... Certain limitations are identified as being more time
able to determine on their own which limits to commit to sensitive than others and are considered memory recall;
memory. however, operational knowledge of all limitations and
Here’s what it DOES NOT mean. It does not mean that the specifications is required.”
pilots are no longer responsible for knowing any of the limits.
FOM page 4-1
For now, If you are familiar with the list of stuff that follows,
you will do just fine on your oral and sim-ride.
So … You have been OFFICIALLY warned. That makes this list of

memory limits only superficially relevant, by that I mean there are lots of
other things that are also important, and you gotta know them too. That
coupled with the revelation that the “underlining” is going away makes
the whole evolution very confusing.
Here is the truth however, in spite of protestations to the contrary, if you
I KNEW THAT happen to know all the items I have included really well, I mean have
... once. them down cold … It is more than likely that the Check guy will lay off
during the oral.
HOWEVER, if you are weak on these … You can bet that he will start
bearing down on stuff you never knew existed.
SO … That being said, let’s get these simple items down COLD. Go
over them again and again until you are ready to puke, and then go
over them again.
MIKE RAY’S DISCLAIMER:

For some reason these numbers are in a constant state of flux ...
they are always ch-ch-ch-ch-changing faster than a speeding
bullet. So, the drill is to go through these things the first time
and compare them with the flight manual. This is always a good
idea anyway. Make the appropriate changes right on the page.
It is a good memorization tool.
737ver5178
96
© Mike Ray 2000
© Mike Ray 2000
published by UNIVERSITY of TEMECULA 737ver5177
DC POWER
AUTOPILOT ENGAGED NOTE 1: It would
MINIMUM BATTERY VOLTAGE
MINIMUM ALTITUDES seem simple just to
switch on the battery
24
switch and “check” -0+ 400
the voltage. -50

DC
AMPS + 50 320
CPS
FREQ 420
Whoops, not so fast.

AFTER TAKEOFF or GO AROUND There is this goofy
1000
battery charger thing
DO NOT that screws it up.
110 120
20 AC
VOLTS
Here is the problem:
ENGAGE FEET When BAT is
AUTOPILOT AGL selected, the

indication on the
gauge is DC VOLTS of battery through the HOT BATTERY BUS when the battery is NOT
BELOW POWERED, and CHARGING VOLTAGE when the BATTERY CHARGER is powered.
NOTE 2: While this is NOT a “memory” item, I guarantee it is essential information. If, during
the course of your checkride, you lose EQUIPMENT COOLING, you MUST be aware of this
During INSTRUMENT APPROACHES limitation:

WITHOUT COOLING, MAX T/R UNIT AMPERAGE ALLOWED is 50 AMPS.
50
You can compare that with the normal MAXIMUM loading with cooling of 65 AMPS. So, a
word to the wise; unload that mother, by shutting down some stuff like GALLEY POWER, or
OK TO USE FEET 90 minutes later your AVIONICS SUITE will go BLANK.
AUTOPILOT BELOW NOTE 3: There are two other voltages that you may see, below 26 volts is where the battery
charger pulse charges. 28 volts is the “NORMAL” when the battery charger is operating.
to a point MDA/DH, NOTE 4: The HOT BATTERY BUS is ALWAYS connected to the battery; there is NO
SWITCH in this circuit.
NOTE 5: A “fully charged” battery has sufficient capacity to supply power for a minimum of 30
NOTE: It takes about 10 seconds from push over at MDA to get to the 50 foot minutes.
point. This is critical during the NPA (Non-precision approach) when you arrive
at PDP (planned descent point).
WHAT PILOTS SCREW UP: They take the airplane off autopilot too soon
AC POWER
after the PDP and try (poorly) to fly the transition from level flight to final
descent segment.
BUT NEVER LESS THAN MAXIMUM ENGINE GENERATOR LOAD
50 1AMPS
25
GRD PWR
AVAILABLE
GRD 100
100
PWR
DO NOT USE
50 150 50 150
AC OFF AC
0 AMPERES 200 0 AMPERES 200
AUTOPILOT
ON
FEET AGL BUS TRANS
BELOW
O A
F U
TRANSFER F T TRANSFER
BUS OFF O BUS OFF
BUS BUS
OFF OFF

BUS OFF BUS BUS
Unless, of course, you NOTE 1: These gauges DO NOT

OFF
ON
OFF
ON
are doing AUTOLAND.

monitor the GPU or the APU loads. GEN 1 APU GEN
APU
GEN 2
737ver5179
737ver5180
97
© Mike Ray 2000
© Mike Ray 2000
DURING GROUND START
ENGINE
O2 EGT
CREW
OXYGEN
SYSTEM
MINIMUM
O
875 psi
NOTE 1: Expect the Checkguy to ask about temperature adjustments.
If ambient temp > 21C(70 degrees F): + 5 psi/1 degree above 21C.
If ambient temp < 21C(70 degrees F): - 2 psi/1 degree below 21C.
725 C
MAXIMUM
NOTE 2: Portable bottle limit is 1600 psi
NOTE 3: ADD 375psi for each occupied Observer seat.
NOTE 1: The source of power for the EGT gauge is the BATTERY BUS.
Put latest Oxygen pressure minimum here:
Here is a note regarding Oxygen pressures. NOTE 2: There is a QRC EMERGENCY PROCEDURE for this event: The imemory item is
When I went to the printer with this book, these START LEVER .......... CUTOFF.
were the numbers; however, if there ever was
something that seemed to change with the
wind, it is the Oxygen pressures. Check your C X 100 NOTE 3: There is a little RED
manual for the latest change. 4 INDICATOR LIGHT on the
10 693
instrument that comes on
whenever an engine parameter
EGT 2
0 is being reached or exceeded.
8
2
6 4
O
NOTE 3: I think you
930 C
should have one more
limitation ready for recall.
During the "LOSS OF
THRUST ON BOTH
737ver5181
ENGINES" procedure, if the engine EGT reaches 930
degrees C, then you are supposed to redo the previous
steps. So, I think that limit should be memorized. 737ver5182
98
© Mike Ray 2000
© Mike Ray 2000
OIL QUANTITY
Minimum quantity displayed
STARTER
prior to starting the engine DUTY CYCLE
2-20-2-3
EIS 50 % 2 MIN
FIRST ATTEMPT
ON
2.5
NON
-EIS GAL. 20 SEC OFF
SUBSEQUENT ATTEMPTS
NOTE 1: Oil is used for ENGINE BEARINGs and ACCESSORY GEARBOX.

NOTE 2: Oil is COOLED by ENGINE FUEL.
NOTE 3: At LOW power settings, it is normal for the oil pressure indication to
2 MIN ON
3 MIN
be in the YELLOW band.
OFF
NOTE 4: OIL QUANTITY indications may be inaccurate if observed within 30
minutes of engine shutdown or when oil has been allowed to congeal overnight
in cold weather..
737ver5184
737ver5183
99
© Mike Ray 2000
© Mike Ray 2000
STARTER
PRESSURE FIRE
PNEU DUCT PRESS PROTECTION
FIRE EXTINGUISHER
BOTTLE PRESSURE
45
MAXIMUM
76 0
DUAL RAM DOOR RAM DOOR
PNEUMATIC
ENG
DUCT
RECIRC FAN
OFF
PRESSURE
psi
AUTO
OVHT
WHILE
40 60
L
R
20 80
STARTER
psi
PSI TEST
0 100
ROTATING
APU 540
ISOLATION
L PACK VALVE R PACK
OFF OFF
CLOSE
AUTO AUTO
HIGH AUTO HIGH
psi
30
TRIP OPEN TRIP
PACK PACK
MINIMUM
TRIP
TRIP OFF
OFF TRIP OFF
TRIP OFF
WING WING
PNEUMATIC BLEED
TRIP OFF
BLEED
TRIP OFF
DUCT
PRESSURE
OFF OFF
ON ON
BEFORE
I APU 2
BLEED
psi
START AUTO
FAIL
OFF SCHED STANDBY
DESCENT
MANUAL
NOTE:
IF TEMPERATURE > 70 degrees F: ADD 4 psi/1 degree F above 70.
IF TEMPERATURE < 70 degrees F: SUBTRACT 4 psi/1 degree F below 70.
NOTE 1: If pressure altitude > S/L: Subtract .5 psi per 1000 feet above S/L. The 70 - 4 rule
NOTE 2: 20 psi - minimum DUCT PRESSURE after start valve open.”
737ver5186
100
© Mike Ray 2000
© Mike Ray 2000
OFFICIAL DEFINITION OF ICING:
FUEL STUFF
Icing conditions exist INFLIGHT when TOTAL AIR
TEMPERATURE 10 degrees centigrade or
DEFINITION below;
AND
VISIBLE MOISTURE in any form is present (i.e.,
of
Clouds, fog/mist with visibility of one mile or less,
No underlined items, but stuff you might like to know. I also think the Check-airman wants to know this, too. rain, sleet, or ice crystals).
ICE
definitions: Icing conditions exist ON THE GROUND and FOR
TAKEOFF when OUTSIDE AIR TEMPERATURE is
50 degrees F (10 degrees C) or BELOW,
FPL = FLEET PLANNED LANDING FUEL (domestic operations). AND
It assures slightly over VISIBLE MOISTURE in any form is present (i.e.,
Dispatching figure ONLY. It may be used for Clouds, fog/mist with visibility of one mile or less,
5500
1 hour of usable fuel at
Landing weight, at all operations. It can even be reduced during rain, sleet, or ice crystals).
10,000 feet, at flight planning if Captain/Dispatcher concur, OR
Holding speed. but cannot be reduced to less than the RSV. While operating on ramps, taxiways, or runways
where surface snow, ice, standing water, or slush
may be ingested by the engines or freeze on the
engine nacelles, or engine se\nsor probes.
THRESHOLD “NO OPTION” FUEL.
1200
What that sez:
Crossing the threshold with less than this
removes all options:
Fuel necessary to: THE CREW HAS NO OPTION BUT TO LAND!
Go-around at threshold, and
Climb to 1000 feet AGL, and
10 degrees C
Fly a VFR pattern, and
IF
Intercept a 3 degree glideslope
At 2 1⁄2 miles from the runway, and
Continue to landing, with Or less
No fuel remaining. (About 50 degrees F)
RSV = RESERVE FUEL. (From flight plan)
VISIBLE
AND
Fuel necessary to: This is included in the FPL
MOISTURE
at FL 250, and and is usable in flight.
LRC (Long Range Cruise),
Fly for 45 minutes.
FUEL SYSTEM INDICATOR ERROR.

ANTI-ICE
THEN
At low quantities, the amount of fuel on board will always be greater than that required by FAR 25.
REQUIRED
MINIMUM FUEL ADVISORY:
HOLDING FUEL per HOUR:
5500
NOTE: Here is a reminder about “ MINIMUM FUEL
ADVISORY.” If you ever get in the position of getting
caught en route and a little short on dinosaurs, there is a
WHAT PILOTS SCREW UP !
way to advise ATC and get expedited handling without They fail to remember that
having to write a letter or declare an emergency. I have
used it several times and it works wonderful. Generally, 10 degrees C is about the
TAXIING FUEL per MIN: you will receive a clearance directly to the airport same as 50 degrees F.
regardless of your position in relation to other aircraft.
28 Just something to keep in your bag of pilot tricks.

They think that icing
begins at 32 degrees F
instead of 50 degrees F. 737ver5188
101
737ver5187
© Mike Ray 2000
© Mike Ray 2000
OPERATING Maximum
SPEEDS in structural
TURBULENCE LANDING
WEIGHTS
15.000
and
280 -300 -500
ABOVE
.73 1 1 4.0 1 1 0.0
Below
15,000
280 LANDING OVERWEIGHT
NOTE: Regarding LANDING OVERWEIGHT. It is nice IF you can plan to land below the
weights listed above, but obviously, during your check ride, that is NOT a luxury that you will
have. So what about OVERWEIGHT LANDINGS. Can we even do it?
250*
FOM EMERGENCIES/IRREGULARS SECTION
spends a lot of words discussing the situation.
“....Inflight situations may require a decision to land over
published landing gross weight limit,”
“... This option is a function of the use of Captain’s authority,”
“... It is NOT necessary to declare an emergency,”
“... Coordination with Dispatch and SAMC is strongly advised,”
* GW at MAX LANDING WEIGHT: “... If a serious emergency exists, the Captain MAY LAND
regardless of the considerations listed,”
“... The choice is an operational decision to be made by the Captain,”
-300 .............. 114,000 pounds “... An overweight landing may be a prudent course of action.”
-500 ............. 110,000 pounds 737ver5190
737ver5189
102
© Mike Ray 2000
© Mike Ray 2000
MAXIMUM
Maximum
operating
pressure
WIND
COMPONENT
ALTI TUDE 35 kts
37,000
MAX
(DEMONSTRATED)
CROSS-WIND
for
TAKEOFF
feet
and
LANDING
GOLLY, What is implied by the term
10 kts
another thousand “DEMONSTRATED?” Does that mean that a
pilot CANNOT land if the crosswind exceeds 35
feet and we’d be knots? ANSWER: The Captain can do whatever
on top! She/he deems appropriate and still be “legal.”
Frequently, flying into a place like San Jose,
Costa Rica, the crosswind Capital of the world,
there would be no airline service if we could not
EXCEED the demonstrated crosswind numbers.
TAILWIND is another matter. It is pretty much
MAXIMUM
absolute and you are NOT ALLOWED to
takeoff/land with a tailwind component
TAILWIND
exceeding 10 knots. for
TAKEOFF
and 737ver5192
737ver5191 LANDING
103
© Mike Ray 2000
© Mike Ray 2000
AUTOLAND
WIND
COMPONENT
25 kts
MAXIMUM
HEADWIND
10 kts
MAX
CROSS-WIND
for
CAT II/IIIA
(UA LIMIT)
This restriction applies to

those approaches where
the visibility is actually CAT
10 kts
II/III. If you are flying an approach in
visual conditions for systems
updating, and you have the field is
sight then, obviously, these limitations
will not be in effect.
MAXIMUM
TAILWIND
104
© Mike Ray 2000
© Mike Ray 2000
THE A SHORT HISTORY OF THE ...
REAL SCARY EMERGENCY CHECKLIST
QRC
EMERGENCY STUFF For a bazillion years, pilots were supposed to MEMORIZE the
EMERGENCY PROCEDURES. The thinking of the FAA and the
companies was that the pilots simply wouldn’t have time to actually
“look it up” if they had an emergency situation. So for all those years,
pilots were subjected to responding to emergencies using their
memories, especially during their check rides. However, rapidly
changing procedures and continually updated steps coupled with an
incredibly expanded system complexity simply made the whole
memorization thing unmanageable. The system broke down and
sometimes the pilots couldn’t remember what the “latest” procedure
was and responded inappropriately. Pilots have actually had the
experience of being unable to remember their own name during
periods of high stress in the simulator “box.”
Historically, there were some intermediate concepts, such as dividing
the emergency steps into two sections: Immediate action and
"Quick Reference Checklist" reference items. This worked pretty good, but then somehow a “real”
pilot got into the training business and had enough seniority to simplify
the whole emergency memorization deal. He had them make a
he QRC is NOT without it’s warnings. You just cannot go trucking special checklist available for immediate useage that would preclude
off to your check-ride, blithely believing that ALL the information the use of the over-worked pilots memory for the emergency steps.
you will need to know is on the QRC ...it ain’t. A lot of pilots They call this system QUICK REFERENCE CHECK-LIST or “QRC.”
somehow have the idea that since they have a checklist for
the emergencies that it is no longer necessary to have
committed the steps to memory. The check-person IS going to
expect you to know certain things.
ENTER THE ...
Here are some of the things you will need to have memorized:
DOES AN ITEM HAVE A QRC PROCEDURE AVAILABLE. In

QUICK REFERENCE
other words, you will have to know all the procedures by name
and which failure or problem it applies to. CHECKLIST
DOES THAT ITEM HAVE MEMORY STEPS AND WHAT ARE The QRC is available for the IMMEDIATE ACTION ITEMS and refers
THEY. Of course you will have complete those memory items the pilots to “the book” for the reference items. While it can be
without the checklist, and them follow the QRC for the remainder of cumbersome, it does ensure that each item is completed and is a vast
the items. improvement over the old memory system.
The steps are described in simple terms. You will be required to
complete those actions with only the simple response from the QRC.
It requires careful attention to detail, and pre-training to be able to In this presentation, I am attempting to “outline” the
correctly complete the steps. material from the QRC and flesh it out because the
overly simple references fail to include or mention the
DO NOT BE MISLED: details that it purports to represent. In other words; the
YOU ARE STILL EXPECTED TO QRC assumes that the pilot understands what is not
DO MEMORY ITEMS. stated and will remember to do what is not asked for.
This section is just a simple “memory jogger” and
ultimately expects the pilot to be familiar with the steps.
737EMER001
105
© Mike Ray 2000
© Mike Ray 2000
MEMORY STUFF
FROM THE QRC
WHAT DOES “THE BOOK” SAY ?
(quick response checklist)
The FLIGHT HANDBOOK (page PI-A), has a VERY INTERESTING This is the stuff you have to memorize
SECTION. Let me highlight it for you. "Quick Response Checklist procedures
and IMMEDIATE RECALL ITEMS".
Quote: “There are some situations that ALWAYS REQUIRE landing at
the nearest suitable airport. These situations include, but are not limited
to: FLY THE AIRPLANE
SILENCE THE WARNING
CARGO FIRE. CONFIRM THE EMERGENCY
17
WHEEL WELL FIRE. The "QRC and Immediate Action" items can be
CABIN SMOKE OR FIRE grouped "roughly" into several specific categories:
which persists.
ELECTRICAL or HYDRAULIC FAULTS
which result in only a single (one )
critical systems remaining.
2 ENGINE START related:
ABNORMAL ENGINE START/TAILPIPE FIRE
NO STARTER CUTOUT
It is stressed that persistent smoke or a fire that cannot
ENGINE related: YOU WILL BE
positively be confirmed extinguished REQUIRES the earliest
possible descent and a PASSENGER EVACUATION SHOULD 2 LOSS OF ALL ENGINES
ENGINE OVERHEAT
EXPECTED TO
BE ACCOMPLISHED.“ … unquote KNOW THIS !
FIRE related:
QUOTE “...in any case, it is the responsibility of the captain to
6 APU FIRE
ENG FIRE/SEVERE ENG DAMAGE/SEPARATION
assess the situation and execute sound judgement to CARGO FIRE
WHEEL WELL FIRE IN FLIGHT
determine the safest course of action.” UNQUOTE GALLEY FIRE/SMOKE
SMOKE/FUMES/ODOR
6 FLIGHT PATH
DRIFTDOWN
related:
AIRSPEED/MACH UNRELIABLE
The fact that the APU can do so many things for us in an irregularity or
CABIN ALTITUDE WARNING/RAPID DECOMPRESSION
emergency leads me to stick my neck out and make the following suggestion: EMERGENCY DESCENT
UNSCHEDULED STAB TRIM
"When you have a problem, UNCOMMANDED RUDDER
consider turning on the APU”
Obviously, there are situations where it could be considered inappropriate, just 1 LANDING related:
EVACUATION
use your head.
Notice that there are 6 procedures which have
MEMORY "IMMEDIATE ACTION" ITEMS.
I have marked those procedures with an MEMORY
and placed the steps in a hatched box like this ITEMS
737ver5EMER002
106
© Mike Ray 2000
© Mike Ray 2000
When you “go to the book” you will find that they are concerned with
ABNORMAL ENGINE START “COOLING THE ENGINE BY MOTORING IT.” The motoring does
another VERY IMPORTANT thing … IT PURGES THE RESIDUAL
ACCUMULATION OF UNUSED FUEL.
and/or TAILPIPE FIRE The procedure MUST be followed very carefully, because a “CRASH RE-
ENGAGEMENT” can occur.
Here is the STARTER LIMIT that we must apply.
We have to know what an abnormal start is before we can decide to apply

the procedure. So, what are some of the signs of an abnormal start:
NEVER ENGAGE THE
Here are some signs of abnormal starts. STARTER ABOVE 20% N2.
NO N1 Rotation BEFORE moving lever.
NO EGT within 10 Seconds. If the abnormal event occurs BEFORE engine cut-out:
NO FUEL FLOW about 400 PPH.
E
T TURNOFF
E OFF OFF
D BOTH OFF
NO EGT ROLLBACK and EGT continues to approach 725 degrees C. IGN

FLT FLT
L ON R L ON R ON IGN ON ON ON ON ON
ON ON L R
OUTBOARD INBOARD
HUNG START or ABNORMALACCELERATION where N2 stays below ~59% N2. START
NO STABLE RPM or fluctuating or increasing RPM beyond N1 22% or N2 63%.
and OTHER things like the Flight Attendant telling you that there are flames This switch will still be in GRD,
shooting out the engine, etc. MOTOR ENGINE USING STARTER so all you will have to do is let it
SWITCH IN GRD FOR 60 SECONDS motor for 60 seconds or until
tailpipe fire is out;
OR UNTIL TAILPIPE FIRE OUT. then turn switch OFF.
Once you have decided that you have an
ABNORMAL START:
If the abnormal event occurs AFTER engine cut-out:
SPRA
B
EEKE
DO THE IMMEDIATE ACTION STEP:

D
1 2
START LEVER ................. CUT_OFF IF this switch already clicked to OFF, wait for N2 to
decrease below 20%; then place switch to GRD and
DOWN
And then, Call for the QRC procedure for: motor engine for 60 seconds. Then turn switch OFF.
ARMED
% RPM X 10
1 2 5
86.4
FLAP
“ABNORMAL ENGINE START.” N1
10
4 2
N2 less
UP
STAB
TRIM 0 8 85.4 4
STARTER
APL
NOSE
DOWN
1
FLIGHT
DETENT 1
0 2 STAB PULL TO SET
CD - %MAC
TRIM
than 20% DUTY CYCLE

TAKE-OFF
30-20-10
APL
5 NOSE
DOWN
C X 100
UP 5 4
START LEVER
0
10
743
CD - %MAC
TAKE-OFF
2-20-2-3
10
30-20-10
15 10 FLAP
5
EGT 2 0
8
15 10 2
CUT-OFF
APL
6
NOSE
UP
4
25 15
FIRST ATTEMPT
2 MIN
30 APL
NOSE UP
ON
MOTOR
HORN
4
% RPM X 10
CUTOUT
40
87.3
PARKING
BRAKE STAB TRIM
FLAP
DOWN
10 N2 2 0
20 SEC
PULL
60 sec or OFF
8 2
CUT 6 4
OUT
until tailpipe
SUBSEQUENT ATTEMPTS
DO NOT CONFUSE THIS 1/2
2 MIN ON
fire is out:
HYD QTY 3/4
RFL
1/4
PROCEDURE WITH: E
SYS A
3 MIN OFF
NO STARTER CUTOUT or then turn OFF
FAILURE OF START SWITCH TO RELEASE.
107
© Mike Ray 2000
© Mike Ray 2000
LET’S REVIEW THOSE STEPS ONE MORE TIME:
NO STARTER CUTOUT E
X
T
E
N
D
L ON R
OUTBOARD
LANDING
RETRACT OFF
L ON R
RUNWAY
TURNOFF
L
OFF
ON
R
OFF
TAXI
ON
APU
OFF
ON
GRD
OFF
CONT
ENGINE START
FLT IGN
L
BOTH
IGN
R
GRD
OFF
CONT
FLT
OFF
ON
ON BAT
ON
ANTI
OFF
OFF
ON
WING
OFF
ON
WHEEL
WELL
OFF
ON
INBOARD
START
SYSTEM REVIEW: During Engine start, when the N2 TACH GENERATOR reaches 46%, or "CUTOUT
SPEED," electrical power is INTERRUPTED to the electrical solenoid that is holding the ENGINE
START SWITCH to the GRD position. The switch should "click" automatically to the OFF position. IF this switch doesn't move to the OFF position on its
own, then MOVE THIS SWITCH to OFF manually.
OK
You can tell that this has happened because there will occur:
START VALVE down in the engine compartment CLOSES, then a Look at the pneumatic air gauge and see if the
RAPID RISE in duct pressure, then the pressure rises. If that happens, consult maintenance
START VALVE OPEN light goes OUT. before continuing. NO BIG DEAL!
During NORMAL Engine start, if the N2 TACH GENERATOR reaches 46%

and the switch did not "click" automatically to the OFF position, there is a
But if STARTER REMAINS ENGAGED !
section (EXPANDED NORMALS 5-58) that tells us to:
1. MANUALLY POSITION SWITCH ...... OFF, TURN OFF ALL THE BLEED SWITCHES.
2. VERIFY DUCT PRESSURE .. INCREASES, and DUAL RAM DOOR RAM DOOR
3. VERIFY START LIGHT GOES .... OUT. BLEED FULL OPEN FULL OPEN
If all that happens, IT IS NOT AN EMERGENCY ! IT IS a NORMAL start. RECIRC FAN

THEN ... and only then
BUT, if it does not ... ENGINE BLEED AIR SWITCH .... OFF OFF
APU BLEED SWITCH ................. OFF

DO YOU HAVE AN EMERGENCY.
AUTO
ISOLATION SWITCH .................. CLOSE 40 60 OVHT
LR
20 80
PSI TEST
Here is the problem: If you shut down the engine with this switch in the GRD position, the starter
0 100
will STILL BE ENGAGED! OH MAMA!! YIPE! ISOLATION
IF YOU STILL HAVE ANY PNEUMATIC AIR SUPPLIED TO THE AIRPLANE ALL PNEU AIR L PACK
OFF
AUTO
VALVE
CLOSE
R PACK
OFF
AUTO
IN ANY WAY, THE STARTER WILL SLAM "ENGAGED" AT HIGH RPM and MUST BE REMOVED HIGH AUTO HIGH
there will be hair teeth and eyeballs all over the ramp! YIPE! SO...
BEFORE START LEVER TRIP OPEN TRIP
TRIP OFF TRIP OFF
ALL PNEU AIR MUST BE REMOVED BEFORE

WING WING
MOVED TO CUTOFF !!
THE START LEVER MOVED TO CUTOFF !!

BLEED BLEED
TRIP OFF TRIP OFF
ONCE THE DUCT RECIRC FAN

OFF
OFF OFF
PRESS IS ZERO ... AUTO
ON ON
CRASH then; you may move OVHT
APU
40 60
I 2
DO NOT MOVE THIS
LR
the START LEVER
80
BLEED
20
RE-ENGAGEMENT
SPRA
B
EEKE
D
1 2
PSI TEST
LEVER ... until you

0 100
to CUT-OFF.
MANUAL
NO-NO !!!
DOWN
FAIL DESCENT
THERE ARE NO have ensured that

ARMED
1 2 ISOLATION
FLAP
L PACK VALVE R PACK
OFF OFF
ALL PNEUMATIC
STAB UP
CLOSE
TRIM 0
APL
AUTO AUTO
NOSE
DOWN
1
IMMEDIATE ACTION
FLIGHT
DETENT 1
0 2 STAB
HIGH AUTO HIGH
CD - %MAC
TRIM
TAKE-OFF
30-20-10
APL
5 NOSE
DOWN
AIR PRESSURE is
UP 5
10 0
CD - %MAC
TAKE-OFF
30-20-10
NO
5
SPRA
15 10 FLAP
B
EEKE
15
QRC ITEMS FOR THIS!

10
removed from the

APL
D
NOSE
1 2
UP
IF IN FLIGHT:
25 15
30 APL
NOSE UP
HORN
CUTOUT
airplane !
40
PARKING
STAB TRIM
FLAP
Leave the start lever in idle.

DOWN
BRAKE
PULL
CUT
OUT
DOWN
Let’s review: ARMED
1. If you have a starter that does not automatically shut off at 46% N2, you do 1 2 IF ON THE GROUND:
not know whether you have a serious problem or not. FLAP
GROUND PNEU SOURCE ..... DISCONNECT, then
CHECK DUCT PRESSURE ........ ZERO, then,
STAB UP
TRIM 0
2. Normal operations tell you to shut off the switch manually, and if you see
APL
NOSE
DOWN
1
1
START LEVER ................. CUT-OFF.
FLIGHT
DETENT
0
the duct pressure recover and the start valve light go out, that is a failure of the
STAB
2
CD - %MAC
TRIM
TAKE-OFF
30-20-10
APL
5 NOSE
DOWN
start switch solenoid, no big deal … BUT

UP 5
10 0
THERE IS NO
CD - %MAC
TAKE-OFF
30-20-10
5
3. If the pressure does NOT recover and the start valve light remains ON,
15 10 FLAP
15 10
then we have an EMERGENCY PROCEDURE for which there is a QRC

APL
NOSE
UP
IMMEDIATE ACTION
25 15
procedure. HORN
CUTOUT
30 APL
NOSE UP
4. There is NO immediate action item for this procedure. If you mistakenly do

QRC ITEMS FOR THIS!
40
PARKING
BRAKE STAB TRIM
FLAP
DOWN
the immediate action step for abnormal start and shut off the start lever …
PULL
YOU WILL HAVE A POSSIBLE CRASH RE-ENGAGEMENT!! NOT GOOD.

CUT
OUT
5. The LGTU (Landing Gear Transfer Unit) will be inoperative with a failure
the #1 N2 Tach Generator. DO NOT SHUT OFF THE START
6. You can tell this situation by the failure of BOTH:
#1 ENG N2 GAUGE, and
737ver5EMER009
LEVER, GO DIRECTLY TO THE QRC.
#1 ENG AUTO STARTER CUTOUT. 737ver5EMER008
108
© Mike Ray 2000
© Mike Ray 2000
LOSS OF ALL ENGINES PF

E
X
T
E
N
RETRACT
LANDING
OFF RUNWAY
TURNOFF
L
OFF
R
OFF
TAXI
APU
OFF
GRD
OFF
ENGINE START
CONT GRD
OFF
CONT
ON BAT
ANTI
OFF OFF
WING
OFF
WHEEL
WELL
OFF
FLY THE JET !
24/260
BOTH OFF
NOTE 1: BOTH EFIS will be DEAD! The airplane will have to be flown using the
D
FLT IGN IGN FLT
ON ON ON ON ON
L R
STANDBY INSTRUMENTS. AUTOPILOT, AUTOTHROTTLES, MCP, bunches of

OUTBOARD INBOARD
START
gauges and stuff will be dead! PF MUST DO ONLY ONE THING, FLY THE JET!
NOTE 2: The RESTART envelope for windmilling is:
APU BELOW 24,000 feet
5 (if available)
..... START ENG START
ABOVE 260 KTS
1 SWITCHES
..... FLIGHT PNF
The OTHER GUY does all this stuff,
the PF concentrates TOTALLY on
keeping the jet right-side-up.
3 DECREASES
START SWITCHES .............. FLIGHT
WHEN EGT
1
% RPM X 10
5
86.4
4 GRD PWR
NOTE: This provides HIGH ENERGY IGN to BOTH IGNITERS
N1
10 2 AVAILABLE
8 85.4 4
100
GRD 100
regardless of position of ignition selector switch.
PULL TO SET
50 150 PWR 50 150
AC OFF AC
C X 100 0 AMPERES 200 0 AMPERES 200
4
10 743
EGT 2 0
C X 100
4
8
START LEVERS ............... CUTOFF

2 ON
2
6 4
10 933 BUS TRANS

Push BOTH to cutoff. It is not intended to start one and then the
EGT 2
4 0 A
% RPM X 10
O
87.3 F U
10 N2 2 0
8 TRANSFER
BUS OFF
F T
O
TRANSFER
BUS OFF
other. Even though only one may re-light, at this point take them
8
6 4
2
2 both to OFF simultaneously.
BUS BUS
6 4 OFF OFF
APU GEN
3
GEN OFF GEN OFF
1/2 BUS OFF BUS BUS
HYD QTY 3/4
OBSERVE EGT ......... DECREASING: then

RFL
1/4
E
SYS A
OFF OFF
ON ON
GEN 1 APU GEN GEN 2
4 START LEVERS ............... IDLE

APU
IF EGT reaches
7 930 degrees C,
REPEAT
This action “resets” the MEC (Main engine control) and “may”
make re-light possible.
NOTE 1: It may take a long time (3 agonizing minutes) to accelerate to idle if
6..... ESTABLISH
ELECTRICAL you are in MODERATE or GREATER RAIN.
POWER
START THE APU (if available)
5 While there is a 35,000’ altitude restriction on starting the APU, here is
the CAVEAT. The battery will supply ONLY ONE START ATTEMPT.
SPRA
B
EEKE
2
D
1 2
START LEVERS It is generally felt that the APU has its best opportunity for starting if BELOW
25,000’.
DOWN ..... CUTOFF CONSIDER: Delay attempting to start the APU
ARMED until below 25,000’
1 2
4
START LEVERS
6 ELECTRICAL POWER .... ESTABLISH
FLAP
STAB UP
TRIM 0
APL
NOSE
DOWN
1
..... IDLE
1
NOTE: Selecting the LEFT BUS allows us to electrically
FLIGHT
DETENT
0 2 STAB
CD - %MAC
TRIM
TAKE-OFF
30-20-10
power the ALT FLAPS.

APL
5 NOSE
DOWN
UP 5
CONSIDERED BEST CHOICE IN THIS SITUATION.
10 0
CD - %MAC
TAKE-OFF
30-20-10
15 10 5
FLAP
15 10
CONSIDER DRIFTDOWN
APL
NOSE
UP
25 15
PROCEDURE.
7 IF EGT reaches 930 degrees C,
30 APL
NOSE UP
HORN
DON’T STALL cycle the start lever again.

CUTOUT
40
PARKING
STAB TRIM
FLAP
THE JET !
DOWN
BRAKE
PULL
CONSIDER DRIFTDOWN PROCEDURE.

CUT
OUT
737ver5EMER010
DON’T STALL THE JET !
109
737ver5EMER011
© Mike Ray 2000
© Mike Ray 2000
ENGINE OVERHEAT Here is that procedure one more time:
1
AUTOTHROTTLE ............. OFF
Depressing the AUTOTHROTTLE release on the throttles will release the
SYSTEM REVIEW: There are TWO detector loops and TWO levels of fire/overheat
AUTOTHROTTLE if the engine is windmilling, or you may use the switch on the MCP.
detection … HOT and HOTTER. If a HOT situation exists, you get an OVERHEAT
indication. If HOTTER, you get the full blown FIRE indication stuff. During NORMAL
operation, BOTH of the DETECTORS must sense an alert before it is displayed.
THROTTLE ............. IDLE
2
REGARDING FAULTS: If a fault is detected, the FAULT DETECTOR SYSTEM will
SPRA
B
EEKE
D
automatically deselect the faulty detector … NOW HERE IS THE RUB … The stupid Even if the OVERHEAT light goes
system WILL NOT turn on the FAULT light to tell you that you have lost a detector OFF as you pull it back, continue
loop, UNLESS you do an OVHT/FIRE test. HUH?
DOWN
2 ALL the way to IDLE … Go ALL THE WAY
ARMED
TO IDLE, then go to the next step.
OVHT DET WHEEL
BELL CUTOFF OVHT DET L BOTTLE R BOTTLE
WELL DISCHARGED DISCHARGED FLAP
A B A B STAB UP
MORE boring SYSTEM TRIM 0
IF OVERHEAT INDICATIONS
FAULT DISCH DISCH ENGINES APL FLAP
NORMAL NORMAL NOSE
A
ET
1
DIS DOWN
1
CH XE 1 2 FLIGHT
1
REVIEW: This is tricky: If the
ENG 2 L R
1 2
ENG 1 L TS DETENT
OVERHEAT T 0 STAB
OVERHEAT APU DET R 2
P FIRE SWITCHES
R
CD - %MAC
TRIM
TAKE-OFF
continue and are still ON
INOP
30-20-10
APL
OVHT DET switch is NORMAL 5 NOSE

TEST L
DOWN
2
F
U
A
I OF APU BOTTLE
(FUEL SHUTOFF)
UP 5
0
and you get a FAULT light … You
N V I DISCHARGED 10
CD - %MAC
TAKE-OFF
O HR
after 30 seconds ...
30-20-10
L LOCK OVERRIDE : PRESS
P T E
T BUTTON UNDER HANDLE 15 10 5
APU
have a failure of BOTH 15 10
DETECTOR LOOPS on one or both engines.

APL
NOSE
UP
25 15
If you push the OVHT/FIRE test switch and you get a FAULT light … How do you determine which 30 APL
NOSE UP
START LEVER ..... CONFIRM, CUTOFF

3
HORN
LOOP is screwed up? This is even trickier: Push OVHT DET switch to A (or B) and if light comes CUTOUT
40
on, that is the broken one.

PARKING
BRAKE
PULL
STAB TRIM
FLAP
DOWN
Now we have to ask ourselves, can this goober still detect a fault: Here’s how we determine that: CONFIRM-CONFIRM-CONFIRM !!! Some Rocket
1
Scientists have actually shut down the WRONG ENGINE !!
CUT
FAULT/INOP and OVHT/FIRE test switch positioned to FAULT/INOP and if the FAULT light comes on
OUT
… You are in luck. YIPE ! We have to assume that the situation is uncorrectable
and about to escalate into … A FIRE!
1 AUTOTHROTTLE … OFF
COURSE
310
MA
F/D
A/T
ARM
OFF
IAS/MACH
283
V NAV
000
HEADING L NAV
VOR LOC
ALTITUDE
10000
SEL
VERT SPEED
+0000
DN
A
A/P ENGAGE
CMD
CWS
B
MA
F/D
ON
COURSE
310
4 ENGINE FIRE HANDLE ......... CONFIRM, PULL
CONFIRM - CONFIRM … IF you pull the wrong handle, you WILL SHUT DOWN THE
“ONLY” GOOD ENGINE REMAINING. WHOOOOPS !!! Go slowly and
methodically through this procedure.
ON
DISENGAGE
OFF
OFF
UP
SPRA
B
EEKE
D
IF OVERHEAT INDICATIONS continue and are still ON ...

2 THROTTLE … CONFIRM, IDLE
DOWN
2
5
ARMED
STAB
TRIM
FLAP
0
UP
ENGINE FIRE HANDLE ...... ROTATE L or R
IF FIRE/OVERHEAT indications persist longer than 30 seconds AFTER the
APL
NOSE
FLAP
DOWN
1
1
1
6
FLIGHT
DETENT
0 2 STAB
BELL CUTOFF
BOTTLE DISCHARGED light comes on.
CD - %MAC
OVHT DET OVHT DET TRIM

TAKE-OFF
WHEEL
30-20-10
L BOTTLE R BOTTLE APL

WELL DISCHARGED DISCHARGED 5 NOSE
DOWN
A B A B
2
ENGINE FIRE HANDLE ...... ROTATE the OTHER WAY.

UP 5
10 0
ENGINES
CD - %MAC
TAKE-OFF
FAULT
30-20-10
DISCH NORMAL DISCH

NORMAL
A
DIS ET 5
CH XE 1 15 10
ENG 2 L R 2
1 2
ENG 1 L TS
OVERHEAT T
OVERHEAT APU DET R 15 10
P
R
NOTE 1: DO NOT start the 30 second clock until after the light comes on.
INOP APL
NOSE
UP
TEST FIRE SWITCHES L 25 15

F
U
I OF APU BOTTLE
A
NOTE 2: The light coming on indicates LOW PRESSURE in the FIRE AGENT BOTTLE.
U PULL WHEN ILLUMINATED 30 APL
NOSE UP
O HR
L LOCK OVERRIDE : PRESS HORN
P T E CUTOUT
NOTE 3: It is NOT UNCOMMON for the CHECK GUY to fail the squib to the AGENT bottle.
40
PARKING
BRAKE
PULL
STAB TRIM
FLAP
DOWN
1 CUT
OUT
Therefore, you would NOT get a light at all, and you would not be discharging agent and you
would still be on fire.
If ENG OVHT LITE remains on after 30 sec: PULLING CLOSES … FUEL …..... FUEL VALVE at tank
CLOSES … AIR ............ AIR BLEED AIR VALVE
START LEVER ......CONFIRM, CUTOFF the ENGINE CLOSES … HYD ........... HYD SUPPLY fire shutoff VALVE
ENG FIRE HANDLE ......CONFIRM, PULL FIRE HANDLE DISARMS .. LIGHT ....... LOW HYD PRESS light
If ENG OVHT LITE remains on: does these ARMS ........ SQUIB ....... Arms the squib
8
DISARMS .. REV ...........THRUST REVERSER
ENG FIRE HANDLE ......ROTATE things: OPENS ...... ELECT .......GENERATOR FIELD
ALLOWS … HANDLE ... FIRE HANDLE to be rotated
If ENG OVHT LITE remains on after 30 sec:
ENG FIRE HANDLE
......ROTATE in OPPOSITE DIRECTION. 737ver5EMER012 GO TO THE BOOK
737ver5EMER013 For the rest of the procedure
110
© Mike Ray 2000
© Mike Ray 2000
LET’S GO OVER THE PROCEDURE ONE MORE TIME ...

ENG FIRE/SEVERE DAMAGE/ AUTOTHROTTLE ............. OFF
ENGINE SEPARATION 1 Depressing the AUTOTHROTTLE release on the throttles will not
release the AUTOTHROTTLE if the engine is windmilling .
NORMALLY, IN THE SIM, THIS EVENT IS GIVEN AT LOW ALTITUDE,
SPRA
B
EEKE
D
THROTTLE ...CONFIRM,IDLE
WHICH GREATLY SIMPLIFIES THE SITUATION. SADLY, HIGH
ALTITUDE AND EN-ROUTE CONSIDERATIONS ARE AVOIDED AND
THEREFORE NOT CONSIDERED.
DOWN
ARMED
2 2 CONFIRM that you have the correct
throttle, THEN retard s-l-o-w-l-y to
idle. Residual thrust or assymetrical
FLAP
thrust could make control of the airplane
DISCUSSION: Remember, the airplane is losing half of its available
STAB
TRIM
APL
NOSE
0
UP
FLAP
by the PF difficult.
1 NOTE: You may be transitioning for two
DOWN
1
thrust and may not be able to maintain the altitude that it is operating at. 1
FLIGHT
DETENT
0 2 STAB
engine thrust to single engine thrust at
CD - %MAC
TRIM
TAKE-OFF
30-20-10
If so, we have three additional considerations:
APL
5 NOSE
DOWN
UP 2 5
0 high power settings, such as right after a
CALL ATC, let them know what is going on ASAP.
10
CD - %MAC
TAKE-OFF
30-20-10
15 10 5
missed approach or after take-off.
GET OFF THE AIRWAY, particularly with RVSM in effect, APL
NOSE
UP
15 10
smacking into oncoming traffic could be a consideration. 25 15
DRIFTDOWN procedures should be immediately put into effect.

30 APL
NOSE UP
HORN
CUTOUT
START LEVER ..... CONFIRM, CUTOFF

40
STAB TRIM
3
PARKING FLAP
DOWN
BRAKE
PULL
1 CUT
CONFIRM-CONFIRM-CONFIRM !!! Some Rocket
Even at low altitude, this is a procedure that will be completed during a period
OUT
Scientist actually shut down the WRONG ENGINE

of high task loading, therefore, I strongly admonish you to take the extra !! YIPE !
moment and ensure that you CONFIRM which engine you are shutting down.
You won't believe this, but we still have a certain number of Brain Surgeons
ENGINE FIRE HANDLE ......... CONFIRM, PULL
who SHUT DOWN THE GOOD ENGINE.
COURSE
310
A/T
IAS/MACH
283
V NAV
305
HEADING L NAV ALTITUDE
28004 +0000
VERT SPEED
A
A/P ENGAGE
B
COURSE
310
4 CONFIRM - CONFIRM … IF you pull the wrong handle, you WILL SHUT DOWN
THE “ONLY” GOOD ENGINE REMAINING. WHOOOOPS !!! Go slowly and
methodically through
ARM
CMD
MA
MA
F/D
VOR LOC DN
CWS F/D BELL CUTOFF OVHT DET WHEEL OVHT DET
SEL
this procedure.
L BOTTLE R BOTTLE
1
OFF
ON WELL
ON DISCHARGED DISCHARGED
DISENGAGE A B A B
OFF
OFF
FAULT DISCH DISCH ENGINES
NORMAL NORMAL
A
UP
DIS ET
CH
R XE 1 2
ENG 2 L
1 2
ENG 1 L TS
OVERHEAT T
OVERHEAT APU DET R
P
R INOP
TEST FIRE SWITCHES L
F
U
I OF APU BOTTLE
A
U
1. AUTOTHROTTLE ... OFF

O HR PULL WHEN ILLUMINATED
P T E
2. THROTTLE ...CONFIRM,IDLE
SPRA
B
EEKE
D
3. START LEVER .. CONFIRM,CUTOFF IF ENG FIRE HANDLE/OVERHEAT LIGHT IS ON:.

4. ENGINE FIRE HANDLE ..CONFIRM,PULL
DOWN
2
2
ARMED
ENGINE FIRE HANDLE ...... ROTATE L or R

IF ENG FIRE HANDLE/OVHT LIGHT ON: STAB
TRIM
APL
FLAP
0
UP
FLAP
5 IF FIRE/OVERHEAT indications persist longer than 30 seconds AFTER the
3
NOSE
DOWN
1
1
1
BOTTLE DISCHARGED light comes on.

FLIGHT
DETENT
0 2 STAB
CD - %MAC
TRIM
TAKE-OFF
5. ENGINE FIRE HANDLE ...ROTATE

30-20-10
APL
ENGINE FIRE HANDLE ...... ROTATE the OTHER WAY.

5 NOSE
DOWN
10
UP 2 5
0
CD - %MAC
TAKE-OFF
30-20-10
15 10 5
15 10
NOTE 1: DO NOT start the 30 second clock until after the light comes on.
IF FIRE INDICATIONS REMAIN AFTER 30 SECONDS:
APL
NOSE
UP
NOTE 2: The light coming on indicates LOW PRESSURE in the FIRE AGENT BOTTLE.
25 15
30 APL
NOSE UP
NOTE 3: It is NOT UNCOMMON for the CHECK GUY to fail the squib to the AGENT bottle.
HORN
CUTOUT
6. ENG FIRE HANDLE ...ROTATE OTHER WAY.

40
STAB TRIM
Therefore, you would NOT get a light at all, and you would not be discharging agent and
PARKING FLAP
DOWN
BRAKE
PULL
1 CUT
OUT
you would still be on fire.
4 PULLING CLOSES … FUEL …..... FUEL VALVE at tank

CLOSES … AIR ............ AIR BLEED AIR VALVE
This procedure should be almost the ENGINE CLOSES … HYD ........... HYD SUPPLY fire shutoff VALVE
FIRE HANDLE
5
DISARMS .. LIGHT ....... LOW HYD PRESS light
OVHT DET BELL CUTOFF OVHT DET
like second nature, BUT it is a
does these
WHEEL
ARMS ........ SQUIB ....... Arms the squib

L BOTTLE R BOTTLE
WELL DISCHARGED DISCHARGED
B A B
QRC procedure. PF remains ON

A
8
DISARMS .. REV ...........THRUST REVERSER
DISCH FAULT DISCH DISCH ENGINES
NORMAL NORMAL
A
ET
R XE 1 2
THE GAUGES and FLIES THE things:

L ENG 2 L
2
ENG 1 R TS
OPENS ...... ELECT .......GENERATOR FIELD

1
OVERHEAT T
OVERHEAT APU DET R
P
INOP
TEST
AIRPLANE!
FIRE SWITCHES L
ALLOWS … HANDLE ... FIRE HANDLE to be rotated
F
U
6
I OF APU BOTTLE
A
O HR
P T E
737ver5EMER014
737ver5EMER015
111
© Mike Ray 2000
© Mike Ray 2000
CARGO FIRE WHEEL WELL FIRE IN FLIGHT

There are no memory items: go directly to the QRC. There are no memory items: go directly to the QRC.
THIS IS A FIRE EMERGENCY. DECLARE AN
IF CARGO DOORS ARE OPEN: EMERGENCY, Land at nearest suitable airport, Prep for
BOTTLES ..... DO NOT DISCHARGE and execute an evacuation, Notify the company, etc.
THIS IS A BIG DEAL!
ATC and GROUND PERSONNEL ..... ADVISE
1: Something caught FIRE on wheel assembly or in well (rubber, fabric, etc)
DISCUSSION:This is strictly for an ON THE GROUND situation. I think it is obvious, that 2: HOT brakes
we should get the fire department notified, get the personnel and passengers who are on 3: Fluid (i.e; hydraulic fluid) leaking on hot brake assembly and catching fire.
board OFF THE AIRPLANE. If the boarding bridge is still attached to the airplane or can be We cannot determine just what the cause is, so we must ASSUME the worse. YOU
re-attached fairly quickly, consider that route ... otherwise, "consider" using the slides. ARE ON FIRE !
On ground observers can provide the evaluation necessary to help you decide whether to
evacuate on one side or the other, forward or aft, or evacuate at all. If autopilot is engaged, LEAVE AUTOPILOT / AUTO THROTTLES ENGAGED.
A B A B
CARGO DETECTION 1: AIRSPEED ...........MAXIMUM 270 knots/Mach .82
SUPPRESSION
DET
This is an "AUTOPILOT ON" maneuver.
PUSH TO DISCHARGE 1: Set MCP speed LESS THAN 270 kts. I suggest you forget the 250 kts below
FAIL
10,000 foot restriction.
AUTO
DSCH DSCH
If close to airport, go to Clean Maneuvering Speed; and if it happens right after take-
FWD AFT
off go to FLAPS 5 + 10 kts, and GET BACK ON THE GROUND ASAP.
FIRE
PIT
ARMED
PIT
ARMED 1ST BTL 2ND BTL 2: If necessary to extend the speed brakes to assist in initial slow up (Keep hand on
BELL the handle so that you DO NOT FORGET TO RETRACT THE SPEEDBRAKES).
ARM
TEST PULL TO ARM CUTOUT ARMED

ARMED
2: LANDING GEAR LEVER (below 270 kts) ...... DOWN

This is a two part process, At 270 KTS (1) GEAR DOWN and (2) SPEED
IF CARGO DOORS ARE CLOSED: BRAKE UP.
Keep the gear down for 20 minutes at a minimum; ideally, keep the gear down
FIRST BOTTLE DISCHARGE SWITCH .... PUSH longer or until landing. In other words, do not raise the gear unless it is necessary
for fuel considerations to reach a landing site. Remember;
ASSUME YOU ARE STILL ON FIRE !
DISCUSSION:This is can be either an ON THE GROUND or IN THE AIR situation.
Pushing this switch will:

1. activate the first bottle's squib, 3: TALK !
2. activate the diverter valve squib, - DECLARE AN EMERGENCY
3. associated squib light goes out. - GET NEW CLEARANCE
once bottle pressure has dropped, - BRIEF FLIGHT ATTENDANTS FOR EVAC
4. first bottle discharge light illuminates. - NOTIFY COMPANY (e.g; ACARS "IFE-DIV-DEN" or “DEN7700”)
- NOTIFY PASSENGERS
GO TO THE REFERENCE PAGE 8-11. - TX 7700
IMPORTANT NOTES: - EVACUATION (consider after landing)
1. Second bottle discharge light does not illuminate
until 40 minutes after being selected. OTHER CONSIDERATIONS
2. The second bottle MUST BE discharged It is possible, if the fire was being fueled by a hydraulic leak, then we could expect
into the SAME compartment as the first bottle LOSS of HYDRAULIC FLUID event to follow. Be aware of fluid quantity ...
3. Fire suppression lasts for approximately 60 minutes. perhaps take flaps early, etc.
4. Opening the cargo doors may result in a flash fire;
therefore, deplane passengers prior to opening the cargo doors. With GEAR DOWN, you will have extra drag. Plan descent accordingly.
5. LAND AT NEAREST SUITABLE AIRPORT.
6. CONSIDER completing the “PREPARATION FOR EVACUATION”
737ver5EMER024
checklist and advising the Flight Attendants to PREP FOR EVACUATION.
112
© Mike Ray 2000
© Mike Ray 2000
GALLEY FIRE/SMOKE SMOKE/FUMES/ODOR

THIS PROCEDURE MEMORY
No immediate action items: go directly to QRC HAS MEMORY ITEMS ITEMS
THIS IS A POTENTIAL FIRE EMERGENCY. IF EVEN A QUESTION, DECLARE
AN EMERGENCY, Land at nearest suitable airport, Prep for and possibly
execute an evacuation, Notify the company, etc. THIS IS A BIG DEAL!
IF YOU CANNOT DETERMINE POSITIVELY THAT THE FIRE IS OUT.
You MUST assume that YOU ARE ON FIRE !
1: OXYGEN MASKS & REGULATORS ..........ON, 100%
The 100% switch is on the mask itself. If you get the mask on without checking for
100%, the switch may be pushed TOWARDS your face to place in the 100% position.
GALLEY POWER SWITCH...........................OFF
Eyeglasses will present a problem, in that the bridge of the glasses will be under the
All this will do is remove the electrical power from the galleys, should the ignition source be lip of the mask and will have to be repositioned outside of the mask.
electrical. Evaluating and fighting the fire WILL BE a function of the Flight Attendants.
This is a potential FIRE EMERGENCY and may require that you

2: CREW COMMUNICATIONS ......... ESTABLISH
400
land at nearest suitable airport, Prep for and possibly conduct

ELAPSED TIME
0 28 3 2
an EVACUATION, declare an EMERGENCY, etc.

HOURS I/I0
L WINDOW HEAT R
OVHT
SIDE FWD FWD SIDE
THIS IS A BIG DEAL!
FLT CONTROL 20
110
AC
120
OFF OFF
ON
Frequently, the mask will knock off the headset/minitel. It is suggested that rather
0 DC VOLTS 40 100 ON
A B 130
than try to replace the headset, that the cockpit speaker volume be turned up full.
VOLTS

LOW
SUPPLY PASS
There will be no feedback problem because the mic is inside the mask enclosure.
LOW
PRESSURE F/O STATIC
OFF CAPT STATIC
2 AUX P/S 1 AUX P/S

VALVE
AIR MIX
VALVE
L ELEV ON R ELEV
LD
LD
BRIGHT
HO
HO
HEAT
CO
CO
T
T
LOW LOW
OFF
UP
BAT
BUS
TR 3
GRD
PWR
INV
L ALPHA
VANE
R ALPHA
VANE
The mic panel should be set up with: MIC SELECTOR
Evaluation of the threat is a big part of this
PRESSURE PRESSURE TEMP 120
PROBE TEMP160
STBY STBY DUCT
80
DUCT
procedure. Ask the right questions of the

A B OFF
MASK/ boom switch ........ MASK

200
40
ARM DOWN 0
GALLEY RESID PANEL

OFF AUTO AUTO
Flight Attendant because they are going to

OFF
VHF-1 slider ...................... UP

OFF VOLTS BRIGHT
NORMAL NORMAL
OFF
BAT
be your detector. ON
VHF-1 MIC button ........... ON
FEEL DIFF COOL WARM COOL WARM
ON ON
PRESS
ON
OVERHEAT OVERHEAT
COOL
OFF
WARM COOL
OFF
WARM
1-VHF-2-VHF INOP INOP F-INPH-S PA
AC LOW LOW LOW MANUAL MANUAL
They are trained and can do anything we

SPEED TRIM LOW
FLT INPH slider ............... UP


WING ANTI-ICE
can do; therefore, I consider it POOR
STANDBY
use the transmit button on VHF-1 to

YAW
PRESSURE PRESSURE
GND TEST
ANTI-ICE
DAMPER STANDBY POWER AUTO SLAT HIGH OIL HIGH OIL OFF
FAIL
OFF
JUDGEMENT to send back the other
TEMP TEMP RAM DOOR
DUAL RAM DOOR
talk to ATC; if necessary to crosstalk

ON 1 2
crew-member to fight the fire. If you think

in the cockpit and the noise level is MASK
RECIRC FAN
DRIVE TEMP SUPPLY EXHAUST OFF PTT 1-NAV-2 INOP ADF-2 MKR SPKR
it might be a serious threat or if it even
RISE NORMAL
too high, go ahead and talk to the

AUTO
OVERHEAT OVERHEAT
OVHT BOOM
threatens to be serious or you can't really determine
40 60

other pilot RIGHT OVER THE EMER
LR
LOW 80
V
whether it is serious or not ... TREAT IS AS SERIOUS!

RECONNECTED PSI TEST
RADIO.
OFF OFF 100
ONLY ON 0
ENG 1 ELEC 2 ELEC 1 ENG 2
10 RISE 20
GRD
10 RISE 20 B
0 80 IN120
30
0 80 IN120
30
OFF OFF
ISOLATION NORM
EFI IRS
40
GEN DRIVE
160 40
GEN DRIVE
160
EMER EXIT LIGHTS ON ON L PACK VALVE R PACK R
A HYD PUMPS B
Land at nearest suitable airport,
OIL TEMP OIL TEMP OFF OFF
C C CLOSE
Use of the FLT INTPH is useful if

Notify dispatch (ACARS: IFE-DIV-SFO),

A
OFF
PACK
TRIP OFF cockpit task loading allows.
OPEN PACK
TRIP OFF
Plan for and execute an evacuation.

AVAILABLE
NR
ARMED WING TRIP WING
Communicate with FLIGHT ATTENDANTS using SERV INPH and with

GRD TE
D
ON FWD FWD FWD ICE OVERHEAT OVERHEAT ICE
THIS IS A BIG DEAL !

100 100 ENTRY CARGO SERVICE
CLOSED -20 FUEL+20
PWR
iii
CLOSED
ii
PASSENGERS using PA button.

iiiiliiiilii
TEMP
liiiiliiiilii
ENTRY
0
C
iil
i
ii
li
iii
ii
iii
liiiiliiiil
OFF OFF
ON
FILTER VALVE FILTER
3: SMOKE GOGGLES (if needed) ................... ON

00
TEST ERASE APU

00
BUS TRANS SMOKING BELTS I 2

A BLEED
NOTE: FLY THE AIRPLANE ! In the simulator, this is referred to as a
O
U OFF
F HEADSET
MANUAL
"detractor." The check-pilot is maneuvering you to do something, or isATTEND CALL Smoke goggles go on the OUTSIDE of the mask.
GRD BUS BUS
OFF OFF
CROSS FEED ALT
taking advantage of an oversight on your part. Is the auto-throttle PR S 0 AUTO STANDBY MANUAL
E S
BUS OFF BUS BUS
10 D
IFF I
PS I HORN
CUTOFF
engaged? ...is the terrain rising? ...is CFIT about to take place.
0
V
Smoke may be "captured" inside the goggles and can be purged by sliding the
50 2
9
40 CABIN 00350I A
CALL 35 ALT 5
DECR INCR
L
OFF OFF V
BE ALERT and do not get engrossed in any problem to the point RAIN REPELLENT oxygen mask vent valve DOWN momentarily. This will allow air to blow into
LOW LOW
PRESSURE PRESSURE 8
30 3
S
PU H CABIN RATE E
X 1000 FEET I0
25
FUEL PUMPS ON ON
08250 C
where nobody is FLYING THE AIRPLANE!
O
GEN 1 APU GEN GEN 2
goggles.
L
20 I5 4
OFF P
L R
7
O
CABIN ALT
E
APU
ON 6
5 001257 S N
CTR L R E
I 2
F G
4: COCKPIT DOOR ............................................... CLOSED

.5
IN CLIM 3 DC
100 .125 PSI UP AB
L R
AFT FWD FWD AFT
C
7 8 50 150 HIGH 0 4 T D
6
EXH
AC CHECK
I 00
DN 0F
R
E
.5 EE T P
3
4 TEMP 0
ON ON 3 2 1 I 2 -.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
1 2
WARNING: LEAVE COCKPIT DOOR CLOSED, UNLESS REQUIRED
CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
FLT 18 20 22 24 26 28 30 32 34 36
E
X RETRACT
LANDING
OFF RUNWAY
APU ENGINE START ANTI
STROBE POSITION COLLISION WING
WHEEL
WELL BY PROCEDURE OR GREATER EMERGENCY
T TURNOFF
E OFF737ver5EMER023 OFF
BOTH OFF
737ver5EMER026
D
FLT IGN IGN FLT
ON ON ON ON ON
OUTBOARD L R
INBOARD
113
START
© Mike Ray 2000

© Mike Ray 2000
LEAVE AUTOPILOT .... ON.

COURSE
310
A/T
ARM
IAS/MACH
283
V NAV HEADING
305
L NAV ALTITUDE
28004 +0000
VERT SPEED
A
A/P ENGAGE
CMD
B
7 COURSE
310
MA
MA
VOR LOC DN
F/D CWS F/D
OFF SEL
ON
ON
DISENGAGE
OFF
OFF
4
UP
1 5
6
STEP 1: AUTOTHROTTLE ......................................... OFF
STEP 2: THRUST(operating engine) ........................... MAX CONT

From the CDU: N1 LIMIT page, or there is a chart on FH 2-57 CRUISE section.
NOTE: As you descend, the thrust will constantly be changing and you will have to check it
frequently so you will not exceed MAX CONT THRUST values
STEP 3: RUDDER ....................................................... TRIM

Turn the rudder trim knob on the back of the lower console "towards" the working engine.
Turn it until the yoke is level.
SPRA
B
EEKE
STEP 4: MCP alt ................... SET
D
If over land, use the Engine out section of the
Cruise Chapter or Set in the "MAX ALT" from 2 DOWN
ARMED
the upper right corner of the CDU or ATC

cleared to altitude. STAB
TRIM
APL
FLAP
0
UP
FLAP
NOSE
DOWN
1
FLIGHT
1 2
CFIT, METHOD 1/2, and TERRAIN:
DETENT
0 2 STAB
CD - %MAC
TRIM
TAKE-OFF
30-20-10
APL
5 NOSE
DOWN
If the MCP altitude is less than than 14,000' (the 10

UP 5
0
CD - %MAC
TAKE-OFF
30-20-10
highest domestic terrain) we MUST take terrain 15 10 5
15
clearance into our calculation. APL
10
NOSE
UP
25 15
STEP 5: LVL CHG ............... PUSH

30 APL
NOSE UP
HORN
CUTOUT
40
This will start the airplane in a gradual descent. STAB TRIM

PARKING FLAP
DOWN
BRAKE
PULL
The descent rate is predicated on the available thrust CUT

OUT
from the operating engine. 1 2
STEP 6: MCP SPEED ........ set 220 KTS.

IF OVERWATER: M .745/280 KIAS
These are canned speeds. See page FH 2-57.
STEP 7: HEADING ......................................................... as required.
Remember: You are descending "INTO" approaching traffic that may be as little as 1000
feet below you and also on the magenta line.
STEP 7: ATC ................................................................... ADVISE.

A turn off airways of 90 degrees is desirable initially. 25 miles "OFF" airways would not be
unusual unless there are other considerations ... such as other airways or traffic. Use you
TCAS and be alert !
ATC will give you vectors, but until then, you have to cover your own six.
In USA and other radar environments, this is no big deal ... but on routes outside the US
or overwater we do not always have the luxury of reliable ground radar.
114
© Mike Ray 2000 737ver5EMER017
© Mike Ray 2000
AIRSPEED/MACH UNRELIABLE
1: AUTOPILOT ................................................................ DISENGAGE
Use of either MCP, DISENGAGE BAR, or YOKE SWITCH OK.
2: AUTOTHROTTLE ARM SWITCH ............................................ OFF
3: FLIGHT DIRECTORS ................................................................ OFF
4: ATTITUDE, THRUST .......................................................... ADJUST
A/T
310 283 305 310
B
28004 +0000
A
ARM
CMD
MA
MA
VOR LOC DN
F/D CWS F/D
OFF SEL
ON
ON
DISENGAGE
OFF
OFF
UP
2 1 3
3
W
hat this is all about? ... Well, it seems that there have been a coupla
airplanes get airborne with the static ports taped shut or the pitot tubes
blocked; and they crashed! How could this possibly be? Well, here
is what happened. It seems that at least one aircraft was recently washed or
painted and the holes and tubes in the airplane were taped shut to keep out
the fluid or paint.
It therefore seems that we have to review our "WALKAROUND" procedures
and priorities. The problem with the situation is that when you paint over tape
it assumes the color of the airplane and becomes virtually invisible.
A second "NEAR TRAGEDY" occurred to United Airlines in some deep south
location. It seems that there was a swarm of bees looking for a place to make
a hive, and some quick witted ground person stuffed something into the pitot
tubes to keep out the critters. Worked fine on the bees.
737ver5EMER028
115
© Mike Ray 2000
© Mike Ray 2000
CABIN ALTITUDE WARNING/ IF CABIN ALTITUDE UNCONTROLLABLE:

RAPID DEPRESSURIZATION 1 OXYGEN MASKS and REGULATORS
Put the Oxygen mask ....... ON/100%
REMEMBER: This procedure has

items that are to be done "BEFORE" 2 CREW COMMUNICATONS ... establish
When you put that "FACE SUCKER" on your head, particularly if you wear
glasses (who doesn't) they are going to get knocked off as well as the earpiece
you go to the QRC. The check pilot or headset. Trust me. So, I recommend you:
actually has a time restriction on you 1. turn up the cockpit volume, there will be no feedback problems
MIC SELECTOR
donning the oxygen mask. With the

OBS
because you're mumbling will be in the mask enclosure.

PA
AUDIO
1-VHF-2-VHF INOP INOP F-INPH-S
ENTMT
ON
2. If you simply cannot understand the other guy, go ahead and RECIRC FAN
system in place on the 737, these
PTT MASK
IRS DISPLAY
BOOM
N28634 W128 635 EMER OFF
communicate "RIGHT OVER THE VHF RADIO."

V
B
NORM
parameters are easily achieved ...

R
DSPL SEL N
PPOS WIND
1 2 3 AUTO
TK/GS HDG/STS ENGINE MACH
w H E
I 2 FLIGHT RECORDER AIRSPEED
OVHT
TEST WARNING
BRT
4 5 6
REVERSER REVERSER TEST 40 60
unless you wear eyeglasses of

SYS DSPL 7 S
9
R 8 PMC PMC
LR
L
SERVICE
OFF
20 80
ENT
0
CLR INTERPHONE ON ON
O O O O
LOW IDLE
PSI
3
OFF STALL WARNING TEST TEST
sunglasses (everybody at one time or

INOP INOP
NO. 1 NO. 2 0 100
ENGINE BLEEDS ................... verify ON

ALIGN ON DC ALIGN ON DC
ON CREW PASS OXYGEN
LE DEVICES OXYGEN
TRANSIT FLAPS TRANSIT FAULT DC FAIL FAULT DC FAIL
4
another).
1
EXT
2 3 EXT NORMAL
ISOLATION
L PACK R PACK
FULL FULL ALIGN NAV ALIGN NAV
EXT 10
VALVE
EXT 5 15
OFF ATT ON
1 6 OFF ATT
2
3 4
5
0 20 OFF OFF
PASS OXY
CLOSE
I don't know or can’t imagine why you would be at altitude

OXY PRESS
SLATS SLATS ON
The technique involves putting the

AUTO AUTO
PSI X 100
TEST L IRS R
HIGH AUTO HIGH
DOME WHITE
DIM
with the engine bleeds OFF???
nape strap higher up on the back of
OFF
TRIP OPEN TRIP
BRIGHT TRIP OFF TRIP OFF
WING WING
the head than it would naturally fit.

4
BLEED BLEED
-0+
400
-50
DC
AMPS + 50 320
CPS
FREQ 420 ON ON ON ON
APU HOURMETER
TRIP OFF TRIP OFF
ELAPSED TIME
0 28 3 2
HOURS I/I0
PACK SWITCHES .................. HIGH

L WINDOW HEAT R
OVHT
6
SIDE FWD FWD SIDE
FLT CONTROL 20
110 120
OFF OFF
OFF OFF
0 DC VOLTS 40 100
AC
ON ON
A B VOLTS 130
ON ON
LOW
SUPPLY PASS
A DUCT CABIN
B
APU
1 AUX STATIC 2 AUX STATIC
LOW
PRESSURE F/O STATIC
OFF CAPT STATIC
I 2
2 AUX P/S 1 AUX P/S
CIRCUIT BREAKER
BLEED
AIR MIX AIR MIX
TR 1 APU GEN L ELEV ON R ELEV
VALVE VALVE
COLD
COLD
BRIGHT
HO
HO
HEAT
T
OFF BAT GRD
L ALPHA
VANE
R ALPHA
VANE AUTO OFF SCHED STANDBY
5
LOW LOW UP
BUS
TR 3
PWR
INV
FAIL MANUAL
PRESSURE PRESSURE TEMP
PROBE
120
TEMP160
DESCENT
STBY DUCT DUCT
PRESS OUTFLOW VLV .... CLOSE

STBY 80
A B OFF 40
200
ARM DOWN 0
OFF GALLEY RESID PANEL

STANDBY
AUTO AUTO
OFF OFF VOLTS BRIGHT
AUTO MANUAL
NORMAL NORMAL
OFF
BAT
COOL WARM COOL WARM
How do you do this. Two steps:

PRESS
ON ON
V
OFF OFF
SPEED TRIM AC LOW LOW LOW LOW MANUAL MANUAL
4
FAIL PRESSURE PRESSURE PRESSURE PRESSURE
00350I
OFF
YAW DAMPER MACH TRIM
WING ANTI-ICE
ENG A
L
STANDBY
YAW
PRESSURE PRESSURE
GND TEST
ANTI-ICE
DAMPER AUTO SLAT
FAIL
HIGH OIL STANDBY POWER HIGH OIL OFF DECR INCR V
5A. Pressurization valve control switch to MANUAL.
TEMP TEMP
OFF DISCONNECT DISCONNECT
ON 1
ON
2
BLEED FULL OPEN FULL OPEN S
PU H CABIN RATE E
DRIVE TEMP SUPPLY EXHAUST
NOTE: Turn switch clockwise. The next to last notch will operate 08250 C
OFF
RISE NORMAL
O
AUTO
L P
faster because it is AC, the next notch is DC. O
OVERHEAT OVERHEAT
OVHT CABIN ALT
E
40 60
IN ALTERNATE LOW LOW LOW LOW

001257 S
LR
N
PRESSURE PRESSURE 80
DRIVE CAN BE PRESSURE PRESSURE 20
E
RECONNECTED PSI
OFF OFF TEST
ONLY ON 0 100
5B. Hold pressurization valve control to close position (push

10 RISE 20 10 RISE 20
0 80 IN120 0 80 IN120 OFF OFF
N ISOLATION
30 30
AC
40 160 40 160
EMER EXIT LIGHTS ON L PACK R PACK
EFI IRS ON
STBY
switch to the left).
GEN DRIVE GEN DRIVE
B VALVE
RESET BOTH BOTH BOTH BOTH
OIL TEMP
C
OIL TEMP
C
A HYD PUMPS OFF
CLOSE
OFF
MAN
AUTO AUTO
TEST ON 1 ON 2 ON L ON R HIGH AUTO HIGH
100% OXYGEN OFF

G AUTO
MASK F
NOTE: It takes 14 seconds to go from full closed to full open in
PUSH NORMAL NORMAL GRD PWR
TRIP OPEN TRIP
DC
L R
A TRIP OFF TRIP OFF
AVAILABLE
NR
ARMED
3
WING WING
OM
D
ANTI ANTI
T
WING-BODY WING-BODY
manual.
FUEL VALVE GRD TE
ON LOW
CHECK
0 FUEL VALVE D OVERHEAT OVERHEAT
1
100 100
CLOSED -20 FUEL+20
PWR PRESSURE
iii
CLOSED
ii
50 150 50 150 BLEED BLEED

iiiiliiiilii
TEMP
liiiiliiiilii
-40 +40 AC OFF AC TRIP OFF TRIP OFF

0 AMPERES 200 0 AMPERES 200 LOW LOW LOW LOW
0 PRESSURE PRESSURE PRESSURE PRESSURE
C
iil
i
ii
li
iii
-.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
ii
iii
liiiiliiiil
OFF
FILTER
ON OFF
CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
VALVE FILTER
BYPASS OPEN BYPASS NO FASTEN ON ON FLT 18 20 22 24 26 28 30 32 34 36
0000
BUS TRANS TEST ERASE I APU 2

SMOKING BELTS
O A BLEED ALTITUDE X I000 FEET - MAX PRESS SCHEDULE
EMERGENCY F U OFF
HEADSET
F 600 OHMS
FAIL DESCENT
MANUAL
BUS BUS GRD
OFF OFF
PRESS PRE S 0
S ALT AUTO STANDBY MANUAL
TO BUS OFF BUS BUS
10 D
IFF
PSI I HORN
TEST 0 CUTOFF
50 2 V
9
40 CABIN 00350I A
CALL 5
L
IF CABIN ALTITUDE GREATER THAN 14,000':

35 ALT
OFF OFF DECR INCR
5b
LOW LOW V
PRESSURE PRESSURE 8
30 3
S
PU H CABIN RATE E
I0
FUEL PUMPS ON ON RAIN REPELLENT 25

X 1000 FEET
08250 C O
L P
OFF 7
CABIN ALT O
L R APU 001257 E
ON 6
5 S N
CTR L R E
LOW BAT LIMIT:TAKE- MAN
LOW LOW LOW OFF I 2
.5 IN CLIM 3 F G DC
100 .125 PSI UP AB
L R
AFT FWD FWD AFT
C
8
7 50 150 HIGH T D
6
0 4
6
EXH
AC CHECK
I00
DN 0F
R
E
EE T P
CABIN OXYGEN SWITCH ..... ON

.5
3
4 TEMP 0
ON ON 3 2 1 I 2 -.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
MIC SELECTOR
1 2 CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
FLT 18 20 22 24 26 28 30 32 34 36

E
T TURNOFF
Since the masks "should" have automatically dropped from their enclosures when
5a
E OFF OFF
D BOTH OFF
FLT IGN IGN FLT
ON ON ON ON ON
L R
the cabin altitude reached 14,000', activating the switch is just a backup to the
OUTBOARD INBOARD
1-VHF-2-VHF INOP INOP F-INPH-S PA START
normal system.
NOTE: Master Caution and Overhead annunciation lights should already be illuminated.
PTT MASK
IF CABIN ALTITUDE IS UNCONTROLLABLE:
BOOM
EMERGENCY DESCENT ... Accomplish IF CABIN ALTITUDE IS UNCONTROLLABLE:
7
EMER
2
V
B
NORM
7
Consider this to be a seamless transition into
R
the EMERGENCY DESCENT procedure. EMERGENCY DESCENT ..... ACCOMPLISH
116
737ver5EMER032
© Mike Ray 2000
© Mike Ray 2000
EMERGENCY DESCENT
LEAVE AUTOPILOT .... ON. STEP 5: SPEEDBRAKES ......................................... EXTEND.
The application of full speedbrakes at altitude can be exciting. I recommend that
you bring the speed brake handle aft in a smooth but expeditious
LEAVE AUTOPILOT ON for this reason: If the crew should become incapacitated manner. Slamming the lever aft can create a control problem or
during this procedure, the airplane will be set up to continue the descent and level create a pitch that can be very alarming to the
off on autopilot.
LANDING ANTI
passenger. Do not delay, but be smooth. 5
STEP 1: MCP altitude ......... SET E
APU ENGINE START WHEEL
T TURNOFF
SPRA
B
(safe altitude/10,000')
E OFF OFF
EEKE
OFF OFF
D
N GRD CONT GRD CONT
D BOTH OFF
This is the altitude where the airplane will level

L ON R
ON
OUTBOARD
L ON R
INBOARD
ON ON
FLT IGN
L
IGN
R
FLT
ON ON ON ON ON
and it is predicated on the fact this is the DOWN
highest altitude that FAA has determined that

ARMED
START
human beings can survive without STEP 6: MCP SPEED ..... Vmo/Mmo. FLAP
supplemental oxygen ... BUT remember, it STAB UP

TRIM 0
APL
NOSE
FLAP
DOWN
1
does not take into account TERRAIN. The 1 2

FLIGHT
DETENT
0 2 STAB
CD - %MAC
TRIM
TAKE-OFF
30-20-10
APL
best determination comes from the MOCA

5 NOSE
DOWN
UP 5
10 0
CD - %MAC
TAKE-OFF
(sector minimum altitude) on the chart.
30-20-10
15 10 5
STEP 7: THROTTLES ............. IDLE. APL

NOSE
UP
15
25
10
15
STEP 2: ENG START SWITCHES ................................... CONT As you pull the throttles to idle, the HORN
30 APL
NOSE UP
nose will pitch down, attempting to

CUTOUT
Supplies HIGH ENERGY ignition to the igniter(s) selected by the ignition select switch PARKING
40
STAB TRIM
FLAP
maintain the set MCP airspeed.

DOWN
7
BRAKE
PULL
NOTE: Jerking or moving the throttles

CUT
STEP 3: LVL CHG............................................................PUSH.

OUT
to idle in an overly aggressive manner, 1 2

Jet will attempt to maintain the airspeed set on the MCP by pitch commands. could result in engine flameout.
When the throttles are reduced to idle, the nose will pitch over.
STEP 4: HEADING ......... AS REQ.

The main consideration will IF STRUCTURAL
be terrain clearance. In that
we are turning off airways,
INTEGRITY IS
IN DOUBT: STEP 8: TRANSPONDER ..................... 7700
8
MEAs are a poor choice.
MOCA is a better
consideration. Point the
airplane in a direction that
6 LIMIT AIRSPEED and HIGH
MANEUVERING LOADS.
will get you to 10,000'. STBY
ALT RPTG
L R
IDENT OFF ON
COURSE
A/T
IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED A/P ENGAGE COURSE
7700
310 283 305 310
B
28004 +0000
A
ARM
CMD
MA
MA
VOR LOC DN
F/D CWS F/D
OFF SEL
ON
ON
DISENGAGE
OFF
OFF
UP
1
3 4 STEP 9: ATC .................................................................... ADVISE.
Call as soon as practical. PF may call if the PNF is busy doing other things.
737ver5EMER017
737ver5EMER034
117
© Mike Ray 2000
© Mike Ray 2000
APU FIRE continued

APU FIRE
400

ELAPSED TIME
NOTE: In the simulator this event is called a "detractor." When it occurs you can bet
0 28 3 2
HOURS I/I0
L WINDOW HEAT R
OVHT
that something else is going on. BE ALERT! You are being set up to stall the aircraft
SIDE FWD FWD SIDE
OFF OFF
110 120
20
(is the Auto-throttle on), or run into rising terrain, or you are about to experience
AC
ON ON
A B VOLTS 130
YOU HAVE TO ASSUME:

LOW
PITOT STATIC
either a LOSS OF ALL/ONE GENERATOR or a LOSS OF HYDRAULIC FLUID.
QUANTITY SUPPLY PASS
CAPT P/S F/O P/S
LOW
PRESSURE F/O STATIC
OFF CAPT STATIC
2 AUX P/S 1 AUX P/S
YOU ARE ON FIRE !!

VALVE
AIR MIX
VALVE
L ELEV ON R ELEV
LD
LD
BRIGHT
HO
HO
HEAT
CO
CO
T
T
L ALPHA R ALPHA
LOW LOW UP TR 3 INV
IF AIRBORNE,
PRESSURE PRESSURE
BUS PWR
TEMP 120
PROBE TEMP160
STBY STBY DUCT
80
DUCT
A OFF
land at nearest suitable airport, Prep for and

B ARM DOWN 40
200
F
0

OFF VOLTS BRIGHT
NORMAL NORMAL
conduct an EVACUATION, declare an

OFF
BAT
The fire detection system on this airplane is a single detector loop. At a pre-determined
COOL WARM COOL WARM
PRESS
EMERGENCY, etc.
ON ON AC
OFF
MANUAL
OFF
MANUAL
temperature it activates the FIRE system. There is NO OVHT detection.

THIS IS A BIG DEAL!

FAIL LOW OIL
STANDBY
PWR OFF LOW OIL WING ANTI-ICE
ANTI-ICE
When fire is sensed:
PRESSURE PRESSURE
YAW GND TEST
FAIL TEMP TEMP
ON 1 2
APU FIRE HANDLE

1
RECIRC FAN
APU SHUTS DOWN automatically, DRIVE TEMP
RISE
SUPPLY EXHAUST
NORMAL
OFF
FIRE warning bell sounds, ........ CONFIRM,PULL,

AUTO
1: APU FIRE SHUTOFF HANDLE......PULL and ROTATE

OVERHEAT OVERHEAT
40 60 OVHT
FIRE warning lights illuminated,

LR
LOW 80
and ROTATE
RECONNECTED
OFF OFF PSI TEST
ONLY ON 100
RED light in the handle illuminates.

0
ENG 1 ELEC 2 ELEC 1 ENG 2
This is a ONE SHOT deal. You pull the handle and rotate FULLY.
GRD
10 RISE 20 10 RISE 20
0 80 IN120 0 80 IN120 OFF OFF
160
30 30
160 ISOLATION
EFI IRS
40
GEN DRIVE
40
OIL TEMP
C
OIL TEMP
C
A HYD PUMPS B OFF
CLOSE
OFF
OFF
AVAILABLE A
NR
ARMED WING
PACK
TRIP OFF WARNING:
TRIP
THE MOST COMMON FAILURE IN THIS PROCEDURE IS NOT ROTATING THE
OPEN PACK
TRIP OFF
WING
FUEL VALVE
CLOSED -20
0
FUEL+20
FUEL VALVE 100
GRD
PWR
100
OM
TE
D
ON FWD
ENTRY
FWD
CARGO
FWD
SERVICE
ANTI
ICE
WING-BODY
OVERHEAT
HANDLE COMPLETELY. There is a little notch, and if not rotated that last little bit, you will not deploy
WING-BODY
OVERHEAT
ANTI
ICE
iii
the extinguisher, you will still be on fire, YOU WILL NOT KNOW IT, and you will bust your checkride!
CLOSED
ii
50 50 150 BLEED BLEED

BELL CUTOFF
150 RESET
iiiiliiiilii
TEMP
liiiiliiiilii
OFF
OVHT DET WHEEL
-40 +40
OVHT DET 0
AC
AMPERES
L200BOTTLE
0
AC
R BOTTLE
AMPERES 200
AFT
ENTRY
EQUIP AFT
CARGO
AFT
SERVICE
TRIP OFF TRIP OFF
WELL
0
C
iil
i
DISCHARGED DISCHARGED
ii
li
iii
ii
iii
liiiiliiiil
A B A B ON OFF OFF
FILTER VALVE FILTER
FAULT
BYPASS OPEN BYPASS ENGINES NO FASTEN ON ON
A
DISCH DISCH
00
NORMAL TEST ERASE APU
00
NORMAL DIS BUS TRANS I 2
2: APU CONTROL SWITCH................. OFF

CH ET SMOKING BELTS
O
R XAE 1 2 BLEED
L ENG 2 L
2
R TUS OFF
P
ENG 1 F HEADSET
1
OVERHEATTRANSFER F TT TRANSFER AUTO 600 OHMS
OVERHEAT APU DET BUS OFF O BUS OFF R ON FAIL DESCENT
MANUAL
INOP COCKPIT VOICE RECORDER

GRD
U
The APU should have shut down automatically, this is just a backup step.
BUS BUS
TEST CROSS FIRE SWITCHES
FEED
OFF
L
OFF
ATTEND CALL
ALT
F PR S 0
E S
AUTO STANDBY MANUAL
I OF APU BOTTLE GEN OFF APU GEN GEN OFF IFF I
HORN
A 10 D PS I
N V I DISCHARGED (FUEL SHUTOFF) BUS OFF BUS BUS

CUTOFF
0
V
O HR 9
50 2
00350I A
40 CABIN
P T E CALL ALT 5
L
T
35
LOW BUTTON
LOW UNDER HANDLE OFF OFF
APU S
DECR INCR
CABIN RATE
V
PRESSURE PRESSURE 30 3 PU H E
This event occurs typically during two venues and it is HIGHLY

8

25
FUEL PUMPS ON ON
08250 C O
L P
OFF
UNLIKELY that a TRUE and RELIABLE fire indication would occur

L R
7
CABIN ALT O E
ON
APU 6
5 001257 S N
CTR L R E
LOW LOW LOW LOW

LOW OIL
QUANTITY
LOW OIL
PRESSURE
HIGH OIL
TEMP
OVER
SPEED
OFF
AUTO
BAT
PRESS DIFF
LIMIT:TAKE- I 2
in the APU if it had been shut down for a long period ... BUT, we still
STBY AC
MAN
treat this indication as if it is a real indication.

.5
IN CLIM 3 F G DC
.125 PSI AB
L R
APU CONTROL
UP
100
AFT FWD FWD AFT
C
B
8 50 HIGH T D
2
7 150
0 4
6
EXH
AC CHECK
OFF OFF 5 C X 100 0 AMPERES 200 DN
I 00
0F
R
E
.5 EE T P
3
4 TEMP 0
Typically, there are only two times that there is a real fire problem:
ON ON 3 2 1 I 2 -.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
SWITCH
1 2 CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
FLT 18 20 22 24 26 28 30 32 34 36
....... OFF
E
T
E
N
TURNOFF
L
OFF
R
OFF
TAXI OFF
GRD
OFF
CONT
BOTH
GRD
OFF
CONT
OFF ON BAT OFF
OFF
OFF
1: While the APU is running. Typically, the only time the APU is running in the air is
OFF
during crappy weather during take-off or landing.

D
FLT IGN IGN FLT
ON ON ON ON ON
OUTBOARD L R
INBOARD
The fire detection circuit is 2: While the APU is being started. I am suggesting that when you are completing the
routine APU start associated with low visibility approaches such as CAT II/III, be alert to
START
designed to stop indicating and the

fire lights go out when the this possibility.
temperature drops below the
preset level; If you are at the gate, consider:
However, there really is NO WAY TO CONFIRM WHEN THE FIRE IS OUT. alerting the airport authorities and get fire trucks rolling,
The reason is that if the circuit is burned through or damaged, it may give the same and evacuate any personnel or passengers
indication as if the fire is out. who are on board until the situation is resolved.
NOTE 1: There is only ONE SQUIB/FIRE BOTTLE on the APU. When you rotate the
fire handle the first time, it fires the squib/bottle. Rotating the handle "the other way"
Notes regarding circuit testing. does nothing but alert the check-guy to the fact that you don't know what you are doing.
If the APU DET INOP light comes on, it indicates there is:
NOTE 2: If the bottle has been fired with the squib, then on the walk-around you will
NO FIRE DETECTION in the APU, and see the red disc ONLY.
NO AUTOMATIC APU SHUTDOWN. If you see the yellow disc only, that indicates a thermal discharge.
NOTE 3: If APU DET INOP light illuminated, there is NO APU FIRE DETECTION and
NO AUTOMATIC APU SHUTDOWN.
118
737verEMER019
© Mike Ray 2000

© Mike Ray 2000
BULLETIN - BULLETIN - BULLETIN
WHOOPS !
SPEED CARD SPEEDS - CROSSOVER SPEEDS - CANNED SPEEDS
HISTORY LESSON:
For many, many years, the Guppy was flown using maneuvering
speeds generated using the “SPEED CARD.” Outside of some
special situations, that seemed adequate.
Then some sage person (A lawyer, probably) asked the
question:
“What if the rudder went full deflection? How fast would you have to
be going in order for the ailerons to be able to keep the airplane from
rolling over?
So, some really brave Boeing guys went up in an airplane
and flew various weights and speeds to determine exactly what those
speeds were that would allow the pilot to recover from a fully
deflected rudder ( referred to as a “HARD OVER”): These are the
now famous “CROSS-OVER SPEEDS”
The concept is this: if you are going at least this fast, and you should
have a rudder fully deflect, you will have adequate aileron to maintain
control of the jet.
Whoops!!! They discovered that these speeds were GREATER than

the speed card maneuvering speeds, so they added a little speed
padding to the crossover speeds (about 10 kts) and created what we
refer to as the “CANNED AIRSPEEDs.”
All this is, however, a TEMPORARY SOLUTION. They are furiously

creating some secret doo-dad that will make all this out-dated; but
until then; we must conform to the restrictions imposed by the
“CANNED AIRSPEED” concept.
SO ...
They developed this “CANNED AIRSPEED” concept as a
temporary measure. We are stuck with this for now.
BUT WHAT DOES IT MEAN?

119
© Mike Ray 2000
© Mike Ray 2000
BULLETIN - BULLETIN - BULLETIN BULLETIN - BULLETIN - BULLETIN

Here are the CANNED AIRSPEEDS (Mar. 15,2002): You will be required to
memorize them and use them. The speeds have been subject to continual SOME SCARY FLIGHT TESTING RESULTS:
evaluation and change, but I am going to stick my neck out and publish the ones
that were current when I wrote this book. Remember: SUBJECT TO CHANGE: These Boeing guys, while they were up there testing and evaluating discovered that
pilots could get the airplane up-side down. Not good.
CANNED FLAP AIRSPEEDS Here is what they recommend:
GROSS WEIGHT GROSS WEIGHT INITIATE RECOVERY PROMPTLY.

Less than 117,000 # More than 117,000 #
DO NOT ATTEMPT TO MAINTAIN ALTITUDE.
FLAPS 0 = 210 KNOTS FLAPS 0 = 220 KNOTS
FLAPS 1 = 200 KNOTS FLAPS 1 = 210 KNOTS DURING RECOVERY FROM NOSE LOW UPSET, THE
FLAPS 2 = 190 KNOTS FLAPS 2 = 200 KNOTS PILOT MUST DECREASE BANK ANGLE.
ACCEPT HEADING CHANGE AND ALTITUDE LOSS.
FLAPS 15 = 150 KNOTS FLAPS 15 = 160 KNOTS PROMPT PILOT INPUT IS MORE CRITICAL THAN
FLAPS 25 = 140 KNOTS FLAPS 25 = 150 KNOTS INCREASING CANNED SPEEDS.
I got these numbers from REVISION #3 EXPLANATORY NOTE MAR 15/02.
BECAUSE OF THIS:
DO NOT GO
EXCEPT:
SLOWER THAN THIS
Here are “FIVE” exceptions
The UNCOMMANDED YAW PROCEDURE is now mandated by FAA
Airworthiness Directive and “MUST BE PERFORMED BY THE PILOT
FROM RECALL.”
That means that on a checkride, you will be expected to demonstrate

proficiency on recovering from a “hard-over” induced upset at canned
airspeed … FROM MEMORY ! If past experience is any example, this
1: During TAKEOFF or GO-AROUND flaps should be retracted at NORMAL SPEED CARD maneuver will be incorporated into a check-ride scenario and introduced as
RETRACTION SPEEDS even though the airplane is momentarily below the crossover speed. a surprise to the student pilot.
2: CLIMB OUT SPEED after flap retraction is 220/230 KTS until 3000 feet AGL (or CMS to
1500 feet if engine failure occurs).
INTRODUCING:
3: AIRSPEEDS specifically mentioned in IRREGULARS OR EMERGENCIES should be used
in lieu of canned speeds.
“UNCOMMANDED RUDDER PROCEDURE”
4: LIMITATION and SPECIFICATIONS AIRSPEEDS take precedence over canned airspeeds.
5: Vref speeds for landing should be used instead of canned airspeeds. The problem with this is that “RECALL” or “IMMEDIATE ACTION” is mandated by the
FAA Worthiness Directive. The whole concept of the QRC is to drive away from
“memory” items as much as possible. Well, it is a problem for the experts at TK to sort
FLAP/SLATS EXTENDED SPEEDS -Vfe out … but for us the solution is simple:
FLAPS 1 = 230 KNOTS DEVELOP YOUR RESPONSE TO AN UPSET … regardless of the reason for that upset.
DO NOT GO FLAPS 2 = 230 KNOTS To a pilot, the source of the upset IS NOT AS IMPORTANT as knowing what to do.
FASTER
FLAPS 5 = 225 KNOTS
FLAPS 10 = 210 KNOTS
THAN THIS FLAPS 30 = 185 KNOTS

737ver5canned2 FH Limitations and specifications page 4-14
120
© Mike Ray 2000
© Mike Ray 2000
UNCOMMANDED RUDDER UNCOMMANDED RUDDER continued

USE THIS PROCEDURE FOR EITHER
If the jet has started an uncommanded roll, you will be totally disoriented as to which
RUDDER PEDAL DISPLACEMENT or PEDAL KICKS.
way to ROLL the YOKE in order to get RIGHT SIDE UP.
You could lose control of the airplane ! USE THIS GOUGE!
YI P E !! !
ROLL THE YOKE TOWARDS THE SKY POINTER.
RIE
E SCA ST
TH TH CAN
HAP
PE OT
…
In our example, the “SKY POINTER” is to the right, and
IN H AT N TO A P IL so we must try and roll the airplane to the right.
GT
GRAB HOLD OF THE YOKE AND These two
opposing
The bottom part is referred to
as the “SKY POINTER.” It
PREPARE TO FLY THE AIRPLANE ! triangular
pointers are
ALWAYS points to the SKY.
referred to as
HERE ARE THE TWO (2) MEMORY STEPS the “HOUR
1
GLASS.” When
FD
they match up
THR HLD TO/GA HDG SEL
There are two IMMEDIATE ACTION MEMORY STEPS: they look 180
like an .... 20
FIRST: ............. DISENGAGE AUTOPILOT 160
10 20
1
140
9 10
MAINTAIN CONTROL OF THE AIRPLANE WITH ALL AVAILABLE FLIGHT CONTROLS !
R
120
10
100
20 10 3540
IF ROLL IS UNCONTROLLABLE, IMMEDIATELY INCREASE AIRSPEED
2
BY REDUCING ANGLE OF ATTACK/PITCH. 20
DO NOT ATTEMPT TO MAINTAIN ALTITUDE UNTIL CONTROL IS RECOVERED.
SECOND: ........ DISENGAGE AUTO THROTTLE Here are some comments regarding the REFERENCE ITEMS:
VERIFY THRUST IS SYMMETRICAL. YAW DAMPER SWITCH ..................................................... OFF
DO NOT USE THE “YAW DAMPER
INOPERATIVE IRREGULAR PROCEDURE.”
A/T
310 283 305 310
B
28004 +0000
A
ARM
CMD
MA
MA
DN
RUDDER TRIM ..................................................... CENTER

VOR LOC
F/D F/D
2
OFF SEL CWS
ON
ON
DISENGAGE
RUDDER PEDALS............................................ FREE and CENTER

OFF
OFF
UP
USE MAXIMUM FORCE … Both pilots get on the rudders in order

DISCUSSION: If you are cruising along, and the rudder goes screwy and to overcome the resistance and to center the rudders.
either:
GOES FULL DEFLECTION, or
IF RUDDER PEDAL POSITION OR MOVEMENT
RUDDER PEDAL “KICKS.” IS NOT NORMAL AND THE CONDITION
IS NOT THE RESULT OF RUDDER TRIM, THEN:
BIG PROBLEM: The pilot needs to take control of the airplane, RIGHT NOW!
Next, the pilot MUST get and KEEP the airplane above crossover airspeed for SYSTEM B FLIGHT CONTROL SWITCH.............. STANDBY RUDDER
the duration of the problem.
Definition: As you will recall, CROSSOVER SPEED is that speed where the ailerons have
enough authority to override a full rudder deflection. LAND AT NEAREST SUITABLE AIRPORT
ACCELERATE TO CROSSOVER SPEED ! USE FLAPS 30 or 40

DO NOT USE AUTOBRAKES
121
© Mike Ray 2000
© Mike Ray 2000
UNSCHEDULED UNSCHEDULED
STABILIZER TRIM STABILIZER TRIM continued ...
MEMORY THIS PROCEDURE LET’S TALK ABOUT ...

ITEMS HAS MEMORY ITEMS
“CONTROL COLUMN .......... MOVE TO OPPOSE TRIM”
1: CONTROL COLUMN .......... MOVE TO OPPOSE TRIM SCENARIO: You are cruizin’ along at altitude and you perceive that the
"GRAB THE YOKE" and control the aircraft pitch manually, trim wheel is turning and the trim is running away. You also see that the
while simultaneously calling for the QRC. ... YOKE IS MOVING TOWARDS YOUR LAP.
Here is the TRICK! If the yoke is moving forward, you may have to PUSH Question: QUICK, which way do you move the yoke to “oppose the trim.”
IT FORWARD. Itmay be just opposite to what your instinct is, but if you
think about it, you may have to "HELP" the yoke (auto-pilot) to catch up. Here’s the problem. The intuitive reflex is to grab the yoke and “OPPOSE”
it’s motion, that is to push IT towards the instrument panel.
“Is that your final answer?”
2: AUTOPILOT .......................... DISENGAGE Let’s think about this for a moment. The autopilot is tied to the yoke, that
is, when the autopilot commands a turn or climb, the yoke moves in
3: STAB TRIM CUTOUT SWITCHES ........ CUTOUT response to the autopilot input. So, in this case, with the trim motor running
away, the autopilot (controls) are moving to oppose the pressures imposed
This is a two step process: by the trim.
SPRA
1. FLIP UP THE RED GUARDED SWITCHES

B
EEKE
D
this in itself will do nothing. So, here is the REAL answer, YOU MAY HAVE TO MOVE THE YOKE IN
DOWN
2. MOVE THE TOGGLE SWITCHES THE SAME DIRECTION IT WAS MOVING IN ORDER TO “HELP” THE
UNDER THE GUARDS
ARMED
AUTOPILOT OPPOSE THE TRIM MOVEMENT. Obviously, the autopilot

STAB
FLAP
UP
IF CONDITION CONTINUES: is not going to stay connected for very long, because once a certain
amount of resistance is encountered it will kick off.
TRIM 0
APL
NOSE
FLAP
DOWN
1
FLIGHT
1 2
4: STAB TRIM WHEEL

DETENT
0 2 STAB
CD - %MAC
TRIM
TAKE-OFF
30-20-10
APL
5 NOSE
DOWN
..... GRAB and HOLD The problem is, by the time you figure out that you have been pushing the
UP 5
10 0
CD - %MAC
TAKE-OFF
30-20-10
15 10 5
APL
NOSE
15 10 yoke the wrong way, the airplane may be outside of the flight envelope
where recovery is possible.
UP
25 15
30 APL
NOSE UP
HORN
NOTE !
CUTOUT
40
PARKING
BRAKE
PULL
STAB TRIM
FLAP
DOWN
CUT
OUT
1 2
What are the indications of “TRIM MOVEMENT
DIRECTION?”
DO NOT MAKE 1. Possibly the reverse of the movement of the yoke,
THIS MISTAKE: STAB TRIM CAB DOOR 2. Trim index movement in the direction of the run-away,
3. Trim wheel rotation in the direction of the run-away.
There are TWO different STAB CAB DOOR
UNLOCKED
TRIM CUTOUT/OVERRIDE Of these three, the yoke movement is the MOST obvious and the one
SWITCHES in the cockpit: that pilots will most likely respond to. I contend that they will MOST
YIPE! LIKELY move the yoke in the wrong direction.
The one on the throttle quadrant is the one to use for this procedure. On the
lower console, aft right hand corner is called the STAB OVERRIDE switch I think that you should think this through so that when the event occurs
and could actually make the situation WORSE if it is selected. on your check-ride, that you will be prepared.
737VER5EMER030a
122
© Mike Ray 2000
© Mike Ray 2000
EVACUATION
MEMORY THIS PROCEDURE
EVACUATION
MEMORY THIS PROCEDURE
1: STANDBY POWER SWITCH .............. BATTERY

DISCUSSION: Because of the way the 2: NOTIFY ATC. (If during loading process, notify ground personnel).
evacuation is perceived by the Flight
Attendants, it is likely that they ARE going to
initiate an evacuation should 3: PARKING BRAKE ................................... SET
they think it is necessary 4: SPEED BRAKES ........................ RETRACT
STEP 8 WITHOUT input from you. The
EVACUATION 5: FLAP HANDLE ........................ DOWN
initiate procedure would lead you to 6: START LEVERS ........................ CUTOFF
STEP 1 believe that a call to the cabin is
STBY PWR NUMBER 8 on the list of AUTO STANDBY MANUAL
....... BATT
important things. I suggest, 7: OPEN OUTFLOW VALVE 00350I
V
A
STEP 7 and this is only my DECR INCR

L
V
The purpose for this is to ensure the OUTFLOW VALVE has CABIN RATE
S
PU H E
PRESSURIZATION interpretation, that if you are
depressurized the airplane so that the doors can be opened; 08250 C O
OUTFLOW VALVE NOT going to evacuate, that obviously, this "should" have occurred automatically, and you can 001257
CABIN ALT
L
O
S
P
E
N
you make that statement EVEN look at the "doors open" lite, if it is on, this step is superfluous.
E
WHILE THE JET IS STILL STBY AC

There are three steps to this step: MAN
ROLLING!
AUTO
1: FLT/GND switch … GND (PUSH RIGHT). F
L
G
R
DC
T D
2. MODE SELECTOR to MANUAL (PUSH RIGHT). CHECK
STEP 11 Manual is slower but with both engines shut down, that is the only -.3 .8 I.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6
REMAIN SEATED!
CAB .3 I.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0
open windows, power source available FLT 18 20 22 24 26 28 30 32 34

36
escape ropes REMAIN SEATED! 3: push OUTFLOW VALVE SWITCH to the RIGHT (OPEN).
On the other hand, if you should see the 8: INITIATE EVACUATION SIGNAL
doors open lights come on. It is ESSENTIAL that if NO EVACUATION is desired; BEFORE the airplane comes to a
complete stop, a transmission MUST be made to the cabin: such as "REMAIN SEATED ...
STOW THE SPEEDBRAKES! REMAIN SEATED ... etc" DO NOT use the words "DO NOT EVACUATE." If you delay until
FLAP HANDLE DOWN, after the airplane stops, you can expect the evacuation to be started without any input from you.
STEP 5 START LEVERS OFF ...
FLAP WHAM BAM, 1-2-3!!!
HANDLE
down
You don’t have
9: PULL ALL THREE FIRE HANDLES
STEP 4 There are two ways to release the handles, both require two hands:
SPEED to be stopped or 1. Depress the button under each handle separately, or
BRAKE STEP 9 look at a 2: Depress the ENG/APU FIRE TEST button
ENG and APU checklist. on the aft of the center console;
fire handles Then when you that will release all the handles simultaneously.
do get the jet IF HANDLES LIT
stopped, then 3: PULL and ROTATE the two engine fire handles in opposite directions;
STEP 3 STEP 10 you can get out NOTE: IF there is a FIRE indicated in only one of the engines; then you will be expected to
set illuminated the QRC and discharge both bottles to that engine; That is, turn the handle one way, wait for the "ENG
park brake fire handles BTL DISCH" light and then turn it the other way (leaving the other handle unturned).
ROTATE mop up the
details.
10: ILLUMINATED FIRE HANDLE(s) .... ROTATE
STEP 6
STEP 2 START This procedure is intended to be used whether 11: OPEN COCKPIT WINDOWS AND DEPLOY ESCAPE ROPES
call ATC LEVERS (A) Cabin Preparation has occurred or (B) the
evacuation has been started unannounced by ASSESS the situation for SMOKE and FIRE before opening windows.
either The Flight Attendants or The Captain. At
United Airlines, the policy is that The Flight When the Cockpit Crew gets to the cabin, the evacuation should already be in progress. The
Attendants may initiate an evacuation without the assignments are:
concurrence of the Cockpit Flight Crew. If CAPTAIN: After completing cockpit shutdown, go to CABIN and exercise overall
Preparation for Evacuation has been made in command. After ALL POSSIBLE assistance given, go outside and assume command.
anticipation of a possible or eminent evacuation, You CAN expect that The Flight Attendants WILL FIRST OFFICER: As soon as the airplane stops, go to the cabin and determine that all
initiate an evacuation AS SOON AS THEY THINK THE AIRCRAFT HAS STOPPED; UNLESS the useable forward and over-wing exits are open. leave airplane and assist in assembling
Cockpit Crew directs otherwise. passengers outside.
123
737ver5EMER37
© Mike Ray 2000
© Mike Ray 2000
INTRODUCING ...
CONSTANT DESCENT APPROACH PROCEDURES
PROFILES
OK ... AT ALT HOLD ...

OH YEAH ...SET
COMPUTED TDZE
© MIKE RAY 2003
When adopted by the airlines,

This procedure is to be used for
ALL APPROACHES
This is the long awaited CDAP
(Constant Desent Approach Procedures).
124
© Mike Ray 2000
© Mike Ray 2000
A BRIEF DISCUSSION ABOUT:

Has also been referred to as:
CANPA: Constant Angle Non Precision Approach

and
CROD: Constant Rate Of Descent
(Once adopted by the airline)

CDAP (Constant Descent Approach
Procedures) MUST be used
for ALL approaches..
Stipulations in the agreement are that once the crews are trained, then
CDAP will be the ONLY type

of approach to be used
… and further, it has been determined that
“ALL” approaches,
whether precision, non-
precision, or Visual will be
flown using the CDAP.
Now, on the surface that all looks like finally we will be done away with
the old “dive and drive” and a much more modern and simpler approach
model will be used, making life easier on the working line crews.
Whoops! Not so fast there, Ace.

It seems that the “dive and drive” with all it’s warts and
hickeys is still the operative vertical navigation
technique up to the FAF (Final Approach Fix) and the
CDAP is to be used ONLY in that Final Approach
Segment (FAS) from the FAF to landing/go-around.
125
© Mike Ray 2000
© Mike Ray 2000
versus
SOME DIVE and DRIVE ...CONTINUED.
OP SPECS THERE ARE THREE KEY ELEMENTS

TO THE CDAP BRIEF:
3
- Computed TDZE
- Computed DA
All approaches are to be flown at a constant descent rate to a descision - Computed DESCENT RATE
point (DA or decision altitude) where a decision is made to either land or go-
around. This is called CDAP (Constant Descent Approach Procedures).
Computing the TDZE
For all non-precision approaches, if weather is less than 1000/3 they must
be flown using the autopilot, disconnecting at no less than 50’ below the The definition of TDZE is Touchdown
published MDA. Zone Elevation, and
we get that from the
For Non-precision and VMC; If landing, the autopilot MUST be APPROACH PLATE
disconnected no later than 50’ BELOW THE PUBLISHED MDA. PLANFORM DIAGRAM.
I included this restatement in order to emphasize that this gives us 100’ from DA to the The “COMPUTED” TDZE is
MDA-50’ disconnect altitude to tweak the final descent using the autopilot. This is the
recommended technique. STAY ON AUTOPILOT if acquiring the runway for landing that value rounded up to the
at DA. next higher 100 feet.
CDAP non-precision approaches are flown to a DA, where the decision to For example: If the published
land or go-around is made. TDZE is 301 feet, round up to
400 feet;
All non-precision approaches require one pilot (PF or PNF) to monitor raw and if the published TDZE is
data no later than the FAF or IAF for piloted constructed approaches.
399 feet, round up to 400 feet.
There is no longer a requirement to compute a PDP.
This computed TDZE is placed in the MCP (Mode Control Panel) once ALT CAP
There is NO ALLOWANCE for descent rates greater than 1000 fpm below is annunciated at the FAF (Final Approach Fix) altitude and outside the FAF.
1000’ AFE.
DA is computed by adding 50’ to the published MDA. Computing the DA
All CDAP approaches are flown with the TDZE in the MCP. TDZE is The definition of DA is DECISION ALTITUDE, and
computed by rounding up the published TDZE to the next highest hundred. we get that from the APPROACH PLATE PLANFORM DIAGRAM.
The “COMPUTED” DA is the MDA (for non-precision approaches)
A descent rate correction of NO MORE THAN +/- 300 fpm from the value plus 50 feet.
computed descent rate may be made during the approach.
For example: If the published MDA is 1060 feet, then the
This is
BIG !
computed DA will be 1110 feet; that is 1060 + 50 = 1110 feet.
IF more than +/-300 fpm correction is This computed DA is placed on the barometric altimeter for non-
required, the approach is considered
unstable and a go-around is REQUIRED. precision and precision approaches.
EXPLANATORY NOTE: Momentary corrections exceeding +/- 300 fpm DO NOT require a NOTE:
go-around. It is FREQUENT or SUSTAINED corrections that require a go-around.
It is inferred that the FAA sees this 50 foot penalty as a
temporary structure until the airlines gain experience and
The MISSED APPROACH altitude is to be set in the MCPduring the until a useful database is established for lowering the DA
go-around, after the “gear up” command. limits back to the published MDA. For now, we will be using
the “computed” DA for all non-precision approaches.
126
© Mike Ray 2000
© Mike Ray 2000
IDENTIFYING THE CDAP MATERIAL

METHOD 2: THERE IS A CHART IN THE FOM called:
Until all the approach plates have been updated and disseminated to “Descent angle and descent rate chart.”
ALL pilots, the CDAP will still be an event to occur in the future. They I’ve not seen it, so I can’t comment, but it seems to me that it would be
have elected to identify the CDAP charts by using the letter “V.” excessively complicated to be digging into my flight bag and thumbing
through some bulky FOM to find a chart that would require lots of
interpretation.
23V-1
Each of the Approach Plates that have been
approved and updated for the CDAP
approach criteria will have a “V” imbedded in I sorta think that this approach is lame anyway.
the chart number at the top of the plate. example
METHOD 3. USE A RULE OF THUMB:
VERTICAL RATE OF DESCENT CALCULATION REQUIRED!
There are THREE suggested ways to figure the Vertical Speed: 1⁄2 groundspeed X 10 + glideslope correction.
METHOD 1. USE THE APPROACH PLATE PLAN-FORM DIAGRAM. Note: Glideslope correction = +50 fpm for each 0.25 degrees
that the G/S is greater that 3 degrees.
Determine your approach GROUNDSPEED. This information can
be taken right off the ADI (757/767), HSI (737) or ND (747-400). Example: at 140kts G/S on a 3 1⁄2 degree glideslope,
the descent rate should be:
140/2=70, 70 X 10 = 700 fpm + glideslope correction.
NOTE since the G/S is 2 X .25 degrees greater than 3 degrees,
The FMC generated groundspeed information should then we add 100 fpm.
not be used for glideslope computation UNTIL: Therefore, the computed descent rate should be
- the airplane is fully configured and 700 fpm + 100 fpm = 800 fpm.
- inbound on approach airspeed.
Wheew!!! If that seems way too complicated, then
A couple of notes:
The simplest application of METHOD 3 is to:
1. We can only make
simple adjustments USE 800 FPM INITIALLY FOR A STANDARD 3 DEGREE GLIDE-SLOPE.
to the V/S wheel IF GLIDE-SLOPE GREATER THAN 3 DEGREES,
anyway, so more START OFF WITH 900 FPM.
“accurate”
calculations are a
waste of time. IMHO (In Mike Ray’s humble opinion)
I have flown a few of these approaches and it seems to me that there is only a small time
window where the ground speed can be evaluated. It is from the point 3 miles outside the
2. If the airspeed is FAF until pushover at .3 miles from FAF. This is the only place where this observation can
“off scale” in the chart be accurately made. I thought to myself that this was a real time tight area where there is a
( a common situation), lot going on and I would be hard pressed to concentrate on this.
make an estimate. It seems to be better to guess higher rather than lower. I also observed that the descent rate solution was nearly always 800 fpm and also that a
higher initial descent rate worked better than a shallower descent. Corrections reducing
3. If the wind-speed on the ground is low and the wind at altitude is the descent rate can be made without considering the 1000 fpm descent restriction;
dramatically different, be aware that it could affect the calculation however, steeper descent corrections to make descent milestones are SEVERELY
restricted by the +/- 300 fpm limitation and the 1000 fpm restriction below 1000 FAE.
significantly. The pilot must constantly be aware of the changes and
This applies particularly on approaches where the glide-slope is greater that 3 degrees.
“tweaking” the VERTICAL SPEED knob. On those approaches, the required descent rate was around 900 FPM.
BELOW 1000 AFE (above field elevation)Op Specs DO NOT allow: My advise, GET ON THE DESCENT QUICKLY, and BE AGGRESSIVE in your
vertical speeds greater than 1000 fpm; or sustained calculation and in starting down. The nose of the airplane SHOULD be coming over by
the time you cross the FAF.
corrections greater than +/- 300 fpm
127
© Mike Ray 2000
© Mike Ray 2000
CONSTANT DESCENT ANGLE PROCEDURES SECRETS !
WHAT PILOTS SCREW UP !

THERE ARE (at least) 11 MAJOR THINGS
PILOTS FAIL TO DO ON THE CDAP:
1. Failure to set next altitude on the MCP after ALT CAP when
maneuvering OUTSIDE FAF. This is not to be confused with arriving at
the FAF altitude inbound, in which case you would set the TDZE.
It is important to still use the “dive and drive” techniques when
maneuvering outside of the FAF.
2. Failure to use the CDAP procedures and restrictions on the ILS and
VMC approaches.
3. Failure to BRIEF:
Computed Descent Rate
Computed TDZE
Computed DA
4. Failure to set Computed DA on the barometric altimeters, setting

instead the published MDA. Remember, computed DA = MDA + 50 feet.
Op specs still allow you to use the autopilot down to 50 feet below
published MDA.
5. Failure to set TDZE in the MCP at ALT CAP on the level off inbound to
the the FAF.
6. Pilots tend to OVER-CONTROL the glidepath. Excessive reliance on

the green arc and not allowing enough time for the arc to “settle down”
after a correction is applied.
7. Pilots EXCEED the +/- 300 fpm restriction to the announced

Computed descent rate without initiating a go-around. The approach is
considered unstable inside the FAF if that restriction is exceeded.
8. If step-down fix is depicted, sets “step down fix” altitude inside the FAF
in the MCP instead of the computed DA. The suggested technique for
determining if the restriction at the step-down fix is going to be met is to
add 1 mile and 300 feet to the fix altitude.
9. Failure to observe that the 1000 foot call-out should occur at 3 miles
from touchdown.
10. Failure to initiate go-around at the “computed DA,” Instead, allowing

the airplane to descend to the “published MDA” before
initiating the go-around.
11. Failure to set Missed Approach Altitude in the MCP after the request
to raise the gear.
128
© Mike Ray 2000
© Mike Ray 2000
TYPICAL APPROACH THE KEY to flying NON-PRECISION APPROACHES:

WHEN DESCENDING:
(Non-precision depicted) @ ALT HOLD "SET NEXT ALTITUDE*"
APPROACHING PATTERN * OF COURSE, DON'T SET IN THE NEXT ALTITUDE UNTIL YOU ARE CLEARED !
A - ATIS
some airlines require DOWNWIND LEG
DO NOT START I - INSTALL APPROACH
CONFIGURE AIRPLANE
THE APPROACH Set flaps, power, airspeed
unless 2 MILES (3000 m) R - RADIOs (tune & Ident)
SET DA NOTE ABOUT
according to current
operating directives
VISIBILITY or GREATER WARNING HORN:
B - BRIEF in altimeters
If you select 15 flap without E
(DA = MDA + 50’)
NC
ileIsSTA
the gear down and locked,
A - APP-DESCENT CKLIST and if the throttles are
positioned at or near idle,
m
10 X D F
G - GO-AROUND the aural warning horn will IF S/E MAm FA
sound. The horn can
ONLY be silenced when at
stop FUEL transfer fro
least one throttle is forward
of the vertical position.
INBOUND TO FIX
or TIP: On FIX page: install
DOWNWIND LEG the FAF On CDU to display
DISTANCE from A/C to FAF
CONFIGURE AIRPLANE
15
Set airspeed, power setting,
and flaps according to
MISSED APPROACH current operating doctrine rior
es p ring
START 0 d egruend bea
ANNOUNCE: 1 inbo eak" d
to se br scen
"GO-AROUND THRUST
FLAPS 15 (1 on SE)" of CDAP "ca to de
OK
ROTATE:
FINAL By 3 miles prior to FAF:
15 degrees (12.5 S/E) @ .3 nm APPROACH be at TARGET SPEED,
FIX LANDING FLAPS,
PUSH:
TO/GA button SET ! AGGRESSIVELY GEAR DOWN,
AUTOPILOT WILL DISENGAGE! begin descending REVIEW or ALL CHECK LISTS done
USE COMPUTED V/S CALCULATE
@ POSITIVE CLIMB: START CLOCK COMPUTED
"GEAR UP" CALL TOWER DESCENT RATE
SET MISSED APPROACH
ALTITUDE in the MCP SECOND TARGET
@400 FEET: POINT @ ALT HOLD
"VOR/LOC" or "HDG SEL" SET TDZE DON'T
on MCP
OK to use FORGET
green arc
at DA (MDA + 50’) to assist in
profile control
with RWY IN SIGHT
USE AFDS/AUTOTHROTTLE ABOVE MDA minus 50 feet
Continue descent
on AUTOPILOT. Less than CMS (clean maneuvering speed)
disconnect A/P before SLOW DOWN !within 25 miles of airport
50 feet below MDA
USE LESS THAN 5 degree bank when tracking
for descents inside FAF
USE V/S SET COMPUTED DESCENT RATE @ .3 MILES FAF
+/- 300 fpm MONITOR AURAL From FAF inbound (NDB only)
MAX !
USE RDMI as PRIMARY FLIGHT INSTRUMENT
AT ALT HOLD SET COMPUTED TDZE in MCP
AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs
MAX DESCENT CORRECTION +/- 300 FPM
MISSED APPROACH at DA MDA plus 50 feet
129
© Mike Ray 2000
© Mike Ray 2000
130
© Mike Ray 2000
© Mike Ray 2000
… Arriving at the MDA + 50 feet on ... Abandoning a Non-Precision Approach

a NON-PRECISION APPROACH before the FAF
with the field in sight.
Let’s assume that for some reason (possibly the weather has dropped below
minimums) you decide NOT to commence the approach upon arriving at the FAF. In
BIG PROBLEM: I have talked with more than a few Check-Airman and they tell me this case, the Pilot SHOULD NOT simply push the G/A button on the throttles.
that pilots (all too frequently) fly a great non-precision approach, only to screw it up This will cause the airplane to climb into an area of "Uncleared Airspace."
at this point.
GOUGE: Remember that the beginning of the final descent portion (starting at the DISCUSSION: This is not an exercise in FARs or AIM rules, but trust
MDA + 50 feet) is 99% on instruments and autopilot. You are not required by SOP to me, you cannot climb at this point. If, however, you descend below
disconnect the autopilot until 50 feet below MDA and this takes about 10 seconds the FAF altitude, then you are cleared to climb to missed approach
or so Most pilots have the tendency to shut off the autopilot and attempt to handfly altitude. It is a delicate point, but I want you to know that this is
the final descent TOO early. This is NOT A GOOD TECHNIQUE!! merely an MCP/AUTOPILOT exercise.
A better technique seems to be to remain on instruments almost totally and as the Because we cannot climb until we have reached either the MAP or the “inner marker,”
descent progresses, gradually transition more and more outside visually until you there has to be a "LEVEL SEGMENT" where the airplane flies along the approach
arrive at the runway with about 80% of your scan outside. course (depicted on the plan view of the APPROACH CHART) at INTERCEPT
ALTITUDE to the MAP (Missed Approach Point) or to the point indicated on the
The MCP should be set up so that you are flying using VERTICAL SPEED and HDG approach plate where a G/A (Go Around) may be initiated.
SEL.
At MDA + 50 feet with field in sight:
STAY ON AUTOPILOT UNTIL 50 feet below MDA

CONTINUE DESCENT USING V/S UNCLEARED
TURN HDG SEL towards runway as indicated by PNF AIRSPACE
(use only tiny corrections at this point … ~5 degrees max)
G/A OK
FAF
DISCUSSION: MAP
G/A
MDA NOT OK
The infamous ADF/NDB approach represents one of the over-rated and overly
emphasized events on the check-ride. Even though it is one of the must simple
approaches with very high minimums … It is not easy to fly.
Some key difficult spots in the approach are:

The whole idea is to NOT begin the descent, but rather maintain the intercept
1. Brief the “computed Descent rate, altitude upon arrival at the FAF and fly through the FAF at that altitude. Essentially, you do
computed TDZE, and computed DA” not do anything ... except:
before starting approach.
RESET ALTITUDE in MCPto MISSED APPROACH ALTITUDE
2. Set the computed DA (MDA + 50 feet)
on the appropriate altimeter This will prepare the airplane to execute the GO AROUND / MISSED
before starting the approach. APPROACH when you get to the MAP.
3. Set TDZE on the MCP TECHNIQUE: Once commited to the missed approach, you may start the clean up even
when ALT CAP annunciated at FAF altitude. though you are in the level flight segment.
Once at the MAP, simply depressing the go-around switch will start the climb phase.
4. Set Missed Approach altitude in the MCP Remember, it is essential for you to continue to track the approach course during the
737ver5APP05
once gear is retracted on the go-around. LEVEL SEGMENT. I suggest using VOR/LOC for a VOR, ILS, or LOC approach. Use HDG
SEL for an NDB or BCRS LOC approach.
REMEMBER, THIS AUTOPILOT WILL NOT TRACK ANADF or a BCRS LOCALIZER.
131
© Mike Ray 2000
© Mike Ray 2000
.3 MILES BEFORE THE FAF

... Some TO/GA BUTTON stuff
In order to “get down” , you must aggressively begin your descent. It
is imperative that you roll the V/S knob to your computed descent
rate quickly, don’t try and finesse the rollover. “The auto-pilot go-around mode requires
dual autopilot operation”
INSIDE FAF YOU “SHOULD” BE USING V/S. FLIGHT HANDBOOK page 19-164
LVL CHG WILL NOT GET YOU DOWN IN TIME.
This means that when you push the TO/GA button with a SINGLE
AUTOPILOT engaged, the autopilot will go away. IT WILL SHUT OFF!!! So,
during the ADF/NDB approach (or any non-autoland approach for that matter),
DISCUSSION: While it is true that the V/S is NOT armed with ALT should we elect to execute the go-around maneuver, we must be prepared for
HOLD or G/S capture; It is also true that when the altitude set in the MCP the auto-pilot to shut off.
is greater than 100 feet from that of the airplane, it does become armed.
What happens IF you inadvertently put the MISSED APPROACH (or
higher)altitude in the MCP in anticipation of the MISSED APPROACH and PUSHING TO/GA WITH A SINGLE AUTO-PILOT
then you start your descent to the MDA? ENGAGED CAUSES THE AUTO-PILOT TO DISENGAGE !
When you start down the chute, the jet WILL NOT HAVE A LEVEL OFF ALTITUDE!
Additionally, pushing the TO/GA button, the GO AROUND mode is actuated.
In pre-CDAP days, there was considerable concern that THE AIRPLANE Here is what that does:
WOULD CONTINUE TO DESCEND UNTIL IT IMPACTED THE EARTH without COMMAND BARS appear for BOTH pilots, and
intervention (take over manually and land) by the pilot. Failure to “take over” would result in Initially command a 15 degree (for single engine 12.5) PITCH UP.
disaster.
That concern STILL EXISTS!!! So it is still required that you have set TDZE rounded up to
As the speed increases, the PITCH BARS adjust to command an
the next higher 100 feet in the MCP. internally calculated airspeed.
DISCUSSION: It is a bit puzzling, since 50 feet below MDA is probably above the computed FLY THE PITCH BARS !!
TDZE requirement that is set in the MCP, and it is most likely that the autopilot/flight director
will have already been de-selected and the airplane is being handflown at the time. IAS indicators blank and airspeed cursors slew to AFDS pre-
programmed maneuvering speed for the selected flaps.
THRUST LEVERS (IF A/T engaged) advance to provide 2000 FPM climb,
NEEDLE SWING passing THE FAF and if TO/GA selected a second time, the THROTTLES advance to the full
go-around N1 LIMIT.
It is interesting to note that the requirement for the ADF needle to swing past
the wingtip in order to begin descent HAS BEEN ELIMINATED.
This is really complicated stuff to remember on a check-ride. So here is a suggestion:
... LEVEL-OFF AFTER MISSED APPROACH ...JUST FLY THE PITCH BARS.
on AUTO-FLIGHT.
For anyone who cares, here is the whole scoop:
DISCUSSION: After you have executed the missed approach and the airplane is leveling off in auto-
flight at the missed approach altitude, WHAT IS HAPPENING? 1. If engine failure occurred BEFORE TO/GA engagement,
then the PITCH BARS go to MCP airspeed.
When AUTO HOLD is annunciated. The airspeed window remains at the airspeed set during the go- 2. If engine failure occurs within 10 seconds after TO/GA
This stuff is selected, then MCP AIRSPEED becomes the PITCH TARGET.
around. As a result, as the nose pitches over and the airplane starts it’s level off, the auto-throttles
retard in order to maintain the airspeed commanded during the climb-out. LOW PRIORITY. 3. If engine failure occurs more than 10 seconds after TO/GA
THIS IS NOT DESIRABLE !!! I wouldn’t try selected, and the airspeed is within 5 kts of the MCP airspeed,
On the check-ride, the Check-guy will be impressed if you avoid this. So, some pilots use this gouge: To memorize this. then the pitch bars select existing airspeed.
4. If the engine failure occurs more then 10 seconds after
TO/GA is selected, and the airspeed is more that 5 kts above
the MCP speed, then the current airspeed becomes the target.
When “ALT ACQ” annunciated on the ADI
A- @ ALT HOLD “BUG UP” the salmon bug using the MCP The TO/GA PITCH TARGET AIRSPEED is
to appropriate canned airspeeds. NEVER less than V2 for the current flap setting.
B- BUG UP “CLEAN UP” means retract flaps and do UNLESS there is WINDSHEAR!
C- CLEAN UP “AFTER TAKE-OFF” checklist.
132
© Mike Ray 2000
© Mike Ray 2000
Just what is meant by the term …
A-I-R-B-A-G 1:
sample APPROACH PLATE BRIEF
Date and number of plate: (May 29-92, number 13-4)
A
ATIS: Short for “Airport Terminal Information Service” or as pilots say, “Get me
2: City and Runway: (Guatemala City VOR DME RWY 01 approach)
the weather.” Normal convention dictates that the PNF use the #2 COMM VHF 3: MSA: (Minimum sector altitude ... High terrain in ALL directions)
radio to tune the frequency listed on the upper portion of the approach chart 4: Airport Elevation: 4952 feet
(upper left corner). Reception usually limited to about 100 miles out. 5: Frequencies of nav facilities:
1 (AUR 114.5 with DME and
INSTALL APPROACH: The ATIS will indicate which runway is currently in use TGE NDB 375)
and ATC will assign an appropriate approach routing. Generally there will be a
“name” associated with the routing. 6. MDA: (5340 feet/460 feet haa)
7: PDP: (I figured mine by taking
I
Depress DEP/ARR key ... Follow the prompts. 3 2 the 460 feet and dividing by
300 = 1.5 and added the distance
It may not be necessary to select a STAR or a TRANS unless it is specifically 4 of end of runway from VOR
required to complete the routing. By that I mean, it may actually be desirable to 8 (1.0 - .2 = .8) for a PDP of 2.3
have a ROUTE DISCONTINUITY between the last waypoint on the ROUTE
8: NOTES:
EXAMPLE
and the first waypoint on the APPROACH.
There are two significant notes
REMEMBER: The magical glass doesn’t do anything until: 5 on this Chart.
1. ACTIVATE (Have other guy check your entry), and
ONLY A : CEILING REQUIRED. Note
R
2. EXECUTE that in order to commence this
approach you will need BOTH
RADIOS: TUNE and IDENTIFY: The details of that evolution will be covered in ceiling AND visibility.
the specifics for each type of approach later in the book.
B: MAX IAS 170 KTS:
6 You'd better believe it.
BRIEF THE APPROACH: While every attempt should be made to cover every
B
contingency, obviously any preconception will be inadequate. There simply is
I recommend 140 KTS and gear down,
no outline that covers every situation. Use you head. flaps 25 for this approach.
If cockpit task loading is high, it may be useful for the PNF to conduct the brief. 8 9: What are the minimums required
7 9 to begin the approach - BOTH
NOTE: Remember to include: 1.6 Kilometers AND 400 feet ceiling.
Computed Descent Rate
10: MISSED APPROACH: Discuss what you intend to do if you elect to
Computed TDZE
Computed DA SAMPLE BRIEF Overshoot (Go Around).
A
11: ANY QUESTION? Always ask the other pilot and resolve any ambiguities
APPROACH DESCENT CHECKLIST: While definitely DO NOT advocate in understanding.
memorizing any checklist, I do strongly urge you to become very familiar with OTHER STUFF TO BRIEF:. Remember, each approach is a little different and
the APPROACH-DESCENT CHECKLIST. A pilot should be able to click off the
there is no exact list here. This whole briefing thing is clearly very hazy.
items and accomplish the indicated checks swiftly and accurately. DO NOT
DAWDLE OVER MEANINGLESS DETAILS. 1. Who is in what HSI MODE? On this approach, because it is a VOR, the PF
MUST be in VOR MODE; but typically the PF will stay in MAP mode until
beginning the turn back inbound and the PNF will monitor VOR outbound..
GET OFF-GO AROUND: There are LOTSA BIG VOLCANOES close to the airport.
1. GETTING OFF THE RUNWAY should include which exit you intend to use.
2. What lights or other runway aids are going to be available when(if) you break
Especially of interest are notes on the approach plate such as: DEN 10-9E
G
LOW VISIBILITY TAXI ROUTES. It has a note “on RW 35R taxiway M6 is out. That information is (typically) on the reverse side of the 11-1 page (first
labelled not available below RVR 600.” approach chart)in a box labelled "ADDITIONAL RUNWAY INFORMATION". In our
2. GO-AROUND. I want to make this point that regardless of what the sample case we can expect HIRL, PAPI, and 197 feet width. Oboy!
approach plate says, it MAY NOT be desirable to follow the published missed 3. Notams, pireps, other stuff: Will there be a runway offset, is a meteor shower
approach procedure. The controller will certainly be surprised. The published expected, are there dogs expected on the runway, etc.
miss is there ONLY for a radio failure or when directed by ATC to “FLY THE 4. Make sure the "callouts" include the 50 feet below MDA call.
PUBLISHED PROCEDURE.” NOTE: Include these EXTRA three things in your NON-PRECISION APPROACH brief.
That being said, however, use your head. If you are in Guatemala in CAVU 1. PDP
weather and have to miss ... flying the published routing strictly by the plate is 2. What are the HSI assignments
probably a good idea. Think!!! 3. Make 50 feet below MDA callout
133
737ver5APP03
© Mike Ray 2000
© Mike Ray 2000
What is an APPROACH?
SPEED
SPEEDMORE There are two kinds of approaches:
CARD PRECISION (ILS based) and

NON-PRECISION (all the other ones).
A
STUFF APPROACHES HAVE 2 IMPORTANT PARTS:
s incredible as it may seem, even with all the fancy technology and
“glass” magic stuff; this airplane still uses a crummy paper book that FINAL APPROACH FIX (FAF): This defines the starting point of the FINAL APPROACH
requires the pilots to find the right page and interpret rows of data in order SEGMENT. We MUST have LANDING MINIMUMS in order to continue beyond this
to operate the jet. This piece of retro engineering is called a “speed card.” point.
MISSED APPROACH POINT (MAP): This is the point in the approach where you MUST
A speed card (sometimes called FLIP BOOK by pilots) is used to determine: EITHER HAVE LANDING MINIMUMS or SEE THE RUNWAY to CONTINUE TO
V speeds, LANDING or execute the MISSED APPROACH.
flap retraction speeds,
minimum maneuvering speeds, and
landing speeds.
The use of canned flap/speeds should exceed the speed card values for those
configurations.
1 2
You will become very proficient in using the speed card. Here is the technique. 4
STEP ONE: Find the right page. Since the book is GROSS V
WEIGHT driven, you use the estimated gross weight of the jet at the time
you are going to apply the numbers. This time for landing.
3 NON-PRECISION PRECISION
approach approach
FINAL
LANDING 1 2
OUTER
unadjusted Flap V1 Vr V2 Flap Maneuvering/REF FAF APPROACH MARKER
GLIDESLOPE
INTERCEPT
V SPEEDS 1 123 123 133 1 0 167 REFERENCE
FIX
GSIA ALTITUDE
118 119 129 5
5
1 1 4 3 SPEEDS HOW TO GET COMPUTED
15 112 112 122 15 FROM FAF DESCENT GLIDESLOPE
5 1 3 7 TO MAP RATE
Flap Flap
FLAP Flap retract

15 1 3 2 MISSED MDA + 50 FEET DA
RETRACTION 1 to 0
157
25 1 2 8 MINIMUM
MAP APPROACH
POINT 3 or as indicated on
the approach plate. 4 SET Minimums
on the RAD ALT
SPEEDS 5 to 1 144
MANEUVERING
30 1 2 3
147
SPEEDS
15 to 5
NOTES:
401 1 9
737-300 (B1)
94.0 737-300 (B1)
Like other airplanes, the 737 will use the CDAP concept of
“COMPUTED DA” which is the published MDA plus 50
feet for the NON-PRECISION approaches.
NOTE: The technique known as "PLANNED DESCENT POINT" or PDP

NOTE:
is no longer to be used in flying any approach.
1: NEVER PLACE ANYTHING ON TOP OF THE SPEED CARD.
The reason is that you may need immediate reference the information on the card (Flap
retraction or minimum maneuvering speeds, etc).
134
737speedcard
© Mike Ray 2000

© Mike Ray 2000
the
ABSOLUTELY BAFFLING
and
TOTALLY TERRIFYING
ADF
NON-PRECISION
(sometimes called the NDB)
APPROACH
IMHO: I would have included this procedure in the “EMERGENCY” section
of my manual if I felt I could get away with it. This archaic piece of aviation
memorabilia belongs in a museum, not in the repertoire of a high performance
jet airplane. I can only believe that somewhere in some isolated part of the
known universe there is an ADF (NDB) that is truly useful in flying an approach.
I have only flown a coupla “real” approaches using the ADF ... in my whole
career.
This little diatribe is presented to make you acutely aware that if you ever get in
some situation where you simply MUST fly an ADF ... then you have a problem
and I suggest that you treat this approach like a quasi-emergency. The list of
pilots that busted their hump flying some ADF are legion. Don’t become a
member of that august group.
737ver5ADF6A
135
© Mike Ray 2000
© Mike Ray 2000
Some additional some ADF IDIOSYNCRACIES
H
ere is the totally bogus NDB RWY 28 approach to the world famous MIKE
ADF/NDB OP SPECS RAY MUNICIPAL AIRPORT.

There are some really esoteric things I want to point out:
Approaching SLIDER at 10,000 feet, let’s say that you are given the
following approach clearance:
VISIBILITY: DO NOT start or continue approach past FAF if the visibility is “... cleared direct to SLIDER, cleared for the approach ...” What are you cleared to do
LESS THAN 2 MILES or 3000 METERS: passing Slider?
even if the published minimums are less restrictive.
That slightly heavier weight line from SLIDER to PC is called a “FEEDER ROUTE.”
PROCEDURE TURNS: All procedure turns and maneuvering You may descend to 6000 feet once you have crossed SLIDER and will be expected to
must be done within 10 MILES from the FAF (final approach fix). turn outbound and fly the approach, including the procedure turn maneuver without
further clearance. SLIDER
D
122.2
. ..SLD
..
M --- - -
Notice that the navaid identifier
O
DESCENT:
193
6.3
60 (PC) is underlined. This
1. If APPROACH LIGHTS are visible at the computed MDA (MDA + 50 feet),
O
00
013
you MAY descend to 100 feet AGL, and
12
2 O
means that in order to hear the
Morse code identifier, you
2. If RUNWAY LIGHTS or TOUCHDOWN ZONE is visible, O MUST have the BFO (beat
058
frequency oscillator) turned on.
O
you MAY LAND, even 283

282
O This type of navaid only exists
3. If visibility has dropped below minimums, 4.3
(IAF)
at stations outside the US and
but you have acquired the runway or touchdown lighting or visual markings; CHECK as far as I know, only in China.
253 PC
YOU MAY LAND. __ __
. . . .
Here is the switch for that BFO doo-dad. If you hear a

POP QUIZ
O
high pitched piercing tone that makes it difficult to
023
hear the morse code from a “regular” station, a likely
Given the above set of parameters: here is a test question for you.
culprit is this switch. It should normally be left off.
“Can you describe a situation where you may land during a non-precision approach
DOGMEAT
even though the tower observed and broadcast weather is below minimums?” 102 O D
122.2. ..DGM
TFR
M --- - .. -
TONE
A
1260 550
D ON
SPEED BRAKE: DO NOT use the speed brake inside the FAF. F
OFF
ANT ADF
The feeling is that if the approach is so screwed up that the speed brake is required 282 O GAIN
to salvage it, a missed approach should be accomplished. PROCEDURE TURN: Speed during
the procedure turn is restricted to 200
KTS, from first overhead the procedure turn fix throughout the rest of the maneuver.
TOUCHDOWN ZONE: touchdown MUST occur in the first 1300 feet of the runway. The procedure turn maneuver MUST BE completed within 10 miles of the fix.
TECHNIQUE: It is my opinion that holding it off in an attempt to sweeten the NO PROCEDURE TURN: Under these condition, a procedure turn MUST NOT be
touchdown, particularly with a single engine, in the simulator is checkride suicide. done without a clearance from ATC IF:
You MUST put it on firmly, and hold it there. There are no brownie points for a 1. RADAR vectors are in use,
grease job. 2. TIMED approaches are in use,
3. NO PT is specified on the approach plate.
REPORTS:
Once you have been cleared for the approach:
1. FAF (Final approach fix) OUTBOUND (to Approach control),
2. PROCEDURE TURN INBOUND (to Approach control),
3. FAF INBOUND (to Tower). 737ver5ADF6c
136
© Mike Ray 2000
© Mike Ray 2000
“SUGGESTED” TECHNIQUE
Approaching the FAF,
Have the jet in LNAV so it can resolve the wind correction.
0327 1633
HAVE THE MDA SET IN THE ALTITUDE WINDOW !!!! DME-1 DME-2
One of the bizarre things about the 737 EFIS is that it can be configured MARRY THE BUGS. By this, I mean “PUT THE 18 21
15
to fly a fabulously accurate ADF (NDB). SAILBOAT IN BUCKTOOTH HARBOR.” This will set up the MCP so
24
9 12
that when you push the HDG SEL button, the airplane heading will
27 3
1. Use the HSI in the EXP (expanded) mode.
6
stay where it is.
0
33
2. Use LNAV when maneuvering outside the FAF (Final Approach Fix).
.0 3
VO
When the RDMI #2 NEEDLE passes the wingtip, you should do two R
AD
F
This will allow the glass to calculate things.

the wind problem for you and will set up
1
ADF INOP
the necessary crab on the inbound leg. START DOWN using V/S. Roll in about 1000 fpm down.
3. Use HDG SEL and V/S inside the FAF.
2
Keep your corrections as small as possible. PUSH the HDG SEL button.
(less than 5 degrees should be adequate.)
NOTE: FYI there is NO USEFUL navigation information displayed on the ADI for the ADF.
NOTE: Of course, the PNF will call
the tower, start the time, etc. 2 1
The “RAW DATA MUST be monitored continuously from the FAF inbound. COURSE
A/T
IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED A/P ENGAGE COURSE
193
B
There are two acceptable places where this can be done: 28004 +0000
A
193 ARM
156 CMD 193
MA
MA
VOR LOC DN
F/D CWS F/D
OFF SEL
ON
ON
On the HSI in the form of the green “THUMBTACK/BOMB” that is displayed when: N1 SPEED LVL CHG HDG SEL APP ALT HOLD V/S
DISENGAGE
OFF
ADF is selected on the ADF function selector, and

OFF
UP
when a station is being received

0327 1633
(When no signal is being received, DME-1 DME-2
the symbols go to the 90 degree position) 15

18 21
When you press the HDG SEL button, the
On the RDMI #2 (the FAT needle) when the RDMI ADF
24
autopilot will make the heading of the jet
9 12
32.7 NM 188
selector is pushed in.
TRK M 1534.8 Z
27 3
TAS 283 GS 296
(sailboat) turn so as to align with the
0
33
buckteeth. That is to say, WHEN IN HDG
.0 3
VO
NOTE: The extremely annoying ADF/NDB R
AD
F
SEL, THE SAILBOAT WILL ALWAYS DOCK
aural ident tone MUST be monitored from IN BUCKTOOTH HARBOR.
the FAF inbound also. While this may be ADF INOP
done using the cockpit speakers or your THE BOMB WILL ALWAYS RISE. Think of it
headset; it can also be assigned to the PNF as an anti-gravity bomb.
(or First Officer) using their headset. ADF #2
POINTER This is the picture you should see initially, one you
The THUMBTACK (if inbound) or want to keep on the HSI. If the track slips off the
inbound bearing, place the BUCKTEETH so as to re-
HEADING BOMB (if outbound) points TO or
FROM the station. It is required 021/18 1276
align the three target parameters:
BUG
2.6 R
10.4 L
by SOP that you make this your TRACKLINE, BOMB (tail of the #2 NEEDLE), and
This is the HEADING PRIMARY navigation instrument. DESIRED BEARING.
that is set on the MCP.
Tweak the buckteeth with the HDG SEL knob gently to place the BOMB to the side of the
desired bearing that it will “RISE” towards.
Remember, it is OK and perfectly acceptable just to use the RDMI if you choose; but this
machine is so cool at this procedure, it would be worth the effort to learn it. The Check-
188
32.7 NM
283
TAS
TRK M 1534.8 Z
GS 296
guys would be surprized and pleased.
BUCKTEETH THUMBTACK
ACTUAL The BUCKTEETH on the HSI
indicates where the heading is The THUMBTACK is only displayed
TRACK selected using the HDG SEL when you have an ADF station tuned #2 RDMI
This is the ACTUAL ACTUAL knob on the MCP is set. and it is being received. NEEDLE
TRACK of the airplane HEADING SAILBOAT
over the ground.
This is where the nose The BOMB (same as the BOMB
It is the solid line on the The SAILBOAT (HEADING tail of the RDMI #2 FAT
of the airplane is
HSI display. The POINTER) indicates the heading needle) is displayed
pointing.
“M” indicates that it is 320/18 1276 of the nose of the jet. ONLY when you are outbound from the FAF.
magnetic. 2.6 R
10.4 L
737ver5ADF6 737ver5ADF8
137
© Mike Ray 2000
© Mike Ray 2000
ADF/NDB stuff WHICH WAY

DO I TURN ?
ADF/NDB
... a review of the ADF needle and how it points.
Take a moment and look at these indications so that you will have it firmly in HOW TO SET UP THE RADIOS
your mind just how to "fly the needle." STEP ONE: SET UP ADF PANEL TFR
D
IN 1. TFR .... select either head
Some Pilots use the GOUGE: W This is a proper 2. ADF .... SELECT TONE
TAILS HEADS heading. Some 3. BFO .... OFF (unless in China) A
1260 550
RISE correction 4. TUNE ... FREQUENCY
FALL D OFF ON
032
DME 7 16
for wind F
-1
33 has been ANT ADF
DME-
RWY 18
2
15
18 21 input so as MIC SELECTOR
to keep tail GAIN
24
9 12
27 3
ON
of needle on
0
33
Offset but desired track
.0 3
VO
R
correcting 03 (151
180 degrees)
ADF
DM
27 STEP TWO: TUNE AND IDENTIFY
properly. "TAIL" E-
1 inbound.
16 A
DF IN
is placed on the 18 21 DM
33 OP
1. ADF2 ... selector UP
15 MASK
left side of
E- PTT
2 INOP ADF-2
1-NAV-2 MKR SPKR
2. IDENTIFY .. ID
24
9 12
180 so that
27 3
3. MONITOR ... Continuously

VO
BOOM
R
EMER
it will
6
monitor aural tone from

33
.0 3 V
"RISE" A/C
B
NORM FAF inbound (Speaker OK)
R
towards
ADF
AD
F
IN
0327 1633 paralleling
the desired
OP DME-1 DME-2
18 21
track, but STEP THREE: RDMI set-up
track. 15
offset. Tail is
0327 1633
24
9 12
rising 1. ADF ... Select by pushing selector

27 3
DME-1 DME-2
"slowly" but
6
33
.0 3
ADF HSI
will never NOTE 1: You
VO
R
F 18 21
15
AD
RANGE
Inbound reach track DH REF FULL MUST have the
24
160
VOR/ILS EXP 80
RDMI operating
9 12
320
correction ADF INOP outbound. 126 VOR/ILS
40
27 3
properly 33 E-
2 MAP from the FAF
16 DM 20
inbound.
6
established
0
27 CTR MAP 10 33
.0 3
so as to 03 15
18
-1
21 PLAN NOTE 2: YOU
FAF
E BRT WXR
DM VO
RST
CANNOT
24
R
9 12
arrive on F
27 3
AD
track prior to
ON
LEAVE THE
F
BRT
6
AD
0
33
MDA and start
.0 3
station passage. 0327 1633 MAP

DME-1 DME-2
VOR/ADF NAV AID ARPT RTE DATA WPT descent until the
The HEAD is VOR
OP
DF
IN
15
18 21
#2 needle ADF INOP
placed so it will A ON ON ON ON ON
swings past the
24
9 12
"FALL" towards the

27 3
Paralleling wing tip.

proper track.
6
33
.0 3
VO
R
track STEP FOUR: CDU and HSI NOTE 3: When in the MAP mode on the HSI,
the distance in the upper right corner is the
F
AD
03 inbound to
Wrong 27 1. CDU .... DIR/INTC (This will give distance to the “next waypoint”
DM
E-1
16 ADF INOP
station.
way "correction." 33 Correction you LEGS page so you can see
18 21
DM
E-2
the distances between the STEP FIVE: ALTIMETERS
I have seen a lot 15 is needed to put needle on right 100
0 FT
waypoints)
24
1
9 12
of guys in this side of nose so that it will "FALL" 9

1. BARO .... Set Computed
27 3
0 00
towards 180
151. 2. HSI .. EXP VOR/ILS. While the 32 2
VO
position and 1 TDZE on the movable bug.

0
R
33
approach may be flown in “FULL,”
.0 3
8
not ADF it will not allow you to monitor the MB

ALT
IN.HG
3 2. RAD ALT ... Remove the
recognizing RADAR or the EGPWS.
7 10 1 3 2992 RAD ALT from the ADI.
180 O
AD
F IN 4
OP 6
that they have BARO
5
turned the wrong way. 737ver5ADF3
138
© Mike Ray 2000
© Mike Ray 2000
THE KEY to flying NON-PRECISION APPROACHES:

ADF (NDB) APPROACH WHEN MANEUVERING OUTSIDE FAF LEG:
(with procedure turn) @ ALT HOLD
ON FAF LEG: @ ALT HOLD

"SET NEXT ALTITUDE"
"SET TDZE"
APPROACHING PATTERN
* OF COURSE, DON'T SET IN THE NEXT ALTITUDE UNTIL YOU ARE CLEARED !
A - ATIS
PROCEDURE TURN
some airlines require
DO NOT START I - INSTALL APPROACH or VECTORS IF S/E
stop FUEL transfer
THE APPROACH CONFIGURE AIRPLANE
unless 2 MILES (3000 m) R - RADIOs (tune & Ident)
SET DA
NOTE ABOUT WARNING HORN:
If you select 15 flap without the
Set flaps, power, airspeed
VISIBILITY or GREATER
(DA = MDA + 50’)
gear down and locked, and if the
throttles are positioned at or near
C E
lesSTAN
idle, the aural warning horn will
A - APP-DESCENT CKLIST sound. The horn can ONLY be
silenced when at least one throttle 0 miD I
1 X F
G - GO-AROUND is forward of the vertical position. MAm FA
s fro
ond ed)
sec rspe
Make straight-a-way 0 - 4 5
n d ai bank
INBOUND TO FIX about 30 seconds 3
out N
a
ind ree TIP: On FIX page: install
or r ab URpon w25 deg the FAF On CDU to display
DOWNWIND LEG AfteART Td s u um . DISTANCE from A/C to FAF
T
S epen inim turn
(d ep m uring
CONFIGURE AIRPLANE e
K gle d
or
15
Set airspeed, power setting, an pri ring
and flaps according to es bea
MISSED APPROACH current operating doctrine g r e d
de un ak" d
ANNOUNCE:
FIRST TARGET 10 inbo bre scen
to ase de
"c K to
"GO-AROUND THRUST
FLAPS 15 (1 on SE)" POINT O TIP: You MUST
ROTATE:
use V/S inside FAF or you
WILL NOT get down.
15 degrees (12.5 S/E) @ .3 nm APPROACH be at TARGET SPEED, LVL CHG will not
REVIEW or LANDING FLAPS, get you down in time.
PUSH: SET ! FIX CALCULATE GEAR DOWN,
TO/GA button AGGRESSIVELY COMPUTED ALL CK LISTS done
AUTOPILOT WILL DISENGAGE! begin descending DESCENT RATE
USE COMPUTED V/S
@ POSITIVE CLIMB: START CLOCK
"GEAR UP" CALL TOWER
SET MISSED APPROACH
@400 FEET: POINT
"VOR/LOC" or "HDG SEL"
@ ALT HOLD
OK to use SET TDZEDON'T
green arc on MCP
at DA (MDA + 50’) to assist in FORGET
profile control
with RWY IN SIGHT USE AFDS/AUTOTHROTTLE ABOVE MDA minus 50 feet.
Continue descent
SLOW DOWN !within
disconnect A/P before 25 miles of airport
50 feet below MDA
LESS THAN 5 degree bank when tracking
USE V/S Set COMPUTED DESCENT RATE @ .3 miles before FAF.
+/- 300 fpm MONITOR AURAL From FAF inbound (NDB ONLY).
MAX !
USE RDMI as PRIMARY FLIGHT INSTRUMENT
SET “COMPUTED TDZE” in MCP,
AT ALT HOLD select V/S, Check for ZEROs.
MAX DESCENT CORRECTION +/- 300 feet.
at GEAR UP on MISSED APPROACH SET M/A ALTITUDE.
139
© Mike Ray 2000
© Mike Ray 2000
VOR VOR OP SPECS

HOW TO SET UP THE RADIOS VISIBILITY: Approaching the FAF (Final Approach Fix) if the weather broadcast by
STEP ONE: SET UP THE VHF NAV PANEL the tower is not legal to land (or “below minimums”) you CANNOT descend lower than
NAV
AUTO MANUAL the FAF altitude. That is; you cannot descend to the MDA (Minimum Descent
124.90 132.95
AUTO 1. MANUAL .... Depress selector button so that the Altitude). In other words, you cannot even START the approach without legal
TEST
MAN
manual radio is selected. minimums and you must abandon the approach at that point.
UP/LT
2. TUNE ... Tune the frequency from the approach chart
VOR
DME DN/RT
using the dial. DESCENT:
MIC SELECTOR
1. Begin descent at .3 miles prior to the FAF. DO NOT DESCEND BELOW MINIMUM
STEP TWO: IDENTIFY DESCENT ALTITUDE (MDA); unless
1. NAV 1 OR 2 .... Set VOLUME slider up. 3. If the approach lights are visible at computed DA (MDA + 50 feet) you may
2. IDENTIFY ID ... Use the morse code ident from the descend to 100 feet AGL, and
approach chart. PTT MASK
4. If runway lights or touchdown zone is visible at 100 feet AGL, you may land …
3. MKR BEACON ... switch UP (if appropriate). BOOM
EMER
V
B
NORM 5. You may land even if the visibility has dropped below minimums, as long as you
R
have acquired the runway or touchdown lighting or visual markings.
STEP THREE: RDMI setup
0327 1633
DME-1 DME-2 1. VOR .... Select by pushing VOR selector.
18 21
15
NOTE 1: #1 needle represents the VOR. you DO NOT have to
24
9 12
27 3
observe the needle swing in order to leave the FAF altitude inbound. HSI:
6
Contrary to the ADF, you can depart that altitude .2 miles prior to the
33
.0 3
VO
R Instrument approaches in IMC using a VOR as the letdown facility may be executed
FAF. A DF
provided:
NOTE 2: If DME available it will be displayed in the upper left window
ADF INOP of the RDMI.
NOTE 3: When in the MAP mode this will indicate DME (supplied from the FMC) 1. DUAL VOR RECEIVERS ARE OPERABLE, and
to the next waypoint in the legs page and display that in the upper right corner of 2. The CDI (Compass Deviation Indicators) AGREE WITHIN 4 DEGREES.
the RDMI as well as the upper left hand corner of the HSI.
HSI
STEP FOUR: CDU and HSI ADI
RANGE
This means: At some point during the set-up for the approach, the PNF should:
DH REF FULL
VOR/ILS EXP 80
160
320
1. Select EXP or FULL
126 VOR/ILS
1. CDU .... DIR/INTC. This will give you the LEGS page MAP
40
2. TUNE VOR
and distance to the next waypoint.. CTR MAP 10
20
3. CHECK CDI’s ARE WITHIN TOLERANCE.
2. HSI ... Select EXP VOR/ILS. While the approach may BRT
PLAN
WXR
Then the PNF can return to MAP if the PF desires.

RST
be flown in FULL, it will not allow you to monitor the ON
RADAR or EGPWS during the approach (if required). BRT

MAP
ON ON ON ON ON
100
0 FT
9 1
STEP FIVE: ALTIMETERS
32 0 00 2 TOUCHDOWN ZONE:
1
8
ALT 3 1. BARO .... Set Computed DA (charted MDA + 50 feet) Touchdown MUST occur in the first 3000 feet of the runway. It is my opinion that
7 10 1 3
MB IN.HG
2992
on the movable bug. holding it off for any reason, particularly to achieve a grease job in the simulator, is
6
5
4
ENSURE that the OTHER PILOTs instrument agrees. check-ride suicide.
BARO
2. RAD ALT ... Remove the RAD ALT from the ADI. SIMULATOR TECHNIQUE:
Fly the beast onto the runway positively and firmly and hold it there with slight forward
pressure. There are no brownie points for a “squeaker.”
140
© Mike Ray 2000
© Mike Ray 2000

VOR APPROACH WHEN MANEUVERING OUTSIDE FAF LEG:
@ ALT HOLD "SET NEXT ALTITUDE"
APPROACHING PATTERN ON FAF LEG: @ ALT HOLD "SET TDZE"
some airlines require A - ATIS
DO NOT START
THE APPROACH I - INSTALL APPROACH
unless 2 MILES (3000 m) DOWNWIND LEG
VISIBILITY or GREATER R - RADIOs (tune & Ident)
SET DA CONFIGURE AIRPLANE
Set flaps, power, airspeed
(DA = MDA + 50’) NOTE ABOUT
WARNING HORN:
A - APP-DESCENT CKLIST
If you select 15 flap without C E
G - GO-AROUND
and if the throttles are lesSTAN
miD
positioned at or near idle, 0 I
1 X F
the aural warning horn will IF S/E MAm FA
sound. The horn can
stop FUEL transfer fro
INBOUND TO FIX least one throttle is forward
or of the vertical position.
DOWNWIND LEG
CONFIGURE AIRPLANE TIP: On FIX page: install
Set airspeed, power setting, the FAF On CDU to display
and flaps according to DISTANCE from A/C to FAF
current operating doctrine
15
MISSED APPROACH r
prio g
reeds bearin
ANNOUNCE:
START 10 in
e
b
g
d oun
ak"
PF MUST display to se brescend
"GO-AROUND THRUST
FLAPS 15 (1 on SE)" VOR MODE from of CDAP "ca to de
OK
FAF inbound
ROTATE: By 3 miles prior to FAF:
15 degrees (12.5 S/E) @ .3 nm FINAL be at TARGET SPEED,
LANDING FLAPS,
PUSH:
TO/GA button SET ! AGGRESSIVELY APPROACH GEAR DOWN,
AUTOPILOT WILL DISENGAGE! begin descending FIX REVIEW or ALL CHECK LISTS done
USE COMPUTED V/S CALCULATE
SET MISSED APPROACH
on MCP
OK to use FORGET
green arc
profile control
with RWY IN SIGHT
Continue descent
50 feet below MDA
+/- 300 fpm USE HSI PF in EHSI EXP or FULL prior to FAF.
MAX !
PNF in MAP MODE PF in RAW DATA (either EHSI EXP or FULL) prior to FAF
AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs
141
© Mike Ray 2000
© Mike Ray 2000
ILS (G/S OUT)

HOW TO SET UP THE RADIOS
124.90
AUTO
NAV
MANUAL
132.95
STEP ONE: SET UP THE VHF NAV PANEL ILS G/S OUT OP SPECS
TEST
AUTO 1. MANUAL .... Depress selector button so that the
MAN
manual radio is selected.
VOR UP/LT
2. TUNE ... Tune the frequency from the approach chart VISIBILITY: Approaching the FAF (Final Approach Fix) if the weather broadcast by
DME DN/RT
using the dial. the tower is not legal to land (or “below minimums”) you CANNOT descend lower than
MIC SELECTOR the FAF altitude. That is; you cannot descend to the MDA (Minimum Descent
Altitude). In other words, you cannot even START the approach without legal
STEP TWO: IDENTIFY
minimums and you must abandon the approach at that point.
1. NAV 1 OR 2 .... Set VOLUME slider up.

2. IDENTIFY ID ... Use the morse code ident from the
approach chart. PTT 1-NAV-2 INOP ADF-2 MKR SPKR
MASK

EMER
V
DESCENT:
B
NORM
R
STEP THREE: RDMI setup 1. Begin descent at .3 miles prior to the FAF. DO NOT DESCEND BELOW MINIMUM
0327 1633
DME-1 DME-2 1. VOR .... Select by pushing VOR selector. DESCENT ALTITUDE (MDA); unless
18 21
15
24
3. If the approach lights are visible at computed DA (MDA + 50 feet) you may
9 12
27 3
observe the needle swing in order to leave the FAF altitude inbound. descend to 100 feet AGL, and
6
33
.0 3
VO
R
FAF.AD
F
ADF INOP
of the RDMI.
5. You may land even if the visibility has dropped below minimums, as long as you
NOTE 3: When in the MAP mode this will indicate DME (supplied from the FMC)
to the next waypoint in the legs page and display that in the upper right corner of have acquired the runway or touchdown lighting or visual markings.
HSI
RANGE
DH REF FULL 160
VOR/ILS EXP 80 320
126 VOR/ILS
40
20
2. HSI ... Select EXP VOR/ILS. While the approach may RST
BRT
PLAN
WXR
be flown in FULL, it will not allow you to monitor the

TOUCHDOWN ZONE:
ON

MAP
Touchdown MUST occur in the first 3000 feet of the runway. It is my opinion that
STEP FIVE: ALTIMETERS ON ON ON ON ON
holding it off for any reason, particularly to achieve a grease job in the simulator, is
9
100 0 FT
1 check-ride suicide.
8
32 0 00
1
2
1. BARO .... Set the Computed DA (MDA + 50 feet) SIMULATOR TECHNIQUE:
ALT 3
on the movable bug. Fly the beast onto the runway positively and firmly and hold it there with slight forward
MB IN.HG
7 10 1 3
6
2992
4 ENSURE that the OTHER PILOTs instrument agrees.
BARO
5
2. RAD ALT ... Remove the RAD ALT from the ADI.
STEP SIX: STANDBY ATTITUDE
INDICATOR
Select ILS on the selector knob. 30
10 10
STEP SEVEN: INHIBIT 10
BELOW G/S
10
Push “BELOW G/S INHIBIT”
INHIBIT
30
light located next to the ADI. OFF
ILS
ILS B/'CRS
142
© Mike Ray 2000
© Mike Ray 2000

ILS (G/S out) APPROACH WHEN MANEUVERING OUTSIDE FAF LEG:
@ ALT HOLD "SET NEXT ALTITUDE"
APPROACHING PATTERN ON FAF LEG: @ ALT HOLD "SET TDZE"
A - ATIS * OF COURSE, DON'T SET IN THE NEXT ALTITUDE UNTIL YOU ARE CLEARED !
PUSH DOWNWIND LEG

BELOW G/S I - INSTALL APPROACH
CONFIGURE AIRPLANE
light Set flaps, power, airspeed
R - RADIOs (tune & Ident)
SET DA NOTE ABOUT
(DA = MDA + 50’)
WARNING HORN:
If you select 15 flap without
A - APP-DESCENT CKLIST and if the throttles are
positioned at or near idle,
G - GO-AROUND the aural warning horn will
sound. The horn can
IF S/E
stop FUEL transfer
least one throttle is forward
INBOUND TO FIX
or
DOWNWIND LEG
CONFIGURE AIRPLANE
15
MISSED APPROACH current operating doctrine ior
s pr ing
grened bear
ANNOUNCE: START d e
10 inbou eak" d
to se br scen
"GO-AROUND THRUST
OK
ROTATE: By 3 miles prior to FAF:
15 degrees (12.5 S/E) @ .3 nm be at TARGET SPEED,
FINAL LANDING FLAPS,
PUSH:
TO/GA button SET ! AGGRESSIVELY APPROACH GEAR DOWN,
AUTOPILOT WILL DISENGAGE! begin descending REVIEW or ALL CHECK LISTS done
USE COMPUTED V/S FIX CALCULATE
SET MISSED APPROACH
@400 FEET: POINT
"VOR/LOC" or "HDG SEL"
@ ALT HOLD
OK to use SET TDZE DON'T
green arc on MCP
at DA (MDA + 50’) to assist in FORGET
profile control
with RWY IN SIGHT
Continue descent
disconnect A/P before
50 feet below MDA
SLOW DOWN !within 25 miles of airport
+/- 300 fpm USE HSI in EHSI EXP or FULL.
MAX !
PNF in MAP MODE PF in RAW DATA (either EHSI EXP or FULL) prior to FAF
AT ALT HOLD COMPUTED TDZE, select V/S, CHECK ZEROs
143
© Mike Ray 2000
© Mike Ray 2000
BCRS APPROACH BACKCOURSE OP SPECS

VISIBILITY: Approaching the FAF (Final Approach Fix) if the weather broadcast by
NAV
STEP ONE: SET UP THE VHF NAV PANEL the tower is not legal to land (or “below minimums”) you CANNOT descend lower than
AUTO MANUAL
124.90 132.95 the FAF altitude. That is; you cannot descend to the MDA (Minimum Descent
TEST
AUTO 1. MANUAL .... Depress selector button so that the Altitude). In other words, you cannot even START the approach without legal
MAN
manual radio is selected. minimums and you must abandon the approach at that point.
UP/LT
VOR
DME DN/RT
using the dial.
MIC SELECTOR
STEP TWO: IDENTIFY


MASK

EMER
V
B
NORM
R
DESCENT:
0327 1633
DME-1 DME-2 1. Begin descent at .3 miles prior to the FAF. DO NOT DESCEND BELOW MINIMUM
18 21 DESCENT ALTITUDE (MDA); unless
15
STEP THREE: RDMI setup.
24
9 12
27 3
3. If the approach lights are visible at computed DA (MDA + 50 feet) you may
Unless a VOR is involved in the approach or can be used for DME or
6
descend to 100 feet AGL, and

33
.0 3
navigation, the RDMI is not considered as part of this approach set-up.

VO
R
F
AD
ADF INOP
5. You may land even if the visibility has dropped below minimums, as long as you
have acquired the runway or touchdown lighting or visual markings.
HSI
RANGE
DH REF FULL 160
VOR/ILS EXP 80 320
126 VOR/ILS
40
20
BRT
PLAN
WXR

MAP
ON ON ON ON ON
100
0 FT STEP FIVE: ALTIMETERS
9 1
0 00
8
32 1
2
1. BARO .... Set the Computed DA (MDA + 50 feet) movable bug.
7 10 1 3
MB
ALT
IN.HG
3
ENSURE that the OTHER PILOTs instrument agrees.
6
2992
4 2. RAD ALT ... Remove the RAD ALT from the ADI.
5
BARO
TOUCHDOWN ZONE:
30
STEP SIX: STANDBY ATTITUDE INDICATOR holding it off for any reason, particularly to achieve a grease job in the simulator, is
Select BCRS on the selector knob. 10 10
check-ride suicide.
10 10
SIMULATOR TECHNIQUE:
30
Fly the beast onto the runway positively and firmly and hold it there with slight forward
BELOW G/S STEP SEVEN: INHIBIT OFF
ILS

INHIBIT Push “BELOW G/S INHIBIT”
ILS B/'CRS
light located next to the ADI.
144
© Mike Ray 2000
© Mike Ray 2000
BACKCOURSE APPROACH THE KEY to flying NON-PRECISION APPROACHES:

WHEN MANEUVERING OUTSIDE FAF LEG:
APPROACHING PATTERN @ ALT HOLD "SET NEXT ALTITUDE"
SET A - ATIS
FRONT COURSE HEADING ON FAF LEG: @ ALT HOLD "SET TDZE"
in MCP COURSE window I - INSTALL APPROACH
PUSH R - RADIOs (tune & Ident)

SET DA
BELOW G/S B - BRIEF in altimeters NOTE ABOUT

LIGHT (DA = MDA + 50’) WARNING HORN:
A - APP-DESCENT CKLIST If you select 15 flap without
and if the throttles are DOWNWIND LEG IF S/E
G - GO-AROUND positioned at or near idle,
the aural warning horn will
stop FUEL transfer
CONFIGURE AIRPLANE
sound. The horn can Set flaps, power, airspeed
ONLY be silenced when at according to current
INBOUND TO FIX least one throttle is forward
or
DOWNWIND LEG
CONFIGURE AIRPLANE
15
MISSED APPROACH current operating doctrine ior
s pr ing
grened bear
ANNOUNCE:
START d e
10 inbou eak" d
to se br scen
"GO-AROUND THRUST
OK
ROTATE:
15 degrees (12.5 S/E) APPROACH be at TARGET SPEED,
@ .3 nm LANDING FLAPS,
PUSH: SET ! FIX GEAR DOWN,
TO/GA button AGGRESSIVELY REVIEW or ALL CHECK LISTS done
AUTOPILOT WILL DISENGAGE! begin descending CALCULATE
USE COMPUTED V/S COMPUTED
@ POSITIVE CLIMB: START CLOCK DESCENT RATE
"GEAR UP" CALL TOWER
SET MISSED APPROACH
on MCP
OK to use FORGET
green arc
profile control
with RWY IN SIGHT
Continue descent
50 feet below MDA
+/- 300 fpm AT ALT HOLD COMPUTED TDZE select V/S, CHECK ZEROs
MAX !
HSI EHSI EXP or FULL
145
© Mike Ray 2000
© Mike Ray 2000
Here are FIVE techniques that can give you an edge:

VISUAL APPROACH 1. Look at an approach chart and pick out a waypoint
on the glide slope (FAF recommended if practical)
with a known altitude and distance from the airport.
2. Put that waypoint on the HSI
My experience during the check-ride was that the visual approach nearly ALWAYS was a single (selectAPP/DEP page for full approach or use FIX page).
engine (engine out) approach. Expect on this maneuver to be visual, but also for the wind to be 3. Fly over to that waypoint and cross at the altitude depicted
a strong crosswind. on the approach plate.
There is a big temptation to just turn the 4. Establish a 3 degree glide slope.
airplane and head for the airport. This is the 5. connect waypoint to runway and fly along that line. Voila!
first mistake that many pilots make. They start
BEFORE STARTING APPROACH
inbound without a plan. In the simulator it is even though largely redundant, 1. Place runway altitude in MCP.
very difficult to evaluate your progress STILL do A-I-R-B-A-G 2. When you begin descent, place green arc on threshold and keep it there.
because there is very few visual cues and
maintaining the appropriate altitude/airspeed A - ATIS
relationship is virtually impossible without 1. If an ILS (or other approach) is available, tune and fly the ILS.
some DME/altitude information. I - INSTALL APPROACH
My recommendation is to set yourself up at R - RADIOs (tune & Ident) 1. Place Computed DESCENT RATE in MCP using V/S.
some known fix on the extended centerline 2. Fly the pitch bar on the Flight Director.
(FAF or ILS fix) and start at a known B - BRIEF
altitude/distance from the landing point. A long A - APP-DESCENT CKLIST 1: Place TDZE as the target altitude on the MCP.
straight-in is probably the MOST DESIRABLE 2: Using HSI distance to end of runway and altitude.
SITUATION, if available. G - GO-AROUND 3: Use 3 for 1 (every 300 feet equals 1 mile) gouge.
Pilot awareness of the length of available
runway and the wind situation will all be part of
the problem solving paradigm.
JUST PRIOR TO FAF @ ALT HOLD
SET TDZE
GET FINAL FLAPS and on MCP
GEAR DOWN
Just prior (about .3 mile) (FL 15 if S/E) and
complete
begin descending FINAL DESCENT CHECKLIST
USE COMPUTED V/S
CALL TOWER
SLOW DOWN and GET DIRTY
APPROACHING FAF
Particularly with the single engined
approach, If on Single Engine;
Terminate fuel transfer
the landing maneuver can either make or CONFIGURE AIRCRAFT
break a GREAT approach. Here are some Select flap, power, airspeed
thoughts: according to current
1. DO NOT start your flare

above 10 feet. YOU WILL FLOAT !
2. DO NOT try and make a USE THIS GOUGE
"GREASE JOB," PUT IT ON ! TO ESTABLISH 3 degree GLIDE SLOPE:
Take Ground Speed and divide by 2 X 10 = 3 degree GLIDE SLOPE
example: 120 KTS divided by 2 = 60 X 10 = 600 FPM
Remember: If you have assymetrical thrust: GROUND SPEED NOTE: (for those NITNOIDS out there)
Use reverse sparingly. The ground speed will ACTUALLY be 2% greater than indicated
Have PNF center the rudder trim on landing. for every 1000 feet altitude: For example; at DEN (5000')
you should increase the ground speed by 10% (5 X 2%):
If 120 KTS, add 12 KTS for an actual 132 KTS.
146
© Mike Ray 2000
© Mike Ray 2000
flying the
PRECISION APPROACHES
(normally using the ILS)
There are 2 categories of
ILS approaches
that we will address:
ILS CAT I
ILS CAT II/III
The first section we will cover is ...
CAT 1
You will be required to demonstrate proficiency on two different
Category One approaches:
1. Regular garden variety ILS, and

2. The single engine ILS.
It may seem that they are superficially similar, but there are important
and significant differences. It is the ILS with engine failure that
presents the most challenge, and I suggest strongly that you have a
well rehearsed and thought out plan in mind before you go in the box.
147
© Mike Ray 2000
© Mike Ray 2000
ILS CAT 1 SETUP ILS CAT 1 OP SPECS

HOW TO SET UP THE RADIOS VISIBILITY: Approaching the FAF (Final Approach Fix) if the weather broadcast
NAV
STEP ONE: SET UP THE VHF NAV PANEL by the tower is not legal to land (or “below minimums”) you CANNOT descend
AUTO MANUAL
124.90 132.95 lower than the FAF altitude. That is; you cannot descend to the MDA (Minimum
TEST
AUTO 1. MANUAL .... Depress selector button so that the Descent Altitude). In other words, you cannot even START the approach
MAN
manual radio is selected. without legal minimums and you must abandon the approach at that point.
UP/LT
VOR
DME DN/RT
using the dial.
MIC SELECTOR
AUTOLAND STUFF:
STEP TWO: IDENTIFY
1. ALL LANDINGS WITH LESS THAN 1800 RVR WILL BE AUTOLAND.
2. IDENTIFY ID ... Use the morse code ident from the 2. Autoland is a MULTIPLE AUTOPILOT event. Do Not attempt to autoland with only
MASK
one autopilot engaged.
V
EMER
WHAT PILOTS SCREW UP:
R
B
NORM They FORGET or DON’T ARM THE AUTOPILOTS during the
STEP THREE: RDMI setup approach phase. They fly the apporach “assuming” that the auto-
0327 1633
DME-1 DME-2 1. VOR .... Select by pushing VOR selector. pilots are armed and ready to “LAND” the airplane.
18 21
15
24
9 12
REMEMBER: If by 40 feet RA you do not get a “FLARE”

27 3
observe the needle swing in order to leave the FAF altitude inbound.
6
engaged annunciation … YOU MUST execute a “GO-

0
33
.0 3
VO
R
FAF. AD
F
AROUND” … or terminate the AUTOLAND evolution.
ADF INOP of the RDMI. 3. Recent changes to the OP SPECS allow autolands to be made to CAT 1 runways
NOTE 3: When in the MAP mode this will indicate DME (supplied from the FMC) IF designated AUTOLAND on the approach chart..
to the next waypoint in the legs page and display that in the upper right corner of
the RDMI as well as the upper left hand corner of the HSI. 4. THE CAPTAIN WILL FLY ALL AUTOLAND APPROACHES; and the Captain may
assume PF duties as judgement dictates, BUT NO LATER THAN 1000 FEET!
HSI
ADI
RANGE
STEP FOUR: CDU and HSI DH REF FULL
VOR/ILS EXP 80
160
320
126 VOR/ILS
40
1. CDU .... DIR/INTC. This will give you the LEGS page
MAP
DESCENT FOR LANDING:
THIS IS A
20
and distance to the next waypoint.. PLAN

CTR MAP 10 At minimums, If the runway or approach lights are visible and
it is the judgement of the PF that adequate visual reference
BRT WXR
2. HSI ... Select EXP VOR/ILS. While the approach may
be flown in FULL, it will not allow you to monitor the
RST
ON POINT OF exists to make a safe landing, then you may land …
CONFUSION
BRT
RADAR or EGPWS during the approach (if required). MAP EVEN THOUGH THE BROADCAST WEATHER MAY BE
BELOW MINIMUMS.
ON ON ON ON ON
STEP FIVE: ALTIMETERS TOUCHDOWN ZONE:

100
0 FT
1.. RAD ALT ... Set minimums on the RAD ALT. holding it off for any reason, particularly to achieve a grease job in the simulator, is
9 1
ENSURE that the OTHER PILOTs instrument agrees check-ride suicide.
0 00
8
32 1
2
SIMULATOR TECHNIQUE:
MB
ALT
IN.HG
3 Fly the beast onto the runway positively and firmly and hold it there with slight forward
7 10 1 3
6
2992
4 pressure. There are no brownie points for a “squeaker.”
5
STEP SIX: STANDBY ATTITUDE INDICATOR

BARO
Select ILS on the selector knob. 737ver5ILS4
148
© Mike Ray 2000
© Mike Ray 2000
Some selected OP-SPECS for quick review
All landings below CAT 1 minimums (less than 1800 RVR) must useAUTO-LAND.
CAT I ILS APPROACH IF required lighting for 1800 RVR inop, below 2400 RVR must use AUTO-LAND.
Captain MUST BE PF no later than 1000 feet AGL forALL AUTOLANDS.
The AUTO-LAND maneuver requires MULTIPLE AUTO-PILOTS.
RVR 1800 or better DO NOT auto-land on single auto-pilot.

Autoland OK at CAT 1 runway if designatedAUTOLAND on approach plate.
FAF is (usually) intersection of GSIA and Glide slope,
SLOW IT
The notch in the “FEATHER” IS the FAF.
APPROACHING PATTERN Reported weather at the FAF MUST BE at or above minimums to continue past GSIA.
If reported weather goes below minimums once you are past FAF; OK to continue to MAP;
DOWN !
POSBD NOTE: A - ATIS And land if all other criteria are met (i.e: you see the runway).
Must use AUTOLAND
below 2400 RVR IF
I - INSTALL APPROACH
required lighting for R - RADIOs (tune & Ident) Within 25 miles of the CROSSWIND LEG
1800 RVR is inop. airport; start thinking
B - BRIEF about slowing so as to
MONITOR ADI If on single engine
terminate fuel transfer
And when
A - APP-DESCENT CKLIST be below approaching VOR LOC and G/S go from CONFIGURE AIRCRAFT
CMS (clean AT TOP DOT Select flap, power, airspeed
G - GO-AROUND maneuvering speed)
WHITE (armed) to GREEN (capture) "GEAR DOWN" according to current
then set MCP for missed appch. "FLAPS 15" operating directives
with appropriate flaps as M/A ALT and M/A HDG (if req)
you come up on about "FINAL DESCENT CHECK"
10 miles out.
DOWNWIND LEG
SLOW DOWN and GET DIRTY AT LOWER DOT
15
think about CONFIGURE AIRCRAFT MCP SPD G/S VOR LOC CMD "FLAPS 25"
MISSED APPROACH Select flap, power, airspeed
according to current 20 20
180
ANNOUNCE: 10 10 Approaching GLIDE SLOPE

"GO-AROUND THRUST 160
FLAPS 15 (1 on SE)" "FLAPS 30 (or final flap)"

ROTATE:
P E 1
140
9 "TARGET AIRSPEED"
15 degrees (12.5 S/E)
MARKER O 10 10
R
L
120
-S
PUSH: 20 20 DH 109
TO/GA button 3540
100
AUTOPILOT WILL DISENGAGE

UNLESS using AUTOLAND!
DE
@ POSITIVE CLIMB:
"GEAR UP"
GSIA G LI When "CLEARED FOR APPROACH"
@400 FEET: 1. ARM the APPROACH MODE;

"VOR/LOC" or "HDG SEL" ALERT
ALTITUDE Push "APP" on MCP
2.5 degrees NOTE: A nice touch is to push "LOC" until
700-800 FPM LOC CAPTURE; then push "APP" to avoid
early descent outside of protected airspace.
TIP! FLY THE

PITCH BARS
FAF
USE HSI IN EITHER FULL/EXP ILS or MAP MODE
FINAL The ADI is considered the primary in\srtument
APPROACH CDU in LEGS PAGE for distance to waypoints

MAP SEGMENT USE AUTOPILOT/AUTOTHROTTLE
Particularly on SINGLE ENGINED, it is neither desired nor
DA required to hand fly the approach. However, expect
(on single engine) to handfly from the GSIA inbound.
737ver5ILS2
149
© Mike Ray 2000
© Mike Ray 2000
IMPORTANT:
SINGLE ENGINE ILS 3 IMPORTANT THINGS

TOO MUCH THROTTLE MOVEMENT
~78% N1 TIP
Approximate N1s:
NOT KEEPING IN TRIM
NOTE: Plan to fly the approach GETTING FAST (or SLOW) ON GLIDESLOPE Downwind: about 78%.
with NO AUTO-THROTTLE. In turns or banks: ADD about 10%
APPROACHING PATTERN to keep speed from decaying.
AWARENESS NOTE:
ON Single-Engine A - ATIS
approach it is OK to use I - INSTALL APPROACH CROSSWIND LEG
autopilot; however, expect
FLAPS 5
and be ready for Check R - RADIOs (tune & Ident)
Airperson to demand
autopilot to be B - BRIEF MONITOR ADI
DO THIS! slow to 180 KTS
If on single engine
disconnected at GSIA. And when
Keep flaps at 2 or 5 terminate fuel transfer
A - APP-DESCENT CKLIST VOR LOC and G/S go from
until inbound and
Good idea to have about
Glide-slope capture
G - GO-AROUND WHITE (armed) to GREEN (capture) eminent.
500# more on the GOOD
then set MCP for missed appch. engine side.
M/A ALT and M/A HDG (if req)
APPROACHING GLIDE-SLOPE
DOWNWIND LEG Use the gear to control the airspeed/descent.
That is, take it early if fast, later if slow
SLOW DOWN and GET DIRTY
CONFIGURE AIRCRAFT MCP SPD G/S VOR LOC CMD
"GEAR DOWN - FLAPS 15”
think about Select flap, power, airspeed FINAL DESCENT CHKLIST”
MISSED APPROACH operating directives 180
20 20
SET BUG at 150 KTS
ANNOUNCE:
"TO/GA"
160 10 10
SET POWER (try ~68 N1)
(AUTOPILOT WILL
DISENGAGE)
P E 1
140
9
TRIM
stay on auto-pilot
O
12.5
FOLLOW PITCH BARS
MARKER
R
10 10
SL
120
“SET THRUST”
“FLAPS 1” 20 20 DH 109
E-
100
3540
ROTATE:
12.5 on S/E
I D
GSIA GL
@ POSITIVE CLIMB ALERT When "CLEARED FOR APPROACH"
"GEAR UP"
ALTITUDE
@ 400 feet 1. ARM the APPROACH MODE;
“VOR/LOC or HDG SEL” USE AUTOPILOT/AUTOTHROTTLE Push "APP" on MCP
NOTE: A nice touch is to push "LOC" until
Particularly on SINGLE ENGINE, it is neither desired LOC CAPTURE; then push "APP" to avoid
nor required to hand fly the approach. However, early descent outside of protected airspace.
expect (on single engine) to be required by the
TIP! FLY THE

PITCH BARS
FAF checkperson to handfly from the GSIA inbound.
USE HSI IN EITHER FULL/EXP ILS or MAP MODE TRIM

ADI is considered the PRIMARY NAVIGATION The best technique
for inputting the
INSTRUMENT; However, if the approach is an ILS-DME, rudder trim is to
then the PF must display the appropriate source on the “LEVEL THE YOKE”
MAP RDMI or EHSI no later than the OM/FAF.
CDU in LEGS PAGE for distance to waypoints

DA TECHNICAL NOTE: If the approach DME source is a VOR and it is
your practice to have the PNF dial up the VOR
to get the DME; and the PF set the ILS frequency for the approach;
REMEMBER: Disconnect autopilot Then be aware: “BECAUSE YOU DO NOT HAVE DUAL INDEPENDENT
DISPLAYS, you can only use this setup down to 200-1/2.
at minimums whether landing
or going around !
150
© Mike Ray 2000
© Mike Ray 2000
151
© Mike Ray 2000
© Mike Ray 2000
CAT II/III
APPROACH
The MOST PRECISION APPROACH IN THE SUPER GUPPY ARSENAL
737ver5CAT1
152
© Mike Ray 2000
© Mike Ray 2000
SOME OF THIS IS JUST A SUGGESTED TECHNIQUE:
CAT III APPROACH IT IS MAY NOT REPRESENT SOP !!!
BASET
Additional BRIEF items during CAT III
STBY ATTITUDE INDICATOR ... ON GOUGE
APPROACHING PATTERN
SLOW IT APU ... ON (recommended)
AUTOBRAKE ... LEVEL 3
B-rakes
A-PU
A
I
- ATIS
- INSTALL APPROACH
DOWN ! REFERENCE + 5 (regardless of wind)
BRIEF EXIT PLAN
S- AI
E- xit plan
T-arget speed (+5)
R - RADIOs (tune & Ident) Within 25 miles of the airport;
B
start thinking about slowing so CROSSWIND LEG
- BRIEF as to be below approaching MONITOR ADI
And when
A - APP-DESCENT CKLIST CMS (clean maneuvering
VOR LOC and G/S go from
CONFIGURE AIRCRAFT
Select flap, power, airspeed
speed) with appropriate flaps AT TOP DOT
G - GO-AROUND/GET OFF as you come up on about 10 WHITE (armed) to GREEN (capture) "GEAR DOWN"
It is REQUIRED to brief an miles out. then set MCP for missed appch. "FLAPS 15"
EXIT PLAN for all approaches M/A ALT and M/A HDG (if req) "FINAL DESCENT
CHECK-LIST"
DOWNWIND LEG
AT LOWER DOT
The "below 1500 feet" CONFIGURE AIRCRAFT
Select flap, power, airspeed MCP SPD G/S VOR LOC CMD "FLAPS 25"
CALL-OUTS according to current
operating directives 180
20 20
PNF PF (responds)
160 10 10 Approaching GLIDE SLOPE
"2500 FEET" "ALTIMETERS "FLAPS 30 (or final flap)"
2500'
MARKER
1
"ALTIMETERS SET" 140
"TARGET AIRSPEED"
SET" RA 9
120
R
10 10
NAME OF
OM
“DECISION
PE 20 20 DH 109
LO
100
3540
OUTER HEIGHT
-S
MARKER IS ___”
below
E
"FLARE ARMED" 1250’ ID
GL
"CLEARED FOR APPROACH"
RA
"1000 FEET “RUNWAY ___ GSIA 2
you MUST do things
INSTRUMENTS 1000'
CLEARED TO ALERT 1. ARM the APPROACH MODE;
LAND” ALTITUDE
CROSS CHECKED"
Push "APP" on MCP
"500 FEET" 500’ "FINAL FLAP ___" FINAL FAF NOTE: A nice touch is to push "LOC" until
LOC CAPTURE; then push "APP" to avoid
100’ APPROACH CAUTION:

Second auto-pilot is NOT fully
early descent outside of protected airspace.
2. ARM OTHER AUTOPILOT.
"APPROACHING
DECISION HEIGHT"
above SEGMENT engaged until “FLARE” armed is
DH annunciated at about 1250 feet
"DECISION HEIGHT" DH
"LANDING, or TIP:
GOING AROUND” When the “FLARE ARMED” For some inexplicable reason,
point in the approach is this is EASY TO FORGET !
"FLARE ENGAGED" 50’ RA achieved, we are assured of You should NOT autoland
having BOTH autopilots and using single autopilot.
an AUTO-COUPLED GO-
AROUND is possible. USE HSI IN EITHER FULL/EXP ILS or MAP MODE
The ADI is considered the primary in\srtument
CDU in LEGS PAGE for distance to waypoints
737ver5CAT2
153
© Mike Ray 2000
© Mike Ray 2000
ILS CAT III SETUP

NAV
STEP ONE: SET UP THE VHF NAV PANEL
AUTO MANUAL
124.90 132.95
TEST
AUTO 1. MANUAL .... Depress selector button so that the
MAN
manual radio is selected.
UP/LT
VOR
DME DN/RT
using the dial.
MIC SELECTOR
STEP TWO: IDENTIFY


MASK

EMER
V
B
NORM
R
STEP THREE: RDMI setup
0327 1633
DME-1 DME-2 1. VOR .... Select by pushing VOR selector.
18 21
15
24
9 12
27 3
observe the needle swing in order to leave the FAF altitude inbound.
6
33
.0 3
VO
R
FAF.AD
F

ADF INOP of the RDMI.
NOTE 3: When in the MAP mode this will indicate DME (supplied from the FMC)
to the next waypoint in the legs page and display that in the upper right corner of
HSI
RANGE
DH REF FULL 160
VOR/ILS EXP 80 320
126 VOR/ILS
40
20
BRT
PLAN
WXR

MAP
ON ON ON ON ON
STEP FIVE: ALTIMETERS
1. RAD ALT .... Set the MINIMUMS on the ADI using the ADI panel ALT selector.
ENSURE that the OTHER PILOTs instrument agrees.
30
STEP SIX: STANDBY ATTITUDE INDICATOR 10 10
Select ILS on the selector knob. 10 10

737ver5CAT6
30
ILS
OFF
ILS B/'CRS
154
© Mike Ray 2000
© Mike Ray 2000
COLD WX
OPS
This airplane has the ability to operate safely in really lousy weather.
The secret is to follow the simple guidelines that have been established
and be familiar with the limitations that exist. The application of those
rules and the understanding of just how far we can push the airplane
are what you will be judged on during the check-ride.
Remember: SAFETY FIRST !!

737ICE01
155
© Mike Ray 2000
© Mike Ray 2000
AIRFRAME DE-ICING
ICING CONDITIONS Here are some points to consider re: FROZEN PRECIPATATION ON A/C:
1. GROUND PERSONNEL are responsible for
Official definition of "Icing Conditions:" Icing conditions exist when the
outside air temperature on the ground or after takeoff is ten degrees NOT dispatching with "ICE" on airframe.
centigrade (about fifty-one degrees fahrenheit) or below or when the Total 2. CAPTAIN responsible for NOT taking off with "ICE."
Air Temperature in flight is ten degrees centigrade or below and visible
moisture in any form is present such as clouds, fog with visibility of one mile
or less, rain, snow, sleet, and ice crystals. Icing conditions also exist on the
IF deemed necessary; The airplane will be "DE-ICED." The Cockpit crew
ground and for takeoff when the outside air temperature is ten degrees prepares the airplane by using the detailed checklist in the additional procedures
centigrade or about fifty one degrees fahrenheit or below and operating on section.
ramps, taxiways, or runways where surface snow, standing water, or slush
may be ingested by engines or freeze on engines, nacelles, or engine sensor
probes. The engine anti-ice must be ON during all ground and flight
operations when icing conditions exist or might exist except during climb After de-icing there are FOUR items that MUST be relayed to the crew:
and cruise when temperature below minus forty degrees SAT; however
engine anti-ice MUST BE ON before and during descent in icing conditions NOTE: In order to "get in line with
including temperature below minus forty degrees SAT. 1. TYPE OF FLUID used the rest of the world-wide aviation
community:" if you are using
2. FLUID/WATER mixture percentage CLASS 1 fluid, the ground guy
Here is what that said 3. LOCAL TIME de-icing BEGAN. will NO LONGER pass the
4. CLEAN SURFACES verification. percentage to the cockpit.
IF temperature below 10C (about 50F)

Crew must then go to chart in FOM (ALL WX 93) and determine appropriate
HOLDOVER TIME. These times are intended as guidelines. In other words,
when you are number 169 for takeoff at ORD and your holdover time expires, it
AND VISIBLE MOISTURE PRESENT does NOT mean that you must return to the De-icing facility and be re-shot. The
FAA intends that the ONLY requirement for takeoff is
THEN you need ENGINE ANTI-ICE ... a VISUAL INSPECTION OF THE UPPER WING SURFACE
The visual check may be completed in one of two ways:
1. The Captain may request that the

MARSH ALLER/PUSHBACK MECHANIC perform a visual check
or
WHAT PILOTS SCREW UP: 2. The Captain may designate a CREWMEMBER to go to cabin
They fail to recognize that the a nd observe the upper surface of the wings directly:
ENGINE ANTI-ICE REQUIRED LIMIT
is at ~50 degrees F. This observation is to be made from the following locations:
Thinking instead that
32 degrees F is the threshold. Third windows FWD of OVERWING
Check is to be accomplished
A determination must then be made regarding the use of De-
Icing Fluid by either the CAPTAIN (predicated on visual within about 5 minutes of the expected take-off time.
inspection or crystal ball) or GROUND PERSONNEL.
NOTE: It is OK to have up to 1/8" of frost on the
underside of the wing in the vicinity of the fuel tanks.
737ver5ICE2 737ver5ICE3
156
© Mike Ray 2000
© Mike Ray 2000
THE KEY TO COLD WX OPS is to:

DETERMINE IF CLUTTER IS PRESENT OPTIONAL V1
CLUTTER When would I use OPTIONAL V1, anyway?"
What is CLUTTER anyway? Here is the OFFICIAL DEFINITION : "Accumulation of PACKED SNOW and ICE may ...
result in BRAKING ACTION LESS THAN GOOD."
FOM ALL WX-14
"Clutter, a form of runway contamination, is: "The Optional V1 procedure provides a means of
SLUSH of 1/8 inch or greater increasing the stopping distance margin when
WET SNOW of 1/4 inch or greater braking action is LESS THAN GOOD." “Old” T&R 12-9
DRY SNOW of 1 inch or greater
STANDING WATER of 1/8 inch or greater" to use Optional V1 there can be ..."NO CLUTTER
ON THE OPERATIONAL PORTION OF THE RUNWAY"
FLIGHT MANUAL 1-20
further "Less than (the amounts listed in the definition above) are
not considered clutter and no weight or V speed adjustments
are required." SO... the conclusion is that You MAY use OPTIONAL V1 when:
1. BRAKING ACTION less than GOOD, but

Stuff you 2. RUNWAY CLUTTER NOT on runway
ALL REVERSERS
will need AUTO SPEED BRAKES
to have ANTI-SKID NOTE: Set V1 anywhere between OPTIMUM V1 and ADJUSTED
in order ALL WHEEL BRAKES V1 (but never less than MINIMUM V1); However, you have to
NO TAILWIND
to takeoff USE CLUTTER SPEEDS
select a V1 PRIOR TO beginning Takeoff roll.
on cluttered MAX N1
runway DO NOT USE OPTIONAL V1
MINIMUM RWY LENGTH
DELAYED (INCREASED) VR
CLUTTER REQUIRES WEIGHT AND V SPEED ADJUSTMENTS.
Clutter is further broken down and classified as level 1 or level 2 and the appropriate
charts are in the "Performance and Procedures Manual."
When and why would I use DELAYED VR, anyway?"
HOWEVER,
SUSPENSION OF OPERATION limits are of Typically, this is a "WINDSHEAR" technique, and I recommend that if
MOST interest to us here; that is: CAN WE TAKE OFF? you are given a "potential" windshear takeoff, that you use Increased
VR. It also works great when there is any possibility of degraded
TAKEOFF
airplane performance during take-off.
NOT SUSPEND OPERATIONS
(except in emergency)
PERMITTED It works like this.
SLUSH OVER 1/2" OVER 1/2"
WET SNOW OVER 1" OVER 2"
1. D etermine the MAXIMUM ALLOWABLE TAKEOFF weight
2. D etermine the VR for that weight (Use V speed flip chart)
DRY SNOW OVER 4" OVER 6"
3. Set bu gs for ACTUAL WEIGHT VR
STANDING WATER OVER 1/2" OVER 1" 4. Use airspeed between the actual and the maximum VR as needed.
NOTE: In event of ABORT or ENG FAIL, use set bug speeds
CAPTAIN MAKES THE TAKE-OFF IF FIRST OFFICER
HAS LESS THAN 100 HOURS.
The MOST IMPORTANT consideration in this whole thing is this:
"The CAPTAIN ... WILL determine the suitability of the runway." NOTE: The BIG DEAL here is to notice the difference between
Optional V1 and Delayed VR. Using "OPTIONAL V1" you MUST SET
the V1 before starting the takeoff roll, whereas when using the
"DELAYED VR" you DO NOT change the NORMAL bug settings.
157
© Mike Ray 2000 737ver5ICE5
© Mike Ray 2000
ENGINE ANTI-ICE STUFF

DURING TAXI STUFF
Even though the air may be clear; snow and clutter on the taxiways and ramp may be
HERE IS SOME STUFF ABOUT THE ENGINE ANTI-ICE SYSTEM.
ingested and could cause engine and airframe icing problems.
The system is designed for use on the GROUND and in the AIR.
It DOES NOT require that the ENGINE BLEED to be turned on.

DO NOT LOWER FLAPS
TOTAL BURN PENALTY is about 200 PPH with the engine anti-ice ON. Keep the flaps and leading edge devices UP until you are approaching the active runway.
IGNITION SHOULD be turned ON before selecting engine anti-ice. NOTE:
The valves are DC controlled and pressure operated.
When operating the flaps/slats during cold weather, monitor the indicator closely. If they
stop … Position the lever immediately in the detent closet to that position
A BRIGHT BLUE indicator light means a disagreement between the cowl anti-ice
valve and the eng anti-ice switch.
An AMBER COWL ANTI-ICE light indicates excessive TEMPERATURE AND/OR

PRESSURE in the ducting downstream from the valve. There is another Caveat here: THE CHECK LIST! You cannot do
the checklist until you lower the flaps just before taking the runway.
ONLY the cowl is anti-iced. The center front part is teflon coated, but not heated. DO NOT FORGET!
ENGINE ANTI-ICE MUST BE ON for ALL OPERATIONS WHEN ICING
CONDITIONS EXIST or are anticipated.
If “MICROBURST ALERT” reported by ATC

I INTERPRET THAT TO MEAN ANY TIME THE TEMPERATURE DO NOT TAKE-OFF.
IS 50 DEGREES F WITH VISIBLE MOISTURE …
YOU NEED ENGINE ANTI-ICE !
Be aware of pireps and plan accordingly.

During extended ground operations, periodic run-ups may be performed at
CAPTAIN’S DISCRETION in order to “sling” any ice from the spinner and fan blades.
Don't forget to get tower clearance before 70/30/30engine run-ups.

RUNUP TO AS HIGH A THRUST It is normally considered good form to make a PA announcement prior to the run-ups, when
SETTING AS PRACTICAL you send someone back to look at the wings for icing.
70% is recommended It is also considered good for some brownie points if in your initial Flight Attendant brief at
For approximately the beginning of the "flight" that you include a discussion about the run-ups.
30 SECONDS
Every
30 MINUTES.
ENGINE RUN-UP in position
on runway just prior to departure is HIGHLY RECOMMENED. Notify tower of intention to
CAUTION take a delay in position for ENGINE runup.
DO NOT RELY ON HOLDING THE BRAKE PEDALS, BIG PROBLEM if you forget to release brakes. Just be aware
SET THE PARKING BRAKE. that the airplane may start slipping and
that taking off with the brakes set is a NO-NO.
IF ICY and AIRPLANE SLIPS: (just what is that horn, anyway?)
1. SET PARKING BRAKE. Select radar on when in position on runway to assess take-off pathway.
2. LIMIT THRUST LEVEL.
3. CONSIDER MOVING TO DRIER PAVEMENT. 737VER5ICE07
737ver5ICE06
158
© Mike Ray 2000
© Mike Ray 2000
HEAVY PRECIPITATION
AFTER TAKE-OFF CONSIDERATIONS STAY OUT OF HEAVY PRECIPITATION.

Oh sure, like you have the option sometimes. IF you happen to encounter
HEAVY PRECIPITATION, DO THIS:
ENG START SWITCHES ............ FLIGHT.

Provides maximum flameout protection
AUTO-THROTTLE ............................ OFF.
DO NOT TURN ON Uncommanded thrust below recommended N1 Can occur
THROTTLES ........ SET 45% N1 minimum.
WING ANTI-ICE This will help avoid flameout. If thrust changes are necessary
UNTIL AFTER FIRST … Move throttles slowly and do not change direction until the
POWER REDUCTION. engine has stabilized.
NOTE: Sometimes, and it normally occurs when you are in a
descent trying to get out of the weather, the 45% N1
restriction just does not give you the descent rate you desire.
In this situation, consider using the SPEED BRAKE. It is one
of the few times that you will fly the airplane with the speed
brake out with the throttles in the forward thrust range.
If OAT temp less than 10 degrees C, and in clouds,
then place (ONE AT A TIME)
This is a REALLY SCARY SITUATION !
Here are some of the possible problems and the suggested solutions:
ENGINE ANTI-ICE ON
Water ingestion degrades engine performance (DUH!)… significantly
sometimes. Enough water could extinguish the engine.
Should you have to re-start … It may require several attempts. You
should attempt to restart IMMEDIATELY, disregarding the flight
Don't forget to turn on Radar if not already on. envelope. In some cases you may NOT be able to restart until exiting
the heavy precipitation.
Additionally, just to make your day complete, you may get FALSE
GPWS WARNINGS. It is suggested that you execute the GPWS
emergency procedure without delay.
Another cheery thought is that the precipitation may activate the radio
altimeter … Further adding to your agitation and confusion.
After it’s all over and you’re finally parked at the gate, remember:
NOTE: It is required after landing for the Captain to see that an

AIRPLANE LOG ENTRY is made and a
CAPTAIN’S REPORT is submitted.
737VER5ICE07
159
© Mike Ray 2000
© Mike Ray 2000
737ver5ICE8 PO Box 1239 TEMECULA, CA 92593
WI N DS H EAR
Definition of SEVERE WINDSHEAR
A rapid change in wind direction or velocity that results in:
AIRSPEED CHANGES GREATER THAN

15 KTS
VERTICAL SPEED CHANGES GREATER THAN
500 FPM
WEATHER THINGS TO LOOK FOR:

Local strong winds like: blowing dust, dust devils, tornado like features, gusts.
Heavy precipitation.
Temp/Dew point spread about 330 to 50 degrees.
Virga.
Lightning.
Wind change 20 knots+.
PIREP of airspeed loss of 15 knots +.
MICROBURST ALERT on TDWR or LLWAS.
Moisture aloft-very dry surface conditions.
IF
The DEPARTURE PATH is defined as: MICROBURST
A corridor extending along the departure path ALERT
for 3 miles from the airport below 1000 feet. Reported;
DO NOT
TAKE-OFF!!
TAKE-OFF CONSIDERATIONS:
Use MAX T/O THRUST (instead of reduced).
Use longest runway available.
Consider using FLAPS 5.
Use RAW DATA, GO TO 15 degrees pitch if encountered.
Use delayed rotation.
Get PIREPS and TOWER REPORTS.
BRIEF and REVIEW PROCEDURES.
If encountered during T/O and ABORT not practical;
ROTATE to 15 degrees no later than 2000 feet from the RWY end./
Consider NOT GOING RIGHT THEN, wait awhile.
IF
MICROBURST
ALERT
LANDING CONSIDERATIONS:
Reported;
FLAPS 30.
Corrected AIRSPEED up to 20 Kts. DO NOT
AVOID large thrust movements.
Use AUTOPILOT.
LAND!!
Stabilize approach no later than 1000 feet AGL.
CONSIDER: “GET OUT OF THERE!”
160
© Mike Ray 2000
© Mike Ray 2000

The Boeing 737-345 Simulator Checkride Survival Manual

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The Boeing 737-345 Simulator Checkride Survival Manual

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The OBLIGATORY (and certainly boring)

REMINDER: The material presented in this manual is written for the

THIS DOCUMENT IS NOT (BY ANY CONCEIVABLE

THIS IS NOT OFFICIAL STUFF FOR ANYBODY OR ANY AIRLINE.

T here are simply not words to describe my wonderful good fortune to

So, I pass on to you this opportunity to become one of the steadily

Captain Mike Ray, president

WELCOME to ... A REFERENCE SECTION

UPPER MAIN OVERHEAD

N28634 W128 635 V

CREW PASS OXYGEN

2. FILTER BYPASS INDICATOR

3. FUEL TEMPERATURE INDICATOR

BRIGHT FILTER VALVE FILTER

1. CROSS FEED SELECTOR

INDICATOR FUEL PUMPS

Power Management Control CTR 3. FUEL PUMP SELECTORS

bulbs. one bulb is powered “LIMITED” electronic over-ride to correct AFT

by the BATTERY BUS. N1... HOWEVER; THE PMCs SHOULD ON ON

MAIN OVERHEAD MAIN OVERHEAD

AC, DC, FREQ indicators

WARNING LIGHTS PANEL

GROUND PERSON CALL HORN

WINDSHIELD WIPER CONTROL

3. CSD DISCONNECT SWITCHES

ENGINE START PANEL

GRD PWR 1. GROUND POWER SELECTOR SWITCH

4. APU BUS POWER LIGHT

ON 5. ENGINE GENERATOR SELECTORS

OFF OFF 1. MAINT (deactivated)

MAIN OVERHEAD MAIN OVERHEAD

CAPT P/S PITOT STATIC F/O P/S

COOL WARM COOL WARM

LOW LOW LOW LOW

PACK OPEN PACK

FWD FWD FWD

AUTO OFF SCHED STANDBY

Flightdeck panel preview

LEFT FORWARD LEFT FORWARD

GPWS ILS STATUS LIGHTS

THR HLD TO/GA HDG SEL FD BRT

N1234UTP 1 2 100 0 FEET

OFF OFF OFF

RDMI FOOT and WINDSHIELD WXR TERR TERR

Radio Distance AIR BLOWER STAB OUT OF TRIM

Magnetic Indicator controls INOP

CENTER FORWARD CENTER FORWARD

PRESSURE BYPASS PRESSURE BYPASS

8 85.4 4 8 84.8 4 PSI

ANTI SKID G OIL

743 766 150 OIL 150 OIL DN

ENGINE INDICATORS ANTISKID 230K ALT FLAP EXT ENGINE INDICATORS

MCP PANEL RIGHT FORWARD PANEL

WARNING and CAUTION PWS

DISENGAGE ADF INOP

RDMI 320/18 1276

switch GROUND PROXIMITY MAP PANEL SHIELD

COURSE selector wheel

HDG SEL AUTOPILOT NORMAL

heading selector disengage bar EGPWS

737ver5019c HYDRAULIC and BRAKE

Flightdeck panel preview

ARMED GEAR WARNING